· project. examples include design storm, length of speed change (acceleration and deceleration)...

HIGHWAY DESIGN MANUAL

Chapter 2 - Design Criteria

Revision 90

(Limited Revision)

September 1, 2017

Section Changes Exhibits 2-3, 2-3a, Tables and/or footnotes were corrected to delete a misplaced reference 2-4, 2-4a, 2-5, 2-5a, to “Truck Access Highways” where Qualified Highways are referenced. 2-6, 2-6a, 2-7, 2-7a, (Rev. 90) and 2-9 Exhibits 2-2, 2-3, Minimum radius curve values in the design criteria tables were adjusted to 2-3a, 2-4, 2-5, 2-5a, to match the corresponding values in the “Minimum Radii and 2-6, 2-7, 2-7a, 2-8, Superelevation” tables (Exhibits 2-11, 2-11a, 2-12 and 2-12a) (Rev. 90) and 2-10 Section 2.6.5 Text was adjusted to clarify when a maximum superelevation of 6% may be

used. For interstates, other freeways, expressways, parkways, and ramps in urban and suburban areas, where there is recurring congestion, a 6% maximum rate may be used, instead of 8%, on one-way and two-way upgrades. 6% may also be retained on reconstruction sections with crash rates at or below the statewide average for similar facilities. (Rev. 90)

Exhibits 2-3, 2-5, Corrected Travel Lane Width volumes (Corrected version posted on HDM and 2-7 Ch 2 web page on 05/24/17, in advance of Revision 90 issuance on 09/01/17) Exhibit 2-11a Corrected values in “Vd=30 mph” column. Previous values for radii were

larger than necessary. (Corrected version posted on HDM Ch 2 web page on 06/23/17, in advance of Revision 90 issuance on 09/01/17)

Exhibit 2-11 and Minimum radii values for e=4% were corrected (Rev. 90) 2-12

DESIGN CRITERIA

Contents Page

2.1 INTRODUCTION............................................................................................................... 2-1 2.2 PROJECT TYPES ............................................................................................................ 2-2 2.3 DESIGN CRITERIA SOURCES ....................................................................................... 2-3

2.3.1 A Policy on Geometric Design of Highways and Streets ........................................... 2-3 2.3.2 A Policy on Design Standards, Interstate System ..................................................... 2-3 2.3.3 NYSDOT Bridge Manual ............................................................................................ 2-3 2.3.4 NYSDOT Guidelines for the Adirondack Park ........................................................... 2-3 2.3.5 Proposed Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG) .................................................................................................................. 2-4 2.3.6 Urban Street Design Guide ........................................................................................ 2-4 2.3.7 National Cooperative Highway Research Program (NCHRP) ................................... 2-4

2.4 FUNCTIONAL CLASSIFICATION OF HIGHWAYS ........................................................ 2-5 2.4.1 Interstates and Other Freeways ................................................................................. 2-8 2.4.2 Arterials ...................................................................................................................... 2-8 2.4.3 Collector Roads and Streets ...................................................................................... 2-8 2.4.4 Local Roads and Streets ............................................................................................ 2-9 2.4.5 Other Roadways ......................................................................................................... 2-9

2.5 PROJECT DATA ........................................................................................................... 2-10 2.5.1 Traffic ......................................................................................................................... 2-10 2.5.2 Terrain ........................................................................................................................ 2-11 2.5.3 Special Routes ........................................................................................................... 2-12

2.6 CRITICAL DESIGN ELEMENTS ................................................................................... 2-13 2.6.1 Design Speed............................................................................................................. 2-13 2.6.2 Lane Width ................................................................................................................. 2-14 2.6.3 Shoulder Width .......................................................................................................... 2-15 2.6.4 Horizontal Curve Radius ............................................................................................ 2-15 2.6.5 Superelevation ........................................................................................................... 2-16 2.6.6 Stopping Sight Distance (Horizontal and Vertical) .................................................... 2-16 2.6.7 Grade ......................................................................................................................... 2-17 2.6.8 Cross Slope ................................................................................................................ 2-17 2.6.9 Vertical Clearance ..................................................................................................... 2-17 2.6.10 Design Structural Loading Capacity ......................................................................... 2-17 2.6.11 Americans with Disabilities Act (ADA) Compliance .................................................. 2-17

2.7 STANDARDS ................................................................................................................. 2-18 2.7.1 Interstates and Other Freeways................................................................................. 2-19 2.7.2 Arterials ...................................................................................................................... 2-22 2.7.3 Collector Roads and Streets ...................................................................................... 2-34 2.7.4 Local Roads and Streets ........................................................................................... 2-46 2.7.5 Other Roadways ........................................................................................................ 2-58

2.8 REQUIREMENTS FOR JUSTIFICATION OF NONSTANDARD FEATURES ............. 2-73 2.8.1 Definition and Procedures ......................................................................................... 2-73 2.8.2 Technical Discrepancies ............................................................................................ 2-73 2.8.3 Documentation ........................................................................................................... 2-73

2.9 REFERENCES............................................................................................................... 2-79

DESIGN CRITERIA

LIST OF EXHIBITS

Exhibit Title Page 2-1 Functional Classification of Highways - Various Sources ............................................ 2-7 2-2 Design Criteria for Interstates and Other Freeways .................................................. 2-21 2-3 Design Criteria for Non-NHS Rural Arterials .............................................................. 2-24 2-3a Design Criteria for NHS Rural Arterials ...................................................................... 2-27 2-4 Design Criteria for Non-NHS Urban Arterials ............................................................. 2-30 2-4a Design Criteria for NHS Urban Arterials ..................................................................... 2-33 2-5 Design Criteria for Non-NHS Rural Collectors............................................................ 2-36 2-5a Design Criteria for NHS Rural Collectors ................................................................... 2-39 2-6 Design Criteria for Non-NHS Urban Collectors .......................................................... 2-42 2-6a Design Criteria for NHS Urban Collectors .................................................................. 2-45 2-7 Design Criteria for Non-NHS Local Rural Roads ....................................................... 2-48 2-7a Design Criteria for NHS Local Rural Roads ............................................................... 2-51 2-8 Design Criteria for Non NHS Local Urban Streets ..................................................... 2-54 2-8a Design Criteria for NHS Local Urban Streets ............................................................. 2-57 2-9 Traveled Way Widths for Ramps and Turning Roadways ......................................... 2-62 2-10 Design Criteria for Turning Roadways Not Connecting to the NHS ........................... 2-63 2-10a Design Criteria for Turning Roadways Connecting to the NHS ................................. 2-63 2-11 Minimum Radii and Superelevation for Low-Speed Non-NHS Urban Streets ........... 2-66 2-11a Minimum Radii and Superelevation for Low-Speed NHS Urban Streets ................... 2-67 2-12 Minimum Radii for Design Superelevation Rates with emax = 4% Non-NHS .............. 2-68 2-12a Minimum Radii for Design Superelevation Rates with emax = 4% NHS ...................... 2-68 2-13 Minimum Radii for Design Superelevation Rates with emax = 6% Non-NHS .............. 2-69 2-13a Minimum Radii for Design Superelevation Rates with emax = 6% NHS ...................... 2-70 2-14 Minimum Radii for Design Superelevation Rates with emax = 8% Non-NHS .............. 2-71 2-14a Minimum Radii for Design Superelevation Rates with emax = 8% NHS ...................... 2-72 2-15 Nonstandard Feature Justification Form .................................................................... 2-75 2-15a Nonstandard Feature Justification Form for Pedestrian Facilities ............................. 2-76 2-16 Design Criteria Table .................................................................................................. 2-78

DESIGN CRITERIA 2-1

02/27/17 §2.1

2.1 INTRODUCTION

NYSDOT has established the following eleven (11) design elements as critical criteria for the design of highways and bridges based on the controlling criteria established by FHWA:

$ Design Speed $ Maximum Grade

$ Lane Width $ Cross Slope

$ Shoulder Width $ Vertical Clearance

$ Horizontal Curve Radius $ Design Loading Structural Capacity

$ Superelevation $ Americans with Disabilities (ADA) Compliance

$ Stopping Sight Distance (Horizontal and Vertical)

Design criteria are influenced by:

• The highway functional classification

• Traffic volumes (from all surface, highway and transit modes)

• Operating speed

• Terrain (level, rolling, mountainous)

• Development density and land use

• Project type (e.g., new construction, reconstruction, 3R, 2R - simple 3R projects, and 1R - single course resurfacing projects)

Design criteria are presented to provide guidance to individuals preparing the plans, profiles and cross sections. The design criteria for the project alternatives are normally determined during the project scoping stage. In making these determinations, the scoping participants should be aware that the criteria are generally the least acceptable values and, if routinely used, may not result in the optimum design from a safety, operational, or cost-effectiveness perspective. Design criteria values should be established taking into consideration the Department’s Context Sensitive Design philosophy that strives for outcomes that meet transportation service and safety needs, as well as environmental, scenic, aesthetic, cultural, natural resource, and community needs. AASHTO’s A Guide for Achieving Flexibility in Highway Design, 2004, contains guidance on selecting proposed values that take into account the context of the project.

It is the Department’s policy to at least meet the design criteria values for the individual project under consideration. However the selected values used for a project should be influenced by the design criteria and numerous other factors, including:

• Crash history

• Crash potential

• Future plans for the corridor

• Social, economic and environmental impacts

DESIGN CRITERIA 2-2

02/27/17 §2.2

• Purpose and need for the project (e.g., traffic calming, capacity improvement)

• Context of the highway

• Construction cost

• Stakeholder and public involvement (including the road users and communities that the highway serves)

In situations where values do not meet the design criteria values for certain design elements, a formal justification must be prepared in accordance with Department policy for use of the nonstandard feature, as specified in Section 2.8 of this chapter. The use of design exceptions to achieve an optimum design is discussed in AASHTO’s A Guide for Achieving Flexibility in Highway Design, 2004.

There are other design elements with established values that must be considered in addition to the critical design elements when scoping and designing a project. These elements can affect some of the critical design elements and have a considerable impact on the cost, scope, and quality of a project. Examples include design storm, length of speed change (acceleration and deceleration) lanes, design vehicle, clear zone, median width, control of access, and level of service. Since these other elements are not listed as critical design elements, they are not addressed in this chapter but are discussed in others (e.g., Chapter 5 Basic Design, Chapter 18 Pedestrian Facility Design, and Chapter 17 Bicycle Facility Design). The inclusion of specified design criteria in this chapter does not preclude the use of engineering judgment to consider alternative engineering values and does not necessarily mean that existing roadways, which were designed and constructed using different criteria, are either substandard or unsafe. Many existing facilities are adequate to safely and efficiently accommodate current traffic demands and need not be reconstructed solely to meet current design criteria.

2.2 PROJECT TYPES

In order to provide consistent methods for developing projects and reporting program data, projects are categorized into types which are determined by their predominant purpose. When the project consists of two or more different kinds of work, judgment must be used to identify the predominant reason for the project in order to select the appropriate type. When projects have more than a single type of work, it is not appropriate to use a single set of design criteria. There may be several sets of design criteria that apply to different portions of the project or to different alternatives. Separate criteria are to be provided for adjoining highways when they are being reconstructed to tie into the new mainline. For complex projects involving several highway types, there may be different sets of design criteria for different portions of the project or for different alternatives. The design criteria included in this chapter apply to the following Department projects with over 400 vehicles per day: new and reconstruction highway projects; new and replacement bridges; and major bridge rehabilitation projects. For additional information on project types, refer to Appendix 5 - Design Year Traffic Forecasts of the Project Development Manual, and the NYSDOT Bridge Manual, Section 2.

https://www.dot.ny.gov/divisions/engineering/design/dqab/hdm/chapter-5



https://www.dot.ny.gov/divisions/engineering/design/dqab/pdm

DESIGN CRITERIA 2-3

02/27/17 §2.3.4

2.3 DESIGN CRITERIA SOURCES

This section provides a brief description of the major sources used to establish geometric design criteria for new construction and reconstruction projects with over 400 ADT and major bridge projects on highways with over 400 ADT.

2.3.1 A Policy on Geometric Design of Highways and Streets

This policy was developed by AASHTO's Standing Committee on Highways. Guidance included in the policy is based on established practices and is supplemented by recent research. The policy is intended to form a comprehensive reference manual for assistance in administration, planning, and educational efforts pertaining to design formulation. A recommended range of design values for critical dimensions of various types of highway facilities is provided.

2.3.2 A Policy on Design Standards, Interstate System

This policy provides standards for design features specific to interstate highways. The standards outlined in this publication must be followed for projects on the interstate system in addition to the AASHTO geometric requirements in A Policy on Geometric Design of Highways and Streets.

2.3.3 NYSDOT Bridge Manual

This manual was developed by the NYSDOT Office of Structures. Section 2 of this manual serves as a standard for designers in determining minimum requirements for bridge widths, clearances, and live loadings for all bridge replacement and bridge rehabilitation projects. It is also intended to clarify the above geometric design requirements for all types of bridge work except maintenance.

2.3.4 NYSDOT Guidelines for the Adirondack Park

Although this document does not establish design criteria, it is referenced here because it provides important guidelines for consideration when designing projects within the Adirondack Park. Geometric guidelines for projects within the Adirondack Park are contained in Chapter IV of this publication. These guidelines were developed by the Adirondack Park Task Force which is comprised of representatives of the Adirondack Park Agency, the Department of Environmental Conservation, and Regions 1, 2, and 7 of the Department of Transportation. They serve as an interagency guide for the design, construction, and maintenance of highways, bridges and maintenance facilities within the Adirondack Park. The purpose of this document is to ensure the preservation and enhancement of the unique character of the Adirondack Park, which may require extra effort by the designer to ensure that the project fits harmoniously into the natural surroundings. These guidelines apply to all projects in the Adirondack Park. When the use of these guidelines results in a value less desirable than that listed as design criteria, a justification must still be prepared in accordance with Department policy for the use of the nonstandard feature. Part of this justification should be a reference to these guidelines.

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02/27/17 §2.3.7

2.3.5 Proposed Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG)

PROWAG, also known as the “Public Rights-of-Way Accessibility Guidelines”, establishes the standards for accessible pedestrian facilities within highway rights of way. Accessible pedestrian facilities are required by the Americans with Disabilities Act. Pedestrian facilities that are not within rights of way or in rest areas are subject to the standards found in the 2010 Department of Justice ADA standards. Transit facilities (defined by ADA as Transportation Facilities) are subject to the 2006 US Department of Transportation ADA standards. These documents are referenced because the legal requirement to design and construct all pedestrian facilities in accordance with their provisions may have a direct, unavoidable influence on other critical design elements of a project. The accessible design standards defined in Chapter 18 of this manual are based on these documents and must be strictly adhered to unless a formal justification is provided (refer to Section 2.8 and Exhibit 2-15a). Departures from these standards should be discussed as nonstandard features.

2.3.6 Urban Street Design Guide

The National Association of City Transportation Officials (NACTO) Urban Street Design Guide provides guidance for the design of city streets that embrace Complete Streets principles by accommodating a wide range of travel modes and users.

2.3.7 National Cooperative Highway Research Program (NCHRP)

Numerous problems facing highway engineers and administrators are studied through this coordinated program of cooperative research conducted by the Transportation Research Board. Upon completion of the research, the problems and recommended solutions are presented in an NCHRP report. Information contained in these reports is considered to be the most current, nationally-recognized data on the topic presented. The information contained in these reports is usually adopted in subsequent issuances of the design manuals that host the subject topic.

http://www.access-board.gov/guidelines-and-standards/buildings-and-sites/about-the-ada-standards/ada-standards/doj-s-2010-ada-standards

http://www.access-board.gov/guidelines-and-standards/buildings-and-sites/about-the-ada-standards/ada-standards/doj-s-2010-ada-standards

http://www.access-board.gov/guidelines-and-standards/transportation/facilities/about-the-ada-standards-for-transportation-facilities/ada-standards-for-transportation-facilities-single-file


http://nacto.org/publication/urban-street-design-guide/

DESIGN CRITERIA 2-5

02/27/17 §2.4

2.4 FUNCTIONAL CLASSIFICATION OF HIGHWAYS

Highways are classified by the character of service they provide. Freeways move high traffic volumes at high speeds with limited local access. Local roads and streets are intended to avoid high-speed and volume for increased local access. Arterials and collectors provide intermediate service. The functional classification of a roadway is a major factor in determining the appropriate design criteria. The Department’s Functional Classification Maps and Highway Inventory should be referenced to determine the existing functional classification of the project roadway(s). This information is maintained by the Highway Data Services Bureau. Functional Class information is available online through the Functional Class Viewer at http://gis3.dot.ny.gov/fc. The functional classification terminology does not precisely match that used for design criteria. Judgment should be used to determine the appropriate design criteria category. For example, the Functional Classification Maps / Highway Inventory have categories that identify some routes as “Rural Major Collector” and “Rural Minor Collector”, yet these roadways should normally be designed utilizing the design criteria for Rural Collectors in Section 2.7.3 of this chapter. If the designer believes any of the project roadway classifications should be changed as a result of current or proposed conditions, they should consult the Regional Planning & Program Management Group to determine if the classification should be revised. Because they have fundamentally different characteristics, urban and rural areas are classified separately. Project developers and designers have the responsibility to determine this classification. The design criteria classification selected should be made on the basis of the anticipated character of an area during the design life, rather than political or urban area boundaries. If an area within an urban boundary, indicated on the Functional Classification Maps, is rural in character and is anticipated to remain rural in character for most of the design life of the project, it should be designed utilizing rural criteria. Likewise, if an area within a rural boundary is urban in character, such as a hamlet or village, or it is anticipated to become urban in character during the design life of the project, it should be designed utilizing urban criteria. Indicators of urban character for nonfreeways include:

• Sidewalks (observations of more than occasional pedestrian travel or the presence of development associated with more than occasional pedestrian travel)

• Crosswalks

• Transit stops

• Bicycle usage

• Curbing

• Closed drainage systems

• Driveway densities greater than 24 driveways/mi.

• Minor commercial driveway densities of 10 driveways/mi. or greater

• Major commercial driveways

• Numerous right-of-way constraints

• High density of cross streets

• 85th percentile speeds of 45 mph or less

http://gis3.dot.ny.gov/fc

DESIGN CRITERIA 2-6

02/27/17 §2.4

More than one of the above indicators is usually needed to classify an area as urban. The urban area boundaries, as shown on the Functional Classification Maps, should not be used to determine whether urban or rural design criteria applies. Areas that meet one or more of the above indicators, but are not clearly urban in character, may be considered suburban in character when this category is available (e.g., superelevation chart selection & interstate LOS). Otherwise, suburban areas should be considered as rural in character. Exhibit 2-1 serves as guide for selecting the appropriate design criteria category for a project based upon the functional classification as recorded on the Functional Classification Maps and Highway Inventory.

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02/27/17 §2.4

Exhibit 2-1 Functional Classification of Highways - Various Sources1,4

Classification is based upon the service the highway is intended to provide and is dependent upon census data and urban boundaries

Classification determined by the designer based upon conditions anticipated during the design life of the project. 2

NYSDOT Highway Inventory & Functional

Classification Maps Design

Classification

Character

Per HDM §2.4 Criteria Section

Description Code

Urban Principal Arterial - Interstate

11

Interstate Urban and

Rural 2.7.1.1

Rural Principal Arterial- Interstate

01

Urban Principal Arterial - Other Freeway/Expressway

12

Other Freeways Urban and

Rural 2.7.1.2

Rural Principal Arterial – Other Freeway/Expressway

02

Urban Principal Arterial - Other 14

Arterial

Urban Non-NHS 2.7.2.3

Urban Minor Arterial 16 NHS 2.7.2.4

Rural Principal Arterial – Other 04 Rural

Non-NHS 2.7.2.1

Rural Minor Arterial 06 NHS 2.7.2.2

Urban Collector/ Major Collector 17

Collector

Urban Non-NHS 2.7.3.3

Urban Minor Collector 18 NHS 2.7.3.4

Rural Major Collector 07 Rural

Non-NHS 2.7.3.1

Rural Minor Collector 3 08 NHS 2.7.3.2

Rural Local 3 09

Local

Rural Non-NHS 2.7.4.1

NHS 2.7.4.2

Urban Local 3 19 Urban

Non-NHS 2.7.4.3

NHS 2.7.4.4

Notes: 1. This table presents the general relationship between the Functional Classifications and the Design Criteria.

There may be situations where the association presented will not coincide as shown. 2. Classifications are based on AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011. 3. Classification that is typically not federal-aid eligible. 4. Highway Data Services Bureau maintains the official, most current, record of Highway Functional Classifications

and National Highway System (NHS) designations.

DESIGN CRITERIA 2-8

02/27/17 §2.4.3.1

2.4.1 Interstates and Other Freeways

2.4.1.1 Interstates

Interstate highways are freeways on the interstate highway system. Generally, they are interregional high-speed, high-volume, divided facilities with complete control of access and are functionally classified as principal arterials.

2.4.1.2 Other Freeways

Other freeways are local, intraregional and interregional high-speed, divided, high-volume facilities with complete control of access. Most other freeways have been classified as principal arterials. Expressways are divided highways for through traffic with full or partial control of access and generally with grade separations at major crossroads. Section 2.7.1, Interstates and Other Freeways, applies to expressways and to multilane divided parkways, including parkways with occasional at-grade intersections.

