Draft

WILLIAMSON
COUNTY
ROAD BOND PROGRAM
County Judge
Dan Gattis

Commissioners
DESIGN CRITERIA
Terry Cook
Cynthia Long
Valerie Covey
Larry Madsen
MANUAL
WWW.ROADBOND.ORG

YOUR COUNTY
TAX DOLLARS
AT WORK!
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Design Criteria Manual Williamson County, Texas

TABLE OF CONTENTS
Chapter 1 - Introduction ............................................................................................................... 1-1
Chapter 2 - Traffic and Transportation ........................................................................................ 2-1
Chapter 3 - Surveying and Mapping ............................................................................................ 3-1
Chapter 4 - Environmental Protocol ............................................................................................ 4-1
Chapter 5 - Geotechnical ............................................................................................................. 5-1
Chapter 6 - Drainage .................................................................................................................... 6-1
Chapter 7 - Structures .................................................................................................................. 7-1
Chapter 8 - Utility Coordination .................................................................................................. 8-1
Chapter 9 - Plan Preparation and Project Authorization.............................................................. 9-1

APPENDICES
Appendix A - Design Summary Form ......................................................................................... A-i
Appendix B - Design Waiver Form ............................................................................................. B-i
Appendix C - Right-of-Entry Request and Authorization Form ................................................. C-i
Appendix D - Williamson County Vendor Reimbursement Policy............................................. D-i
Appendix E - Adjustment/Relocation Agreement – Off System ..................................................E-i
Appendix F - Standard Utility Adjustment/Relocation Agreement .............................................. F-i
Appendix G - Standard Utility Adjustment/Relocation Agreement – Buy America................... G-i
Appendix H - Standard Utility Joint-Use Agreement .................................................................. H-i

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CHAPTER 1 – INTRODUCTION
TABLE OF CONTENTS
1-1 Policy ............................................................................................................................................... 1-1
1-2 Contact............................................................................................................................................. 1-1
1-3 Purpose ............................................................................................................................................ 1-1
1-4 Application of Guidelines................................................................................................................ 1-1
1-5 Revisions ......................................................................................................................................... 1-2
1-6 Closing Comment ............................................................................................................................ 1-2

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Chapter 1 - Introduction

1-1 Policy

The Williamson County Design Criteria Manual (Manual) is intended to provide general guidance in the
management and design of horizontal civil projects for Williamson County (County). It outlines the
procedures and formats that must be followed in performing design tasks associated with county roadway
and drainage projects.
This manual has an effective date of January 2017. This is a new document that supersedes the following
documents:
• Williamson County Multi-Corridor Transportation Plan Project Level Environmental Review and
Compliance Protocol (2009)
• Pavement Design for Streets and Roadways (2001)
• Williamson County Design Criteria Manual (2001)

1-2 Contact

For more information or questions regarding any topics in this Manual, please contact the General
Engineering Consultant (GEC).

1-3 Purpose

This Manual has been prepared to instruct the project team on the procedures and formats to be followed in
the planning and design of projects associated with the Williamson County Road Bond Program. This
Manual is primarily concerned with horizontal infrastructure projects.
Sections are devoted to the preparation and standardization of reports, plans, specifications, cost estimates,
project management methods, and quality control. Design engineers should read and understand those
sections of the Manual that are applicable before beginning design and they should discuss any concerns
that may arise with the GEC prior to proceeding with the design work.
The Manual enables uniformity of design standards and plan contents. Standardization enhances
consistency in design quality and presentation, minimizes errors, improves understanding of design intent,
allows improved data presentation, and makes documentation practices more routine. Design engineers,
inspectors, and contractors will benefit from the consistency of designs and plans once they are familiar
with the requirements. It is not the intent of the Manual to restrict the design engineers from preparing
unique or innovative solutions to particular problems. Solutions that involve new theories, processes,
materials, or construction methods are essential elements of the engineering profession. However, when
such solutions deviate from those proposed in the following sections, design engineers should first discuss
their proposals with the GEC before beginning work.

1-4 Application of Guidelines

This Manual was developed to provide minimum standards for design of the Williamson County Road Bond
Program.

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The County, GEC, and Consultants recognize that in order for this document to achieve its purpose, the
provisions herein must be used. To improve design quality and consistency, resist temptation to set aside
requirements in order to achieve short-term goals or minimize costs.

1-5 Revisions

This Manual is expected to be dynamic and sections will be updated as the needs of the County change and
improvements are identified. The engineering firms working on County projects are encouraged to take
ownership of this Manual by offering ways to improve the practice of engineering within the County and
documenting those improvements for subsequent editions.

1-6 Closing Comment

The following sections within this Manual define the administrative and technical requirements for the
design of Road Bond projects within Williamson County.

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CHAPTER 2 – TRAFFIC AND TRANSPORTATION

TABLE OF CONTENTS
2-1 Overview ......................................................................................................................................... 2-1
2-1.1 Introduction ........................................................................................................................ 2-1
2-1.2 References .......................................................................................................................... 2-1
2-2 Traffic Characteristics ..................................................................................................................... 2-2
2-2.1 Traffic Data ........................................................................................................................ 2-2
2-2.2 Capacity and Level-of-Service ........................................................................................... 2-2
2-3 Geometric Design ............................................................................................................................ 2-3
2-3.1 Functional Class ................................................................................................................. 2-3
2-3.2 Design Waiver .................................................................................................................... 2-4
2-3.3 Design Speed ...................................................................................................................... 2-5
2-3.4 Horizontal Alignment ......................................................................................................... 2-5
2-3.4.1 Superelevation Rate ......................................................................................... 2-6
2-3.5 Vertical Alignment ............................................................................................................. 2-6
2-3.5.1 Grades .............................................................................................................. 2-6
2-4 Intersections..................................................................................................................................... 2-9
2-4.1 Intersection Types .............................................................................................................. 2-9
2-4.2 Design Vehicle ................................................................................................................. 2-10
2-4.3 Curvature and Turning Radii ............................................................................................ 2-10
2-4.4 Islands ............................................................................................................................... 2-12
2-5 Cross Section Elements ................................................................................................................. 2-13
2-5.1 Right-of-Way Width......................................................................................................... 2-13
2-5.2 Travel Lanes ..................................................................................................................... 2-13
2-5.3 Auxiliary Lanes ................................................................................................................ 2-13
2-5.3.1 Parking Lanes ................................................................................................. 2-13
2-5.3.2 Truck Climbing Lanes.................................................................................... 2-14
2-5.3.3 Speed Change Lanes ...................................................................................... 2-14
2-5.3.4 Turn Lanes ..................................................................................................... 2-16
2-5.3.5 Other............................................................................................................... 2-19
2-5.4 Shoulders .......................................................................................................................... 2-20
2-5.5 Cross Slope ....................................................................................................................... 2-20
2-5.6 Horizontal and Vertical Clearance ................................................................................... 2-20
2-5.7 Medians ............................................................................................................................ 2-20
2-5.8 Slopes, Ditches, & Drainage Structures ........................................................................... 2-21
2-5.9 Curb and Curb and Gutter ................................................................................................ 2-22
2-5.10 Roadside Barriers ............................................................................................................. 2-22
2-5.11 Typical Sections ............................................................................................................... 2-23
2-6 Bicycle and Pedestrian Facilities ................................................................................................... 2-40

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2-6.1 Curb Ramps and Landings ............................................................................................... 2-40

2-6.2 Pedestrian Facilities .......................................................................................................... 2-40
2-6.2.1 Sidewalks ....................................................................................................... 2-40
2-6.2.2 Walking and Hiking Trails ............................................................................. 2-43
2-6.3 Bicycle Facilities .............................................................................................................. 2-43
2-7 Driveways ...................................................................................................................................... 2-44
2-8 Pavement Design ........................................................................................................................... 2-49
2-9 Right-of-Way and Easements ........................................................................................................ 2-49
2-10 Fencing .......................................................................................................................................... 2-50
2-11 Traffic Control ............................................................................................................................... 2-50
2-11.1 Signing and Pavement Markings ...................................................................................... 2-50
2-11.2 Traffic Signals .................................................................................................................. 2-51
2-11.3 Work Zone Safety/ Temporary Traffic Control ............................................................... 2-51
2-12 Roadway Lighting ......................................................................................................................... 2-51
2-13 Landscaping and Roadside Development...................................................................................... 2-52
2-14 Access Controlled Facilities .......................................................................................................... 2-52

TABLES
Table 2-1: Functional Classes in Relation to Access and Mobility ..................................................... 2-4
Table 2-2: Allowable Design Speed .................................................................................................... 2-5
Table 2-11: Maximum Grades ............................................................................................................... 2-8
Table 2-12: Minimum Edge of Pavement Designs at Intersections ..................................................... 2-11
Table 2-13: Minimum Radii for Intersection Curves........................................................................... 2-12
Table 2-14: Minimum Acceleration Lengths in Relation to Speed ..................................................... 2-15
Table 2-15: Minimum Deceleration Lengths in Relation to Speed ..................................................... 2-15
Table 2-16: Minimum Taper Length on Speed Change and Turn Lanes 1 .......................................... 2-16
Table 2-17: Left-Turn Lane Requirements 1 ........................................................................................ 2-17
Table 2-18: Cross Section Elements .................................................................................................... 2-24
Table 2-18: Cross Section Elements (Continued) ................................................................................ 2-25
Table 2-18: Cross Section Elements (Continued) ................................................................................ 2-26
Table 2-18: Cross Section Elements (Continued) ................................................................................ 2-27
Table 2-19: Bikeway Design Criteria 1 ................................................................................................ 2-44
Table 2-20: Driveway Design Criteria for Low Speed Facilities 1....................................................... 2-45

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FIGURES
Figure 2-3: Critical Lengths of Grade for Design ................................................................................. 2-7
Figure 2-8: Right-Turn Lane Guidelines ............................................................................................. 2-19
Figure 2-10: RU 2 (Rural Undivided Two Lane) .................................................................................. 2-28
Figure 2-11: RU 4 (Rural Undivided Four Lane).................................................................................. 2-29
Figure 2-12: RMD 4/RMD 6 (Rural Median Divided Four or Six Lane) Flush Median ...................... 2-30
Figure 2-13: RMD 4/RMD 6 (Rural Median Divided Four or Six Lane) Depressed Median .............. 2-31
Figure 2-14: MAU 2 (Median Arterial Undivided Two Lane) Curbed Section .................................... 2-32
Figure 2-15: MAU 4 (Median Arterial Undivided Four Lane) Curbed Section ................................... 2-33
Figure 2-16: MAD 4 (Median Arterial Divided Four Lane) Curbed Section with TWLTL or Raised
Median .............................................................................................................................. 2-34
Figure 2-17: MAD 6 (Median Arterial Divided Six Lane) Curbed Section with TWLTL or Raised Median
.......................................................................................................................................... 2-35
Figure 2-18: MLE 2 (Managed Lane Expressway Two Lane) – Divided Expressway Section of Two (2)
Managed Lanes and Three (3) Frontage Road Lanes Each Direction .............................. 2-36
Figure 2-19: SMAD 6 (Super Median Arterial Six Lane) – One (1) Express Lane and Two (2) Frontage
Road Lanes Each Direction .............................................................................................. 2-37
Figure 2-20: Tapered End Treatments................................................................................................... 2-38
Figure 2-21: Typical Utility Assignments ............................................................................................. 2-39
Figure 2-9: Sidewalks.......................................................................................................................... 2-42
Figure 2-22: Driveways (1 of 2) ............................................................................................................ 2-46
Figure 2-22: Driveways (2 of 2) ............................................................................................................ 2-48

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Chapter 2 - Traffic and Transportation

2-1 Overview

2-1.1 Introduction
The primary objective of this chapter is to promote uniformity, clarity, and efficiency in the design of
roadways in Williamson County (County). This chapter is not intended as the complete source for the
design of roads in the County, nor to restrict the design engineer to these design standards in every design
situation, but serves to provide minimum design standards for the construction and reconstruction of
transportation projects in the County. This Chapter is not intended for use in the design of very low-volume
local roads (ADT < 400).
The design criteria requirements shown in this chapter are taken from acceptable design guidelines and
generally represent minimum values. The design engineer shall consider these the lowest acceptable limits
in design. The design engineer shall embody the highest values practical.
The design engineer may develop unique and innovative design solutions using sound engineering judgment
to resolve specific design problems encountered in any project. However, if the solutions deviate from the
criteria in this manual, the design engineer shall discuss the proposed solution with the General Engineering
Consultant (GEC) to obtain concurrence before proceeding with the work.

2-1.2 References
The references listed in this section provided much of the fundamental source information used in the
development of this chapter. This list is not all-inclusive and there are numerous manuals, documents, and
journals that state the roadway design criteria. Note that these publications and the standards and
specifications they contain are not static documents, but are expected to be revised continually. Therefore,
Project Engineers should always check the appropriate website for the most recent versions.
American Association of State Highway and Transportation Officials (AASHTO):
 A Policy on Geometric Design of Highways and Streets

City of Austin (COA):

 Transportation Criteria Manual

Texas Department of Licensing and Regulation (TDLR):

 Texas Accessibility Standards (TAS)

Texas Department of Transportation (TxDOT):

 Access Management Manual
 Roadway Design Manual
 Texas Manual on Uniform Traffic Control Devices (TMUTCD)

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United States Access Board (U.S. Access Board):

 Americans with Disabilities Act Accessibility Guidelines (ADAAG)

Roadway engineering for projects in the County shall be performed in accordance with the criteria,
guidelines, and data requirements included herein. Where discrepancies occur between the information
provided herein and any of the above references, the following descending order of priority shall govern:
(1) Williamson County Design Criteria Manual, (2) TxDOT’s Roadway Design Manual, and (3)
AASHTO’s A Policy on Geometric Design of Highways and Streets. For additional guidance not covered
in this chapter, refer to TxDOT’s Roadway Design Manual.

2-2 Traffic Characteristics

2-2.1 Traffic Data

Traffic data collection and future projections on existing facilities and trip generation, trip distribution, and
traffic estimation methodology and calculations for proposed roadway facilities regarding traffic impact
analysis and capacity should be in accordance with TxDOT’s Traffic Data and Analysis Manual. For traffic
data analysis regarding pavement design, refer to Chapter 5.

2-2.2 Capacity and Level-of-Service

Capacity analysis is a set of procedures for estimating the traffic-carrying ability of facilities over a range
of defined operational conditions. It provides tools for the analysis of existing facilities and for the planning
and design of improved or future facilities.
The concept of levels-of-service (LOS) uses quantitative measures that characterize operational conditions
within traffic stream and their perception by motorists and passengers. The descriptions of individual LOS
characterize these conditions in terms of factors, such as speed and travel time, freedom to maneuver, traffic
interruptions, and comfort and convenience. Six LOS are defined for each type of facility for which analysis
procedures are available. They are given letter designations, from A to F, with LOS A representing the best
operating conditions and LOS F the worst. Each LOS represents a range of operating conditions. For new
roadway facilities in the County, a LOS C should be considered for signalized intersections and LOS B for
all other segments of the urban and rural facilities. On existing facilities, LOS C or D may be more
appropriate. Refer to the Transportation Research Board’s Highway Capacity Manual (HCM) for the
classification and description of the various LOS for each type of facility.
The design engineer should reference the Transportation Research Board’s Highway Capacity Manual
(HCM) for technical information and design criteria regarding the capacity of roadway facilities. For the
design and analysis of traffic signals at intersections, the design engineer should use the Highway Capacity
Software (HCS2000) or similar programs acceptable to the County.

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There are several factors affecting the capacity and LOS for roadway facilities. These factors can be
classified into roadway conditions, traffic conditions, and control conditions. The roadway conditions
include geometry and design elements, such as functional class, lane width, shoulder width, horizontal
clearance, design speed, horizontal and vertical alignment, and availability of queuing space at intersections.
The traffic conditions that influence capacity and service levels include vehicle type and directional or lane
distribution. Control conditions, such as traffic signals, stop signs, all-way stops, lane use, and parking
restrictions, can also be very critical to the free flow of traffic and therefore, affect the capacity and service
levels.

2-3 Geometric Design

Geometric design defines the physical dimensions of the visible roadway features, such as alignment, sight
distance, width, slopes, grades, roadside treatment, and other related issues. Geometric design standards
relate to the functional classification of the roadway facility, its traffic density and character, design speed,
capacity, safety, and land use.

2-3.1 Functional Class

The classification of streets and roadways into functional classes or geometric types is necessary for
communication among administrators, engineers, and the general public. Functional classification is
generally the grouping of roadway facilities based on the character of service they are intended to provide.
The nature of travel patterns, land use, and street density for roadways also affect their classification as
urban or rural facilities.
The two major factors in classifying highway and street facilities are access and mobility. Since high level
of access and mobility cannot be achieved on roadways, it is important to determine the primary function
of each facility. On arterials, controlled or reduced access is necessary to enhance their primary function of
mobility. Conversely, the primary function of local roads and streets is to provide access where mobility is
very limited.
The four main functional classes for urban, rural, and suburban facilities are principal arterials, minor
arterials, collectors, and local roads and streets. The term suburban roadway refers to high-speed roadways
that serve as transitions between low-speed urban streets and high-speed rural roadways. Suburban
roadways are typically 1 to 3 miles in length and have light to moderate driveway densities (approximately
10 to 30 driveways per mile). Because of their location, suburban roadways have both rural and urban
characteristics. For example, these sections typically maintain high speeds (a rural characteristic), while
utilizing curb and gutter to facilitate drainage (an urban characteristic). Consequently, guidelines for
suburban roadways typically fall between those for rural roadways and urban streets. Table 2-1 shows how
these functional classes relate to mobility and access.

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Table 2-1: Functional Classes in Relation to Access and Mobility

CLASSES OF ROADWAYS AND STREETS

Classification Character of Service Mobility Access

Principal Arterials Main movement High Limited
Minor Arterials Interconnect principal arterials Moderate Limited
Collectors Connect local roads to arterials Moderate Moderate
Local Roads and Streets Provide access to abutting land Limited High

It is essential to classify each roadway system before any design efforts begin. A good starting point for
obtaining the functional class will be the latest transportation plan for the County. It includes information
on whether the facility is planned to be urban or rural. The plan may also have current and future traffic
data to aid in the determination of the functional class. The subsequent sections in this manual highlight the
roadway design criteria based on the functional class.

2-3.2 Design Waiver

A design waiver is required when the controlling criteria specified for the functional classification of the
design project is not met. The Design Waiver Form is provided in Appendix B. The determination of
whether a design waiver exists and final approval of such departure from controlling criteria rests with the
County Engineer or his/her authorized representative(s).
Exceptions to this are projects located on a TxDOT facility or projects subject to other jurisdiction control.
TxDOT projects are subject to TxDOT requirements for Design Exceptions, Design Waivers, and Design
Variances and should be submitted to TxDOT as detailed in TxDOT’s Roadway Design Manual. Projects
subject to other jurisdictional control should be coordinated with the controlling entity for required
documentation.
The following list contains examples of the controlling criteria that will require a design waiver on all
classifications for county roadways:
 design speed  grades
 lane width  stopping sight distance
 shoulder width  cross slope
 bridge width  superelevation
 structural capacity  vertical clearance
 horizontal alignment  lateral offset to obstructions
 vertical alignment

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2-3.3 Design Speed

Design speed is the selected speed used to determine the various geometric design features of the roadway.
It is important to set the design speed appropriately to provide a balance between geometry elements, such
as sight distance, vertical and horizontal alignment, lane and shoulder widths, roadside clearances, and
superelevation.
Selection of design speed is primarily influenced by the terrain characteristics, economic considerations,
and functional classification of the roadway system. Table 2-2 shows allowable design speeds related to
roadway classification. Design speeds on all roadways shall be set in accordance with these ranges, unless
otherwise directed by the County Engineer or authorized representative(s).

Table 2-2: Allowable Design Speed

ALLOWABLE DESIGN SPEED (mph)

FUNCTIONAL
30 40 50 60 70
CLASSIFICATION
URBAN
Arterial    
Collector   
Local  
RURAL
Arterial *  
Collector    
Local    
SUBURBAN
Arterial ** 
Collector   
Local   
*
May be used on arterials where geometric restrictions do not allow higher speeds. Design Waiver Form
approval required (see Appendix B).
**
45 Minimum.

2-3.4 Horizontal Alignment

Design of the horizontal alignment for roadway projects in Williamson County should be in accordance
with the guidelines stated in the most current edition of TxDOT’s Roadway Design Manual and the sections
included herein.
Unless there is a need to match existing stationing, all proposed roadway horizontal alignments shall
increase stationing from north to south and west to east.

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2-3.4.1
2-3.4.1 Superelevation Rate
There are practical limits to the rate of superelevation. High rates create steering problems for drivers
traveling at lower speeds, particularly during ice or snow conditions. On urban facilities, lower maximum
superelevation rates may be employed since adjacent buildings, lower design speeds, and frequent
intersections are limiting factors. Although maximum superelevation is not commonly used on urban
streets, if provided, maximum superelevation rates of 4% should be used. For urban freeways and all types
of rural roadways, maximum rates of 6% to 8% are generally used. In Williamson County, maximum rates
of 6% are typical.
Superelevation on Low-Speed Facilities
Although superelevation is advantageous for traffic operations, various factors often combine to make its
use impractical in many developed areas. These factors include the following:
 wide pavement areas
 surface drainage considerations
 frequency of cross streets and driveways
 need to meet the grade of adjacent property

For these reasons, horizontal curves on low-speed streets in urban areas are frequently designed without
superelevation and centrifugal force is counteracted solely with side friction. This criteria is generally used
for subdivision streets or other local roadways.
2-3.5 Vertical Alignment
Design of the vertical alignment for roadway projects in Williamson County should be in accordance with
the guidelines stated in the most current edition of TxDOT’s Roadway Design Manual and the sections
included herein.
2-3.5.1 Grades
The effects of rate and length of grade are more pronounced on the operating characteristics of trucks than
on passenger cars and thus may introduce undesirable speed differentials between the vehicle types. The
term critical length of grade is used to indicate the maximum length of a specified ascending gradient upon
which a loaded truck can operate without an unreasonable reduction in speed (commonly 10 mph). Figure
2-3 shows the relationship of percent upgrade, length of grade, and truck speed reduction. Where critical
length of grade is exceeded for two-lane roadways, climbing lanes should be considered as discussed in the
Transportation Research Board’s Highway Capacity Manual (HCM).

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Figure 2-3: Critical Lengths of Grade for Design

Table 2-11 summarizes the maximum grade controls in terms of design speed. Generally, maximum design
grade should be used infrequently rather than as a value to be used in most cases. However, for certain
cases such as urban freeways, a maximum value may be applied in blanket fashion on interchange and grade
separated approaches.

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Table 2-11: Maximum Grades

MAXIMUM GRADES (%)
FUNCTIONAL TYPE OF DESIGN SPEED (mph)
CLASSIFICATION TERRAIN 15 20 25 30 35 40 45 50 55 60 65 70 75 80
URBAN AND
SUBURBAN:
Local 1 All <15 <15 <15 <15 <15 <15 <15 – – – – – – –
Level 9 9 9 9 9 9 8 7 7 6 – – – –
Collector
Rolling 12 12 12 11 10 10 9 8 8 7 – – – –
Level – – – 8 7 7 6 6 5 5 – – – –
Arterial
Rolling – – – 9 8 8 7 7 6 6 – – – –
Level – – – – – – – 4 4 3 3 3 3 3
Freeway
Rolling – – – – – – – 5 5 4 4 4 4 4

RURAL:

Level 9 8 7 7 7 7 7 6 6 5 – – – –
Local
Rolling 12 11 11 10 10 10 9 8 7 6 – – – –
Level – 7 7 7 7 7 7 6 6 5 – – – –
Collector
Rolling – 10 10 9 9 8 8 7 7 6 – – – –
Level – – – – – - - 4 4 3 3 3 3 3
Arterial
Rolling – – – – – - - 5 5 4 4 4 4 4
Level – – – – – – – 4 4 3 3 3 3 3
Freeway
Rolling – – – – – – – 5 5 4 4 4 4 4
1
8% maximum in commercial areas on local streets, desirably less than 5%. Flatter gradients should be used
where practical.

Flat or level grades on uncurbed pavements are satisfactory when the pavement is adequately crowned to
drain the surface water laterally. When side ditches are required, the grade should seldom be less than 0.5%
for unpaved ditches and 0.25% for lined channels. With curbed pavements, desirable minimum grades of
0.50% (0.35% absolute minimum used sparingly) should be provided to facilitate surface drainage. Joint
analyses of rainfall frequency and duration, the longitudinal grade, cross slope, curb inlet type, and spacing
of inlets, or discharge points, are usually required so that the width of water on the pavement surface during
likely storms does not unduly interfere with traffic. Criteria for water ponding for various functionally
classified roadways are contained in TxDOT’s Hydraulic Design Manual.

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2-4 Intersections

This section sets the basic guidelines to use in the design of at-grade intersections. For information on
intersections with grade separation and interchanges, see AASHTO’s A Policy on Geometric Design of
Highways and Streets. Intersections at-grade are a critical part of roadway design. The efficiency of a road
network depends on the effectiveness of the intersections.
The number of possible conflicts at intersections is very high compared to normal roadway operations.
Good design practice will minimize these areas of high accident potential. Traffic, driver characteristics,
physical features, and economics influence the design of channelization and traffic control measures.
It would be ideal to design every intersection based on an engineering analysis using traffic data and accident
records, but this is seldom practical. When an engineering study is appropriate, it should include
recommendations for channelization, turn lanes, acceleration and deceleration lanes, intersection
configuration, and traffic control devices.
The speed as vehicles approach and move through the intersection and the size of the design vehicle govern
the minimum dimensions of an effective intersection. Such features as minimum sight distance, curve radii,
and lengths of turning and storage lanes directly relate to speed and design vehicle.

2-4.1 Intersection Types

The three-leg and four-leg configurations are the two basic types of intersections. The three-leg
configuration is generally referred to as either a Tee or Wye intersection. The Tee intersection has three
legs intersecting so the angle between the stem of the Tee and the remaining legs is 60° to 120°. It is
desirable to keep this range between 75° and 105°, with 90° being the ideal. For other types of intersections,
refer to AASHTO’s A Policy on Geometric Design of Highways and Streets.
The Tee shape provides better driver visibility than the Wye shape. It is preferable to have the minor traffic
movement on the stem of the Tee. In the Wye intersection, the angle between two of the intersecting legs
is less than 60°. The Wye shape can cause driver confusion when two legs diverge from the stem and thus
should be avoided. If it cannot be avoided, then careful signing should be considered to eliminate confusion.
The four-leg intersection is the most common type of intersection and may be right-angled, oblique, or
offset. The desirable angle between any two respective legs is between 75° and 105°, although a range from
60° to 120° is allowed. The preferred angle is 90°.
The right-angled crossing is easily signed and signalized, provides good visibility, and is the safest to
negotiate by drivers and pedestrians. The oblique crossing creates problems with driver visibility, pedestrian
safety, and vehicle turning angles. The offset intersection has low intersection capacity, is difficult to
negotiate and comprehend, and is difficult to effectively sign and signalize. Therefore, oblique and offset
intersections should be avoided.

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The modern roundabout, a one-way circular intersection, has worked well on some low-speed routes as
replacements for intersections with four-way stops. It has two main operational features that distinguish it
from other rotary intersections: (1) yield at entry and (2) deflection of entering traffic. It has been very
successful in reducing accidents, but site selection is critical to successful performance. Modern
roundabouts range in size depending on the site and the number of lanes. Inscribed circle of 50 ft. radius
should be utilized as a minimum for one lane configuration. Prior to moving forward with design for
roundabout, approval by County Engineer or authorized representative is needed. For more information,
refer to AASHTO’s A Policy on Geometric Design of Highways and Streets.

2-4.2 Design Vehicle

Design vehicles have selected dimensions and operating characteristics. Each represents a class of vehicles
that establish design controls for specific conditions. The design vehicle for any intersection depends on
the roadways involved, the location of the intersection, and the types and volume of vehicles using the
intersection. Four main design vehicles are generally used for the design of intersections: (1) SU, (2) WB-
40, and (3) WB-62. See subsequent sections for design vehicle and turning radii at intersections. For other
design vehicles, refer to the AASHTO’s A Policy on Geometric Design of Highways and Streets.
Intersections should be designed so that the design vehicle can make all turning movements without
encroaching on adjacent lanes, opposing lanes, curbs, or shoulders. Using a taper at the exit end of the right-
turn corner will reduce the radius and the pavement area. The engineer should verify the adequacy of turn
radii of all major intersections within the proposed project. Intersection layouts should be prepared detailing
these results.

2-4.3 Curvature and Turning Radii

Design for turning vehicles at intersections is typically based on low speed of 10 mph. Generally, the
intersection turning radius should be based on the design vehicle selected for the approaching roadway. The
design vehicle varies with the functional class of the intersecting roadways, the frequency and the type of
turning vehicles, and the feasibility of applying such a turning radius due to right-of-way restrictions. Table
2-12 shows the minimum radius, taper, and offset requirements for some of the most common design
vehicles based on the angle of turn.

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Table 2-12: Minimum Edge of Pavement Designs at Intersections

3-CENTERED 3-CENTERED
SIMPLE SIMPLE CURVE RADIUS
ANGLE COMPOUND CURVE, COMPOUND CURVE,
DESIGN CURVE WITH TAPER
OF TURN 1 SYMMETRIC ASYMMETRIC
VEHICLE2 RADIUS
(degrees) RADIUS OFFSET OFFSET OFFSET
(ft.) TAPER RADII (ft.) RADII (ft.)
(ft.) (ft.) (ft.) (ft.)
P 40 - - - - - - -
SU 60 - - - - - - -
60 WB-40 90 - - - - - - -
10.0-
WB-62 170 140 4.0 15:1 400-100-400 15.0 110-100-220
12.5
P 35 25 2.0 10:1 100-75-100 2.0 - -
SU 55 45 2.0 10:1 120-45-120 2.0 - -
75
WB-40 - 60 2.0 15:1 120-45-120 5.0 120-45-195 2.0-6.5
WB-62 - 145 4.0 20:1 440-75-440 15.0 140-100-540 5.0-12.0
P 30 20 2.5 10:1 100-20-100 2.5 - -
SU 50 40 2.0 10:1 120-40-120 2.0 - -
90
WB-40 - 45 4.0 10:1 120-40-120 5.0 120-40-200 2.0-6.5
WB-62 - 120 4.5 30:1 400-70-400 10.0 160-70-360 6.0-10.0
P - 20 2.5 - 100-20-100 2.5 - -
SU - 35 3.0 - 100-35-100 3.0 - -
105
WB-40 - 40 4.0 - 100-35-100 5.0 100-55-200 2.0-8.0
WB-62 - 115 3.0 15:1 520-50-520 15.0 360-75-600 4.0-10.5
P - 20 2.0 - 100-20-100 2.0 - -
SU - 30 3.0 - 100-30-100 3.0 - -
120 WB-40 - 35 5.0 - 120-30-120 6.0 100-30-180 2.0-9.0
24.0-
WB-62 - 100 5.0 15:1 520-70-520 10.0 80-55-520
17.0
1 Angle of Turn is the angle through which a vehicle travels in making a turn. It is measured from the extension of the
tangent on which a vehicle approaches to the corresponding tangent on the intersecting road to which a vehicle turns.
It is the same angle that is commonly called the delta angle in surveying terminology.

2 Design Vehicle - see TxDOT Section 7 Minimum Designs for truck and Bus Turns for WB-62 requirements.

For urban streets, a 30 ft. turning radius is desirable. In urban areas with considerable to high volume of
truck traffic, 30 ft. to 50 ft. is typically used. On rural facilities, larger design vehicles are typically selected
with larger radii. For arterial intersections with collectors, the WB-40 design vehicle with 40 ft. turning
radius should be the minimum design criteria. For minimum design criteria at arterial intersections with
arterials use the WB-62 vehicle with 75 ft. turning radius.
Intersections may include turning sections at higher speeds. Guidelines for high-speed turning are shown
in Table 2-13. Here the minimum turning radius values are shown in relation to design speed, average
running speed, and superelevation.

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Table 2-13: Minimum Radii for Intersection Curves

MINIMUM TURNING RADIUS AT INTERSECTIONS IN RELATION TO DESIGN SPEED

AND MINIMUM SUPERELEVATION

Design Turning Speed (mph) 10 15 20 25 30 35 40 45

Average Running Speed (mph) 10 14 18 22 26 30 34 36
Minimum Superelevation (ft./ft.) 0.00 0.00 0.02 0.04 0.06 0.08 0.09 0.10
Minimum Radius (ft.) 25 50 90 150 230 310 430 540

2-4.4 Islands
A traffic island is a defined area between traffic lanes for control of vehicle movements, pedestrian refuge,
or traffic control devices. Traffic islands perform these major functions:
 Channelization islands control and direct traffic movement.
 Divisional islands separate opposing or same direction traffic streams.
 Refuge islands provide safe haven for pedestrians.
 Miscellaneous islands provide for proper placement of traffic control devices.

Divisional and refuge islands are normally elongated and should be at least 6 ft. wide and 20 ft. long.
Channelization islands are normally triangular. Triangular islands should contain a desirable area of 100
sq. ft. with a minimum of 50 sq. ft. in urban and 75 sq. ft. in rural areas. An area of 200 sq. ft. should be
considered for islands with traffic control devices or luminaries and islands crossed by pedestrians.
A lane offset of 2 ft. and a corner radius of 2 ft. should be considered in the design of raised islands. For
painted islands in rural areas, 1 ft. offset may be considered.
Here are some additional considerations for the design of intersection islands:
 Avoid offset distances wider than 6 ft. as this gives the appearance of an added lane.
 Reflective raised pavement markings may supplement island markings.
 Raised islands require barrier-free access in accordance with ADAAG.
 Design approach ends of islands to provide adequate visibility and advance warning of their
presence.
 Islands should not cause a sudden change in vehicle direction or speed.
 Transverse lane shifts should begin far enough in advance of the intersection to allow gradual
transitions.
 Avoid introducing islands on horizontal or vertical curves.

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2-5 Cross Section Elements

2-5.1 Right-of-Way Width

Width of right-of-way (ROW) should be sufficient to include all cross section elements. A uniform width
of ROW should always be considered. Refer to Table 2-18 for rural and urban roadway minimum ROW
width values. Additional width may be required to accommodate major cuts or fills, required sight distance
at intersections, interchanges, utilities, and environmental considerations.
In addition, the design engineer should consider the following guidelines in establishing ROW requirements:
 Maintain a uniform ROW width, where possible.
 Keep changes of ROW width to a minimum.
 Maintain ROW widths over a minimum length of 200 ft.
 Apply ROW width transitions over a minimum length of 50 ft.
 Apply ROW width changes at property lines, if practical.
 Apply ROW width changes at even stations or at curve points.
 Consider ROW widths that allow for sufficient sight distances especially at intersections.
 Consider clear zone and recovery area requirements.

2-5.2 Travel Lanes

For all high-volume and high-speed roadway facilities, travel lanes should be 12 ft. wide. For low-volume,
low-speed collectors and local streets, 11 ft. travel lanes may be used. Lane widths less than 11 ft. have
difficulty accommodating large vehicles and trucks due to the large width of these vehicles leaving no
operating room. Therefore, lane width less than 11 ft. shall be approved by the County Engineer or
authorized representatives. Refer to Table 2-18 for more information on travel lane widths for the various
roadway systems.

2-5.3 Auxiliary Lanes

Auxiliary lanes adjoin the traveled way and provide for parking, speed change, turning, weaving, truck
climbing, passing, or other purposes supplementary to through-traffic movement. They also maintain lane
balance and accommodate entering and exiting traffic.
2-5.3.1 Parking Lanes
Rural facilities should only permit emergency stopping or parking. On urban facilities, land use
development may require parking lanes. In this case, parallel parking should be considered with desirable
parking lane width of 10 ft. and 8 ft. minimum. Diagonal or angle parking should not be used without
careful analysis of the operational characteristics of the facility.

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2-5.3.2 Truck Climbing Lanes

Normally, climbing lanes are synonymous with truck traffic and steep grades. They should also be
considered in recreational or other slow-moving traffic. Climbing lanes on two-lane arterials should be
considered under the following circumstances:
 A speed reduction of at least 10 mph is experienced by trucks.
 LOS E or F exists on the upgrade.
 A reduction of two or more LOS is experienced when moving from the approach segment to the
upgrade.
 Upgrade traffic volume exceeds 200 vehicles per hour (vph).
 Upgrade truck flow rate exceeds 20 vph.

Refer to the current Transportation Research Board’s Highway Capacity Manual (HCM) for climbing lane
warrants on multi-lane facilities. Climbing lanes should be: (1) preceded by a tapered section with a ratio
of 25:1 and at least 150 ft. long and (2) followed by a tapered section with a ratio of 50:1 and at least 300
ft. long.
2-5.3.3 Speed Change Lanes
Vehicles use speed change lanes when entering or exiting the through-traffic lanes. Speed change lanes can
be either acceleration or deceleration lanes. There are no warrants for using speed change lanes. Refer to
AASHTO’s A Policy on Geometric Design of Highways and Streets for guidance on using speed change
lanes. On turn lanes, the deceleration length along with the storage length and the taper will form the total
length of the turn lanes. Tables 2-14 and 2-15 provide required lengths for acceleration and deceleration
lanes in relation to initial and final speeds.

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Table 2-14: Minimum Acceleration Lengths in Relation to Speed

ACCELERATION LENGTH (ft.) IN RELATION TO INITIAL SPEED
MAIN ROADWAY INITIAL DESIGN SPEED (mph)
DESIGN ACTUAL STOP 15 20 25 30 35 40 45 50
SPEED SPEED INITIAL SPEED (mph)
(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
Table 2-15: Minimum Deceleration Lengths in Relation to Speed
DECELERATION LENGTH (ft.) IN RELATION TO FINAL SPEED
MAIN ROADWAY DESIGN SPEED (mph)
DESIGN ACTUAL STOP 15 20 25 30 35 40 45 50
SPEED SPEED AVERAGE RUNNING SPEED (mph)
(mph) (mph) 0 14 18 22 26 30 36 40 44
30 28 235 200 170 140 - - - - -
35 32 280 250 210 185 150 - - - -
40 36 320 295 265 235 185 155 - - -
45 40 385 350 325 295 250 220 - - -
50 44 435 405 385 355 315 285 225 175 -
55 48 480 455 440 410 380 350 285 235 -
60 52 530 500 480 460 430 405 350 300 240
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
The lengths listed in Tables 2-14 and 2-15 are based on flat grades of 3% or less. For steeper grades,
adjustments to these lengths will be required. Refer to AASHTO’s A Policy on Geometric Design of
Highways and Streets for adjustment values as a function of grade.

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Table 2-16: Minimum Taper Length on Speed Change and Turn Lanes 1

DESIGN SPEED TAPER LENGTH (ft.)

(mph) SINGLE TURN LANE DUAL TURN LANE
30 100 200
35 100 200
40 150 300
45 150 300
50 180 360
55 200 400
60 300 600
65 300 -
70 300 -
75 300 -
80 300 -
1
Lengths are based on straight-line tapers. On urban streets with design
speeds up to 45 mph, use 100 ft. tapers on single turn lanes and 150 ft. on
dual turn lanes.

Taper lengths are dependent on speed. Lengths range from 8:1 to 50:1 transition ratio. Tapers on speed
change lanes are listed in Table 2-16. For acceleration or deceleration lanes in excess of 1300 ft., taper
length of 600 ft. should be used.
2-5.3.4 Turn Lanes
Turn lanes are considered auxiliary lanes providing speed change and storage to turning vehicles. Turn lane
channelization should be designed with enough operational flexibility to function under peak loads and
adverse conditions. Turn lanes provide an economical solution to the traffic delay problem and help
minimize accidents at intersections.
A turn lane consists of the full-width lane that provides speed change and storage, and of the taper that
allows for the transition of the full-width lane into the regular width of the traveled way and vice versa.
Turn lanes are classified as single or dual, left or right, and urban or rural.
Taper lengths listed Table 2-16 should be used for right-turn and left-turn lanes. These values should be
used on rural facilities as a function of design speed. For urban streets, 100 ft. tapers may be used on single
turn lanes and 150 ft. on dual turn lanes.
On signalized intersections, left-turn and right-turn lane lengths consist of the stop condition deceleration
lengths listed in Table 2-15 and the required storage lengths. Storage lengths at signalized intersections are
dependent of the hourly peak volume and are subject to capacity analysis of the intersection. In general,
minimum storage lengths for single turn lanes are 0.19 to 0.25 of the turning peak hourly volume and 0.11
to 0.14 of the turning volume for dual turn lanes. For non-signalized intersections, minimum storage lengths
of 50 ft., 100 ft., 165 ft., and 250 ft. should be used for design turning volume of 150, 300, 500, and 750
vehicles per day.

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The storage lengths mentioned above should be applicable to left-turn, right-turn, and median lanes. For
more detailed information regarding turn lane lengths, refer to the Transportation Research Board’s
Highway Capacity Manual (HCM) and AASHTO’s A Policy on Geometric Design of Highways and Streets.
For non-signalized intersections on two-lane roadways, use Table 2-17 for guidance on the need for left-turn
lanes. Left-turn lanes are appropriate at locations where accidents involving left-turning vehicles are high.
For signalized intersections, capacity analysis will be required to determine the need for left-turn lanes. The
following criteria should be used for potential two-way left-turn lane (TWLTL) on urban facilities:
 future ADT volume of 3,000 vehicles per day for existing two-lane, 6,000 vehicles per day for
existing four-lane, or 10,000 vehicles per day for existing six-lane facilities
 side road and driveway density of 20 or more entrances per mile

For ADT volumes greater than 25,000 vehicles per day, raised medians and left-turn lanes should be
considered instead of TWLTL.

Table 2-17: Left-Turn Lane Requirements 1

OPPOSING MINIMUM ADVANCING VOLUME (vph) FOR PERCENTAGE OF LEFT-TURNS

VOLUME (vph) 5% 10% 20% 30%
40 mph Design Speed
800 330 240 180 160
600 410 305 225 200
400 510 380 275 245
200 640 470 350 305
100 720 515 390 340
50 mph Design Speed
800 280 210 165 135
600 350 260 195 170
400 430 320 240 210
200 550 400 300 270
100 615 445 335 295
60 mph Design Speed
800 230 170 125 115
600 290 210 160 140
400 365 270 200 175
200 450 330 250 215
100 505 370 275 240
1 Using the design speed and opposing volume, determine the minimum advancing volume required for the percentage
of left-turns. If the actual advancing volume is higher, then a left-turn is required.

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Right-turn movements at intersections influence intersection capacity, although not usually to the same
extent as left-turning movements. Conflict between the opposing traffic and the right-turning vehicle is not
generally a factor. Right-turning vehicles are affected by pedestrian movements, especially those in the
crosswalk of the leg into which the turn is being made.
Consider right-turn lanes at non-signalized intersections when:
 Approach and right-turn traffic volumes are high (refer to Figure 2-8 for guidelines regarding turn
lane, taper, or radius recommendations in relation to approach and turning volumes).
 Presence of pedestrians requires right-turning vehicles to stop in the through lanes.
 Restrictive geometrics require right-turning vehicles to slow considerably below the speed of the
through traffic.
 The decision sight distance is below minimum at the approach to the intersection.
 Accidents involving right-turning vehicles are high.

In general, intersections between two arterial roadways or one arterial and one collector should utilize right
turn lanes.
At signalized intersections, a capacity analysis using the Transportation Research Board’s Highway
Capacity Manual (HCM) guidelines will determine if right-turn lanes are necessary to maintain the desired
LOS.

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Figure 2-8: Right-Turn Lane Guidelines

Notes:
1. Use the total peak hour volume for two-lane facilities and total peak hour volume per lane for multi-lane
facilities of 45 mph or above using the x-axis of the chart.
2. Using the y-axis of the chart, reduce the peak hour right-turn volume by 20 vph when all three of the
following conditions are met: (1) posted speed ≥ 45 mph, (2) right-turn volume > 40 vph, and (3) total
approach volume < 300 vph.

Minimum turn lane widths should be the same as the minimum width of the travel lanes unless otherwise
specified herein. For urban streets with raised median, the minimum turn lane width should be 16 ft.
including a 4 ft. divider. Median separators less than 4 ft. should be avoided where possible. On facilities
with TWLTL, 12 ft. lanes should be used for design speeds less than 40 mph, 14 ft. for design speeds from
40 mph to 50 mph, and 16 ft. for speeds above 50 mph.
2-5.3.5 Other
For design criteria applicable to passing lanes, weaving lanes, and other speed change lanes, refer to the
Transportation Research Board’s Highway Capacity Manual (HCM) and/or AASHTO’s A Policy on
Geometric Design of Highways and Streets.

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2-5.4 Shoulders
Surfaced shoulders provide a suitable area for stopped vehicles to be clear of the travel lanes. Shoulders are
of considerable value on high-speed rural facilities. In addition to serving as an emergency parking area,
shoulders provide support to travel lane pavement structure, a maneuvering area, additional horizontal sight
distance, and sense of safety for drivers. Surfaced shoulders can also be beneficial to future roadway
widening by providing temporary travel width to improve the construction sequence and phasing.
Shoulder widths for rural sections range from 4 ft. to 10 ft. depending on the functional class and traffic
volumes of the roadway facility. For urban sections with no curb, shoulder widths vary from 2 ft. to 10 ft.
depending on the roadway functional classification. For curbed urban sections, shoulders are not generally
used. Refer to Table 2-18 for more information on shoulder widths for the various roadway systems.

2-5.5 Cross Slope

Generally, the cross slope of travel lanes on all systems should be 2%. On curbed sections, however, a
steeper slope may be utilized to contain the stormwater runoff closer to the curb. On divided roadways with
flush or depressed median, the pavement should have a uniform cross slope with the high point at the edge
nearest to the median.
Shoulders should be sloped sufficiently to drain surface water without jeopardizing vehicle safety. Due to
future widening and cross slope uniformity with travel lane pavement, the shoulder cross slope should be
the same as the adjacent traffic lane. The algebraic difference (roll-over) in cross slope at the edge of
traveled way should not exceed 8%. Shoulder cross slope on the low side of superelevated sections should
match the cross slope of the travel way.

