ATTACH 10 CTIMR Recompete HSBP1015R0040 CBP TI Standard Designs pdf.pdf

September 2012 (Version V.1)

Tactical Infrastructure Design Standards

DEPARTMENT OF HOMELAND SECURITY

CUSTOMS AND BORDER PROTECTION

FACILITIES MANAGEMENT & ENGINEERING

BORDER PATROL FACILITIES & TACTICAL INFRASTRUCTURE

TACTICAL INFRASTRUCTURE DESIGN STANDARDS

Tactical Infrastructure Standards September 2012 (Version V.1)

INTENTIONALLY LEFT BLANK

Tactical Infrastructure Design Standards September 2012 (Version V.1)

TABLE OF CONTENTS

CHAPTER 1 –ROAD, BRIDGE & SIGNAGE DESIGN STANDARDS

SECTION 1. ROAD TYPES

1.2 PURPOSES OF ROADS

1.2.1 Border Road

1.2.2 Access Road

1.2.3 Temporary Construction Road

1.2.4 Operations Road

SECTION 2. ROAD PAVEMENT SECTION DESIGN STANDARDS

2.1 STABILIZED SUBGRADE

2.2 CONCRETE PAVEMENT SECTION (FC-1 AND LOW WATER CROSSINGS)

2.3 ASPHALT PAVEMENT SECTION (FC-1)

2.4 PAVEMENT SECTION WITH SOIL STABILIZATION ADDITIVES (FC-1, FC-2 AND FC-3)

2.4.1 Soil Stabilization with Cement Additive (Soil Cement)

2.4.2 Soil Stabilization with Lime Additives (Lime Stabilization)

2.5 AGGREGATE SURFACE COURSE PAVEMENT SECTION (FC-2, FC-5)

2.6 CHIP SEAL PAVEMENT SECTION (FC-1, FC-2)

2.7 PAVEMENT SECTION WITH POLYMER BLEND RESIN (I.E., DUST CONTROL) (FC-2, FC-5)

2.8 PAVEMENT SECTION WITH CELLULAR CONFINEMENT OR MECHANICAL CONCRETE (FC-2, FC-3 AND FC-5)12

2.9 ARTICULATED CONCRETE MAT PAVEMENT SECTION (LOW WATER CROSSINGS)

SECTION 3. ROAD CROSS SECTION DESIGN STANDARDS

3.1 CROSS-SLOPE

3.2 SAFETY SHOULDER

3.3 FORESLOPE & BACKSLOPE

3.4 GUARDRAIL

SECTION 4. ROAD GEOMETRIC DESIGN STANDARDS

4.1 SIGHT DISTANCES

4.2 HORIZONTAL ALIGNMENT

4.2.1 Horizontal Curves

4.2.2 Superelevation

4.3 VERTICAL ALIGNMENT

4.3.1 Profile Grades

4.3.2 Minimum K Values

4.3.3 Stand-off Distances

4.4 DESIGN SPEED

4.5 INTERSECTIONS

4.6 TURNAROUNDS & PULLOUTS

SECTION 5. BRIDGE DESIGN STANDARDS

SECTION 6. SIGNAGE DESIGN STANDARDS

SECTION 7. DRAINAGE PROTECTION DESIGN STANDARDS

7.1 US IBWC FLOODPLAIN

7.2 GENERAL DRAINAGE

7.3 LOW WATER CROSSINGS

7.4 CULVERTS

7.4.1 Culvert Grates

7.4.2 Culvert Construction

7.5 ROADSIDE DITCHES

7.6 EROSION CONTROL

SECTION 8. REFERENCES

CHAPTER 2 - FENCE DESIGN STANDARD

SECTION 1. FENCE TYPES

SECTION 2. PRIMARY PEDESTRIAN FENCE DESIGN STANDARDS

2.1 PRIMARY PEDESTRIAN FENCE TYPES

2.1.1 Picket Fence (Type P-1)

2.1.2 Bollard Fence (Type P-2)

2.1.3 Bollard Fence With Steel Plate (Type P-3)

2.1.4 Floating Bollard Fence (Type P-4)

2.1.5 Floating Picket Fence (Type P-5)

2.2 PRIMARY PEDESTRIAN FENCE DESIGN CRITERIA

SECTION 3. SECONDARY FENCE DESIGN STANDARDS

3.1 SECONDARY FENCE TYPES

3.1.1 Mesh Fence (Type S-1)

3.2 SECONDARY FENCE DESIGN CRITERIA

SECTION 4. TERTIARY FENCE DESIGN STANDARDS

4.1 TERTIARY FENCE TYPES

4.1.1 Chain Link Fence (Type T-1)

4.1.2 Barbed Wire Fence (Type T-2)

4.2 TERTIARY FENCE DESIGN CRITERIA

SECTION 5. PRIMARY VEHICLE FENCE DESIGN STANDARDS

5.1 PRIMARY VEHICLE FENCE TYPES

5.1.1 Post & Rail Fence (Type V-1)

5.1.2 Normandy Fence (Type V-2)

5.2 PRIMARY VEHICLE FENCE DESIGN CRITERIA

SECTION 6. FENCE DRAINAGE PROTECTION DESIGN STANDARDS

6.1 DRAINAGE, SCOUR & EROSION CONTROL DESIGN

SECTION 7. REFERENCES

CHAPTER 3 - GATE DESIGN STANDARDS

SECTION 1. GATES TYPES

SECTION 2. MANUALLY OPERATED GATE DESIGN STANDARDS

2.1 MANUALLY OPERATED GATE TYPES

2.1.1 Primary Pedestrian Fence Vehicle Gate (Type G-1)

2.1.2 Primary Pedestrian Fence Personnel Bollard Gate (Type G-2)

2.1.3 Primary Pedestrian Fence Personnel Picket Gate (Type G-3)

2.1.4 Secondary Fence Vehicle GAte (Type G-4)

2.1.5 Secondary Fence Personnel Gate (Type G-5)

2.1.6 Tertiary Fence Gate (Type G-6)

2.1.7 Sliding Vehicle Gate (Type SG-1)

2.2 MANUALLY OPERATED GATE DESIGN CRITERIA

2.2.1 General Design Criteria

2.2.2 Swing Gate Design Criteria

2.2.3 Slide Gate Design Criteria (20 Feet Clear Opening or Less)

2.2.4 Slide Gate Design Criteria (More than 20 Feet Clear Opening)

SECTION 3. AUTOMATED/MOTORIZED PRIMARY PEDESTRIAN FENCE VEHICLE GATES DESIGN

STANDARDS 56

SECTION 4. DRAINGE GATE DESIGN STANDARDS

4.1 DRAINAGE GATE DESIGN CRITERIA

SECTION 5. GATE DRAINAGE PROTECTION DESIGN STANDARDS

CHAPTER 4 - LIGHTING DESIGN STANDARDS

SECTION 1. GENERAL

1.1 CODE COMPLIANCE

1.2 LIGHTING PERFORMANCE OPTIMIZATION

SECTION 2. LIGHTING DESIGN STANDARDS

2.1 LIGHTING LEVELS

2.2 POLE MOUNTED LIGHTS

2.3 GATE MOUNTED LIGHTS

SECTION 3. POWER DISTRIBUTION DESIGN STANDARDS

3.1 SERVICE ENTRANCE

3.2 CONDUCTORS AND CONDUIT

3.3 JUNCTION BOXES

SECTION 4. LIGHTING DRAINAGE PROTECTION DESIGN STANDARDS

4.1 EROSION CONTROL

SECTION 5. REFERENCES

APPENDICES

APPENDIX A .........................................................................................................STANDARD SPECIFICATIONS