2.4.2 Arterials

2.4.2.1 Rural Arterials

A major part of the rural highway system consists of rural arterials, which range from two-lane roadways to multilane, divided, controlled-access facilities. Generally, they are high-speed roadways for travel between major points.

2.4.2.2 Urban Arterials

Urban arterials generally carry large traffic volumes within and through urban areas. They vary from multilane, divided, controlled-access facilities to two-lane streets. They serve major areas of activity, carrying a high proportion of an area's traffic on a small proportion of the area's lane mileage.

2.4.3 Collector Roads and Streets

Collectors serve a dual function. They collect and distribute traffic while providing access to abutting properties.

2.4.3.1 Rural Collectors

Rural collectors are two-lane roadways connecting roadways of higher classification, larger towns, and smaller communities. They link local traffic generators with rural areas.

DESIGN CRITERIA 2-9

02/27/17 §2.4.5.4

2.4.3.2 Urban Collectors

Urban collector streets link neighborhoods or areas of homogeneous land use with arterial streets. They serve the dual function of land access and traffic circulation.

2.4.4 Local Roads and Streets

2.4.4.1 Local Rural Roads

Local rural roads are primarily town and county roads. Their primary purpose is access to the abutting property. They constitute a high proportion of the highway mileage, but service a low proportion of the traffic volume.

2.4.4.2 Local Urban Streets

Local urban streets are primarily village and city streets. Their primary purpose is access to abutting property.

2.4.5 Other Roadways

The roadways defined in this section are not considered a functional classification. They have a different function than the highways discussed in the classifications above, and are defined here so the appropriate design criteria can be determined.

2.4.5.1 Parkways

These are usually divided highways for noncommercial traffic with full control of access, grade separations, interchanges, and occasional at-grade intersections. Parkways are designated by law.

2.4.5.2 Ramps

Ramps are turning roadways that connect two or more legs of an interchange. They may be multilane.

2.4.5.3 Speed-Change Lanes

A speed-change lane is an auxiliary lane, primarily for the acceleration or deceleration of vehicles entering or leaving through traffic.

2.4.5.4 Turning Roadways

Turning roadways are separate connecting roadways at intersections.

DESIGN CRITERIA 2-10

02/27/17 §2.5.1.1

2.4.5.5 Collector - Distributor Roads

Collector - distributor roads are auxiliary roadways within or between interchanges. The purpose of these roadways is to remove weaving traffic from the mainline and to minimize entrances and exits.

2.4.5.6 Frontage Roads

Frontage or service roads are auxiliary roadways along controlled access facilities. They provide access to adjacent property.

2.4.5.7 Climbing Lanes

Climbing lanes are auxiliary lanes provided for slow-moving vehicles ascending steep grades. They may be used along all types of roadways.

2.4.5.8 Intersections

Intersections are covered in Chapter 5 of this manual.

2.5 PROJECT DATA

The following items are factors in determining the values of some of the critical design elements.

2.5.1 Traffic

2.5.1.1 Traffic Volume

Traffic volume directly affects the geometric features selected for design of highway and bridge projects. The general unit of measure for traffic on a highway is the two-way, average daily traffic (ADT), defined as the total volume during a given time period (in whole days), greater than one day and less than one year, divided by the number of days in that time period. The ADT volume utilizing a time period of one year is referred to as the two-way, annual average daily traffic (AADT). An hourly traffic volume is also used for design purposes. The unit of measure for this traffic is the two-way, design-hour volume (DHV) which is usually represented by the 30th highest hourly volume of the year chosen for design. This volume is adjusted to provide a one-way, directional design-hour volume (DDHV). Refer to Chapter 5, Section 5.2 of this manual for additional information on traffic data.




02/27/17 §2.5.2

2.5.1.2 Trucks and Other Heavy Vehicles

For consistency with the definition in AASHTO’s A Policy on Geometric Design of Highways and Streets, the term “trucks” used in this chapter refers to all heavy vehicles. The Transportation Research Board’s Highway Capacity Manual defines heavy vehicles as vehicles having more than four tires touching the pavement, and include trucks, buses, and recreational vehicles. Trucks impose a greater effect on a highway or bridge than passenger cars do. Truck volumes are generally addressed as follows:

• A very low percentage of trucks is considered to be 2% or less.

• A high percentage of trucks is considered to be 10% or more. For the interstates and other freeways, a DDHV of 250 vph is used to indicate a high percentage of trucks.

2.5.1.3 Traffic Design Year

Highway and bridge design should be based on traffic volumes that are expected to occur within the expected service life of the project. The year chosen for design must also be no further ahead than that for which traffic can be estimated with reasonable accuracy. Refer to Appendix 5 (Design Year Traffic Forecasts) of the Project Development Manual to determine the appropriate design year for the project.

2.5.1.4 Speed Studies

Speed studies provide an essential measure for evaluating highway geometry. The speed study results may also serve as the basis for selecting a design speed within the acceptable range for the highway’s functional class (refer to Section 2.6.1 of this chapter for a discussion of design speed). Consult Chapter 5, Section 5.2.4 of this manual for more information on speed studies and terminology.

2.5.2 Terrain

The topography of the land traversed has an influence on the horizontal and vertical alignment of a highway. The terrain classifications pertain to the general character of a specific route corridor. For design purposes, variations in topography are categorized by terrain, utilizing the definitions in AASHTO's A Policy on Geometric Design of Highways and Streets:

Level Terrain - That condition where highway sight distances, as governed by both horizontal and vertical restrictions, are generally long or could be made to be so without construction difficulty or major expenses. Rolling Terrain - That condition where the natural slopes consistently rise above and fall below the road or street grade and where occasional steep slopes offer some restriction to normal horizontal and vertical roadway alignment. Mountainous Terrain - That condition where longitudinal and transverse changes in the elevation of the ground with respect to the road or street are abrupt and where benching and side hill excavation are frequently required to obtain acceptable horizontal and vertical alignment.




02/27/17 §2.5.3.3

2.5.3 Special Routes

There are special routes designated to serve specific purposes as shown below.

2.5.3.1 Strategic Highway Corridor Network (STRAHNET)

The United States Department of Defense has a program called Highways for National Defense (HND) to ensure the mobility of United States Forces during national defense operations. To support this program, a Strategic Highway Corridor Network (STRAHNET) was established. The STRAHNET includes highways which are important to the United States Strategic Defense Policy and which provide defense access, continuity, and emergency capabilities for the movement of personnel, materials, and equipment in both peacetime and wartime. This system consists of interstate and some non-interstate highways. The minimum vertical clearance on these routes is 16’. Refer to Section 2 of the Bridge Manual for information on the 16’ vertical clearance routes. [Note: sections of the interstate system have been exempted from the vertical clearance requirements]. The Highway Data Services Bureau of the Office of Technical Services maintains the designation and map information concerning the STRAHNET system.

2.5.3.2 Designated Qualifying and Access Highways

The 1982 Federal Surface Transportation Assistance Act (STAA) and the State 1990 Truck Safety Bill provided regulations concerning a system of reasonable access routes for special dimension vehicles. Minimum travel lane widths of 12’ must be provided along Designated Qualifying Highways. Minimum travel lane widths of 10’ are required along Designated Access Highways and for routes within 1 mile of Qualifying Highways. The Office of Traffic Safety and Mobility maintains a listing of all designated highways in the publication Official Description of Designated Qualifying and Access Highways in New York State.

2.5.3.3 Signed Shared Roadways

Bicycle routes are distinguished by their designation and signing as preferred routes through high demand corridors. The surface treatments and lane or shoulder widths required are especially important to assure the usability of designated bicycle routes. Refer to Chapter 17 of this manual for further guidance.

https://www.dot.ny.gov/divisions/engineering/structures/manuals/bridge-manual-usc

https://www.dot.ny.gov/divisions/operating/oom/transportation-systems/manuals

https://www.dot.ny.gov/divisions/operating/oom/transportation-systems/manuals



02/27/17 §2.6.1

2.5.3.4 National Highway System (NHS)

This system was established after passage of the Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991 and was approved by Congress in 1995. The NHS is separate and distinct from the functional classification system. The NHS consists of interconnected urban and rural highways and arterials (including toll facilities) which serve major population centers, international border crossings, ports, airports, public transportation facilities, other intermodal transportation facilities, and other major travel destinations; meet national defense requirements; or serve interstate and interregional travel. Although limited in number, there are segments of local highways and rural minor collectors that are classified as part of the NHS. All routes on the Interstate System are a part of the National Highway System. A maps of the NHS routes in New York State be viewed on FHWA’s website at https://www.fhwa.dot.gov/planning/national_highway_system/nhs_maps/new_york/index.cfm. This information can also be found on the Highway Data Services Bureau’s Roadway Inventory System Viewer at https://www.dot.ny.gov/risviewer. Design criteria for segments on the NHS follow the AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011. In general, these standards do not use construction cost or other constraints as a major influence in the criteria. Title 23 USC 109 allows states to establish design criteria for highways and streets that are not part of the NHS. This allows states to establish criteria that reduce project costs and/or the need for numerous nonstandard features on lower classification highways so that the overall system can be improved using practical criteria. This chapter establishes non-NHS design criteria for collectors, arterials, local roads, and local urban streets based on the 2R/3R design criteria values, which have been shown to cost-effectively improve safety. Refer to Chapter 7 of this manual for more information on the basis for the 2R/3R design criteria values.

2.6 CRITICAL DESIGN ELEMENTS

The eleven (11) items discussed in this section are defined as the critical design elements. Usually, minimum or maximum values are specified for these elements.

2.6.1 Design Speed

Design speed is a speed established to determine the various geometric design features of the roadway. The design speed should be a logical one with respect to the functional classification of highway, anticipated off-peak 85th percentile speed, topography, the adjacent land use, and any planned improvements for the facility, including future projects on adjacent segments. Once established, many of the critical elements of the highway are related to the design speed. There are important differences between the design criteria applicable to low- and high-speed designs. AASHTO’s A Policy on Geometric Design of Highways and Streets, defines the upper limit for low-speed at 45 mph and the lower limit for high-speed at 50 mph (i.e., low-speed < 45 mph & high speed > 50 mph). Project design speeds are to be rounded to the nearest 5 mph value and should, therefore, fall within one of these two categories.

https://www.fhwa.dot.gov/planning/national_highway_system/nhs_maps/new_york/index.cfm

https://www.dot.ny.gov/risviewer



02/27/17 §2.6.2

2.6.1.1 Establishing a Design Speed

The design speed is either: maximum functional class speed or a speed based on the anticipated (post-construction) off-peak 85th percentile speed within the range of functional class speeds. The Regional Traffic Engineer should concur with the design speed to be used for selection of the other critical design elements. For freeways, the design speed shall equal or exceed the regulatory speed limit in every case. Scoping documents, design approval documents, etc., should contain the basis for the design speed. The anticipated off-peak 85th percentile speed is to be based on:

• Existing off-peak 85th Percentile Speed - Refer to Section 2.5.1.4 of this chapter and Chapter 5, Section 5.2.4 of this manual for definitions and acceptable methods. For new facilities, the anticipated off-peak 85th percentile speed may be based on the speeds of facilities with similar classifications, geometry, and traffic characteristics.

• Improvements - Since speeds often increase when there is a new pavement surface, and when geometric improvements are made, engineering judgment should be exercised in determining the reasonableness and applicability of using an existing off-peak 85th percentile speed that is below the maximum functional class speed.

• Traffic Calming - Refer to Chapter 25 of this manual for requirements and guidance.

A nonstandard design speed is NOT to be used. A nonstandard design speed cannot be

justified since a reduction in the design speed effectively lowers several speed-related

critical design elements, which must be justified individually.

2.6.1.2 Design Speed Segments

The use of different design speeds for continuous segments of a facility should be kept to a minimum to better assure consistency of design features such as vertical and horizontal alignment. However, significant changes in highway environment or terrain may necessitate a different design speed for different highway segments within the project (i.e., rural vs. urban, flat vs. mountainous, a large change in side road or driveway density, a large change in building offsets, etc.).

2.6.2 Lane Width

The highway lane is the portion of the traveled way used for a single line of vehicles. Wide curb lanes in urban areas are designed to accommodate bicycles and motor vehicles simultaneously. Refer to Chapter 18 of this manual and Section 2.7 of this chapter.






02/27/17 §2.6.4

2.6.3 Shoulder Width

The shoulder is the portion of the roadway contiguous with the traveled way. Narrow shoulders less than 3’ wide adjacent to curbing are sometimes called curb off-sets. Shoulders may provide for:

• Improved capacity

• Easier entry and departure from the highway to side streets and driveways

• Truck turning movements

• Off tracking of trucks around curves

• Evasive maneuvers

• Increased horizontal and intersection sight distances

• Increase the horizontal clearance

• Reduced driver stress

• Storm water flow in curbed and gutter sections

• Stopped vehicles

• Maintenance and protection of traffic

• Maintenance operations such as snow removal

• Oversized vehicles

• Agricultural or slow-moving vehicles

• Bicycle and occasional pedestrian use

• Fewer passing conflicts with bicyclists and pedestrians

• Improved visibility of pedestrians crossing the highway

• Emergency use

• Mail delivery

• Garbage pickup

• Bus Stops

• Structural support of subbase and surface courses The width of shoulder is the actual width that can be used for an evasive maneuver. Areas behind curbing (turfed, stabilized, or paved) are not considered part of the shoulder since the edge of the useable shoulder must be flush with the traveled way. Therefore, curbs located closer to the edge of the traveled way than the required shoulder width require the shoulder to be justified as a nonstandard feature. The area behind curbing (turfed, stabilized, or paved) may be useful for disabled vehicles and as part of the clear zone. Interstate and other freeway shoulders are to be fully paved. As an exception, historic parkways classified as freeways require paving only for the first 4’ of shoulder. Nonfreeway shoulders may be either fully or partially paved or stabilized. Generally, the entire shoulder width is paved. In curbed areas the entire shoulder is to be paved.

2.6.4 Horizontal Curve Radius

The minimum radius is a limiting value of curvature for a given design speed and is determined from the maximum rate of superelevation and the maximum side-friction factor selected for design. The highway and turning roadway radii used for curve and superelevation design is measured from the inner edge of the traveled way. On two-lane facilities, the radius may be measured to the centerline of the two travel lanes as the difference in radii is small


02/27/17 §2.6.6

Note that the radius shown on plan sheets is for construction purposes and is measured to the horizontal control line, which often follows the roadway centerline or the median edge of traveled way.

2.6.5 Superelevation

Superelevation is the cross slope of the pavement at a horizontal curve, provided to partially counterbalance the centrifugal force on a vehicle going around that curve. A number of factors influence the maximum allowable rate of superelevation, including climate and area type (i.e., urban, suburban, or rural). In urban areas, a 4% maximum superelevation rate is used, except on interstates, other freeways, expressways, parkways, and ramps, where an 8% maximum is used. For interstates, other freeways, expressways, parkways, and ramps in urban and suburban areas, where there is recurring congestion, a 6% maximum rate may be used (instead of 8%) on one-way and two-way upgrades. A 6% maximum may also be retained on reconstruction sections in urban areas with crash rates at or below the statewide average for similar facilities.

Higher rates of superelevation are undesirable:

• In urban areas due to impact on building fronts, drainage, sidewalks, driveways and a high volume of left turns from a stopped condition.

• For segments with wide variations in travel speeds, common on high-volume, urban and suburban facilities.

The actual superelevation provided for each curve is determined using the appropriate emax table (Exhibits 2-11 through 2-14a) referenced in Section 2.7 of this chapter. Exhibits 2-11 and 2-11a are for use on urban streets since they minimize the use of superelevation by maximizing the use of side friction (refer to Method 2 in Chapter 3 of AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011). Exhibits 2-12 through 2-14a use superelevation to gradually increase the side friction demand (refer to Method 5 in Chapter 3 of AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011). When curves occur on grades steeper than 5%, refer to Chapter 3 of AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011, for further guidance.

2.6.6 Stopping Sight Distance (Horizontal and Vertical)

Sight distance is the length of roadway ahead visible to the driver. The minimum sight distance available on a roadway should be sufficiently long to enable a vehicle traveling at or near the design speed to stop before reaching a stationary object in its path. There are three types of stopping sight distance to consider. These are stopping sight distance for crest vertical curves, stopping sight distance for sag vertical curves under bridges or other vertical sight obstruction (also called "headlight sight distance"), and stopping sight distance for horizontal curves. Sag vertical curve sight distance is not a critical design element where sight lines are unrestricted. The effect of grades on vertical curve stopping sight distance is not considered when determining the minimum values. For two-way facilities the sight distance available on downgrades is generally larger than on upgrades. The unadjusted stopping sight distance, more or less, provides an average of the downgrade and upgrade values. For one-way roadways without wide shoulders or multiple travel lanes to accommodate evasive maneuvers, an adjustment for grade is desirable. The effect of concrete barriers and other visual obstructions must be considered when determining horizontal sight distance. A concrete barrier placed on the inside of a horizontal curve will restrict sight distance around that curve. This is a common problem on curvilinear freeways. Refer to


02/27/17 §2.6.11

Chapter 5 of this manual, Section 5.7.2, for additional information on sight distance.

2.6.7 Maximum Grade

The maximum grade is the maximum allowable rate of change in vertical alignment of a highway. Since the rate of grade has a direct effect on the operating speed of vehicles on a highway, the maximum grade is chosen to encourage uniform operating speeds throughout the traffic stream while providing a cost-effective design. Refer to Chapter 5, Section 5.7.4.1 of this manual for a discussion of minimum grades to accommodate drainage.

2.6.8 Cross Slope

Cross slope is the minimum value of sustained transverse slope of a travel lane and paved shoulder. For non-superelevated sections of the traveled way, this cross slope is commonly called "normal crown." The purpose of travel lane cross slope is to provide positive drainage from the pavement.

2.6.9 Vertical Clearance

Vertical clearance is the minimum vertical clear distance to an obstruction over any part of the traveled way and shoulders. Refer to the Bridge Manual, Section 2, for specific design criteria.

2.6.10 Design Loading Structural Capacity

Design loading structural capacity is the ability of a bridge to carry its dead load and a given live load. The live load (which includes impact effects) is expressed in terms of standard AASHTO truck configurations or equivalent uniform lane loads.

2.6.11 Americans with Disabilities Act (ADA) Compliance

ADA-compliant pedestrian facilities such as sidewalks, curb ramps, ramps, pedestrian crossings, stairs, railings, etc., must meet the requirements of HDM Chapter 18. These standards are concerned with the usability of pedestrian facilities by persons with disabilities, and are based in the standards established by the United States Access Board in Proposed Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG). ADA compliance is a critical design element for all highway construction/reconstruction projects with pedestrian facilities. The standards found in Chapter 18 must be strictly adhered to, unless a formal justification is provided in accordance with Section 2.8 of this chapter.

Note that a highway shoulder is not typically considered a pedestrian facility as it is primarily intended to meet other needs and requirements (refer to Sections 2.6.3). However, pedestrians are entitled to use shoulders per Section 1156 of the NYS Vehicle and Traffic Law. A shoulder is not required to meet accessibility requirements, except for portions of the shoulder that are designated as a pedestrian access route (e.g., where the shoulder is within or part of a marked pedestrian crossing). See Chapter 18 for information on pedestrian access routes.







02/27/17 §2.7

2.7 STANDARDS

This section provides the standard values for the critical design elements. The values are provided for each functional classification, with further division of arterials, collectors, and local roads for rural and urban conditions, similar to the format of AASHTO's A Policy on Geometric Design of Highways and Streets. In addition, values are provided for other roadways such as parkways, ramps, speed change lanes, turning roadways, climbing lanes, collector-distributor roadways and frontage roads. When these values are not met, concurrence with nonstandard features must be obtained from FHWA, the Deputy Chief Engineer, the Regional Director or other responsible party, as described in Section 2.8 of this chapter and in the Project Development Manual. The values shown are the minimum or maximum values or other parameters as applicable. In some cases, further refinement of the values, dependent on certain conditions, are provided. Desirable values are also provided for a few of the critical design elements (wider shoulders on certain interstates and other freeways, curb offsets on urban streets, and turning lanes). Whenever practicable, considering factors such as cost limitations and social, economic, and environmental impacts, the designer should strive to achieve the desirable values. There are technical discrepancies between the metric and U.S. customary values in AASHTO's A Policy on Geometric Design of Highways and Streets. Guidance on this issue is provided in Section 2.8.2 of this chapter. Lane and shoulder widths on bridge projects are established by the NYSDOT Bridge Manual, Section 2. They are influenced by future plans for the adjacent highway and should be considered both the minimum acceptable and the desirable values. The standards for design of accessible pedestrian facilities are based on the United States Access Board’s Proposed Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG). Refer to Chapter 18 of this manual for further guidance.





02/27/17 §2.7.1.1

2.7.1 Interstates and Other Freeways

2.7.1.1 Interstates

The design criteria for interstate highways are detailed in sections A to J below.