2-5.6 Horizontal and Vertical Clearance

A clear recovery area, also known as the horizontal clearance or clear zone, should be provided on all
roadway systems. Such area should be clear of unyielding objects where practical or shielded by crash
cushions or barrier.
Generally, clear zone distances for rural and urban high-speed facilities range from 10 ft. to 30 ft. depending
on the traffic volume and design speed. For low-speed urban sections with curbs, the clear zone distance
ranges from 4 ft. to 6 ft. Refer to Table 2-18 for more information on the required clear zone distances and
their slopes for the various roadway systems.
Vertical clearance for new or reconstructed structures above roadways should be 16.5 ft. over the entire
traveled way and includes an additional .5 ft. clearance for future resurfacing of the under passing road. A
vertical clearance of 23 ft. should be used for structures above railroad crossings (unless more clearance is
required by the railroad entity) and 17.5 ft. for overhead signs and pedestrian structures.

2-5.7 Medians
A median (i.e. the area between opposing traffic lane edges) is provided primarily to separate opposing
traffic streams or to allow for future roadway widening. Depending on the roadway facility type and
location, medians can be depressed, raised, or flush and the width can range between 4 ft. and 76 ft.

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In rural areas, median sections are normally wider than urban areas. For rural roadways without access
control, a depressed median with a width of 76 ft. is desirable to provide complete shelter for trucks at
median openings (crossovers), especially on high-speed, multi-lane facilities. These wide, depressed
medians are also effective in reducing headlight glare and providing a horizontal clearance for run-off-the-
road vehicle encroachments. A minimum width of 48 ft. may be utilized for some facilities.
In urban areas, a curbed median of width ranging from 14 ft. to 18 ft. is generally used for single left-turns.
A maximum curbed median width of 20 ft. may be selected for landscaping. For curbed median with dual
left-turns, minimum width of 26 ft. should be utilized. Flush medians on urban and rural sections with two-
way left-turns, typically range in width between 12 ft. to 16 ft. depending on traffic volumes. Refer to Table
2-18 for more information on median width requirements.
Median openings on urban streets with raised medians should only be provided for street intersections or at
intervals for major developed areas. Adequate spacing should allow for left-turn lanes and any required
traffic safety devices. A directional opening can be used to limit the number and type of conflicts. For high
speed facilities, median openings will be spaced approximately every 2,000 ft. Location may be moved to
accommodate major drives or minor cross streets.
Refer to Section 2-5.3.4 and Table 2-18 for more information on median width requirements for the various
rural and urban roadways.

2-5.8 Slopes, Ditches, & Drainage Structures

Side slopes refer to the slopes of areas adjacent to the shoulder and located between the shoulder and the
right-of-way line. For safety reasons, it is desirable to design relatively flat areas adjacent to the travelway
so that out-of-control vehicles are less likely to turn over, vault, or impact the side of a drainage channel.
The path that an out-of-control vehicle follows after it leaves the traveled portion of the roadway is related
to a number of factors such as driver capabilities, slope rates, and vehicular speed. Accident data indicates
that approximately 75 percent of reported encroachments do not exceed a lateral distance of 30 ft from the
travel lane edge where roadside slopes are 6:1 or flatter - slope rates that afford drivers significant
opportunity for recovery. Crash test data further indicates that steeper slopes (up to 3:1) are negotiable by
drivers; however, recovery of vehicular control on these steeper slopes is less likely. Recommended clear
zone width associated with these slopes are further discussed in Table 2-18.
Particularly difficult terrain or restricted right-of-way width may require deviation from these general guide
values. Where conditions are favorable, it is desirable to use flatter slopes to enhance roadside safety.
The slope adjacent to the shoulder is called the front slope. Ideally, the front slope should be 6:1 or flatter,
although steeper slopes are acceptable in some locations. Rates of 4:1 (or flatter) facilitate efficient operation
of construction and maintenance equipment. Slope rates of 3:1 may be used in constrained conditions with
Design Waiver approval. Slope rates of 2:1 are normally only used on bridge header banks or ditch side
slopes, both of which would likely require rip-rap.
When the front slope is steeper than 3:1, a longitudinal barrier may be considered to keep vehicles from
traversing the slope. A longitudinal barrier should not be used solely for slope protection for rates of 3:1 or
flatter since the barrier may be more of an obstacle than the slope. Also, since recovery is less likely on
slopes steeper than 4:1, fixed objects should not be present in the vicinity of the toe of these slopes. Particular
care should be taken in the treatment of man-made appurtenances such as culvert ends.

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The back slope is typically at a slope of 4:1 or flatter for mowing purposes. Generally, if steep front slopes
are provided, the back slopes are relatively flat. Conversely, if flat front slopes are provided, the back slopes
may be steeper. The slope ratio of the back slope may vary depending upon the geologic formation
encountered. For example, where the road way alignment traverses through a rock formation area, back
slopes are typically much steeper and may be close to vertical. Steep back slope designs should be examined
for slope stability.
The intersections of slope planes in the highway cross section should be well rounded for added safety,
increased stability, and improved aesthetics. Front slopes, back slopes, and ditches should be sodded and/or
seeded where feasible to promote stability and reduce erosion. In arid regions, concrete or rock retards may
be necessary to prevent ditch erosion.
Where guardrail is placed on side slopes, the area between the roadway and barrier should be sloped at 10:1
or flatter.
Roadside drainage ditches should be of sufficient width and depth to handle the design stormwater runoff
and should be at least one foot below the subgrade crown to insure stability of the base course. Rock slopes
vary from near vertical to a typical 2:1, depending on the type, quality, joint patterns, fractures, and dipping
angle of the rocks encountered. High cuts may also require fallout ditches or overburden benching to prevent
falling rocks from encroaching on the highway or for soil stability purposes. A minimum width of 10 ft. for
fallout ditches and overburden benches should be considered when designing rock slopes. The geotechnical
engineer should be consulted and any recommendations in the geotechnical engineering report should be
implemented when designing roadways along a rock stratum.

2-5.9 Curb and Curb and Gutter

Curb designs are classified as vertical or sloping. Vertical curbs are defined as those having a vertical or
nearly vertical traffic face 6 inches or higher. Vertical curbs are intended to discourage motorists from
deliberately leaving the roadway. Sloping curbs are defined as those having a sloping traffic face 6 inches
or less in height. Sloping curbs can be readily traversed by a motorist when necessary. A preferable height
for sloping curbs at some locations may be 4 inches or less because higher curbs may drag the underside of
some vehicles.
Curbs are used primarily on frontage roads, crossroads, and low-speed streets in urban areas. They should
not be used in connection with through, high-speed traffic lanes, or ramp areas except at the outer edge of
the shoulder where needed for drainage, in which case they should be of the sloping type. Refer to, TxDOT’s
Concrete Curb and Gutter standard and other reference items for more information.

2-5.10 Roadside Barriers

The need for and the application of roadside traffic barriers should be in accordance with the design
guidelines stated in TxDOT’s Roadway Design Manual.

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2-5.11 Typical Sections

The design criteria for the cross section elements discussed above are summarized in Table 2-18. In
addition, the typical sections shown on Figures 2-10 through 2-21 reflect the design criteria of the cross
section elements for the various rural and urban roadways. The design engineer should refer to the design
criteria shown on the specific typical section applicable for the roadway in question.
The design engineer should submit a design summary form (DSF) for the main and connecting roadways
on all projects, which is provided in Appendix A. The DSF should be submitted to the GEC for concurrence
and approval prior to beginning the schematic or final design work. The submittal and approval of the
information included on the DSF will aid in streamlining the project development and maintaining the
project schedule.

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Table 2-18: Cross Section Elements

PROPOSED TYPICAL SECTIONS 1, 2
DESIGN ELEMENTS RURAL/SUBURBAN URBAN/SUBURBAN
RU 2/RU 4* RMD 4 RMD 6 MAU 2*/MAU 4* MAD 4 MAD 6
120 Des. 120 Des.
Right-of-Way Width (ft.) 120 - 225 150 - 250 120 136
60/100 Min 50/80 Min
Arterials All 12
<1500 ADT 11
Travel Lane Collectors
>1500 ADT 12 12 Des. (11 Min.)
Width (ft.)
<2000 ADT 11
Locals
>2000 ADT 12
4 Inside 6 Inside
750-1500 ADT 6
6 Outside 6 Outside
Uncurbed Border Width 10 Des. (4 Min.)
4 Inside 8 Inside
Arterials 1500-3000 ADT 8 Curbed Border Width (FOC) 20 Des. (15
8 Outside 8 Outside
Min.)
4 Inside 10 Inside
Shoulder Width >3000 ADT 10
and Border Width 10 Outside 10 Outside
(ft.) 750-1500 ADT 4 Uncurbed Border Width 8 Des. (3 Min.)
Collectors N/A N/A Curbed Border Width (FOC) 20 Des. (15
>1500 ADT 8 Min.)
750-1500 ADT 4 Uncurbed Border Width 2 Des. and Min.
Locals N/A N/A Curbed Border Width (FOC) 20 Des. (15
>1500 ADT 8 Min.)
Arterials
Design Speed
Collectors All See Table 2-2: Allowable Design Speed
(mph)
Locals
Grading/Utility/Sidewalk Easement (ft.) (each side) 15 Min.
<40 mph 12 Min. 12 Min.
TWLTL Width (ft.) 40-50 mph N/A 14 Min. N/A 14 Min.
>50 mph 16 Min. 16 Min.
Raised Curbed Median Width (ft.) N/A N/A 16 Min.
Depressed Median Width (ft.) N/A 76 Des. (48 Min.) N/A
Over Roads 16.5
Over Railroads 23
Vertical Clearance Min. (ft.) Overhead Signs
Pedestrian 17.5
Facilities
Curb & Gutter Width (ft.) N/A 2
Back of Curb to Edge of Flexible Base Offset (ft.) N/A 2
6 Des. (5 Min.); 8 for commercial, school
Sidewalk Width (ft.) N/A
areas, or concentrated pedestrian traffic.
Sidewalk to Curb Offset (ft.) N/A 3 Des.
Bicycle Lane Width (ft.) See Table 2-19
Travel Lanes
Cross Slopes 2% or superelevation rate (shoulders on same plane as roadway).
Shoulders
6:1 or flatter Des. (4:1 Max. within Clear Zone and 3:1 Max. outside Clear Zone), 2%
Front Slope
for Curbed Sections.
Slopes 4:1 or flatter Des. (2.5:1 Max.) subject to Clear Zone requirements and ROW width.
Back Slope
Steeper slopes subject to stability requirements.
Depressed Median N/A 8:1 Des. (4:1 Max.) N/A
1
Des. = Desirable Min. = Minimum Max. = Maximum ADT = 0.5 (Present ADT + Future ADT) TWLTL = Two-Way Left-Turn Lane
2
4:1 or flatter slopes (6:1 or flatter desirable) shall be used in Clear Zone. Under constrained conditions,3:1 slopes can be used in Clear Zone with
Design Waiver Form approval (See Appendix B).* To be used only in constrained conditions or Betterment Projects.

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Table 2-18: Cross Section Elements (Continued)

PROPOSED TYPICAL SECTIONS 1, 2
EXPRESSWAY WITH MANAGED LANES SMAD 6
DESIGN ELEMENTS Divided
Frontage Road w/ 3 Divided Express Frontage Roads
Expressway w/ 2 1 Lane Entrance
Lanes Each Lanes w/ 1 Lane w/ 2 Lanes Each
Managed Lanes and Exit Ramps
Direction Each Direction Direction
Each Direction
Right-of-Way Width (ft.) 350 Usual 160 Min.
22 Curbed
Travel Lane Width (ft.) 12 12 11 12
14 Uncurbed
Shoulder Width Inside (ft.) 8 2 Uncurbed N/A 4 10 Buffer
8 Des. (6 Min.)
Shoulder Width Outside (ft.) 10 N/A 10 N/A
Uncurbed
Curb and Gutter Width (ft.) N/A 2 N/A 2
Border Width (ft.) N/A 28 N/A 20
Outer Separation (ft.) 65 N/A N/A
Grading/Utility/Sidewalk Easement (ft.)
N/A 15 Min. N/A 15 Min. (45 Max.)
(each side)
Design Speed (mph) 70 55 Min. 55 Des. (45 Min.) 55 Min. 45
Over Roads 16.5
Vertical Clearance Over Railroads 23
(ft.) Overhead Signs 17.5
Pedestrian Facilities 8
Shared Use Path (ft.) See Table 2-19
6 Des. (4 Min.) from 6 Des. (4 Min.)
≤ 45 mph (Curbed) N/A N/A
Face of Curb from Face of Curb
≤ 40 mph (Uncurbed) N/A
Clear Zone (ft.)
0-750 ADT: 16 Des. (10 Min.)
≥ 50 mph (Curbed) N/A
16 750-1500 ADT: 30 Des. (16 Min.)
≥ 45 mph (Uncurbed)
>1500 ADT: 30 >1500 ADT: 30
Travel Lanes 2% or superelevation rate (shoulders on
Cross Slope 2.5% or superelevation rate
Shoulders same plane as roadway).
6:1 or flatter Des. (4:1 Max. within Clear Zone and 3:1 Max. outside Clear Zone), 2% for Curbed
Front Slope
Sections.
Slopes
4:1 or flatter Des. (2.5:1 Max.) subject to Clear Zone requirements and ROW width. Steeper slopes
Back Slope
subject to stability requirements.
1
Des. = Desirable Min. = Minimum Max. = Maximum ADT = 0.5 (Present ADT + Future ADT)
2
4:1 or flatter slopes (6:1 or flatter desirable) shall be used in Clear Zone. Under constrained conditions,3:1 slopes can be used in Clear Zone with Design
Waiver Form approval (See Appendix B).

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Table 2-18: Cross Section Elements (Continued)

CLEAR ZONES 1, 7
FUNCTIONAL DESIGN SPEED AVERAGE DAILY CLEAR ZONE
LOCATION
CLASSIFICATION (mph) TRAFFIC (ADT) 2 WIDTH (ft.) 3, 4, 5
Freeways All All 30 (16 for ramps)
0-750 16 Des. (10 Min.)
Arterial All 750-1500 30 Des. (16 Min.)
>1500 30 Min.
Rural
≤45 10 Min.
Collector All Use above Rural
≥50
Arterial Criteria
Local All All 10 Min.
<8,000 10 Des. and Min. 6
8,000 – 12,000 20 Des. (10 Min.) 6
Suburban All All
12,000 – 16,000 25 Des. (10 Min.) 6
>16,000 30 Des. (20 Min.) 6
Freeways All All 30 (16 for ramps)
6 Des. (4 Min.) from
≤45
Face of Curb
All (Curbed) All Use above Suburban
Criteria insofar as
Urban ≥50
available border
width permits
≤45 10 Min.
All (Uncurbed) All Use above Suburban
≥50
Criteria
1 Because of the need for specific placement to assist traffic operations, devices, such as traffic signal supports,
railroad signal/warning device supports, and controller cabinets, are excluded from clear zone requirements.
However, these devices should be located as far from travel lane as possible. Other non-breakaway devices should
be located outside of the prescribed clear zone or these devices should be protected with barrier.
2 Average Daily Traffic over project life, i.e., ADT = 0.5(Present ADT + Future ADT). Use total ADT for two-way

roadways and directional ADT for one-way roadways.

3 Without barrier or other safety treatment of appurtenances.
4 Measured from edge of travel lane for all cut sections and for all fill sections where side slopes are 4:1 or flatter.

Where fill slopes are steeper than 4:1, it is desirable to provide a 10 ft. area free of obstacles beyond toe of slope.
3:1 slopes within the Clear Zone can only be used in constrained conditions; Design Waiver Form approval required
(see Appendix B).
5 Desirable (Des.), rather than minimum (Min.), values should be used where feasible.
6 Purchase of 5 ft. or less of additional ROW strictly for satisfying clear zone provisions is not required.
7 Resurfacing, restoration, and rehabilitation projects, at the County's option, may use design values that differ from

those presented in this chapter. Criteria will be developed and documented on a project by project basis.

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Table 2-18: Cross Section Elements (Continued)

PREFERRED MAXIMUM DITCH SLOPES 2

GIVEN FRONT SLOPE V-SHAPED TRAPEZOIDAL-SHAPED

Both Slopes Inside Clear Zone
8:1 3.5:1 2.5:1
6:1 4:1 3:1
4:1 6:1 4:1
3:1** Level 8:1
Back Slope Outside Clear Zone
8:1 3:1 2.5:1*
6:1 3:1 2.5:1*
4:1 3:1 2.5:1*
3:1* 3:1 2.5:1*
Both Slopes Outside Clear Zone
3:1 2.5:1* 2.5:1*
PREFERRED FILL SLOPES

FILL HEIGHT (FT.) FLAT TERRAIN ROLLING TERRAIN

0–5 6:1 4:1
5 – 10 4:1 4:1
10 – 15 4:1 3:1
> 15 Subject to stability requirements
*
Back slope steeper than 2.5:1 is subject to Slope Stability Protection.
**
3:1 slopes within the Clear Zone can only be used in constrained conditions. Design Waiver Form approval required (See Appendix
B).
1
Guardrail requirements should be established independently. Additional width and steeper slopes may be applicable.
2
Ditches shall be adequately sized to handle proposed hydraulic flows with flowline elevations set at a minimum of 1 ft. below
subgrade.

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Figure 2-10: RU 2 (Rural Undivided Two Lane)

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Figure 2-11: RU 4 (Rural Undivided Four Lane)

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Figure 2-12: RMD 4/RMD 6 (Rural Median Divided Four or Six Lane) Flush Median

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Figure 2-13: RMD 4/RMD 6 (Rural Median Divided Four or Six Lane) Depressed Median

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Figure 2-14: MAU 2 (Median Arterial Undivided Two Lane) Curbed Section

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Figure 2-15: MAU 4 (Median Arterial Undivided Four Lane) Curbed Section

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Figure 2-16: MAD 4 (Median Arterial Divided Four Lane) Curbed Section with TWLTL or Raised Median

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Figure 2-17: MAD 6 (Median Arterial Divided Six Lane) Curbed Section with TWLTL or Raised Median

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Figure 2-18: MLE 2 (Managed Lane Expressway Two Lane) – Divided Expressway Section of Two (2) Managed Lanes and Three (3)
Frontage Road Lanes Each Direction

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Figure 2-19: SMAD 6 (Super Median Arterial Six Lane) – One (1) Express Lane and Two (2) Frontage Road Lanes Each Direction

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Figure 2-20: Tapered End Treatments

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Figure 2-21: Typical Utility Assignments

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2-6 Bicycle and Pedestrian Facilities

All pedestrian facilities are required by law to be designed in accordance with the U.S. Access Board’s
Americans with Disabilities Act Accessibility Guidelines (ADAAG) and TDLR’s Texas Accessibility
Standards (TAS). Projects containing over $50,000 in pedestrian features must be submitted to the Texas
Department of Licensing and Regulation (TDLR) for review prior to construction and for an onsite project
inspection by a Registered Accessibility Specialist (RAS) after construction.

2-6.1 Curb Ramps and Landings

Curb ramps shall be provided wherever a public sidewalk crosses a curb or other change in level at each
street crossing. Curb ramps mainly consist of a landing area and a ramp that provides level transition
between the sidewalk and the landing area for the parallel type or between the top landing and the roadway
for the perpendicular type.
There are different types of curb ramps along roadway facilities. Parallel curb ramps include a transition
(ramp) parallel to the roadway and are typically used on roadways where the sidewalk is adjacent to the
curb or on facilities with restricted width. Perpendicular curb ramps include a transition perpendicular to
the roadway and are used on facilities where the sidewalk is separated from the curb by a buffer that allows
a perpendicular transition. Sometimes, a combination of parallel/perpendicular curb ramps would be more
appropriate. Refer to TxDOT’s curb ramp standard for details and further design criteria.

2-6.2 Pedestrian Facilities

Pedestrian facilities consist of sidewalks, hiking or walking trails, and pedestrian separation structures.
Sidewalks are generally located immediately adjacent to the roadway. Walking and hiking trails are
independently aligned and usually serve recreational activities, such as paths from parking areas to scenic
and recreational areas. Pedestrian separation structures are generally limited to controlled access facilities
and/or facilities with heavy pedestrian movements. Refer to AASHTO’s A Policy on Geometric Design of
Highways and Streets for information on the design and layout of pedestrian separation structures.

2-6.2.1 Sidewalks
Sidewalks provide distinctive separation of pedestrians and vehicles. This buffer considerably enhances
vehicular capacity and increases pedestrian safety. Early consideration of pedestrian facilities should be
considered at the planning stages of roadway systems, since later installations might be costly or unfeasible.
Provide sidewalks along both sides of urban area roadways when there is a need for pedestrian access to
schools, parks, commercial areas, and transit stops. In suburban residential areas, provide a sidewalk on at
least one side of the roadway. In lightly populated suburban areas and in rural areas, consider sidewalks
only at points of community development, such as schools, businesses, industrial plants, and transit stops.
In some cases, sidewalks will be provided by others in the future. In this case, provide an area to
accommodate the future sidewalk. Refer to the Williamson County Trails Master Plan for future shared use
path or trail locations.

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Where possible sidewalks, trails, and shared use paths should be placed outside the right of way. Sidewalk
width of 6 ft. is desirable on all facilities. Minimum width of 5 ft. can be utilized on facilities where desirable
width is unfeasible. A 3 ft. buffer space between the back of the curb and the edge of sidewalk is desirable.
When the buffer space is unfeasible and the sidewalk is placed against the back of curb, the sidewalk width
should be 6 ft. minimum. In regions of concentrated pedestrian traffic, such as commercial and school areas,
a sidewalk width of 8 ft. is desirable. Where the sidewalk will be shared by pedestrians and bicyclists, refer
to Shared Use Path criteria in Table 2-19, and refer to AASHTO’s Guide for the Development of Bicycle
Facilities for design guidance.
The ADAAG and TAS contain additional design requirements for new construction and alterations of
sidewalk facilities. The absolute minimum sidewalk width at any single point of all sidewalk facilities
should be 4 ft.; however, passing spaces of 5 ft. by 5 ft. will be required at 200 ft. intervals. Location of
obstructions, such as poles, hydrants, traffic signal equipment, signs, and benches, should be evaluated to
maintain accessible sidewalk with adequate horizontal and vertical clearances for all pedestrians including
the mobility and visually impaired.
Longitudinal slope for sidewalks is generally controlled by the roadway profile. It is desirable to maintain
sidewalks at longitudinal slopes of 5% or flatter. On curb ramps, a maximum running slope of 12:1
(horizontal:vertical) should be used.
Cross slope of 1% to 1.5% on sidewalks should be utilized to ensure proper drainage. Cross slopes
exceeding 2% significantly impede forward progress on an uphill slope and compromise control and balance
in downhill travel and on turns for the mobility impaired pedestrians with wheelchairs are not allowed by
ADAAG or TAS.
Refer to the typical sections in the subsequent sections for discussion about sidewalk application on the
various urban roadway facilities. For sidewalk material, depth, and joint locations, refer to Figure 2-9.

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Figure 2-9: Sidewalks

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2-6.2.2 Walking and Hiking Trails

These pedestrian facilities usually provide connections with existing trails, lead to roadside points of
interest, allow access to streams, or permit leisurely walks. They often have a natural surface, except
high-use locations require paving to protect existing environmental conditions. Design of walking and
hiking trails within the ROW will require coordination with the County Parks Department.

2-6.3 Bicycle Facilities

There are three types of bicycle facilities addressed herein: (1) shared use paths, (2) bicycle lanes, and (3)
shared lanes. Bicycle paths are physically separated from the vehicular traffic and can be often shared with
pedestrians and other non-motorized users if the path width is adequate to accommodate both users. When
bicycle paths are anticipated to be used by pedestrians, those facilities must also be designed in accordance
with ADAAG and TAS, and are referred to as shared use paths (SUPs). A bicycle lane is the portion of the
roadway designated by pavement striping and/or signing for the exclusive use of bicyclists. On shared lanes,
vehicles and bicycles may share the same outside lane. For signed bicycle routes, shared lanes are not
advised.
Grades of shared use paths generally follow the roadway grades; however, grades for independent facilities
should not exceed 5%.
Just as with vehicular roadways, the geometric design of shared use paths is primarily related to the design
speed set for the facility. This design speed will control the horizontal curvature, superelevation, and grades.
SUPs should be designed to accommodate design speeds of 18 mph. On downgrades, speed of 20 mph may
be considered. Refer to AASHTO’s Guide for the Development of Bicycle Facilities for additional design
guidance and criteria for other design speeds. For bike lanes and shared lanes, the design speed necessary
to serve motor vehicles will be adequate for cyclists. See Table 2-19 for design criteria on bikeways.

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Table 2-19: Bikeway Design Criteria 1

SHARED
BIKE PATHS
USE PATH BIKES SHARED
DESIGN ELEMENT
ONE- TWO- LANES LANES
TWO-WAY WAY WAY
N/A 6 Des. 12 Des. (10 5 Des. and 14 Des. and
Independent
(5 Min.) Min.) Min. Min.
Width N/A 16 Des. (13
w/Parking - -
(ft.) Min.)
Pedestrian 14 Des. (10 10 Des.
- -
Shared Min.) (8 Min)
Design Speed (mph) 18 15 (20 on downgrades)
70 Des. (60
Min.) or as 30 Des. (25 Min.) or as
Curvature – Min.
dictated by 30 Des. (25 Min.) dictated by roadway
Radius (ft.)
roadway geometry
geometry

Maximum 1% Des. Cross Slope dictated by

8% Des. (12% Max.)
Superelevation (1% Max.) roadway pavement

Horizontal Clearance 2 Des. (2

3 Des. (2 Min.) -
(ft.) Min.)
Vertical Clearance 10 Des. (8
8 Min.
(ft.) Min.)
5% Max. or
Dictated by roadway grades
Grade = < roadway 6% Des. (10% Max.)
(10% Max.)
grade
1
Des. = Desirable Min. = Minimum Max. = Maximum

Refer to the AASHTO’s Guide for the Development of Bicycle Facilities for additional design criteria not
included herein. Consideration for special treatment at intersections should be considered to reduce the
conflict points between cyclists, pedestrians, and vehicles. A combination of appropriate signing and
striping is often required. For general and specific traffic control design criteria, refer to TxDOT’s Texas
Manual on Uniform Traffic Control Devices (TMUTCD).

2-7 Driveways

Driveways should provide free and safe access to properties along roadway facilities. Driveways can be
classified into two main categories based on the property served:
1. Private: serving dwellings, duplexes, and townhouses.
2. Commercial & Public: serving either business and commercial establishments or public places (e.g.
schools, churches, cemeteries, etc.).

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Driveways are also classified into urban (curbed) or rural (uncurbed) based on their location along rural or
urban facilities. Moreover, driveways are classified into three categories based on the direction of traffic
and the separation of vehicles entering and exiting the served property: (1) one-way, (2) two-way divided,
and (3) two-way undivided.

Table 2-20: Driveway Design Criteria for Low Speed Facilities 1

TOTAL
MAXIMUM
DRIVEWAY
RETURN MINIMUM DISTANCE MEDIAN MINIMUM WIDTH TO
ROADWAY WIDTH (ft.) DESIRABLE ANGLE RADIUS (ft.) BETWEEN
DRIVEWAY TYPE SPACING WIDTH MEDIAN PROPERTY
TYPE LENGTH (ft.) RANGE ENTRY AND
(ft.) (ft.) LENGTH (ft.) FRONTAGE
EXIT DRIVES
MAXIMUM
(ft.)
RATIO
MIN. MAX. DES. MIN.
Single 25 10
Local All 12 24 1/Property N/A
Family
Private

5 5
N/A
Duplexes & 30 10
Local Local 15 24 10
Townhomes 8 5
Arterial 30 30 25 200 20
Rural Collector 20 15 100
24 4 Min. 10
Two-Way Local 15 10 75
20 N/A and 15
Divided Arterial 30 25 20 150 20
Max.
60° – 90°
Urban Collector 15 10 75
24 Driveways 10
Local should tie in 10 8 50
Arterial at the ROW 30 25 200
30 30 line in rural
Rural Collector 20 15 100
Public & Commercial

areas and at
Two-Way Local 24 30 2 ft. inside 15 10 75
N/A 70%
Undivided Arterial the ROW 25 20 150
30 30 line in urban
Urban Collector areas. 15 10 75
Local 24 30 10 8 50
Arterial 60° – 90° 30 25 200 75
18 25 (45° – 90°
Rural Collector can be 20 15 100
used from 50
Local 15 20 15 10 75
One-Way divided N/A
Arterial roadway 25 20 150 75
18 25 or one-
Urban Collector way 15 10 75
frontage 50
Local 15 20 roads) 10 8 50

1
Des. = Desirable Min. = Minimum Max. = Maximum Angle = angle of driveway approach with main roadway

Design criteria guidelines for driveways including width, length, angle, return radius, spacing, and corner
clearance are summarized in Table 2-20. If greater than four (4) access points are provided, driveway must
be treated as roadway. For high speed facilities or unsigned County Roads, use criteria shown in TxDOT’s
Roadway Design Manual. For curbed urban roadways, two driveway layouts are available: Type A (Round)
and Type B (Flared). Design criteria, including limitations and allowable grades in addition to design notes
for these two types, are shown on Figure 2-22.

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In addition to the criteria discussed above, the following factors should be considered:
 On rural (uncurbed) driveways, a cross slope of 2% and a graded 2 ft. shoulder shall be considered.
 One-way driveways are not permitted on two-way undivided roadway facilities unless approved
by the County Engineer.
 Driveways on arterials and high-volume collectors should have sufficient shoulder width (8 ft.
minimum) on the main roadway approach or a full right-turn deceleration lane if warranted.
 Driveways shall be constructed within the street frontage of the subject property. Curb returns and
return radii shall not overlap the adjacent properties without written approval from the adjacent
property owner.
 Driveways should not exceed 70% of the property frontage.
 Driveways shall be designed to align with opposing driveways or streets on undivided streets or
with median breaks on divided systems. Alignment of driveways with opposing streets on
signalized intersections is discouraged.
 Driveway embankment slopes within the clear zone of the main roadway shall be 8:1 desirable and
6:1 maximum. Steeper slopes up to 3:1 may be utilized beyond the clear zone.
 End treatment shall be provided for driveway drainage structures located within the clear zone of
the main roadway. Refer to TxDOT’s Roadway Design Manual standards for details.
 In designing driveways, consideration should be taken for crossing sidewalks. Driveways must be
designed to accommodate crossing sidewalks within ADAAG and TAS guidelines, including a 2%
maximum cross slope.

Figure 2-22: Driveways (1 of 2)

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Figure 2-22: Driveways (2 of 2)

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2-8 Pavement Design

For information on data collection and analysis procedures, design guidelines, and examples related to
pavement design, refer to Chapter 5.

2-9 Right-of-Way and Easements

The right-of-way (ROW) and easement requirements for roadway projects in the County shall be established
to provide for the construction, maintenance, and future improvements of the various elements of the
roadway facility including utilities and drainage structures. Refer to Section 2-5.1 for required widths of
ROW on the various roadway facilities.
Utilities should be incorporated within the ROW width. The proposed ROW should provide sufficient width
for new or relocated utilities. For additional information regarding the policy, process, design criteria, and
clearance of new and/or relocated utilities, refer to Chapter 8.
It is also desirable to have all proposed and existing drainage systems within the ROW for maintenance
purposes. However, permanent drainage easements may be more appropriate at specific locations, such as
the downstream of large culverts, bridge structures, and major channels. Generally, open roadside ditches
up to the design stormwater surface elevation and storm sewers should be included within the roadway
ROW.
For projects where excessive cuts or fills are encountered, the design engineer should consider slope
easements in lieu of proposed ROW. Permanent slope easements are required for maintenance and/or
stability of the roadway slopes. In some cases, temporary construction easements, temporary slope
easements, or temporary drainage easements may be considered. If permanent slope easements are used,
consideration should be given to keep the roadway drainage systems within the ROW as described above.
Sometimes, it is necessary to provide a temporary construction easement to perform the work. These
temporary easements will only be necessary to conduct the work during the construction life of the project.
Maintenance of these areas will go back to the original property owner in accordance with the agreement
set forth between the County and the property owner. Temporary Construction Easements are needed to
complete work for a property owner that a property owner would maintain. Permanent Easements are
needed to complete work that serves the project and would need to be maintained by someone other than
the property owner.
The design engineer should prepare the roadway construction plans so that all proposed ROW and easement
(permanent and temporary) lines are legible and clearly defined. This information will be provided to the
Surveyor in the form of baseline stations and offsets, bearings and lengths, and radius and arc lengths. The
Surveyor should conduct necessary deed search and prepare metes and bounds plans showing the recorded
ownership, parcel total area, existing ROW, required ROW acquisition, remainder area, and required
permanent and temporary easements. The Surveyor will forward this information to the County designated
ROW acquisition personnel in order to begin the negotiation and acquisition process. For information on
surveying and ROW mapping, refer to Chapter 3.

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2-10 Fencing

Fencing is usually applied to protect a roadway facility from unsafe encroachment by pedestrians, livestock,
etc. Generally, the policy of Williamson County will be to propose fencing as a replacement of existing
fence and is usually constructed on the ROW line through private lands. The design engineer needs to
consult the designated County personnel for fencing requirements, applicable regulations, and fence type
during the design process. Consideration should be given to limit the number of fence types on any
particular project to a minimum.
The County may choose to handle the fencing requirement at the ROW negotiation phase where property
owners will be compensated, as part of the settlement, for fencing. The design engineer should coordinate
with the County to determine whether or not to include the fencing in the roadway contract. The design
engineer should also coordinate with and inform the County of clearing and grading required at the proposed
fence location and determine whether a separate contract will be required to do this work.
Chain-link fence may be warranted through industrial areas, at residential developments, through military
reservations, at schools and colleges, at recreational and athletic areas, and at other locations where
maximum protection to prevent encroachment on the ROW is necessary, or to replace an existing chain link
fence. Generally, a 6 ft. high chain-link fence provides protection from encroachments. Sometimes a 4 ft.
high fence is adequate if conditions are uncritical.
Wire fencing is generally used in all rural areas and in some suburban and urban cases. The fencing may
consist of barbed wire, hog wire, and other types of metal fabric. The height of fence can be variable
depending on the primary purpose of the fence, such as controlling cattle, sheep, and wild animals. Wire
fence height is typically 4 ft. to 6 ft. high.
Metal ROW fencing can interfere with airport traffic control radar. When fencing in the vicinity of an
airport, the designer should review the FAA permit to determine if the fencing will create radar interference.
An alternate type of fencing may be appropriate in this case.
Provide gates, when required, at the locations stated in the ROW agreements or as agreed to during the plan
review of the project. The type and size of gates shall be shown on the plans.

2-11 Traffic Control

Design of traffic control devices for temporary and permanent applications for roadway projects in
Williamson County should be in accordance with the guidelines stated in the most current edition of
TxDOT’s Texas Manual on Uniform Traffic Control Devices (TMUTCD) and the sections included herein.

2-11.1 Signing and Pavement Markings

In general, the most current TMUTCD should be consulted for the type, size, placement, and spacing of
signs and pavement markings. The guidelines in the TMUTCD, in addition to any additional guidelines for
the locality where the project is located, must be applied to all projects.

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2-11.2 Traffic Signals

New traffic signal applications must be warranted in accordance with the most current TMUTCD. Unless
otherwise required by the locality, mast arm design will be required for all permanent pole installations.
The TMUTCD should be consulted for all other design and placement criteria.
Signal equipment type, material, and installation procedures shall be in accordance with the requirements
set forth by the local agency maintaining the signalization within its jurisdictional limits. For signals
maintained by Williamson County, signal type and material shall match current TxDOT requirements.
Traffic studies, as mentioned in Section 2-2 along with current and projected vehicular and pedestrian traffic
counts, will be required to perform the design of traffic signals.
For signal design information not covered herein, refer to the latest edition of TxDOT’s Texas Manual on
Uniform Traffic Control Devices (TMUTCD), TxDOT’s Traffic Signals Manual, or FHWA’s Manual on
Uniform Traffic Control Devices (MUTCD).

2-11.3 Work Zone Safety/ Temporary Traffic Control

Temporary traffic control for construction activities on public ROW within the limits of Williamson County
should be in accordance with the TMUTCD and the guidelines contained herein.
A Traffic Control Plan (TCP) showing the proposed method of warning, directing, and guiding traffic
through a temporary traffic control zone is required on all projects with construction activities. The degree
of detail in the TCP depends entirely on the complexity of the traffic handling situation.
Provisions for additional restrictions or special requirements by the County shall be considered when
preparing the TCP's. These include, but are not limited to, time restrictions for lane closures or permitted
working hours, limits of partial or complete closures, and use of additional temporary traffic control devices.
In developing the temporary traffic control design, the County's designated representative should be
contacted to ensure TCP's incorporate the County's input and allow for all necessary provisions.
Refer to Part VI of the TMUTCD for information regarding the application, type, size, and spacing of traffic
control devices.

2-12 Roadway Lighting

The purpose of roadway lighting is to provide illumination for an orderly flow of traffic and to improve road
safety during the hours of darkness. Properly designed and maintained fixed roadway lighting allows the
motorist and pedestrian to quickly, accurately, and comfortably recognize all significant details in the traffic
occupied space.
Generally, roadway lighting in the County is only applicable to projects within corporate limits of cities and
towns or on projects to be incorporated into the TxDOT system. Executing lighting agreements between
local government agencies, TxDOT, and/or Williamson County will generally be required on all County
projects involving roadway lighting. These agreements will define the responsibility of each party regarding
the construction, maintenance, and operation of the lighting system.

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Lighting warrants relate to the need for roadway lighting and the benefits derived. Factors, such as traffic
volume, speed, nighttime road use, night accident rate, road geometrics, and general night visibility, are
important when considering roadway lighting. Economic returns for lighting are measurable by the
reduction in personal injuries, fatalities, property damage, and other societal costs. More effective usage of
the road and the possible increase in its capacity also affect the warrants.
The design engineer should reference TxDOT’s Highway Illumination Manual for guidance on the warrants,
design and layout criteria, and electrical service requirements for roadway lighting.
Roadway lighting equipment type, material, and installation procedures shall be in accordance with the
requirements set forth by the local agency maintaining the lighting system within its jurisdictional limits.

2-13 Landscaping and Roadside Development

Landscaping along roadway facilities should be considered for aesthetic and erosion control reasons. The
County’s input at early stages of project development ensures proper site selection, required fund
allocations, and proper installation of landscaping treatments.
Landscaping requirements should be identified at the corridor study, location, and final design phases of
proposed roadway facilities and facilities requiring widening or improvements.
The roadway design engineer should consult with the County Engineer or the County’s authorized personnel
to determine the needs and requirements for landscaping on the subject project. Refer to the Williamson
County Protocol for Sustainable Roads for additional information on designing for erosion control on
County projects.

2-14 Access Controlled Facilities

These roadways are multi-lane divided facilities with frontage roads and controlled access to the main lanes.
They are classified as arterials, but have unique characteristics that set them apart. Refer to TxDOT
Roadway Design Manual, Section 6, freeways for these features and design criteria. The following
subsections are applicable:
• Basic Design Criteria
• Access Control
• Mainlanes Access
• Vertical and Horizontal Clearance at Structures
• Frontage Roads
• Interchanges

Access control is assumed to be developed by design (continuous frontage roads and County’s ability to
control driveway locations near ramp junctions).

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CHAPTER 3 – SURVEYING AND MAPPING

TABLE OF CONTENTS
3-1 General ............................................................................................................................................ 3-1
3-1.1 Surveying and Mapping Functions and Programs .............................................................. 3-1
3-1.2 Safety .................................................................................................................................. 3-2
3-1.3 References .......................................................................................................................... 3-3
3-2 Survey Planning............................................................................................................................... 3-3
3-2.1 Right of Entry ..................................................................................................................... 3-3
3-2.2 As-Built Plans..................................................................................................................... 3-4
3-2.3 Survey Datum ..................................................................................................................... 3-4
3-2.3.1 Horizontal Datum ............................................................................................. 3-4
3-2.3.2 Vertical Datum ................................................................................................. 3-6
3-2.3.3 Coordinate Projections ..................................................................................... 3-6
3-2.3.4 Coordinate System Scale Factors ..................................................................... 3-8
3-2.4 Survey Standards ................................................................................................................ 3-8
3-2.4.1 Accuracy and Precision .................................................................................... 3-9
3-2.4.2 Errors ................................................................................................................ 3-9
3-2.4.3 Control Survey Accuracy Classifications ...................................................... 3-10
3-2.4.4 Mapping Accuracy Classification .................................................................. 3-11
3-2.4.5 Units of Measurement .................................................................................... 3-14
3-2.4.6 Monumentation Standards.............................................................................. 3-14
3-3 Field Data Collection and Processing ............................................................................................ 3-14
3-3.1 Control Surveys ................................................................................................................ 3-14
3-3.1.1 Horizontal and Vertical Control ..................................................................... 3-15
3-3.1.2 GPS-Derived Orthometric Heights ................................................................ 3-15
3-3.1.3 Terrestrial Surveys ......................................................................................... 3-16
3-3.1.3.1 Redundancy ............................................................................ 3-16
3-3.1.3.2 Survey Adjustments ................................................................ 3-17
3-3.1.4 Global Positioning System (GPS) .................................................................. 3-17
3-3.1.4.1 Static GPS Surveys ................................................................. 3-17
3-3.1.4.2 Fast-Static GPS Surveys ......................................................... 3-17
3-3.1.4.3 Real-Time Kinematic (RTK) GPS Surveys ............................ 3-17
3-3.1.4.4 Post-Processed Kinematic GPS Surveys ................................ 3-18
3-3.1.4.5 Leveling .................................................................................. 3-18
3-3.1.5 Network Adjustments..................................................................................... 3-19
3-3.2 Topographic Surveys - Aerial .......................................................................................... 3-19
3-3.2.1 Flight Planning ............................................................................................... 3-20
3-3.2.2 Ground Control .............................................................................................. 3-20
3-3.2.3 LiDAR Mapping ............................................................................................ 3-21
3-3.2.3.1 GPS Base Stations .................................................................. 3-23
3-3.2.3.2 System Calibration.................................................................. 3-23
3-3.2.3.3 Flight Planning........................................................................ 3-23

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3-3.2.3.4 Inertial Measurement Data...................................................... 3-23

3-3.2.3.5 Data Voids .............................................................................. 3-23
3-3.2.3.6 Artifacts .................................................................................. 3-23
3-3.2.3.7 Breaklines ............................................................................... 3-23
3-3.3 Photogrammetry ............................................................................................................... 3-24
3-3.3.1 Photogrammetric Processes............................................................................ 3-24
3-3.3.2 Aerial Photography ........................................................................................ 3-24
3-3.3.3 Aerotriangulation ........................................................................................... 3-25
3-3.3.3.1 Aerotriangulation Principles ................................................... 3-25
3-3.3.3.2 Softcopy Methods ................................................................... 3-25
3-3.3.3.3 Aerotriangulation Adjustment ................................................ 3-26
3-3.3.4 Digital Terrain Compilation ........................................................................... 3-26
3-3.4 Topographic Surveys - Terrestrial .................................................................................... 3-26
3-3.4.1 Terrain Surface Depiction .............................................................................. 3-27
3-3.4.2 Feature Location and Attributes ..................................................................... 3-28
3-3.4.3 Floodplain Mapping ....................................................................................... 3-28
3-3.4.4 Bridge Site and Tributary Surveys ................................................................. 3-29
3-3.4.5 Subsurface Utility Location ........................................................................... 3-29
3-3.4.6 Railroad-Highway Grade Crossings............................................................... 3-29
3-3.4.7 Data Processing/Map Compilation................................................................. 3-30
3-3.5 Right-of-Way Surveys ...................................................................................................... 3-30
3-3.5.1 Property Surveys ............................................................................................ 3-30
3-3.5.2 Property Descriptions ..................................................................................... 3-32
3-3.6 ROW Documents and Plans ............................................................................................. 3-32
3-3.6.1 ROW Strip Map: ............................................................................................ 3-32
3-3.6.2 Property Descriptions and ROW Sketches:.................................................... 3-33
3-3.6.3 ROW Sketches (Parcel Information).............................................................. 3-34
3-4 Final Design Survey ...................................................................................................................... 3-35
3-4.1 Reference HUB Staking ................................................................................................... 3-35
3-4.2 Pavement and Bridge Grid Grades ................................................................................... 3-35
3-5 Records and Reports ...................................................................................................................... 3-36
3-5.1 Purpose ............................................................................................................................. 3-36
3-5.2 Metadata Standards .......................................................................................................... 3-36
3-5.3 Elements of Survey Field Notes ....................................................................................... 3-36

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TABLES
Table 3-1: Surveying and Mapping Functions ..................................................................................... 3-2
Table 3-2: Control Survey Accuracy Standards ................................................................................ 3-10
Table 3-3: Recommended Scales, Contour Intervals, and Associated Positional Tolerances for County
Mapping Projects .............................................................................................................. 3-13

FIGURES
Figure 3-2: Grid and Ground Distances ................................................................................................ 3-5
Figure 3-3: Common Coordinate Project Surfaces ............................................................................... 3-7
Figure 3-4: Derived Orthometric Heights ........................................................................................... 3-16
Figure 3-5: LiDAR System Components ............................................................................................ 3-22

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Chapter 3 - Surveying and Mapping

3-1 General

This chapter provides policies, standards, and criteria for surveying and mapping Williamson County
(County) transportation projects. It is applicable to new or reconstructed roadways, as well as Resurfacing,
Restoration, and Rehabilitation (3R) improvements. It is written for surveyors, engineers, consultants, and
managers responsible for requesting and/or completing surveying and mapping activities.