APPENDIX B ............................................................................................ FENCE & GATE STANDARD DETAILS

APPENDIX C .................................................................................................... LIGHTING STANDARD DETAILS

APPENDIX D ...................................................................................... MISCELLANEOUS STANDARD DETAILS

APPENDIX E ...................................................................................................... SIGNAGE STANDARD DETAILS

APPENDIX F ..................................................................................... FENCE AND GATES BILL OF MATERIALS

APPENDIX G ..................... AUTOMATED/MOTORIZED PRIMARY PEDESTRIAN FENCE VEHICLE GATE i

BACKGROUND TO TACTICAL INFRASTRUCTURE STANDARDS

The Department of Homeland Security (DHS) is charged with managing, securing, and controlling the

Nation’s borders with a priority mission focus of preventing terrorists and terrorist weapons from entering the United States. U.S. Customs and Border Protection (CBP) represents the front line in defending the

United States against terrorists and instruments of terror and protects the economic security of the United

States by regulating and facilitating the lawful movement of goods and people across the United States’ borders. U.S. Border Patrol (USBP) is responsible for securing the Nation’s borders against illegal entry of people and goods between ports of entry (POE). This is accomplished through the combined use of border patrol agents, tactical infrastructure, technology and other resources. Tactical Infrastructure generally includes: fencing to deter persons and or vehicles from illegally entering the U.S.; border and access roads to help border patrol agents safely interdict and apprehend persons whom illegally enter the U.S.; and border lighting to help deter (and deter) illegal activities. These design standards contained herein were developed for use in the design and repair of Tactical Infrastructure (TI) used by USBP in fulfilling their operational requirements.

Chapter 1 – Road, Bridge & Signage Design Standards

Chapter 1 –

Road, Bridge & Signage Design Standards

SECTION 1. ROAD TYPES

Four types of roads have been identified by Customs and Border Protection (CBP) as part of a system in which roads are maintained to meet specific standards according to their functional classification (FC).

These Four types are as follows:

FC-1 Paved Road – All-weather road constructed using flexible or rigid pavement (e.g., asphalt, concrete). The road has two lanes with a total road width of 12-20 feet.

Figure 1 – FC-1 Paved Road

FC-2 All-Weather Road – All-weather road consisting of a surface of imported aggregate material, such as milled bituminous material or processed aggregate gravel mixture. The road has two lanes with a total road width of 12-20 feet.

Figure 2 – FC-2 All-Weather Road

FC-3 Graded Earth Road – An unpaved road constructed of graded, native material. The road has two lanes with a total road width of 12-16 feet.

Figure 3 – FC-3 Graded Earth Road

FC-5 Sand Road – Sand dunes road that follows the natural contours with improvements to road sub-base, by means of cellular confinement or mechanical concrete, and road pavement section only. The road has two lanes with an overall road width of 12-20 feet.

Figure 4 – FC-5 Sand Road

1.2 PURPOSES OF ROADS

There are four purposes for the four FC road types identified in the CBP program border road, access road, temporary construction road and operations road. For the purposes of these design standards, the four FC road types are the baseline for all border and access road improvements or new construction, in addition to maintenance and repair activities. The two other road types commonly used by CBP, temporary construction roads and operations roads, are not covered under these Tactical Infrastructure

(TI) Design Standards. While temporary construction and operations roads each serve a function within CBP operational requirements, as described under Section 1.2.3, Temporary Construction

Road and Section 1.2.4, Operations Road, they are not required to meet standard design criteria. See

Section 3, Roads Cross Section Design Standards, for additional cross section features.

1.2.1 BORDER ROAD

Border roads are generally oriented parallel with the border and are used for direct enforcement of the border. Border roads are typically 20 feet wide (see Figure 13, Border Road Typical Section (20 Feet Wide Road)) and are posted for 25 miles per hour travel. These roads shall be designed to allow safe passing of two vehicles at the same time. New or improved border roads shall be constructed as FC-1, FC-2, or FC-5 roads, depending on operational and funding requirements and project-by-project basis.