A. Design Speed

The design speed is either: maximum functional class speed or a speed based on the anticipated (post-construction) off-peak 85th percentile speed within the range of functional class speeds, as shown below. Refer to Section 2.6.1 for guidance on design speed and Chapter 5 of this manual, Section 5.2.4 for methods to determine the off-peak 85th percentile speed. The following are the range of design speeds:

Area

Character Terrain

Minimum

Design Speed (mph)

Maximum

Design Speed

(mph)

Rural Level 70 80

Rural Rolling 70 80

Rural Mountainous 50 70

Urban All 50 70

B. Lane Width Travel lanes = 12 ft. minimum. C. Shoulder Width Determine from Exhibit 2-2. D. Horizontal Curve Radius Determine minimum radius from Exhibit 2-2. For curves flatter than the minimum radius, the radius and superelevation on each horizontal curve shall be correlated with the design speed in accordance with the appropriate emax exhibit (Exhibit 2-13a for emax. = 6% or Exhibit 2-14a for emax. = 8%).



02/27/17 §2.7.1.2

E. Superelevation 8% maximum. A 6% maximum may be used in urban and suburban areas to minimize the effect of negative side friction during peak periods with low travel speeds.

F. Stopping Sight Distance (Horizontal and Vertical) Determine minimum distances from Exhibit 2-2 based on a 2.5 second (95th percentile) perception reaction time and 10th percentile deceleration rate.

G. Grade

Determine maximum from Exhibit 2-2. H. Cross Slope

Normal crown sections = 1.5% minimum, 2.5% maximum. I. Vertical Clearance

Determine minimum from NYSDOT Bridge Manual, Section 2.

J. Design Loading Structural Capacity

Determine from NYSDOT Bridge Manual, Section 2.

2.7.1.2 Other Freeways

The design criteria for freeways other than interstates are the same as Section 2.7.1.1, Interstates.




09/01/17 §2.7.1.2

Exhibit 2-2 Design Criteria for Interstates and Other Freeways

Shoulder 1

Description Shoulder Width (ft.)

Minimum Desirable 3

Right Side:

General (2 lanes each direction) In mountainous terrain involving high cost for additional width

For non-interstate parkways that exclude truck and bus traffic Where trucks exceed 250 DDHV (directional design hourly volume)

10 8 8

10

10 10 10 12

Left Side: General (2 lanes each direction) For level or rolling interstates with six or more lanes

For level or rolling interstates with six or more lanes where trucks exceed 250 DDHV For mountainous interstates with 2-3 lanes in one direction

For mountainous interstates with 4 or more lanes in one direction

4 10 10 4 8

84 10 12 8 8

Design

Speed

(mph)

Maximum Percent Grade Minimum

Stopping Sight

Distance, ft.

Minimum

Radius

Curve, ft.

emax = 6%

Minimum

Radius

Curve, ft.

emax = 8% Level 2 Rolling 2 Mountainous

50 55 60 65 70 75 80

4 4 3 3 3 3 3

5 5 4 4 4 4 4

6 6 6

5.5 5 - -

425 495 570 645 730 820 910

833 1061 1333 1657 2042 2500 3048

758 960 1200 1482 1815 2206 2667

Notes: 1. For bridges, determine the shoulder width from the NYSDOT Bridge Manual, Section 2.

2. Grades 1% steeper may be used for one-way downgrades and for extreme cases in urban areas where development precludes the use of flatter grades.

3. For shoulder widths of 10 ft. or less, an additional 2 ft. is desirable where barrier is used.

4. Only 4’ must be paved. The remainder should be paved or stabilized.


DESIGN CRITERIA

02/27/17 §2.7.2.1

2-22

2.7.2 Arterials

2.7.2.1 Rural Arterials – Non-NHS

The design criteria for undivided and divided rural non-NHS arterials are:

A. Design Speed The design speed is either: maximum functional class speed or a speed based on the anticipated (post-construction) off-peak 85th percentile speed within the range of functional class speeds as shown below. Refer to Section 2.6.1 for guidance on design speed and Chapter 5 of this manual, Section 5.2.4, for methods to determine the off-peak 85th percentile speed. The following are the range of design speeds:

Terrain Minimum Design Speed Maximum Design Speed

Level 40 mph 70 mph

Rolling 40 mph 60 mph

Mountainous 40 mph 50 mph

B. Lane Width Determine from Exhibit 2-3. C. Shoulder Width Determine from Exhibit 2-3. D. Horizontal Curve Radius Determine minimum radius from Exhibit 2-3. The side friction factors for these curves are based on a reduced level of comfort while still considering truck rollover and worn wet tire skidding on worn pavement. For curves flatter than the minimum radius, the radius and superelevation on each horizontal curve shall be correlated with the design speed in accordance with the appropriate emax table (Exhibit 2-13 for emax. = 6% or Exhibit 2-14 for emax. = 8%). E. Superelevation 8% maximum. A 6% maximum may be used in suburban areas to minimize the effect of negative side friction during peak periods with low travel speeds.


DESIGN CRITERIA

02/27/17 §2.7.2.1

2-23

F. Stopping Sight Distance (Horizontal and Vertical) Determine minimum and desirable from Exhibit 2-3 based on a 2 second (>85th percentile) perception reaction time and 10th percentile deceleration rate. G. Grade Determine maximum from Exhibit 2-3. H. Cross Slope Normal crown sections = 1.5% minimum, 3% maximum. I. Vertical Clearance Determine minimum from NYSDOT Bridge Manual, Section 2. J. Design Loading Structural Capacity Determine from NYSDOT Bridge Manual, Section 2. K. Americans with Disabilities Act (ADA) Compliance Standards for design of pedestrian facilities accessible to persons with disabilities are based on the United States Access Board’s Proposed Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG). Refer to Chapter 18 of this manual for further guidance.




DESIGN CRITERIA

09/01/17 §2.7.2.1

2-24

Exhibit 2-3 Design Criteria for Non-NHS Rural Arterials

Design

Speed

(mph)

Travel Lane Width 1,2,3 (ft.)

Design Year ADT Maximum % Grade

Minimum

Sight

Stopping

Distance

(ft.)

Minimum

Radius Curve

(ft.)

emax = 6%

Minimum

Radius Curve

(ft.)

emax = 8%

ADT Under 2,000

ADT 2,000-7,500

ADT 7,500-10,000

ADT Over

10,000 Level Rolling Mountainous

40 11 11 11 12 5 6 8 271 333 314

45 11 11 11 12 5 6 7 327 435 409

50 11 11 12 12 4 5 7 387 556 521

55 11 11 12 12 4 5 6 452 695 651

60 12 12 12 12 3 4 6 522 857 800

65 12 12 12 12 3 4 5 597 1043 971

70 12 12 12 12 3 4 5 676 1256 1167

Shoulder Width 3 (ft.) Notes:

1. Width of travel lane may remain 11 ft. on reconstructed highways where crash rates are below the statewide rate for similar facilities and the route is not designated as a Qualifying Highway.

2. Routes designated as Qualifying Highways on the National Network (1982 STAA Highways) require 12 ft. travel lanes.

3. For bridges, determine the lane and shoulder width from the NYSDOT Bridge Manual, Section 2.

4. For turning lanes, use Exhibit 2-4 of this chapter.

Undivided (Right

Shoulder)

4 ft.

4 ft.

6 ft.

6 ft.

Divided

Right Shoulder = 8 ft. Left Shoulder = 4 ft.



02/27/17 §2.7.2.2

2.7.2.2 Rural Arterials - NHS

The design criteria for undivided and divided NHS rural arterials are:

A. Design Speed The design speed is either: maximum functional class speed or a speed based on the anticipated (post-construction) off-peak 85th percentile speed within the range of functional class speeds as shown below. Refer to Section 2.6.1 for guidance on design speed and Chapter 5 of this manual, Section 5.2.4 for methods to determine the off-peak 85th percentile speed. The following are the range of design speeds:

Terrain Minimum Design Speed Maximum Design Speed

Level 40 mph 70 mph

Rolling 40 mph 60 mph

Mountainous 40 mph 50 mph

B. Lane Width Determine from Exhibit 2-3a.

C. Shoulder Width Determine from Exhibit 2-3a.

D. Horizontal Curve Radius

Determine minimum radius from Exhibit 2-3a. . For curves flatter than the minimum radius, the radius and superelevation on each horizontal curve shall be correlated with the design speed in accordance with the appropriate emax table (Exhibit 2-13a for e max. = 6% or Exhibit 2-14a for emax. = 8%).

E. Superelevation

8% maximum. A 6% maximum may be used in suburban areas to minimize the effect of negative side friction during peak periods with low travel speeds.




02/27/17 §2.7.2.2

F. Stopping Sight Distance (Horizontal and Vertical) Determine from Exhibit 2-3a, based on a 2.5 second (95th percentile) perception reaction time and 10th percentile deceleration rate. G. Grade Determine maximum from Exhibit 2-3a. H. Cross Slope Normal crown sections = 1.5% minimum, 2.5% maximum. I. Vertical Clearance Determine minimum from NYSDOT Bridge Manual, Section 2. J. Design Loading Structural Capacity Determine from NYSDOT Bridge Manual, Section 2. K. ADA Compliance Standards for design of pedestrian facilities accessible to persons with disabilities are based on the United States Access Board’s Proposed Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG). Refer to Chapter 18 of this manual for further guidance.





09/01/17 §2.7.2.2

Exhibit 2-3a Design Criteria for NHS Rural Arterials

Design

Speed

(mph)

Travel Lane Width 1,2,3 (ft.)

Design Year ADT Maximum % Grade

Minimum

Sight

Stopping

Distance

(ft.)

Minimum

Radius Curve

(ft.)

emax = 6%

Minimum

Radius Curve

(ft.)

emax = 8%

ADT Under 400

ADT 400-1500

ADT 1500-2000

ADT Over 2000 Level Rolling Mountainous

40 11 11 11 12 5 6 8 305 485 444

45 11 11 11 12 5 6 7 360 643 587

50 11 11 12 12 4 5 7 425 833 758

55 11 11 12 12 4 5 6 495 1061 960

60 12 12 12 12 3 4 6 570 1333 1200

65 12 12 12 12 3 4 5 645 1657 1482

70 12 12 12 12 3 4 5 730 2042 1815

Shoulder Width 3 (ft.) Notes:

1. Width of travel lane may remain 11 ft. on reconstructed highways where the crash rate is below the statewide rate for similar facilities and the route is not designated as a Qualifying Highway.



4. For turning lanes, use Exhibit 2-4 of this chapter.

Undivided (Right

Shoulder) 4 ft. 6 ft. 6 ft. 8 ft.

Divided

Right Shoulder = 8 ft. Left Shoulder = 4 ft.



02/27/17 §2.7.2.3

2.7.2.3 Urban Arterials - Non-NHS

The design criteria for non-NHS urban arterials are:

A. Design Speed

The design speed is either: maximum functional class speed or a speed based on the anticipated (post-construction) off-peak 85th percentile speed within the range of functional class speeds as shown below. Refer to Section 2.6.1 for guidance on design speed and Chapter 5 of this manual, Section 5.2.4, for methods to determine the off-peak 85th percentile speed. The following are the range of design speeds:

Area

Character

Minimum

Design Speed

Maximum

Design Speed

Suburban and Developing Areas 40 mph 45 mph

Urban Area 35 mph 45 mph

Central Business District 30 mph 40 mph

B. Lane Width Determine from Exhibit 2-4. C. Shoulder Width Determine from Exhibit 2-4. D. Horizontal Curve Radius Determine minimum radius from Exhibit 2-4. The side friction for these curves are based on a reduced level of comfort while still considering truck rollover and worn wet tire skidding on worn pavement.

For low-speed (45-mph and below) urban and suburban streets, where building fronts, drainage, sidewalks, or driveways would be substantially impacted by added superelevation, the use of superelevation can be minimized by placing greater reliance on side friction to counter lateral acceleration. This distribution of superelevation is based on Method 2 in Chapter 3 of AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011.

For radii larger than the above minimum radius for emax = 4%, determine the superelevation rate using Exhibit 2-11. E. Superelevation 4% maximum



02/27/17 §2.7.2.3

F. Stopping Sight Distance (Horizontal and Vertical) Determine minimum and desirable from Exhibit 2-4 based on a 2 second (>85th percentile) perception reaction time and 10th percentile deceleration rate.

G. Grade Determine maximum from Exhibit 2-4. H. Cross Slope Normal crown sections = 1.5% minimum, 3% maximum. I. Vertical Clearance Determine minimum from NYSDOT Bridge Manual, Section 2. J. Design Loading Structural Capacity Determine from the NYSDOT Bridge Manual, Section 2. K. ADA Compliance Standards for design of pedestrian facilities accessible to persons with disabilities are based on the United States Access Board’s Proposed Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG). Refer to Chapter 18 of this manual for further guidance.





09/01/17 §2.7.2.3

Exhibit 2-4 Design Criteria for Non-NHS Urban Arterials

Lanes1 Width (ft.)

Minimum Desirable

Travel Lanes - 11 12

For highly restricted areas with no or little truck traffic (0 to 2%) 10 -

Routes designated as Qualifying Highways on the National Network (1982 STAA Highways) 12 -

Wide travel lane adjacent to curbing or parking lane to accommodate bicyclists in low speed segments 2 13 15

Turning Lanes - Minimum Desirable

Left and Right, Truck volume ≤ 2% 10 11

Left and Right, Truck volume > 2% 11 12

Two-way left-turn lanes 11 14

Parking Lanes - Minimum Desirable

Future provision for travel lane 11 -

Future provision for turn lanes 10 -

Future provision for turn lane on 35 mph or less arterial 9 -

No future provisions for turn lanes 8 -

Shoulders1 Width (ft.)

Curbed - Minimum Desirable

Left shoulder for divided arterials 0 1 to 2

Right shoulder for bicycling, lateral offset, etc. 2 5 -

Right shoulder for breakdowns and turning movements in addition to bicycling, lateral offset, etc. 6 10

Uncurbed - Refer to Exhibit 2-3

Design Speed

(mph)

Maximum Percent Grade Minimum Stopping Sight

Distance (ft.)

Minimum Radius Curve (ft.)

emax = 4% Level Rolling Mountainous

30 35 40 45

8 7 7 6

9 8 8 7

11 10 10 9

175

220

271

327

188

263

356

466

Notes 1. For bridges, determine lane and shoulder width from NYSDOT Bridge Manual, Section 2. 2. Wide travel lanes may be used in low-speed segments. Refer to Chapter 17 of this manual for bicycle accommodations. Note that bicyclists have the same rights and responsibilities

as motorists except as provided in Sections 1230-1236 of the New York State Vehicle and Traffic Law. A 0 to 4 ft minimum shoulder may be used where shared lanes or separate bicycling provisions (e.g., shared use path) are provided.




02/27/17 §2.7.2.4

2.7.2.4 Urban Arterials - NHS

The design criteria for NHS urban arterials are:

A. Design Speed

The design speed is either: maximum functional class speed or a speed based on the anticipated (post-construction) off-peak 85th percentile speed within the range of functional class speeds as shown below. Refer to Section 2.6.1 for guidance on design speed and Chapter 5 of this manual, Section 5.2.4 for methods to determine the off-peak 85th percentile speed. The following are the range of design speeds:

Area

Character

Minimum

Design Speed

Maximum

Design Speed


Urban Area 35 mph 45 mph


B. Lane Width

Determine from Exhibit 2-4a.

C. Shoulder Width

Determine from Exhibit 2-4a.


Determine minimum radius from Exhibit 2-4a. For curves with radii larger than the minimum radius, the radius of curve and superelevation on each horizontal curve shall be correlated with the design speed in accordance with Exhibit 2-12a for emax = 4%. The superelevation distribution in this table provides a gradual increase in the unresolved lateral forces on a vehicle as the curve radii decreases. This distribution of superelevation is based on Method 5 in Chapter 3 of AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011. For low-speed (45-mph and below) urban streets in heavily built-up residential, commercial, and industrial areas (where building fronts, drainage, sidewalks, or driveways would be substantially impacted by added superelevation), the use of superelevation can be minimized by placing greater reliance on side friction to counter lateral acceleration. This distribution of superelevation is based on Method 2 in Chapter 3 of AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011. For radii larger than the minimum radius for emax = 4%, determine the superelevation rate using Exhibit 2-11a.



02/27/17 §2.7.2.4

E. Superelevation 4% maximum.

F. Stopping Sight Distance (Horizontal and Vertical) Determine from Exhibit 2-4a, based on a 2.5 second (95th percentile) perception reaction time and 10th percentile deceleration rate.

G. Grade Determine maximum from Exhibit 2-4a. H. Cross Slope Normal crown sections = 1.5% minimum, 2.5% maximum. I. Vertical Clearance Determine minimum from NYSDOT Bridge Manual, Section 2. J. Design Loading Structural Capacity Determine from the NYSDOT Bridge Manual, Section 2. K. ADA Compliance Standards for design of pedestrian facilities accessible to persons with disabilities are based on the United States Access Board’s Proposed Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG). Refer to Chapter 18 of this manual for further guidance.





09/01/17 §2.7.2.4

Exhibit 2-4a Design Criteria for NHS Urban Arterials

Lanes1 Width (ft.)

Minimum Desirable

Travel Lanes - 11 12

For highly restricted areas with no or little truck traffic (0 to 2%) 10 -

Routes designated as Qualifying Highways on the National Network (1982 STAA Highways) 12 -

Wide travel lane adjacent to curbing or parking lane to accommodate bicyclists in low speed segments 2 13 15


Left and Right, Truck volume ≤ 2% 10 12

Left and Right, Truck volume > 2% 11 12

Two-way left-turn lanes 11 16


Future provision for travel lane 11 12

Future provision for turn lanes 10 12

Future provision for turn lane on 35 mph or less arterial 9 12

No future provisions for turn lanes 8 12

Shoulders1 Width (ft.)

Curbed - Minimum Desirable

Left shoulder for divided arterials 0 1 to 2

Right shoulder for bicycling, lateral offset, etc. 2 5 -


Uncurbed - Refer to Exhibit 2-3a

Design Speed

(mph)

Maximum Percent Grade Minimum Stopping Sight

Distance (ft.)

Minimum Radius Curve (ft.)


30 35 40 45

8 7 7 6

9 8 8 7

11 10 10 9

200 250 305 360

250 371 533 711

Notes 1. For bridges, determine lane and shoulder width from NYSDOT Bridge Manual, Section 2. 2. Wide travel lanes may be used in low-speed segments. Refer to Chapter 17 of this manual for bicycle accommodations. Note that bicyclists have the same rights and responsibilities

as motorists except as provided in Sections 1230-1236 of the New York State Vehicle and Traffic Law. A 0 to 4 ft minimum shoulder may be used where shared lanes or separate bicycling provisions (e.g., shared use path) are provided..




02/27/17 §2.7.3.1

2.7.3 Collector Roads and Streets

2.7.3.1 Rural Collectors – Non-NHS

The design criteria for non-NHS rural collectors are:


Type of

Terrain

Range of Design Speeds (mph)

Design Year ADT

0 to 400 400 to 2000 2000 and over

Level 40 - 60 50 - 60 60

Rolling 30 - 60 40 - 60 50 - 60

Mountainous 20 - 60 30 - 60 40 - 60

B. Lane Width Determine minimum from Exhibit 2-5. C. Shoulder Width Determine minimum from Exhibit 2-5. D. Horizontal Curve Radius Determine minimum radius from Exhibit 2-5. The side friction for these curves is based on a reduced level of comfort while still considering truck rollover and worn wet tire skidding on worn pavement. For curves flatter than the minimum radius, the radius and superelevation on each horizontal curve shall be correlated with the design speed in accordance with the appropriate emax. table (Exhibit 2-13 for emax. = 6% or Exhibit 2-14 for emax. = 8%).




02/27/17 §2.7.3.1

E. Superelevation 8% maximum. A 6% maximum may be used in suburban areas to minimize the effect of negative side friction during peak periods with low travel speeds. F. Stopping Sight Distance (Horizontal and Vertical) Determine minimum distances from Exhibit 2-5 based on a 2 second (>85th percentile) perception reaction time and 10th percentile deceleration rate. G. Grade Determine maximum from Exhibit 2-5. H. Cross Slope Normal crown sections = 1.5% minimum, 3% maximum. I. Vertical Clearance Determine minimum from the NYSDOT Bridge Manual, Section 2. J. Design Loading Structural Capacity Determine from the NYSDOT Bridge Manual, Section 2. K. ADA Compliance Standards for design of pedestrian facilities accessible to persons with disabilities are based on the United States Access Board’s Proposed Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG). Refer to Chapter 18 of this manual for further guidance.





09/01/17 §2.7.3.1

Exhibit 2-5 Design Criteria for Non-NHS Rural Collectors

Design

Speed

(mph)

Travel Lane Width (ft.) 1

Based on Design Year ADT Turn Lane (ft.) Maximum Percent Grade 2

Min.

Stopping

Sight

Distance

(ft.)

Min.

Radius Curve

(ft.)

emax = 6%

Min.