3-1.1 Surveying and Mapping Functions and Programs

Surveying and mapping is fundamental to all civil engineering and roadway design work. It is a vital
function linking the interdisciplinary elements of a project from planning through design, right-of-way
(ROW) acquisition and construction, to final asset management.
Surveying and mapping connects the real world of site conditions, terrain, and improvements to the virtual
world of design concepts and calculations depicted in the computer aided design and drafting (CADD)
environment. ROW surveying, a specialized aspect of surveying and mapping, considers the legal
interpretation of evidence related to land boundaries and real property rights, to provide a comprehensive
description of the physical and legal constraints to project development.
Table 3-1 lists typical surveying and mapping functions applicable to County projects.
Note: Project-specific requirements will be determined based on project requirements and as agreed to and
coordinated with the General Engineering Consultant (GEC).

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Table 3-1: Surveying and Mapping Functions

FUNCTION DESCRIPTION ACTIVITIES

• GPS control
Obtaining horizontal and vertical • Precise Leveling
measurements and analysis necessary to
Geodetic Control • Least Squares Adjustment
relate projects to defined local and/or
national datum. • Research and Recovery
• Datum Modeling
Obtaining existing and new monuments and • Monument Construction
data (measurements, computations, • Horizontal and Vertical Traverse
Project Control coordinates, and elevations) needed to • Real-Time GPS
support project activities throughout • Boundary Ties
planning design and construction. • Photogrammetric Ground Control
• Aerial Photogrammetry
• Airborne and Ground-Based Light
Depicting the configuration or relief of the Detection and Ranging (LiDAR)
Earth’s surface (terrain) and the location of • Field Topography
natural and artificial objects. Includes • Contour Mapping
Mapping
development of imagery and remote sensing • Cross Sections
data for enhanced understanding of existing • Subsurface Utility Investigation
site conditions.
• Cultural Features
• Hydrographic and bathymetric
mapping
Determining property boundaries and real • Land Title Investigation
property rights that define the limitation of • Cadastral Surveys
Boundary/ land title interests within a project. Includes
• ROW Engineering
ROW developing maps and reports necessary for
appraisal and acquisition of various real • Appraisal Maps
property rights. • Legal Descriptions
• Alignment Staking
• Slope Staking
Locating and establishing ground-based
Construction • Improvements/Utility Staking
alignment and grade of construction designs.
• Quantity Surveys
• As-Built Plans

3-1.2 Safety
The safety of field crews and the traveling public is a high priority. The road or bridge survey collection
work environment often presents potential hazards that must be evaluated on a project by project basis.
Surveying activities are not to be attempted on or adjacent to a traveled roadway until appropriate traffic
warnings and/or control measures have been implemented. Traffic control devices shall conform to
standards in TxDOT’s Texas Manual on Uniform Traffic Control Devices (TMUTCD).

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3-1.3 References
The references listed in this section provided much of the fundamental source information used in the
development of this chapter. This list is not all-inclusive and there are numerous manuals, technical
documents, and journals that explain the techniques and formulas required to perform proper and accurate
surveying and mapping. Note that these publications and the standards and specifications they contain are
not static documents, but are expected to be revised continually. Therefore, surveyors should always check
the appropriate website for the most recent versions.
Federal Highway Administration (FHWA):
 Project Development and Design Manual (PDDM)

Texas Board of Professional Land Surveying (TBPLS):

 General Rules of Procedures and Practices
 22 TAC Part 29 § 661, 663, 664, and 665
 Professional Land Surveying Practices Act (6 Tex. OCC § 1071)

Texas Department of Transportation (TxDOT):

 TxDOT Survey Manual

Texas Society of Professional Surveyors (TSPS):

 Manual of Practice for Land Surveying in the State of Texas

If a detailed definition on a specific subject is desired, consult the glossaries in the reference manuals listed.
Surveys conducted for projects in Williamson County shall be conducted in accordance with the criteria,
tolerances, field procedures, and data requirements included herein. Where discrepancies occur between
this chapter and any of the above references, the following descending order of priority shall govern: (1)
Texas Board of Professional Land Surveying, (2) Williamson County Design Criteria Manual, (3) TxDOT’s
Survey Manual, (4) TSPS’s Manual of Practice for Land Surveying in the State of Texas, and (5) FHWA’s
Project Development and Design Manual. For additional guidance not covered in this chapter, refer to
TxDOT’s Survey Manual.

3-2 Survey Planning

3-2.1 Right of Entry

Affected property owners must be contacted in advance. A sample right-of-entry (ROE) letter requesting
access to the property is shown in Appendix C. ROE request should include all necessary tasks (not just
survey) where possible. ROE letters should be signed by the property owner before survey personnel can
access their property. Signed/executed ROE should be retained in the project files. Verbal ROE is
acceptable, if properly documented. Where ROE is not granted, the surveyor should contact the GEC for
assistance rather than trespassing.

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3-2.2 As-Built Plans

Since roadway construction activity often includes the rehabilitation and/or reconstruction of existing
facilities, as-built plans can be an excellent source of preliminary information. Depending on the
composition of the construction plans, a surveyor may obtain the position and condition of existing control
points, ROW monuments, bench marks, and construction monuments.
On existing roadways, it is desirable to match the existing centerline stationing and location. The horizontal
and vertical alignment information can be obtained from the as-built plans. Other information available
from the as-built plans includes the types and locations of drainage systems, structures and special features,
property descriptions, and boundary lines.
It is recommended that the as-built plans from adjoining projects be used to achieve consistency between
projects. Use of adjacent plans allows for the continuity of stationing and control throughout an entire route.
For projects with existing bridge class structures, the surveyor should also make use of the information
contained in available bridge inspection reports. Since these reports are generally made regularly, the
information is usually more useful and reliable than the original construction plans. As-built plans, original
survey notes, and bridge inspection reports can be obtained from the County or the agency responsible for
that particular roadway.

3-2.3 Survey Datum

Multi-disciplined, partner agency project delivery efforts require the use of a common, accurate horizontal
and vertical survey datum as the basis for planning design and construction. This ensures all project
elements (e.g. base topographic mapping, ROW, special studies, designs, and locations of fixed works) can
be related throughout project development and delivery phases. Increased use of Geographic Information
Systems (GIS) for the efficient sharing of both engineering and surveying data within the County and with
agency partners makes the use of a universally accepted and understood horizontal and vertical reference
system even more important.
3-2.3.1 Horizontal Datum
All surveying and mapping work, planning, studies and engineering designs must be based upon a common
well-understood horizontal datum. Unless unique circumstances prescribe use of an alternate reference
system, the horizontal datum standard for all mapping, planning, design, ROW and construction on County
projects shall be the North American Datum of 1983 (NAD83) as defined by the National Geodetic Survey
(NGS). Use of the most current realization of NAD83, from High Accuracy Reference Networks (HARN),
Continuous Operating Reference Stations (CORS), or both is encouraged. Use of the NGS Online
Positioning User Service (OPUS) is a convenient and efficient method of establishing the required
horizontal control datum project coordinates (northings and eastings) for mapping and design. Project
datum shall be expressed in terms of the State Plane Coordinate System zone in which the project exists.
Definition of the State Plane Coordinate Projections can be found in NGS NOAA Technical Memorandum
NOS NGS-05.

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State Plane Coordinates (SPC) are geodetic coordinates projected onto a geometric surface using a defined
set of mathematical parameters and computations. Each geometric surface and the parameters defining the
SPC zones are made to coincide with the NAD83 reference ellipsoid, the Geodetic Reference System of
1980 (GRS80), meaning the SPC reference surface will rarely be identical to the ground surface. Use the
standard formula, contained in NGS NOAA Technical Memorandum NOS NGS-05 and written into most
modern surveying and mapping software, to compute the:
 grid scale factor (variable due to location within the particular SPC zone)
 height scale factor (dependent upon the distance above or below the SPC reference surface)
 combined factor (the product of the two)

The combined factor is the ratio of a distance measured on the grid surface to the same distance measured
on the ground. Graphically and algebraically, the relationship is shown in the Figure 3-2.

Figure 3-2: Grid and Ground Distances

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Differences between grid and ground (surface) distances should rarely exceed 1:10,000 at elevations near
sea level. At this level, only the most exacting design elements (e.g. manufactured bridge structural
members) will need to consider the variation between grid and surface distances. All County transportation
projects shall have coordinates expressed in SPC adjusted to surface coordinates with a stated adjustment
factor.
3-2.3.2 Vertical Datum
All engineering work (e.g. mapping, planning, design, ROW engineering, and construction) for each
transportation improvement project shall be based on a common vertical datum.
The vertical datum for all mapping, planning, design, ROW engineering, and construction on transportation
improvement projects, shall be the North American Vertical Datum of 1988 (NAVD88), as defined by the
NGS. Exceptions to this policy must have written approval of the GEC.
3-2.3.3 Coordinate Projections
Because geodetic surveying calculations are complex and most surveying projects are limited scope,
surveyors generally prefer plane surveying to geodetic surveying methods. For local projects, plane
surveying yields accurate results, but for large surveying networks, local plane surveying systems are
inaccurate over large areas and cannot be easily related to other local systems.
In response to the needs of local surveyors for an accurate plane surveying datum useful over relatively
large areas, the U.S. Coast and Geodetic Survey (the predecessor of NGS) developed the State Plane
Coordinate System (SPCS). The SPCS was established to provide a means for transferring the geodetic
positions of monumented points to plane coordinates that would permit the use of these monuments in plane
surveying over relatively large areas without introducing significant error.
A plane-rectangular coordinate system is by definition a flat surface. Geodetic positions on the curved
surface of the Earth must be projected to their corresponding plane coordinate positions. Projecting the
curved surface onto a plane requires some form of deformation. Imagine the stretching and tearing
necessary to flatten a piece of orange peel.
The following provides brief descriptions of the three most common geometric surfaces used to develop
coordinate projections:
1. Transverse Mercator: In the Mercator projection, a cylinder intersects the ellipsoid to develop the
projection surface. The cylinder is most often rotated 90° so the axis of the cylinder is
perpendicular to the axis of rotation of the datum surface, hence becoming a transverse Mercator
projection. Occasionally, the cylinder is rotated into a predefined azimuth, creating an oblique
Mercator projection. Conceptually, this is how one SPCS zone in Alaska was designed.

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2. Lambert Conformal: The Lambert conformal projection is illustrated by a cone that intersects the
ellipsoid along two parallels of latitude. These latitudes are known as the standard parallels for the
projection. Distances lying along the standard parallels are the same on both the ellipsoid and the
cone. Between the standard parallels, distances projected from the ellipsoid to the conic surface
become smaller. Outside the standard parallels, distances projected from the ellipsoid to the conic
surface become larger. Scale factors are used to reduce and increase distances when converting
between the projected surface and the ellipsoid surface. The scale factor is exactly one (1.000000)
on the standard parallels, greater than one (>1.000000) outside them, and less than one (<1.000000)
between them. The Lambert conformal projection provides the closest approximation to the
geodetic datum surface for rectangular zones greatest in an east-west direction.
3. Secant Cylinder: The secant cylinder is defined by specifying the central meridian, plus the desired
grid scale factor on the central meridian. The ellipses of intersection are standard lines. Their
location is a function of the selected central meridian grid scale factor. The specification of the
latitude-longitude of the grid origin and the linear grid values assigned to that origin are all that
remain to uniquely define a zone of either the Lambert or transverse Mercator projection.

Figure 3-3 provides a graphic illustration of the three most common geometric surfaces.

Figure 3-3: Common Coordinate Project Surfaces

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3-2.3.4 Coordinate System Scale Factors

The limits of each projection are generally chosen so that grid scale factors will be less than 1.00010 and
greater than 0.99990 so that even if scale factors are disregarded, discrepancies between ground
measurements at sea level and distances on the grid will be within 1:10,000.
Distances measured on the surface of the Earth must be scaled to corresponding length on the ellipsoid.
This ellipsoidal or elevation factor (generically referred to as the height scale factor) varies with the
elevation at which the distance is measured. As the elevation of the measured line increases, the distance
(radius) from the surface of the Earth to its center increases, which correspondingly increases the length of
the measured line. Thus, distances must be reduced in proportion to the change in radius between the
ellipsoid and the radius of the Earth’s surface where the measurement is made. For example, a 3,280.00 ft.
distance measured on the ground at an approximate elevation of 10,000.00 ft., will project to an approximate
distance on the projection surface of 3,279.30 ft. This is a change between measured and projected of 480
ppm or 1:2,083.
Normally, the height scale factor (the sea level factor in NAD27) and the grid scale factor are combined by
multiplication into a combined factor. Distances measured on the Earth’s surface are converted to grid
distances by multiplying by the combined factor. Grid distances are converted to surface distances by
dividing the grid distance by the combined factor.
As applicable for each project, determine the appropriate combined factor and document it for use in design
and construction, including the basis for coordinate projection and method for project measurements and
layout. Project coordinates should then be used as presented, without any truncating or further
manipulations.

3-2.4 Survey Standards

This section provides accuracy standards for project control, engineering drawings, maps, and surveys used
to support County transportation systems and related projects. This standard defines accuracy criteria,
accuracy testing methodology, and accuracy reporting criteria for features depicted on spatial data products
and related control surveys. Using the standards and guidance contained in this section, end users of survey
and mapping products (e.g. planners, designers, and constructors) can specify surveying and mapping
accuracy requirements needed for their projects or specific CADD/GIS layers, levels, or entities. From
these specifications, data producers (e.g. surveyors, cartographers, and photogrammetrists) can determine
the instrumentation, procedures, and quality control processes required to obtain and verify the defined
accuracies.
The value of any geographic data set depends on its fitness for a particular purpose. A critical measure of
that fitness is data quality. When used in design and analysis, a data set’s quality significantly affects
confidence in the results. Unknown data quality leads to tentative decisions, increased liability, and lost
productivity. Decisions based on known data quality are made with greater confidence and are more easily
explained and defended. Federal standards that assist in documenting and transferring data sets emphasize
five important components of data quality:
1. Positional Accuracy: How closely the coordinate descriptions of features compare to their actual
location.
2. Attribute Accuracy: How thoroughly and correctly the features in the data set are described.

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3. Logical Consistency: The extent to which geometric problems and drafting inconsistencies exist
within the data set.
4. Completeness: The decisions that determine what are contained in the data set.
5. Lineage: What sources are used to construct the data set and what steps are taken to process the
data.

Considered together, these characteristics indicate the overall quality of a geographic database or map. The
information contained in the section focuses on the first characteristic, positional accuracy.
3-2.4.1 Accuracy and Precision
Two terms common to surveying are accuracy and precision. They are commonly used without a true
distinction between them. The NGS defines them as:
1. Accuracy: The degree of conformity with a standard.
2. Precision: The degree of refinement in the performance of an operation or in the statement of a
result.

Accuracy relates to the degree of perfection obtained and is a function of the quality of the result and the
quality of the operation used to obtain that result. Accuracy is a function of precise methods, precise
instruments, precise procedures, and most of all, good planning. While precise instruments are not a
necessity, the use of less precise instruments may require increased time spent at a station and require more
observations to achieve accurate results. Good planning and a reconnaissance trip will save many man-
hours later.
Precision relates to the degree of perfection used (technique) and is a function of proper instrumentation
(tools), procedures (methods), and observations. Accuracy is the degree of perfection obtained (results).
Actual results must be used to compute accuracy. When the results do not compare favorably with the
estimated results, it should be assumed that errors exist, which should be corrected.
The accuracy of a field survey depends directly upon its precision. Although by chance (e.g. compensating
error), surveys with high-order accuracies might be attained without high-order precision, such accuracies
are not valid. Therefore, all measurements and results should be shown with the number of significant
figures that are commensurate with the precision used to attain the results. For instance, distances measured
with an electronic distance measuring instrument (EDMI) should typically be shown to the nearest 0.003
ft., while distances scaled on a United States Geological Survey (USGS) 7.5 minute quad map should
typically be shown to the nearest 30 ft. Similarly, all surveys must be performed with a precision that
ensures that the desired accuracy is attained.
For each project survey, establish the appropriate levels of accuracy and precision that will meet the project
requirements.
3-2.4.2 Errors
There are three general types of errors:
1. Blunder: A blunder is a mistake in determination of a value. Eliminating blunders is one of the
most important elements in surveying. Apply the following basic rules for eliminating blunders:
• Every value recorded in the field must be checked by some other field observations.

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• Once this check indicates that there are no blunders, the field records must never be
changed.
• An overall check must be applied to every control survey. As many checks as practical
should be programmed in the planning of the project.
2. Systematic: Systematic errors, or bias, are errors that, under the same conditions, will always
remain the same in size and sign. These errors can only be located by recognizing conditions that
create them; they are therefore very problematic. Make every effort to recognize any conditions
that cause them and take the necessary steps to neutralize them. Most surveying equipment, when
properly calibrated and used with the proper procedures, will automatically cancel most of these
errors. Evaluate the errors that cannot be eliminated and determine the conditions that cause them.
3. Random: Random errors represent the limit of precision for a particular measurement technique
in the determination of a true value. They obey the laws of probability. Errors of a properly
conducted survey can be treated as random.

For each project survey, strive to minimize the level of errors that may occur throughout the process and
document errors that are detected during the course of the work.
3-2.4.3 Control Survey Accuracy Classifications
The classification standard for geodetic networks is based on accuracy as defined by the Federal Geographic
Data Committee (FGDC). FGDC accuracies are categorized separately according to Table 3-2 for
horizontal, ellipsoid height, and orthometric height.

Table 3-2: Control Survey Accuracy Standards

Control Survey Accuracy Standards
Horizontal, Ellipsoid Height, and Orthometric Height
MEASUREMENT LESS THAN OR EQUAL TO
1-Millimeter 0.001 meters [0.003 ft.]
2-Millimeter 0.002 meters [0.006 ft.]
5-Millimeter 0.005 meters [0.016 ft.]
County Survey 1-Centimeter 0.010 meters [0.03 ft.]
Projects Typically 2-Centimeter 0.020 meters [0.06 ft.]
Fall into this Range 5-Centimeter 0.050 meters [0.16 ft.]
1-Decimeter 0.100 meters [0.3 ft.]
2-Decimeter 0.200 meters [0.6 ft.]
5-Decimeter 0.500 meters [1.6 ft.]
1-Meter 1.000 meters [3.3 ft.]
Resource Mapping 2-Meter 2.000 meters [6.6 ft.]
Projects Typically
Fall into this Range 5-Meter 5.000 meters [16 ft.]
10-Meter 10.00 meters [33 ft.]

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When control points in a survey are classified, they have been verified as being consistent with all other
points in the network, not just those within that particular survey. It is not observation closures within a
survey that are used to classify control points, but the ability of that survey to duplicate already established
control values. This comparison takes into account models of crustal motion, refraction, and any other
systematic effects known to influence survey measurements.
3-2.4.4 Mapping Accuracy Classification
Determine mapping accuracy by comparing the mapped location of selected well-defined points to their
“true” location as determined by a method known to produce more accurate results (e.g. conventional field
survey to check photogrammetry). Mapping accuracy standards classify a map as meeting a certain
statistical level of accuracy. Horizontal (or planimetric) map accuracy is usually expressed in terms of two-
dimensional radial positional error measures (i.e. the root mean square (RMS) statistic) and is frequently
related to plotting scale. Vertical map accuracy is expressed in terms of one-dimensional RMS elevation
errors and is frequently related to contour interval.
Maps, surveys, and related geospatial data that are tested and found to comply with a specified standard
shall have a certification statement that clearly indicates the target map scale and contour interval of the data
layer. Project documentation will include testing procedures and statistical summary of the accuracy
assessment. Horizontal and vertical accuracy classification of features is reported at the 95% confidence
level by converting RMS error statistics by the following equations:
 Horizontal (two-dimensional) 95% confidence = RMS error * 1.7308
 Vertical (one-dimensional) 95% confidence = RMS error * 1.9600

Project specifications will specify the geographic extent of data to be tested and the amount of testing (if
any) to be conducted. Due to the high cost of testing and the varying applications for mapping data, not all
map products should be tested. In these cases, the statement shall indicate that the mapping procedures were
designed and performed under conditions known to meet a certain level of accuracy, but that the accuracy
classification is estimated. An estimated accuracy statement is especially applicable to CADD and GIS
databases that may be compiled from a variety of sources containing known or unknown accuracy reliability.
Mapping accuracy standards are associated with the final development of both the target horizontal plotting
scale and contour interval. Photogrammetric flying height and ground survey density requirements are
specified based upon the design target scale and contour interval. The use of CADD and/or GIS allows
planimetric features and topographic elevations to be readily separated onto various layers and depicted at
any scale or contour interval. Therefore, it is critical that these spatial data layers contain descriptor
information identifying the original source and mapping accuracy classification.
The County standard for topographic mapping is the FGDC’s National Standard for Spatial Data Accuracy
(NSSDA) and the American Society for Photogrammetry and Remote Sensing (ASPRS)’s Accuracy
Standards for Large-Scale Maps. This standard was developed, and remains generally recognized, by the
photogrammetric industry. The ASPRS accuracy standards and statistical testing criteria can also be used
to truth and classify topographic mapping compiled by other methods (e.g. terrestrial field survey and
LiDAR).

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Table 3-3 depicts recommended scales, contour intervals, and associated positional tolerances for County
mapping projects. Functional activities are generally divided into design and construction tasks and
planning-level tasks. For most projects, identification of the type of project is the only design assumption
required.

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Table 3-3: Recommended Scales, Contour Intervals, and Associated Positional Tolerances for County Mapping Projects

1” = __ ft. ___ ft. ___ ft. ___ ft. ___ ft. ___ ft.
Project or Activity
1: ___ ___ m ___ m ___ m ___ m ___ m
Design and Construction of New Facilities (PS&E)
General Site Plans and Topographic Detail 40 1 0.4 0.3 0.7 0.7
1
(Final Design – As-Constructed – Pay Quantities) 500 0.25 0.13 0.10 0.22 0.20
Building or Structure Design 40 1 0.4 0.3 0.7 0.7
1
(Bridges – Structures – Culverts – Walls) 500 0.25 0.13 0.10 0.22 0.20
Grading and Excavation Plans 40 2 0.4 0.7 0.7 1.3
1
(Preliminary Design – Material Source) 500 0.5 0.13 0.20 0.22 0.40
Planning and Feasibility Studies
General Location Maps 200 5 3.3 3.3 5.8 6.5
2
(Hydrology – Stream X-Sections – Geomorphology) 2000 2 1.02 1.02 1.76 1.99
Flood Control Studies 400 4 8.3 2.7 14.4 5.2
2
(Floodplain Mapping) 5000 1 0.13 0.20 4.40 1.59
Environmental Assessment 400 12.5 21.6
(Site Reconnaissance – Wetlands – Environmental N/A 3 N/A N/A
Archeological – Route Studies)
5000 3.81 6.59
Special Studies and Maps
Subsurface Utility Location Refer to Section 3-3.4.5 and American Society of Civil Engineers (ASCE)’s C-I 38-02
Bathymetric Refer to U.S. Army Corps of Engineers (USACE)’s EM 1110-2-103

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3-2.4.5 Units of Measurement

Unless otherwise directed, use Untied States Customary Units (USCU) on all County projects.
Surveying and mapping operations are easily adaptable to the use of either metric or USCU of measure.
Care must be exercised to ensure that the required units of measurement are clearly identified in the project
scope of work and work plan, and that all maps and reports note the correct units to avoid confusion.
Use of USCU with NAD83’s SPC brings a unique issue with the appropriate conversion from coordinates
in SI units (the defining system of the SPC system) and USCU. The adopted distance of a uniform foot has
two official definitions in the U.S. as follows:
12
1. Survey Foot: 1 U.S. Survey ft. =
39.37 m
2. International Foot: 1 International ft. = 0.3048 m

The difference between the two definitions is approximately 6 ppm when converting to USCU. This will
produce differing coordinate values of approximately 3 ft. in northing and 13 ft. in easting for typical SPC.
The difference is negligible for the actual measured distances between points. Standard County practice is
to use the U.S. Survey Foot conversion.
3-2.4.6 Monumentation Standards
Provide reliable and stable survey monuments as necessary to preserve critical points of control for design
and construction of County transportation facilities. The subset of survey points established to meet this
purpose is known as primary project control. Locate the coordinate and elevation control monuments along
transportation corridors in secure locations. Select the site with safety considerations for the surveyors and
others given highest priority. Where possible, select sites outside of the proposed improvements and in
areas not subject to probable disturbance. Monuments should be accessible to the public, preferably in a
public ROW or easement. Monuments must be constructed to ensure horizontal and vertical stability.
Choose the monument type to suit the local conditions and application.
Document all controlling survey monuments that are either found or placed with recovery notes describing
the monument location, character, condition, and accessibility.

3-3 Field Data Collection and Processing

3-3.1 Control Surveys

Perform control surveys to establish the following:
 geodetic networks of primary control stations to provide a common datum for planning design and
construction projects, mapping products, and GIS applications
 boundary control for land title and ROW mapping
 aerial control for photogrammetry used in engineering design, ROW analysis, environmental
constraints, and planning studies

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3-3.1.1 Horizontal and Vertical Control

County standard practice for establishing geodetic horizontal control is by the use of Global Positioning
System (GPS) static methods. These methods establish the relative positions of control points by observing
radio signals from a constellation of satellites orbiting the Earth. In relative positioning, two or more GPS
geodetic receivers receive signals simultaneously from the same set of satellites. These observations are
processed to obtain the components of the baseline vectors between observing stations. When the
coordinates for one or more stations are known, the coordinates for new points can be determined after
adjusting for the systematic differences between the reference system of GPS and the local geodetic network
control. Fast-static GPS methods, kinematic GPS methods, or precise total station traverse methods may
be used to increase density of horizontal control or to establish control in areas inaccessible to GPS.
County standard practice for establishing geodetic vertical control is by conventional geodetic leveling.
Geodetic leveling measures elevation differences observed between nearby rods. Leveling is used to extend
vertical control within a project’s limits. New level runs are required to tie to existing network bench marks
at the beginning and end of the leveling line. These network bench marks must have an accuracy
classification equivalent to or better than the intended accuracy of the new survey. When applicable,
establish a standard project vertical datum on the existing network bench marks by GPS-derived
orthometric height surveying.
Refer to Section 3-2.4.3 to classify the accuracy of control points and survey networks.
3-3.1.2 GPS-Derived Orthometric Heights
GPS-derived orthometric heights (elevations) are compiled from ellipsoid heights (determined by GPS
observations) and modeled geoid heights (using an acceptable geoid height model for the area) using Figure
3-4.

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Figure 3-4: Derived Orthometric Heights

Because of distortions in vertical control networks and systematic errors in geoid height models, results can
be difficult to validate; however, results comparable to those obtained using differential leveling techniques
are obtainable. With proper care and analysis, TSPS’s Manual of Practice for Land Surveying in the State
of Texas accuracy classifications can be achieved from GPS-derived orthometric heights. Often, the cost
associated with bringing a vertical datum to remote project sites by conventional geodetic leveling methods
can be prohibitive. If approved by the GEC, GPS-derived orthometric heights can be used to establish the
vertical datum for a project, from which conventional geodetic leveling is used to extend the vertical control
throughout the project. Vertical control so established can be classified primary control accuracy
Classification “1” per TSPS if all other requirements are met.
3-3.1.3 Terrestrial Surveys
Terrestrial survey methods include an electronic theodolite, EDMI, and an electronic data collecting system.
The system also includes tripods, tribrachs, prisms, targets, and prism poles. Terrestrial survey methods of
survey include traverse, resection, multiple ties, and trigonometric leveling. Typical assignments can
include horizontal and vertical control, boundary ties, topographic mapping, and construction layout.
3-3.1.3.1 Redundancy
When proper procedures are followed, total station surveys achieve the accuracy standards for control
surveys, meeting TSPS Classification “2” horizontally. The proper procedures include redundancy of
observations, thereby reducing the possibility of blunders. Also, redundant angles (multiple sets and/or
reversed face) are observed whenever establishing or tying existing critical points, such as control points
and land net points. Redundant observations (e.g. multiple ties) should be observed to improve the
information available from least squares adjustments and to strengthen survey networks.

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3-3.1.3.2 Survey Adjustments

All control points meeting TSPS accuracy classifications used for data gathering and stake out, including
photo control, shall be adjusted by the method of least squares.
3-3.1.4 Global Positioning System (GPS)
Where applicable, use GPS surveying methods. The GPS methodologies used may vary in the type of
equipment used, length of observation times, and the computations and analysis required. GPS survey
methods include, but are not limited to:
 static GPS surveys
 fast-static GPS surveys
 real-time kinematic (RTK) GPS surveys
 post-processed kinematic GPS surveys

GPS and other Global Navigation Satellite Systems (GNSS) surveying is an evolving technology. As GPS
hardware and processing software are improved, new specifications will be developed and existing
specifications will be changed. The specifications described in this section are intended to encourage
application of the latest GPS methods and technologies that may be appropriate for individual projects.
3-3.1.4.1 Static GPS Surveys
Static GPS procedures allow various systematic errors to be resolved when high-accuracy positioning is
required. Static procedures are used to measure baselines between stationary GPS receivers by recording
data over an extended period of time during which the satellite geometry changes. GPS vectors are
processed from raw GPS phase observations and the network of vectors is adjusted by least squares to
compute coordinates, ellipsoid heights, and elevations for the network points.
3-3.1.4.2 Fast-Static GPS Surveys
Fast-static GPS surveys are similar to static GPS surveys, but with shorter observation periods
(approximately 5 to 10 minutes). Fast-static GPS survey procedures require more advanced equipment and
data reduction techniques than static GPS methods require. Typically, fast-static GPS methods are limited
to vector lengths of less than 6.2 miles.
3-3.1.4.3 Real-Time Kinematic (RTK) GPS Surveys
Kinematic GPS surveys make use of two or more GPS receivers. At least one receiver is set up over a
known (reference) point and remains stationary, while another (rover) receiver is moved from point to point.
All baselines are measured from the reference receiver to the roving receiver. Kinematic GPS surveys can
be either continuous or “stop and go.” Stop and go station observation periods are of short duration,
typically under two minutes. Real-time surveys are achieved with a radio or cellular data link between a
reference receiver and the roving receiver. Measurement data from the reference receiver is transmitted to
the roving receiver, enabling the rover to compute its position in real time. The distance between the
reference receiver and the rover typically should not exceed 6.2 miles.

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3-3.1.4.4 Post-Processed Kinematic GPS Surveys

Kinematic GPS surveying can also be conducted in a post-processed mode, where the phase observations
are recorded in memory to process vectors and positions after the field work is complete. Also, modern
GPS data collectors are capable of recording real-time kinematic GPS vector data consisting of difference
in position (delta X, Y, and Z) and statistical information on the estimated reliability of that vector (co-
variance/variance). In a post-processed mode, kinematic GPS vectors can be adjusted in a least squares
network to improve the analysis capability of establishing survey control with kinematic GPS methods.
3-3.1.4.5 Leveling
Leveling is the surveying operation performed to:
 determine elevations of points
 determine differences in elevations between points
 control grades and roadway templates in construction surveys

The traditional instrument used is a spirit level that establishes a horizontal line-of-sight by a telescope
fitted with a set of cross hairs and a level bubble. Other instruments used for determining vertical distances
are the transit, total station, aneroid barometer, and hand level. GPS may also provide sufficiently accurate
elevations for many purposes.
When differences of elevation are determined either trigonometrically or by using a level and a rod, the
effects of curvature and refraction must be considered. This is particularly true when the horizontal
distances are long and when a high degree of precision is required. The curvature error results from
measuring distances horizontally (flat) instead of measuring them along the arc or curvature of the Earth.
Refraction errors occur because the Earth’s atmosphere bends light wave from the horizontal towards the
Earth’s surface.
The combined effects of curvature and refraction may be negated in differential leveling by balancing the
length of foresights and back sights. They may also be negated by using the mean of the vertical angles
looking both ahead and back when using trigonometric leveling. In situations where negating curvature
and refraction is not practical, formulae for the corrections may be found in any standard surveying
textbook.
Many modern automatic levels employ a laser scanning technique with a bar coded rod to observe and
record differential level measurements digitally. Digital leveling has the advantage of decreased errors due
to misreading the rod or manually recording the measurement, combined with improved accuracy due to
the laser’s ability to “read” the entire rod scale.
All differential leveling equipment must be properly maintained and regularly checked for accuracy.
Systematic errors due to poorly maintained equipment must be eliminated to ensure valid survey
adjustments.

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3-3.1.5 Network Adjustments

After all blunders have been removed and the observation data has met the project requirements for
accuracy and completeness, the County standard practice requires control survey observation data undergo
analysis and adjustment both internally (i.e. minimally-constrained) for consistency and externally (i.e.
fully-constrained) to local horizontal and vertical constraints. Least squares adjustment methods are
standard practice for control networks and are used to analyze and adjust all primary project controls.
Standard project reporting and metadata includes results from the minimally-constrained network
adjustment used to quality control check the observation data and weighting strategy. The fully-constrained
network adjustment, used to establish the final coordinate and elevation values, is documented with a
summary of final network constraints, observation residuals, variance of unit weight, and error ellipse
values propagated at the 95% confidence level.

3-3.2 Topographic Surveys - Aerial

The choice of topographic survey by ground or aerial methods is determined by the needs of the project
and cost considerations. Each project has a unique set of conditions that will determine which mapping
techniques should be used.
Consider using photogrammetry where the needed benefits are:
 a cost-efficient surveying method for mapping large areas
 safer than other surveying methods, especially in dangerous locations
 enables field crews to survey and map inaccessible areas
 creates a photographic record of the project site (referred to as a snapshot in time)
 produces useful digital products (e.g. orthophotos, and digital terrain models (DTM))

Photogrammetry is not the best solution for all mapping situations. Photogrammetry may not be appropriate
for conditions where:
 The accuracy required for a mapping project is greater than the accuracy achievable with
photogrammetric methods.
 The density of vegetation is too great to provide a reasonable depiction of the ground surface.
 Conditions of light or weather preclude collection of usable photography.
 The scope of the work is not large enough to justify the costs of surveying the photo control and
performing the subsequent photogrammetric process. However, when unsafe field conditions are
encountered, safety outweighs cost in the decision process.

Where applicable, utilize the following photogrammetric products:

 stock aerial photography (existing or commercial)
 new aerial photography
 topographic mapping
 DTM (County wide coverage provided by County)

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 digital orthophotography (County wide coverage provided by County)

 satellite imagery
 light detection and ranging (LiDAR) (County wide coverage provided by County)

3-3.2.1 Flight Planning

Fully define the scope of a photogrammetry project at the earliest stage possible to minimize changes and
expedite the entire process. Consider expanding the mapping limits in areas where there is some uncertainty
in the needed coverage rather than potentially performing additional mapping later in the project life cycle.
The project flight plan should include specific information about the:
 area to be mapped
 horizontal and vertical control datum
 potential safety problems
 plotting scale of the final mapping and/or imagery
 required contour interval
 required photogrammetric deliverables and delivery dates

The flight planning process should include:

 Obtaining maps depicting the location of the photo control.
 Determining the beginning and ending of flight lines upon which aerial photography is to be
obtained.

The goal of the flight planning process is to produce a flight plan that will provide the best balance between
safety, accuracy, and economy. This is accomplished by considering the:
 location and amount of photo control to be set
 number of photographs to be obtained
 safety conditions of the project area
 required accuracy of the photogrammetric products requested

3-3.2.2 Ground Control

The project flight plan identifies an appropriate control scheme. The necessary control scheme depends on
the photogrammetric products produced and their required accuracy. Other considerations include:
 safety factors
 size and shape of the area to be mapped
 addition of airborne positioning
 accuracy requirements of the photogrammetric products required
 terrain of the project area

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 accessibility to areas where the photo control is to be placed

Marking control points with targets before the flight is the most reliable and accurate way to establish
photogrammetric ground control. Survey monuments in the primary control network can also be targeted
to make them photo identifiable. Premark targeting produces a well-defined image in the proper location.
Ground control targets are designed to produce the best possible photo control image point. The main
elements in target design are:
 good color contrast
 a symmetrical target that can be centered over the control point
 a target size that yields a satisfactory image on the resulting photographs

3-3.2.3 LiDAR Mapping

Airborne LiDAR systems are increasingly applied on County projects due to their highly efficient capability
of collecting digital elevation model (DEM) data. LiDAR is an active sensor system that uses laser light to
measure distances. When mounted in an airborne platform (fixed wing or rotary wing), this device can
rapidly measure distances between the sensor on the airborne platform and points on the ground, building,
tree, etc., to collect and generate densely spaced and highly accurate elevation data. In order to achieve
these accuracies, LiDAR systems rely on GPS and an inertial measurement unit (IMU) to accurately
position the sensor during flight.
Three measurement components make up the LiDAR system:
1. GPS for horizontal and vertical position
2. IMU for angular attitude
3. laser scanner for ranging to points on the ground

The LiDAR laser scanner is mounted in the bottom of an airplane (similar to an aerial camera) or helicopter,
along with an IMU, GPS receiver, and antenna. LiDAR systems record multiple returns for each laser
pulse, along with the signal strength of the reflected light. The first pulse return (or 1st return) of LiDAR
data measures the elevations of the canopy, building roof elevations, and other unobstructed surfaces.
While in flight, the system gathers information on a massive base of scattered ground points and stores
them in digital format. The IMU records the pitch, roll, and heading of the platform. Kinematic GPS
provides spatial position of the aircraft. Additionally, many systems include a digital camera to capture
photographic imagery of the terrain that is being scanned. Some systems have incorporated a video camera
for reviewing areas collected. The raw LiDAR data are then combined with GPS positional data to
georeference the data sets. Once the flight data is recorded, appropriate software processes the data that
can be displayed on the computer monitor. This data can then be edited and processed to generate surface
models, elevation models, and contours.
Figure 3-5 illustrates the LiDAR System Components.

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Figure 3-5: LiDAR System Components

LiDAR system tolerance for inclement weather conditions (e.g. high winds, wet snow, rain, fog, high
humidity, and low cloud cover) is generally higher than that of other photogrammetric methods.
High point densities sometimes allow satisfactory data collection in areas of dense foliage where aerial
photography would not produce satisfactory results. When planning missions, care must be taken regarding
both natural (vegetative) and manmade (structure) ground cover. Pulse width, beam divergence, first and
last pulse return discrimination, and choice of the post-processing algorithms may all affect the accuracy
of LiDAR-derived data in areas of dense foliage.
Regardless of the data collection methods used (i.e. LiDAR, aerial photogrammetry, ground surveying), all
topographic surveys for County projects are required to meet specific accuracy standards, as detailed in
Section 3-2.4, with the same testing and reporting expectations.
In the following sections, considerations unique to LiDAR are described. These should be evaluated in the
project planning, data collection, and testing.

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3-3.2.3.1 GPS Base Stations

These active control stations must be located in the vicinity of the project site (typically within 18.6 miles)
and must be rigorously tied to the project horizontal and vertical control system. Multiple base stations are
recommended to improve the confidence in a successful mission and to provide quality control processing
of the kinematic GPS data.
3-3.2.3.2 System Calibration
LiDAR system optical components are subject to certain misalignments and calibration, which must be
accounted for in the project planning. Manufacture calibration certification and standard calibration test
courses are often used to insure proper operation of the equipment.
3-3.2.3.3 Flight Planning
The LiDAR mission must be designed to cover the required project limits and mitigate potential error
sources. Flying height and scan width should be planned to provide the required coverage and data posting
in consideration of factors, such as steep terrain and dense foliage. Multiple flight lines could be needed to
provide the necessary verticality of laser pulses to successfully penetrate. Cross flights should be
incorporated perpendicular to the project corridor at regular intervals for quality control purposes.
3-3.2.3.4 Inertial Measurement Data
Simultaneous solution of kinematic GPS and IMU data using advanced software processors are encouraged.
The complementary nature of the two measurement systems, combined with advanced Kalman filtering
algorithms provides a superior airborne position and attitude solution. Multiple high-speed on-board GPS
receivers are also beginning to be used for dynamic positioning applications.
3-3.2.3.5 Data Voids
Regular posting of DEM points within the interval specified in the project plan is expected. Missing
segments of data resulting from flight problems, system malfunction, or ground conditions must be
investigated. If warranted, ground surveying shall be conducted to fill in void areas and to verify DEM
data in the surrounding areas.
3-3.2.3.6 Artifacts
Anomalous DEM points resulting from systematic errors, environmental conditions, and remaining canopy
points can adversely affect the quality of the resulting topographic mapping. Aerial imagery and ground
truth surveying should be used to isolate and correct any artifacts in the DEM data.
3-3.2.3.7 Breaklines
LiDAR mapping by its self is unable to directly measure breaklines and other linear features. Features not
falling precisely at a regularly posted data point are practically invisible to LiDAR. County projects most
often require accurate identification of edge of traveled way, flow lines, and other breakline features. For
this reason, conventional aerial photogrammetry is often flown in conjunction with the LiDAR mission.
Together the two systems are mutually supportive providing efficiency of DEM data collection with the
accuracy and quality control of photogrammetry.

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Though definitions in use sometimes vary, a DEM consists of a grid of regularly spaced points representing
the irregular surface to be depicted. The distance between these points is referred to as the posting interval.
A DTM includes mass points, as in a DEM, supplemented with three-dimensional breaklines that depict
linear surface features, such as creeks, toe of slope, or ridge lines. Topographic mapping intended for use
in design and construction of new facilities must be developed from a DTM including necessary breaklines.

3-3.3 Photogrammetry
Photogrammetry is generally defined as the art and science of making accurate measurements from aerial
photography. Aerial photographs, as they are initially exposed, do not allow accurate measurements.
Distortions in the camera systems, combined with the curvature of the Earth, and irregular topography must
be accounted for and eliminated. These photogrammetric processes allow the photogrammetrist to view,
measure, and plot three-dimensions from a two-dimensional surface (aerial photograph).
3-3.3.1 Photogrammetric Processes
Photogrammetric mapping is achieved through four general processes known as:
1. imagery acquisition (aerial photography)
2. ground control acquisition (refer to Section 3-3.2)
3. aerotriangulation and model set-up
4. digital terrain compilation and planimetric feature compilation

Each photogrammetric mapping project is unique. Each project is defined by spatial data collection for a
unique piece of the Earth with specific feature collection requirements (e.g. accuracy and feature types).
The general processes listed above may involve several significant sub-processes based on the feature
collection requirements for a specific project.
3-3.3.2 Aerial Photography
The success of all photogrammetric processes and the quality of the resulting products is largely dependent
on the success of the aerial photography mission. The resulting photography must be checked to ensure
sufficient coverage, adequate stereo overlap (lap), and image quality.
Aerial photography should be checked for image quality and correct end lap and side lap coverage between
the photos. If the photography lacks adequate end lap and side lap coverage, the photography must be
redone. Ideally, the end lap coverage will be 60%; however, end lap coverage ranging from 55% to 65%
will produce adequate results. The side lap coverage percentages will vary with the photogrammetry job,
but most typically are planned for 40% over relatively flat terrain.
The photography should also be checked for stereo coverage within the project limits. It is important to
have adequate stereo coverage, since an object cannot be mapped if it only appears in one photograph.
Stereo coverage and end lap coverage can also be affected by the flight trajectory of the aircraft. These are
most commonly manifested in either crab or drift. Crab occurs when constant corrections to the flight path
cause the photos to twist with respect to one another. Drift occurs when the plane deviates from the intended
flight line.
In steep terrain, the end lap coverage may need to be increased to avoid sliver shaped gaps in stereo coverage
between exposures.

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All aerial photographs must be checked to ensure image quality. Important aspects to inspect include:
 Image Motion: Elongation of features on the photograph caused by the movement of the aircraft
during exposure.
 Halation: Spreading of an image beyond its proper boundaries, particularly common for bright or
reflective objects.
 Graininess: Large grain size resulting from poor developing techniques and decreasing the
resolution of the photograph.
 Contrast: Problems viewing details, especially in shadowy areas, caused by excessive or minimal
density between the whitest and the blackest areas of the photograph.
 Hot Spots: Bright areas of low detail caused by low sun angles.
 Fiducial Marks: Marks imaged by the camera on each exposure and are used to orient
photogrammetric instruments to the camera coordinate system. Fiducial marks are required for
photogrammetric measurement.

3-3.3.3 Aerotriangulation
The process of adjusting the aerial photography to the Earth is critical to the accuracy of final mapping
products. Most projects are adjusted using aerotriangulation methods, which require fewer ground control
points than other conventional adjustment methods.
3-3.3.3.1 Aerotriangulation Principles
Aerotriangulation is the simultaneous space resection and space intersection of image rays recorded by an
aerial mapping camera. Image rays projected from two or more overlapping photographs intersect at the
common ground points to define the three-dimensional space (3-D) coordinates of each point. The entire
assembly of image rays is fit to known ground control points in an adjustment process. Thus, when the
adjustment is complete, ground coordinates of unknown ground points and the precise orientation of each
photographic image are determined by the intersection of adjusted image rays.
Aerotriangulation is essentially an interpolation tool, capable of extending control points to areas between
ground survey control points using several contiguous uncontrolled stereo models. An aerotriangulation
solution should never be extended or cantilevered beyond the ground control. Ground control should be
located at the ends of single strips and along the perimeter of block configurations. Within a strip or block,
ground control is added at intervals of several stereo models to limit error propagation in the adjusted pass
point coordinates. Extending control by aerotriangulation methods is often referred to as bridging, since
the spatial image ray triangulation spans the gap between ground control.
3-3.3.3.2 Softcopy Methods
Aerotriangulation procedures that involve softcopy workstations must include fully analytical
aerotriangulation software and high-resolution scanners. Diapositives are not required and all interior,
exterior, and control point mensuration are read from the scanned images. The elimination of diapositives
eliminates the need to identify and drill mark the points for mensuration.