1.2.2 ACCESS ROAD

Access roads generally provide access from public roads to the border roads and to TI not accessible from a border road. Access roads are typically one-lane roads with pullouts and turnarounds to accommodate two-way traffic. The width of the access roads shall be 12 feet for one-lane roads (see Figure 14, Access Road Typical Section

(12 Feet Wide Road)), but shall widen to 16 feet at curves and points of short sight distance. Access road width and pullout placement shall be designed to allow safe passing of two vehicles at the same time. The maximum width of access roads shall be

16 feet. Access roads may be constructed as any of the four road types identified above depending on operational and funding requirements and project-by-project basis.

1.2.3 TEMPORARY CONSTRUCTION ROAD

Temporary construction roads are developed during design or construction solely for construction of TI such as, but not limited to, primary fence. Once designated as temporary construction roads, they may be used during future maintenance activities but shall not be considered border or access roads until they are upgraded to meet the criteria set forth in this document.

1.2.4 OPERATIONS ROAD

Operations roads are typically dirt or aggregate roads located on private lands that provide valuable operational mobility for Border Patrol field agents. While operational roads are very similar in function to access roads, they are not covered under these TI

Design Standards due to CBP not possessing real estate interest (own or easement) in the road. However, CBP may enter into a license agreement with the land owner to allow CBP to conduct minor maintenance on the road due to heavier traffic volume.

SECTION 2. ROAD PAVEMENT SECTION DESIGN STANDARDS

Pavement section design is dependent on site-specific factors and selected road types (FC-1, FC-2, etc.)

identified in Section 1, Road Types. Standard pavement section solutions used for CBP b0rder and access roads are discussed in depth in Sections 2.2, Concrete Pavement Section, through Section

2.9, Pavement Section with Cellular Confinement or Mechanical Concrete. The applicability of each pavement type to the various Road Types is denoted in the heading of each pavement type. Border and access road pavement design criteria shall conform to the U.S. Army Corps of Engineers

Technical Manual (TM) 5-822-5 for flexible and rigid pavements, and TM 5-822-12 for aggregate surface roads. All flexible and rigid pavement designs shall be based on a Class F Road, Category II, III or IV, as approved by CBP and defined in TM 5-822-2 . All aggregate surfaced pavement designs shall be based on a Class F or G Road, Category II, III or IV, as approved by CBP and defined in TM 5-822-12.

Regardless of the pavement section selected for any particular road type, the road shall be graded in both profile and cross slope to mitigate erosion from drainage run-off. All drainage crossings shall be protected by appropriate measures such as, but not limited to, articulated concrete block or concrete pavement, culverts, roadside ditches or a combination thereof. See Section 7, Drainage Protection

Design Standards.

2.1 STABILIZED SUBGRADE

Where border and access road improvements require stabilized subgrade prior to placement of the pavement section, per on-site Geotechnical recommendations, the depth of stabilized subgrade shall be based on the requirements outlined in TM 5-822-5 for flexible and rigid pavements and in TM 5-822-12 for aggregate surface pavements. While a design index of 3 could be selected for a Type F, Category IV road, a design index of 4 shall be used for border and access roads subgrade compactions to account for maintenance and construction traffic.

2.2 CONCRETE PAVEMENT SECTION (FC-1 AND LOW WATER CROSSINGS)

Concrete pavement section consists of cast-in-place concrete slab driving surface. Typically, this type of surface is used for areas of high traffic or high risk for erosion, such as low water crossings (LWC) and steep profile grades. The concrete slab shall be reinforced by either steel or fiber, and joints shall be placed to control cracking and expansion of the slab. Slab thickness shall be determined per Chapter 13 of TM 5-822-5 using a Design Index of 4, minimum concrete compressive strength of 3,000 psi, and site-specific soil conditions. Thickened edges shall be required for all concrete pavement sections.

Where scour at concrete pavement sections is a concern, concrete turndown walls shall be placed in

1 Reference 1, page 34 2 Reference 2, page 34 3 Reference 3, page 34 lieu of thickened edges. Concrete pavement can be installed by military or contractor construction.

However, prior to specifying concrete pavement section, consideration must be given to the proximity of the site relative to the concrete batch plant, since concrete is required to be placed within 60 to 90 minutes of batching. Where the workability of concrete prior to placing is a concern, concrete retarders or on-site concrete batching may be specified. Prior to specifying on-site concrete batching, an available water source shall be identified and environmental and real estate compliance shall be confirmed. In addition, the accessibility to the site by loaded concrete mixer trucks shall be considered in remote and/or mountainous areas prior to specifying concrete pavement section.

Figure 5 - Concrete Pavement

In order to maximize the design life for the concrete pavement section, annual inspections should be planned. During such inspections, joints and surface cracking should be inspected for signs of wear and cracking. If any are found, maintenance should include sealing, surface patching and joint repair.

Concrete roads are applicable to FC-1 road types and may be used for LWC. Concrete pavement can also be applied to roads with steep slopes exceeding 15 percent. Concrete pavement, including sustainable design requirements, shall comply with specifications in Appendix A, Standard

Specifications, 03 30 00 Cast-in-Place Concrete.

2.3 ASPHALT PAVEMENT SECTION (FC-1)

Asphalt pavement section consists of a layer of asphaltic concrete placed over aggregate base and sub-base courses. The total thickness of the asphalt pavement section shall be determined per Chapter 8 of TM 5-822-5, using a Design Index of 4, and the California Bearing Ratio (CBR) as recommended

4 Reference 4, page 34 by a Civil Engineer with Geotechnical expertise. The thicknesses of the base course and pavement shall be determined per Chapter 6 of TM 5-822-5 and the CBR of base course material that is locally available. Placement of asphalt pavement sections, applicable to FC-1 road type, shall be limited with respect to the steepness of the border road or access road profile grade. See Section 4.3.1, Profile

Grades, for maximum profile grade to which asphalt should be placed based on industry standards and equipment capabilities.