Radius Curve

(ft.)

emax = 8%

ADT Under 2,000

ADT 2,000-7,500

ADT 7,500-

10,0003

ADT Over

10,0003

Minimum

Desirable Terrain

Level Rolling Mountainous

20 10 4 10 11 12

10

Match Travel Lane Width

7 10 12 97 74 70

25 10 4 10 11 12 7 10 11 133 119 113

30 10 4 10 11 12 7 9 10 175 176 167

35 10 4 10 11 12 7 9 10 220 247 233

40 10 4 11 11 12 7 8 10 271 333 314

45 10 4 11 11 12 7 8 10 327 435 409

50 10 4 11 11 12 6 7 9 387 556 521

55 11 11 12 12 6 7 9 452 695 651

60 11 11 12 12 5 6 8 522 857 800

Shoulder Width (ft.) 6

Notes:


2. Short lengths of grade in rural areas, such as grades less than 490 ft. in length, one—way downgrades, and grades on low-volume (<1500 ADT) rural collectors may be up to 2% steeper than the grades shown above.

3. Width of travel lane may remain 11 ft. on reconstructed highways where crash rates are below the statewide rate for similar facilities and the route is not designated as a Qualifying Highway.

4. 9 ft. lanes may be used for design volumes under 250 ADT. 5. Minimum width is 4 ft. if roadside barrier is used on low-volume roads. Min. width is 4 ft. if shoulder is

intended for occasional pedestrian and/or bicycle use. A 5 ft. width is desirable if the shoulder has vertical obstructions (e.g., curb or barrier) or vehicle speeds exceed 50 mph.

6. For bridges, determine the shoulder width from the NYSDOT Bridge Manual, Section 2.

All Speeds

2 5

4

6

6



02/27/17 §2.7.3.2

2.7.3.2 Rural Collectors – NHS

The design criteria for NHS rural collectors are:

A. Design Speed The design speed is either: maximum functional class speed or a speed based on the anticipated (post-construction) off-peak 85th percentile speed within the range of functional class speeds as shown below. Refer to Section 2.6.1 for guidance on design speed and Chapter 5 of this manual, Section 5.2.4, for methods to determine the off-peak 85th percentile speed. The following are the range of design speeds.

Type of

Terrain


Design Year ADT

0 to 400 400 to 2000 2000 and over

Level 40 - 60 50 - 60 60

Rolling 30 - 60 40 - 60 50 - 60

Mountainous 20 - 60 30 - 60 40 - 60

B. Lane Width Determine from Exhibit 2-5a. C. Shoulder Width Determine from Exhibit 2-5a. D. Horizontal Curve Radius Determine minimum radius from Exhibit 2-5a. For curves flatter than the minimum radius, the radius and superelevation on each horizontal curve shall be correlated with the design speed in accordance with the appropriate emax. table (Exhibit 2-13a for emax. = 6% or Exhibit 2-14a for emax. = 8%). E. Superelevation 8% maximum. A 6% maximum may be used in suburban areas to minimize the effect of negative side friction during peak periods with low travel speeds.




02/27/17 §2.7.3.2

F. Stopping Sight Distance (Horizontal and Vertical) Determine from Exhibit 2-5a, based on a 2.5 second (95th percentile) perception reaction time and 10th percentile deceleration rate.. G. Grade Determine maximum from Exhibit 2-5a. H. Cross Slope Normal crown sections = 1.5% minimum, 2.5% maximum. I. Vertical Clearance Determine minimum from the NYSDOT Bridge Manual, Section 2. J. Design Loading Structural Capacity Determine from the NYSDOT Bridge Manual, Section 2. K. ADA Compliance Standards for design of pedestrian facilities accessible to persons with disabilities are based on the United States Access Board’s Proposed Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG). Refer to Chapter 18 of this manual for further guidance.





09/01/17 §2.7.3.2

Exhibit 2-5a Design Criteria for NHS Rural Collectors

Design

Speed

(mph)

Travel Lane Width (ft.) 1,7

Based on Design Year ADT Turn Lane (ft.) Maximum Percent Grade 2

Min.

Stopping

Sight

Distance

(ft.)

Min.

Radius Curve

(ft.)

emax = 6%

Min.

Radius Curve

(ft.)

emax = 8%

ADT Under 400

ADT 400- 1500

ADT 1500-

2000 3

ADT Over

2000 3

Minimum

Desirable Terrain


20 10 4 10 11 12

10


7 10 12 115 81 76

25 10 4 10 11 12 7 10 11 155 144 134

30 10 4 10 11 12 7 9 10 200 231 214

35 10 4 10 11 12 7 9 10 250 340 314

40 10 4 11 11 12 7 8 10 305 485 444

45 10 4 11 11 12 7 8 10 360 643 587

50 10 4 11 11 12 6 7 9 425 833 758

55 11 11 12 12 6 7 9 495 1061 960

60 11 11 12 12 5 6 8 570 1333 1200

Shoulder Width (ft.) 7

Notes:


2. Short lengths of grade in rural areas, such as grades less than 490 ft. in length, one—way downgrades, and grades on low-volume (<1500 ADT) rural collectors may be up to 2% steeper than the grades shown above.

3. 11 ft. lanes may be retained where accident rates are acceptable.

4. 9 ft. lanes may be used for design volumes under 250 ADT. 5. Minimum width is 4 ft. if roadside barrier is used on low-volume roads. Min. width is 4 ft. if shoulder is


6. Shoulder width may be reduced to 4 ft. for design speeds of 40 mph to 60 mph. 7. For bridges, determine the shoulder width from the NYSDOT Bridge Manual, Section 2.

All Speeds

2 5

5 6

6

8


02/27/17 §2.7.3.3

2.7.3.3 Urban Collectors - Non-NHS The design criteria for non-NHS urban collectors are:

A. Design Speed


Area

Character

Minimum

Design Speed

Maximum

Design Speed



B. Lane Width Determine minimum from Exhibit 2-6. C. Shoulder Width Determine minimum from Exhibit 2-6. D. Horizontal Curve Radius Determine minimum radius from Exhibit 2-6. The side friction for these curves are based on a reduced level of comfort while still considering truck rollover and worn wet tire skidding on worn pavement. For low-speed (< 45 mph) urban streets in heavily built-up residential, commercial, and industrial areas (where building fronts, drainage, sidewalks, or driveways would be substantially impacted by added superelevation), the use of superelevation can be minimized by placing greater reliance on side friction to counter lateral acceleration. This distribution of superelevation is based on Method 2 in Chapter 3 of AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011. For radii larger than the minimum radius for emax = 4%, determine the superelevation rate using Exhibit 2-11. E. Superelevation 4% maximum.




02/27/17 §2.7.3.3

F. Stopping Sight Distance (Horizontal and Vertical) Determine minimum from Exhibit 2-6 based on a 2 second (>85th percentile) perception reaction time and 10th percentile deceleration rate. G. Grade Determine maximum from Exhibit 2-6. H. Cross Slope Normal crown sections = 1.5% minimum, 3% maximum. I. Vertical Clearance Determine minimum from the NYSDOT Bridge Manual, Section 2. J. Design Loading Structural Capacity Determine from the NYSDOT Bridge Manual, Section 2. K. ADA Compliance

Standards for design of pedestrian facilities accessible to persons with disabilities are based on the United States Access Board’s Proposed Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG). Refer to Chapter 18 of this manual for further guidance.





09/01/17 §2.7.3.4

Exhibit 2-6 Design Criteria for Non-NHS Urban Collectors

Lanes 1,4 Width (ft.)

Travel Lanes - Minimum Desirable

Residential and Commercial 10 12

Industrial areas without severe ROW limitations 12 -

Industrial areas with severe ROW limitations 11 -

Wide travel lane adjacent to curbing or parking lane to accommodate bicyclists in low-speed segments 2 13 15

Travel Lanes – (uncurbed) Refer to Exhibit 2-5


Truck volume ≤ 2% 10 12

Truck Volume > 2% 11 12

Two-way left-turn lanes (trucks ≤ 2%) 10 16

Two-way left-turn lanes (trucks > 2%) 11 16


Commercial / Industrial 8 11

Residential 7 8

Shoulders 2 Width (ft.)

Curbed - Minimum Desirable Left shoulder for divided urban collectors 0 1 to 2

Right shoulder for bicycling 2, lateral offset, etc. 5 -



Design Speed

(mph) Maximum Percent Grade Minimum

Stopping Sight

Distance (ft)

Minimum Radius Curve (ft)


30 35 40 45

9 9 9 8

11 10 10 9

12 12 12 11

175 220 271 327

188 263 356 466

Notes: 1. For bridges, determine lane and shoulder width from NYSDOT Bridge Manual, Section 2. 2. Wide travel lanes may be used in low-speed segments. Refer to Chapter 17 of this manual for bicycle accommodations. Note that bicyclists have the same

rights and responsibilities as motorists except as provided in Sections 1230-1236 of the New York State Vehicle and Traffic Law. A 0 to 4 ft minimum shoulder may be used where shared lanes or separate bicycling provisions (e.g., shared use path) are provided.

3 Maximum grades of short length (< 490 ft.) and on one-way down grades may be 2% steeper. 4. Routes designated as Qualifying Highways on the National Network (1982 STAA Highways) require 12 ft. travel lanes.



02/27/17 §2.7.3.4

2.7.3.4 Urban Collectors - NHS The design criteria for NHS urban collectors are:

A. Design Speed


Minimum Maximum

30 mph 45 mph

B. Lane Width

Determine minimum from Exhibit 2-6a.

C. Shoulder Width



Determine minimum radius from Exhibit 2-6a. For curves with radii larger than the minimum radius, the radius of curve and superelevation on each horizontal curve shall be correlated with the design speed in accordance with Exhibit 2-12a for emax = 4% table. The superelevation distribution in this table provides a gradual increase in the unresolved lateral forces on a vehicle as the curve radii decreases, with a bias that minimizes the unresolved lateral forces on a vehicle as for curves with large radii. This distribution of superelevation is based on Method 5 in Chapter 3 of AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011. The side friction for these curves are based on comfort and tests from the 1930’s and 1940’s. See Figure 3-5 in Chapter 3 of AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011. For low-speed (<45 mph) urban streets in heavily built-up residential, commercial, and industrial areas (where building fronts, drainage, sidewalks, or driveways would be substantially impacted by added superelevation), the use of superelevation can be minimized by placing greater reliance on side friction to counter lateral acceleration. This distribution of superelevation is based on Method 2 in Chapter 3 of AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011. For radii larger than the minimum radius for emax = 4%, determine the superelevation rate using Exhibit 2-11a. E. Superelevation

4% maximum.




02/27/17 §2.7.3.4

F. Stopping Sight Distance (Horizontal and Vertical) Determine minimum from Exhibit 2-6a, which uses a 2.5 second (>95th percentile) perception reaction time and 10th percentile deceleration rate. G. Grade Determine maximum from Exhibit 2-6a. H. Cross Slope Normal crown sections = 1.5% minimum, 2.5% maximum. I. Vertical Clearance Determine minimum from the NYSDOT Bridge Manual, Section 2. J. Design Loading Structural Capacity Determine from the NYSDOT Bridge Manual, Section 2. K. ADA Compliance Standards for design of pedestrian facilities accessible to persons with disabilities are based on the United States Access Board’s Proposed Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG). Refer to Chapter 18 of this manual for further guidance.





09/01/17 §2.7.3.4

Exhibit 2-6a Design Criteria for NHS Urban Collectors

Lanes 1,4 Width (ft.)

Travel Lanes - Minimum Desirable

Residential and Commercial 10 12

Industrial areas without severe ROW limitations 12 -

Industrial areas with severe ROW limitations 11 -

Wide travel lane adjacent to curbing or parking lane to accommodate bicyclists in low-speed segments 2 13 15

Travel Lanes – (uncurbed) Refer to Exhibit 2-5


Truck volume ≤ 2% 10 12

Truck Volume > 2% 11 12

Two-way left-turn lanes (trucks ≤ 2%) 10 16

Two-way left-turn lanes (trucks > 2%) 11 16


Commercial / Industrial 8 11

Residential 7 8


Curbed - Minimum Desirable Left shoulder for divided urban collectors 0 1 to 2

Right shoulder for bicycling 2, lateral offset, etc. 5 -



Design Speed

(mph) Maximum Percent Grade Minimum Stopping

Sight

Distance (ft)

Minimum Radius Curve (ft)


30 35 40 45

9 9 9 8

11 10 10 9

12 12 12 11

200 250 305 360

250 371 533 711

Notes: 1. For bridges, determine lane and shoulder width from NYSDOT Bridge Manual, Section 2. 2. Wide travel lanes may be used in low-speed segments. Refer to Chapter 17 of this manual for bicycle accommodations. Note that bicyclists have the same

rights and responsibilities as motorists except as provided in Sections 1230-1236 of the New York State Vehicle and Traffic Law. A 0 to 4 ft minimum shoulder may be used where shared lanes or separate bicycling provisions (e.g., shared use path) are provided.

3 Maximum grades of short length (< 490 ft.) and on one-way down grades may be 2% steeper. 4. Routes designated as Qualifying Highways on the National Network (1982 STAA Highways) require 12 ft. travel lanes.



02/27/17 §2.7.4.1

2.7.4 Local Roads and Streets

2.7.4.1 Local Rural Roads - Non-NHS

The design criteria for non-NHS local rural roads are as follows:

A. Design Speed


Type of

Terrain


Design Year ADT

Under 50 50 to 250 250 to 400 Over 400

Level 30 – 55 30 – 55 40 – 55 50 – 55

Rolling 20 – 55 30 – 55 30 – 55 40 – 55

Mountainous 20 - 55 20 – 55 20 – 55 30 – 55

B. Lane Width Determine minimum from Exhibit 2-7.

C. Shoulder Width Determine minimum from Exhibit 2-7.

D. Horizontal Curve Radius Determine minimum radius from Exhibit 2-7. The side friction for these curves are based on a reduced level of comfort while still considering truck rollover and worn wet tire skidding on worn pavement.

For curves flatter than the minimum radius, the radius and superelevation on each horizontal curve shall be correlated with the design speed in accordance with the appropriate emax table (Exhibit 2-13 for emax = 6% or Exhibit 2-14 for emax = 8%).

E. Superelevation

8% maximum. A 6% maximum may be used in suburban and developing areas to minimize the effect of negative side friction during peak periods with low travel speeds.




02/27/17 §2.7.4.1

F. Stopping Sight Distance (Horizontal and Vertical)

Determine minimum from Exhibit 2-7 based on a 2 second (>85th percentile) perception reaction time and 10th percentile deceleration rate. G. Grade Determine maximum from Exhibit 2-7.

H. Cross Slope

Normal crown sections = 1.5% minimum, 3% maximum. I. Vertical Clearance

Determine minimum from the NYSDOT Bridge Manual, Section 2. J. Structural Capacity Determine from the NYSDOT Bridge Manual, Section 2. K. ADA Compliance Standards for design of pedestrian facilities accessible to persons with disabilities are based on the United States Access Board’s Proposed Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG). Refer to Chapter 18 of this manual for further guidance.





09/01/17 §2.7.4.1

Exhibit 2-7 Design Criteria for Non-NHS Local Rural Roads – Non-NHS

Design

Speed

Travel Lane Width (ft.) Based on

Design Year ADT

Turn Lane (ft.) Max. Percent Grade Minimum

Stopping

Sight

Distance

(ft.)

Minimum Radius Curve

(ft.)

ADT Under 2,000

ADT 2,000-7,5003

ADT 7,500-

10,0004

ADT Over

10,0004 Minimum Desirable

Terrain

e max = 6 % e max = 8 %


30 9 10 11 12

10


7 11 15 175 176 167

35 9 10 11 12 7 10 14 220 247 233

40 9 10 11 12 7 10 13 271 333 314

45 10 11 11 12 7 9 12 327 435 409

50 10 11 11 12 6 8 10 387 556 521

55 11 11 12 12 6 7 10 452 695 651

Shoulder Width (ft) 1 Notes:

1. For bridges, determine the lane and shoulder width from the NYSDOT Bridge Manual, Section 2. 2. Minimum travel lane width is 10 ft. for routes designated as Access Highways and for routes within 1 mile

of Qualifying Highways on the National Network (1982 STAA Highways). 3. For roads in mountainous terrain with design volume of 400 to 600 ADT, use 9 ft. lanes (except where note

2 applies). 4. 11 ft. lanes may remain where the crash rate is below the statewide rate for similar facilities. 5. Minimum width is 4 ft. if roadside barrier is used on low-volume roads. Min. width is 4 ft. if shoulder is


All Speeds

2 5 4 6 6


02/27/17 §2.7.4.2

2.7.4.2 Local Rural Roads - NHS

The design criteria for NHS local rural roads are as follows:


Type of

Terrain


Design Year ADT

Over 2000

Level 50 – 55

Rolling 40 – 55

Mountainous 30 – 55

B. Lane Width

Determine from Exhibit 2-7a for design speeds of 50 mph or more. Determine from Exhibit 2-7 for design speeds of 45 mph or less. C. Shoulder Width Determine from Exhibit 2-7a for design speeds of 50 mph or more. Determine from Exhibit 2-7 for design speeds of 45 mph or less. D. Horizontal Curve Radius

Determine minimum radius from Exhibit 2-7a. For curves flatter than the minimum radius, the radius and superelevation on each horizontal curve shall be correlated with the design speed in accordance with the appropriate emax table (Exhibit 2-13a for emax = 6% or Exhibit 2-14a for emax = 8%). E. Superelevation

8% maximum. A 6% maximum may be used in suburban and developing areas to minimize the effect of negative side friction during peak periods with low travel speeds.




02/27/17 §2.7.4.2

E. Stopping Sight Distance (Horizontal and Vertical)

Determine from Exhibit 2-7a, based on a 2.5 second (95th percentile) perception reaction time and 10th percentile deceleration rate

G. Grade Determine maximum Exhibit 2-7a.

H. Cross Slope


Determine minimum from the NYSDOT Bridge Manual, Section 2. J. Structural Capacity Determine from the NYSDOT Bridge Manual, Section 2. K. ADA Compliance Standards for design of pedestrian facilities accessible to persons with disabilities are based on the United States Access Board’s Proposed Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG). Refer to Chapter 18 of this manual for further guidance.





09/01/17 §2.7.4.2

Exhibit 2-7a Design Criteria for NHS Local Rural Roads

Design

Speed

Travel Lane Width (ft.) Based

on Design Year ADT

Turn Lane (ft.) Max. Percent Grade Minimum

Stopping

Sight

Distance

(ft.)


(ft.)

ADT Under 400

ADT 400-

1500 3

ADT 1500- 2000 4

ADT Over

2000 4 Minimum Desirable

Terrain e max = 6 % e max = 8 %


30 9 10 11 12

10


7 10 14 200 231 214

35 9 10 11 12 7 10 14 250 340 314

40 9 10 11 12 7 10 13 305 485 444

45 10 11 11 12 7 9 12 360 643 587

50 10 11 11 12 6 8 10 425 833 758

55 11 11 12 12 6 7 10 495 1061 960

60 11 11 12 12 5 6 - 570 1333 1200

Shoulder Width (ft) 1 Notes: 1. For bridges, determine the lane and shoulder width from the NYSDOT Bridge Manual, Section 2. 2. Minimum travel lane width is 10 ft. for routes designated as Access Highways and for routes within 1 mile

of Qualifying Highways on the National Network (1982 STAA Highways). 3. For roads in mountainous terrain with design volume of 400 to 600 ADT, use 9 ft. lanes (except where

note 2 applies). 4. 11 ft. lanes may remain where crash rate is below the statewide rate for similar facilities. 5. Minimum width is 4 ft. if roadside barrier is used on low-volume roads. Min. width is 4 ft. if shoulder is

intended for occasional pedestrian and/or bicycle use. A 5ft. width is desirable if the shoulder has vertical obstructions (e.g., curb or barrier) or vehicle speeds exceed 50 mph.

6. For roads in mountainous terrain with design volume of 400 to 600 ADT, use 2 ft. shoulders. 7. Shoulders may be 4 ft. where speeds are > 40 mph.

All Speeds

2 5 5 6,7 6 8

DESIGN CRITERIA

02/27/17 §2.7.4.3

2-52

2.7.4.3 Local Urban Streets – Non-NHS

The design criteria for non-NHS local urban streets are:

A. Design Speed The design speed is either: maximum functional class speed or a speed based on the anticipated (post-construction) off-peak 85th percentile speed within the range of functional class speeds as shown below. Refer to Section 2.6.1 for guidance on design speed and Chapter 5 of this manual, Section 5.2.4, for methods to determine the off-peak 85th percentile speed:

Minimum Maximum

20 mph 30 mph

B. Lane Width Determine minimum from Exhibit 2-8. C. Shoulder Width

Determine minimum from Exhibit 2-8.

D. Horizontal Curve Radius Determine minimum radius from Exhibit 2-8. The side friction for these curves are based on a reduced level of comfort while still considering truck rollover and worn wet tire skidding on worn pavement. See Figure 3-5 in Chapter 3 of AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011. Local urban streets in heavily built-up residential, commercial, and industrial areas (where building fronts, drainage, sidewalks, or driveways would be substantially impacted by added superelevation), the use of superelevation can be minimized by placing greater reliance on side friction to counter lateral acceleration. This distribution of superelevation is based on Method 2 in Chapter 3 of AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011. Below are the minimum radii at 4% superelevation using this method. For radii larger than the above minimum radius for emax = 4%, determine the superelevation rate using Exhibit 2-11. E. Superelevation

4% maximum.