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Softcopy aerotriangulation must follow procedures and use equipment that will enable the operator the
ability to ascertain feature resolution at a level that will achieve the aerotriangulation accuracy required. A
major advantage of softcopy aerotriangulation is that the software is generally interactive and thus provides
excellent quality control. The results of point selection, measurements, and weighting are shown to the
operator immediately.
3-3.3.3.3 Aerotriangulation Adjustment
Measured positions of the photo control and the analytical points are processed in an independent
unconstrained adjustment to determine if there are any problems with the photo mensuration.
Concerns with respect to the aerotriangulation measurements of the photo control and the analytic points
should be resolved. Verified values of the photo control are applied in order to perform a constrained
adjustment.
To complete the aerotriangulation process, the position and attitude, or tilt, of the aircraft at each exposure
(or exposure station) is determined in the aerotriangulation solution by resecting the position from the
known photo control. The values of the unknown analytic points are then determined by performing an
intersection from two or more exposure stations through the analytic points to the ground.
3-3.3.4 Digital Terrain Compilation
Photogrammetric mapping generally considers topography compilation to include contours (lines of equal
elevation), high and low points, and lines defining abrupt changes in elevation breaklines. The process of
creating topographic data is typically done by generating mass points and breaklines that, if desired, may
be processed through software to generate contour lines. Direct digitizing of contours from the stereo model
is occasionally used on County projects. The process chosen for topography compilation should be based
on available compilation equipment, contour interval required, character of the area that is being mapped,
available time, and funding budget. Generally, terrain model development and processing are used for
contour generation.
DTM surfaces compiled for County projects are expected to meet the accuracy classifications described in
Section 3-2.4.3. Mass points and breaklines must be collected from the stereo model, in sufficient detail
and accuracy to ensure the required accuracy. The limiting root mean square error (RMSE) allowable under
ASPRS Class 1 Standards is 1/3 the indicated contour interval. Spot elevations are restricted to an RMSE
of 1/6 the contour interval. Regions of the project that cannot meet this accuracy requirement are required
to be distinctly separated in the DTM surface and contour data files.

3-3.4 Topographic Surveys - Terrestrial

When applicable, perform topographic surveys using terrestrial methods to establish the following:
 surface and subsurface features used in engineering design, ROW analysis, environmental
constraints, and planning studies
 areas that are not appropriate to aerial photogrammetric, LiDAR, or ground GPS surveys
 critical design areas
 floodplain mapping
 bridge site and tributary mapping

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3-3.4.1 Terrain Surface Depiction

Terrestrial survey methods for completing a topographic survey require the field collection of enough
ground surface information to prepare a DTM. The use of the topographic survey will determine the
appropriate amount of critical data collection. The limits of the survey will need to extend beyond the
design area to complete the DTM.
A DTM is a representation of the surface of the Earth using a Triangulated Irregular Network (TIN). The
TIN models the surface with a series of triangular planes. Each of the vertices of an individual triangle is
a coordinated (X, Y, and Z) topographic data point. The triangles are formed from the data points by a
computer program that creates a seamless, triangulated surface without gaps or overlaps between triangles.
Triangles are created so that their sides do not cross breaklines.
Triangles on each side of breaklines have common sides along the breakline.
Provide breaklines to define the points where slopes change in grade (the intersection of two planes).
Examples of breaklines are the:
 crown-of-pavement
 edge-of-pavement
 edge-of-shoulder
 flow line
 top-of-curb
 back-of-sidewalk
 toe-of-slope
 top-of-cut
 top-of-bank

Breaklines within existing roadway ROW should be clearly defined, while breaklines on natural ground
may be more difficult to determine.
DTMs are created by locating topographic data points that define breaklines and random spot elevation
points. The data points are collected at random intervals along longitudinal breaklines with observations
spaced sufficiently close together to accurately define the profile of the breakline. Like contours, breaklines
do not cross themselves or other breaklines. Cross sections can be generated from the finished DTM for
any given alignment.
When creating field-generated DTMs, gather data points along DTM breaklines and randomly at spot
elevation points, using the total station survey methods. This method is called a DTM breakline survey.
The number of breaklines actually surveyed can be reduced for objects of a constant shape (e.g. curbs). To
do this, a standard cross section is sketched and made part of the field notes. Field-collected breaklines are
identified by line numbers and noted on the sketch. With this information in the field notes, only selected
breaklines need to be located in the field, while others are generated in the office based on the standard
cross section.

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Exercise skill to visualize in the field the TIN that must be created to accurately model the ground surface
and where breaklines are needed to control placement of triangles. The following standard practices apply:
 Use proper feature codes, point numbering, and line numbers.
 If ground around trees is uniform, tree locations may be used as DTM data points.
 Keep site distances to a length that will ensure that data point elevations meet desired accuracies.
 Gather one extra line of terrain points 15 ft. to 30 ft. outside the work limits.

3-3.4.2 Feature Location and Attributes

Terrestrial surveys for topographic mapping require a standard feature code format. Documentation of the
feature code library is required for every topographic mapping project. For all topographic data points
collected, assign a code relating to the feature being defined. Whenever possible, collect an elevation at
the ground level for features with a vertical component so that the location can be used to compute the
DTM. The horizontal component should be the center of the feature. For example, a power pole is recorded
in the field data collector with a ground elevation of the power pole and then the center of the pole is then
collected to obtain the horizontal location. The size, type, height, depth, width, and other descriptive
information is collected as an attribute along with the feature code.
3-3.4.3 Floodplain Mapping
Field surveying for floodplain mapping is uniquely different from topographic design surveys in that the
data collected is not necessarily intended to describe a continuous DTM surface. Survey cross sections are
typically requested by hydraulic engineering in selected locations so as to depict the volumetric capacity of
the flood valley. The following guidelines identify some of the typical requirements for floodplain mapping
surveys:
 Proposed road alignments in parallel with adjacent rivers and their floodplains should have stream
cross sections taken every 500 ft. to 1,000 ft. Take a minimum of three stream cross sections per
location.
 Cross sections must include the full width of the flood valley.
 Cross section survey points are required at significant breaks in the ground line. The highest
density of survey points will probably lie in the flow channels. Floodplain data points should
emphasize the general slope of the plain and its width. For hydraulic purposes, a river’s floodplain
is defined using the 100-year flood event.
 Survey data is also required to define the edge-of-water, high-water marks, change in vegetation
(tree lines), high points on gravel bars, top and bottom of channel banks, the stream thalweg (low
point in the flow channels), and any other significant physical features (e.g. buildings). This
information is useful in developing a comprehensive planimetric map of the area.

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 Aerial photographs of the road and any adjacent rivers are often the best way to provide a complete
depiction of the floodplain valley. A plan scale of 1:6,000 [1:5,000] should suffice in most cases.
In some instances, a controlled aerial survey may prove more economical in getting floodplain
survey data, particularly when aerial photogrammetry is being conducted as part of the roadway
design. Consult with hydraulic engineering specialists in these instances to determine the limits
of coverage desired.

3-3.4.4 Bridge Site and Tributary Surveys

The mainstream channel may influence bridges that cross its tributaries. In these situations, survey crews
should take at least three river cross sections on the main channel just downstream of the tributary
confluence. Upstream of the tributary confluence, survey crews should take at least two river cross sections
on the main channel.
1. Culverts: Survey data collection should include the pipe length, the pipe inlet, the pipe condition,
outlet elevations, and the pipe area dimensions (e.g. diameter, span, and rise) on all culverts within
the project limits. For culverts crossing perennial streams, collect this data plus stream cross
sections 100 ft. upstream and 100 ft. downstream from the culvert inlet and outlet, taking cross
sections at 25 ft. intervals. Consult with the hydraulic engineering specialist to determine the
preferred location and number of cross sections required for a specific project.
2. Bridges: Survey data collection should include stream cross sections 500 ft. upstream and 500 ft.
downstream of the proposed bridge site, taking cross sections at 100 ft. intervals. Collect at least
one section at the proposed bridge site, preferably two (e.g. upstream face and downstream face).

3-3.4.5 Subsurface Utility Location

Positive locations of all underground utilities are accomplished in accordance with the American Society
of Civil Engineers (ASCE)’s Standard Guidelines for the Collection and Depiction of Existing Subsurface
Utility Data (ASCE C-1 38-02). Field surveying is required for Quality Levels C, B, and A of the standards.
Positive identification can be accomplished from visible above-ground features and as-built plans by
electromagnetic detection instruments, potholing, probe, or other acceptable methods. Combinations of
methods may be more effective than a single method. The determinations of the proper methods are based
specifically on identifying the type of facility being located and the accuracy needs of the horizontal and
vertical position. These determinations are made through coordination with the GEC and in accordance
with the required Quality Level identified.
3-3.4.6 Railroad-Highway Grade Crossings
Coordinate with the railroad to obtain necessary safety and permit information.
Within the roadway corridor, survey and map each railroad structure and record the type of structure, the
opening length, and other information for comparison with railroad mapping. Tie railroad utilities or other
utility poles and any facilities located on the railroad ROW. Show all utility poles and vertical clearance
of utility lines at grade crossings.
When the project involves raising or lowering a railroad track, obtain the following data:

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 railroad alignment data (all tracks)

 all features along the centerline of railroad tracks through the entire area affected
 elevation of the roadway features along the roadway
 profile of each rail (top) for 500 ft. each side of roadway centerline

3-3.4.7 Data Processing/Map Compilation

Data processing includes preparing and checking survey products. Supplemental control established during
the topographic survey must be adjusted to fit the existing project control before calculating coordinates for
topographic data points. The adjusted control is then used to compute three-dimensional coordinates for
the data points. The adjusted coordinates are then edited for coding problems and then a draft DTM is
prepared.
The draft DTM is reviewed for quality with check shots. Errors in field procedures and in the original
collection files are identified and corrected. Potential sources of error are height-of-instrument, rod height,
prism offset, improper labeling of breaklines, and instrument or backsight occupation number mislabeling.
The revised collector files are then rerun and a new draft contour map is created. This map should be
reviewed for proper density of collected points, limits of survey, and flow lines of pipes used in the DTM.
Final field verification of the topographic survey, if possible, is a valuable tool in confirming the quality of
the survey before delivering it to the designer. Aerial photography, digital ground photos, and/or video
segments should be used to enhance the descriptive ability of the field survey and for quality review when
field verification is not possible.

3-3.5 Right-of-Way Surveys

3-3.5.1 Property Surveys
A property survey is a means by which the ownership boundaries along the route can be represented on the
various survey maps. If property lines can be determined in the field, they shall be tied to the traverse line.
The methods used to tie property markers will be of an accuracy that is equal to that of the traverse.
Land Corners
Locate and tie the nearest section corners or quarter corners on both sides of the route. To aid in the search
of these corners, copies of the original land survey notes and township plats are available for all surveyed
lands. These documents are available at the County Courthouse. Additional information on the location
and condition of section corners shall also be obtained.
Upon beginning a survey that involves much private property, a property search along the proposed route
shall be performed. The County Courthouse can provide the names, addresses, and property descriptions
of the land owners involved. If the task is substantial, the option of contracting the property search to a title
company may be desirable. The search for section corners can sometimes be aided by contacting the
appropriate land owner.
Lot Corners and Subdivisions
Ties shall be made to all existing property corners necessary to establish property boundaries. These ties
will include tract subdivisions, 1/16 corners, centers of sections, and monuments, when available. Mutually
agreed to fence corners or fence lines should also be tied in the absence of monuments.

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Most tract subdivisions of later dates are platted and approved by County officials before lot sale and
occupancy. These official plats are on record at the County Clerk’s office and are available upon request.
Copies of these plats can be used as an aid in defining the property and locating the corners within the
subdivision.
ROW Monuments
Accurately tie existing ROW monuments. The monuments were originally set to define the ROW of the
existing roadway, so they are actually property corners. Ties to ROW monuments should be consistent
with other property ties.
Records
The surveyor shall keep copies of all records and agreements obtained during the preliminary survey. The
County may require the surveyor to submit these documents upon the completion of the survey. The
following would be typical examples of these documents:
 copies of the original government field notes for township, subdivision, government land survey
plats, and homestead entry surveys (HES)
 prints of any subdivision plats and replats within the area
 prints of the County Tax Assessor's maps covering the general area
 copies of any records of survey made in the general area and filed in the County
 copies of surveys by various organizations (e.g. railroad companies, counties and cities, irrigation,
water, and drainage districts, power companies, gas and telephone companies, and federal
agencies)
 copies of any deeds obtained
 County Court Orders dedicating roads or establishing ROW widths
 copies of boundary line agreements

Miscellaneous Monuments
Ties will be made to all monuments, memorials, and objects of antiquity of a permanent or semi-permanent
nature found within the general area of the preliminary line. These monuments may also include boundary
survey references, government survey stations, bench marks, azimuth marks, or other similar items. These
ties shall be made even though the monuments will not be destroyed by the alignment of the proposed
roadway.
Political Boundaries
Tie state, county, and city boundary lines where they cross the preliminary survey line. Also locate
boundary lines for national forests and parks, state and county parks, and other such boundaries.
Property surveys shall be performed in accordance with the conditions and tolerances indicated in TSPS’s
Manual of Practice for Land Surveying in the State of Texas. Refer to TSPS’s Standards for additional
information.

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3-3.5.2 Property Descriptions

Property information in the County is available through deeds and recorded plats, which depict the bearings
and distances of land corners. These plats may also include field notes that would be useful in the
development of field surveys. The plats provide information concerning the identity and location of
property corners. The surveyor shall make ties to the property corners during the boundary survey portion
of the field work. This data is used by the design engineer and ROW engineer in acquiring additional
property for roadway projects.
Ownership and deed number information can be obtained from the County Appraisal District. Plats, metes
and bounds, and additional property information can be obtained from the County Clerk Records Division.
Other typical sources of land survey records include:
 USGS map sales – quad maps, county series, and electronic Digital Ortho Quarter Quads (DOQQ)
and Digital Raster Graphs (DRG)
 Bureau of Land Management (BLM) State Office – master title plats, historical index, utility and
road easements, Geographic Coordinate Data Base (GCDB), cadastral plats, mineral surveys,
HES, and field notes
 County offices, public works, and/or recorder – tax assessor maps, index of owner/address, survey
records, plats, monument records, as-builts, deeds, and existing ROW
 court records
 title search
 TxDOT records – as-builts, state ROW plans and documents, and land board records
 utilities
 railroads
 land owners – plats and deeds
 private surveyors – plats

3-3.6 ROW Documents and Plans

If the project is located on a TxDOT roadway that is included in the state system, all ROW procedures and
documentation will be under their control and as detailed in TxDOT’s Survey Manual.
The following deliverables apply to County projects requiring additional ROW:
 Property descriptions and ROW sketches
 ROW strip map roll plot with aerial photography

3-3.6.1 ROW Strip Map:

The most important factor in preparing a strip map is legibility and clarity of information, even to a person
with limited surveying or engineering experience.

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Strip maps should be drafted at a maximum scale of 1 inch = 300 ft. unless a different scale is required for
legibility. A current aerial photograph shall be used for the base map. Strip maps shall depict existing
ROW, adjacent properties, and proposed parcels.
The following shall be shown on each strip map:
 existing ROW
 existing ROW monuments
 record ownership data of adjacent properties
 proposed centerline alignment with station labels at 1000’ intervals
 existing easements
 parent tract with recorded information
 parent survey lines (show and label)
 city limit lines (show and label)
 county lines (show and label)
 existing public roads, streets, and alleys
 existing drainage or channel easements
 proposed ROW lines
 parcel number

3-3.6.2 Property Descriptions and ROW Sketches:

Property descriptions, including ROW sketches, are prepared as exhibits for the conveyance of a property
interest. The property descriptions and ROW sketches reflect a boundary survey and must be signed and
sealed by a Registered Professional Land Surveyor (RPLS). Property descriptions prepared for ROW
projects with a metes and bounds description and ROW sketches prepared on letter size (8 ½” x 11”) sheets.
Letter size sheets allow the descriptions and sketches to be filed with the County Clerk’s office without
reducing copies. Use a one-inch border on all sides.
Items to be included on property descriptions and ROW sketches, in addition to TBPLS standards, include:
 All property descriptions and ROW sketches must be tied to the Texas SPCS and reference
metadata used in preparing the survey.
o A Texas plane coordinate should be given for at least one point on the plat.
o Ownership information shall specify the type of public record referenced (e.g. deed records,
official records, real property records, and plat records) as well as the volume and page
citation.
 ROW sketches are required for all property descriptions.
 For all partial acquisitions, at least one reference tie must be made to an established corner outside
the parcel area.

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o It is acceptable to use a set corner on the remainder or adjoiner in cases where no found corners
exist, although the surveyor may be assuming liability for the remainder as well as for the
adjoiner tract.
o This outside tie should be made to a boundary corner monument that will remain after
construction.
 Centerline station ties may, or may not, be of value to the property description, but are a convenient
reference.
o A station and offset tie at the beginning and end of each parcel is required.
o Station and offset ties in a parcel description, ROW map, and parcel data should identify the
source of the stationing.
 If the parcel is located in more than one county or land grant survey, show the land area in each
county or land grant.

Parcels consisting of more than one part must include a summary at the end of the property description as
follows.
Summary:
Part 1 = 4.333 acres (188,745 ft.2)
Part 2 = 2.667 acres (116,174 ft.2)
Total = 7.000 acres (304,919 ft.2)
Acreages will normally be carried out to three decimal places. However, on large rural parcels that may
have lengthy boundary segments, it is acceptable to truncate acreage figures to two decimal places, which
better reflects the accuracy of the surveyed line.
3-3.6.3 ROW Sketches (Parcel Information)
For each ROW parcel acquired, show the following information:
 property owner name
 parcel number
 parent tract
 area in acres and/or square feet (utilize the TSPS’s Manual of Practice for Land Surveying in the
State of Texas to determine the accuracy used for calculating square footing based on the category
and condition of survey), limits, and offset to new ROW line
 area of remainder (calculated from deed)
 property lines (show and define by bearing and distance relative to existing and new ROW lines;
reference only)
 existing improvements (buildings, fences, etc.)

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 bearing and distance to a monument found or set at a corner outside the area to be acquired (if the
corner is defined as a point of commencement (POC) in a property description, then show the
letters POC on the map to reference the corner)

3-4 Final Design Survey

Before progressing to final design levels (e.g. 30%, 60%, 90%, and 100% milestones), terrain verification
and design location surveys may be necessary to ensure that the proposed design conforms to actual field
conditions and that critical tie-in points are known to a sufficient level of accuracy. Typical final design
survey tasks include:
 aerial topography check profiles
 ground truth field topography
 design centerline location
 reference hub or slope staking
 proposed ROW or utility location
 cross section surveys
 existing pavement and bridge grid grades

Critical design features (e.g. existing drainage improvements, streams, tree-save areas, and utilities) are
often not identified as critical until after preliminary designs are complete. For these and similar issues,
ground truth field topography of selected areas and features is frequently required. Comprehensive staking
and cross section surveys may be required in places where the final engineering has greater risk due to steep
terrain, heavy tree cover, or unsatisfactory ground truth found early in the project.

3-4.1 Reference HUB Staking

At times, reference hubs, reference stakes, centerline staking, or combination thereof, is also required for
some or all of a roadway alignment to facilitate site inspections or other engineering studies (e.g.
geotechnical work). Cross section surveys are not typically completed for these situations.

3-4.2 Pavement and Bridge Grid Grades

On occasion, critical design elements are encountered that require extensive field survey efforts to depict
existing conditions in sufficient detail. Highly detailed surveys for pavement design, bridges, and drainage
structures are more often encountered in urban roadway projects where matching proposed design grade
lines with existing improvements become critical. Pavement and bridge design can impose some of the
highest accuracy requirements for topographic mapping. Before beginning such detailed survey field work,
closely coordinate with the design engineer to ensure a clear understanding of the required work and a well-
crafted work plan. The work plan should include sketches showing the features to be located and a written
description of the required grade point interval and necessary mapping accuracy.

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3-5 Records and Reports

3-5.1 Purpose
Document the surveying and mapping data and maintain accurate project records in the form of field notes,
correspondence, metadata, and reports as an essential activity to provide the context, documentation, and
conclusions. Carefully prepare records and provide information to users at all stages of a project so that
the resulting data is properly applied, questions can be resolved, and decisions can be efficiently made.
Regardless of the reporting format (e.g. digital files, hand drawn notes, illustrations, written reports), the
goal of project reporting is to effectively communicate the necessary facts to a potentially unfamiliar user
to correctly interpret and apply the surveying and mapping data.
Provide a project control report for all project control surveys.

3-5.2 Metadata Standards

Metadata is descriptive information about the content, quality, condition, and other characteristics of data.
Formal content standards for geospatial metadata have been developed and adopted by the FGDC.
Metadata is contained in a standard digital file format (e.g. Text, HTML, XML) using some or all of the
structured data tags included in the content standards. Metadata does not eliminate the need to complete
and archive other project records; however, the metadata file should be diligently completed and should
answer the following questions related to surveying and mapping tasks:
 What does the data set describe?
 Who produced the data set?
 Why was the data set created?
 How was the data set created?
 How reliable are the data and what problems remain in the data set?
 How can someone get a copy of the data set?
 Who wrote the metadata?

3-5.3 Elements of Survey Field Notes

Whenever possible, apply electronic data collection methods that provide an efficient automated process
for collecting and recording raw and processed survey measurements. Use electronic data collection to
maintain the accuracy and consistency of survey measurement records. Carefully record electronic data in
the field using a well-understood process, including standard point numbers and feature codes, so that the
transfer of digital field data from the field survey to a finished map can be a seamless, nearly hands-free
process.

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CHAPTER 4 – ENVIRONMENTAL PROTOCOL

TABLE OF CONTENTS
4-1 Introduction ..................................................................................................................................... 4-1
4-1.1 Cooperative Communication Process and Management .................................................... 4-1
4-1.2 Regulatory Agency Contact ............................................................................................... 4-1
4-1.3 References .......................................................................................................................... 4-1
4-1.4 Disclaimer .......................................................................................................................... 4-2
4-2 Project Communication ................................................................................................................... 4-2
4-3 General Guidelines for Williamson County Road Bond Projects ................................................... 4-2
4-3.1 Regional and Regulatory Knowledge ................................................................................. 4-3
4-3.1.1 Applicable Regulatory Programs and Acts ...................................................... 4-3
4-3.2 Williamson County Regional Habitat Conservation Plan (RHCP) .................................... 4-3
4-4 County Environmental Coordination and Review Process ............................................................. 4-4
4-4.1 Environmental Due Diligence Documentation................................................................... 4-4
4-4.2 Right-of-Entry .................................................................................................................. 4-10
4-4.2.1 Right-of-Entry and Karst Surveys .................................................................. 4-10
4-4.3 Status Reports ................................................................................................................... 4-10
4-5 State and Federal Environmental Compliance Strategy ................................................................ 4-11
4-5.1 State and Federal Funded Project Guidance ..................................................................... 4-11
4-5.2 State and Federal Funded Project Review Schedules ....................................................... 4-11
4-6 Questions ....................................................................................................................................... 4-12

TABLES
Table 4-1: Environmental Due Diligence Requirements ..................................................................... 4-6
Table 4-2: Typical Regulatory Agency Review Periods.................................................................... 4-12

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Chapter 4 - Environmental Protocol

4-1 Introduction

Williamson County (County) has implemented a multi-corridor transportation program involving numerous
projects across the County. This chapter provides guidance for developing and implementing a project-
specific plan for assuring environmental due diligence and compliance with applicable environmental laws
and regulations.

4-1.1 Cooperative Communication Process and Management

The most critical component of this chapter is the expectation that the Project Engineer will communicate
promptly and effectively with the County’s designated representatives concerning environmental
compliance and due diligence issues. This chapter provides an overview of the cooperative process
necessary to ensure environmental compliance for County roadway projects and coordination with larger
efforts, such as the Williamson County Regional Habitat Conservation Plan (RHCP).
The County’s Road Bond Program is administered by the Road Bond Manager with the General
Engineering Consultant (GEC). The County’s Counsel provides legal counsel and the County
Environmental Consultant provides environmental services with respect to the County’s RHCP and
sensitive species and habitat issues.

4-1.2 Regulatory Agency Contact

The environmental compliance process for the Road Bond Program requires multiple approvals from
various regulatory agencies. The GEC, in cooperation with the County’s Counsel, is responsible for
establishing and overseeing program-wide environmental compliance strategies and implementation of
coordinated regional approaches involving key agencies, such as the United States Fish and Wildlife
Service (USFWS).
Any contact with regulatory agencies and retention of environmental subcontractors for a Road Bond
project must be coordinated with the GEC in the method and manner set forth in this chapter. The Project
Engineer is instructed to follow this protocol, as well as maintain and facilitate the appropriate lines of
communication, as established herein.

4-1.3 References
The references listed in this section provided much of the fundamental source information used in the
development of this chapter. This list is not all-inclusive and there are numerous manuals and documents
that provide guidance for environmental compliance. Note that these publications and the standards and
specifications they contain are not static documents, but are expected to be revised continually. Therefore,
Project Engineers should always check the appropriate website for the most recent versions.
Texas Commission on Environmental Quality (TCEQ):
 Construction General Permit (Texas Pollutant Discharge Elimination System (TPDES) General
Permit No. TXR150000)

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Texas Department of Transportation (TxDOT):

 Environmental Compliance Toolkits
 Memorandum of Understanding (MOU) with the Texas Parks and Wildlife Department (43 TAC
§ 2(G))

Texas Parks & Wildlife Department (TPWD):

 Rare, Threatened, and Endangered Species of Texas for Williamson County
 Texas Natural Diversity Database (TXNDD)

United States Fish and Wildlife Service (USFWS):

 Candidate Species Believed to or Known to Occur in Texas
 Section 10(a)(1)(A) Scientific Permit Requirements for Conducting Presence/Absence Surveys for
Endangered Karst Invertebrates in Central Texas (Karst Survey Procedures)
 Section 10(a)(1)(A) Scientific Permit Requirements for Conducting Presence/Absence Surveys and
Habitat Assessments for Endangered Golden-cheeked Warblers (GCWA Survey Guidelines)
 Species Reports for Williamson County
 Threatened & Endangered Species Active Critical Habitat Report

Williamson County (County):

 Williamson County Regional Habitat Conservation Plan (RHCP)

4-1.4 Disclaimer
This chapter is not intended to be a substantive guide concerning environmental compliance. Project
Engineers and subconsultants are expected to be familiar with applicable federal, state, and local
environmental requirements as well as local practices and conditions affecting environmental compliance.

4-2 Project Communication

All contact with regulatory agencies should be coordinated through the GEC. In addition, mitigation of
environmental impacts through the implementation of the County’s RHCP will include coordination with
the County’s Environmental Consultant.

4-3 General Guidelines for Williamson County Road Bond Projects

In order to appropriately address environmental due diligence and compliance issues, preparation of
detailed project information (e.g. project limits, etc.) early in the process will assist in evaluation of
available resource information, overall schedule, and project communication. The Project Engineer should
consult with GEC to design and develop appropriate scopes of work for environmental data collection and
reporting. Copies of the scope of work will be submitted to the GEC along with a detailed project schedule.

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Complex transportation projects (i.e. those with the potential to impact threatened and endangered species
or other resources, including historic resources) may require additional coordination with the County’s
Counsel in order to ensure regulatory compliance. The GEC will coordinate with the County’s Counsel
and the Project Engineer for any projects that have complex environmental issues. The GEC and the
County’s Counsel will convene on a regular basis to review all current and anticipated projects and shall
select those projects requiring regular coordination with the County’s Counsel.
The Project Engineer must utilize the GEC as a resource with regards to environmental planning as early
as possible in the design phase in order to minimize potential project delays.
Development of the specific types of reports and other necessary documentation is provided in Section 4-4.

4-3.1 Regional and Regulatory Knowledge

Each Project Engineer and subconsultant is expected to have detailed knowledge of local and regional
ecological conditions as well as all applicable federal, state, and local regulatory programs. Following the
steps set forth in Section 4-4 will help the Project Engineer ensure that all applicable regulatory programs
are identified. Should specific questions arise with respect to ecological conditions and/or applicable
statutory and regulatory schemes, the Project Engineer should direct those questions to the GEC who will
coordinate with the appropriate parties.
4-3.1.1 Applicable Regulatory Programs and Acts
Potentially applicable statutory and regulatory programs include the Endangered Species Act (ESA), the
Clean Water Act, the National Historic Preservation Act, the National Environmental Policy Act, the
Antiquities Code of Texas, and various Edwards Aquifer rules and regulations.

4-3.2 Williamson County Regional Habitat Conservation Plan (RHCP)

In addition, since a number of projects in the County may have an impact on endangered species, the County
issued an incidental take permit under the federal ESA on October 20, 2008. Pursuant to the County’s
incidental take permit, the County is implementing the USFWS-approved RHCP. The County’s RHCP
streamlines compliance with the ESA for landowners, school districts, businesses, and local government
agencies in the County. It establishes a uniform set of mitigation options for all of the planned development
activities, including roadway projects that might have an impact on threatened and endangered species or
designated critical habitat. It also assesses the potential impacts of covered actions on other rare species,
including state-listed and federal candidate species, and their habitats.
Any questions concerning ESA-listed, other rare species, and/or participation in the County’s RHCP should
be directed to the GEC. Any Road Bond project that employs the County’s RHCP for mitigation should
also include coordination with the GEC.

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4-4 County Environmental Coordination and Review Process

County projects that only use local funds and are not on a state or federal transportation system are required
to pursue the development of due diligence documents, which must be coordinated through the GEC to
ensure that all parties are aware of the project fundamentals and to provide consultation as necessary to
streamline the process while maintaining environmental compliance. All environmental reports developed
for each project are subject to review by the GEC and ultimately by the specific agencies. Additionally,
any environmental documents may, at the direction of the GEC, be subject to review by the County’s
Counsel.

Note: No report shall be made final, nor shall any report be sent to any regulatory agency prior to review
and approval by the GEC. The submittal of draft reports should adhere to the following process:

 All drafts submitted to the GEC should be unsigned and clearly marked “Draft.”
 The Project Engineer should upload all draft and final environmental documents to ProjectWise
in PDF format and email the GEC notification of each submittal along with any native file formats
(e.g. Word, Excel, etc.).
 The GEC will provide reviews electronically (e.g. scanned markups and/or comment log). At no
time shall a reviewer arbitrarily change the language in a draft document without first consulting
the Project Engineer.
 The Project Engineer and the GEC shall save each review.
 Depending on project complexity, reviews conducted by the GEC should be complete within two
weeks of receipt. Projects with complex environmental issues may require additional coordination
with and a review by the County’s Counsel.
 Reports regarding species and habitats shall not be sent for review by regulatory agencies without
the express direction of the GEC.
 The GEC will provide copies of final reports to the Road Bond Manager. The GEC will submit
approved drafts and final reports to TxDOT when applicable. The Project Engineer may
coordinate directly with the Texas Historical Commission (THC) after the GEC approves the
environmental document.
 All coordination meetings with the regulatory agencies for project-related issues will be scheduled
by the GEC in cooperation with the County’s Counsel.

4-4.1 Environmental Due Diligence Documentation

The Project Engineer or subconsultant should identify the required documentation necessary for
environmental compliance and include that information in their scope of work. Typical due diligence
documentation required on any projects funded by County funds only may include one or more of the
following:
 Archeological and Historic Resources Survey and/or Background Studies

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 Jurisdictional Waters Determination

 Threatened and Endangered (T&E) Species Assessment
 Karst Feature Survey for projects occurring wholly or partially in Karst Zones 1, 2, or 3
 Geologic Assessment for projects occurring wholly or partially in Edwards Aquifer Recharge
Zone
 Hazardous Materials Initial Site Assessment (ISA) Report
 Water Pollution Abatement Plan (WPAP) for projects occurring wholly or partially in Edwards
Aquifer Recharge Zone
 Contributing Zone Plan (CZP) for projects occurring wholly or partially in Edwards Aquifer
Contributing Zone
 Storm Water Pollution Prevention Plan (SW3P)/Texas Pollutant Discharge Elimination System
(TPDES) Construction General Permit preparation

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Table 4-1: Environmental Due Diligence Requirements

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Environmental Due Diligence List for Williamson County Road Bond Projects
Regulatory
Name of Report Description Schedule and Impacts When Needed Standard/ Regulation
Agency
As early as possible in
Archeological and
Record archeological and planning phase.
Historic property
historic structures and Minimum two-month Section 106 National
Resources Survey owned/utilized by
prevent damage to site. turnaround. Findings Historic Preservation
and/or any political
May require avoidance may impact design. Act (NHPA) & THC
Background subdivision of the
or mitigation of sights Must receive “no Texas Antiquities
Studies state or federal
that are within areas to impact” concurrence Code
(minimum level agency
be disturbed. from THC prior to any
of effort)
soil disturbance.
As early as possible in
Jurisdictional Determine if waters of planning phase, prior to streams or water
Section 404 Clean USACE,
Waters the U.S. (streams and soil disturbance. bodies present in
Water Act EPA
Determination wetlands) are present. Findings may impact the project area
design.
Jurisdictional As early as possible, in
Permit and mitigate for impacts to
Delineation / planning/design phase
impacts to wetlands or wetlands and
Nationwide or once impacts are known. Section 404 Clean
waterways located water bodies USACE
Individual Permit NWP has 90-day Water Act
during the Jurisdictional cannot be avoided
(NWP or IP) turnaround; IP is nine
Waters Determination. by design
Preparation months to one year.
As early as possible in
planning phase.
Determine if listed Findings may impact
species or candidate design. For listed
Threatened and ESA; USFWS bird
species and/or their songbirds: March – June;
Endangered any County survey protocols; USFWS,
habitat is present. For karst species: three
(T&E) Species project USFWS Karst TPWD
Determine Natural surveys spread over
Assessment Survey Protocol
Diversity Database season. For salamander
Element Occurrences. species: 15 surveys with
8 conducted between
April 1 and September 1.

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Environmental Due Diligence List for Williamson County Road Bond Projects
Regulatory
Name of Report Description Schedule and Impacts When Needed Standard/ Regulation
Agency
Determine presence of
As early as possible in
rare or unusual Provisions of the
planning phase.
vegetation features, MOU between
Vegetation Findings may impact project with state
unique habitat features, TPWD
Survey design. Mitigation for or federal nexus TxDOT
or vegetation providing
impacts will be at the and TPWD
habitat for federal
discretion of TxDOT.
candidate species.
Determine if features As early as possible in project limits
Karst Feature providing habitat to planning phase. within Karst USFWS Karst
USFWS
Survey listed karst invertebrate Findings may impact Zones 1, 2, 3, per Survey Protocol
species are present. design. USFWS maps
As early as possible in project limits
Edwards Aquifer
planning phase. Can be within the
Determine if features Rules (30 TAC §
Geologic combined with Karst recharge zone of
recharging the Edwards 213); also a required TCEQ
Assessment Feature Survey. the Edwards
Aquifer are present. portion of the WPAP
Findings may impact Aquifer per
(see below)
design. TCEQ map
project limits
USFWS Karst
within areas
Determine if species or Survey Protocol;
T&E Species As early as possible in where T&E
potential habitat are USFWS GCW and USFWS
Survey process. species habitat
present. BCV Survey
has been
Protocol
identified
project limits
Determine if active
within areas
nesting occurring in
where potential
Migratory Bird potential nesting habitat As early as possible in USFWS bird survey
bird nesting USFWS
Nesting Surveys including bridges process: Feb – June protocols
habitat is
culverts (swallow
proposed for
nesting).
removal

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Environmental Due Diligence List for Williamson County Road Bond Projects
Regulatory
Name of Report Description Schedule and Impacts When Needed Standard/ Regulation
Agency
Initial Site Determine presence of As early as possible in any County
ASTM 1527-13 EPA/TCEQ
Assessment hazardous materials. process. project
In design phase once
purchase details
(amounts and locations
Phase I of ROW) are known and
Protect purchaser from any County
Environmental prior to purchase or sale ASTM 1527-13 EPA/TCEQ
potential contamination. project
Site Assessment of property. Findings
may impact sale/
purchase price and
design.
In design phase after the required for any
Water Pollution Prevent pollution runoff Edwards Aquifer
completion of Geologic projects over the
Abatement Plan into the Edwards Aquifer Rules (30 TAC § TCEQ
Assessment. 60 to 90 Edwards Aquifer
(WPAP) Recharge Zone. 213)
day turnaround. Recharge Zone
required for any
In design phase after the
Prevent pollution runoff projects over the Edwards Aquifer
Contributing completion of Geologic
into the Edwards Aquifer Edwards Aquifer Rules (30 TAC § TCEQ
Zone Plan (CZP) Assessment. 60 to 90
Contributing Zone. Contributing 213)
day turnaround.
Zone
Storm Water
Prevent pollution from In design phase. Must required for any EPA,
Pollution Section 402 Clean
stormwater leaving implement prior to County projects delegated to
Prevention Plan Water Act (TPDES)
project site. construction phase. over one acre TCEQ
(SW3P)
Prevent project site
Coincides with projects requiring
Water Quality stormwater pollution Section 401 Clean USACE,
Jurisdictional Waters Section 404
Certification from entering waters of Water Act EPA/TCEQ
Determination (above). Permit
the U.S.

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Specific details regarding the due diligence requirements, including standards and regulatory
requirement(s), are provided in Table 4-1. Additionally, surveys, such as cultural resources, may require
early coordination with the THC to obtain the necessary permit(s). It is the responsibility of the Project
Engineer and their environmental subconsultant to coordinate with the GEC to obtain the required permits.

4-4.2 Right-of-Entry
In order to expedite surveys and necessary project assessments, it is imperative that the Project Engineer
identify property owners within the project area. If right-of-entry (ROE) was not previously received during
survey or other preliminary tasks, the GEC will provide approval for the Project Engineer to submit an
appropriate request for ROE letter or to provide the list of property owners for third-party handling of the
task. Appendix C contains a template used for ROE letters. If approved, the Project Engineer is required
to use the provided template in Appendix C, as it contains the necessary language and provides a format
that is easy to use and comprehend. The GEC can provide an electronic version of the ROE template to the
Project Engineer to revise accordingly.
It is important that the ROE letter be inclusive of all parties involved in the project and not limited to the
Project Engineer. Subcontractors may be employed for various tasks during a project and it is important to
avoid delays obtaining additional ROE’s. Consequently, the ROE letter should include a statement
allowing the County and its contractors access to the property to conduct the appropriate surveys and site
assessments.
Additionally, the ROE letter shall include, as shown in Appendix C, details regarding the general project
work. This information helps the property owner understand the type of work that is being conducted and
why. The information that should change per project is highlighted in Appendix C.
Copies of all ROE letters and signed/approved ROE forms must be submitted to the GEC.
4-4.2.1 Right-of-Entry and Karst Surveys
Depending on location within the County, some transportation projects will require a karst survey. If a
feature(s) is found within the limits of a project, further delineation of the feature may be required to
determine if it’s related to recharge for the Edwards Aquifer, if it contains a suitable habitat for endangered
cave species (ECS), or if ECS occurs within the feature.
Features identified in a karst survey may require excavation via hand shovel or other equipment. However,
authorization from the property owner is required prior to excavation in accordance with the Texas Cave
Protection Act. The ROE template in Appendix C includes the necessary language regarding karst features.

4-4.3 Status Reports

Based on the number of concurrent projects under the Road Bond Program, a weekly or semi-monthly
progress report is a beneficial tool. The Project Engineer or Consultant should provide an update to the
GEC regarding the current status of each project under the Project Engineer’s or subconsultant’s contract.

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4-5 State and Federal Environmental Compliance Strategy

As a general rule, an environmental compliance strategy will be dictated, in large part, by whether the
individual project is fully or partially funded with federal or state monies (i.e. Federal Highway
Administration (FHWA) or TxDOT), or otherwise has a significant federal nexus, such as requiring a
federal permit. The GEC and the County’s Counsel will determine whether a project has any significant
federal nexus. Information regarding a federal nexus will be relayed accordingly to the Project Engineer
so that coordination with appropriate state and federal agencies can be scheduled. A detailed project
schedule must be developed by the Project Engineer that includes the anticipated regulatory review process
for each program. The schedule must be submitted to the GEC for review.

4-5.1 State and Federal Funded Project Guidance

TxDOT’s Environmental Compliance Toolkits should be followed for the preparation of environmental
compliance documents for projects with state or federal funding, including partial funding, or a federal
nexus. The GEC will assist the Project Engineer in the determination of the necessary documentation
needed for the County project.
Projects with state or federal funding, including partial funding, or another federal nexus will include, at a
minimum, a review by TxDOT’s District staff. Categorical Exclusion (CE) documentation, environmental
assessments, and biological assessments may also undergo reviews by TxDOT’s Environmental Affairs
Division and appropriate natural resource agencies. In addition, a project may require a public involvement
meeting or public hearing to present project alternatives prior to obtaining environmental clearance.
Consequently, it is important to develop an appropriate project schedule that takes into consideration the
various entities that may review a project as well as the time involved to obtain environmental clearance.

4-5.2 State and Federal Funded Project Review Schedules

Environmental compliance requires planning for various levels of internal and external documentation
review to ensure compliance with applicable statutes and regulations. The review periods presented in
Table 4-2 reflect the typical review periods afforded each regulatory agency. This information is useful as
it can assist the Project Engineer in understanding and planning for the necessary time constraints associated
with state and federal environmental permitting and approval of proposed project designs. It is important
to keep in mind that the review periods in Table 4-2 are estimates only and assume the project is not of
above-average complexity; actual review times may greatly vary depending on the agency and its backlog.
In addition, it is imperative that the overall project schedule developed by the Project Engineer includes
time for both internal and GEC review and revisions of environmental documents. Project Engineer must
complete revisions, including QC checks, within a two-week period (10 working days) upon receiving
comments. Projects of certain complexities would require a breakout schedule specifically for
environmental at the request of the GEC.

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Table 4-2: Typical Regulatory Agency Review Periods

AGENCY REVIEW PERIOD
TxDOT District 30 Days
TxDOT Environmental Division (ENV) 30 Days
Texas Parks and Wildlife Department (TPWD) 45 Days
Texas Commission on Environmental
30 Days
Quality (TCEQ)
Federal Highway Administration (FHWA) 30 Days
Texas Historical Commission (THC) 30 Days
THC Antiquities Permit 45 Days
Section 404 Nationwide Permit 45 Days
U.S. Army Corps of Engineers (USACE) 60 Days prior to Construction
Preconstruction Notification (PCN) Date
Public Meeting and Hearing Notice (first) 30 Days
Public Meeting and Hearing Notice (second) 10 Days
Public Comment and Response 10 Days
United States Fish and Wildlife Services
135 Days
(USFWS) Informal Consultation

A typical CE can be completed within six (6) to eight (8) months from Notice to Proceed (NTP). A typical
environmental assessment can be completed within 18 to 24 months from NTP. However, more
complicated projects (e.g. threatened and endangered species issues, alignment problems, etc.) may take
longer.
Please note that not all of the listed agency reviews or time constraints associated with public hearing
notices are required for every construction project within the County. The Project Engineer is required to
consult with the GEC to identify and develop plans that include the appropriate agency reviews and the
potential for public hearings and comment phases of a proposed project.

4-6 Public Involvement

For roadway projects, utilize the Williamson County Public Involvement Strategy. This strategy is designed
to outline goals, messaging, and processes that will be used to facilitate two-way communication between
the project team and stakeholders.

4-7 Questions

Project Engineers and environmental subconsultants should direct any questions concerning the
interpretation and application of this protocol to the GEC.

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CHAPTER 5 – GEOTECHNICAL
TABLE OF CONTENTS
5-1 Introduction ..................................................................................................................................... 5-1
5-1.1 References .......................................................................................................................... 5-1
5-2 General Pavement Design Procedure .............................................................................................. 5-2
5-3 Pavement Design Policy .................................................................................................................. 5-2
5-3.1 Pavement Condition Assessment ....................................................................................... 5-3
5-3.2 Geotechnical Investigation ................................................................................................. 5-3
5-3.3 Pavement Design Reports................................................................................................... 5-3
5-4 Traffic Evaluation ............................................................................................................................ 5-4
5-4.1 ESAL Calculation............................................................................................................... 5-4
5-4.2 Traffic Inputs ...................................................................................................................... 5-5
5-5 Pavement Design ............................................................................................................................. 5-6
5-5.1 FPS Pavement Design Inputs ............................................................................................. 5-6
5-5.2 Minimum Pavement Thickness .......................................................................................... 5-7
5-6 Pavement Underdrainage................................................................................................................. 5-8
5-7 Subgrade Modification .................................................................................................................... 5-8
5-7.1 Potential Vertical Rise (PVR) ............................................................................................ 5-8
5-7.2 Sulfates, Organics, and pH ................................................................................................. 5-8
5-7.3 Geosynthetics ..................................................................................................................... 5-8
5-8 Construction Considerations ........................................................................................................... 5-9

TABLES
Table 5-1: Pavement Design Life ........................................................................................................ 5-4
Table 5-2: Lane Distribution Factors ................................................................................................... 5-5
Table 5-3: Equivalent Single Axle Load (ESAL) Factors ................................................................... 5-6
Table 5-4: Confidence Level................................................................................................................ 5-7
Table 5-5: Material Design Modulus and Poisson’s Ratio .................................................................. 5-7

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Chapter 5 - Geotechnical

5-1 Introduction

The purpose of this chapter is to provide guidance and technical information for designing pavement
sections. The goal of a pavement design is to produce a section that (1) serves the purpose for which it is
intended, (2) is capable of co-existing within its immediate environment without causing adverse impacts
(either visual or physical), and (3) is economical from both a maintenance and construction point of view.
Pavement section design requires a solid understanding of the subgrade for support, knowledge of asphalt,
concrete, and soil material properties, and the behavior of the pavement structure under the intended traffic
conditions.
Awareness of factors related to other engineering fields, such as hydraulics, is necessary to ensure that the
pavement section drains adequately without affecting or being affected by its environment in a detrimental
way.