Asphalt concrete shall be a performance-grade asphalt binder conforming to the requirements of

American Association of State Highway and Transportation Officials (AASHTO) Provisional

Standard MP1. For general asphalt pavement specifications, including sustainable design requirements, see Appendix A, Standard Specifications, 32 10 00 Bituminous Concrete Pavement.

Figure 6 – Asphalt Pavement

Asphalt requires bi-annual inspection for the first 10 years and annual inspection thereafter. Repairs include crack sealing, pothole patching, and other repairing. Milling and resurfacing are typically required every 15 years.

2.4 PAVEMENT SECTION WITH SOIL STABILIZATION ADDITIVES (FC-1, FC-2 AND FC-3)

Soil stabilization can be performed with the use of cement or lime additives in order to provide a stronger and more durable pavement section. Soil stabilization using cement additives is typically used to improve the surface course of a border or access road to a point to where it is considered an FC-1 or

FC-2 road type. Often, soil cement stabilization is selected when steeper road grades are needed (see

Section 4.3.1 Profile Grades) or where there is a greater potential for drainage across the road that

5 Reference 5, page 34 would cause erosion to an FC-2 or FC-3 border or access road. Soil stabilization using lime additives improves native subgrades that have low CBR values. Low subgrade CBR values can lead to poor performance and impact longevity of the road that may not otherwise be considered prone to damage from erosion. Since soil stabilization with lime additives is applied to subgrade, the finished road type can be any of the FC roads identified within the TI Design Standards. Both cement and lime additives work well for rural, urban, and mountainous areas; however, availability of water should be considered prior to selecting the soil stabilization with cement additives as discussed in Section 2.4.1, Soil

Stabilization with Cement Additive (Soil Cement). Placement of soil stabilization with additives shall be limited with respect to the steepness of the border road or access road profile grade. See

Section 4.3.1, Profile Grades, for maximum profile grade to which surface course stabilization should be placed based on industry standards and equipment capabilities. In addition, prior to selecting pavement section with soil stabilization additives, a Geotechnical Engineer or Civil Engineer with

Geotechnical expertise shall evaluate native soil conditions to ensure properties are conducive to placement of cement or lime. Once deemed applicable for the site, soil stabilization with additives shall be designed and proportioned in accordance with the recommendations of TM 5-822-14 and site specific geotechnical recommendations. For general soil stabilization with additives specifications, see

Appendix A, Standard Specifications, Soil Cement and Lime Stabilization.

2.4.1 SOIL STABILIZATION WITH CEMENT ADDITIVE (SOIL CEMENT)

The mixing of cement additive (and water) to soils can be used to improve TI roads by both in-situ application and surface application methods. For the in-situ application method, water and cement are added directly to the in-situ soils or on-site surface course material and then mixed with heavy equipment such as large tillers. The surface application method involves pre-mixing of the cement, aggregate, and water in a pug mill or at an off-site plant, subsequent transportation to the site of the application, and application with grading equipment and compactors. Both soil cement methods require compaction with heavy, rubber-tired rollers. Seven days of curing time is recommended before heavy traffic on any road constructed with soil cement. Soil cement mix design shall have a Plasticity Index (PI) that is less than 12 and less than 15 percent passing through a No. 200 sieve. Soil types with high clay content or organics will affect the cement strength thus do not work well with either of the soil cement application methods. Availability of water shall also be considered when determining the applicability of soil cement. Similar to placement of concrete, water is a key component for both soil cement application methods. While mixing of soil cement off-site then utilizing the surface application method will reduce the amount of water needed on-site, as compared to mixing on-site with a pug mill or the in-situ application method, the amount of water needed shall be evaluated prior to selecting soil cement.

Maintenance of soil cement treated roads requires bi-annual inspections. When repairs to cracking and potholing are required, they must be completed with full-depth surface replacement using either soil cement or concrete. No skin patches are permitted. The

6 Reference 6, page 34 benefit of using cement rather than lime stabilization, discussed in Section 2.4.2, Soil

Stabilization with Lime Additives (Lime Stabilization), is that cement is typically less susceptible to erosion if designed and applied properly.

Figure 7 – Soil Stabilization with Additives

2.4.2 SOIL STABILIZATION WITH LIME ADDITIVES (LIME STABILIZATION)

The addition of lime to soils can be used to improve border and access roads by stabilizing native subgrade materials. Since lime stabilization does not provide a rigid pavement similar to soil cement, it should only be used as subsurface treatment. By injecting lime into native soils, the subgrade soil CBR can be increased thus allowing for a reduced thickness in the selected surface course application. Lime works similarly to soil cement but is used in conditions in which native soils are particularly clayey, with

PI greater than 12. However, lime treated soils are easier to repair than soil cement applications, especially when used in conjunction with aggregate surface course or grade dirt roads, since there is no need to remove entire pavement sections. If road maintenance is noted to be requiring more general blading to remove ruts and rough patches, lime can be directly injected to the subgrade through the in-place surface course. Lime shall be quicklime only with a PI greater than 5 and greater than 35 percent passing through a No. 200 sieve. The design life of lime stabilized roads can be extended by applying a dust palliative to the surface of the roads. This serves to lock the fines in place, reduce raveling of the surface aggregate, as well as water infiltration into the road during wet weather.

2.5 AGGREGATE SURFACE COURSE PAVEMENT SECTION (FC-2, FC-5)

Aggregate surface course roads work well for rural, urban, and mountainous areas. No special equipment is required, and construction can be completed using standard equipment such as excavators, graders, and water trucks. The thickness of the aggregate surface course shall be determined according to Figure 1 of TM 5-822-12, using a Design Index of 4, and the CBR as recommended by a Civil Engineer with Geotechnical expertise. The thickness of aggregate surface course shall be placed over prepared subgrade, which could simply be compacted native material, scarified and compacted native material, or select sub-base material per on site-specific geotechnical recommendations. Aggregate surface course is applicable for FC-2 and FC-5 roads. If aggregate surface course is applied to FC-5 roads, cellular or mechanical concrete sub-surface treatments are required.