DESIGN CRITERIA

02/27/17 §2.7.4.3

2-53

F. Stopping Sight Distance (Horizontal and Vertical) Determine minimum from Exhibit 2-8 based on a 2 second (>85th percentile) perception reaction time and 10th percentile deceleration rate.. G. Grade Grades for local streets = 15% maximum. An 8% maximum or flatter grade is desirable in commercial and industrial areas. H. Cross Slope Normal crown sections = 1.5% minimum, 3% maximum. I. Vertical Clearance Determine minimum from the NYSDOT Bridge Manual, Section 2. J. Design Loading Structural Capacity Determine from the NYSDOT Bridge Manual, Section 2. K. ADA Compliance Standards for design of pedestrian facilities accessible to persons with disabilities are based on the United States Access Board’s Proposed Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG). Refer to Chapter 18 of this manual for further guidance.




DESIGN CRITERIA

09/01/17 §2.7.4.3

2-54

Exhibit 2-8 Design Criteria for Non-NHS Local Urban Streets

Lanes 1 Width (ft.)

Travel Lanes - (with curbing)

Residential without severe ROW limitations & Commercial

Residential with severe ROW limitations

Industrial areas without severe ROW limitations

Industrial areas with severe ROW limitations

Wide travel lane adjacent to curbing or parking lane to accommodate bicyclists in low speed segments 2

Minimum

10 9

12

11

13

Desirable

11 10

-

-

15

Travel Lanes - (uncurbed) Refer to Exhibit 2-7

Turning Lanes

Truck volume ≤ 2%

Truck volume > 2%

Two-way left-turn lanes

Minimum

9 9

10

Desirable

10 12 11

Parking Lanes

Commercial and Industrial

Residential

8

7

11

8


Curbed

Left shoulder for divided urban streets

Right shoulder for bicycling 2 , lateral offset, etc.

Right shoulder for breakdowns and turning movements in addition to bicycling, lateral offset, etc.

Minimum

0 5 6

Desirable

1 to 2 - -

Uncurbed Refer to Exhibit 2-7

Grade Maximum

Residential Commercial / Industrial

15% 8%

Design Speed

(mph)

Minimum Stopping Sight

Distance (ft)


(ft)3

emax = 4%

20 25 30

97 133 175

78 126 188

Notes:


2. Wide travel lanes may be used in low-speed segments. Refer to Chapter 17 of this manual for bicycle accommodations. Note that bicyclists have the same rights and responsibilities as motorists except as provided in Sections 1230-1236 of the New York State Vehicle and Traffic Law. A 0 to 4 ft

minimum shoulder may be used where shared lanes or separate bicycling provisions (e.g., shared use path) are provided. 3. Radii and lane widths should be checked using design vehicle turning path.



02/27/17 §2.7.4.4

2.7.4.4 Local Urban Streets - NHS

The design criteria for NHS local urban streets are:

A. Design Speed

The design speed is either: maximum functional class speed or a speed based on the anticipated (post-construction) off-peak 85th percentile speed within the range of functional class speeds as shown below. Refer to Section 2.6.1 for guidance on design speed and Chapter 5 of this manual, Section 5.2.4, for methods to determine the off-peak 85th percentile speed. The following are the range of design speeds:

Minimum Maximum 20 mph 30 mph

B. Lane Width Determine minimum from Exhibit 2-8a. C. Shoulder Width


D. Horizontal Curve Radius Determine minimum radius from Exhibit 2-8a. For curves with radii larger than the minimum radius, the radius of curve and superelevation on each horizontal curve shall be correlated with the design speed in accordance with Exhibit 2-12a for emax = 4% table,. The superelevation distribution in this table provides a gradual increase in the unresolved lateral forces on a vehicle as the curve radii decreases. This distribution of superelevation is based on Method 5 in Chapter 3 of AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011. Local urban streets in heavily built-up residential, commercial, and industrial areas (where building fronts, drainage, sidewalks, or driveways would be substantially impacted by added superelevation), the use of superelevation can be minimized by placing greater reliance on side friction to counter lateral acceleration. This distribution of superelevation is based on Method 2 in Chapter 3 of AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011.

For radii larger than the above minimum radius for emax = 4%, determine the superelevation rate using Exhibit 2-11a.




02/27/17 §2.7.4.4

E. Superelevation 4% maximum. F. Stopping Sight Distance (Horizontal and Vertical) Determine from Exhibit 2-8a, based on a 2.5 second (95th percentile) perception reaction time and 10th percentile deceleration rate. G. Grade Grades for local streets = 15% maximum in residential areas and 8% maximum in commercial and industrial areas. H. Cross Slope Normal crown sections = 1.5% minimum, 2.5% maximum. I. Vertical Clearance Determine minimum from the NYSDOT Bridge Manual, Section 2. J. Design Loading Structural Capacity Determine from the NYSDOT Bridge Manual, Section 2. K. ADA Compliance Standards for design of pedestrian facilities accessible to persons with disabilities are based on the United States Access Board’s Proposed Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG). Refer to Chapter 18 of this manual for further guidance.





02/27/17 §2.7.4.4

Exhibit 2-8a Design Criteria for NHS Local Urban Streets

Lanes 1 Width (ft.)

Travel Lanes - (with curbing)

Residential without severe ROW limitations & Commercial

Residential with severe ROW limitations

Industrial areas without severe ROW limitations

Industrial areas with severe ROW limitations

Wide travel lane adjacent to curbing or parking lane to accommodate bicyclists in low speed segments 2

Minimum

10 9

12

11

13

Desirable

11 10

-

-

15

Travel Lanes - (uncurbed) Refer to Exhibit 2-7

Turning Lanes

Truck volume ≤ 2%

Truck volume > 2%

Two-way left-turn lanes

Minimum

9 9

10

Desirable

10 12 11

Parking Lanes

Commercial and Industrial

Residential

8

7

11

8


Curbed

Left shoulder for divided urban streets

Right shoulder for bicycling 2 , lateral offset, etc.

Right shoulder for breakdowns and turning movements in addition to bicycling, lateral offset, etc.

Minimum

0 5 6

Desirable

1 to 2 -

10

Uncurbed Refer to Exhibit 2-7

Grade Maximum

Residential Commercial / Industrial

15% 8%

Design Speed

(mph)

Minimum Stopping Sight

Distance (ft)


(ft)

emax = 4%

20 25 30

115 155 200

86 154 250

Notes:

1. For bridges, determine the lane and shoulder width from the NYSDOT Bridge Manual, Section 2. 2. Wide travel lanes may be used in low-speed segments. Refer to Chapter 17 of this manual for bicycle accommodations. Note that bicyclists have the same rights and

responsibilities as motorists except as provided in Sections 1230-1236 of the New York State Vehicle and Traffic Law. A 0 to 4 ft minimum shoulder may be used where shared lanes or separate bicycling provisions (e.g., shared use path) are provided.


02/27/17 §2.7.5.2

2.7.5 Other Roadways

2.7.5.1 Parkways

Parkways that are multilane, divided freeways, or expressways with occasional at-grade intersections should follow the standards in Section 2.7.1.2 Other Freeways. Parkways that are two-lane highways or multilane, divided highways with signalized intersections should follow the standards of the design classification established for the subject parkway.

2.7.5.2 Ramps to Non-NHS Facilities (Turning Roadways for Grade-Separated Highways)

Ramps are turning roadways to accommodate high volumes of turning movements between grade-separated highways. Ramps are functionally classified based on the higher-type highway they service. For example, all the ramps to and from an interstate are considered part of the Interstate System. The design criteria for ramps are:

A. Design Speed

A ramp speed study is not required to determine the ramp design speed. The ramp design speed for the design criteria applies to the sharpest ramp curve, usually on the ramp proper. The ramp design speed does not apply to the ramp terminals, which should include transition curves and speed change lanes based on the design speeds of the highways and ramps involved.

Desirably, ramp design speed should approximate the off-peak running speeds (50th percentile speeds) on the higher speed intersecting highway, but not exceed 50 mph. Ramps with design speeds over 50 mph should be designed using Section 2.7.1 of this chapter. The minimum design speeds based on ramp type (as illustrated in Table 10-1 of AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011) are:

1) Loop ramps – 25 mph minimum for highways with design speeds of more than 50 mph. 2) Semidirect connection ramps – 30 mph minimum. 3) Direct connection ramps – 40 mph minimum; 50 mph preferred. 4) Diagonals, outer connections, and one-quadrant ramps - Below is the minimum ramp

design speed related to the highway design speed. The highway design speed is the higher design speed of the interchanging roadways.

Highway Design Speed (mph) 40 45 50 55 60 65 70 75 80

Min. Ramp Design Speed (mph) 20 25 25 30 30 30 35 40 40

B. Lane Width

Determine minimum lane widths from Exhibit 2-9. C. Shoulder Width

Determine minimum shoulder widths from Exhibit 2-10.


02/27/17 §2.7.5.2

D. Horizontal Curve Radius Determine minimum radius from Exhibit 2-10. For curves flatter than the minimum radius, the radius and superelevation on each horizontal curve shall be correlated with the design speed in accordance with the appropriate e max table (Exhibit 2-13 for e max. = 6% or Exhibit 2-14 for e max. = 8%). E. Superelevation 8% maximum. A 6% maximum may be used in urban and suburban areas to minimize the effect of negative side friction during peak periods with low travel speeds. F. Stopping Sight Distance (Horizontal and Vertical) Determine minimum and desirable stopping sight distance from Exhibit 2-10 based on a 2 second (85th percentile) perception reaction time and 10th percentile deceleration rate. G. Grade Determine maximum from Exhibit 2-10. H. Cross Slope Normal crown sections = 1.5% minimum, 3% maximum. I. Vertical Clearance Determine minimum from the NYSDOT Bridge Manual, Section 2. Ramps should have the same vertical clearance as the higher functional classification of the interchanging roadways. J. Design Loading Structural Capacity Determine from the NYSDOT Bridge Manual, Section 2. K. ADA Compliance Standards for design of pedestrian facilities accessible to persons with disabilities are based on the United States Access Board’s Proposed Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG). Refer to Chapter 18 of this manual for further guidance.





02/27/17 §2.7.5.3

2.7.5.3 Ramps to NHS Facilities (Turning Roadways for Grade-Separated Highways)

Ramps are turning roadways to accommodate high volumes of turning movements between grade-separated highways. Ramps are functionally classified based on the higher-type highway they service. For example, all the ramps to and from an interstate are considered part of the Interstate System. The design criteria for ramps are:

A. Design Speed

A ramp speed study is not required to determine the ramp design speed. The ramp design speed for the design criteria applies to the sharpest ramp curve, usually on the ramp proper. The ramp design speed does not apply to the ramp terminals, which should include transition curves and speed change lanes based on the design speeds of the highways and ramps involved.

Desirably, ramp design speed should approximate the off-peak running speeds (50th percentile speeds) on the higher speed intersecting highway, but not exceed 50 mph. Ramps with design speeds over 50 mph should be designed using Section 2.7.1 of this chapter. The minimum design speeds based on ramp type (as illustrated in Table 10-1 of AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011) are:

1) Loop ramps – 25 mph minimum for highways with design speeds of more than 50 mph. 2) Semidirect connection ramps – 30 mph minimum. 3) Direct connection ramps – 40 mph minimum; 50 mph preferred. 4) Diagonals, outer connections, and one-quadrant ramps - Below is the minimum ramp

design speed related to the highway design speed. The highway design speed is the higher design speed of the interchanging roadways.

B. Lane Width

Determine minimum lane widths from Exhibit 2-9. For one-lane, one-way ramps, Case II, which provides for passing a stalled vehicle, should normally be used.

C. Shoulder Width

Determine minimum shoulder widths from Exhibit 2-10a.


Determine minimum radius from Exhibit 2-10a. For curves flatter than the minimum radius, the radius and superelevation on each horizontal curve shall be correlated with the design speed in accordance with the appropriate e max table (Exhibit 2-13a for emax. = 6% or Exhibit 2-14a for emax. = 8%).

Highway Design Speed (mph) 40 45 50 55 60 65 70 75 80

Min. Ramp Design Speed (mph) 20 25 25 30 30 30 30 40 40


02/27/17 §2.7.5.4

E. Superelevation

8% maximum. A 6% maximum may be used in urban and suburban areas to minimize the effect of negative side friction during peak periods with low travel speeds. F. Stopping Sight Distance (Horizontal and Vertical) Determine minimum and desirable stopping sight distance from Exhibit 2-10a based on a 2.5 second (95th percentile) perception reaction time and 10th percentile deceleration rate. G. Grade

Determine maximum from Exhibit 2-10a. H. Cross Slope


Determine minimum from the NYSDOT Bridge Manual, Section 2. Ramps should have the same vertical clearance as the higher functional classification of the interchanging roadways. J. Design Loading Structural Capacity

Determine from the NYSDOT Bridge Manual, Section 2.

K. ADA Compliance

Standards for design of pedestrian facilities accessible to persons with disabilities are based on the United States Access Board’s Proposed Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG). Refer to Chapter 18 of this manual for further guidance.

2.7.5.4 Speed Change Lanes

Acceleration lanes, deceleration lanes, and combination acceleration-deceleration lanes have the same lane width as the adjacent travel lanes. The minimum shoulder width is 6 ft. on interstates and other freeways and 4 ft. on other roadways. All other critical design elements (grades, stopping sight distance, etc.) are the same as apply for the adjacent roadway. The lengths of acceleration and deceleration lanes are not critical design elements. However the lengths, as determined from Chapter 10 in AASHTO's, A Policy on Geometric Design of Highways and Streets, 2011 should be provided. If these lengths are not provided, an explanation must be included in the design report.




DESIGN CRITERIA

09/01/17 §2.7.5.4

2-62

Exhibit 2-9 Traveled Way Widths for Ramps and Turning Roadway

Traveled Way Width (ft.)

Radius on Inner Edge of Traveled Way,

R (ft.)

Case I One-lane, One- way Operation – No

Provision for Passing a Stalled Vehicle

Case II One-lane, One-way Operation- With

Provision for Passing a Stalled Vehicle

Case III Two-Lane Operation - Either One-Way

or Two-Way

Design Traffic Condition 1

A B C

A B C

A B C

50 (See Note 1)

75 (See Note 1)

100 (See Note 1) 150 200 300 400 500

Tangent ( ≥ 1000 ft.)

18 16 15 14 13 13 13 12 12

18 17 16 16 16 15 15 15 15

23 19 18 17 16 16 16 15 15

23 21 20 19 19 18 18 18 17

25 23 22 21 21 20 20 20 19

29 27 25 24 23 22 22 22 21

31 29 28 27 27 26 26 26 25

35 33 31 30 29 28 28 28 27

42 37 35 33 31 30 29 29 27

Width Modification Regarding Edge of Traveled Way Treatment:

No Stabilized Shoulder None None None

Sloped Curb None None None

Vertical-Faced Curb (adj. to traveled way)

One Side Two Sides

Add 1 ft. Add 2 ft.

None Add 1 ft.

Add 1 ft. Add 2 ft

Stabilized Shoulder, One or Both sides

Lane width for conditions B & C on tangent may be reduced to 12 ft. where

combined shoulder is 4 ft. or wider

Deduct combined right and left shoulder width; use minimum travel lane width as

under Case I

Deduct 2 ft. where either shoulder is 4 ft. or wider

Notes:

1. For turning roadways that do not connect to a freeway, the design vehicle turning path should be used in place of this table for radii under 150 ft. 2. The design traffic conditions are defined:

A Predominantly P vehicles, but some consideration for SU trucks. Accommodates occasional WB 40 trucks.

B Sufficient SU vehicles to govern design, but some consideration for semitrailer vehicles. Generally SU plus semitrailer vehicles = 5 to 10% of the total traffic volume. Accommodates occasional WB 40 trucks.

C Sufficient bus and combination-types of vehicles to govern design (over 10% of total traffic volume). Accommodates occasional WB 62 trucks. The traveled way plus paved shoulder width for ramps and turning roadways with WB 65 or larger design vehicles (e.g., ramps connecting to Qualifying Highways on the National Network (1982 STAA Highways)) are to equal or exceed the values in Table 3-28 of AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011.

DESIGN CRITERIA

09/01/17 §2.7.5.4

2-63

Exhibit 2-10 Design Criteria for Turning Roadways Not Connecting to the NHS

Design

Speed

(mph)

Shoulders

(ft.) 1 Maximum

Percent

Grade

Minimum

Stopping

Sight

Distance

(ft.)

Minimum Radius (ft.)

(measured to the inside edge of

traveled way)

Left Right2 emax

= 4% 3

emax

= 6%

emax

= 8%

15

20

25

30

35

40

45

50

3

3

3

3

3

3

3

3

6

6

6

6

6

6

6

6

10

10

9

9

8

8

7

7

66

97

133

175

220

271

327

387

43

78

126

188

263

356

466

595

41

74

119

176

247

333

435

556

38

70

113

167

233

314

409

521

Notes: 1. For urban turning roadways with curbing and not connected to a freeway, no shoulder is required. A 2 ft. curb offset

is desirable. 2. For direct connection ramps with design speeds over 40 mph, use an 8 ft. minimum right shoulder. 3. Only for Free-Flow Turning Roadways for at-grade intersections. See §2.7.5.4.B.

Exhibit 2-10a Design Criteria for Turning Roadways Connecting to the NHS

Design

Speed

(mph)

Shoulders

(ft.) 1 Maximum

Percent

Grade

Minimum

Stopping

Sight

Distance

(ft.)

Minimum Radius (ft.)

(measured to the inside edge of

traveled way)

Left Right2 emax

= 4% 3

emax

= 6%

emax

= 8%

15

20

25

30

35

40

45

50

4

4

4

4

4

4

4

4

6

6

6

6

6

6

6

6

8

8

7

7

6

6

5

5

80

115

155

200

250

305

360

425

42

86

154

250

371

533

711

926

39

81

144

231

340

485

643

833

38

76

134

214

314

444

587

758

Notes: 1. For urban turning roadways with curbing, and not a freeway ramp, no shoulder is required. A 2 ft. curb offset is

desirable. 2. For direct connection ramps with design speeds over 40 mph, use an 8 ft. minimum right shoulder. 3. Only for Free-Flow Turning Roadways for at-grade intersections. See §2.7.5.4.B.

DESIGN CRITERIA

02/27/17 §2.7.5.6

2-64

2.7.5.5 Turning Roadways - Channelized for At-Grade Intersections

Channelized right-turning roadways are sometimes called right-turn slip lanes or right-turn bypass lanes. There are two types of channelized right-turning roadways for at-grade intersections: right-turning roadways with corner islands and free-flowing, right-turning roadways. Further information on these roadways is provided in Chapter 5, Section 5.9.4 of this manual.

A. Turning Roadways with Yield, Stop, or Signal Control Turning roadways with yield, stop, or signal control often have channelized islands and do not include taper- or parallel-type acceleration lanes. Design criteria is not required for these types of turning roadways.

For layout, the design speed may range from 10 mph to 25 mph. Refer to Chapter 5, Section 5.9.4.6 A of this manual for additional guidance.

B. Free-Flow Turning Roadways Free-flow turning roadways are essentially ramps for at-grade intersections. They generally include speed-change lanes. The design speed may be equal to or as much as to 20 mph less than the design speed of the higher speed intersecting highway. The acceptable range of design speeds is 10 mph to 50 mph.

1) Determine the lane widths from Exhibit 2-9. 2) Determine the shoulder widths, grade, stopping sight distance, and minimum radii from

Exhibit 2-10. 3) A maximum superelevation rate of 4% is used for urban areas, 6% for rural areas where

traffic is likely to stop on the turning roadway, and 8% for rural areas where traffic is unlikely to stop on the turning roadway. For superelevation rates on curves with radii above the minimum radius, use Exhibits 2-12, 2-13, or 2-14 for emax equal to 4%, 6%, or 8%, respectively, on non-NHS facilities and Exhibits 2-12a, 2-13a, or 2-14a for emax equal to 4%, 6%, or 8%, respectively, on NHS facilities.

4) Determine the remaining critical design elements from Section 2.7.5.2.

2.7.5.6 Collector-Distributor Roads

The difference between the design speed of a collector-distributor road and the adjacent mainline roadway should not exceed 15 mph. However, for freeways with 50 mph or 55 mph design speeds, the minimum design speed for the collector-distributor road is 50 mph. The design criteria should be the same as that of the adjacent mainline roadway. However the other critical design elements (horizontal curve, stopping sight distance, etc.) should be modified appropriately if a design speed less than the mainline design speed is used.



DESIGN CRITERIA

02/27/17 §2.7.5.10

2-65

2.7.5.7 Frontage Roads (Service Roads)

The design criteria for frontage roads should be consistent with the design criteria for the functional class of the frontage road.

2.7.5.8 Climbing Lanes

Climbing lanes should have the same lane width as the adjacent travel lanes. The minimum shoulder width for a climbing lane is 4 ft., or the shoulder width of the highway, whichever is less. Desirably the climbing lane shoulder should match the shoulder for the adjacent segments of highway. All other critical design elements (grades, stopping sight distances, etc.) are the same as applies for the adjacent roadway.

2.7.5.9 Tunnels

The design criteria used for tunnels should not differ materially from those used for grade separation structures. Refer to AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011 for further guidance regarding tunnel design.