5-1.1 References
The references listed in this section provided much of the fundamental source information used in the
development of this chapter. This list is not all-inclusive and there are numerous manuals and documents
that provide technical and design guidance for pavement design. Note that these publications and the
standards and specifications they contain are not static documents, but expected to be revised continually.
Therefore, Project Engineers should always check the appropriate website for the most recent versions,
including interims adopted by the Texas Department of Transportation (TxDOT).
American Association of State Highway and Transportation Officials (AASHTO):
 Guide for Design of Pavement Structures

Note: AASHTO’s Guide for Design of Pavement Structures is not intended to be superseded by
AASHTO’s Mechanistic-Empirical Pavement Design Guide.
City of Austin (COA):
 Transportation Criteria Manual

Texas Department of Transportation (TxDOT):

 Geotechnical Manual
 Pavement Design Guide
 Standard Specifications for Construction and Maintenance… (November 2014)

1. Standard Specifications
2. Special Specifications
3. Special Provisions
 Guidelines for Modification and Stabilization of Soils and Base for Use in Pavement Structures
(September 2005)

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 Guidelines for Treatment of Sulfate-Rich Soils and Bases in Pavement Structures (September
2005)
 Flexible Pavement Design System FPS 21

Williamson County (County):

 Master General Notes

Proposed pavements in Williamson County shall be designed in accordance with the criteria, guidelines,
and data requirements included herein. Where discrepancies occur between the information provided
herein and any of the above references, the following descending order of priority shall govern: (1) local
city requirements govern in their specific city, (2) Williamson County documents, and (3) TxDOT
documents.

5-2 General Pavement Design Procedure

A Work Authorization is produced which stipulates what is required for pavement design. The first step in
the pavement design process consists of recognizing the criteria to be used in pavement selection. If the
roadway lies within city limits, the criteria are the local city requirements including design and material
type selection.
The engineer will produce a boring plan and have the boring plan reviewed by the County prior to drilling.
Field testing and subsequent laboratory testing will commence followed by a Preliminary Pavement Report
(PPR) generated using the County’s Master General Notes. The PPR will be provided to the County for
review. Following comments made by the County, discussions with the County regarding pavement report
comments may be organized, if required. Review comments will be incorporated into the Final Pavement
Report (FPR).
Pavement design should follow either the Flexible Pavement Design System FPS 21 procedures or the
AASHTO’s Guide for Design of Pavement Structures. The companion software tools, FPS 21 or DARWin
3.1, or other approved software tools, can be used to aid in pavement design.

5-3 Pavement Design Policy

Pavement design shall consist of pavement condition assessment, geotechnical investigation, pavement
design analysis, and pavement reporting which includes the PPR and FPR. These pavement reports may
be incorporated into the geotechnical report for the project.

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5-3.1 Pavement Condition Assessment

Pavement condition assessments are required for all projects where existing pavement is present and where
pavement will be replaced or widened. In general, the pavement condition assessment consists of a field
inspection of the proposed project site to collect information on pavement conditions and all other pertinent
features that could affect the pavement design including observations of subsurface water. The pavement
condition assessment shall be performed by the engineer or his authorized representative and summarized
in the PPR. The pavement condition assessment will be used to aid in designing the replacement pavement
or overlay and can be used as a guide to provide other pavement design and construction recommendations.

5-3.2 Geotechnical Investigation

TxDOT’s Pavement Design Guide includes direction on the spacing of borings, sampling requirements,
and laboratory testing. For County projects, boring depths should be to a minimum depth of 15 ft. with
continuous sampling to a minimum depth of 10 ft. Where excavations will be greater than the 15 foot
depth, the boring depths shall be extended below the anticipated structure foundation and/or excavation
depth to a depth sufficient to contain enough information to evaluate the settlement and bearing of the
roadway structure. The “Laboratory Evaluation” section of TxDOT’s Pavement Design Guide includes a
table showing laboratory testing. As a minimum, visual identification, index properties, potential vertical
rise (PVR), and sulfate content should be performed. Resilient modulus testing or California Bearing Ratio
(CBR) testing should be performed on subgrade soil materials unless non-destructive testing (NDT) data
has been gathered or if NDT will be performed.

5-3.3 Pavement Design Reports

Results of the pavement design shall be documented in the PPR and FPR. As a minimum, each report
submitted shall include the following:
 introduction
 scope of work
 geology
 pavement condition assessment results where there are existing pavements
 boring location plan and boring logs
 field and laboratory testing results
 pavement layer coefficients used in design
 pavement thickness calculations
 three options for pavement section should be provided along with a temporary full depth asphalt
section and temporary pavement
 pavement recommendation for driveways and tie-in to main pavement (if applicable)
 recommendations including pavement removal or rehabilitation method
 evaluation of sulfate heave based on sulfate content
 lime content requirements

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 recommendations as to whether pavement underdrainage is required, what type of drainage, and

at what general stations or spacing along the project length undrains should be designed
 feasibility and use of native materials and existing site materials (if applicable)

5-4 Traffic Evaluation

Traffic information required for the flexible pavement design procedure is in terms of 18-kip equivalent
single axle load (ESAL) applications. The ESALs should be determined in accordance with AASHTO’s
Guide for the Design of Pavement Structures.
The County has traffic projection maps for some of their roads; however, some of the roads do not have
traffic projections. Where roads do not have traffic information, either the work authorization will have a
scope item to obtain traffic information or the County will provide the traffic information. When current
and projected axle load distributions and traffic counts are available, the cumulative number of 18-kip
ESALs over the design life of the pavement can be computed. All traffic projection values used should be
verified and approved by the County.

5-4.1 ESAL Calculation

Table 5-1: Pavement Design Life

INITIAL INITIAL
ROADWAY CONSTRUCTION OVERLAY
CLASSIFICATION DESIGN LIFE DESIGN LIFE
(YEARS) (YEARS)
Arterial 20 12
Urban Collector 20 12
Local 20 10
Arterial 20 10
Rural Collector 20 10
Local 20 10

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5-4.2 Traffic Inputs

Table 5-2: Lane Distribution Factors

NUMBER OF LANES DISTRIBUTION
PER DIRECTION FACTOR (%)
1 100
2 90
3 70
4 or more 60

Annual Traffic Growth Rate

If the annual traffic growth rate for the pavement design life has not been provided, use the following
equation to estimate the traffic annual growth rate:
GR = [(ADTf/ADTi)(1/(f-i) – 1]x100
Where: GR= annual growth rate (%)
f = future year for ADT
i = initial year for ADT
ADTf = average daily traffic for future year
ADTi = average daily traffic for initial year
If the annual traffic growth rate has not been provided, the above equation can be transformed to estimate
the ADT at the future as:
ADTf=ADTi (1+GR/100)(f-i)

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Table 5-3: Equivalent Single Axle Load (ESAL) Factors

VEHICLE CLASSIFICATION CLASS ESAL FACTOR
Passenger cars 2 0.0002
Other 2-axle, 4-tire single unit vehicles 3 0.005
Buses 4 0.005
Two-axle, six-tire single unit trucks 5 0.232
Three-axle, single unit trucks 6 1.000
Four or more axle single unit trucks 7 1.000
Four or less axle single trailer trucks 8 1.000
Five-axle single trailer trucks 9 1.316
Six or more axle single trailer trucks 10 1.380
Five or less axle multi-trailer trucks 11 2.570
Six axle multi-trailer trucks 12 2.018
Seven or more axle multi-trailer trucks 13 2.018

For the ESAL calculation, use Compound Growth Rate. Assume Annual Truck Factor Growth Rate of 1%
if not provided. For Annual Truck Volume Growth Rate use 1% if not provided.
If the percentage of trucks is not provided, a minimum of 5% Class 6 trucks should be used.
Average Speed
The design speed should be used as average speed to input into the FPS 21 software, unless directed
otherwise.

5-5 Pavement Design

Three pavement design options should be analyzed. The options shall consist of a full-depth hot mix option
to be used in small areas or for temporary pavement, asphalt overlying flexible base and lime stabilized
subgrade, and asphalt overlying flexible base with cement stabilized base. If required for traffic control, a
temporary pavement section with asphalt overlaying flexible base should be provided. Additional designs
with various thicknesses of asphalt and flexible base, which use materials such as geosynthetics, may be
provided at the designer’s discretion. The final design will be selected by the County based on various
factors, which may include life-cycle cost and constructability.

5-5.1 FPS Pavement Design Inputs

The FPS analyses should be performed in accordance with the FPS 21 User’s Manual. Guidance specific
to the County is provided herein. The mechanistic check available in the FPS 21 software should be used
to verify that the pavement design thickness is sufficient.

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Table 5-4: Confidence Level

DESIGN ESALS CONFIDENCE LEVEL (%)
ESAL > 6 Million 95
6 Million > ESAL > 2 Million 90
2 Million > ESAL > 1 Million 85
ESAL < 1 Million 80

Material Design Modulus and Poisson’s Ratio

The design modulus may vary with supplier and material parameters. The design modulus below provides
a maximum value. Lower values may be used at the discretion of the engineer.
The subgrade design modulus may be backcalculated from on-site NDT testing or obtained from resilient
modulus or CBR testing. Estimates of resilient modulus from published correlations in conjunction with
other laboratory tests, such as Atterberg Limits, are not preferred, but may be used if the first two options
are not available.

Table 5-5: Material Design Modulus and Poisson’s Ratio

MAXIMUM
POISSON’S
MATERIAL DESIGN
RATIO
MODULUS (ksi)
Hot Mix Asphalt (HMA) Type B 500 0.35
HMA Type C 500 0.35
HMA Type D 500 0.35
Stone Matrix Asphalt 500 0.35
Thin Overlay Mixtures 250 0.35
Permeable Friction Course (PFC) 300 0.35
Flexible Base 40 0.35
Lime Stabilized Subgrade (LSS) 20 0.30
Cement Treated Base (CTB) 70 0.25
Subgrade 20 0.35

5-5.2 Minimum Pavement Thickness

The minimum asphalt pavement thickness is 4 inches and constructed in two lifts.
Where asphalt pavement design consists of lime stabilized subgrade (LSS), the minimum depth of LSS
shall be 8 inches. Where asphalt pavement design consists of flexible base, the minimum depth shall be 12
inches. If a curb and gutter section is specified, the minimum combined depth of hot mix asphalt (HMA)
shall be 6 inches.

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5-6 Pavement Underdrainage

Pavement underdrainage evaluation is required as part of the pavement reports for all new pavement
designs. The use of transverse (cross) drains, edge drains, or other drainage methods should be determined
by the engineer after observing the site.
These drainage locations should be determined during the pavement condition assessment or field
investigation, but may be missed because the source is small, or because the field investigation was made
during dry periods when these sources may not be evident. A careful inspection of conditions during
construction may reveal additional sources of water, which may cause detrimental effects on the roadway
and should be drained.

5-7 Subgrade Modification

Subgrade modification (e.g. LSS or CTS) will be considered on all projects. TxDOT’s Pavement Design
Guide and the Guidelines for Modification and Stabilization of Soils and Base for Use in Pavement
Structures should be consulted for guidance on these types of subgrade modification. Additional subgrade
improvement may be required where the PVR is greater than 2 inches.

5-7.1 Potential Vertical Rise (PVR)

PVR calculations should be performed in accordance with Tex-124-E. The PVR calculation estimates how
much the surface of the clay layer may rise if supplied with the maximum moisture it can absorb. Although
PVR would ideally be limited to 2 inches, the costs to accomplish this may outweigh the benefits.
Extremely high PVR may require removal and replacement of subgrade with more suitable material.

5-7.2 Sulfates, Organics, and pH

Where sulfate bearing materials are encountered in concentrations greater than 3000 ppm, the excavation
and replacement of the sulfate bearing soils may be required. Alternatively, the materials may be left
untreated and the pavement layers modified. For options addressing soils with high sulfate or organic
content, refer to TxDOT’s Guidelines for Modification and Stabilization of Soils and Base for Use in
Pavement Structures and the Guidelines for Treatment of Sulfate-Rich Soils and Bases in Pavement
Structures. This guideline also addresses the use of lime treatment in soils. The pH of the soil will impact
the ability of the soil to respond to lime treatment.

5-7.3 Geosynthetics
The engineer may provide an additional pavement section using geosynthetics. Geosynthetics are
manufactured polymer products used in conjunction with a geotechnical related material, such as soil or
rock. Geosynthetics may be used for subgrade or subbase reinforcement, or drainage and moisture control.
Types of geosynthetics that may be used are geogrids, geomembranes, or geotextile. Other types may be
used by various manufacturers. Selection of geosynthetics should be performed in accordance with
TxDOT’s Pavement Design Guide.

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5-8 Construction Considerations

A construction considerations section should be added to the PPR and FPR. Conditions of particular
concern that may be encountered in the field are clay seams, sulfates, and water entering the flexible base.

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CHAPTER 6 – DRAINAGE
TABLE OF CONTENTS
6-1 Overview ......................................................................................................................................... 6-1
6-1.1 Introduction ........................................................................................................................ 6-1
6-1.2 Overview ............................................................................................................................ 6-1
6-1.3 Criteria ................................................................................................................................ 6-1
6-1.4 Standard Drainage Report Outline ..................................................................................... 6-1
6-1.5 References .......................................................................................................................... 6-2
6-2 Hydrology ........................................................................................................................................ 6-3
6-2.1 General ............................................................................................................................... 6-3
6-2.2 Effects of Urbanization....................................................................................................... 6-4
6-2.3 Design Frequency ............................................................................................................... 6-4
6-2.3.1 The Concept of Frequency ............................................................................... 6-4
6-2.3.2 Design by Frequency Selection ........................................................................ 6-5
6-2.3.3 Check Flood Frequencies ................................................................................. 6-7
6-2.4 Hydrologic Methods ........................................................................................................... 6-8
6-2.5 General ............................................................................................................................... 6-8
6-2.6 Culverts .............................................................................................................................. 6-9
6-2.7 Bridges................................................................................................................................ 6-9
6-2.7.1 Coordination with Federal and State Agencies ................................................ 6-9
6-2.7.2 Bridge Hydraulic Considerations ................................................................... 6-11
6-2.7.2.1 Bridge/Culvert Determination ................................................ 6-11
6-2.7.2.2 Roadway-Stream Crossing Analysis ...................................... 6-11
6-2.7.2.3 Flow Through Bridges ............................................................ 6-11
6-2.7.2.4 Backwater in Subcritical Flow................................................ 6-12
6-2.7.2.5 Allowable Backwater Due to Bridges .................................... 6-13
6-2.7.2.6 Bridge Scour and Stream Degradation ................................... 6-13
6-2.7.2.7 Freeboard ................................................................................ 6-14
6-2.8 Storm Sewers .................................................................................................................... 6-14
6-2.8.1 Hydraulic Grade Line Analysis ...................................................................... 6-15
6-2.8.1.1 Flow Distribution .................................................................... 6-15
6-2.8.1.2 Procedure for Analyzing Parallel Systems ............................. 6-15
6-2.8.1.3 Procedure for Analyzing Divergent Systems.......................... 6-17
6-3 Erosion Control and Stormwater Management ............................................................................. 6-17
6-3.1 Stormwater Quantity Management................................................................................... 6-17
6-3.1.1 Stormwater Quantity Management Practices ................................................. 6-17
6-3.2 Stormwater Quality Management..................................................................................... 6-20
6-3.3 Erosion Control ................................................................................................................ 6-20
6-4 Floodplain Development ............................................................................................................... 6-20
6-4.1 General ............................................................................................................................. 6-20
6-4.2 Development in the 100-Year Floodplain ........................................................................ 6-20

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6-4.2.1 Floodplain Regulations .................................................................................. 6-21

6-4.2.2 Floodplain Development Guidelines and Procedures .................................... 6-21

TABLES
Table 6-1: Frequency vs. Probability ................................................................................................... 6-4
Table 6-2: Recommended Design Frequencies (Years) for Various Drainage Facilities .................... 6-6
Table 6-3: Measures for Reducing and Delaying Urban Storm Runoff ............................................ 6-19

FIGURES
Figure 6-1: Backwater at a Stream Crossing ....................................................................................... 6-11
Figure 6-2: Extent of Backwater Drawdown ...................................................................................... 6-12
Figure 6-3: Typical Eddy Currents Through Bridge Opening ............................................................ 6-13
Figure 6-4: Parallel System ................................................................................................................. 6-15
Figure 6-5: Divergent System ............................................................................................................. 6-15
Figure 6-6: Flow Apportionment for Head Balancing ........................................................................ 6-17
Figure 6-7: Attenuation of Peak Flow ................................................................................................. 6-20

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Chapter 6 - Drainage

6-1 Overview

6-1.1 Introduction
This chapter is prepared to provide detailed criteria for the design and analysis of drainage and flood control
facilities in Williamson County (County). It is intended to serve as a comprehensive guide for the analysis
and design of the various and commonly encountered projects in the County. For projects inside the limits
of a city, refer to the City’s drainage criteria.

6-1.2 Overview
This chapter will govern the planning, design, and analysis of drainage and flood control facilities within
the County. The basic objective for the County is to construct and maintain facilities intended to minimize
the threat of flooding to all areas within the County. A primary goal is eliminating the 100-year floodplain
from areas outside the banks of its drainage channels where the potential for flooding of existing
developments exist. Each situation will need to be evaluated on a case-by-case basis as channel
improvements have the potential to create stream instability upstream and downstream.

6-1.3 Criteria
Section 6-2 outlines the criteria and methods to be used in the hydrological analysis of projects within the
County. Section 6-3 defines the criteria to be used in the hydraulic design and analysis of flood control
facilities. Section 6-4 outlines minimum acceptable requirements with regard to erosion protection. Section
6-5 addresses development within the 100-year floodplain.
There will occasionally be situations not covered by this chapter or there may be occasional cases which
merit exception to the County guidelines. In such cases, it is recommended that TxDOT’s Hydraulic Design
Manual be consulted.

6-1.4 Standard Drainage Report Outline

The following are the minimum requirements for preparing a drainage report for County Road Bond
projects:
 introduction
 project background and location
 design criteria
 existing conditions
 proposed conditions
 Federal Emergency Management Agency (FEMA) or other participation (ie. WCID)
 hydrology
 hydraulics
 conclusion/recommendation
 references

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6-1.5 References
The publications listed in this section provided much of the fundamental source information used in the
development of this chapter. This list is not all-inclusive and there are numerous manuals, documents, and
technical papers that explain the design criteria and documentation for the application of hydrology,
hydraulics, erosion control, and stormwater management on roadway projects. Note that these publications
and the standards and specifications they contain are not static documents, but are expected to be revised
continually. Therefore, Project Engineers should always check the appropriate website for the most recent
version.
City of Austin (COA):
 Drainage Criteria Manual

Federal Highway Administration (FHWA):

 Highway Hydrology, Hydraulic Design Series No. 2
 Introduction to Highway Hydraulics, Hydraulic Design Series No. 4
 Hydraulic Design of Highway Culverts, Hydraulic Design Series No. 5
 River Engineering for Highway Encroachments, Hydraulic Design Series No. 6
 Hydraulic Design of Safe Bridges, Hydraulic Design Series No. 7
 Debris Control Structures Evaluation and Countermeasures, Hydraulic Engineering Circular No.
9
 Hydraulic Design of Energy Dissipators for Culverts and Channels, Hydraulic Engineering
Circular No. 14
 Design of Roadside Channels with Flexible Linings, Hydraulic Engineering Circular No. 15
 Evaluating Scour at Bridges, Hydraulic Engineering Circular No. 18
 Stream Stability at Highway Structures, Hydraulic Engineering Circular No. 20
 Bridge Deck Drainage Systems, Hydraulic Engineering Circular No. 21
 Urban Drainage Design Manual, Hydraulic Engineering Circular No. 22
 Bridge Scour and Stream Instability Countermeasures Experience, Selection, and Design
Guidance, Vol. 1, Hydraulic Engineering Circular No. 23
 Bridge Scour and Stream Instability Countermeasures Experience, Selection, and Design
Guidance, Vol. 2, Hydraulic Engineering Circular No. 23
 Highway Stormwater Pump Station Design, Hydraulic Engineering Circular No. 24

Texas Commission on Environmental Quality (TCEQ):

 Local Government Assistance (Compliance Resources)
 Complying with the Edwards Aquifer Rules: Technical Guidance on Best Management Practices

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Texas Department of Transportation (TxDOT):

 Hydraulic Design Manual

Williamson County
• Flood Damage Prevention Order
• Protocol for Sustainable Roadsides
• Williamson County Subdivision Regulations

Drainage, erosion control, and flood control facilities in the County shall be designed and analyzed in
accordance with the criteria, guidelines, and data requirements included herein. Where discrepancies occur
between the information provided herein and any of the above references, the following descending order
of priority shall govern: (1) Williamson County Design Criteria Manual, (2) TxDOT’s Hydraulic Design
Manual, (3) TCEQ’s Compliance Resources, and (4) COA’s Drainage Criteria Manual. For additional
guidance not covered in this chapter, refer to TxDOT’s Hydraulic Design Manual.

6-2 Hydrology

6-2.1 General
Hydrology is generally defined as a science dealing with the interrelationship between water on and under
the earth and in the atmosphere. For the purpose of this chapter, hydrology will deal with estimating flood
magnitudes as the result of precipitation. In the design of facilities, such as storm drain systems, culverts,
and bridges, floods are usually considered in terms of peak runoff or discharge in cubic feet per second and
hydrographs as discharge per time. For systems that are designed to control the volume of runoff, such as
detention storage facilities, or where flood routing through culverts is used, the discharge per time will be
of interest.
Analysis of the peak rate of runoff, volume of runoff, and time distribution of flow is fundamental to the
design of drainage facilities. Errors in peak flow estimates may result in a drainage structure that is either
undersized, which could cause drainage problems, or oversized, which costs more than necessary. On the
other hand, any hydrologic analysis is only an approximation. Although some hydrologic analysis is
necessary for all roadway drainage facilities, the extent of such studies should be commensurate with the
hazards associated with the facilities and with other concerns, including economic, engineering, social, and
environmental factors.
Since hydrologic science is not exact, it is possible that different hydrologic methods developed for
determining flood runoff may produce different results for a particular situation. To this end, sound
engineering judgment must be exercised to select the proper method or methods to be applied. In some
instances, certain federal, state, or local agencies may require that a specific hydrologic method be used for
computing the runoff.
While performing the hydrologic analysis and hydraulic design of the County roadway drainage facilities,
the hydraulic engineer should recognize potential environmental problems that would impact the specific
design of a structure. This area of concern should be evaluated early in the design process.

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Considerations for hydrologic analysis and several of the most widely used hydrologic methods are outlined
in this section.

6-2.2 Effects of Urbanization

It has long been recognized that urban development has a pronounced effect on the rate of runoff from a
given rainfall. The hydraulic efficiency of a drainage area is generally improved by urbanization, which in
effect reduces the storage capacity of the watershed. This reduction of a watershed’s storage capacity is a
direct result of the elimination of porous surfaces, small ponds, and holding areas. This comes about by
the grading and paving of building sites, streets, drives, parking lots, and sidewalks and by construction of
buildings and other facilities characteristic of urban development.

6-2.3 Design Frequency

6-2.3.1 The Concept of Frequency
As with other natural phenomena, the occurrence of flooding is governed by chance. This chance of
flooding is described by statistical analysis of flooding history in the subject watershed or in similar
watersheds. Since it is not economically feasible to design a structure for the maximum possible runoff
from a watershed, the designer must choose a design frequency or inversely the Annual Exceedance
Probability (AEP) of a flood appropriate for the structure. The expected frequency for a given flood is the
reciprocal of the probability or chance that the flood will be equaled or exceeded in a given year. For
example, if a flood has a 20% chance of being equaled or exceeded each year, over a long period of time
the flood will be equaled or exceeded on an average of once every five years. This is called the return
period or recurrence interval (RI). Thus, the exceedance probability equals 100/RI. Table 6-1 lists the
probability of occurrence for standard design frequency.

Table 6-1: Frequency vs. Probability

FREQUENCY PROBABILITY
(YEARS) (%)
2 50
5 20
10 10
25 4
50 2
100 1
500 0.2
The designer should note that for example, the 5-year flood is not one that it will necessarily be equaled or
exceeded every five years. There is a 20% chance that the flood will be equaled or exceeded in any year.
Therefore, the 5-year flood could conceivably occur in several consecutive years or several times per year.
The same reasoning applies to floods with other return periods.

The establishment of a design frequency implies that the facility is at risk of failure, loss, or causing damage
under the circumstances of larger floods. For this reason, the design frequency should be based on
consideration and assessment of those possible risks.

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The designer ultimately must establish physical design criteria with respect to the selected design frequency.
Lesser floods should not violate those design criteria. On the other hand, larger floods will probably exceed
the established design criteria.
When determining design frequency, the designer should include the following considerations:
 importance of roadway
 potential flood hazard to property
 magnitude of damage and risk associated with larger flood events
 facilities cost
 budgetary constraints
 amount of traffic
 expected level of service
 future development
 regulatory requirements
 political considerations

The designer should first develop alternative solutions that satisfy design considerations to varying degrees.
After evaluating each alternative, the designer should select the design which best satisfies the requirements
of the structure. Additional considerations include the design frequencies of other structures along the same
roadway corridor to ensure that the new structure is compatible with the rest of the roadway and the
probability of a link of roadway being cut off due to flooding.
6-2.3.2 Design by Frequency Selection
A traditional approach to establishing a frequency for design of a drainage facility is to use a reference table
in which specific ranges of design frequencies are established for different facility types. Table 6-2 presents
recommended ranges for possible use on County projects. Inundation of the roadway dictates the level of
traffic service provided by the facility. The roadway overtopping flood level identifies the limit of
serviceability. This table relates desired minimum levels of protection from roadway inundation to
functional classifications of roadways. For the selected design frequency, the facility should be designed
to avoid overtopping of the roadway. The table should be used judiciously with consideration of the
aforementioned items.

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Table 6-2: Recommended Design Frequencies (Years) for Various Drainage Facilities

FUNCTIONAL CHECK
DESIGN AEP
CLASSIFICATION AND FLOOD
STRUCTURE TYPE 50% (2-yr.) 20% (5-yr.) 10% (10-yr.) 4% (25-yr.) 2% (50-yr.) 1% (100-yr.)
Freeways (main lanes):
Culverts X X
+
Bridges X X
Principal arterials:
Culverts [X] X X
Small bridges+ [X] X X
+
Major river crossings [X] X
Minor arterials and collectors (including frontage roads):
Culverts [X] X X
+
Small bridges [X] X X
+
Major river crossings [X] X
Local roads and streets:
Culverts X X X X
Small bridges+ X X X X
Storm drain systems on interstates and controlled access roadways (main lanes):
Inlets, drain pipe, and
[X] X
roadside ditches
Inlets for depressed
[X] X
roadways*
Storm drain systems on other roadways and frontage roads:
Inlets, drain pipe, and
X [X] X X
roadside ditches
Inlets for depressed
[X] X X
roadways*
* A depressed roadway provides nowhere for water to drain even when the curb height is exceeded.
+ The 0.5% (200-yr.) and 0.2% (500-yr.) AEP events should be calculated for scour computations.
[ ] Brackets indicate recommended AEP. Federal directives require interstate highways, bridges, and culverts be
designed for the 2% AEP flood event. Storm drains on facilities, such as underpasses and depressed roadways,
where no overflow relief is available should be designed for the 2% AEP event.

All facilities must be evaluated to the 1% AEP (100-year) flood event.

In establishing a design frequency for a drainage facility, the designer (and the County) takes a risk. The
risk is that a flood may occur, which is too large for the structure to accommodate. The risk results from
the fact that only limited public funding is available for the drainage facility. If funds were unlimited, no
risk would be necessary. Use of Table 6-2 only implies, but does not quantify the level of risk. For many
projects, the potential risks associated with design by frequency selection may be determined to be small
such that no further appraisal of risk is necessary. However, if deviation from the recommended design
frequencies is contemplated or the potential risks could be significant, the designer should perform a risk
assessment. The extent of this assessment should be consistent with the value and importance of the facility.

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Selecting a design flood is a matter of judgment and requires balancing the flood risk with budgetary
constraints. When considering the standard for a drainage facility, the designer should follow these
guidelines:
 Decide on the design standard by considering the importance of the roadway, the level of service,
potential hazard to adjacent property, future development, and budgetary constraints.
 Develop alternative solutions that satisfy design considerations to varying degrees.
 After evaluating each alternative, select the design that best satisfies the requirements of the
structure.
 Consider additional factors, such as the design standards of other structures along the same
roadway corridor, to ensure that the new structure is compatible with the rest of the roadway. Also
assess the probability of a link of roadway being cut off due to flooding.

The designer should design a facility that will operate:

 efficiently for floods smaller than the design flood
 adequately for the design flood
 acceptably for greater floods

In addition, for all drainage facilities, including storm drain systems, the designer must evaluate the
performance for the check flood (1% AEP event). The purpose of the check flood standard is to ensure the
safety of the drainage structure and downstream development by identifying significant risk to life or
property in the event of capacity exceedance.
The intent of the check flood is not to force the 1% AEP through the storm drain, but to examine where the
overflow would travel when this major storm does occur. For example, the water may travel down the
gutter to the same creek as the outfall, travel down a driveway and directly into a home, inundate the main
lanes, erode a new drainage path to the outfall, or cause other problems.
The examination of the check flood should also include assessment of the tailwater. There may be locations
on the project that are lower than the 100-year water surface elevation (or tailwater) of the creek. This
situation may increase the hydraulic grade line through the storm drain system, or may even cause negative
flow through the system. This may cause blowouts which may in turn cause any of the same problems as
above.
6-2.3.3 Check Flood Frequencies
Most flood events are of smaller magnitude than the design flood, while a few are of greater magnitude.
From the standpoint of facility utilization, the designer should strive toward a facility that will operate
efficiently for lesser floods, adequately for the design flood, and acceptably for greater floods. For these
reasons, it is often important to consider floods of other magnitudes. To define the peak flows for
frequencies other than the design frequency, the designer can use the approach of developing a general
flood frequency relation for the subject site.

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For all drainage facilities, including storm drain systems, the impact of the 100-year flood event should be
evaluated. In some cases, the designer should evaluate a flood event larger than the 100-year flood to
ensure the safety of the drainage structure and downstream development. A 500-year flood analysis is
required for checking the design of bridge foundations against potential scour failure.
There may be instances when the potential for loss of life, disruption of essential services, or excessive
economic damages justify a design discharge equal to the Probable Maximum Flood (PMF). This item is
typically utilized for areas with dam structures. The development of the PMF is based upon the following
steps of estimation:
1. Precipitation Probable Maximum (PPM) from National Weather Service (NWS) data and
generalized charts
2. Probable Maximum Storm based upon a spatial distribution of the PPM as governed by the
following:

 shape
 orientation
 movement
 storm area
 a temporal distribution of precipitation during the storm

3. PMF based upon hydrograph methods

6-3 Hydraulics

6-3.1 Hydrologic Methods

There are countless hydrologic methods available for estimating peak discharges and runoff hydrographs.
For assistance in the selection of the appropriate hydrologic method, please refer to TxDOT’s Hydraulic
Design Manual which outlines some of the most widely used hydrologic methods and provides guidance
on their selection. The omission of other methods from this manual does not necessarily preclude their use.
It is the responsibility of the designer to determine which method is the most reasonable for the specific
situation.

6-3.2 General
Hydraulic systems are designed to transport, store, and regulate water. They involve the design,
construction, and operation of facilities, such as channels, culverts, bridges, and storm sewers. The design
of these systems requires an understanding of fluid mechanics, soil mechanics, structural analysis, and
environmental engineering in order to conform to the unique set of physical conditions that accompany
each project.
While performing the hydraulic design of roadway drainage facilities, the hydraulic engineer should
recognize potential environmental problems that would impact the specific design of a structure. A
fundamental knowledge must be applied to meet the special conditions of each project.

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Design Criteria Manual Williamson County, Texas

Considerations for hydraulic analysis and several of the most widely used hydraulic methods are outlined
in TxDOT’s Hydraulic Design Manual, which provides concepts and equations that apply to the design or
analysis of open channels and conduit for culverts and storm drains.

6-3.3 Culverts
A culvert conveys surface water through a roadway embankment, away from the roadway right-of-way
(ROW), or into a channel along the ROW. In addition to the hydraulic function, the culvert must also
support construction and roadway traffic and earth loads; therefore, culvert design involves both hydraulic
and structural design. The hydraulic and structural designs must be such that minimal risks to traffic,
property damage, and failure from floods prove the results of good engineering practice and economics.
Culverts are considered minor structures, but they are of great importance to adequate drainage and the
integrity of the facility. For the purpose of guidance in design specific to the County, the minimum
longitudinal slope for culverts (parallel drain and cross-drain) is 0.5%. A longitudinal slope less than 0.5%
will require a Design Waiver Form (refer to Appendix B) approved by the General Engineering Consultant
(GEC).
Please refer to TxDOT’s Hydraulic Design Manual, which describes the hydraulic aspects of culvert design,
construction and operation of culverts, and makes references to structural aspects only as they are related
to the hydraulic design.

6-3.4 Bridges
The hydraulic engineering aspects of bridge stream crossings are discussed in this section. Structures
measuring more than 20 ft. along the roadway centerline are classified as bridges. However, only structures
designed hydraulically as bridges are treated in this section, regardless of length. This discussion of bridge
hydraulics considers the total crossing, including approach embankments and structures on the floodplains.
Bridges serve a variety of roadway purposes, including the elimination of conflicts with traffic and other
modes of transportation, such as rail, marine, air, and pedestrian. Bridges enable watercourses to maintain
flow conveyance and to sustain aquatic life. Bridges are important and expensive roadway hydraulic
structures vulnerable to failure from flood related causes. In order to minimize the risk of failure, the
hydraulic requirements of a stream crossing must be recognized and considered during all phases of
roadway development, construction, and maintenance.
6-3.4.1 Coordination with Federal and State Agencies
It is necessary to coordinate with agencies responsible for proposed or existing water resources
development projects in the planning and location phase of roadway plan development. This allows for
early agreement on cost proration for planned projects and selecting optimal roadway locations considering
water resources development projects.
Coordination with water resource agencies will, at times, provide opportunities to conserve public funds by
each agency incorporating provisions in its plans to accommodate the needs of the other. Work, which will
be mutually beneficial, can be undertaken by either an equitable cost-sharing agreement or construction
contract documents that meet the requirements of both agencies.
Numerous local, state, and federal agencies have vested interests in surface waters. These agencies
represent interests in the following areas:

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 water rights
 flood control
 drainage
 conservation
 navigation and maintenance of channels
 recreation
 floodplain management
 safety of floodplain occupancy, fish, and wildlife
 preservation of wetlands
 regulation of construction for the protection of environmental values
 gauge stations and apparatus for measuring data

Other local, state, and federal agencies have vested interests in historic and archaeological preservation,
which would include an interest in historic bridge structures and archaeological resources. Early
coordination with these agencies will reveal areas of mutual interest and offer opportunities to conserve
public funds and to resolve conflicts between County plans and those for water resources development and
resource protection and preservation.
The following is a list of agencies commonly involved with bridge planning and location:
 U.S. Army Corps of Engineers (USACE)
 Federal Emergency Management Agency (FEMA)
 Texas Commission on Environmental Quality (TCEQ)
 Texas Water Development Board (TWDB)
 General Land Office (GLO)
 U.S.D.A. Risk Management Agency (RMA)
 U.S. Coast Guard (USCG)
 U.S. Geological Survey (USGS)
 various water districts including drainage districts, municipal utility districts (MUD), and water
and river authorities, including Upper Brushy Creek WCID and Lower Brushy Creek WCID.

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6-3.4.2 Bridge Hydraulic Considerations

6-3.4.2.1 Bridge/Culvert Determination
After establishing the flood frequency curve, the decision must be made concerning the type of
cross-drainage facility. The choice is usually between a bridge and a culvert. Bridges are usually chosen
if the discharge is significant or if the stream to be crossed is large in extent. In some cases, the choice may
not be especially clear. It may be useful to evaluate both types of facilities and to make a choice based on
performance and economics. If the stream crossing is wide with multiple concentrations of flow, a multiple
opening facility may be in order. Multi-box culverts should not be used in areas where floating debris
(brush, corn stalks, etc.) is common.
6-3.4.2.2 Roadway-Stream Crossing Analysis
The hydraulic analysis of a roadway-stream crossing for a particular flood frequency involves the
following:
 determining the backwater associated with each alternative profile and waterway opening(s)
 determining the effects on flow distribution and velocities
 estimating scour potential

6-3.4.2.3 Flow Through Bridges

When flood flow encounters a restriction in the natural stream, adjustments take place in the vicinity of the
restriction. The portion of flow not directly approaching the bridge opening is redirected towards the
opening by the embankment. The flow contracts as it enters the bridge and then expands as it exits the
bridge. Maintaining the contraction and expansion of flow and overcoming friction and disturbances
associated with piers and abutments requires an exchange of energy. An increase in the depth of flow
upstream of the encroachment, termed backwater, reflects this energy exchange, as shown in Figure 6-1.

Figure 6-1: Backwater at a Stream Crossing

Actual water surface

Normal water surface

Backwater Flow

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6-3.4.2.4 Backwater in Subcritical Flow

In subcritical flow conditions, the backwater tails off upstream until it reaches the normal water surface.
The distance upstream over which backwater occurs depends on the channel conditions and flow conditions.
The maximum backwater tends to occur in an arc around the opening as shown in Figure 6-2. The relatively
steep water surface gradient between the maximum backwater and the opening is termed the drawdown
area.

Figure 6-2: Extent of Backwater Drawdown

Drawdown area
extends approx.
one bridge length
upstream

In a stream channel with supercritical flow conditions, a constriction, such as a bridge, may not affect the
upstream flow conditions. However, if the constriction is severe enough, it could cause a change in flow
regime such that a backwater occurs upstream of the bridge and a hydraulic jump occurs near the bridge.
As the flow becomes constricted as it moves toward the bridge opening, the velocity increases, which can
result in scour along the embankment and through the bridge. At the bridge headers, intersecting velocity
vectors can cause severe turbulence and eddies as shown in Figure 6-3. Piers in the waterway create
additional local turbulence and vortices. Turbulence, eddying, and vortices often result in scour. The
hydraulic design of a bridge over a waterway involves establishing a location, bridge length, orientation,
and roadway and bridge profile, such that the risks associated with backwater and increased velocities are
not excessive.

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Figure 6-3: Typical Eddy Currents Through Bridge Opening

Flow

Eddy
currents

6-3.4.2.5 Allowable Backwater Due to Bridges

For design frequency conditions, the allowable backwater should be established based on the risk of
incurring flood-related damage to the roadway and adjacent property. The allowable backwater should also
consider the presence of FEMA mapped floodplains. In general, the County is responsible only for the
increase in the upstream water surface (backwater).
The backwater associated with the 100-year event must conform to FEMA’s National Flood Insurance
Program (NFIP) requirements where applicable. Where FEMA criteria are not applicable, a maximum
backwater of no more than 1 ft.. Generally, if the potential risk associated with the backwater is deemed to
be excessive, the designer should consider one or more of the following actions:
 perform a detailed economic analysis of various design options
 minimize or eliminate the backwater to the extent practicable
 design channel improvements
 determine the incremental area of high risk inundation and arrange purchase of flood easements
or buyout affected property

6-3.4.2.6 Bridge Scour and Stream Degradation

A scour analysis is required for new bridges, replacements, and widenings. Generally, a bridge is designed
based on target velocities and to accommodate backwater considerations. Where a scour analysis indicates
high depths of potential contraction scour, a structure larger than that required by the basic velocity and
backwater criteria may be more cost effective than to design foundations and armoring to withstand the
scour. The potential for deep local scour can be reduced by enlarging the structure, but designing
foundations and armoring to withstand local scour depths may be more cost effective.

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The Federal Highway Administration (FHWA) recommends that bridge foundations be designed to
withstand a 100-year frequency scour envelope with a safety factor of 1.7 and a 500-year scour depth with
no safety factor. However, the County considers that design based on calculated scour depths can often
result in excessively deep foundations, especially considering the uncertainty associated with scour
calculations. Generally, a multi-disciplined team should assess the validity of calculated scour depths and
the design of foundations should be based on the judgment of the team.
Stream stability issues, such as potential vertical and horizontal degradation, may warrant accommodations
in the bridge design. If the channel is vertically degrading, it is likely that as the channel deepens the banks
will slough resulting in a widening. Also, where significant meandering is occurring, meanders will tend
to migrate downstream and increase in amplitude. Structural options to accommodate either of these cases
can include longer structures with deep enough foundations to accommodate anticipated degradation or
deep enough foundations with abutment foundations designed to act as interior bents to allow future
lengthening of the bridge. For other possible measures, such as river training techniques, refer to FHWA’s
Stream Stability at Highway Structures (HEC 20).
6-3.4.2.7 Freeboard
The lowest level of the bridge superstructure is called the low chord elevation. The vertical distance
between the low chord elevation and the design normal water surface elevation (high-water) is known as
freeboard.
A minimum freeboard of 2 ft. is recommended to allow for passage of floating debris and to provide a
safety factor for design flood flow. Higher freeboards may be appropriate for bridges over streams that are
prone to heavy debris loads, such as large tree limbs, and to accommodate other clearance needs. Lower
freeboards may be desirable, because of constraints such as approach geometry. However, the design high-
water must not impinge on the low chord.
Refer to TxDOT’s Hydraulic Design Manual, which describes the hydraulic aspects of bridge design,
construction, and operation of bridges, and makes references to structural aspects only as they are related
to the hydraulic design.

6-3.5 Storm Sewers

A storm drain is a system of curbs and gutters, inlets, and pipe networks that receives runoff and conveys
it to some point where it is then discharged into a channel, stream, or pipe system. A storm drain may be a
closed-conduit, an open-conduit, or some combination of the two.
The objective of urban storm drainage is to optimize safe passage of vehicle traffic by collecting stormwater
from the roadway, and to convey it safely to an adequate receiving body without undue risk to pedestrian
traffic or contributing to damage of adjacent private properties during the design storm event.
Refer to TxDOT’s Hydraulic Design Manual, which describes the hydraulic aspects of storm sewer design,
construction and operation of storm sewer, and makes references to structural aspects only as they are
related to the hydraulic design.

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6-3.5.1 Hydraulic Grade Line Analysis

6-3.5.1.1 Flow Distribution
Most of the discussion in this section relates to flow collection systems. A flow distribution system involves
other considerations. Two types of flow distribution conditions may occur occasionally due to the need to
supplement or tie into an existing system. These are parallel and divergent systems, shown in Figures 6-4
and 6-5, respectively.

Figure 6-4: Parallel System

Proposed Supplemental
System (Line 2)

B A
Utility Conflict
Existing System Utility Conflict
(Line 1)

Figure 6-5: Divergent System

D Outfall

PROPOSED
SYSTEM E
Outfall
C
Junction Box
Intersection
EXISTING
SYSTEM

In either situation, the conduit sizing and hydraulic grade line computations are dependent on the flow
apportionment, yet the flow apportionment is dependent on the conduit sizing and resulting hydraulic grade
line. The following approaches may be applied.
6-3.5.1.2 Procedure for Analyzing Parallel Systems
Use the following equations to determine the flow apportionment if the conduit size does not change in
either line between points A and B (Figure 6-4), although the conduit size in Line 1 may differ from that
used in Line 2. In the following equations, the subscripts T, 1, and 2 indicate total, Line 1, and Line 2
respectively.

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Equation 6-1: Q1 + Q 2 = Q T
QT
Q1 =
  D  8/3  L  1/2 
1 +  2   1  
  D1   L2  
Equation 6-2:  
QT
Q2 = 1/2 
 8/3
 
1 +  D1   L2  
  D2   L1  
  
Equation 6-3: 

Where: Q = discharge (ft.3/s)

L = length of line (ft.)
D = diameter of pipe (ft.)
Equations 6-2 and 6-3 neglect junction losses, although such losses may be included as equivalent length
of pipe. Full flow is assumed. The resulting discharges can then be used to calculate the hydraulic grade
line as outlined in this section. As a check, the hydraulic grade line elevation at B (Figure 6-4) calculated
through Line 1 should equal that calculated through Line 2.
For parallel systems in which the size of conduit varies within one line, a trial, and error approach is
appropriate. The designer can also develop a series of simultaneous equations; however, this could be
cumbersome. The following method can be used:
1. Select a trial conduit configuration where the combined uniform flow capacities of each line at
point B exceeds the design discharge. Compute the hydraulic grade line from the downstream
network to point A (Figure 6-4) using the procedures outlined in this section.
2. Select a trial apportionment of flow, for example, 60/40.
3. Compute the hydraulic grade line to point B (Figure 6-4) through each conduit line using the
appropriate flow.
4. Plot the flow apportionment versus computed hydraulic grade elevation at B as shown in Figure
6-6.

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Figure 6-6: Flow Apportionment for Head Balancing

5. Adjust the flow apportionment and repeat steps 4 and 5 as often as necessary to establish the
intersection point as shown in Figure 6-6. This represents the flow apportionment and resulting
hydraulic grade elevation at point B.
6. If the resulting hydraulic grade line exceeds a desirable elevation, it may be appropriate to increase
the size of one of the conduit lines.

6-3.5.1.3 Procedure for Analyzing Divergent Systems

A similar graphical approach may be applied to that described above for parallel systems. However, for
each trial distribution, it is necessary to re-compute the hydraulic grade line through the entire downstream
system up to the conduit intersection (from D to C and E to C, respectively in Figure 6-5) based on the trial
flow apportionment. In this instance, a plot of flow apportionment versus hydraulic grade elevation at point
C should be made until a common elevation can be determined.