See Section 2.8, Pavement Section with Cellular Confinement or Mechanical Concrete, for cellular confinement and mechanical concrete application. See Section 4.3.1, Profile Grades, for maximum profile grade to which aggregate surface course pavement sections should be placed due to concerns of erosion and lack of traction. Performance of aggregate surface course roads is dependent on the gradation and quality of the surface course, proper grading of the road to provide adequate drainage, and regular maintenance.

Aggregate surface roads require annual inspections with supplemental inspections after storm events.

Repairs and maintenance include blading to remove ruts or wash-boarding and placing additional material as needed. The level of maintenance depends upon the use of the road and the impact of drainage conditions on the surface. For general aggregate surface course specifications, including sustainable design requirements, see Appendix A, Standard Specifications, 32 15 00 Aggregate

Surface Course.

Figure 8 – Aggregate Surface Course Road

2.6 CHIP SEAL PAVEMENT SECTION (FC-1, FC-2)

Chip seal is a thin layer of aggregate and asphalt placed on compacted aggregate base course. Two coats of chip seal are required. After each coating, the surface is rolled and compacted. Chip seal provides a sealed surface but does not provide structural strength so it can be cost effective on roads where dust mitigation or water infiltration into the base or subgrade requires control. In addition, chip seal can be used to repair minor cracks in asphalt pavement. Chip seal pavement section shall be designed and specified according to the California Department of Transportation (Caltrans) Maintenance

Technical Advisory Guide, Chapter 5 . Placement of chip is seal, applicable to FC-1 and FC-2 road types, shall be limited with respect to the steepness of the border road or access road profile grade. See

Section 4.3.1, Profile Grades, for maximum profile grade to which chip seal should be placed based on industry standards and equipment capabilities. For general chip seal specifications, see Appendix A, Standard Specifications, 32 01 13 Bituminous Seal.

Figure 9 - Chip Seal

Inspections are required annually. Repairs include crack sealing with use of hot tar and sand, filling potholes with cold patch, or pulverize and re-apply the chip seal for segments needed. Re-application is estimated to be needed every 6-10 years.

2.7 PAVEMENT SECTION WITH POLYMER BLEND RESIN (I.E., DUST CONTROL) (FC-2, FC-

5)

Aggregate and dirt road pavement sections treated with polymer blend resin can be an effective technique for dust control and increasing the CBR of dirt roads. For dust control treatments, the polymer blend is mixed with aggregate and placed on compacted soil sub-base material. An armor coat, consisting of a polymeric emulsion, is then sprayed on the compacted surface course and allowed to cure. If the armor coat is mixed on-site, a water source will be required. If access to water is a concern, the armor coat can be mixed off-site and then applied to the surface. For areas where native material

CBR is low, the polymer blend resin can be mixed with the soils to increase the sub-grade CBR.

Placement of polymer blend resin, suitable for FC-2 and FC-5 road types, shall be limited with respect

7 Reference 7, page 34 to the steepness of the border road or access road profile grade. See Section 4.3.1, Profile Grades, for maximum profile grade to which polymer blend resin should be placed based on industry standards and equipment capabilities. For general polymer blend resin specifications, see Appendix A, Standard

Specifications, 32 12 18 Resin Modified Pavement Surfacing Material.

Inspections are required bi-annually. Repairs of potholes and worn areas require full depth repairs and re-application of the polymeric emulsion top coat is required for dust control.

2.8 PAVEMENT SECTION WITH CELLULAR CONFINEMENT OR MECHANICAL CONCRETE

(FC-2, FC-3 AND FC-5)

Cellular confinement or mechanical concrete is recommended for soft soils with low CBR, such as sand or silt roads on which thick, sinking material makes driving difficult or impossible. Cellular confinement consists of a three-dimensional, multi-celled structure, similar to a honey-comb, in a mat form. Loads are distributed laterally and vertical deflection is reduced. Construction requires anchoring at regular intervals and backfilling the cells with approved on-site materials. Compaction should be performed with a roller or lightweight compaction equipment. Mechanical concrete, similar to cellular confinement, utilizes larger cells, such as used tires with the side walls removed, placed adjacent one another. The cells are then filled with crushed aggregate which together with the cells forms the hardened road sub-base. Prior to selecting cellular confinement or mechanical concrete, a determination should be made on the source of the fill material within the cells and whether it can be acquired on-site or will be required to be shipped in from off-site. Regardless of the system selected, a gravel surface layer of at least 4 inches should be placed above the cellular confinement or mechanical concrete. Cellular confinement and mechanical concrete are good for urban, rural, and mountainous locations and are easy to transport and install. Cellular confinement and mechanical concrete are suitable for all road types but are recommended for FC-5 roads in particular. Placement of cellular confinement and mechanical concrete shall be limited with respect to the steepness of the border road or access road profile grade. See Section 4.3.1, Profile Grades, for maximum profile grade to which cellular confinement and mechanical concrete should be placed based on industry standards and equipment capabilities. General specifications for cellular confinement are provided at the end of

Appendix A, Standard Specifications. Mechanical concrete is currently a registered trademarked item, therefore a draft vendor specification that outlines materials and execution is provided in

Appendix A, Standard Specifications for consideration by the designer.

Maintenance for both cellular confinement and mechanical concrete requires bi-annual inspection and blading of the surface material to remove any ruts or wash-boarding. New material should be added every two years or as needed to maintain the 4 inches of gravel surface material.