2.7.5.10 Shared Roadway

A roadway that is open to both bicycle and motor vehicle travel upon which no bicycle lane is designated. Examples may include roads with wide curb lanes and roads with shoulders. Refer to various tables within Section 2.7 of this chapter, as well as Chapters 17 and 18 of this manual for shoulder / lane width guidance.



DESIGN CRITERIA

09/01/17 §2.7.5.10

2-66

Exhibit 2-11 Minimum Radii and Superelevation for Low-Speed Non-NHS Urban Streets

e (%)

Vd = 15

mph

Vd = 20

mph

Vd = 25

mph

Vd = 30

mph

Vd = 35

mph

Vd = 40

mph

Vd = 45

mph

R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.)

-2.5 53 97 157 235 333 454 600

-2.0 52 95 154 231 327 444 587

-1.5 51 94 152 226 320 435 574

0 48 89 144 214 302 410 540

1.5 46 85 137 203 287 388 509

2.0 45 83 134 200 282 381 500

2.5 45 82 132 197 277 374 491

3.0 44 81 130 194 272 368 482

3.5 43 80 128 190 268 362 474

4.0 43 78 126 188 263 356 466

Notes:

1. For low-speed (≤45 mph and less) urban streets in heavily built-up residential, commercial, and industrial areas (where building fronts, drainage, sidewalks, or driveways would be substantially impacted by added superelevation), sharper curves are allowed.

2. Computed using AASHTO Superelevation Distribution Method 2 and revised side friction factors (f=0.34-0.002V). 3. Do not interpolate. Round up to the higher superelevation rate.

DESIGN CRITERIA

09/01/17 §2.7.5.10

2-67

Exhibit 2-11a Minimum Radii and Superelevation for Low-Speed NHS Urban Streets

e (%)

Vd = 15

mph

Vd = 20

mph

Vd = 25

mph

Vd = 30

mph

Vd = 35

mph

Vd = 40

mph

Vd = 45

mph


-2.5 51 109 203 343 527 790 1080

-2.0 50 107 198 333 510 762 1038

-1.5 49 105 194 324 495 736 1000

0 47 99 181 300 454 667 900

1.5 45 94 170 279 419 610 818

2.0 44 92 167 273 408 593 794

2.5 43 90 163 267 398 577 771

3.0 43 89 160 261 389 561 750

3.5 42 87 157 255 380 547 730

4.0 42 86 154 250 371 533 711

Notes:

1. For low-speed (≤45 mph and less) urban streets in heavily built-up residential, commercial, and industrial areas (where building fronts, drainage, sidewalks, or driveways would be substantially impacted by added superelevation), sharper curves are allowed.

2. Computed using AASHTO Superelevation Distribution Method 2. 3. Do not interpolate. Round up to the higher superelevation rate.

DESIGN CRITERIA

09/01/17 §2.7.5.10

2-68

Exhibit 2-12 Minimum Radii for Design Superelevation Rates, Design Speeds, and emax = 4% (Non-NHS)

e (%)

Vd = 15

mph

Vd = 20

mph

Vd = 25

mph

Vd = 30

mph

Vd = 35

mph

Vd = 40

mph

Vd = 45

mph


1.5 792 1400 2030 2770 3640 4640 5750

2.0 503 882 1300 1790 2360 3030 3770

2.5 232 408 641 923 1270 1700 2170

3.0 129 229 365 534 743 1000 1300

3.5 82 146 234 345 482 652 849

4.0 43 78 126 188 263 356 466

Notes:

1. Computed using AASHTO Superelevation Distribution Method 5 and a revised side friction factor (f = 0.34-0.002V). 2. Curves with radii greater than that needed for e = 1.5% may retain normal crown. 3. Curves with radii requiring e= 1.5% to less than e = 2.0% require removal of the adverse cross slope. 4. Do not interpolate. Round up to the higher superelevation rate.

Exhibit 2-12a Minimum Radii for Design Superelevation Rates, Design Speeds, and emax = 4% (NHS)

e (%)

Vd = 15

mph

Vd = 20

mph

Vd = 25

mph

Vd = 30

mph

Vd = 35

mph

Vd = 40

mph

Vd = 45

mph


1.5 796 1410 2050 2830 3730 4770 5930

2.0 506 902 1340 1880 2490 3220 4040

2.5 231 443 733 1120 1570 2130 2730

3.0 127 251 433 681 982 1370 1800

3.5 80 161 282 452 661 935 1240

4.0 42 86 154 250 371 533 711

Notes:

1. Computed using AASHTO Superelevation Distribution Method 5. 2. Curves with radii greater than that needed for e = 1.5% may retain normal crown. 3. Curves with radii requiring e= 1.5% to less than e = 2.0% require removal of the adverse cross slope. 4. Do not interpolate. Round up to the higher superelevation rate.

DESIGN CRITERIA

02/27/17 §2.7.5.10

2-69


e Vd = 15

mph

Vd = 20

mph

Vd = 25

mph

Vd = 30

mph

Vd = 35

mph

Vd = 40

mph

Vd = 45

mph

Vd = 50

mph

Vd = 55

mph

Vd = 60

mph

Vd = 65

mph

Vd = 70

mph

Vd = 75

mph

Vd = 80

mph

(%) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.) R (ft.)

1.5 892 1570 2270 3080 4040 5130 6340 7710 9180 10800 12200 13600 15100 16700

2 633 1110 1610 2190 2880 3660 4530 5520 6580 7750 8720 9760 10900 12100

2.5 472 826 1200 1640 2160 2760 3420 4170 4980 5880 6640 7460 8330 9260

3 357 623 912 1260 1660 2120 2650 3240 3880 4590 5210 5880 6600 7370

3.5 254 438 665 929 1250 1620 2030 2510 3030 3610 4130 4700 5310 5970

4 165 288 448 641 878 1160 1490 1860 2270 2750 3220 3720 4280 4860

4.5 118 207 326 472 652 868 1120 1420 1740 2120 2510 2940 3420 3940

5 88 156 247 360 500 669 865 1100 1360 1670 1990 2360 2770 3220

5.5 66 118 188 275 384 515 669 853 1060 1300 1570 1870 2210 2600

6 41 74 119 176 247 333 435 556 695 857 1043 1256 1500 1778

Notes:


DESIGN CRITERIA

02/27/17 §2.7.5.10

2-70


e Vd = 15

mph

Vd = 20

mph

Vd = 25

mph

Vd = 30

mph

Vd = 35

mph

Vd = 40

mph

Vd = 45

mph

Vd = 50

mph

Vd = 55

mph

Vd = 60

mph

Vd = 65

mph

Vd = 70

mph

Vd = 75

mph

Vd = 80

mph


1.5 868 1580 2290 3130 4100 5230 6480 7870 9410 11100 12600 14100 15700 17400

2 614 1120 1630 2240 2950 3770 4680 5700 6820 8060 9130 10300 11500 12900

2.5 455 836 1230 1700 2240 2880 3590 4380 5260 6230 7080 8010 9000 10100

3 341 635 944 1320 1760 2270 2840 3480 4200 4990 5710 6490 7330 8260

3.5 231 461 717 1030 1390 1820 2290 2820 3420 4090 4710 5390 6130 6940

4 151 309 511 766 1070 1440 1840 2300 2810 3390 3950 4550 5220 5950

4.5 109 224 381 584 827 1140 1470 1860 2300 2810 3330 3890 4500 5180

5 82 169 292 456 654 911 1190 1510 1890 2330 2800 3330 3910 4550

5.5 62 129 225 354 513 723 949 1220 1540 1910 2330 2810 3350 3970

6 39 81 144 231 340 485 643 833 1061 1333 1657 2042 2500 3048

Notes:


DESIGN CRITERIA

02/27/17 §2.7.5.10

2-71


e Vd = 15

mph

Vd = 20

mph

Vd = 25

mph

Vd = 30

mph

Vd = 35

mph

Vd = 40

mph

Vd = 45

mph

Vd = 50

mph

Vd = 55

mph

Vd = 60

mph

Vd = 65

mph

Vd = 70

mph

Vd = 75

mph

Vd = 80

mph


1.5 907 1630 2370 3230 4210 5350 6610 8010 9560 11300 12600 14100 15600 17300

2 657 1190 1720 2350 3060 3900 4820 5850 6980 8200 9220 10400 11500 12700

2.5 505 910 1330 1820 2370 3020 3730 4540 5420 6380 7180 8040 8950 9920

3 402 725 1070 1460 1900 2430 3010 3660 4380 5150 5810 6530 7280 8080

3.5 327 590 867 1190 1560 2000 2480 3020 3620 4270 4830 5430 6080 6760

4 267 483 715 984 1300 1660 2070 2530 3040 3590 4070 4600 5160 5760

4.5 215 392 587 814 1080 1390 1740 2130 2570 3040 3470 3940 4440 4970

5 162 300 465 658 880 1150 1450 1790 2170 2590 2980 3400 3850 4330

5.5 126 233 366 524 708 934 1190 1490 1820 2180 2540 2930 3350 3800

6 101 187 296 427 581 772 987 1240 1530 1840 2170 2530 2910 3330

6.5 82 153 243 353 484 645 829 1050 1290 1570 1860 2180 2540 2920

7 68 125 201 293 403 540 696 880 1100 1330 1590 1880 2200 2550

7.5 55 102 164 240 331 445 576 731 909 1110 1340 1590 1880 2190

8 38 70 113 167 233 314 409 521 651 800 971 1167 1389 1641

Notes:


DESIGN CRITERIA

02/27/17 §2.7.5.10

2-72


e Vd = 15

mph

Vd = 20

mph

Vd = 25

mph

Vd = 30

mph

Vd = 35

mph

Vd = 40

mph

Vd = 45

mph

Vd = 50

mph

Vd = 55

mph

Vd = 60

mph

Vd = 65

mph

Vd = 70

mph

Vd = 75

mph

Vd = 80

mph


1.5 932 1640 2370 3240 4260 5410 6710 8150 9720 11500 12900 14500 16100 17800

2 676 1190 1720 2370 3120 3970 4930 5990 7150 8440 9510 10700 12000 13300

2.5 520 914 1340 1840 2430 3100 3850 4690 5610 6630 7490 8430 9430 10600

3 415 730 1070 1480 1960 2510 3130 3820 4580 5420 6140 6930 7780 8700

3.5 338 595 877 1230 1630 2090 2610 3190 3830 4550 5170 5860 6600 7400

4 277 490 729 1030 1370 1770 2220 2720 3270 3890 4450 5050 5710 6420

4.5 225 401 607 863 1170 1520 1910 2340 2830 3380 3870 4420 5010 5660

5 172 314 499 727 991 1310 1650 2040 2470 2960 3410 3910 4460 5050

5.5 132 246 403 604 841 1130 1430 1780 2170 2610 3030 3500 4000 4550

6 105 199 332 506 713 965 1250 1560 1920 2320 2710 3150 3620 4140

6.5 85 163 277 427 609 832 1080 1370 1690 2060 2440 2850 3290 3780

7 70 135 231 360 518 716 933 1190 1480 1820 2180 2580 3010 3480

7.5 57 110 190 300 435 606 794 1020 1280 1580 1910 2290 2720 3190

8 38 76 134 214 314 444 587 758 960 1200 1482 1815 2206 2667

Notes:


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2-73

2.8 REQUIREMENTS FOR JUSTIFICATION OF NONSTANDARD FEATURES

2.8.1 Definition and Procedures

A nonstandard feature is created when the established design criteria for a critical design element is not met. All nonstandard features to be retained must be listed, justified, and approved in accordance with this chapter and the Project Development Manual. Since many of the values for the critical design elements are dependent on the design speed, the selection and justification of a nonstandard design speed is not permitted. Instead, the design speed should be determined in accordance with Section 2.7 and any nonstandard critical design elements individually justified. In addition to the critical design elements covered in this chapter there are other design elements with established values or parameters that must be considered. These elements are important and can have a considerable effect on the project’s magnitude. Any decisions to vary from recommended values or accepted practices need to be explained and documented as nonconforming features in the scoping / design approval documents. Refer to Chapter 5, Section 5.1 for further information on these design elements. A. Nonstandard Pedestrian Facilities Exhibit 2-15a is to be used to justify sidewalks, curb ramps, walkways, pedestrian ramps and other pedestrian facilities that do not fully comply with the standards in HDM Chapter 18. If it is found that a pedestrian facility cannot fully comply with standards, the facility must be made accessible to the extent practicable within the scope of the project.

2.8.2 Technical Discrepancies

There are technical discrepancies between the metric and U.S. customary values in AASHTO's A Policy on Geometric Design of Highways and Streets. The discrepancies are from the independent development of the criteria using the two systems of measurement. Since conversion was not intended to create nonstandard features, a nonstandard feature justification is not necessary if the feature is to be retained and it meets either the metric or U.S. customary values in this chapter.

2.8.3 Documentation

The documentation for all nonstandard features to be created or retained must be included as follows:

1. A brief narrative in Section 3.3.3.2 of the Design Report, Section 2.3.3.5 of the PSR/FDR, or in the

IPP/FDR, as appropriate.

2. Exhibit 2-15: completion and inclusion in the body of the DAD or as an appendix to the DAD. The

form must also be filed separately on ProjectWise in accordance with the “Filing Instructions” on

the form.

3. Exhibit 2-15a (for pedestrian facilities): completion and filing on ProjectWise in accordance with the

“Approval and Filing” instructions on the form


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2-74

Exhibit 2-15, Nonstandard Feature Justification Form:

The form is designed to be completed electronically. The electronic form, which includes guidance to complete and file the form, is available on the HDM Chapter 2 web page.

Similar features with similar accident histories may be justified with a single Nonstandard Feature Justification form (Exhibit 2-15). Examples of features that may be grouped together include: a series of curves with similar radii, shoulders on a grouping of similar ramps, and bridge widths for a series of bridges to be rehabilitated or replaced in a future project.

Exhibit 2-15a, Nonstandard Feature Justification Form for Pedestrian Facilities: The form is designed to be completed electronically. The electronic form, which includes guidance to complete and file the form, is available on the HDM Chapter 2 web page. Use a separate form (Exhibit 2-15a) for each facility type (e.g., sidewalk, curb ramp, pedestrian ramp). If there are multiple nonstandard elements on a given facility, one form may be used to justify all of them.



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2-75

Exhibit 2-15 Nonstandard Feature Justification Form

DESIGN CRITERIA

02/27/17 §2.8.3

2-76

Exhibit 2-15a Nonstandard Feature Justification Form for Pedestrian Facilities (Page 1 of 2)

DESIGN CRITERIA

02/27/17 §2.8.3

2-77

Exhibit 2-15a Nonstandard Feature Justification Form for Pedestrian Facilities (Page 2 of 2)

DESIGN CRITERIA

02/27/17 §2.8.3

2-78

Exhibit 2-16 Design Criteria Table

Main Line Design (in accordance with HDM §2.7)

PIN: 1234.56 NHS (Y/N): Y

Route No. & Name: Rt. 32 Functional Class: Rural Principal Arterial

Project Type: Reconstruction Design Classification (AASHTO Class)

Rural Arterial

% Trucks: 5% Terrain: Rolling

ADT: 50,000 Truck Access Rte.: Qualifying Highway

Element Standard

Criteria

Existing

Conditions

Proposed

Conditions

1 Design Speed 60 mph 55-60 mph 85th% 60 mph

2 Lane Width 12 ft. 12 ft. 12 ft.

3

Shoulder Width:

Left = Right (rolling & level) = Climbing Lane Shoulder =

N.A. 8 ft. 4 ft.

N.A.. 4 ft.*

N.A. 6 ft.*

4 Horizontal Curve Radius 1200 ft. @ e=8.0% 1210 ft. @ e= 6%* 1200 ft. @ e= 8%

5 Superelevation 8.0 % maximum 6.0% maximum* 8.0% maximum

6 Stopping Sight Distance (Horizontal & Vertical) 570 ft. minimum 590 ft.* 570 ft.*

7 Maximum Grade 4% 5%* 5%*

8 Cross Slope 1.5 % to 2.0 % 2.0% 2.0%

9 Vertical Clearance 14 ft. minimum 12 ft.* 14 ft. 6 in.

10 Design Loading Structural Capacity

Replace = Rehabilitation =

MS 23 MS 20 MS 20 MS 20

11 ADA Compliance HDM Ch 18 Noncompliant HDM Ch 18

* Nonstandard Feature

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02/27/17 §2.9

2-79

2.9 REFERENCES

1. A Guide for Achieving Flexibility in Highway Design, 2004, American Association of State Highway and Transportation Officials, Suite 225, 444 North Capitol Street, N.W., Washington, D.C. 20001.

2. A Policy on Design Standards, Interstate System, May 2015, American Association of State Highway and Transportation Officials, Suite 225, 444 North Capitol Street, N.W., Washington, D.C. 20001.

3. A Policy on Geometric Design of Highways and Streets, 2011, American Association of State Highway and Transportation Officials, Suite 225, 444 North Capitol Street, N.W., Washington, D.C. 20001.

4. Highway Safety Manual, 2014, American Association of State Highway and Transportation Officials, Suite 225, 444 North Capitol Street, N.W., Washington, D.C. 20001.

5. Proposed Guidelines for Pedestrian Facilities in the Public Right-of-Way, 2011, United States Access Board, 1331 F Street NW, Suite 1000, Washington, DC 20004-1111 (www.access-board.gov)

6. Bridge Manual, Office of Structures Design and Construction, New York State Department of Transportation, 50 Wolf Road , Albany, NY 12232.

7. Guide for the Development of Bicycle Facilities, 2012, American Association of State Highway and Transportation Officials, Suite 225, 444 North Capitol Street, N.W., Washington, D.C. 20001.

8. Guidelines for Highways Within the Adirondack Park, 1996, New York State Department of Transportation, 50 Wolf Road , Albany, NY 12232.

9. Highway Capacity Manual, 2010, Transportation Research Board, National Research Council, 2101 Constitution Avenue, N.W., Washington D.C., 20418.

10. Highway Safety Design and Operations Guide, 1997, American Association of State Highway and Transportation Officials, Suite 225, 444 North Capitol Street, N.W., Washington, D.C. 20001.

11. NCHRP Report 400 Determination of Stopping Sight Distances, 1997, D. Fambro, K. Fitzpatrick & R. Koppa, Transportation Research Board, 2101 Constitution Avenue, N.W., Washington, D.C. 20418.

12. NCHRP Report 439 Superelevation Distribution Methods and Transition Designs, 2000, J. Bonneson, Transportation Research Board, 2101 Constitution Avenue, N.W., Washington, D.C. 20418.

13. NCHRP Report 774 Superelevation Criteria for Sharp Horizontal Curves on Steep Grades, 2014, D. Torbic, Transportation Research Board, 2101 Constitution Avenue, N.W., Washington, D.C. 20418.

14. NCHRP Report 783 Evaluation of the 13 Controlling Criteria for Geometric Design, 2014, D. Harwood, Transportation Research Board, 2101 Constitution Avenue, N.W., Washington, D.C. 20418.

15. NCHRP Report 785 Performance-Based Analysis of Geometric Design of Highways and Streets, 2014, B. Ray, Transportation Research Board, 2101 Constitution Avenue, N.W., Washington, D.C. 20418.

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2-80

16. NCHRP Synthesis 442 Trade off considerations in Highway Geometric Design, 2011, P. Dorothy, Transportation Research Board, 2101 Constitution Avenue, N.W., Washington, D.C. 20418.

17. NCHRP Synthesis 443 Practical Highway Design Solutions, 2013, H. McGee Sr., Transportation Research Board, 2101 Constitution Avenue, N.W., Washington, D.C. 20418.

18. The New York State Supplement to the National Manual of Uniform Traffic Control Devices for Streets and Highways, Official Compilation of Codes, Rules and Regulations of the State of New York (NYCRR), April, 2008, Volume 17B, Uniform Traffic Control Devices, Department of State, 41 State Street, Albany, NY 12231.

19. Official Description of Designated Qualifying and Access Highways in New York State, Traffic and Safety Division, New York State Department of Transportation, 50 Wolf Road, Albany, NY 12232.

20. Project Development Manual, Design Quality Assurance Bureau, New York State Department of Transportation, 50 Wolf Road , Albany, NY 12232.

21. Urban Street Design Guide, National Association of City Transportation Officials, 120 Park Avenue 23rd Floor, New York, NY 10017

1

2

3

4

5


Chapter 5 - Basic Design

Revision 90 (Limited Revision)

September 1, 2017

BASIC DESIGN

09/01/17

Section Change General Changed metric only info into either US Customary or dual units. Removed

references to metric standard Sheets

5.1.2 Expanded list of nonconforming features.

5.2.1.2 Rewritten to recognize simplified data and analysis for maintenance work and projects in areas with low volumes.

5.3 Section rewritten to eliminate requirement to perform detailed crash analysis on highway segments with acceptable crash histories and allow a simplified crash analysis for crash rates that are up to 1.5 times the statewide average. Expanded the practice to bridge replacement and reconstruction projects.

5.7.3 Converted the horizontal curve formula to US Customary units.

Exhibit 5-7 Provided the side friction factors for NHS and non-NHS highways.

Exhibits 5-8 Provided the recommended speed using the linear friction factor for non-NHS and 5-9 highways.