6-4 Erosion Control and Stormwater Management

6-4.1 Stormwater Quantity Management

For County applications, stormwater quantity management mitigates the potential effects of increased
runoff rates and volumes that can often accompany development, including roadway construction. These
effects include increased erosion and sedimentation, increased pollutant loads, and increased flood levels
and velocities.
By assessing the potential for increased runoff volume and, if necessary, taking measures to offset such
increases, the County can minimize the potential for detrimental impact due to stormwater runoff.
6-4.1.1 Stormwater Quantity Management Practices
Stormwater runoff can be collected and disposed of through an integrated system of facilities. Storm drain
systems collect the runoff water initially and it is then handled by the following:
 pumping stations

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 detention systems
 retention systems
 sedimentation basins
 hazard spill tanks
 bio-filtration systems
 outfall appurtenances
 outfall channels
 man-made wetlands

The primary options for handling or mitigating increased runoff are detention, retention, outfall
appurtenances, and outfall channels.
Measures for controlling urban storm runoff can be classified as structural or non-structural. Structural
measures require the construction of certain facilities, such as detention basins for temporarily storing storm
runoff, thus reducing and delaying runoff peaks. Non-structural measures include such practices as land
use management to strategically locate impervious areas so that the resulting total hydrograph peak is less
severe. The County rarely is involved in non-structural measures in association with transportation projects.
Table 6-3 lists some of the measures for reducing and delaying urban storm runoff recommended by the
National Resources Conservation Service (NRCS).

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Table 6-3: Measures for Reducing and Delaying Urban Storm Runoff
AREA REDUCING RUNOFF DELAYING RUNOFF

• Cistern storage • Ponding on roof by constricted

downspouts increasing roof
• Rooftop gardens roughness:
Large Flat Roof
• Pool storage or fountain storage o Ripples roof
• Sod roof cover o Graveled roof
• Grassy strips on parking
• Porous pavement:
• Grassed waterways draining parking
o Gravel parking lots lot
o Porous or punctured asphalt
• Ponding and detention measures for
Parking Lots • Concrete vaults and cisterns beneath impervious area:
parking lots in high value areas o Rippled pavement
• Vegetated ponding areas around o Depressions
parking lots
o Basins
• Gravel trenches
• Reservoir or detention basin
• Cisterns for individual homes or
groups of homes
• Gravel driveways (porous)
• Contoured landscape • Planting a high delaying grass (high
roughness)
• Groundwater recharge:
• Gravel driveways
Residential o Perforated pipe
• Grassy gutters or channels
o Gravel (sand)
• Increased length of travel of runoff by
o Trench
means of gutters, diversions, etc.
o Porous pipe
o Dry wells
• Vegetated depression
• Gravel alleys
General • Porous sidewalks • Gravel alleys
• Hed planters

Figure 6-7 illustrates how storage facilities, such as detention basins, can be used for flood control. The
inflow hydrograph is developed according to one of the procedures described in Section 6-2. The outflow
hydrograph is also specified so that the peak discharge is below the maximum flow permitted. The shaded
area then represents the storage volume required to produce the specified outflow from the given inflow
hydrograph.

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Figure 6-7: Attenuation of Peak Flow

Of the measures listed in Table 6-3, detention basins or ponds, either dry or wet, are the most commonly
used practices for controlling storm runoff. These facilities serve to attenuate flood peaks and flood
volumes. A detention system may also be necessary for water quality control. Retention basins also are
used in some instances when the total runoff volume can be stored permanently.
The extent to which storage is provided is left to engineering judgment unless storage is required by local
code. When not specifically required to comply with controlling municipal requirements, hydraulic
designers for the County should consider the need for detention in the design to avoid the risk of damage
to adjacent properties. The designer should aim to balance the risk of impact with the costs of providing
stormwater quantity control.

6-4.2 Stormwater Quality Management

For the most current information relating to stormwater quality management, refer to TCEQ’s Complying
with the Edwards Aquifer Rules: Technical Guidance on Best Management Practices.

6-4.3 Erosion Control

For erosion control considerations, refer to Williamson County’s Protocol for Sustainable Roadsides.

6-5 Floodplain Development

6-5.1 General
This section presents information concerning requirements for development in the 100-year floodplain and
methods for evaluating the potential impact of development on floodplain levels.

6-5.2 Development in the 100-Year Floodplain

The following paragraphs present information concerning the regulations for development in the 100-year
floodplain, and the procedures and methods of evaluating the feasibility of floodplain development and
obtaining approval for such development.

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6-5.2.1 Floodplain Regulations

The 100-year floodplain is defined as the area adjacent to a stream or watercourse which, on the average,
has a 1% chance of being inundated or exceeded from flood waters in any given year. The 100-year
floodway is defined as the channel and adjacent area, which is required to carry and discharge the 100-year
peak flow rate. Based on the current FEMA criteria, the 100-year floodway is determined based on the
assumption of an equal loss of conveyance (flow-carrying capacity) along both sides of the stream resulting
in a maximum one-foot increase in the 100-year floodplain elevation along the entire length of the
watercourse.
The following items describe in general the engineering aspects of the regulations within the 100-year
floodplain:
 The lowest floor of any new construction in floodplain areas must be elevated to one foot (1 ft.)
or more above the 100-year flood elevation.
 No fill or encroachment is permitted within the 100-year floodway, which will impair its ability
to discharge the 100-year peak flow rate except where the effect on flood heights has been fully
mitigated.
 Placement of fill material within the floodplain requires a permit from the appropriate agency prior
to construction (refer to Chapter 4 and FEMA for guidelines and requirements). Appropriate fill
compaction data and hydrologic and hydraulic data are required before a permit will be issued.

6-5.2.2 Floodplain Development Guidelines and Procedures

The following guidelines should be followed when planning a development within or adjacent to the 100-
year floodplain.
 The development plan should provide for adequate passage through the development of flood
waters associated with the waterway.
 Fill within the floodplain should be minimized and the importation of fill material from outside of
the floodplain is discouraged. When fill is used, conveyance improvements must be provided to
offset any increase in flood levels resulting from the fill.
 Construction within the floodway is discouraged and is limited to structures which will not restrict
the 100-year flood flow unless fully offsetting conveyance capacity is provided.
 Although current regulations allow encroachment within the floodplain to the floodway limit,
consideration must be given to the resulting effect of the encroachment on flood levels in the
stream and to the potential for increased flood damage. Where such a potential exists, offsetting
conveyance capacity must be provided to eliminate the increased potential for flood damage.

Specific procedures to be followed for analysis of development proposed within the floodplain are outlined
below:

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 The existing designated 100-year floodplain and floodway must be plotted on a map of the
proposed development.
 A hydraulic analysis should be developed utilizing the HEC-RAS computer program or other
acceptable hydraulic modeling techniques, which provides a reasonable comparison with the
designated flood levels and floodway. Must use FEMA models.
 The effect of the proposed development and the encroachment into the floodplain area must be
incorporated into the hydraulic model and the resulting floodplain determined. Careful
consideration should be given to providing an accurate modeling of effective flow areas taking
into account the expansion and contraction of the flow.
 The required channel improvements or other means of offsetting increases in floodplain elevations
should then be incorporated into the hydraulic model. The resulting flood levels should be
determined to verify that the improvements sufficiently offset the encroachment.
 Once it has been determined that the proposed improvements adequately offset the encroachment,
a revised floodway for the stream must be computed and delineated. A CLOMR and LOMR may
be needed.
 All hydraulic model data must be submitted with appropriate supporting information and
computations to the County for review.
 For subdivision regulations, refer to Williamson County Subdivision Regulations.
 Any development shall adhere to the Williamson County Flood Damage Prevention Order.

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CHAPTER 7 – STRUCTURES
TABLE OF CONTENTS
7-1 Overview ......................................................................................................................................... 7-1
7-1.1 Introduction ........................................................................................................................ 7-1
7-1.2 References .......................................................................................................................... 7-1
7-2 General Consideration ..................................................................................................................... 7-3
7-2.1 Structural Layouts .............................................................................................................. 7-3
7-2.2 Railing ................................................................................................................................ 7-3
7-3 Bridge .............................................................................................................................................. 7-3
7-3.1 Geometric Restraints .......................................................................................................... 7-3
7-3.2 Loading............................................................................................................................... 7-4
7-3.2.1 Dead Loads....................................................................................................... 7-4
7-3.2.2 Live Loads........................................................................................................ 7-5
7-3.2.3 Seismic Forces ................................................................................................. 7-5
7-3.2.4 Other Loading .................................................................................................. 7-5
7-3.3 Materials ............................................................................................................................. 7-5
7-3.3.1 Concrete ........................................................................................................... 7-5
7-3.3.2 Reinforcing Steel .............................................................................................. 7-5
7-3.3.3 Prestressing Steel ............................................................................................. 7-6
7-3.3.4 Structural Steel ................................................................................................. 7-6
7-3.3.5 Anchor Bolts .................................................................................................... 7-6
7-3.3.6 Bearings............................................................................................................ 7-6
7-3.4 Superstructure design ......................................................................................................... 7-6
7-3.4.1 Slab Design ...................................................................................................... 7-6
7-3.4.2 Structure Type .................................................................................................. 7-7
7-3.5 Substructure Design............................................................................................................ 7-7
7-3.5.1 Abutments ........................................................................................................ 7-7
7-3.5.2 Bent/Piers ......................................................................................................... 7-7
7-3.5.3 Foundations ...................................................................................................... 7-7
7-4 Culvert ............................................................................................................................................. 7-8
7-4.1 Design ................................................................................................................................. 7-8
7-4.2 Loading............................................................................................................................... 7-8
7-4.2.1 Impact............................................................................................................... 7-8
7-4.3 Materials ............................................................................................................................. 7-9
7-4.3.1 Concrete ........................................................................................................... 7-9
7-4.3.2 Reinforcing Steel .............................................................................................. 7-9
7-4.4 Parapets .............................................................................................................................. 7-9
7-5 Retaining Wall ................................................................................................................................. 7-9
7-5.1 Design ................................................................................................................................. 7-9
7-5.2 Wall Types ....................................................................................................................... 7-10

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7-5.2.1 Spread Footing Walls ..................................................................................... 7-10

7-5.2.2 Mechanically Stabilized Earth (MSE) Walls ................................................. 7-10
7-5.2.3 Tiedback and Nailed Walls ............................................................................ 7-10
7-5.2.4 Drilled Shaft Walls ......................................................................................... 7-10

TABLES
Table 7-1: Impact ................................................................................................................................ 7-9

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Chapter 7 - Structures

7-1 Overview

7-1.1 Introduction
The purpose of this chapter is to provide guidance and technical information for designing bridges, retaining
walls, culverts, and other structural items. The goal of a structural design is to produce a structure that (1)
serves the purpose for which it is intended, (2) is capable of coexisting within its immediate environment
without causing adverse impacts (either visual or physical), and (3) is economical from both a maintenance
and construction point of view. Structural design requires a solid understanding of the techniques of
structural analysis and the behavior of a structure under various loading conditions.
Structural design also requires knowledge of concrete, steel, and timber material properties. Awareness of
factors related to other engineering fields, such as hydraulics and soils, are necessary to ensure that the
structure functions without affecting or being affected by its environment in a detrimental way. Finally,
the importance of aesthetic appeal must be recognized to make the structure an extension of nature rather
than an intrusion on nature.

7-1.2 References
The references listed in this section provided much of the fundamental source information used in the
development of this chapter. This list is not all-inclusive and there are numerous manuals and documents
that provide technical and design guidance for the design of structural elements of a roadway system. Note
that these publications and the standards and specifications they contain are not static documents, but are
expected to be revised continually. Therefore, Project Engineers should always check the appropriate
website for the most recent version, including interims adopted by TxDOT.
American Association of State Highway and Transportation Officials (AASHTO):
 Bridge Aesthetic Sourcebook
 Bridge Welding Code (AASHTO/AWS D1.5)
 Construction Handbook for Bridge Temporary Works
 Design Drawing Presentation Guidelines
 Guidelines for Design for Constructability
 Guidelines for Historic Bridge Rehabilitation and Replacement
 Guidelines for Steel Girder Bridge Analysis
 Guide Specification for Application of Coating Systems with Zinc-Rich Primers to Steel Bridges
 Guide Specifications for Design and Construction of Segmental Concrete Bridges
 LRFD Bridge Construction Specifications
 LRFD Bridge Design Specifications
 LRFD Guide Specifications for the Design of Pedestrian Bridges
 Maintenance Manual for Roadways and Bridges
 Manual of Bridge Element Inspection

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 Manual of Bridge Evaluation

 Shop Design Drawings Review/Approval Guidelines
 Standard Specification for Plain and Laminated Elastomeric Bridge Bearings
 Standard Specification for Structural Steel for Bridges
 Steel Bridge Bearing Design and Detailing Guidelines
 Steel Bridge Erection Guide Specification
 Steel Bridge Fabrication Guide Specification
 Steel Bridge Fabrication QC/QA Guide Specification

The American Railway Engineering and Maintenance-of-Way Association (AREMA):

 Bridge Inspection Handbook
 Manual for Railway Engineering

Precast/Prestressed Concrete Institute (PCI):

 Bridge Design Manual
 Manual for the Evaluation and Repair of Precast, Prestressed Concrete Bridge Products

Texas Department of Transportation (TxDOT):

 Bridge Design Manual – LRFD
 Bridge Detailing Guide
 Bridge Inspection Manual
 Bridge Project Development Manual
 Bridge Railing Manual
 Concrete Repair Manual
 Geotechnical Manual
 Historic Bridge Manual
 Hydraulic Design Manual
 Landscape and Aesthetics Design Manual
 Maintenance Management Manual
 Maintenance Operations Manual
 Preferred Practices for Steel Bridge Design, Fabrication, and Erection
 PS&E Preparation Manual
 Roadway Design Manual
 Standard Specifications for Construction and Maintenance of Highways, Streets, and Bridges
 Special Provisions

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 Special Specifications
 Computer Aided Drawings (CAD) Standard Plan Files:
o Bridge Standards
o Roadway Standards
o Traffic Engineering Standard Plan Sheets
o Maintenance Standard Plan Sheets
 Recommendation and examples are available on TxDOT’s Bridge Division website, including
Recommended Corrosion Protection Measures specified for TxDOT Austin District

Proposed structures for roadway projects in Williamson County (County) shall be designed in accordance
with the criteria, guidelines, and data requirements included herein. Where discrepancies occur between
the information provided herein and any of the above references, the following descending order of priority
shall govern: (1) Williamson County Design Criteria Manual, (2) TxDOT’s Bridge Design Manual –
LRFD, (3) TxDOT’s Bridge Detailing Guide, and (4) AASHTO’s LRFD Bridge Design Specifications. For
additional guidance not covered in this chapter, refer to TxDOT’s Bridge Design Manual – LRFD.

7-2 General Consideration

7-2.1 Structural Layouts

Bridge layouts are to be prepared and submitted for review. These layouts are usually complete with
geometric controls, type, size and length of spans, rail type, hydraulic data, required clearances, and soil
test boring data. Bridge layouts shall be prepared in accordance to checklists provided in TxDOT’s Bridge
Detailing Guide.
The layouts are sent to the General Engineering Consultant (GEC), who reviews and forwards the required
number of prints to other agencies that may exercise review authority.
A geotechnical engineer should be consulted early to verify the type of foundation and soil test boring logs.
When foundation loads have been determined, the geotechnical engineer should provide adequate
information of the soil strata to establish founding elevations.

7-2.2 Railing
Bridge railing shall be chosen from TxDOT’s Bridge Railing Manual, which provides details of current
accepted railings and the specific application appropriate for each use.

7-3 Bridge

7-3.1 Geometric Restraints

Width
All bridges will carry the full usable shoulder width of the approach roadway across the structure (refer to
Chapter 2 for more specific information). A usable shoulder is defined as a paved surface adjacent to and
flush with travel lanes for which the minimum measured width is less than 10 ft.

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Length
The length of grade separation bridges is determined based on clearances and header slopes. The length of
stream crossing bridges is determined based on the stream hydraulics and channel conditions.
Horizontal and vertical clearances to structural members of bridges shall be compliant with requirements
of TxDOT’s bridge and roadway manuals. Minimum vertical clearance measurements apply to the total
traveled way, which includes the travel lanes and any usable paved shoulder. Raised medians are not
considered part of the traveled way. Clearance measurements should be rounded down to the nearest whole
inch. Bridge should span Water Surface Elevation.
Horizontal Curvature
Horizontal curvature up to 5° on wide bridges and 10° on narrow connection structures can be expected.
On bridges using precast concrete beams, the overhang width of the curved deck edge may limit the span
length. If the curvature/span length combination exceeds the capability of the deck slab, the span must be
decreased or other measures must be considered, such as the use of curved steel girders.
Vertical Curvature
Grades over 5% require additional care during concrete placement. Crest curves cause extra deck depth in
the middle of the span. Sag curves cause extra depth at the ends.
Gradeline
Haunch depths should be set to keep the top of the beam below the bottom of the slab. Extra reinforcing is
required if the haunch depth exceeds 3 inches.
Cross Slope and Superelevation
Cross slope for bridges is 1% minimum and 2% desirable. If the structure is more than two lanes wide, the
other lanes are usually sloped 2.5% to facilitate drainage. Cross slopes can transition into full superelevated
cross slopes as much as 6% on curved structures. Superelevation above 5% can cause problems with
concrete placement.

7-3.2 Loading
7-3.2.1 Dead Loads
 Weight of Structure Only – "A" DL
o Concrete
 Non-prestressed with reinforcing steel = 150 pcf
 Prestressed with reinforcing steel = 155 pcf
o Steel = 490 pcf
 Superimposed Dead Load – “B” DL
o Future Wearing Surface = 20 psf

 Traffic rails, sidewalks, safety curbs, and median barriers shall be equally
distributed to no more than 3 girders. Unique appurtenances, such as sound

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barriers on bridges, should be individually modeled with loading distributed to

girders according to results of a refined analytical model.
 Applied Loads
o Dry earth = 120 pcf
 Equivalent fluid pressure as determined by a geotechnical engineer.

7-3.2.2 Live Loads

 AASHTO HL-93
 AREMA Cooper E-80, with diesel impact for all railroad structure (subject to railroad company
approval)

7-3.2.3 Seismic Forces

The structure shall be designed in accordance with AASHTO’s Seismic Performance Category A.
7-3.2.4 Other Loading
Other loading shall be as prescribed by AASHTO’s Load and Resistance Factor Design (LRFD) provisions.

7-3.3 Materials
7-3.3.1 Concrete
All non-prestressed concrete for structural elements, except bridge deck slabs, shall be TxDOT Class C
with a 28-day compressive strength of f’c = 3,600 psi.
All non-prestressed concrete for bridge deck slabs shall be TxDOT Class S with a 28-day compressive
strength of f’c = 4,000 psi.
All precast, pretensioned concrete shall be TxDOT Class H with a minimum 28-day compressive strength
of f’c = 5,000 psi and a maximum desirable of f’c = 8,500 psi, as dictated by the design requirements. The
concrete strength required at release should not be greater than 6,000 psi. Design strength for Class H
concrete shall be noted clearly on the plans.
7-3.3.2 Reinforcing Steel
All reinforcing steel shall be ASTM A615 Grade 60. Welded reinforcing steel shall be ASTM A706.
Lap splices shall be provided for any straight bar over 60 ft. in length and shall conform to AASHTO’s
specifications.
Bar bending dimensions shall be given out-to-out of bar.
In consideration of the possible coarse aggregate size and to avoid congestion, the following minimum clear
spacing should be observed in detailing:
 Superstructure 2.5 inches
 Substructure 3.0 inches
 Precast Prestressed
 Members 1.5 inches

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 #18 Bars 3.5 inches

Hooks and bends must conform to AASHTO’s specifications and TxDOT’s Bridge Detailing Guide.
#18 bars should only be used where the project will require more than 100,000 pounds of these bars.
Bending is discouraged and lap splicing is prohibited.
7-3.3.3 Prestressing Steel
Precast, pretensioned beams shall generally be designed using ½ inch, 270 ksi, low-relaxation strands with
an initial pretension of 31 ksi. Strand patterns shall conform to TxDOT’s standards. For special cases, 0.6
inch strands may be considered.
Prestress losses shall be calculated in accordance with current AASHTO’s specifications for a relative
humidity of 70%.
7-3.3.4 Structural Steel
Carbon steel shall conform to the requirements of ASTM A709 Grade 36. High-strength, low-alloy steel
shall conform to the requirements of ASTM A709 Grade 50. Weathering steel shall conform to the
requirements of ASTM A709 Grade 50W.
7-3.3.5 Anchor Bolts
All anchor bolts shall be ASTM A193 Grade B7 with A194 Grade 2H nuts.
7-3.3.6 Bearings
Elastomeric bearings shall be a laminated design with a hardness of 50 or 60 durometer. Elastomeric pads
shall be detailed as per TxDOT’s standards.
Sliding elastomeric bearings shall be used on steel girders. Friction forces shall be calculated using a
coefficient of friction of 0.06.

7-3.4 Superstructure design

7-3.4.1 Slab Design
Slab design shall be in accordance with AASHTO, TxDOT, and/or AREMA design methods.
Top and bottom transverse reinforcing bars shall be straight for normal spans and at the tapered end portions
of spans with end skews. Transverse bars shall be placed parallel to substructure elements for bridges with
skews of 15° or less.
Bottom longitudinal reinforcing bars shall furnish an area of steel as a percentage of the main transverse
reinforcing in accordance with AASHTO’s specifications. Top longitudinal reinforcing bars are subject to
the requirements for temperature reinforcing, but should be a minimum of No. 4 bars spaced approximately
9 inches apart (center to center).
The haunch for prestressed concrete beam construction shall be 2 inches minimum at the centerline of beam
bearing to accommodate the end diaphragm. The haunch depth for prestressed concrete beams, steel rolled
beams, and steel plate girders shall be set so that there will be no encroachment by the beam top flange into
the gross depth of the slab at any point.

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Slabs shall be detailed assuming the use of removable forms. The contractor will be given the option of
using permanent metal deck forms or precast, prestressed concrete deck panels per TxDOT’s standards.
A transverse construction joint or control joint shall be required at each interior bent of a continuous
concrete slab unit. The construction joint shall be parallel to the bent and centered directly over the bent.
All slab-reinforcing steel shall be continuous through the construction joint.
7-3.4.2 Structure Type
Structure type shall be determined by review of available products available from TxDOT standard plans.
Deviations may be considered for special structures upon approval by the County.

7-3.5 Substructure Design

7-3.5.1 Abutments
Design shall be in accordance with TxDOT, AASHTO, and/or AREMA requirements. Abutments shall be
analyzed for the specified lateral loads acting on one-half of the adjacent span. Vertical dead and live loads
shall be applied in the same manner used for bents. Allowable foundation loading shall be determined from
recommendations by the geotechnical engineer investigations provided through the engineer.
7-3.5.2 Bent/Piers
Design shall be in accordance with TxDOT, AASHTO, and/or AREMA requirements.
Spiral reinforcing used for ties in columns should be #3 at 6 inch pitch for 30 inch round and smaller
columns and #4 at 9 inch pitch for larger columns. Longitudinal reinforcing in columns should have an
area of at least 1% of the gross concrete area, regardless of the relationship between actual and required
capacity.
Bents shall be analyzed for the specified lateral loads acting on one-half of each adjacent span or the
governing portion of the continuous unit length. Bents shall be analyzed and designed as rigid frames to
resist all applicable loading combinations. Superstructure dead loads shall be applied to the cap beam as a
series of concentrated loads acting at the centerlines of beam bearing.
The use of reinforcing bars (rebar) larger than No. 11 in bents should generally be avoided. The use of
larger bars requires County approval.
Minimum ground cover over footings shall be 18 inches.
When bents are founded on single drilled shaft extensions of the columns, the top of drilled shafts shall be
at a minimum of 6 inches below finished grade.
No Bents shall be located within the Ordinary High Water Mark.
7-3.5.3 Foundations
Design shall be in accordance with TxDOT, AASHTO, and/or AREMA design method.
Allowable loads on drilled shafts shall be determined from recommendations of the geotechnical engineer.
Foundation stability analysis, drilled shaft loads, and driven piles shall be calculated using unfactored loads.
Drilled shafts:

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 For axial loads, use straight sided shafts supported by combined end bearing and side resistance
(no bells or under-reams).
 Shaft weight should not be included in shaft loading, as it is assumed the weight of shaft concrete
and steel is balanced and offset by the weight of the materials excavated.
 Lengths of drilled shafts placed in fill material shall be disallowed for side resistance support.
Lengths of drilled shafts in any soil type within 5 ft. of the finished ground surface shall be
disallowed for side resistance support.
 Where appropriate, uplift effects from expansive clays shall be considered in design.

Minimum depth into founding material/minimum shaft length.

7-4 Culvert

7-4.1 Design
Standard TxDOT box culvert detail sheets should be used wherever applicable.
If a special design is warranted, reinforced concrete design will be prepared by the Project Engineer or
precast vendor, as appropriate.

7-4.2 Loading
Vertical earth pressure = 120 pcf
Lateral earth pressure = 40 pcf
Live load is a 16 kip wheel load with impact.
When the fill depth is 2 ft. or more, the wheel load shall be distributed over a square, the sizes of which
shall equal 1.7 times the fill depth.
When the fill height is less than 2 ft., the wheel load is considered a point load. Distribution and design
shall be per AASHTO’s slab design requirements.
2 ft. of surcharge and full lateral pressure shall be used for corner moments. One-half of the lateral pressure
shall be used for the positive moments. Multiple box spans shall be loaded according to influence lines for
moments.
Refer to AREMA’s specifications for the design of reinforced concrete box culverts with railway loads.
Slab thickness based on allowable shear.
7-4.2.1 Impact
Apply impact only to the top deck.

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Table 7-1: Impact

Earth Cover Impact
0 ≤ 1 ft. 30%
1 ≤ 2 ft. 20%
2 ≤ 3 ft. 10%
Over 3 ft. 0%

Railroad impact may be much larger than 30% and is determined by the formula given in AREMA’s
specifications.

7-4.3 Materials
7-4.3.1 Concrete
Class C concrete, f’c = 3,600 psi
7-4.3.2 Reinforcing Steel
Grade 60 reinforcing steel, fy = 60,000 psi

7-4.4 Parapets
Parapets, projecting above the top deck, serve as low barriers to restrain loose earth or other debris from
falling onto the channel.
Parapets also serve as edge beams to support the cantilevered end of the transverse reinforcement. The
beam-depth includes the deck thickness.
When parapets serve as vehicular barriers, make sure the reinforcement is sufficiently anchored into the
culvert deck to transfer the impact forces. If stirrups are required, embed them adequately into the deck.
Finally, consider the torque applied to the deck-end by the live load impact.
When extending existing boxes with skewed ends, it will be necessary to consider if the parapet is a
supporting beam. Do not remove the projecting portion without providing replacement support during
construction.

7-5 Retaining Wall

7-5.1 Design
The weight of earth can be assumed equal to 120 pcf, if not defined by a project-specific geotechnical
report.
For usual conditions, an equivalent fluid pressure of 40 psf per foot of wall height plus surcharge may be
assumed for horizontal earth forces unless modified by geotechnical recommendations.
Design shall be according to AASHTO’s LRFD specification.

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7-5.2 Wall Types

7-5.2.1 Spread Footing Walls
Spread footing walls resist the forces of the soil pressure by using the weight of the wall to keep the wall
stable. TxDOT’s standard design details should be used.
7-5.2.2 Mechanically Stabilized Earth (MSE) Walls
Mechanically stabilized earth (MSE) walls are the most economical. MSE walls are composed of a mass
of select fill held together by reinforcements to which a face is attached.
7-5.2.3 Tiedback and Nailed Walls
These walls require special approval from the County before use on a project.
7-5.2.4 Drilled Shaft Walls
These walls consist of drilled shafts installed in the ground behind the face of the finished wall face on as
much as 10 ft. centers or as little as 1 ft. clear between shafts. After installation of the shafts and completion
of the excavation, the fascia panels are attached to the shafts. The shafts typically penetrate one to two
times the height of the wall below grade depending on the ground conditions. These walls can be quite
expensive. These walls require special approval from the County before use on a project.

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CHAPTER 8 – UTILITY COORDINATION

TABLE OF CONTENTS
8-1 Roles and Responsibilities ............................................................................................................... 8-1
8-1.1 Introduction ........................................................................................................................ 8-1
8-1.2 Utility Policy ...................................................................................................................... 8-1
8-1.2.1 Project Engineer’s Responsibilities .................................................................. 8-1
8-1.2.2 Utility Coordinator’s Responsibilities .............................................................. 8-3
8-1.2.3 Utility Owner’s Responsibilities ...................................................................... 8-6
8-2 Stakeholders .................................................................................................................................... 8-6
8-2.1 Utility Companies............................................................................................................... 8-6
8-2.1.1 Introduction ...................................................................................................... 8-6
8-2.1.2 Water and Wastewater ..................................................................................... 8-6
8-2.1.3 Natural Gas.........................................................Error! Bookmark not defined.
8-2.1.4 Electric ...............................................................Error! Bookmark not defined.
8-2.1.5 Telecommunication/Cable Television................Error! Bookmark not defined.
8-2.1.6 Oil/Petroleum .....................................................Error! Bookmark not defined.
8-2.2 Texas Department of Transportation .................................................................................. 8-7
8-2.3 Cities................................................................................................................................... 8-7
8-3 Utility Locates and Data Collection ................................................................................................ 8-7
8-3.1 Data Collection ................................................................................................................... 8-7
8-3.2 Locate Existing Utilities ..................................................................................................... 8-7
8-3.3 Subsurface Utility Engineering (SUE) ............................................................................... 8-8
8-4 Utility Process ................................................................................................................................. 8-9
8-4.1 Coordination with Utility Companies............................................................................... 8-10
8-4.2 Utility Design ................................................................................................................... 8-11
8-4.2.1 Introduction .................................................................................................... 8-11
8-4.2.2 Standards and References............................................................................... 8-11
8-4.3 Prepare and Execute Reimbursable Utility Adjustment Agreements ............................... 8-12
8-4.4 Utility Adjustment/Relocation.......................................................................................... 8-13
8-4.5 Utility Adjustment/Relocation Cost Reimbursement ....................................................... 8-14
8-4.6 Buy America Provision .................................................................................................... 8-14

FIGURES
Figure 8-1: Utility Process Flow Chart for Project Design ................................................................... 8-2
Figure 8-2: Utility Process Flow Chart for Reimbursable Utilities ....................................................... 8-4
Figure 8-3: Utility Process Flow Chart for Non-Reimbursable Utilities............................................... 8-5

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Chapter 8 - Utility Coordination

8-1 Roles and Responsibilities

8-1.1 Introduction
The purpose of this manual is to set forth the policies, procedures, and basic requirements governing the
coordination and adjustment of existing utility facilities or planned utility installations within the limits of
proposed Williamson County Road Bond projects. The information contained in this chapter pertains to
utilities that lie within or are adjacent to Williamson County (County) right-of-way (ROW), including areas
of proposed ROW acquisition or projects that are designed and/or constructed by the County on state or
federally-owned ROW. This chapter is designed for the use of the County, General Engineering Consultant
(GEC), Project Engineer, Utility Coordinator, utility owners and various public and private agencies that
are affected by roadway construction under the County Road Bond Program.
The subsequent sections of this chapter include roles and responsibilities in the utility process, a listing of
utility companies that have known facilities in the County, the process for utility data collection, utility
relocation design and construction criteria, utility coordination and relocation procedures, and reimbursable
and non-reimbursable utility adjustment guidelines.

8-1.2 Utility Policy

The utility policy for the County included herein outlines the procedures to be followed for the identification
of and necessary steps to relocate utilities that are adjacent to or within the existing or proposed ROW of
Road Bond projects. This policy is based on cooperative effort between the County, utility companies,
and/or any contractors or consultants working on behalf of the County. It is important to note that no
compensation will be made for any required utility relocations within existing ROW unless otherwise
obligated by contractual agreements.
Each member of the program team plays an integral role in the utility process. By working together on
projects and maintaining open communication and coordination throughout design and construction, the
majority of utility conflicts that typically arise can be resolved in a timely and cost efficient manner.
8-1.2.1 Project Engineer’s Responsibilities
The Project Engineer will work with the Utility Coordinator so that the project’s impact on existing utility
facilities can be minimized or avoided, if feasible. The Project Engineer will submit computer aided design
and drafting (CADD) files for plans at each design submittal.
The Project Engineer will provide base topography and roadway alignment CADD files early in the design
process for the Utility Coordinator, who will produce a preliminary existing utility CADD file based on this
background information. The utility file will be provided to the Project Engineer for use during the design
process to minimize or avoid utility conflicts. The existing utility file will be updated by the Utility
Coordinator with new utility information at each design milestone.
The Project Engineer will work with the County, the GEC, and the Utility Coordinator to mitigate utility
conflicts where possible throughout the design process. This may include attendance at a utility
coordination meeting to resolve a specific conflict area, as needed. A flow chart of the utility process for
the Project Engineer, including the Project Engineer’s responsibilities, is shown in Figure 8-1.

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Figure 8-1: Utility Process Flow Chart for Project Design

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8-1.2.2 Utility Coordinator’s Responsibilities

The Utility Coordinator is the utility consultant for the County Road Bond Program and works with the
GEC to clear utility conflicts for roadway projects. The Utility Coordinator will identify the ownership,
type, and location of all utilities within the projects limits for construction of the project, determine areas
of conflicts between proposed improvements and existing utility facilities, coordinate with the Project
Engineer and utility owner to mitigate conflicts where possible, work with the utility owner or their design
consultant for the development of any required utility adjustment/relocation plans, prepare and review
utility adjustment agreements, and coordinate the relocation construction. The Utility Coordinator may
also be involved in periodic observation of utility construction work to ensure conformity to the plan
requirements, design criteria, schedule, and traffic control standards.
The Utility Coordinator will create an existing utility CADD file once they receive the alignment and
topography files from the Project Engineer. The existing utility file will include the location of utilities
based on the best available information to date and shall be provided to the GEC and the Project Engineer.
The existing utility file will continue to be updated at each design milestone to reflect any new utility
information received.
The Utility Coordinator will create a utility contact list for the project and prepare a utility conflict
assessment and utility strip map for each design milestone. The Utility Coordinator will provide written
notification to all identified utilities within the project corridor at each design milestone, including PDF
copies of the project design submittal and utility conflict matrix. If roadway design CADD files are
requested by the utility owner, the Utility Coordinator will submit a Document Release Waiver Form from
the utility owner to the Road Bond Manager for execution before providing any files.
The Utility Coordinator will coordinate with the utility owners and Project Engineer to resolve conflicts
through design, where possible. The Utility Coordinator will meet with utility owners as a group or
individually throughout the design process to coordinate utility relocations. The Utility Coordinator may
recommend construction notes or utility relocation plans be included in the plans, specifications, and
estimates (PS&E) for a project, upon approval from the GEC.
If a utility is located outside of existing County ROW, the Utility Coordinator will assist the County in
negotiation with the utility owner for compensation by the County for relocation design and construction
costs. A flow chart of the utility process is shown in Figure 8-2 with respect to reimbursable utilities and
Figure 8-3 for non-reimbursable utilities.

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Figure 8-2: Utility Process Flow Chart for Reimbursable Utilities

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Figure 8-3: Utility Process Flow Chart for Non-Reimbursable Utilities

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8-1.2.3 Utility Owner’s Responsibilities

Utility owners will provide all available utility as-built information on their existing facilities within the
project limits and will work cooperatively with the County, GEC, and Utility Coordinator to identify and
resolve all utility conflicts. Utility owners will work with the Utility Coordinator to identify which
relocations are reimbursable versus non-reimbursable and providing necessary documentation for
reimbursement. Utility owners are expected to work in good faith to negotiate reimbursable/non-
reimbursable adjustments and relocate any conflicting facilities within the project construction schedule.
Utility owners will pay for all upfront costs of relocating their facilities within existing or proposed ROW,
including locating existing lines, preparing PS&E, and letting construction contracts. If the adjustment is
reimbursable, the utility owner is responsible for securing a reimbursement agreement prior to construction
and providing proper documentation for County-approved expenses for reimbursement (refer to the
County’s Vendor Reimbursement Policy in Appendix D).
The Utility Coordinator and GEC will provide utility owners as much notice as possible of upcoming
projects and potential relocation requirements. Final alignments and profiles of some project features can
potentially be affected by existing utilities or proposed relocations, so early identification and coordination
of relocations designs with the County is desirable. Flow charts for reimbursable and non-reimbursable
utility processes are shown in Figure 8-2 and Figure 8-3, respectively.
In addition, inspection on utility construction for adherence to utility relocation plan alignments, utility
design criteria, worksite safety, schedule, and traffic control standards on individual roadway projects shall
be done by the utility owner.

8-2 Stakeholders

8-2.1 Utility Companies

8-2.1.1 Introduction
The subsequent sections include a list of utility types within the boundaries of the County. These utility
types have either underground or above ground facilities that may be affected by Road Bond projects.
The Utility Coordinator will maintain a utility contact list for the Road Bond Program. The information
provided on this list will include the utility company’s name, type of utility, main point of contact, mailing
address, phone number, and email.
8-2.1.2 Utility Types
The following are types of utilities within the County:
• Water and Wastewater
• Natural Gas
• Electric
• Telecommunications/Cable Television
• Oil/Petroleum

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8-2.2 Texas Department of Transportation

Some projects will require coordination with the Texas Department of Transportation (TxDOT) for utility
installation permits, agreements, or construction coordination for utility relocations. Utility facilities within
state owned ROW must conform to the Utility Accommodation Rules (UAR), unless an exception is
obtained from TxDOT. See Section 8-4.2 for further information on utility design. There are several
TxDOT offices that manage state roadways within the County. A list of TxDOT offices can be found on
the TxDOT website.

8-2.3 Cities
When dealing with utilities within city’s limits, it is important to coordinate with city about the permitting
process and site development.

8-3 Data Collection and Utility Location

8-3.1 Data Collection

Identification of both above-ground and below-ground utility facilities are required for all roadway projects.
Above-ground utility information may be obtained by standard land surveying methods. Underground
utility locations may be determined by conventional survey methods or by Subsurface Utility Engineering
(SUE). SUE is the engineering process that accurately identifies, characterizes, and maps underground
utilities. See Section 8-3.3 for a detailed discussion of the SUE process and for determining the appropriate
quality level to be used on a specific project.
On projects where a high cost of utility adjustment/relocation is anticipated, it is advisable to obtain utility
location data at the preliminary engineering or geometric schematic stages. Early detection of utilities will
assist in the design process and may provide cost or time savings by allowing for the incorporation of design
adjustments to minimize utility conflicts. For most other projects, the utility location data is generally
collected before beginning the detailed design.
The Project Engineer should consider the location and depth of the existing utilities before establishing
final horizontal and vertical alignments. Any conflicts of proposed drainage systems or excavation with
the existing utilities should be avoided or minimized where possible.

8-3.2 Locate Existing Utilities

All existing utilities must be physically located, marked, and tied into the project survey. This includes
horizontal and vertical locations and elevation information if available (i.e. sanitary or storm sewers).
Topographic or aerial surveys, combined with utility locations from Texas 811, may be adequate for project
locations with few underground utilities (i.e. in rural areas). However, in urban areas or critical locations
along a rural project, other methods, such as SUE or closed circuit television (CCTV), may be required.
The Utility Coordinator, in consultation with the GEC, will determine the best utility location method to
use for each project.
For proposed utilities that will be affected by a project, the Utility Coordinator will review the proposed
plans to determine potential conflicts. The Utility Coordinator, GEC, Project Engineer, and utility owners
will work together to minimize future conflicts between the proposed utility and the project.
For topographic surveying:

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 coordinate project limits with utility companies

 obtain as-built information from utility owners to establish preliminary utility locations
 use Texas 811 to locate utilities within project limits
 locate, log, and survey visible features of utilities
 survey utility locations

For SUE:
 consult with the GEC to determine the need for SUE
 conduct SUE with the level of accuracy (refer to Section 8-3.3) as approved by the GEC

For CCTV:
 consult with GEC to determine the need for CCTV
 use CCTV according to best practices as approved by the GEC

In addition to the above requirements for topo surveys and SUE, the following should be considered:
 Prepare survey data in accordance with acceptable industry standards.
 Assess the costs of performing SUE and verify that the benefit to cost ratios are acceptable.
 In obtaining utility information, work closely with utility owners to get necessary, maps, as-builts,
and construction plans. It is in their best interest to avoid damage or relocation of the utility in
question.
 Work with utility owners to locate or pothole their own facilities at their cost, when possible.
 Coordinate proposed construction and potential conflicts with utility companies as soon as
possible in order to allow for sufficient time to budget for the adjustment/relocation costs.

8-3.3 Subsurface Utility Engineering (SUE)

The three major activities involved in SUE are:
1. Designating – the use of surface geophysical techniques to determine the existence and horizontal
position of underground utilities. Designating can be done with electromagnetics, magnetometers,
terrain conductivity meters, resonant sonics, and other geophysical designating equipment.
2. Locating – the use of non-destructive digging equipment, such as vacuum excavation, at critical
points along a subsurface utility’s path to determine the precise horizontal and vertical position,
the size, the composition, and the condition of buried utilities.
3. Data Management – the acquisition of utility-location data by conventional and high-tech
surveying methods and the reduction and documentation of the data in a format suitable to the
client. This may be in the form of a set of plans or an electronic CADD format.

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All subsurface utility investigations should be prepared in accordance with American Society of Civil
Engineers (ASCE)’s Standard Guidelines for the Collection and Depiction of Existing Subsurface Utility
Data (ASCE C-1 38-02). A basic description of the four quality levels of SUE data are described below,
starting with the highest level of accuracy. Work done at each level includes work done in the subsequent
levels. For example, work done in level B includes work done in C and D.
1. Quality Level A information provides the highest level of accuracy presently available. It involves
locating utilities at critical points. When surveyed and mapped, precise plan and profile
information is available for use in making final design decisions. The use of non-destructive
digging equipment, particularly vacuum excavation, eliminates damage to underground utility
facilities traditionally caused by backhoes. By knowing exactly where a utility is positioned, the
designer can often make small adjustments in design elevations or horizontal locations and avoid
the need to relocate utilities. Level A SUE is typically used at the 60 to 90% design phase.
2. Quality Level B involves designating the horizontal position of almost all utilities within the
project limits and is typically used at the 30 to 60% design phase. The information obtained in
this manner is surveyed to project control. This two-dimensional horizontal mapping information
is usually sufficient to accomplish preliminary engineering goals. Decisions can be made on where
to place storm drainage systems and other design features in order to avoid conflicts with existing
utilities. Slight adjustments in the design can produce substantial cost savings by eliminating
utility relocations.
3. Quality Level C information is a little less accurate than B. It is typically used between schematic
and 30% design and involves surveying visible above-ground utility facilities, such as manholes,
valve boxes, and posts, and correlating this information with existing utility records. When using
this information, it is not unusual to find that many underground utilities have been either omitted
or erroneously plotted on utility records. Its usefulness, therefore, should be confined to rural
projects where utilities are not prevalent or are not too expensive to repair or relocate.
4. Quality Level D is the most basic level of information. It comes solely from existing utility
records. It may provide an overall understanding for the congestion of utilities, but it is often
highly limited in terms of comprehensiveness and accuracy. Its usefulness should be confined to
project planning and route selection activities (schematic phase).

8-4 Procedures and Coordination

Utility companies legally share the ROW, so when major changes are made to roadways, they will very
likely affect utilities. It is the responsibility of the Utility Coordinator to formally notify all affected utility
owners of proposed work as early as possible and to coordinate utility adjustments/relocations as needed.
Utility clearance should be obtained before the roadway construction begins.
Typically, utility owners are responsible for moving their own facilities, including budgeting, locating
existing lines, preparing PS&E, and letting contracts. In some instances, utility adjustment plans may be
made part of the roadway construction contract.

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The sequence of activities and procedures, in chronological order, for utility adjustments or installations on
roadway projects can be summarized in the following four topics: (1) coordination, (2) agreements, (3)
adjustments/relocation, and (4) cost reimbursement. The subsequent sections provide a discussion and
description of these activities which make up the utility process. Flow charts detailing both the
reimbursable and non-reimbursable utility processes are shown in Figure 8-2 and Figure 8-3, respectively.

8-4.1 Coordination with Utility Companies

Continuous coordination and involvement with utility owners throughout project development is essential
to maintaining the project schedule. For the Road Bond Program, the County may elect to have a biweekly
meeting with the Utility Coordinator to discuss utility impacts on all ongoing projects. Individual projects
may require monthly meetings or meetings with individual utility owners as necessary. The occurrence or
recurrence of these utility coordination meetings shall be determined by the Utility Coordinator or GEC.
In addition, the Utility Coordinator will host a utility meeting to discuss projected projects for the upcoming
year with all utility providers in the County to assist utility owners with budgeting and forecasts for any
anticipated relocations.
The Utility Coordinator will coordinate and schedule all utility coordination meetings, including
establishing meeting agenda and materials, as well as preparing and distributing meeting minutes. The
Utility Coordinator will include the GEC on all meeting invitations. The Project Engineer will be requested
to attend utility meetings, on occasion, to discuss specific conflict areas or relocation options.
Utility owners should be advised of potential conflicts with the proposed roadway improvements as soon
as possible. Substantial time may be needed to budget, design, and complete required adjustments,
especially for projects with major utility impacts. Early notification of potential impacts allows for possible
design changes that will generally minimize utility adjustment or relocation and may eventually provide
cost savings. The Utility Coordinator will provide written notification and updated conflict analysis to all
utilities within the project limits at each design milestone.
Upon notification to utility owners of potential conflicts, the Utility Coordinator, under the GEC’s
advisement, will determine if additional field investigation is needed to precisely locate existing utilities.
The method and quality level for locating utilities will then be determined (see Section 8-3).
At each design milestone, the Project Engineer will provide roadway design plans to the Utility Coordinator,
who will work with utility companies to identify and resolve conflicts between the proposed project
improvements and existing utility facilities. The design and completion levels of these plans may vary
depending on the complexity and size of the project and utility construction. After receiving project
construction plans, the utility owner should prepare their utility adjustment plans for any necessary
relocations. These will be submitted to the Utility Coordinator for review and approval to confirm conflicts
have been resolved and minimum clearances are met.
The Utility Coordinator will maintain a record of all project communications and correspondence with
utility owners, which will be provided to the GEC at the completion of each project.