Figure 10 - Cellular Confinement

Figure 11 – Mechanical Concrete

2.9 ARTICULATED CONCRETE MAT PAVEMENT SECTION (LOW WATER CROSSINGS)

Articulated concrete mats are typically used for LWC but can also be applied as a road surface in areas susceptible to significant erosion. Articulated concrete mats are a flexible, interlocking matrix of machine-compressed, cellular concrete blocks of uniform size, shape, and weight used for hard armor erosion control. These blocks are laced longitudinally with galvanized steel, stainless steel, or polyester revetment cables to provide ease of handling and rapid installation. Each concrete block unit shall have a compressive strength of 3,000 psi. Mats vary in dimensions but are typically 8 feet wide. Articulated concrete mats are excellent for urban, rural, and mountainous locations due to its ease of transport and installation. Mats are pre-assembled so there is no time limit on placement. In addition, there is no water or mixing requirements beyond what is required for subgrade preparation. Placement of articulated concrete mats, suitable for FC road types, shall be limited with respect to the steepness of the border road or access road profile grade. See Section 4.3.1, Profile Grades, for maximum profile grade to which articulated concrete mats should be placed based on industry standards and equipment capabilities. For general articulated concrete mat specifications, see Appendix A, Standard

Specifications, Articulated Concrete Mat. For general articulated concrete mat details, see

Appendix D, Miscellaneous Details

Maintenance requires bi-annual inspections, but for installations in washes, the surface should be inspected after any major storm event. Debris should be swept from the blocks, and any backfill materials should be replaced.

Figure 12 - Articulated Concrete Mat

SECTION 3.ROAD CROSS SECTION DESIGN STANDARDS

The typical cross section for border road new construction or improvements shall be two lanes, 20 feet wide and include 2-foot wide shoulders on each side. Based on project specific operational need, a 12-foot to 15-foot wide safety shoulder may be placed on the south or “border” side of the border road.

Where the safety shoulder is required, the 2-foot wide nominal shoulder shall not be required.

The typical cross section for access road new construction or improvements shall be 12 feet wide and have pull outs spaced based on sight distance and operational need in order to provide room for passing or parking for foot pursuit. At curves and blind spots where sight distance for on-coming traffic is restricted, the access road shall widen to 16 feet.

All border and access roads and associated shoulders shall be graded to allow stormwater run-off to drain away from fence and other TI. Roadside cut and fill slopes shall comply with the recommendations provided in Section 3.3 Foreslope and Backslope. See Figures 13 – Border Road

Typical Section (20 Feet Wide Road), and Figure 14 – Access Road Typical Section (12 Feet Wide

Road), for examples of typical road sections for a border road and an access road. Earthwork shall comply with the specifications in Appendix A, Standard Specifications, 31 00 00 Earthwork, 31 11 00

Clearing and Grubbing, and 31 22 00 Grading.

Figure 13 - Border Road Typical Section (20 Feet Wide Road)

Figure 14 - Access Road Typical Section (12 Feet Wide Road)

3.1 CROSS-SLOPE

In general, whether the road is crowned or superelevated, all cross slopes shall be 4 percent or greater.

Cross slopes less than 4 percent require CBP approval prior to proceeding with design. Typically 8 percent shall be the maximum cross slope; however, this shall be evaluated by the designer based on site specific conditions. Where profile grades exceed 7 percent for aggregate surface course roads, the minimum cross slope for crowned or superelevated roads shall be increased to 5 percent to allow for more efficient drainage conveyance off the road. Typically, border roads should be crowned in order to convey drainage run-off to each side of the road. However, there are exceptions that shall warrant superelevated road cross sections. These include the needs to safely and comfortably negotiate horizontal curves (see Section 4.2.2, Superelevation, for superelevation guidelines) and to accommodate roadway drainage outlet conditions so to protect structures and TI. Access roads, which are typically one lane, shall be superelevated only. Crowning of access roads may be used where access roads are widened over considerable distances and drainage considerations recommend the use of a crown.

3.2 SAFETY SHOULDER

Border roads may have an additional safety shoulder added to the road section as seemed necessary by

CBP for specific project operational needs. If implemented, the safety shoulder, also referred to as a drag road, shall be 10 feet wide and placed on the south or “border” side of the border road. Safety shoulders shall be constructed of compacted native material and shall have a minimum cross slope of 4 percent. Prior to the start of all border road projects, the necessity of a safety shoulder shall be evaluated. Access roads typically do not require safety shoulders.

3.3 FORESLOPE & BACKSLOPE

Road foreslopes are the slopes beyond the road shoulder that contain the road section and embankment. When a road is constructed entirely using fill, the foreslope transitions the road embankment back into natural ground. When a road is constructed using cut, the foreslope must be transitioned to a backslope and before it ties into natural ground. See Figure 15 – Foreslope &

Backslope, for an illustration of the two slopes.

Figure 15 – Foreslope & Backslope

The target slope range for the foreslope or backslope should be 4 to 1 to as steep as 2 to 1. The final foreslope and backslope design is contingent on site specific conditions in conjunction with

Geotechnical recommendations. If slopes steeper than 2 to 1 are attainable due to on-site soil characteristics such as, but no limited to, rock or stiff material; or, if by use of structural enhancements such as, but not limited to, geogrid or soil cement the slopes can be steepened if agreed to by CBP. The requirements and recommendations for all foreslopes and backslopes shall be clearly outlined by the

Professional Engineer responsible for the Geotechnical recommendations for the project.

Where the maximum allowable foreslope or backslope will not intersect with the existing ground line within the limits of the easement, or within 30 feet of the centerline of the road construction, an earth retaining structure shall be used. Earth retaining structures such as, but not limited to, mechanically stabilized earth (MSE) walls, cantilevered or gravity retaining walls, or soil nail walls shall be selected based on the type of construction needed (i.e. top-down or bottom-up construction), constructability, availability of local materials and project costs.