5.7.3.2 Updated the truck rollover section based on NCHRP 774.

Exhibits 5-10 Updated the truck rollover curves based on NCHRP 774. and 5-11

Exhibit 5-15 Provided the US Customary runoff values for superelevation rates of 1.5% to 10% in 0.5% increments.

5.7.3.5.A Updated guidance on compound curves.

5.7.4.2 Revised text on sag vertical curve sight distance. Added in guidance on the percent change in grade that does not need a vertical curve.

5.7.19 Consolidated transit, bike and pedestrian sections into a “Complete Streets” section.

5.9.1. Clarified that the single-lane roundabout is the Department’s preferred intersection type. Multilane roundabouts offer substantial capacity benefits but may increase the frequency of crashes.

Former Updated LOS chart. Exhibit 5-22 (Now Exhibit 2-26)

Former Removed Pedestrian LOS Chart. Exhibit 5-23

BASIC DESIGN

09/01/17

5.9.3.1 Clarified that the curve design speed can not be reduced for ramps using a ramp design speed, which is already less than the highway main line speed.

5.9.3.6 Revised cross slope break to allow a 4% algebraic difference in grade when minor roads cross a major road.

5.9.4.4 Guidance for use curbs and barriers on pedestrian refuge islands was revised, and incorporated into a new Exhibit 5-27a, Curb and Barrier Treatments for Pedestrian Refuge Islands1.

5.9.8.2 Revised text on offset left turn lanes.

5.9.8.2.E Revised text to allow more abrupt bay tapers to avoid confusion with auxiliary lanes.

5.9.10 Revised text on offset left turn lanes.

5.10 Updated references.

Appendix A Updated links for work releases to “Permission to Perform Contract Work on 5A.2.2.2 & Private Land, Form HC-90” 5A.2.2.3

5A.4.6 Changed section name to “Sidewalks and Other Pedestrian Facilities” and updated references to current accessibility guidance

Figures 5A-3, Updated maximum slopes to reflect most recent ADA guidance (ED 15-004) 5A-4, and 5A-5

Appendix B Revised the vertical alignment sight distance charts to include values for Non-NHS facilities. Appendix is provided as an Excel file only.

Appendix E New appendix on Design of Tolling Facilities

Chapter 5 Added a table of common nonconforming features for use as a checklist. Web Page Added crash analysis forms and instructions.

BASIC DESIGN

09/01/17

Contents Page 5.1 INTRODUCTION ..........................................................................................................5-1

5.1.1 Project Development & Public Involvement .......................................................5-1 5.1.2 Nonconforming Features ...................................................................................5-1

5.2 SPEED STUDIES, HIGHWAY CAPACITY AND LEVEL OF SERVICE .......................5-3

5.2.1 Traffic Data .......................................................................................................5-3 5.2.2 Traffic Flow Diagrams, Growth Rates and Diversion Analysis ...........................5-6 5.2.3 Capacity Analysis ..............................................................................................5-8 5.2.4 Updating Traffic Data and Capacity Analysis .................................................. 5-12 5.2.5 Speed Studies ................................................................................................ 5-13

5.3 CRASH ANALYSIS .................................................................................................... 5-16 5.3.1 Applicability ..................................................................................................... 5-16

5.3.2 Timing and Responsibility ............................................................................... 5-16 5.3.3 Crash Analysis Procedures ............................................................................. 5-17 5.3.4 Evaluation of Solutions ................................................................................... 5-28 5.3.5 Reviewing, Using, and Updating Older Data and Analysis .............................. 5-29 5.3.6 Highway Safety Investigation Report ............................................................... 5-29

5.4 VACANT 5.5 RIGHT OF WAY ......................................................................................................... 5-30

5.5.1 Abstract Request Maps …………………………………………………………….5-30 5.5.2 Design Approval Document (DAD) and Preliminary Plans…….………………. 5-31 5.5.3 Right of Way Determination ............................................................................ 5-31 5.5.4 Taking Line Review Meeting ........................................................................... 5-32 5.5.5 Design Phases V-VI, Final Design Stage ........................................................ 5-34 5.5.6 Types of Right of Way and Access ................................................................. 5-35 5.5.7 Encroachments ............................................................................................... 5-41 5.5.8 Excess Right of Way ....................................................................................... 5-41 5.5.9 ROW Markers ................................................................................................. 5-42

5.6 ECONOMIC ANALYSIS ............................................................................................. 5-44 5.7 DESIGN ELEMENTS ................................................................................................. 5-49

5.7.1 Design Vehicle ................................................................................................ 5-49 5.7.2 Sight Distance ................................................................................................. 5-50 5.7.3 Horizontal Curves ........................................................................................... 5-53 5.7.4 Vertical Alignment ........................................................................................... 5-70 5.7.5 Climbing Lanes ............................................................................................... 5-72 5.7.6 Emergency Escape Ramps ............................................................................. 5-73

5.7.7 Travel Lanes and Shoulders ........................................................................... 5-73

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09/01/17

Contents Page

5.7.8 Lane Drops ..................................................................................................... 5-74 5.7.9 Medians .......................................................................................................... 5-74 5.7.10 Median-Emergency Crossovers ...................................................................... 5-75 5.7.11 Roadway Clear Zone ...................................................................................... 5-76 5.7.12 Vertical and Horizontal Clearances ................................................................. 5-77 5.7.13 Rollover .......................................................................................................... 5-80 5.7.14 Bridge Roadway Width.................................................................................... 5-81 5.7.15 Passive Snow Control ..................................................................................... 5-82 5.7.16 Parking ........................................................................................................... 5-84 5.7.17 Access Control ................................................................................................ 5-87 5.7.18 Driveways ....................................................................................................... 5-89 5.7.19 Frontage Roads-Service Roads ...................................................................... 5-89 5.7.20 High-Occupancy Vehicle (HOV) Lanes ........................................................... 5-89 5.7.21 Complete Streets ............................................................................................ 5-90

5.8 DESIGN CONSIDERATIONS .................................................................................... 5-92

5.8.1 Driver Expectancy ........................................................................................... 5-92 5.8.2 Geometric Considerations ............................................................................... 5-92 5.8.3 Joint Use of the Highway Corridor ................................................................... 5-93 5.8.4 Social, Economic, and Environmental Considerations .................................... 5-93 5.8.5 Utilities ........................................................................................................... 5-94 5.8.6 Increasing Capacity Without Adding Lanes ..................................................... 5-94 5.8.7 Traffic Calming ................................................................................................ 5-97 5.8.8 Aesthetics ....................................................................................................... 5-97

5.9 INTERSECTIONS AT GRADE .................................................................................. 5-98

5.9.1 Types of Intersections ..................................................................................... 5-98 5.9.2 Intersection Capacity and Level of Service Analysis ..................................... 5-106 5.9.3 Intersection Geometrics ................................................................................ 5-109 5.9.4 Principles of Channelization .......................................................................... 5-114 5.9.5 Intersection Sight Distance ........................................................................... 5-122 5.9.6 Access Control on Uncontrolled Access Facilities ......................................... 5-126 5.9.7 Signalization ................................................................................................. 5-126 5.9.8 Intersection Widening ................................................................................... 5-126 5.9.9 Bus Stops/Turnouts ...................................................................................... 5-137 5.9.10 Divided Highway Median Openings in Urban Areas ...................................... 5-139

5.10 REFERENCES ......................................................................................................... 5-143 APPENDIX A - NYSDOT POLICY AND STANDARDS FOR THE DESIGN OF ENTRANCES TO STATE HIGHWAYS ........................................................... 5A APPENDIX B - VERTICAL HIGHWAY ALIGNMENT SIGHT DISTANCE CHARTS ................ 5B APPENDIX C - INTERSECTION SIGHT DISTANCE CHARTS ............................................... 5C APPENDIX D – LEVEL OF SERVICE AND CAPACITY ANALYSIS ON STATE HIGHWAYS ....................................................................................... 5D APPENDIX E – DESIGN OF TOLLING FACILITIES ............................................................... 5E

BASIC DESIGN

09/01/17

LIST OF EXHIBITS Number Title Page 5-1 Design Hour Volume as a Function of AADT ....................................................5-4 5-2 Speed Study Locations ................................................................................... 5-15 5-3 TE-213 Details of Accident History (as shown in collision diagram) ................ 5-23 5-4 TE-56 Collision Diagram ................................................................................. 5-24 5-5 Economic Analysis Problem Types, Analysis Methods, Guidance in Force, and

Contact for More Information .......................................................................... 5-44 5-6 Horizontal Sight Distance ............................................................................... 5-52 5-7 Side Friction Factor ......................................................................................... 5-54 5-8 Recommended Speed on Horizontal Curves to Avoid Skidding (Low Speeds)5-56 5-9 Recommended Speed on Horizontal Curves to Avoid Skidding ...................... 5-57 5-10 Recommended Speed on Horizontal Curves to Avoid Truck Rollovers (Low Speeds) .................................................................................................. 5-59 5-11 Recommended Speed on Horizontal Curves to Avoid Truck Rollovers ........... 5-60 5-12 Maximum Relative Gradient ............................................................................ 5-61 5-13 Method of Attaining Superelevation ................................................................ 5-62 5-14 Method of Attaining Superelevation - Four-Lane Divided Highway .................. 5-63 5-15 Superelevation Runoff Lr (ft) for Horizontal Curves ......................................... 5-65 5-16 Cross Section View of Travel Lane Widening Along Spiral Curves ................. 5-67 5-17 Plan View of Travel Lane Widening Along Curves Without Spiral Transitions . 5-68 5-18 Minimum Median Widths ................................................................................. 5-75 5-19 Horizontal Clearance Road Sections............................................................... 5-78 5-20 Minimum Horizontal Clearances ..................................................................... 5-79 5-21 Maximum Rollover Rates ................................................................................ 5-81 5-22 Highway Access Issues .................................................................................. 5-88 5-23 Roundabout Intersections ............................................................................ 5-103 5-24 Divided Highway Crossings and Offset Intersections .................................... 5-104 5-25 Jug Handles and Indirect Left Turns.............................................................. 5-105 5-26 Control Delay & Level of Service (LOS) ........................................................ 5-107 5-27 Cross Slopes for Intersecting Highways ........................................................ 5-113 5-27a Curb and Barrier Treatments for Pedestrian Refuge Islands ......................... 5-117 5-28 High Capacity Signalized Intersection with Double Left Turns and Right Turning Roadways ........................................................................................ 5-120 5-29 Approach and Departure Sight Triangles ...................................................... 5-123 5-30 Intersection Sight Distance Quick Reference ................................................ 5-125 5-31 Intersection Widening for Heavy Through Traffic........................................... 5-128 5-32 Shadowing Left-Turn Lanes .......................................................................... 5-133 5-33 Deceleration Distances for Passenger Cars Approaching Intersections (Braking at a Comfortable Rate) .................................................................... 5-135 5-34 Safety Widening at T-Intersection on Rural Two-Lane Road ......................... 5-138 5-35 Left-Turn Slot with Divider on Right ............................................................... 5-141 5-36 Design of Median Lanes for Medians Over 25 ft Wide .................................. 5-142

BASIC DESIGN 5-1

09/01/17 §5.1.2

5.1 INTRODUCTION The Department is committed to developing projects that improve the movement of people and goods, while recognizing community needs and values. Projects should be safe, serviceable, constructible, economical to build and maintain, and in harmony with the community and its environmental, scenic, cultural, and natural resources. Successful designs result from a careful balance of safety, mobility, and capacity needs with social, economic, and environmental needs. This chapter provides guidance regarding the basic elements of highway design to designers and other project developers. The information presented is not all-inclusive, but must be used in conjunction with information found in other chapters of this manual and documents adopted by the Department to achieve the most appropriate design meeting the goals and objectives of the project. 5.1.1 Project Development & Public Involvement There are various phases of development through which a project design must evolve. These phases are described in the Project Development Manual. Projects should be progressed through these phases with the aid and advice of project stakeholders, which include the Regional Functional Units, the Main Office, the public, and appropriate advisory and regulatory agencies. Early, effective, and continuous stakeholder involvement fosters meaningful participation and sense of ownership in the project development process. The open exchange of information and concerns between the Department and stakeholders benefits projects by identifying key issues early in the process, developing consensus for project solutions, and building trust among stakeholders. 5.1.2 Nonconforming Features During the project development process, design element trade-offs are routinely considered. Quantitative measures are to be used, whenever feasible, to compare and evaluate the effects of trade-offs. When the Department evaluates such trade-offs in the course of considering transportation needs and community needs, public safety (whether driving, riding, walking, or bicycling) remains the foremost issue to consider. Variances from standard values established for the critical design elements listed in Chapter 2 of this manual require a justification and approval as described in that chapter. In addition to the critical design elements, there are other design elements with established values or parameters that must be considered when scoping and designing a project. These other elements are important because they can have a considerable effect on the cost, scope, schedule, and quality of a project. Any decisions to vary from recommended values or accepted practices for these elements need to be explained and documented as nonconforming features in the scoping and design approval documents and, when identified after design approval, in the project files. The more significant the deviation or the more important an element is to quality design, the more detailed the explanation will be. For example, an explanation similar in detail to the requirements for nonstandard features is appropriate if the Department proposes to build an acceleration lane to 75% of the values in AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011, or not attain the compound curve ratio. However, not achieving



BASIC DESIGN 5-2

09/01/17 §5.1.2

the minimum length of a superelevation runout by a few feet would only warrant a brief explanation in the report. The following is a listing of some of the other elements which are described in detail in this and other chapters. It is being provided to give a representative sample of items to be considered when scoping and designing a project. It is not in priority order or intended to be all-inclusive.

• Level of service

• Median width

• Minimum pipe size

• Sag vertical curve (Sag vertical curve sight distance is a critical design element where sight lines are restricted under bridges or other vertical sight obstructions. Refer to Section 5.7.4.2.B)

• Minimum length of vertical curves

• Lane drops

• Tapers for lane drops

• Driveway grade

• Driveway opening

• Driveway spacing

• Buffer zone for snow storage

• Width of spread for ponding water

• Clear zone

• Objects within the clear zone

• Intersection radii (including accommodation of identified oversized vehicles)

• Intersection and decision sight distance

• Superelevation runoff/runout length

• Broken back curves

• Compound curves

• Auxiliary lane lengths

• Adequate provisions for pedestrians and bicyclists (refer to Chapters 17 and 18 of this manual)

• Transit and high-occupancy vehicle facilities and accommodations

• Design storm for drainage facilities (refer to Chapter 8 of this manual)

• Curbing

• Guide rail

• Median barrier

• Longitudinal rumble strips

• Horizontal clearance

• Permanent and temporary soil erosion and sediment control

A checklist of common nonconforming features is provided on the Chapter 5 Internet page at: https://www.dot.ny.gov/divisions/engineering/design/dqab/hdm/chapter-5.


BASIC DESIGN 5-3

09/01/17 §5.2.1.2

5.2 SPEED STUDIES, HIGHWAY CAPACITY, AND LEVEL OF SERVICE

Traffic data and a capacity analysis are used to develop the geometric design, evaluate alternatives, design traffic signals, etc. The data collection and analysis depends on the project type, highway functional class, and the presence of cross roads or major driveways. Refer to Section 5.2.3 of this chapter for guidance on using older data and capacity analyses.

5.2.1 Traffic Data

5.2.1.1 Study Area

As a minimum, the study area for the traffic analysis should extend one interchange or major intersection before and after the limits of the proposed work to capture detours and diversions during and after construction. These include:

• Highway.

• All approaches of intersections and driveways/entrances with one-way volumes of 100 vehicles per hour (vph) or more.

• Ramps.

• Weaving sections.

• Merges and diverges.

• Service roads and frontage roads.

For projects where substantial diversion or more extensive detours may be needed, the study area should be expanded to enable an analysis of the effects. A combination of microscopic and mesoscale analysis may be used for large study areas.

5.2.1.2 Data Acquisition

A. Data for Simplified Capacity Analysis

Secondary traffic data (i.e., data that was not obtained specifically for the project) may be used for:

• Projects on routes with little delay (LOS B or better). The level of service (LOS)

should be observed during peak periods, which may include:

▪ The weekday AM and PM peaks.

▪ Saturday noon-hour peaks near shopping areas or malls.

▪ Friday and Sunday nights on summer recreation routes.

▪ Saturday and Sunday AM and PM peaks near ski areas.

▪ Immediately before and after regular sporting events, concerts, or other special events.

• Maintenance-type projects (e.g., pavement preventive maintenance and bridge preventive maintenance projects).

• Construction lane closures or detours.

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09/01/17 §5.2.1.2

• Secondary traffic data includes the annual average daily traffic (AADT) data from the NYSDOT Highway Traffic Data Viewer at https://www.dot.ny.gov/tdv. Additional sources may be available from the Highway Data Services Bureau and the Regional Planning Group. The Highway Capacity Manual, Regional data, or Exhibit 5-1 (below), and the Traffic Engineering Handbook, can be used to obtain the design hourly volume (DHV), directional design hourly volume (DDHV), and any other required traffic data.

Exhibit 5-1 Example Design Hourly Volume as a Function of AADT

AADT Average DHV as a

% of AADT

0 – 2,500 15.1%

2,500 – 5,000 13.6%

5,000 – 10,000 11.8%

10,000 – 20,000 11.6%

20,000 – 50,000 10.7%

50,000 – 100,000 9.1%

100,000 – 200,000 8.2%

> 200,000 6.7%

Highway Capacity Manual, 6th Edition, TRB, p. 3-12, Exhibit 3-11.

B. Pedestrian and Bicycle Traffic

For most projects, the “Capital Projects Complete Streets Checklist”, as described in Chapter 18, is used to identify existing, latent, seasonal, and planned pedestrian traffic needs. However, pedestrian traffic data acquisition may be necessary to determine the appropriate treatments and design of pedestrian facilities in areas of high pedestrian volumes and/or special use areas, e.g., central business and walking districts, colleges, amusement parks, etc. Pedestrian data acquisition can be accomplished through pedestrian counts, pedestrian questionnaires, and pedestrian origin and destination studies. For information on pedestrian data acquisition, refer to the following:

• Sketch-Plan Method for Estimating Pedestrian Traffic for Central Business

Districts and Suburban Growth Corridors: http://trrjournalonline.trb.org/doi/abs/10.3141/1578-06

• Guidebook on Methods to Estimate Non-Motorized Travel, Volumes 1 & 2: http://safety.fhwa.dot.gov/ped_bike/docs/guidebook1.pdf http://safety.fhwa.dot.gov/ped_bike/docs/guidebook2.pdf

C. Data Requirements for Projects with Potential Capacity Measures

The following traffic data will generally be required to perform a full capacity analysis. The Transportation Research Board’s Highway Capacity Manual (HCM) or software program should be referenced to determine the specific traffic data and physical data required.

https://www.dot.ny.gov/tdv


http://trrjournalonline.trb.org/doi/abs/10.3141/1578-06

http://safety.fhwa.dot.gov/ped_bike/docs/guidebook1.pdf

http://safety.fhwa.dot.gov/ped_bike/docs/guidebook2.pdf

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• Percentage of trucks, buses, and RVs

• Highway AADT

• Highway DHV (two-way)

• Highway Directional Design Hourly Volume (DDHV) (one-way)

• Highway two-way (design hour) percent trucks

• Ramp/turning roadway DHV

• Peak-hour factor

• Free-flow speed on highway and ramps

• Weaving volumes

• Ramp volumes and adjacent ramp volumes

• Parking and bus stops per hour

• Average travel speeds

• Bicycle DHV (order of magnitude to determine appropriate facility)

• Pedestrian DHV (for existing or proposed sidewalks, signalized intersections, and transit-related pedestrian facilities)

Traffic volumes are to be generated from:

• Full 24-hour 7-day count with class and speed

• Turn counts for at least two hours that encompass the peak hour*

• Turn counts on Tuesday, Wednesday, or Thursday

• Turn counts while school is in session and no major events

• Turn counts on two separate days, if feasible

• Midday typically only in areas with commercial shopping

* Some highways have a midday peak period that should be shown and considered in

the project's geometric and traffic signal design. Also, there may be a need to give traffic volumes for other peak periods for commercial generators or special events (e.g., Saturday peak shopping hours, concert performances, fairs).

Calibration factors for the models are to be taken within the same time frame as the traffic counts. These include:

• Queue lengths during counts for calibration

• Travel time and delay runs using the following car method

• Signal timings

• Travel speeds

Note: A major intersection, for traffic count purposes, is a signalized intersection, an intersection approaching any of the warrants for signalization in accordance with the Official Compilation of Codes, Rules and Regulations of the State of New York Title 17 Transportation (B) Chapter V (a.k.a., New York State Supplement to the Manual on Uniform Traffic Control Devices [NYS Supplement]), or an intersection approaching the warrants for a turn lane as contained in Chapter 9 of AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011.

https://www.dot.ny.gov/mutcd

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For methods of gathering motorized traffic counts, refer to the Regional Planning Group, the Traffic Engineering Handbook, and New York State Traffic Monitoring Standards for Short Count Data Collection.