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8-4.2 Utility Installation

8-4.2.1 Introduction
The purpose of this section is to outline and identify the standards and governing agencies that establish
design criteria for utility installations in or across public ROW. This section is not meant to be a stand-alone
design criteria for utilities within County ROW, but is intended as a guide or reference section for the Utility
Coordinator, utility owners, GEC, and Project Engineer on available resources for utility design and
installations. The design of any utility installation within or across County ROW will ultimately be the
responsibility of the utility owner.
8-4.2.2 Standards and References
All utility relocation designs and installations should be performed based on industry codes and standards,
federal and state regulations and guidelines, and local criteria. Below is a list of the basic guidelines and
criteria for the adjustment and accommodation of utility facilities that are in federal and state ROW and
should not be considered all-inclusive. These are also key references the Utility Coordinator and GEC will
use when reviewing and coordinating utility relocations within County ROW.
 Federal codes and regulations:
o United States Codes (USC)
o Code of Federal Regulations (CFR)
o National Electric Code (NEC)
o National Electric Safety Code (NESC)
 Texas codes and regulations:
o Texas Administrative Code (TAC)
o Transportation Code
o Utilities Code
o Local Government Code
o Water Code
o Natural Resources Code
 Texas Transportation Commission Minute Orders
 TxDOT’s policies

The following agencies are also good resources for utility design and installation guidelines, as well as
recommended minimum clearance requirements within public ROW. These agencies include, but are not
limited to the following:
 Public Utility Commission (PUC)
 Texas Commission of Environmental Quality (TCEQ)
 Texas Railroad Commission (RRC)
 Federal Highway Administration (FHWA)
 TxDOT

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Another valuable reference is TxDOT’s ROW Utility Manual. Contained in this manual are the required
Utility Accommodation Rules (UAR), 43 TAC § 21, which state some of the specific rules about the
location and proximity of utility lines within state ROW, recommended installation and backfill
requirements, and traffic loading and casing requirements. It also provides reference material for the design
of various utilities. UAR requirements shall be followed on County projects for all relocations. Exemptions
to the UAR rules can be made by the Utility Coordinator and the GEC for utility facilities that do not meet
the UAR but are not in conflict with the project, dependent on the ROW owner’ policies.

8-4.3 Prepare and Execute Utility Adjustment Agreements

All required utility adjustments eligible for cost participation must be performed in accordance with an
executed agreement assembly. The agreement assembly (varies depending on type of project, i.e. On-
System Agreement Package and Off-System Agreement Package) specifies each party’s rights and
responsibilities with regard to the roadway/utility interface.
An agreement assembly is required even if the utility adjustment is incorporated in the roadway construction
contract. The agreement assembly includes:
 Standard Utility Agreement (varies depending on type of project, i.e. On-System Agreement
Package and Off-System Agreement Package)
 plans, specifications, and detailed cost estimates
 utility schedule of work and estimated date of completion
 eligibility ratio
 betterment calculations and estimates
 proof of property interest
 Utility Joint-Use Agreement (UJUA) (Used when crossing the ROW)
 Utility Joint-Use Agreement (UJUA) (Non-Reimbursable Utilities Only)

The Utility Coordinator will coordinate and submit the draft agreement forms to the utility owners for
review and execution. The GEC will be notified of any requested changes to the standard agreement. All
requested modifications to the agreement will be negotiated with the County for approval and the agreement
will be revised, as necessary.
The Utility Coordinator will review the agreement assembly package upon receipt from the utility owner
for completeness and accuracy. Upon approval of the submittal, the Utility Coordinator will make a
recommendation to the GEC for execution.
Once the agreement assembly is ready, both parties shall execute the Standard Utility Agreement and/or
the UJUA. Appendices E, F, G, and H include templates of the standard agreements that the County will
use on all Road Bond projects. The Utility Coordinator will identify which version of the agreement form
the utility should use for each project, depending on project parameters. The utility owner shall submit four
copies of the UJUA or six copies of the agreement to the Utility Coordinator.

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8-4.4 Utility Adjustment/Relocation

Once utility agreements are executed (for reimbursable utilities) or UJUA/relocation plans/TxDOT permit
(permit for on system projects) are executed/approved (for non-reimbursable utilities), the utility owner can
begin adjusting their facilities. The Utility Coordinator is responsible for notifying utility owners that
agreements are executed and utility adjustments can begin.
Throughout the adjustment period, continuous coordination should be maintained between the Utility
Coordinator, GEC, Project Engineer, and utility owners. Changes in adjustment schedules and changes in
field conditions can affect the overall construction schedule. Periodic observation of the following items
is essential during adjustment of the utility:
 conformance with the utility design criteria and accommodation policy stated in this manual
 conformance with plan requirements
 traffic control in accordance with TxDOT’s Texas Manual on Uniform Traffic Control Devices
(TMUTCD)

Utility owners are responsible for performing the utility adjustment construction and any inspection
necessary to ensure that the work is conducted in accordance with the plans, design criteria, schedule, and
traffic control standards.
Good communication with utility owners is recommended to prevent delays. The Utility Coordinator
should follow up with utility owners on coordinating multiple adjustments in the same ROW. One owner’s
facilities may not be able to be adjusted until another owner’s facilities are adjusted. In addition, it is
strongly recommended that weekly or monthly progress reports of utility relocation design and construction
be obtained from utility owners to aid the Utility Coordinator and GEC in effectively managing the project
and preventing potential delays.
The Utility Coordinator will maintain a tracking spreadsheet with the status of utility relocations on all
Road Bond projects. The information included on the utility tracker will be pre-approved by the GEC prior
to use. The Utility Coordinator will update the tracker on a weekly basis and submit to the GEC for use.
Utility adjustments often require specialized equipment, trained crews, and expertise (e.g. fiber optic cables,
electric transmission lines, etc.). These relocations should be performed in advance of, and independently
of, the transportation construction project. However, in some cases, if agreed by the County and utility
owner, the adjustment of a utility (e.g. waterlines, wastewater lines) may be incorporated into the roadway
project construction plans.
To avoid affecting proposed construction, utility adjustments should begin as soon as environmental
clearance is obtained (if applicable), necessary ROW is available, and agreements and permits are executed.

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8-4.5 Utility Adjustment/Relocation Cost Reimbursement

Some utility adjustments may be eligible for County reimbursement. Typically, these are utility
adjustments that are caused by roadway construction located within the utility owner’s ROW or easement
(compensable interest). The determination of eligibility is documented in the Standard Utility Agreement,
along with estimated relocation costs. The County will only reimburse expenses that are considered eligible
for reimbursement under the County’s Vendor Reimbursement Policy (see Appendix D), which details
expectations and requirements of the County for allowable reimbursement expenditures. No compensation
will be made for any required utility relocations within existing ROW unless otherwise obligated by
contractual agreements.
After utility relocation is complete, utility owners should submit a final billing statement to the County,
along with required support documentation. The Utility Coordinator will review, approve, and process the
final billing statement based upon cost figures covered in the Standard Utility Agreement and make
recommendation for approval to the GEC.

8-4.6 Buy America Provision

The following provision pertains to any utility relocations and adjustments that occur on either federally
owned ROW, state owned ROW or a federally funded project in ROW where the utility owners are eligible
for reimbursement. If utility owners fail to be compliant with the Buy America provision, then the
betterment shall be excluded from Federal-aid in utility agreement and contracts. Further information can
be found in the TxDOT’s ROW Utility Manual and FHWA’s Construction Program Guide.
There are several exceptions to the Buy America provisions. These exceptions can be found in TxDOT’s
ROW Utility Manual. Additional information can be found in TxDOT’s Construction Contract
Administration Manual.

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CHAPTER 9 – PLAN PREPARATION AND PROJECT AUTHORIZATION

TABLE OF CONTENTS
9-1 Overview ......................................................................................................................................... 9-1
9-1.1 Introduction ........................................................................................................................ 9-1
9-1.2 References .......................................................................................................................... 9-1
9-2 Project-Specific Quality Assurance / Quality Control (QA/QC) Plan ............................................ 9-2
9-3 Schematic Preparation ..................................................................................................................... 9-3
9-4 Plan Preparation............................................................................................................................... 9-3
9-4.1 Organization and Content of Plans ..................................................................................... 9-3
9-4.2 Sealing Plans .................................................................................................................... 9-14
9-4.3 Copyright Data ................................................................................................................. 9-14
9-4.4 PS&E Package .................................................................................................................. 9-14
9-4.5 Bid Documents ................................................................................................................. 9-15
9-5 Project Authorization and Administration ..................................................................................... 9-16
9-5.1 Process .............................................................................................................................. 9-16
9-5.1.1 Advertisement ................................................................................................ 9-16
9-5.1.2 Bidding ........................................................................................................... 9-16
9-5.1.3 Award ............................................................................................................. 9-16
9-5.1.4 Post-Award/Pre-Construction ........................................................................ 9-16
9-5.1.5 Construction ................................................................................................... 9-16

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Chapter 9 - Plan Preparation and Project Authorization

9-1 Overview

9-1.1 Introduction
The plans are construction drawings prepared and approved by the Project Engineer that clearly show the
location, character, dimensions, and details of all proposed work to be performed by the contractor. These
plans are part of the plans, specification, and estimate (PS&E) assembly. The PS&E assembly should be
prepared by the Project Engineer and submitted to the General Engineering Consultant (GEC) on behalf of
Williamson County (County) upon the design completion of each roadway project.
These plans should be prepared using the guidelines provided in this chapter. Following these guidelines
will produce plan sheets that are accurate, neat, professional, and will reproduce legibly. An accurate and
well-organized plan set should be created to give potential bidders an opportunity to prepare as accurate a
bid as possible, to allow efficient overseeing of construction performance, and to form a record copy for
future construction reference. Inaccurate or unclear plans, however, may result in an increase in costs due
to incorrect interpretations or omission of the plan information. Therefore, it is important that well-
organized and efficient plan assemblies be prepared on all projects.

9-1.2 References
The publications listed in this section provided much of the fundamental source information used in the
development of this chapter. This list is not all-inclusive and there are numerous manuals, documents, and
journals that explain the techniques and formats required to prepare accurate, clear, and presentable
construction plans. Note that these publications and the standards and specifications they contain are not
static documents, but are expected to be revised continually. Therefore, Project Engineers should always
check the appropriate website for the most recent versions.
Texas Department of Transportation (TxDOT):
 PS&E Preparations Manual
 Project Development Process Manual

PS&E assemblies prepared for roadway projects in the County shall be produced in accordance with the
criteria, guidelines, and data requirements included herein. Where discrepancies occur between the
information provided herein and any of the above references, the following descending order of priority
shall govern: (1) Williamson County Design Criteria Manual, (2) TxDOT’s Project Development Process
Manual, and (3) FHWA’s Project Development and Design Manual. Projects inside a city’s limits may
need to follow city-specific guidelines. Coordinate with the City and the GEC. For additional guidance not
covered in this chapter, refer to TxDOT’s PS&E Preparations Manual.

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9-2 Project-Specific Quality Assurance / Quality Control (QA/QC) Plan

Quality Control (QC) is the process of quality checks and reviews performed on all project deliverables
prior to submitting to the client to check the conformance, accuracy, scope, and style of a project deliverable.
This includes detailed checking of plans, calculations, specifications, reports, and studies for accuracy and
consistency, detecting and correcting design omissions and errors, confirming product meets the required
level of completeness for the phase/milestone being submitted, and assessing and verifying compliance with
design criteria, applicable computer aided design and drafting (CADD) standards and requirements, and
other project requirements.
Quality Assurance (QA) is the process of reviewing the quality control process for use and effectiveness at
preventing mistakes and ensuring compliance. This process includes designing and using guidelines,
procedures, roles, and responsibility assignments to ensure that approved quality control practices are
properly and consistently implemented, executed, and monitored. The QA is the final quality review
completed on project deliverables to assure that all other required quality checks and reviews have been
completed and resulting comments have been resolved and verified.
The purpose of the QA/QC plan is to prevent errors from being introduced to the engineering, design, plans,
and cost estimates and to ensure decisions are supported by comprehensive studies and sound engineering
judgment. The plan should also identify key individuals and their unique methods and experience that
reflect best quality control practices and the application of those methods uniformly across the design
process.
The Project Engineer will submit a project-specific QA/QC plan for review within 30 days of the notice to
proceed (NTP) or executed work authorization. This plan must outline the measures that will be employed
to ensure that the County will receive an accurate product that matches industry quality standards. At a
minimum, the submitted plan should define:
 general project description and scope
 the major components of the approved project scope and deliverables
 the QA/QC responsibilities of the submitted organizational chart by position, name, and company
for the various levels of review and accountability within those defined areas
 the components of QA and QC required to develop this County project
 the frequency of specific QA activities and QC reviews
 the methods of documenting QA/QC activities/reviews and individual accountability including,
but not limited to the submittal of redline markups at each subsequent submittal level
 the relationship of these procedures with project milestones and schedule

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9-3 Schematic Preparation

The submission of schematic layouts should include the basic information necessary for the proper review
and evaluation of the proposed improvement. On some projects, and only with written approval from the
GEC, schematic submissions may be substituted for 30% plans. Due to the varied agency approval
processes for preliminary projects, it is essential that schematics contain the required basic information for
review. A detailed checklist of information required on schematics is available from the GEC. This
checklist is required with each schematic submittal on all projects. All items on the checklist should be
checked or labeled as N/A with an appropriate explanation. The Project Engineer must complete and submit
the checklist along with each schematic submittal. All unchecked items are considered missing.

9-4 Plan Preparation

Construction plans for roadway and bridge projects in the County must be prepared in accordance with the
sheet sequence, content, and guidelines indicated in the subsequent sections utilizing 11” x 17” sheet size.
If large plan sheets are approved by the GEC or requested by the County, use appropriate drawing scale and
corresponding text size to show the proposed work. A detailed checklist of information required on each
plan sheet is available from the GEC. This checklist is required for each PS&E submittal on all projects.
All items on the checklist should be checked or labeled as N/A with an appropriate explanation. The Project
Engineer shall complete and submit the checklist along with each plan submittal. All unchecked items are
considered missing.

9-4.1 Organization and Content of Plans

The plan set can be divided into main sections to reflect the elements of the proposed work.
Standard drawings and standard details cover various design elements that have been approved by agencies,
such as TxDOT, incorporated cities, or other local government agencies, for use within their jurisdictional
limits. These standard drawings have a fixed format and each drawing has its own unique identification
number. If changes are made, they cannot be used as a standard drawing. Instead, they become special
details.
Special details are plan sheets detailing various project elements and should follow each corresponding
section of the plan set (i.e. roadway, drainage, structures, utility, erosion control, etc.). These drawings are
generated by the Project Engineer and should include all details necessary to construct the project elements.
Standard drawings, standard details, and project-specific special details should be incorporated into the plan
set and not issued as a separate booklet. The standard drawings, standard details, and special details shall
be arranged in an order that best clarifies the work to be accomplished. Typically, these sheets should follow
the plan drawings for each specific element of the project.
Following is a list of these sections in a sequential order. Unless directed otherwise, the Project Engineer
should follow this sheet sequence and adhere to the guidelines regarding the content of each section and
each plan sheet within the section.

Title Sheet
Index of Sheets
Project Layout

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Typical Sections
General Notes
Survey Data
Alignment Data Sheets
Summary Sheets
Traffic Control Plan
Traffic Control Standards & Details
Roadway Plans
Roadway Standards & Details
Drainage Plans
Drainage Standards & Details
Utility Plans
Utility Standards & Details
Structural Plans
Structural Standards & Details
Traffic Signals and Illumination
Traffic Signal and Illumination Standards & Details
Pavement Markings and Signing Plans
Pavement Markings and Signing Standards & Details
Erosion Control
Erosion Control Standards & Details
Cross Sections
Other

9-4.1.A Title Sheet

The purpose of the Title Sheet is to establish the project location, describe the nature of the proposed work,
identify the funding authority and Project Engineer, and show agency and utility approvals. Unless
otherwise directed, use the Title Sheet template provided by the GEC.
The project designation includes the project name, project number, and the roadway name and number, if
applicable. The limits of the proposed construction in relation to the nearest county or state roadway should
also be shown in miles to the third decimal place if the project is contiguous. Plans for multiple-site projects
should refer to and include plan sheets showing the locations or a single exhibit with each site designated
by an alpha-numeric label and legend to all designators. A description of the proposed work should also be
included under the project designation.
The project length should be shown in feet to two decimal places and in miles to three decimal places. The
project length should also be shown inclusive and exclusive of the bridge length and any equations,
exceptions, or railroad crossings should be listed by station numbers and lengths. Show as “NONE” if not
applicable.
For a single roadway or contiguous roadways and on all segments of multiple-site or segmental projects,
the design roadway classification should be stated along with the design speed and traffic data. Current
average daily traffic (ADT), design year ADT, design hourly volume (DHV), directional distribution (D),
and percent of trucks (T) should be indicated for all segments of each main roadway.

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The vicinity map should be of suitable size showing the project location in relation to nearby roadways,
nearest towns, railroads, and major streams. County and city boundaries, applicable scale, and north arrow
should also be shown. The beginning and ending stations should be clearly identified.
Signature blocks are required for approving officials to sign and date the plans. Signature blocks for the
Project Engineer, County Commissioner, Road Bond Management Team, and the County Judge should be
provided as a minimum. Signature blocks should also be provided for local utility interests, where
applicable.
Projects that include sidewalks and other pedestrian facilities with an estimated construction cost of $50,000
or more will require an RAS inspection. The following note should appear on the Title Sheet:
"Registered Accessibility Specialist (RAS) Inspection Required
TDLR No. EABPRJ____________."
Include a statement on the Title Sheet if the RAS inspection is not required.
Any governing specifications or specification reference applicable to the project should also be stated on
the Title Sheet. The following copyright statement should also be added to the Title Sheet:
© 20xx by Williamson County, Texas. All rights reserved.

9-4.1.B Index of Sheets

The index includes the sheet number and title as they appear on each sheet contained within the plan set.
All sheets are to be listed, including omitted sheet numbers. The responsible Project Engineer’s approval
note for the use of standard sheets included in the plans must also be incorporated on the Index of Sheets as
follows:
*
The Standard Sheets specifically identified above have been selected by me or under my
supervision as being applicable to the project.

_______________________________, P.E. _____________________________ Date

9-4.1.C Project Layout

The project layout should depict the proposed and existing project features. A suitable scale should be
utilized to clearly show project features, such as the beginning and the end of the project, street names,
baseline stations, horizontal alignment data, existing and proposed ROW, advance project warning signs, or
any other pertinent information not shown elsewhere in the plan set. The project layout should not be
smaller than 1 inch = 400 ft. scale. The station and coordinates of the beginning and ending project points
should be labeled.

9-4.1.D Typical Sections

Roadway typical sections provide a general illustration, by cross sectional view of the nature of construction
in every segment of the project. The objective is to present all the elements and dimensions of the roadway
for every change of existing features or proposed roadway in as simple a way as possible. These sections
should be specific enough to describe the elements of the proposed work, their location, and the material to
be utilized.

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All plans should show typical sections for the project, including bridge plans. On projects requiring more
than one typical section, the limiting stations for each section should be shown and may require additional
plan sheets for clarification.
The existing typical section shows the approximate widths, depths, and station limits of the existing roadway
included in the project. Proposed sections illustrate the depths, dimensions, and station limits for every type
of material in the proposed pavement structure. Features, such as ramps, detours, crossroads, barrier, and
metal beam guard fence (MBGF), must also be included. Other applicable items with limits that may be
shown on the typical sections are retaining walls, curb and gutter, and topsoil and seeding.
Identify all functional elements of the typical section to a relative scale. Show widths in feet, thickness or
depth in inches, pavement cross slopes in percent to two decimal places, and side slopes in horizontal to
vertical ratios. Show the thickness of each element in the pavement structure in inches. Use notes or tables
on the typical section sheet to cover where different pavement structure layers are necessary due to different
soil conditions.
For phased construction projects, identify the ultimate typical section. Clearly distinguish the work to be
performed under the contract and future construction work. Typical sections reflecting construction phasing
should be shown on the sequence of construction/traffic control plans.
Include tables or notes to illustrate curve widening, relationship of slope ratios to cut and fill heights, slope
rounding, and other special treatments.
The grade line shown on the plan and profile sheet, which represents the vertical location of the roadway,
is known as the profile grade line (PGL). The PGL and other necessary control points, such as the project
baseline and centerline, the roadway centerline, pavement cross slope, and superelevation pivot point,
should be clearly identified on the typical section.
Every typical section should contain a set of section limits for which it corresponds to along the roadway.
These limits are shown through station ranges. The entire project should be checked to make sure that a
typical section has been shown for every segment of the roadway.
Use supplemental typical sections to show variations in special ditches, clearing widths, and rock cuts. Also,
use supplemental typical sections to detail curbs, median treatments, slope protection, and channel changes.
Place these supplemental typical sections on separate sheets, if necessary, listing the stations where the
typical sections apply. Place a note on the plan and profile sheet describing the site-specific work and
referencing the appropriate typical section.

9-4.1.E General Notes

The County maintains a master set of general notes from which the Project Engineer can select applicable
notes that relate to the project-specific issues. The Engineer may add item specific notes, that are not
included in the master set, as required.
All general notes wordings need to be clear, concise, and have only one meaning for uniform interpretations.
The Project Engineer’s seal, signature, and date are not required.

9-4.1.F Survey Data

Survey data sheet(s) will be required on all projects where an actual field survey has been performed. The
survey data includes reference to and description of the horizontal and vertical control used on the project.

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Reference to the horizontal coordinate system and the vertical datum used should be stated. The following
statement along with the combined scale factor should be added:
All distances and coordinates shown are grid/surface values and may be converted to surface/grid
by multiplying with/dividing by a combined scale factor of .
Coordinates, elevation, and descriptions of all project control points should be included. Description and
elevation of all bench marks used to establish project elevations should also be added to the survey data
sheet.
On small projects, the survey data may be included on the project layout sheet. On large projects, it may be
beneficial to show the construction alignment or survey alignment in relation to the control points and bench
marks on separate sheets. The project registered professional land surveyor (RPLS) seal, signature, and date
are required.

9-4.1.G Alignment Data Sheets

Alignment data sheets should include the horizontal alignment data for the project. Alternatively, this
information may be included on the project layout. An imported coordinate geometry (COGO) output file
is recommended.

9-4.1.H Summary Sheets

These sheets tabulate, combine, and summarize quantities of the various construction items. This summary
informs prospective bidders of where to locate work within the plan sheets, the difference between plan
quantities and bid schedule quantities, if any, and expands on contract bid schedule information. It also
serves as a helpful checklist to the designer to ensure that all elements of the design receive consideration.
The designer shall use a tabulation format that presents the work items in a clear and concise manner that
can be easily checked and verified.
Summary of quantity sheets may also show item numbers, descriptive codes, special provision numbers,
item descriptions, units of measurement, and bid alternates. In the preparation of the summary sheets, bid
items shall be described exactly as shown in the corresponding agency standard item description.
Only quantities for supplementary items that are obtainable and accurate should be shown, and when shown,
labeled, “For Contractor’s Information Only.” No quantities that are subject to change due to sequence of
construction operations should be shown.
Summary sheets will be prepared using a Project Quantity Spreadsheet (e.g. Excel) to tabulate the various
pay items. All of the pay items are to be listed in numerical order and identified by appropriate descriptions.
Show any pertinent information by use of remarks or footnotes at the bottom of the summary plan sheet.
The engineer’s seal, signature, and date are not required on summary sheets.
All quantities should be tabulated, quantified, and shown as a sheet total on the project summary sheet with
a total figure summing all sheets. It is the intent of this requirement that a Project Quantity Spreadsheet be
produced that includes all sheet quantities and tabulations of these individual quantities to produce the
summary sheets. The Project Engineer is requested to submit this spreadsheet, per the Williamson County
Checklists, for assistance in the review process at the 90% and 100% submittals.

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9-4.1.I Traffic Control

A traffic control plan (TCP) is a special drawing that graphically portrays all traffic control measures
required to assure safe passage of traffic and pedestrians through and/or around a specific project
construction zone. It also ensures the safety of the construction personnel, provides protection to the
construction equipment, and minimizes the accident level within the project limits.
TCPs may range from simple line diagrams for low-volume rural roads to complex plan sheets detailing
every stage of the project work on high-volume urban roadways. Refer to Chapter 2 for guidance on TCP
content and layout.
If different construction stages or intricate traffic movements are needed, then suggested sequence of work
sheets should be provided. In addition, in order to clarify the work zone widths and traffic handling methods,
typical cross sections should be provided for each construction phase. Barricade and construction standard
sheets may also be included within the plan sets.
A narrative summarizing the general traffic operations and general construction operations for all phases
should be provided. The steps within each phase should also be included for the suggested sequence of
construction. All applicable traffic control and work sequence general notes should be added.

9-4.1.J Traffic Control Standards &

Details
Special traffic control details may include drawings detailing construction phasing, traffic control device
applications, temporary shoring, or slope treatments.

9-4.1.K Roadway Plans

Roadway plans are also known as the plan and profile (P&P) sheets. The objective of P&P sheets is to show
the existing topographic features, the horizontal and vertical alignment of the proposed roadway, and the
location and limits of the proposed work. The plan and profile are typically shown on the same sheet, unless
impractical, in which case they may be presented on separate sheets. If the profile is modified, provide P&P
sheets for connecting roadways.
P&P sheets should be prepared at a scale that is adequate to show the necessary details as governed by the
topography and the complexity of the work. A scale of 1 inch = 100 ft. is typically used for roadway plans.
Depending on the plan size and amount of information required for the project, varying graphic scales may
be utilized. Profiles usually have the same horizontal scale as the plan, but the vertical scale should be 5 to
10 times the horizontal scale. Where elevation differences are large, a vertical scale of 2 times the horizontal
may be more appropriate.
Attempt to place 1,200 ft. (1 inch = 100 ft.) on a sheet and always break sheets at even 100 ft. stations.
Increasing stationing should run from left to right.
In order to improve the clarity of P&P sheets, some of the required information, such as the intersection and
driveway details that show pavement contours, sidewalks, shared-use paths, pedestrian ramps, pavement
structure, and grades, may be placed on additional sheets.

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9-4.1.L Roadway Standards & Details

Special roadway details may include drawings detailing grade crossings, turnouts, disposal and borrow site
grading treatments, material source locations, removal plans, intersection details, and driveway details.

9-4.1.M Drainage Plans

Drainage plans generally consist of four elements: (1) drainage area map and hydrologic data, (2) hydraulic
computations, (3) culvert or drainage structure layouts, and (4) drainage plan and profile sheets. For some
projects, detention or water quality pond sheets may also be needed. Following is a brief content and format
discussion for each of these elements. For major stream-crossing bridge structures, the hydrologic and
hydraulic (H&H) computations are summarized in a drainage report, also referred to as the H&H Report.
Refer to Section 6-1.4 for a sample outline of the report.
Drainage Area Map and Hydrologic Data:
The size and location of watersheds within the project area are documented on this sheet and used to develop
the design flow, which in turn will determine the size of the proposed drainage structures and appurtenances.
The contents of an area map include major tributaries or streams being crossed, major roadways and streets,
drainage area limits, design storm frequency, hydraulic software utilized, and runoff computation method
used. Each drainage area needs to be labeled for runoff table cross-referencing and the location of structures
and/or stream crossings. Hydrologic data should be included in tabular format. For major stream crossings,
it may be necessary to include a separate drainage area map. This sheet should include the location and
limits of the watershed, a typical stream cross section, a bridge summary table showing peak discharges and
water surface elevations, a cross section summary table, gage station analysis and summary (if applicable),
design storm frequency, hydraulic software utilized, and runoff computation method used.
Hydraulic Computations:
This sheet is used to verify the structure design and to present calculations. Culvert hydraulic calculations
consist of a runoff table and a culvert computation table. Additional tables should be shown for storm sewer
runs, inlet computations, and ditch capacity/velocity calculations. In general, runoff computations should
indicate the method used (Rational or United States Geological Survey (USGS), the intensity values, runoff
coefficients, and the design storm. Projects containing ditches should include a listing by station of ditch
flow (cfs), Manning’s “n” value, side slopes (horiz/vert), ditch slope (ft/ft), depth (ft), capacity (cfs), velocity
(ft/sec) and distance to edge of pavement (ft) for all proposed ditches. Including the computer-generated
analysis results in the plans is preferred for culvert sizing, storm sewer runs, and inlet computations.
Culvert or Drainage Structure Layouts:
Each proposed crossing culvert, including bridge-class culverts, should have a cross section/profile showing
the work to be done and the description of the culvert. Bridge-class culverts, which are culverts with a width
of 20 ft. or more along centerline of the roadway, must include a National Bridge Inventory (NBI) number.
This sheet is also referred to as the culvert layout.
Culvert layout sheets are generally prepared at a scale big enough to fit the structure graphics and all the
associated labels. The vertical to horizontal scale ratios is generally 2:1. The horizontal scale for drainage
structure cross sections is typically 1 inch = 10 ft. Smaller scales may be used to fit long culverts on a single
sheet.

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Drainage Plan and Profile Sheets:

The drainage plan and profile (P&P) sheets are required mainly on roadways with storm sewers. On projects
with open roadside ditches, drainage P&P are not required, but ditch profiles should be included on roadway
P&P sheets. The drainage P&P sheets are typically prepared at the same horizontal and vertical scales of
the roadway plans. The plan view should show the location of inlets, storm sewers, culverts, and ditches,
while the profile view should show the storm sewer run information, such as length, size, and type. Existing
ground, proposed grade lines, design year, 100-year hydraulic grade line (HGL), existing utilities, and trench
excavation protection should also be shown on the profile view.
Detention and Water Quality Pond Sheets:
Detention Ponds/Water Quality Ponds may be required to reduce downstream flooding and to remove
pollutants from storm-water. These ponds may be combined or constructed as separate ponds. A Drainage
Report including design calculations and hydraulic modeling is required when these ponds are included in
a project. Pond sheets should include:
 Pond Layout
 Details/specifications/quantities for all structures and materials
 Pond cross section through control structure and other locations as required
 Design and maximum water surface elevations in plan and cross section views
 Geotechnical recommendations

9-4.1.N Drainage Standards & Details

Special drainage details may include drawings detailing inlet modifications, pipe bedding, reinforced
concrete pipe connections, flume, or channel details.

9-4.1.O Utility Plans

Include existing utilities on roadway P&P sheets, unless proposed utilities are needed, then separate utility
plan sheets should be considered. In general, utility owners are responsible for utility
adjustments/relocations within existing ROW. Thus, utility plans are not required. Refer to Chapter 8 for
additional information on the process and preparation of the utility adjustment/relocation plans. Utility P&P
sheets should be prepared at the same scale as the roadway P&P sheets.

9-4.1.P Utility Standards & Details

Special utility details may include drawings detailing water and wastewater pipe connections, thrust blocks,
and joints.

9-4.1.Q Structural Plans

Structural plans are required on all projects with proposed structures. Proposed structures include either
retaining walls or bridges. Bridges may include structures that comprise the mainlane roadway, direct
connectors, or elevated ramps.

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Retaining Walls:
Structural plans for retaining walls include wall layouts, typical sections, geometry data, and details.
Retaining wall layouts should include plan and profile views prepared typically at 1 inch = 20 ft. utilizing a
vertical scale factor of 2:1. These views should always have increasing roadway stationing from left to right
across the plan sheet. The profile view should label either front face of wall or back face of wall as
appropriate. All applicable items mentioned below for the bridge layouts should be considered in the
preparation of the retaining wall layout sheets. In addition, wall layouts should include top of wall and
proposed ground lines and elevations.
Typical sections for retaining walls should include information such as pavement and graded slopes and
widths, barrier or rail type and location, and proposed roadway reference. Geometry data sheets for retaining
walls should include sufficient information to enable the contractor to construct the walls. For mechanically
stabilized earth (MSE) type walls, this information should include tieback identification, location, wall
height, panel width and length, and panel area.
Details for retaining walls may include structural, drainage, or miscellaneous drawings detailing the design
and construction of these elements. Structural details for retaining walls should be prepared at a scale of
3/8 inch = 1 ft. More appropriate scales may be used to better detail the wall elements.
Bridges:
Structural plans for bridges consist of bridge layouts, typical sections, foundation data and bridge seat
elevations, and structural details. Each bridge should have a bridge layout sheet that includes a plan view
and a profile view (elevation). Bridge layouts should be prepared at 1 inch = 20 ft. scale with 2:1 vertical
scale factor.
Bridge typical sections should include an overall roadway width, shoulder width, curbs, concrete medians,
sidewalks, cross slopes, and railings. The section should also include reference to its location and should
highlight the main elements of the structure, such as the beams, deck, railing, and barrier.
Structural details pertain to drawings detailing the design and construction of abutments, bents, slabs,
footings, framing plans, and wing walls. Structural details should be prepared at 3/8 inch = 1 ft. scale. In
some cases, a scale of ½ inch = 1 ft. or ¾ inch = 1 ft. may be used to better show the structural elements of
the details.

9-4.1.R Structural Standards & Details

Special structural details may include drawings detailing prestressed concrete panels, permanent metal deck
forms, optional drilled shaft reinforcing, and concrete riprap for embankment slopes under bridge ends.

9-4.1.S Traffic Signals and Illumination

This section includes proposed project elements in the following three main areas: (1) traffic signals, (2)
electrical and illumination work, and (3) traffic management systems (TMS). The following is a brief
discussion and a list of the plans that should be included for each of these areas.
A traffic signal plan should be prepared for each intersection or approach that includes the following
proposed traffic signal elements:

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Design Criteria Manual Williamson County, Texas

 signal layout sheet (e.g. signal pole and mast arm locations, conduit runs, loop detectors, traffic
lanes, signal head arrangements, etc.)
 signal elevation sheet (e.g. elevation views from all directions showing signal head arrangement,
signal pole types)
 signal wiring and signal phasing sheet
 summary sheet

Similar drawings will be required for temporary traffic signals required during the various construction
phases. Signal layouts should be prepared utilizing 1 inch = 40 ft. scale.
Electrical and illumination layout sheets should include:
 layouts of lighting pole and luminaire
 lighting details
 electrical service
 conduit run locations

These plans should be prepared at the same scale as the roadway plans. On small projects, the proposed
electrical and illumination elements can be shown on the pavement markings and signing plans. A summary
table with sheet totals should be included on each sheet.
TMS plans, if needed, denote surveillance and control system items, such as traffic cameras, changeable
message signs, vehicle detection, conduit runs, and any other intelligent transportation system. These plans
should also be prepared at the same scale as the roadway plans.

9-4.1.T Traffic Signal and Illumination

Standards & Details
Special traffic signal details may include drawings detailing signal pole foundation, signal support structures
(single mast arm assembly), and electrical details-conduit.

9-4.1.U Pavement Markings and Signing

Plans
The pavement markings and signing plans depict the location, type, color, dimensions, and standard number
of all proposed markings and signs. These plans should include both pavement marking and signing
elements on the same plan and should be prepared at the same scale as the roadway plans. A summary table
with sheet totals should be included on each sheet. On small projects, it may be feasible to include two plan
views on the same sheet, yet showing and labeling all proposed elements. On large and complex projects,
the pavement markings and signs may have to be placed on separate plans for clarity and simplicity.
In addition to the pavement marking and sign plans, this section should also include overhead sign and
elevation details, bridge sign details, large and small sign details, and miscellaneous sign details. These
details should show the location, size, and dimension of the panel, support, mounts, and accessories of all
proposed sign structures as necessary. These details should be developed at a scale sufficient to clearly
show the proposed elements and labels.

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Design Criteria Manual Williamson County, Texas

9-4.1.V Pavement Marking and Signing

Standards & Details
Special pavement marking and signing details may include drawings detailing delineators, object markers,
pavement markings, pavement markers, sign mounting, and signs.

9-4.1.W Erosion Control

The plan sheets for the erosion control plan, including the Storm Water Pollution Prevention Plan (SW3P),
are drawings that detail the measures required to protect resources and to comply with environmental permit
stipulations. These drawings should be prepared in accordance with local and state requirements in
compliance with the stipulations in the Texas Pollutant Discharge Elimination System (TPDES) permit.
Refer to Chapter 4 for additional information regarding the County’s environmental policy and process.
These sheets address temporary erosion control measures during project construction. An SW3P sheet and
erosion control plans are required for any project with soil disturbance. As a minimum, the first sheet of
the erosion control plan is the SW3P, which is the narrative portion, and any additional sheets would show
the locations and types of any erosion control features needed. Erosion control plans should be prepared at
the same scale as the roadway plans. The SW3P should comply with the approved Water Pollution
Abatement Plan (WPAP) or Contributing Zone Plan (CZP), if applicable.
While not a required plan sheet, a WPAP is required for any construction related activity conducted in the
Edwards Aquifer Recharge Zone. A WPAP is a detailed plan that outlines best management practices
(BMPs) that will be implemented to protect water quality when a regulated activity is conducted in the
Edwards Aquifer Recharge Zone. The WPAP must be submitted and approved by Texas Commission on
Environmental Quality (TCEQ) prior to construction for any project located over the Edwards Aquifer
Recharge Zone.

9-4.1.X Erosion Control Standards &

Details
Special erosion control details may include drawings detailing sediment control fence, rock filter dams, and
tree protection. Additional special details may be necessary to detail grading, wetland restoration, and
vegetation replacement for projects with wetland impacts or/and mitigation.
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 shown at
the end of the Erosion Control Standards and Details section.

9-4.1.Y Cross Sections

Cross sections shall be signed and sealed and included in the plan set for all projects, except TxDOT projects,
which shall follow TxDOT requirements. Sufficient information should be shown on each of the sections
to accurately determine the extent of the proposed work. A scale of 1 inch = 20 ft. is typically used for cross
sections. The horizontal to vertical scale is typically 2:1 resulting in a vertical scale of 1 inch = 10 ft. If
this scale is unsuitable, use more appropriate scale to show the extent of the proposed work.
Cross sections should be cut at 50 ft. intervals and at all cross streets. Earthwork quantities on all projects
shall be based on cross sections spaced at 50 ft. maximum.

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Design Criteria Manual Williamson County, Texas

Cross sections should also show the existing and proposed grade lines depicting the slopes, widths, and
depths of proposed material. Offsets and elevations of all critical segment points should also be shown.
ROW and easement lines should be clearly marked.

9-4.1.Z Other
Additional plan sheets may be required to address issues, such as material source rehabilitation, disposal or
borrow area restoration, intersection details, special landscaping plantings, and other enhancements. If there
is a substantial amount of demolition work to be done, separate plan sheets (removal layouts) showing the
proposed demolition work should be utilized.

9-4.2 Sealing Plans

All original final plan drawings including cross sections, except for summary, general notes, and standard
sheets, are to be signed, sealed, and dated by a registered Professional Engineer (P.E.) or RPLS as
appropriate under current Texas law.
Either an original signature or an electronic signature will be accepted as detailed in Statutes’ Regulation of
Engineering, Architecture, Land Surveying, and Related Practices (6 Tex. OCC).
All interim submittals should include a preliminary stamp with the registered professional name and license
number along with the submittal date. This stamp should state the preliminary nature of the plans and that
they should not be used for bidding or construction.
Any changes made to the plans prior to letting will have to be coordinated between the County, the GEC,
and Project Engineer, approved by the Project Engineer, and plans shall be signed, sealed, and dated as
stated above. The Project Engineer shall be aware of any necessary changes made to the plans after letting;
however, the Project Engineer will not be liable for any changes made to the plans without his/her
consultation.

9-4.3 Copyright Data

As mentioned before, the County copyright statement shall be added to the Title Sheet:
© 20xx by Williamson County, Texas. All rights reserved.
On all other sheets, except for the standard plan and standard detail sheets, an abbreviated form of the
copyright statement can be used:
© 20xx Williamson County.

9-4.4 PS&E Package

A PS&E package should be submitted for each project at various submittal levels. The PS&E package is to
be prepared by the Project Engineer and should include the following (refer to corresponding checklists):
 Plans – Refer to Section 9-4.1 for more information. Plans, including cross sections, shall be signed
and sealed for the Final 100% PS&E submittal.

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Design Criteria Manual Williamson County, Texas

 Technical Specifications – The Project Engineer is responsible for the preparation of all special
contract requirements, including special specifications and modifications to standard specifications
relating to an individual project. The special contract requirements shall conform to the format set
forth in the County’s Project Construction Manual (PCM).

 Project Engineer's Cost Estimate – The Cost Estimate should be prepared for construction
quantities covering all items of the proposed work. The Cost Estimate should include, according
to bid item order, a separate line for each item, a subtotal line at the end of each page, and a total
block at the end of the last page. The total block should include a summary of each of the section
subtotals and a grand total. The item line should include the item code, item description, unit,
quantity, estimated unit cost, and total item amount. Cost Estimates should include appropriate
non-bid items, including force account items. The Project Engineer is not required to estimate
costs for preliminary engineering, construction engineering, utility relocation, or ROW acquisition.
A statement should be included that defines the prices as current or contains inflation percentages
for future date consideration. The Cost Estimate shall be signed and sealed for the Final 100%
PS&E submittal.

 Construction Time Determination – The Construction Time Determination is required on all

projects. The process involves using a quantifiable estimating system for predicting contract time.
It should include a bar chart scheduling system based on standard work items and production rates
for the work items specific to each project. Both manual and computer versions are acceptable
provided that calculations can be reviewed for concurrence on resulting contract duration. The
Construction Time Determination shall be signed and sealed for the Final 100% PS&E submittal.

 Geotechnical Engineering Report – Use acceptable standard practices in performing and

documenting the geotechnical engineering work for all County roadway projects. These practices
include field surveys, field operations, soil and rock classifications, wall and structure design, soil
stability, and undercutting recommendations (refer to Chapter 5 and TxDOT’s Geotechnical
Manual for more detailed information regarding geotechnical engineering).

9-4.5 Bid Documents

In addition to the PS&E package, the Project Engineer will be responsible for the preparation of the
following bid documents, which will be implemented into the PCM:
 PCM Cover Page (signed and sealed)
 Addenda (refer to Section 9-5.1.1)
 Bid Form
 Technical Specifications (refer to Section 9-4.5)

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Design Criteria Manual Williamson County, Texas

 Plan Drawings (refer to Section 9-4.1)

 Geotechnical Report (refer to Section 9-4.5)

The Project Engineer shall furnish one (1) hardcopy of the original signed and sealed Title Sheet and PCM
cover page of the final bid documents to the GEC along with PDF and required native file formats.

9-5 Project Authorization and Administration

The purpose of this section is to outline the basic steps that must be taken in preparation for advertising, bid
opening, and awarding of County Road Bond projects.

9-5.1 Process
After the PS&E assembly is complete and approved, and Commissioner’s Court gives approval to advertise
the project, the following steps must be taken.
9-5.1.1 Advertisement
The Project Engineer will provide one (1) set of bid documents (PCM and plan drawings) to the GEC (see
Section 9-4.6). The GEC will notify the Project Engineer of the scheduled pre-bid meeting and bid opening
date. The Project Engineer must attend the pre-bid meeting. The Project Engineer should bring one (1) set
of bid documents and be prepared to respond to contractor questions. The Project Engineer will prepare
addenda as needed.
9-5.1.2 Bidding
The Project Engineer is not required to attend the bid opening. The GEC will provide an electronic copy of
each bid submitted.
9-5.1.3 Award
The Project Engineer will review the bids and check for obvious imbalances. The Project Engineer will
also prepare and submit the bid tabulation and written recommendation regarding award of the contract.
9-5.1.4 Post-Award/Pre-Construction
The Project Engineer will attend the pre-construction meeting with the contractor and should be prepared to
answer any questions the contractor may have regarding the bid documents.
9-5.1.5 Construction
The Project Engineer will review and approve submittals and shop drawings on request. Submittal and shop
drawings must be reviewed and responded to within ten working days, unless otherwise directed. The
Project Engineer will respond to Requests for Information (RFI) submitted by the contractor in a timely
manner and prepare requested plan revisions, and Request for Information (RFI).
For projects requiring a WPAP or CZP, Project Engineer will be required to inspect permanent BMPs for
compliance and provide a certification letter as required by TCEQ.

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APPENDIX A - DESIGN SUMMARY FORM

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Design Criteria Manual Williamson County, Texas

DESIGN SUMMARY FORM

(To be completed by the design engineer for main and connecting roadways on all projects)

Project:

Roadway: Terrain:
Functional Class: Existing ADT:
Proposed Work: Design ADT:

DESIGN REFERENCE & EXCEPTIONS &

DESIGN ELEMENT
CRITERIA SOURCE REMARKS
Geometric Design
Design Speed

Max. Horizontal Curvature / Min. Radius

Max. Superelevation Rate

Stopping Sight Distance

Max. Grade

Min. Grade

K Value - Crest

K Value - Sag

Travel Lane Width

Parking Lane Width

Bicycle Lane Width

Shoulder Width - Travel Lane Outside

Shoulder Width - Travel Lane Inside

Shoulder Width - Auxiliary Lane Right

Shoulder Width - Auxiliary Lane Left

Median Width (Raised, Flush, Depressed)

Cross Slope - Travel Lanes

Cross Slope - Outside Shoulder

Cross Slope - Inside Shoulder

Horizontal Clearance - Clear Zone

Ditch Front Slope - Usual/Max.

Ditch Back Slope - Usual/Max.