3.4 GUARDRAIL

Road foreslopes are the slopes Guardrails are needed where vehicles accidentally leaving the roadway might be damaged and driver safety is put in jeopardy. Typically the need for guardrail is governed by the height and grade of the foreslope. From Figure 3-2 in TM 5-822-2, a road with foreslopes less than 4 feet tall at any grade and fills at any height with foreslope grade at 4 to 1 or less typically do not require guardrail. However, these limits should always be evaluated against site specific reasons and

Engineering judgment that may ultimately dictate the need for guardrail. For a full range of scenarios that require guardrail, see Figure 3-2 in TM 5-822-2. For standard guardrail details, see Appendix D, Miscellaneous Standard Details.

SECTION 4.ROAD GEOMETRIC DESIGN STANDARDS

The horizontal alignment should be designed in conjunction with a vertical alignment to provide the most direct route to meet CBP operational requirements with the least amount of earthwork. In addition, for border and access roads through mountainous areas, the feasibility of switchbacks and the use of ridge lines shall be evaluated.

4.1 SIGHT DISTANCES

Proper sight distances are critical for both safety and security reasons. The minimum stopping sight distance for safely avoiding a stationary object in the road is 125 feet. This distance assumes that the height of the eye of the driver is 3.5 feet above the road surface and that the height of an object to be observed is 0.5 feet above the road surface. The minimum passing sight distance for avoiding a moving on-coming object in the road is 800 feet. Passing sight distances assume that the height of the eye of the driver is 3.5 feet above the road surface and the height of a vehicle traveling in the opposite direction is 4.5 feet above the road surface. In order to meet the required stopping and passing sight distances, the designer shall select road vertical curves that meet the distance criteria stated above. A posted speed limit of 25 miles per hour shall be used for all sight distance evaluations. Figure 16 – Sight

Distance, illustrates the heights associated with stopping and passing sight distances.

Figure 16 - Sight Distance

4.2 HORIZONTAL ALIGNMENT

The horizontal road alignment, in conjunction with the vertical road alignment, shall be balanced to meet a combination of safety, CBP operational requirements, and best engineering practices while considering environmental limitations and local land manager concerns. When developing the horizontal alignment, horizontal curves and roadway superelevation shall be considered.

4.2.1 HORIZONTAL CURVES

Traveling a road with a tighter radius will reduce the design speed and increase the risk of vehicle rollover and crashes. Border and access road maximum horizontal curvature shall adhere to the design restrictions for the horizontal curvature of roads provided in

TM 5-822-2, Chapter 5, Table 1-1 for a Class F road as shown below in Table 1 –

Horizontal Curves. The angle at maximum curvature is illustrated in Figure 17 –

Maximum Curvature. However, the maximum curvature does not consider the minimum radius required for horizontal line of sight as discussed below.

Class F Road

Design Controls and Elements Flat Rolling Mountainous

Maximum Horizontal Curvature 25°00’ 36°00’ 58°00’

Table 1 - Horizontal Curves

Figure 17 - Maximum Curvature

Prior to finalizing the horizontal curve design, the angle of curvature shall be evaluated at known horizontal sight obstructions to ensure the horizontal curvature provided is no less than the stopping sight distance required. See Figure 18 – Horizontal Sight

Distance, for an illustration.

Figure 18 - Horizontal Sight Distance

Texas Department of Transportation (TXDOT) Roadway Design Manual provides an equation for calculating the length of the middle ordinate to verify the horizontal curve provided meets stopping distance requirements.

M = R*(1 - cos(28.65S/R))

Where:

M = Middle Ordinate (feet) S = Stopping sight distance (feet) R = Radius of the curve (feet)

4.2.2 SUPERELEVATION

For roads with a horizontal curve, superelevation shall be evaluated to increase safety and driver comfort. Superelevation is the increase in cross-slope above the normal design slope. This is done by raising the outer edge of the road in the curve.

Department of the Army, Engineering Manual (EM) 1110-2-410 provides guidelines for all superelevation design. Table 2 – Maximum Superelevation for 25-mph

Design Speeds & Horizontal Curves, is a summary of interpolated values for maximum superelevation, minimum radius and maximum degree of curve from Table

2-5 in EM 1110-2-410 for 25-mph design speed.

Maximum Superelevation

Minimum Radius Maximum Degree of

Curve

Foot per Foot Feet Degrees

0.06 195 35.5

0.08 180 23.3

0.10 165 41.5

0.12 155 45.0

Table 2 – Maximum Superelevation for 25-mph Design Speeds & Horizontal Curves

8 Reference 8, page 34 9 Reference 9, page 34

4.3 VERTICAL ALIGNMENT

The vertical alignment for all roads should minimize the volume of necessary earthwork while adhering to the maximum curvature and slope requirements. Attention shall be given to proper drainage when altering the surface elevations. Where profiles exceed the limits, switchback installations or alternative alignments shall be evaluated in order to bring the longitudinal profile slopes within acceptable range.

Where real estate concerns restrict the use of switchbacks as means to control longitudinal profile, special attention shall be given to the selection of pavement section and the installation of signage, guardrail, and other safety measures.

4.3.1 PROFILE GRADES

Maximum road profile grades are taken from “Low Volume Roads Engineering Best

Managements Practices Field Guide,” prepared by the U.S. Department of

Agriculture Forest Service

. The recommended maximum profile grade for border roads is 12 percent. The recommended maximum profile grade for access roads is 15 percent. In order to maintain the recommended maximum profile grades through mountainous terrain, the use of switchbacks and extensive cut-and-fill operations will need to be compared against environmental and real estate constraints. Switchbacks should only be used when the maximum profile grade is not exceeded in the switchback alignment and the critical length can be maintained. The critical length is the distance between tangents of horizontal curves on the switchbacks. Figure 19 – Switchback

Design, illustrates the use of these terms in design of switchbacks. The recommended minimum profile grade for all roads is 1.5 percent. If lesser percent profile grades are required, the need for additional drainage control shall be evaluated. The maximum grade break for border and access roads shall be 5 percent.