Fill Slope

Curb Offset

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DESIGN SUMMARY FORM

(To be completed by the design engineer for main and connecting roadways on all projects)

Project:

Roadway: Terrain:
Functional Class: Existing ADT:
Proposed Work: Design ADT:

DESIGN REFERENCE & EXCEPTIONS &

DESIGN ELEMENT
CRITERIA SOURCE REMARKS
Geometric Design (continued…)
Border Width

Sidewalk Width

Sidewalk Cross Slope

ROW Elements

Usual ROW Width

Temporary Construction Easements (Yes/No)

Permanent Drainage Easements (Yes/No)

Permanent Slope Easements (Yes/No)

Permanent Utility Easements (Yes/No)

Utility Conflicts (Yes/No)

Structures

Crossing Type

Bridge Length

Bridge Width - Clear Roadway w/Shoulders

Overpass / Underpass

Vertical Clearance - Roadway/Railroad/Stream

Foundation Type

Super-structure Type

Sub-structure Type

Railing Type

Bridge Widening

Approach Treatment

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Design Criteria Manual Williamson County, Texas

DESIGN SUMMARY FORM

(To be completed by the design engineer for main and connecting roadways on all projects)

Project:

Roadway: Terrain:
Functional Class: Existing ADT:
Proposed Work: Design ADT:

DESIGN REFERENCE & EXCEPTIONS &

DESIGN ELEMENT
CRITERIA SOURCE REMARKS
Drainage
Design Frequency - Major River Crossings

Design Frequency - Small Bridges

Design Frequency - Culverts

Design Frequency - Storm Sewer

Design Frequency - Storm Sewer Inlets

Design Frequency - Depressed Roadway Inlets

Design Clearance/Freeboard

Pump Stations (Yes/No)

Misc.
Access Control (Yes/No)

Proposed Pavement Type (Concrete/Asphalt)

Detour or Road Closure (Yes/No)

Signing & Pavement Markings (Yes/No)

Overhead Signs (Yes/No)

Signalization (Yes/No)

Proximity to Railroad Crossing (Yes/No)

Safety Lighting (Yes/No)

High Mast Illumination (Yes/No)

Continuous Lighting (Yes/No)

Intelligent Transportation System (Yes/No)

Proximity to Railroad Crossing (Yes/No)

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APPENDIX B - DESIGN WAIVER FORM

Appendix B B-i March 2018

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Design Criteria Manual Williamson County, Texas

WILLIAMSON COUNTY ROAD BOND PROGRAM DESIGN WAIVER

A design waiver is required when the controlling criteria specified for the functional classification of the
design project is not met. The determination of whether a design waiver exists and final approval of such
departure from controlling criteria rests with the County Engineer or his/her authorized representative(s).
Exceptions to this are projects located on a TxDOT facility or projects subject to other jurisdiction control.
TxDOT projects are subject to TxDOT requirements for Design Exceptions, Design Waivers, and Design
Variances and should be submitted to TxDOT as detailed in TxDOT’s Roadway Design Manual. Projects
subject to other jurisdictional control should be coordinated with the controlling entity for required
documentation.
The following list contains examples of the controlling criteria that will require a design waiver on all
classifications for county roadways:
 design speed
 lane width
 shoulder width
 bridge width
 structural capacity
 horizontal alignment
 vertical alignment
 grades
 stopping sight distance
 cross slope
 superelevation
 vertical clearance
 lateral offset to obstructions

Design Waiver Form B-1 March 2018

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Design Criteria Manual Williamson County, Texas

WILLIAMSON COUNTY ROAD BOND PROGRAM

DESIGN WAIVER FORM
Roadway: Functional Classification:
Limits: Work Type:
Design Speed: ☐ Urban: mph ☐ Rural: mph
SUBMITTED BY:
Name:
Design Firm:

Signature: Date:
WAIVERS IDENTIFIED:
List each design element exception per line and include station limits of each occurrence.
Approved:
Yes No

☐ ☐ 1.
☐ ☐ 2.
☐ ☐ 3.
☐ ☐ 4.
☐ ☐ 5.
EXPLANATION FOR DESIGN WAIVER REQUEST:

GEC USE ONLY

REVIEWER COMMENTS:

WAIVER RECOMMENDED FOR

AUTHORIZED REPRESENTATIVE:
APPROVAL (REVIEWER):
Name: Name:

Signature: Signature:

Date: Date:

Design Waiver Form B-2 March 2018

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Design Criteria Manual Williamson County, Texas

APPENDIX C - RIGHT-OF-ENTRY REQUEST AND AUTHORIZATION FORM

Appendix C C-i March 2018

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Design Criteria Manual Williamson County, Texas

REQUEST FOR RIGHT-OF-ENTRY

INSERT (MAILING) DATE

INSERT PROPERTY OWNER’S NAME

INSERT OWNER’S MAILING ADDRESS LINE 1 Property ID: INSERT WILLIAMSON COUNTY
INSERT OWNER’S MAILING ADDRESS LINE 2 PROPERTY R-NUMBER(S)

RE: INSERT PROJECT NAME

Williamson County (County) is performing tasks associated with INSERT PROJECT NAME AND
DESCRIPTION. Based on the proposed project limits, your property is located adjacent to or within the
project improvement area and additional data will be needed for planning purposes.

INSERT COMPANY NAME, on behalf of the County and its contractors, is requesting your permission to
allow the County and its contractors limited access to your property as part of the improvement project to
collect the necessary survey data. The work may include, but is not necessarily limited to: surveying,
geotechnical, environmental surveying, archaeological or historical studies, appraisal, or other related tasks.
In connection with these tasks, it may be necessary to perform shovel testing, minor brush cutting, or tree
trimming. The County and its contractors will make every effort possible to keep any disturbance to your
property’s current state to a minimum. Any holes dug as a result of shovel testing will be refilled and
restored to the property’s prior condition.

As the property owner, your approval for property access is greatly appreciated. If there are any unique or
hazardous conditions associated with your property, or if you have special instructions regarding property
access, such as locked gates, please note that information on the attached form. Every effort will be made
by the County to meet your special requirements.

If you are not the current property owner or this property has recently been sold to another party, please
provide the name and address of the new owner. If there are any lessees or tenants on the property who
should be contacted, please note that information on the attached form.

Please return the completed form in the enclosed self-addressed, stamped envelope within seven (7) days
of receiving this letter. If you have access to a computer, we would appreciate you emailing us a copy of
your signed authorization before you mail the original. My email address is: INSERT EMAIL ADDRESS.

If you have any questions about this request for property access, please feel free to contact me directly at
INSERT DIRECT PHONE NUMBER. Thank you for your assistance with the improvement project
planned for your area.

Sincerely,

INSERT FULL NAME (SIGN ABOVE)

INSERT JOB TITLE
INSERT COMPANY NAME

Right-of-Entry Form C-1 March 2018

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Design Criteria Manual Williamson County, Texas

RIGHT-OF-ENTRY AUTHORIZATION
Williamson County and Its Contractors
c/o INSERT COMPANY NAME
INSERT COMPANY ADDRESS LINE 1
INSERT COMPANY ADDRESS LINE 2

Contact: INSERT FULL NAME

INSERT PHONE NUMBER or INSERT EMAIL ADDRESS

Property Owner: INSERT PROPERTY OWNER’S NAME

Property Address: INSERT PROPERTY ADDRESS LINE 1
INSERT PROPERTY ADDRESS LINE 2

Re: INSERT PROJECT NAME AND LIMITS

Property ID: INSERT COUNTY PROPERTY R-NUMBER(S)

Williamson County (County) and its contractors are requesting limited access to your property adjacent to
or within the project improvement area sufficient for performing the following tasks:

Surveying, geotechnical, environmental surveying, archaeological or historical studies, appraisal,

or other related tasks necessary as part of the INSERT PROJECT NAME improvements. In
connection with these tasks, it may be necessary to perform shovel testing, minor brush cutting, or
tree trimming. The County and its contractors will make every effort possible to keep any
disturbance to your property’s current state to a minimum. Any holes dug as a result of shovel
testing will be refilled and restored to the property’s prior condition.

Permission is hereby granted for uses and purposes herein described subject to remuneration for physical
damages actually done by County representatives. Damages must be submitted in writing to the County
within 30 calendar days of the date of occurrence.

Owner’s Signature and Date Owner’s Phone Number

Owner’s Printed Name Owner’s Email Address

Check if new owner and/or address has changed

Special Instructions and/or Comments (provided by Property Owner):

(Access Instructions, Locked Gate Combinations, Lessees’ or Tenants’ Names, Addresses, and Phone Numbers)

Right-of-Entry Form C-2 March 2018

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Design Criteria Manual Williamson County, Texas

APPENDIX D - WILLIAMSON COUNTY VENDOR REIMBURSEMENT POLICY

Appendix D D-i March 2018

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Design Criteria Manual Williamson County, Texas

WILLIAMSON COUNTY
VENDOR REIMBURSEMENT POLICY
The purpose of this Williamson County Vendor Reimbursement Policy Vendor Reimbursement Policy
(“Policy”) is to provide clear guidelines to vendors on Williamson County’s expectations and requirements
regarding allowable reimbursable expenditures and required backup. The Policy will also minimize
conflicts related to invoice payments and define non-reimbursable items. This Policy is considered a
guideline and is not a contract.
This Policy may be altered, deleted or amended, at any time and without prior notice to vendors, by action
of the Williamson County Commissioners Court. Unenforceable provisions of this Policy, as imposed by
applicable law, regulations, or judicial decisions, shall be deemed to be deleted. Any revisions to this Policy
will be distributed to all current vendors doing business with the County.

1. Invoices and Affidavits

1.1. Invoices must adequately describe the goods or services provided to County and include
all required backup (i.e. reimbursable expenses, mileage log, timesheets, receipts detailing
expenses incurred etc.) that is in a form acceptable to the Williamson County Auditor.
Invoices that do not adequately describe the goods or services provided to County or
contain backup that is satisfactory to the Williamson County Auditor will be returned to
vendor for revisions and the provision above relating to invoice errors resolved in favor of
the County shall control as to the required actions of vendor and when such invoice must
be paid by the County.
1.2. In the event an invoice includes charges based upon hourly billing rates for services or any
other rates based upon the amount of time worked by an individual or individuals in
performing services, whether the charges are being billed directly to the County or whether
they are the basis of invoices from subcontractors for which the vendor seeks
reimbursement from the County, the charges shall be accompanied by an affidavit signed
by an officer or principal of the vendor certifying that the work was performed, it was
authorized by the County and that all information contained in the invoice that is being
submitted is true and correct.
1.3. Upon County’s request, vendor must submit all bills paid affidavits wherein vendor must
swear and affirm that vendor has paid each of its subcontractors, laborers, suppliers and
material in full for all labor and materials provided to vendor for or in connection with
services and work performed for County and, further, vendor must swear and affirm that
vendor is not aware of any unpaid bills, claims, demands, or causes of action by any of its
subcontractors, laborers, suppliers, or material for or in connection with the furnishing of
labor or materials, or both, for services and work performed for County.

2. Travel Reimbursement
2.1. The County will only cover costs associated with travel on vendors outside a 50 mile radius
from Williamson County, Texas.

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2.2. The County will only cover costs associated with travel as documented work for County.
If a vendor is also doing business for another client, the travel costs must be split in
proportion to the amount of work actually performed for County and the other client. The
only allowable travel expense will be for the specific days worked for Williamson County.
2.3. No advance payments will be made to vendor for travel expenditures. The travel
expenditure may only be reimbursed after the expenditure/trip has already occurred and
vendor has provided the Williamson County Auditor with all necessary and required
backup.
2.4. Vendors must submit all travel reimbursement requests on each employee in full.
Specifically, a travel reimbursement request must include all related travel reimbursement
expenses relating to a particular trip for which vendor seeks reimbursement. Partial travel
reimbursement requests will not be accepted (i.e. vendor should not submit hotel and
mileage one month then the next month submit rental car and airfare). If the travel
reimbursement appears incomplete, the invoice will be sent back to the vendor to be
submitted when all information is ready to submit in full.
2.5. Reimbursement for transportation costs will be at the most reasonable means of
transportation (i.e.: airline costs will be reimbursed for coach rate, rental car costs will only
be reimbursed if rental car travel was most reasonable means of travel as compared to travel
by air).
2.6. The County will not be responsible for, nor will the County reimburse additional charges
due to personal preference or personal convenience of individual traveling.
2.7. The County will not reimburse airfare costs if airfare costs were higher than costs of
mileage reimbursement.
2.8. Additional expenses associated with travel that is extended to save costs (i.e. Saturday night
stay) may be reimbursed if costs of airfare would be less than the cost of additional
expenses (lodging, meals, car rental, mileage) if the trip had not been extended.
Documentation satisfactory to the Williamson County Auditor will be required to justify
expenditure.
2.9. County will only reimburse travel expense to necessary personnel of the vendor (i.e. no
spouse, friends or family members).
2.10. Except as otherwise set forth herein, a vendor must provide a paid receipt for all expenses.
If a receipt cannot be obtained, a written sworn statement of the expense from the vendor
may be substituted for the receipt.
2.11. Sales tax for meals and hotel stays are the only sales taxes that will be reimbursed. Sales
tax on goods purchased will not be reimbursed. A sales tax exemption form is available
from the Williamson County Auditor’s Office upon request. The County will not pay for
any late charges on reimbursable items. It is the responsibility of the vendor to pay the
invoice first and seek reimbursement from the County.

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Design Criteria Manual Williamson County, Texas

3. Meals
3.1. Meal reimbursements are limited to a maximum of $40.00 per day on overnight travel. On
day travel (travel that does not require an overnight stay), meal reimbursements are limited
to a maximum of $20.00 per day. The travel must be outside the Williamson County, Texas
line by a 50 mile radius.
3.2. Receipts are required on meal reimbursement amounts up to the maximum per day amount
stated for overnight or day travel. If receipts are not presented, the vendor can request per
diem (per diem limits refer to 3.2). However, a vendor cannot combine per diem and meal
receipts. Only one method shall be allowed.
3.3. Meals are reimbursable only for vendors who do not have the necessary personnel located
within a 50 mile radius of Williamson County, Texas that are capable of carrying the
vendor’s obligations to County. Meals will not be reimbursed to vendors who are located
within a 50 mile radius of Williamson County, Texas.
3.4. County will not reimburse for alcoholic beverages.
3.5. Tips are reimbursable but must be reasonable to limitation of meal allowance.
3.6. No meals purchased for entertainment purposes will be allowed.
3.7. Meal reimbursement must be substantiated with a hotel receipt.

4. Lodging
4.1. Hotel accommodations require an itemized hotel folio as a receipt. The lodging receipt
should include name of the motel/hotel, number of occupant(s), goods or services for each
individual charge (room rental, food, tax, etc.) and the name of the occupant(s). Credit
card receipts or any other form of receipt are not acceptable.
4.2. Vendors will be reimbursed for a single room rate charge plus any applicable tax. If a
single room is not available, the vendor must provide documentation to prove that a single
room was not available in order to justify the expense over and above the single room rate.
A vendor may also be required to provide additional documentation if a particular room
rate appears to be excessive.
4.3. Personal telephone charges, whether local or long distance, will not be reimbursed.

5. Airfare
5.1. The County will only reimburse up to a coach price fare for air travel.
5.2. The County will exclude any additional charges due to personal preference or personal
convenience of the individual traveling (i.e. early bird check in, seat preference charges,
airline upgrades, etc. will not be an allowable reimbursement)
5.3. Air travel expenses must be supported with receipt copy of an airline ticket or an itinerary
with actual ticket price paid. If tickets are purchased through a website, vendor must
submit a copy of the webpage showing the ticket price if no paper ticket was issued.

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5.4. Cancellation and/or change flight fees may be reimbursed by the County but vendor must
provide the Williamson County Auditor with documentation in writing from a County
department head providing authorization for the change.
5.5. The County will not reimburse vendor for tickets purchased with frequent flyer miles.

6. Car Rental
6.1. Vendors that must travel may rent a car at their destination when it is less expensive than
other transportation, such as taxis, airport shuttles, or public transportation, such as buses
or subways.
6.2. Cars rented must be economy or mid-size. Luxury vehicle rentals will not be reimbursed.
Any rental costs over and above the cost of a mid-size rental will be adjusted.
6.3. Vendors will be reimbursed for rental cars if the rental car cost would have been less than
the mileage reimbursement cost (based on the distance from vendor’s point of origin to
Williamson County, Texas) had the vendor driven vendor’s car.
6.4. Vendors must return a car rental with appropriate fuel levels as required by rental
agreement to avoid the car rental company from adding fuel charges.
6.5. Rental agreement and credit card receipt must be provided to County as back up for the
request for reimbursement.
6.6. Insurance purchased when renting vehicle may also be reimbursed.
6.7. Car Rental optional extras, such as GPS, roadside assistance, and administrative fees on
Tolls, will not be reimbursed.

7. Personal Car Usage

7.1 Personal vehicle usage will be reimbursed in an amount equal to the standard mileage rate
allowed by the IRS.
7.2 Per code of Federal Regulations, Title 26, Subtitle A, Chapter 1, Subchapter B, Part IX,
Section 274(d), all expense reimbursement requests must include the following:
7.2.1.1 Date
7.2.1.2 Destination
7.2.1.3 Purpose
7.2.1.4 Name of traveler(s)
7.2.1.5 Correspondence that verifies business purpose of the expense
7.3 The mileage for a personal vehicle must document the date, location of travel to/from,
number of miles traveled and purpose of trip.
7.4 Mileage will be reimbursed on the basis of the most commonly used route.
7.5 Reimbursement for mileage shall not exceed the cost of a round trip coach airfare.

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7.6 Reimbursement for mileage shall be prohibited between place of residence and usual place
of work.
7.7 Mileage should be calculated from vendor’s employee’s regular place of work or their
residence, whichever is the shorter distance when traveling to a meeting or traveling to
Williamson County, Texas for vendors who are located outside of Williamson County,
Texas by at least a 50 mile radius.
7.8 When more than one person travels in same vehicle, only one person may claim mileage
reimbursement.
7.9 Tolls, if reasonable, are reimbursable. Receipts are required for reimbursement. If a receipt
is not obtainable, then written documentation of expense must be submitted for
reimbursement (administrative fees on Tolls will not be reimbursed).
7.10 Parking fees, if reasonable, are reimbursable for meetings and hotel stays. For vendors
who contract with a third party for visitor parking at vendor’s place of business, Williamson
County will not reimburse a vendor based on a percentage of its contracted visitor parking
fees. Rather, Williamson County will reimburse Vendor for visitor parking on an
individual basis for each time a visitor uses Vendor’s visitor parking. Receipts are required
for reimbursement. If a receipt is not obtainable, then written documentation of expense
must be submitted for reimbursement.
7.11 Operating and maintenance expenses, as well as other personal expenses, such as parking
tickets, traffic violations, and car repairs and collision damage, are not reimbursable.

8. Other Expenses
8.1 Taxi fare, bus tickets, conference registrations, parking, etc. must have a proper original
receipt.

9. Repayment of Non-Reimbursable Expense.

Vendors must, upon demand, immediately repay County for all inappropriately reimbursed expenses
whenever an audit or subsequent review of any expense reimbursement documentation finds that such
expense was reimbursed contrary to these guidelines and this Policy. Williamson County reserves the
right to retain any amounts that are due or that become due to a vendor in order to collect any
inappropriately reimbursed expenses that a vendor was paid.

10. Non-Reimbursable Expenses

In addition to the non-reimbursable items set forth above in this Policy, the following is a non-
exhaustive list of expenses that will not be reimbursed by Williamson County:
10.1 Alcoholic beverages/tobacco products
10.2 Personal phone calls
10.3 Laundry service
10.4 Valet service

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Design Criteria Manual Williamson County, Texas

10.5 Movie rentals

10.6 Damage to personal clothing
10.7 Flowers/plants
10.8 Greeting cards
10.9 Fines and/or penalties
10.10 Entertainment, personal clothing, personal sundries and services
10.11 Transportation/mileage to places of entertainment or similar personal activities
10.12 Upgrades to air, hotel and/or car rental
10.13 Auto repairs
10.14 Baby sitter fees, kennel costs, pet or house-sitting fees
10.15 Saunas, massages or exercise facilities
10.16 Credit card delinquency fees
10.17 Doctor bills, prescription and other medical services
Any other expenses which Williamson County deems, in its sole discretion, to be inappropriate or
unnecessary expenditures

Vendor Reimbursement Policy D-6 March 2018

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Design Criteria Manual Williamson County, Texas

APPENDIX E - ADJUSTMENT/RELOCATION AGREEMENT – OFF SYSTEM

Appendix E E-i March 2018

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Design Criteria Manual Williamson County, Texas

REIMBURSEMENT AGREEMENT

This Reimbursement Agreement ("Agreement") is made and entered into and effective the INSERT DATE
day of INSERT MONTH, 20 INSERT YEAR, by and between INSERT UTILITY COMPANY NAME
(hereinafter referred to as "Utility"), and Williamson County, Texas, (hereinafter referred to as "County").
WITNESSETH:
WHEREAS, Utility is the owner of certain INSERT DESCRIPTION OF UTILITY FACILITIES, (herein
called Facilities).
WHEREAS, County desires to construct proposed INSERT PROJECT DESCRIPTION, (hereinafter called
“Project”) and make improvements to Project as shown on plans submitted to Utility;
WHEREAS, to accommodate the Project, County desires Utility to perform certain facility
modification/relocation work herein referred to as the "Work" and described as follows:
 ENTER UTILITY RELOCATION SCOPE OF WORK

 County will reimburse Utility for labor and materials.

 Upon completion of Project, Contractor will provide an as-built drawing of the relocation to the
Utility and County.
WHEREAS, Utility, under the terms hereinafter stated, has evaluated the Project and is willing to perform
Work to its Facilities to accommodate the Project, provided the County reimburses Utility for 100% of its
eligible costs for labor and materials to do the Work.
NOW, THEREFORE, in consideration of the promises and mutual covenants herein contained, Utility
agrees to perform the Work and permit the Project subject to the following terms and provisions:
1. County agrees that the description of the Work listed above contains a complete representation of
the Work requested of Utility to accommodate the Project.
2. County shall, at its own expense, inspect the Work by Utility hereunder, to assure itself that the
Work is being performed in compliance with the standards of County.
3. Though this agreement is based on the proposed "Good Faith Estimate" herein referred to as the
"Estimate" listed below: (See Attachment “A” for detailed estimate)
Estimated INSERT # LF/Poles of underground/aerial INSERT defined as Work = $ INSERT #
County agrees to bear 100% of the eligible costs incurred by Utility relating to the Work. Final
eligible costs may be more or less than the Estimate, which shall not be construed as a limitation
of costs for such Work. County recognizes that Utility may use one or more contractors to perform
the Work.
4. Upon completion of said Work, Utility shall make an accounting of final costs and provide County
an invoice of the same. The final eligible cost may be greater or less than the Estimate and County
shall be liable to Utility for 100% of the eligible final cost. After receipt and approval of invoice,
County shall pay the full amount within 30 days.

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Design Criteria Manual Williamson County, Texas

5. County shall perform all operations and construction activities below or adjacent to the Facilities
in a workmanlike and safe manner and in conformance with all applicable industry and
governmental standards and conditions that may be imposed by Utility from time to time. No
construction activity by County shall be performed under, across, or adjacent to the Facilities until
the Work of Utility has been completed.
7. Notice shall be given to Utility by County, at least 48 hours in advance of commencement of any
construction activity on or adjacent to the Facilities, excepting only cases of emergency. Said
notice shall be given to Texas One-Call: 1-800-245-4545. In the event County breaches any of the
terms, covenants or provisions of this Agreement and Utility commences litigation to enforce any
provisions of this Agreement, the cost of attorneys' fees, interest and the attendant expenses will be
payable to Utility by County upon demand.
8. To the fullest extent permitted by law, the County shall indemnify, save, hold harmless, and at
Utility's option, defend Utility and its affiliated companies and their directors, officers, employees
and agents from any and all claims, demands, cost (including reasonable attorney and expert
witness fees and court costs), expenses, losses, causes of action (whether at law or in equity), fines,
civil penalties, and administrative proceedings for injury or death to persons or damage or loss to
property or other business losses, including those made or incurred by Utility or its directors,
officers, employees, or agents and including environmental damage in any way arising from or
connected with the existence, construction, operation, maintenance, removal or other operations
arising out of the Work as described in this Agreement and the construction, operation and/or use
of the Project by County, except those arising from Utility's sole negligence.
9. This Agreement supersedes every antecedent or concurrent oral and/or written declaration and/or
understanding pertaining to the Work or construction activity by and between Utility and County.
10. As soon as possible after the document is prepared, Utility and County shall sign a Utility Joint Use
Agreement and make a part hereof.
Unless an item below is stricken and initialed by the County and Utility, this agreement in its entirety
consists of the following:
1. Utility Agreement - Wilco –U-35 – 100% County – Off System
2. Plans, Specification, and Estimated Costs (Attachment “A”)
3. Utility’s Schedule of Work and Estimated Date of Completion (Attachment “B”)
4. Eligibility Ratio (Attachment “C”)
5. Betterment Calculation and Estimates (Attachment “D”)
6. Proof of Property Interest – ROW-U-1A (Attachment “E”)
7. Wilco-U-80A – Joint Use Agreement (Attachment “F”)
IN WITNESS WHEREOF, we have hereunto set our hands on the day and year below.

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Design Criteria Manual Williamson County, Texas

UTILITY WILLIAMSON COUNTY

Utility:

Name of Utility

By: By:

Authorized Signature Authorized Signature

Print or Type Name Print or Type Name

Title: Title:

Date: Date:

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Design Criteria Manual Williamson County, Texas

ATTACHMENT A

PLANS, SPECIFICATIONS, AND ESTIMATED COSTS

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Design Criteria Manual Williamson County, Texas

ATTACHMENT B

UTILITY’S SCHEDULE OF WORK AND ESTIMATED DATE OF COMPLETION

Estimated Start Date: INSERT START DATE

Estimated Completion Date: INSERT COMPLETION DATE

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Design Criteria Manual Williamson County, Texas

ATTACHMENT C

ELIGIBILITY RATIO

□ On State and local projects, Texas Transportation Code section 203.092 provides that utility
reimbursement for facility relocation is dependent upon whether the utility possesses a valid
property interest. See Attachment “H” for proof of property interest, which is established at 100%
eligible.

□ Eligibility Ratio Calculation attached

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Design Criteria Manual Williamson County, Texas

ATTACHMENT D

BETTERMENT CALCULATION AND ESTIMATES

□ Betterment does not exist in this agreement.

□ Betterment Calculation attached.

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Design Criteria Manual Williamson County, Texas

ATTACHMENT E

PROOF OF PROPERTY INTEREST

Reimbursement Agreement E-8 March 2018

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Design Criteria Manual Williamson County, Texas

ATTACHMENT F

WILCO – U-80A – JOINT USE AGREEMENT

Reimbursement Agreement E-9 March 2018

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Design Criteria Manual Williamson County, Texas

APPENDIX F - STANDARD UTILITY ADJUSTMENT/RELOCATION AGREEMENT

Appendix F F-i March 2018

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Design Criteria Manual Williamson County, Texas

STANDARD UTILITY AGREEMENT

County: Highway:

Project No.: From:

Highway Project
To:
Letting Date:

This Agreement by and between Williamson County, (“County”), and INSERT UTILITY COMPANY
NAME, (“Utility”), acting by and through its duly authorized representative, shall be effective on the date
of approval and execution by and on behalf of the County.
WHEREAS, the County has deemed it necessary to make certain roadway improvements as designated
by the County and within the limits of the roadway as indicated above;
WHEREAS, the proposed roadway improvements will necessitate the adjustment, removal, and/or
relocation of certain facilities of Utility as indicated in the following statement of work: INSERT
DESCRIPTION OF WORK; and more specifically shown in Utility’s plans, specifications and estimated
costs, which are attached hereto as Attachment “A”.
WHEREAS, the County will participate in the costs of the adjustment, removal, and/or relocation of
certain facilities to the extent as may be eligible for County participation.
WHEREAS, the County, upon receipt of evidence it deems sufficient, acknowledges Utility’s interest in
certain lands and/or facilities that entitle it to reimbursement for the adjustment, removal, and relocation of
certain of its facilities located upon the lands as indicated in the statement of work above.
NOW, THEREFORE, BE IT AGREED:
The County will pay to Utility the costs incurred in adjustment, removal, and/or relocation of Utility’s
facilities up to the amount said costs may be eligible for County participation.
The County and Utility agree that all conduct under this agreement, including but not limited to the
adjustment, removal and relocation of the facility, the development and reimbursement of costs, any
environmental requirements, and retention of records will be in accordance with 23 CFR 645, Subparts A
& B and all other applicable federal and state laws, rules and regulations. Utility agrees to supply, upon
request by the County, proof of compliance with the aforementioned laws, rules and regulations prior to
the commencement of construction.
The Utility agrees to develop relocation or adjustment costs by accumulating actual direct and related
indirect costs in accordance with a work order accounting procedure prescribed by the County, or may,
with the County’s approval, accumulate actual direct and related indirect costs in accordance with an
established accounting procedure developed by Utility. Bills for work hereunder will be submitted to the
County not later than 90 days after completion of the work.

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Design Criteria Manual Williamson County, Texas

When requested, the County will make intermediate payments at not less than monthly intervals to Utility
when properly billed and such payments will not exceed 80 percent (80%) of the eligible cost as shown in
each such billing. In addition, the County will make a payment, before audit, which will bring the total
percentage paid to the Utility up to the 90% eligible cost. Intermediate payments shall not be construed as
final payment for any items included in the intermediate payment.
Upon execution of this agreement by both parties hereto, the County will, by written notice, authorize the
Utility to perform such work diligently, and to conclude said adjustment, removal, or relocation by the
stated completion date. The completion date shall be extended for delays caused by events outside Utility’s
control, including an event of Force Majeure, which shall include a strike, war or act of war (whether an
actual declaration of war is made or not), insurrection, riot, act of public enemy, accident, fire, flood or
other act of God, sabotage, or other events, interference by the County or any other party with Utility’s
ability to proceed with the relocation, or any other event in which Utility has exercised all due care in the
prevention thereof so that the causes or other events are beyond the control and without the fault or
negligence of Utility.
The County will, upon satisfactory completion of the relocation or adjustment and upon receipt of final
billing prepared in an approved form and manner, make payment in the amount of 90 percent (90%) of the
eligible costs as shown in the final billing prior to audit and after such audit shall make an additional final
payment totaling the reimbursement amount found eligible for County reimbursement.
Unless an item below is stricken and initialed by the County and Utility, this agreement in its entirety
consists of the following:
1. Standard Utility Agreement;
2. Plans, Specifications, and Estimated Costs (Attachment “A”);
3. Utility’s Schedule of Work and Estimated Date of Completion (Attachment “B”);
4. Eligibility Ratio (Attachment “C”);
5. Betterment Calculation and Estimates (Attachment “D”);
6. Proof of Property Interest – ROW-U-1A(Wilco) (Attachment “E”;
7. Copy of Approved TxDOT Online Installation Permit (Attachment “F”; and
8. Inclusion in Highway Construction Contract (if applicable) (Attachment “I”).
All attachments are included herein as if fully set forth. In the event it is determined that a substantial
change from the statement of work contained in this agreement is required, reimbursement therefore shall
be limited to costs covered by a modification or amendment of this agreement or a written change or extra
work order approved by the County and Utility.
This agreement is subject to cancellation by the County at any time up to the date that work under this
agreement has been authorized and that such cancellation will not create any liability on the part of the
County.

Standard Utility Agreement F-2 March 2018

 Draft
Design Criteria Manual Williamson County, Texas

The State and/or County Auditor may conduct an audit or investigation of any entity receiving funds from
the County directly under this contract or indirectly through a subcontract under this contract. Acceptance
of funds directly under this contract or indirectly through a subcontract under this contract acts as
acceptance of the authority of the State Auditor, under the direction of the Legislative Audit Committee, to
conduct an audit or investigation in connection with those funds. An entity that is the subject of an audit
or investigation must provide the state auditor with access to any information the state auditor considers
relevant to the investigation or audit.
The Utility by execution of this agreement does not waive any of the rights which Utility may have within
the limits of the law.
It is expressly understood that the Utility conducts the adjustment, removal, or relocation at its own risk,
and that the County makes no warranties or representations regarding the existence or location of utilities
currently within its right of way.
The signatories to this agreement warrant that each has the authority to enter into this agreement on behalf
of the party represented.

UTILITY WILLIAMSON COUNTY

Utility:

Name of Utility

By: By:
Authorized Signature Authorized Signature

Print or Type Name Print or Type Name

Title: Title:

Date: Date:

Standard Utility Agreement F-3 March 2018

 Draft
Design Criteria Manual Williamson County, Texas

ATTACHMENT A

PLANS, SPECIFICATIONS, AND ESTIMATED COSTS

Standard Utility Agreement F-4 March 2018

 Draft
Design Criteria Manual Williamson County, Texas

ATTACHMENT B

UTILITY’S SCHEDULE OF WORK AND ESTIMATED DATE OF COMPLETION

Estimated Start Date: INSERT START DATE

Estimated Completion Date: INSERT COMPLETION DATE

Standard Utility Agreement F-5 March 2018

 Draft
Design Criteria Manual Williamson County, Texas

ATTACHMENT C

ELIGIBILITY RATIO

□ On State and local projects, Texas Transportation Code section 203.092 provides that utility
reimbursement for facility relocation is dependent upon whether the utility possesses a valid
property interest. See Attachment “H” for proof of property interest, which is established at 100%
eligible.

□ Eligibility Ratio Calculation attached

Standard Utility Agreement F-6 March 2018

 Draft
Design Criteria Manual Williamson County, Texas

ATTACHMENT D

BETTERMENT CALCULATION AND ESTIMATES

□ Betterment does not exist in this agreement.

□ Betterment Calculation attached.

Standard Utility Agreement F-7 March 2018

 Draft
Design Criteria Manual Williamson County, Texas

ATTACHMENT E

PROOF OF PROPERTY INTEREST

Standard Utility Agreement F-8 March 2018

 Draft
Design Criteria Manual Williamson County, Texas

ATTACHMENT F

COPY OF APPROVED TXDOT ONLINE INSTALLATION PERMIT

Standard Utility Agreement F-9 March 2018

 Draft
Design Criteria Manual Williamson County, Texas

ATTACHMENT I

INCLUSION IN HIGHWAY CONSTRUCTION CONTRACT (IF APPLICABLE)

In the best interest of both the County and the Utility, the Utility request the County to include the plans
and specifications for this work in the general contract for construction of Highway __________ in this
area, so that the work can be coordinated with the other construction operations; and the construction
contract is to be awarded by the County to the lowest qualified bidder who submits a proposal in conformity
with the requirements and specifications for the work to be performed.

Utility:
Name of Utility

By:
Authorized Signature

Print or Type Name

Title:

Date:

Standard Utility Agreement F-10 March 2018

 Draft
Design Criteria Manual Williamson County, Texas

APPENDIX G - STANDARD UTILITY ADJUSTMENT/RELOCATION AGREEMENT – BUY

AMERICA

Appendix G G-i March 2018

 Draft
Design Criteria Manual Williamson County, Texas

STANDARD UTILITY AGREEMENT

County: ________________ Highway: __________________

Project No.: _____________ From: ____________________________
Highway Project Letting Date: ______________ To: ______________________________

This Agreement by and between , (“County”), and , (“Utility”), acting

by and through its duly authorized representative, shall be effective on the date of approval and execution
by and on behalf of the County.
WHEREAS, the County has deemed it necessary to make certain highway improvements as designated
by the County and within the limits of the highway as indicated above;
WHEREAS, the proposed highway improvements will necessitate the adjustment, removal, and/or
relocation of certain facilities of Utility as indicated in the following statement of work: Described work;
and more specifically shown in Utility’s plans, specifications and estimated costs, which are attached hereto
as Attachment “A”.
WHEREAS, the County will participate in the costs of the adjustment, removal, and/or relocation of
certain facilities to the extent as may be eligible for County participation.
WHEREAS, the County, upon receipt of evidence it deems sufficient, acknowledges Utility’s interest in
certain lands and/or facilities that entitle it to reimbursement for the adjustment, removal, and relocation of
certain of its facilities located upon the lands as indicated in the statement of work above.
NOW, THEREFORE, BE IT AGREED:
The County will pay to Utility the costs incurred in adjustment, removal, and/or relocation of Utility’s
facilities up to the amount said costs may be eligible for County participation.
All conduct under this agreement, including but not limited to the adjustment, removal and relocation of
the facility, the development and reimbursement of costs, any environmental requirements, and retention
of records will be in accordance with all applicable federal and state laws, rules and regulations, including,
without limitation, the Federal Uniform Relocation Assistance and Real Property Acquisition Polices Act,
42 U.S.C. §§ 4601, et seq., the National Environmental Policy Act, 42 U.S.C. §§ 4231, et seq., the Buy
America provisions of 23 U.S.C. § 313 and 23 CFR 635.410, the Utility Relocations, Adjustments, and
Reimbursement provisions of 23 CFR 645 Subpart A, and with the Utility Accommodation provision of 23
CFR 645, Subpart B. Utility shall supply, upon request by the County, proof of compliance with the
aforementioned laws, rules and regulations prior to the commencement of construction.
The Utility agrees to develop relocation or adjustment costs by accumulating actual direct and related
indirect costs in accordance with a work order accounting procedure prescribed by the County, or may,
with the County’s approval, accumulate actual direct and related indirect costs in accordance with an
established accounting procedure developed by Utility. Bills for work hereunder will be submitted to the
County not later than 90 days after completion of the work.

Standard Utility Agreement (Buy America) G-1 March 2018

 Draft
Design Criteria Manual Williamson County, Texas

When requested, the County will make intermediate payments at not less than monthly intervals to Utility
when properly billed and such payments will not exceed 80 percent (80%) of the eligible cost as shown in
each such billing. In addition, the County will make a payment, before audit, which will bring the total
percentage paid to the Utility up to the 90% eligible cost. Intermediate payments shall not be construed as
final payment for any items included in the intermediate payment.
Upon execution of this agreement by both parties hereto, the County will, by written notice, authorize the
Utility to perform such work diligently, and to conclude said adjustment, removal, or relocation by the
stated completion date. The completion date shall be extended for delays caused by events outside Utility’s
control, including an event of Force Majeure, which shall include a strike, war or act of war (whether an
actual declaration of war is made or not), insurrection, riot, act of public enemy, accident, fire, flood or
other act of God, sabotage, or other events, interference by the County or any other party with Utility’s
ability to proceed with the relocation, or any other event in which Utility has exercised all due care in the
prevention thereof so that the causes or other events are beyond the control and without the fault or
negligence of Utility.
The County will, upon satisfactory completion of the relocation or adjustment and upon receipt of final
billing prepared in an approved form and manner, make payment in the amount of 90 percent (90%) of the
eligible costs as shown in the final billing prior to audit and after such audit shall make an additional final
payment totaling the reimbursement amount found eligible for County reimbursement.

Unless an item below is stricken and initialed by the County and Utility, this agreement in its entirety
consists of the following:
1. Standard Utility Agreement;
2. Plans, Specifications, and Estimated Costs (Attachment “A”);
3. Utility’s Schedule of Work and Estimated Date of Completion (Attachment “B”);
4. Eligibility Ratio (Attachment “C”);
5. Betterment Calculation and Estimates (Attachment “D”);
6. Proof of Property Interest – ROW-U-1A(Wilco) (Attachment “E”;
7. Copy of Approved TxDOT Online Installation Permit (Attachment “F”; and
8. Inclusion in Highway Construction Contract (if applicable) (Attachment “I”).
All attachments are included herein as if fully set forth. In the event it is determined that a substantial
change from the statement of work contained in this agreement is required, reimbursement therefore shall
be limited to costs covered by a modification or amendment of this agreement or a written change or extra
work order approved by the County and Utility.
This agreement is subject to cancellation by the County at any time up to the date that work under this
agreement has been authorized and that such cancellation will not create any liability on the part of the
County.

Standard Utility Agreement (Buy America) G-2 March 2018

 Draft
Design Criteria Manual Williamson County, Texas

The State and/or County Auditor may conduct an audit or investigation of any entity receiving funds from
the County directly under this contract or indirectly through a subcontract under this contract. Acceptance
of funds directly under this contract or indirectly through a subcontract under this contract acts as
acceptance of the authority of the State Auditor, under the direction of the Legislative Audit Committee, to
conduct an audit or investigation in connection with those funds. An entity that is the subject of an audit
or investigation must provide the state auditor with access to any information the state auditor considers
relevant to the investigation or audit.
The Utility by execution of this agreement does not waive any of the rights which Utility may have within
the limits of the law.
It is expressly understood that the Utility conducts the adjustment, removal, or relocation at its own risk,
and that the County makes no warranties or representations regarding the existence or location of utilities
currently within its right of way.
The signatories to this agreement warrant that each has the authority to enter into this agreement on behalf
of the party represented.

UTILITY WILLIAMSON COUNTY

Utility:
Name of Utility

By: By:
Authorized Signature Authorized Signature

Print or Type Name Print or Type Name

Title: Title:

Date: Date:

Standard Utility Agreement (Buy America) G-3 March 2018

 Draft
Design Criteria Manual Williamson County, Texas

ATTACHMENT A

PLANS, SPECIFICATIONS, AND ESTIMATED COSTS

Standard Utility Agreement (Buy America) G-4 March 2018

 Draft
Design Criteria Manual Williamson County, Texas

ATTACHMENT B

UTILITY’S SCHEDULE OF WORK AND ESTIMATED DATE OF COMPLETION

Estimated Start Date: INSERT START DATE

Estimated Completion Date: INSERT COMPLETION DATE

Standard Utility Agreement (Buy America) G-5 March 2018

 Draft
Design Criteria Manual Williamson County, Texas

ATTACHMENT C

ELIGIBILITY RATIO

□ On State and local projects, Texas Transportation Code section 203.092 provides that utility
reimbursement for facility relocation is dependent upon whether the utility possesses a valid
property interest. See Attachment “H” for proof of property interest, which is established at 100%
eligible.

□ Eligibility Ratio Calculation attached

Standard Utility Agreement (Buy America) G-6 March 2018

 Draft
Design Criteria Manual Williamson County, Texas

ATTACHMENT D

BETTERMENT CALCULATION AND ESTIMATES

□ Betterment does not exist in this agreement.

□ Betterment Calculation attached.

Standard Utility Agreement (Buy America) G-7 March 2018

 Draft
Design Criteria Manual Williamson County, Texas

ATTACHMENT E

PROOF OF PROPERTY INTEREST

Standard Utility Agreement (Buy America) G-8 March 2018

 Draft
Design Criteria Manual Williamson County, Texas

ATTACHMENT F

COPY OF APPROVED TXDOT ONLINE INSTALLATION PERMIT

Standard Utility Agreement (Buy America) G-9 March 2018

 Draft
Design Criteria Manual Williamson County, Texas

ATTACHMENT I

INCLUSION IN HIGHWAY CONSTRUCTION CONTRACT (IF APPLICABLE)

In the best interest of both the County and the Utility, the Utility request the County to include the plans
and specifications for this work in the general contract for construction of Highway __________ in this
area, so that the work can be coordinated with the other construction operations; and the construction
contract is to be awarded by the County to the lowest qualified bidder who submits a proposal in conformity
with the requirements and specifications for the work to be performed.

Utility:
Name of Utility

By:
Authorized Signature

Print or Type Name

Title:

Date:

Standard Utility Agreement (Buy America) G-10 March 2018

 Draft
Design Criteria Manual Williamson County, Texas

APPENDIX H - STANDARD UTILITY JOINT-USE AGREEMENT

Appendix H H-i March 2018

 Draft
Design Criteria Manual Williamson County, Texas

Utility Joint-Use Agreement 80A

Agreement No. ___________

THE STATE OF TEXAS} County: ________________

COUNTY OF WILLIAMSON} Road Location: __________

Limits: _________________
_________________

WHEREAS, Williamson County, hereinafter called the County, proposes to make certain roadway
improvements on that section of the above indicated roadway; and
WHEREAS, , hereinafter called the Owner, proposes to relocate certain of its facilities on,
along or across, and within or over such limits of the roadway right of way as indicated on the plans
attached, executed by Owner on the day of , 20____, or on location
sketches attached hereto except as provided below;
NOW, THEREFORE, it is hereby mutually agreed that joint use for both roadway and utility purposes
will be made of the area within the right of way limits as such area is defined and to the extent indicated on
the aforementioned plans or sketches. Where Owner by reason of ownership within the area described
above of an easement or fee title has the right to alter, modify or add to facilities presently located within
the area described or construct additional facilities therein, such right is hereby retained, provided, however,
if existing facilities are to be altered or modified or new facilities constructed within said area the Owner
agrees to notify the County prior thereto, to furnish necessary sketches showing location, type of
construction and methods to be used for protection of traffic, and if, in the sole opinion of the County, such
alteration, modification or new construction will injure the roadway or endanger the traveling public using
said roadway, the County shall have the right, after receipt of such notice, to prescribe such regulations
and rules for the work proposed by Owner as the County deems necessary for the protection of the roadway
facility and the traveling public using said roadway; provided further, however, that such regulations and
rules shall not extend to the requiring of the placement of intended overhead lines underground or the
routing of any lines outside of the area of joint usage above described.
In the event of an emergency, it being evident that immediate action is necessary for protection of the public
health and safety and to minimize property damage and loss of investment, either party hereto may at their
own responsibility and risk make necessary emergency repairs, notifying the other party hereto of this
action as soon as is practical.
Participation in actual costs incurred by the Owner for any future adjustment, removal or relocation of
utility facilities required by roadway construction shall be in accordance with this Agreement and the laws
of the State of Texas. Except as expressly provided herein, (1) the Owner's rights of access to the through-
traffic roadways and/or ramps shall be subject to the same rules and regulations as apply to the general
public, and (2) the Owner and the County, by execution of this agreement, do not waive or relinquish any
right which they may have under the law or Constitution of this State.
In the event the Owner fails to comply with the requirements as set out herein, the County may take such
action, as it deems appropriate to compel compliance.

Utility Joint-Use Agreement H-1 March 2018

 Draft
Design Criteria Manual Williamson County, Texas

IN WITNESS WHEREOF, the parties hereto have affixed their signatures.

Owner: WILLIAMSON COUNTY

Utility Name

By: By:

Authorized Signature Authorized Signature

Print or Type Name Print or Type Name

Title: Title:

Date: Date:

Utility Joint-Use Agreement H-2 March 2018