The maximum profile grades recommended above correspond to dirt and aggregate-surfaced road types. If a steeper slope is required to reduce the amount of cut-and-fill or gain the critical length needed for a switchback, the surface shall be constructed of cement stabilized aggregate or concrete pavement section. The maximum slope for any such border road or access road in order to maintain safety and vehicle accessibility shall be 20 percent. For general upper end slope restrictions for all pavement section improvements discussed in this section, see Table 3 – Maximum Recommended

Profile Grade by Pavement Type.

10 Reference 10, page 34

Pavement Section Maximum Recommended Profile Grade

Concrete 20

Asphalt 12

Soil Cement 20

Lime Stabilization 15

Aggregate Surface Course 15

Chip Seal 12

Polymer Blend Resin 12

Articulated Concrete Mat 20

Cellular Confinement or Mechanical Concrete 15

Table 3 – Maximum Recommended Profile Grade by Pavement Type

Certain risks and necessary measures are associated with increasing the profile grades beyond 15 percent. These include the following:

The road shall be closed to the public permanently and signs must be installed on these segments indicating the steep road grade conditions

Proper signage must warn drivers of the need for four-wheel drive vehicles

There is a level of risk to drive on the roads if they are not properly maintained with correct moisture content, compaction, and surface protection (such as a dust palliative)

The speed will be reduced to 10 mph or less on the steep segments and curves.

Concrete roads on grades exceeding 15 percent shall include keys across the full width of the road and spaced at regular intervals along the road, to resist sliding and buckling under vehicle loads. The keys shall be a minimum of 1 foot wide and 6 inches deep.

Figure 19 - Switchback Design

4.3.2 MINIMUM K VALUES

The rate of vertical curvature is called the K value. This is a unit-less value that represents the ratio of the length of a vertical curve between vertical points of curvature

(VPC), L, in feet, to the algebraic change in grades, A, percent. K values are used to provide limits to the severity of a vertical curve and to provide proper sight distance. An illustration of K values is shown in Figure 20 – Large Coefficient of Vertical

Curvature, K, and Figure 21 – Small Coefficient of Vertical Curvature, K. Figure 20 indicates a large K value, a smooth transition that provides good sight distance. Figure

21 indicates a small K value, a sharp transition with poor sight distance.

Figure 20 - Large Coefficient of Vertical Curvature, K

Figure 21 -Small Coefficient of Vertical Curvature, K

The minimum K value for a crest vertical curve is 7. The minimum K value for a sag vertical curve is 20. The only exception to this requirement is LWC conditions, under which the speed is anticipated to drop. For this reason, design speed shall be evaluated at all LWC and where design shows slower speeds are required, the reduced speed signage shall be posted accordingly.

4.3.3 STAND-OFF DISTANCES

From an operational perspective, Border Patrol field agents require a reasonably clear line of site to the tops of road cut slopes so impending ambush can be spotted and action taken. In areas of road cut slope to the Mexico side of the border or access road, minimum stand-off distances shall be evaluated between the top of the cut slope and the nearest edge of the road. This distance depends upon the existence of a fence on the

Mexico side of the road. If there is a pedestrian fence, the minimum stand-off distance is 15 feet. If there is no pedestrian fence, the minimum stand-off distance is 50 feet.

Figures 22 – Stand-Off Distance with Fence to South, and Figure 23 – Stand-Off

Distance with No Fence to South, illustrate these stand-off distance requirements.

Figure 22 - Stand-Off Distance with Fence to South

Figure 23 - Stand-Off Distance with No Fence to South

In addition to operational requirements for stand-off distances adjacent to road cut slopes, the designer shall also evaluate slope stability of the cut slope and rock fall potential. Evaluations shall be made based on Geotechnical exploration, testing and recommendations for the border or access roads. Based upon the Geotechnical recommendations, the designer shall alert CBP to any necessary roadside rock fall protection requirements not already included as part of the border or access road design.

4.4 DESIGN SPEED

The posted speed for border roads shall be 25 miles per hour. The posted speed for access roads shall be

15 miles per hour. Road capacity should be designed according to all safety standards described in this document and in TM 5-822-2, TM 5-822-5, Department of the Army and Air Force Field Manual

(FM) 5-430-00-1

, and AASHTO.

4.5 INTERSECTIONS

Intersections should have an optimum angle of 90 degrees with a minimum of 60 degrees to either direction. See Figure 24 – Intersection Angle Limitations, for an illustration. Sight distance when stopped at the intersection in a vehicle is recommended to be 210 feet in each direction. This sight distance considerations shall include vegetation or other obstructions. Stop or yield signs types shall be installed according to the Section 6, Signage Design Standards. The slopes through intersections should be between 2 and 5 percent.

Figure 24 - Intersection Angle Limitations

4.6 TURNAROUNDS & PULLOUTS

Turnarounds and pullouts are necessary to allow the safe passage of vehicles during patrol operations and maintenance activities. When roads are designed to be less than 16-foot wide, a pullout shall be required. Pullouts shall be placed at locations and intervals based on both vertical and horizontal sight distance. Pullouts for straight stretches of road shall be placed at quarter-mile maximum intervals. The minimum length of a single pullout shall be 30 feet. A Turnaround is needed at the end of any border or access road where it does not tie into another road. The shape of the turnaround can be circular, 11 Reference 11, page 34 circular-offset, L-type, T-type, Y-type, or branch type, per Figure V-2, in AASHTO’s “A Policy on

Geometric Design of Highways and Streets”. The minimum radius for a circular turnaround is 30 feet with a minimum road width of 20 feet. Where border or access roads are less than 20-foot wide, the transition length between typical road sections to turnaround section shall be between 50 feet and 100 feet.