5.2.2 Traffic Flow Diagrams, Growth Rates and Diversion Analysis

5.2.2.1 Diversion Analysis

A diversion analysis may be required when a significant change in a traffic network is proposed and alternate routes exist and are expected to be used. Significant changes may include:

• Design changes to a facility that have a significant effect on capacity or LOS

• Addition of a facility

• Removal of a facility

• Development

• Long Term Construction (For guidance regarding construction-related diversions, see HDM Chapter 16)

Diversions may result in an increase or a decrease in volumes on a facility. For example, diversions resulting in an increase in volume could occur when a facility increases in capacity and attracts volume from other facilities. Conversely, diversions resulting in a decrease in volume could occur when a facility’s capacity is reduced and volume diverts to other route choices. During project scoping, it should be determined whether the proposed project has the potential for traffic diversions. In these cases, the study area shall be determined based on alternate route choices and roadways/intersections that may be affected by the traffic diversions. The Regional Travel Demand Model, maintained by the MPO, should be used to generate revised roadway volumes and intersection turn counts to be used in the analyses of the project alternatives.

5.2.2.2 Origin Destination Studies

An Origin–Destination (O-D) study may also be required when a significant change in a traffic network is proposed, regardless of how long the duration will be for this change. An O-D study may be desired in the absence of a Regional Travel Demand Model or to provide updated site-specific data to be utilized to update to the Regional Travel Demand Model. O-D studies can be performed in a variety of ways, with surveys and vehicle tracking being the most common. A thorough explanation of many of these techniques is provided in a research study performed in Indiana: https://trid.trb.org/view/864635. This research reviews the various techniques used to perform O-D studies. Topics of discussion include accuracy of data, general costs for some O-D studies previously performed, and the

https://www.dot.ny.gov/divisions/engineering/technical-services/hds-respository/Tab/NYSDOT_Traffic_Monitoring_Standards_for_Short_Count_Data_Collection_EB_15-021.pdf

https://www.dot.ny.gov/divisions/engineering/technical-services/hds-respository/Tab/NYSDOT_Traffic_Monitoring_Standards_for_Short_Count_Data_Collection_EB_15-021.pdf

https://www.dot.ny.gov/divisions/engineering/design/dqab/hdm/hdm-ch16


https://trid.trb.org/view/864635

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selection of the O-D technique based on the study objectives. It is also important to understand and document what elements require additional work and where it is not possible to perform this work given the unavailability of information or exorbitant cost of obtaining the information and performing the analysis. These considerations should be weighed during the early stages of the analysis process and should be discussed during scoping.

5.2.2.3 Traffic Projections

The projected traffic volumes are to be determined using the traffic data, growth rates, and the traffic volumes from planned development and reasonably anticipated/foreseeable projects. Reasonably anticipated/foreseeable projects include department projects with Design Approval and other projects that have had an environmental determination (e.g., Record of Decision). Refer to the Project Development Manual (PDM) Appendix 5 for the design year. Contact the Regional Planning Group, MPO, and municipal planners for growth rates and the traffic volumes from planned development and reasonably anticipated/foreseeable projects. Planned private development is development that has completed the SEQRA process or has started the SEQRA process and is very likely to complete the SEQRA process before the project letting. Public projects on the approved TIP or under design should also be considered. To project latent and future pedestrian traffic volumes, refer to the documents referenced in Section 5.2.1.2.B.

5.2.2.4 Proposed Signal Installations

The Estimated Time of Completion (ETC)+5 peak-hour turning movement volumes should be determined for proposed signal installations that will meet the signalization warrants in the design year, but do not meet the warrants for the ETC+0 year. The analysis of the ETC+5 traffic data can be used to determine if a signal should be installed as part of the project or in a future signal requirements contract. Regardless, the highway geometry (e.g., pavement width) should be designed to accommodate the proposed signal.

5.2.2.5 Traffic Flow Diagrams

Traffic flow diagrams should be developed for the study peak hours (e.g., A.M., midday, P.M.) for existing, ETC, and the design year (typically ETC + 20). The diagrams should show:

• For each link, the current AADT, DHV, DDHV, and design-hour percent

trucks.

• For all major intersections with crossroads or commercial driveways, the current design-hour turning movement volumes, design-hour percent trucks, and AADTs on all approaches for intersections.

Screen captures from traffic simulation software may be used, if legible.


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For controlled and partially controlled segments, the traffic volumes in the diagram should be balanced to avoid vehicles disappearing and appearing mid-node during traffic simulations. For uncontrolled access facilities, sections that are unbalanced by more than 10% should include side roads, major driveways, or a representative driveway to account for the vehicles entering and exiting the network mid-block.

5.2.3 Capacity Analysis

5.2.3.1 Capacity Analysis Requirements

Capacity analysis is a set of procedures used for estimating the traffic-carrying ability of facilities over a range of defined operational conditions. It provides tools to assess facilities and to plan and design improved facilities. Capacity analysis is performed using existing and projected (design year) design-hour traffic volumes for each alternative, including the no-build alternative. For projects with an objective to reduce congestion, estimates of the existing and design-year vehicle hours of delay should be determined for the build and no-build alternatives. The results of the analysis should be included in the project’s design approval document for evaluation of the various project alternatives. For projects using a simplified capacity analysis per Section 5.2.1.2 A, the simplified analysis can be performed using the HCS or the Appendix D charts available on the HDM Chapter 5 Internet page. Section 5.2.3.3 does not apply to simplified capacity analyses.

5.2.3.2 Capacity Analysis Methodology

Capacity analyses are to be consistent with the most recent version of the HCM. General announcements of the availability of HCM revisions will be made via Engineering Bulletins. Department policy requires the designer to use capacity analysis software consistent with the HCM. For economic, efficiency, and quality assurance purposes, the Department preapproves a limited number of software programs for general use. The approved software programs and contact persons are shown on the “Department Approved List of Traffic Analysis Software Programs” on the webpage for Chapter 5. Before running the software, designers should apply the latest patches or updates linked on the Department’s Internet site to help ensure the software produces reasonably accurate results. The same software should be used for all alternatives when possible. When microsimulation analysis is performed, the setup and calibration of the model should follow the guidelines outlined in the Traffic Analysis Toolbox, Volume III: Guidelines for Applying Traffic Microsimulation Software (FHWA, 2004) and the HCM. Some target parameters for a microsimulation analysis include:




https://ops.fhwa.dot.gov/trafficanalysistools/tat_vol3/index.htm

https://ops.fhwa.dot.gov/trafficanalysistools/tat_vol3/index.htm

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• At least 10 runs with different random seeds.

• Run seeding for 15 min. (30 min. if the LOS is D or less).

• Run for 1 hour or until the queue lengths diminish (whichever is worse). In urban areas, a

minimum run of 2 hours should be used.

• Calibrate to match existing observed conditions.

• Traffic signals should be optimized for no-build alternatives, and models should include

traffic from approved development.

5.2.3.3 Calibration

Calibration is needed to verify that that model can reasonably predict the existing conditions and can be relied on to accurately portray future conditions. Calibration factors for the models (which are to be taken within the same time frame as the traffic counts) include:

• Queue lengths

• Travel speeds

• Delays

Latent demand occurs when vehicles are not able to enter the model. Generally, a high latent demand indicates that the model extents need to be extended to capture the demand. Latent delay occurs as a result of the latent demand; vehicles that are not able to enter the model experience delay outside of the model extents. A calibration report or section is to be provided in the Traffic Impact Study. A sample calibration report is available at: https://www.dot.ny.gov/divisions/engineering/design/dqab/hdm/chapter-5. The queue lengths should be calibrated to within 20% for queues over 1500 ft. and to within 300 ft. (12 vehicles) for shorter queues. Travel speeds should be calibrated to within 10 mph. Delay runs should be calibrated so that 85% of the runs are within 1 minute. Discrepancies that are not resolved by adjusting the model require an explanation.

5.2.3.4 Measures of Effectiveness

A. Level of Service (LOS)

Level of service is a qualitative measure describing operational conditions within a traffic stream, based on service measures such as speed and travel time, freedom to maneuver, traffic interruptions, comfort, and convenience. Levels of service are given letter designations, from A to F, with LOS A representing the best operating condition and LOS F the worst. Level of service is specifically described for various types of highways or portions of highways in the Highway Capacity Manual.

Character Minimum for the Design Year

Rural C Urban D

Some projects, especially in urban areas, may provide levels of service below those shown due to social, economic, and environmental and/or policy/intergovernmental


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decisions made during project scoping and design. Decisions for lesser levels of service are to be made as nonconforming features in accordance with Section 5.1 of this manual and explained as appropriate. The correlation between volumes and level of service is not direct. Level of service computations based on volume may not accurately represent the traffic conditions on congested highway segments when vehicles are moving very slowly. The volume at LOS F can be the same as the volume for a higher level of service due to slow speeds and low throughput. Therefore, travel speeds are essential for assessing whether the traffic volumes reflect a forced-flow condition or a free-flow condition in potentially congested areas.

B. Delay

Delay is a quantitative measure describing the additional time it takes to travel through a segment.

• Control delay is the additional time required to travel a segment due to stopping for a stop sign, traffic signal, etc., usually measured in seconds per vehicle. Control delay can be calculated using common analysis tools and is the basis for the LOS. Delay runs account for control delay.

• Geometric delay is the time required to negotiate added roadway curvature, additional travel distances, etc. regardless of other traffic and is usually measured in seconds per vehicle. Roundabouts create several seconds of geometric delay. Geometric delay requires calculations of travel times based on the geometry and anticipated off peak speeds. Delay runs account for geometric delay.

• Delay runs measure the total time for the average vehicle to travel a segment in each direction and is usually measured in minutes per vehicle. Simulation of delay runs require more complicated analysis tools and should be done on projects with LOS of D or less. Existing delay run simulations should be calibrated, typically using a following car technique.

• Total delay is typically the total additional hours for all of the vehicles in one day travelling though the segment. Total hours of delay is useful when comparing build and no build alternatives.

C. Queue Lengths

A traffic queue is a line of stopped or very slowly travelling motorists waiting to proceed. Queue lengths are a quantitative measure of the traffic demand. Where alternate routes are available, the queue length is only a part of the total demand. Queue lengths should represent 95% to 100% of the maximum queue during the peak period.

• In saturated conditions, queue lengths are essential measures of unmet demand.

A building queue indicates a worsening of the congestion and more demand than capacity. Queues can build up to create gridlock and delay at upstream intersections and interchanges that would otherwise be free flowing.

• In unsaturated conditions, queues that develop can be processed by an intersection within a single cycle.

• In free flow conditions, queue lengths are not measurable.

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D. Peak Period Travel Speeds

Travel speed is a quantitative measure of the mobility during peak periods and can help determine route choices and diversion rates. This measure is useful when the LOS is D or less and is essential for origin and destination studies. Where the existing mainline level of service is D or worse (refer to Section 5.2.3.4.A), the average travel speeds, averaged over the hour measured, should be determined for the peak hours of the day. The average speeds over a segment of highway may be determined using the test vehicle, license plate, or photography methods, as described in the Traffic Engineering Handbook. Peak-period traffic volumes and average travel speeds can be fed into the Congestion Needs Assessment Model used by Regional Planning to assess vehicle hours of delay (VHD).

5.2.3.5 Capacity Analysis Updates

Judgment must be used whenever a new software release becomes available or when revisions to the HCM are made, as to whether previously completed analyses should be reevaluated. While many factors may enter into this decision, the overriding consideration is whether it is likely that a new analysis will significantly change the design, investment, and/or environmental decisions. The final determination on whether to redo an analysis rests with the Regional Design Engineer. Refer to Section 5.2.4 for updating traffic data and traffic analyses. Refer to Section 5.9.2 for guidance regarding intersection capacity and level of service analysis. Additionally, refer to the roundabout pages on the Department’s Internet (https://www.dot.ny.gov/main/roundabouts) and IntraDOT sites for guidance and requirements on roundabout capacity and level of service analysis.

5.2.3.6 Capacity Analysis Results

Refer to the HDM Chapter 5 Internet page for the traffic analysis report format. The report includes a summary of the methodology, the tabulated results, a summary of the results, and turning diagrams. Tabulate for Existing, ETC and Design Year(s) for all peaks:

• LOS

• Delays

• Queues (from VISSIM or Sim Traffic but not from Synchro since Synchro will underestimate queues in oversaturated conditions)

• Travel speeds

Software files are to be named logically and placed in ProjectWise. Output reports are to be printed to pdf, named logically, and placed in ProjectWise.

https://www.dot.ny.gov/main/roundabouts


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5.2.3.7 Exceptions to the Required Capacity Analysis Methodology

Proposals to use an analysis procedure other than the HCM or the Department-approved capacity software must be submitted to the Main Office for approval. Proposals for projects in preliminary planning, up through the project scoping stage, should be submitted to the Statewide Policy Bureau. Proposals for projects in either the preliminary design or detailed design stages should be submitted to the Design Quality Assurance Bureau. There are cases when capacity and level of service are inadequate measures to document the traffic performance of an existing or proposed facility. These cases often involve complex geometric and/or signal control situations (e.g., Intelligent Transportation System/Advanced Traffic Management System); roadways or ramps which are oversaturated; or where the proximity of controls (e.g., signalized intersections) cause spillback, affecting nearby locations. In these cases, use of queue analysis and/or traffic simulation models to estimate other traffic performance measures should be considered in addition to capacity and level of service. Contact the Design Quality Assurance Bureau or the Statewide Policy Bureau for guidance in these situations. 5.2.4 Updating Traffic Data and Capacity Analysis

Accurate design-year traffic data is needed to help evaluate the effectiveness of feasible alternatives and to produce the most cost-effective designs that achieve full expected service life. Desirably, current traffic data should be used. However, since regathering data and redoing analysis is costly and time consuming, it may be acceptable to use older data and analysis under certain conditions. Consider updating the capacity analysis, traffic diagrams, and design year traffic forecast (prior to distribution of the draft Design Approval Document, Design Approval, and PS&E) if any of the following factors have the potential to impact the proposed design:

• The estimated project completion date is postponed by more than 4 years (e.g., the

ETC+20 design year is changed from 2025 to 2030).

• New development has or is expected to occur that will substantially affect the traffic analysis.

• Travel patterns have or are expected to change substantially.

• Project limits have been expanded or modified substantially.

Where volumes are low, LOS is A or B and the project is postponed or the limits have changed, updating the analysis is often not practical. Traffic data, forecasts, and analyses, whether current or not, should be reviewed with the Regional Transportation Systems Operations Engineer. If updated information is being considered, consult with the Regional Planning & Program Manager and the Regional Transportation Systems Operations Engineer on the need for, and how to do, an update of the

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design-year traffic volumes, traffic diagrams, and capacity analysis.

If the older data will be used, consider spot checking current traffic patterns to determine if the older data projected to the current year is representative of current conditions. Average hourly speed data can be checked using the floating car method. Critical turning movements should be recounted, as necessary, to ensure adequate storage length, number of turn lanes, etc., is provided.

The rationale for the retention and use of older data needs to be documented in the Design Approval Document or, if design approval has already been obtained, in the permanent project files.

5.2.5 Speed Studies

Speed studies provide an essential measure for evaluating highway geometry. The speed study results also serve as the basis for selecting a design speed within the acceptable range for the highway’s functional class (refer to Section 2.7 of this manual). The Regional Transportation Systems Operations Group should be consulted on how to conduct these studies in order to obtain statistically reliable results. As an exception to a formal speed study, the Regional Transportation Systems Operations Engineer can select an off-peak 85th percentile speed equal to or above the regulatory speed based on their expertise and experience. Note: The regulatory speed alone is generally not a reasonable indicator of the off-peak 85th percentile speed. Numerous studies (including FHWA’s “Effects of Raising and Lower Speed Limits on Selected Roadway Sections,” 1997) have shown that speed limits have only a very minor effect on operating speeds and cannot reliably be used to predict the operating speed.

5.2.5.1 Speed Terminology

A. 85th Percentile Speed (Operating Speed)

The operating speed is a single speed that reflects the majority of motorists. Rather than use an average speed, which may only accommodate half the highway motorists, the Department and most transportation agencies use the internationally accepted off-

peak 85th percentile speed to represent the operating speed. The 85th percentile speed is the operating speed that only 15% of the motorists exceed during off-peak hours.

B. Recommended Speed

The recommended speed is the maximum speed, under optimal conditions, considered appropriate for a particular location. The recommended speed should consider the alignment and sight distance. Other physical conditions, such as narrow lanes, roadside development, steep grades, etc., may also be considered.

The recommended speed based on the vertical sight distance should be determined from Appendix B of this chapter. The recommended speed based on the horizontal sight distance should be based on Section 5.7.2.4. The recommended speed based on the

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09/01/17 §5.2.5.3

superelevation and radius should be determined by (in order of preference):

• Calculating the speed from the geometry and equation from Section 5.7.3 of this

chapter.

• Using a ball bank indicator reading of 10° for horizontal alignment.

• Using Figures 5-8 and 5-9 of this chapter when horizontal alignment when the radius and superelevation are known.

Note: Each method will result in slightly different results.

C. Advisory Speed

The advisory speed is defined as the recommended speed rounded to the nearest 5 mph, but not more than the posted speed.

D. Regulatory or Legal Speed Limit

The Regulatory or Legal Speed Limit is the maximum speed along a highway segment allowed by local or state regulations. It may also be referred to as the posted speed when regulatory signs are posted. When regulatory signs are not posted, the speed limit is the statutory speed.

E. Statutory Speed Limit

The statutory speed limit is 55 mph as established by the NYS Vehicle and Traffic Law.

5.2.5.2 Speed Study Methods

The existing operating speed can be determined or estimated during the off-peak hours by using (in order of preference):

1. Speed measuring devices.

2. A radar spot speed study of at least 30 vehicles (preferably 50 vehicles) that can be performed during off-peak periods. This is generally only practical for highways with 250 vpd or greater.

3. The data used to set a speed limit at the project site, if such data is still representative of current and anticipated operating conditions.

4. Test cars or following-car techniques during off-peak periods.

5. The statewide operating speed study for a similar facility. This information is available from the Highway Data Services Bureau in the Office Technical Services.

5.2.5.3 Speed-Study Location

Select a speed-study location where motorists are not affected by localized nonstandard features or traffic control devices (e.g., stop signs, narrow bridges, sharp curves). The study may need to analyze both directions to ensure that it measures the highest speeds. Refer to Exhibit 5-2 for examples of how to locate the speed study.

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09/01/17 §5.2.5.3

Measure 85th% speed on curves

NOT TO SCALE

Exhibit 5-2: Speed Study Locations

Example 1 - Project with a short length and a localized restriction.

Measure 85th% speed on adjacent highway segment

Measure 85th% speed on adjacent highway segment

Project Limits

Example 2 - Restriction at one end of the project limits.

Measure 85th% speed

Project Limits

Village

Example 3 - Curvilinear Alignment.

Project Limits

Measure 85th% speed on curves

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09/01/17 §5.3.2

5.3 CRASH ANALYSIS Identifying the cause(s) of crashes will usually provide an insight into what corrective measures can be taken to minimize future crashes. Over 1,300 fatal crashes and nearly 200,000 injury crashes occur per year on New York state and local highways. Approximately 40 percent of the fatal crashes and 30 percent of the injury crashes occur on the State Highway System. The estimated average cost of a fatal crash in New York State is over $3,000,000 and the cost of an injury crash is over $60,000. Therefore, in addition to normal duty and obligations, there are significant economic benefits to society in minimizing the frequency and severity of crashes.

The purpose of a crash analysis is to identify safety problems, which may be correctable, by studying and quantifying crashes within and immediately adjacent to the project limits, and to identify abnormal patterns and clusters. The analysis should then isolate and identify the causes of crash patterns and clusters, and suggest appropriate countermeasures. The Regional Traffic Group can either perform the analysis or assist in its conduct and interpretation. Refer to Section 5.3.5 of this section for guidance on using data and analysis that is more than 5 years old. 5.3.1 Applicability

An initial crash screening and either a simplified or full crash analysis shall be performed on every highway and bridge project that offers an opportunity to address crash causes or severity. Exceptions include:

• Element-Specific maintenance projects, such as sidewalk, ADA curb ramp and pavement marking contracts (1R projects require an initial crash screening and a simplified crash analysis, as discussed in Section 5.3.3.1 and 5.3.3.2 of this chapter).

• Bridge preventive maintenance projects, such as Element-Specific Cyclical Bridge Work.

5.3.2 Timing and Responsibility

A crash analysis can aid in the development and evaluation of project alternatives, and in determining the need for safety improvements. Therefore, crashes must be analyzed early in project scoping and documented in the Project Scoping Report and in the Design Approval Document (DAD).

Project developers, in conjunction with the Regional Traffic Group, are responsible for retrieving and analyzing crash data in accordance with this procedure and for incorporating appropriate crash countermeasures (safety improvements) into each capital project. To achieve the Department's goal of continually improving highway safety for the public, effective crash countermeasures must be designed into its projects to the maximum extent possible.

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5.3.3 Crash Analysis Procedures The crash analysis steps and level of review depend on the project type and opportunities for practical improvements. Crash patterns or clusters on 1R projects should be reviewed but the evaluation is less rigorous than for a 2R or more complex project with a history of frequent or severe crashes.

A crash analysis is divided into:

1) An Initial Screening:

A) Review past studies B) Collect crash data and identify High Accident Locations (HALs), which include Safety

Deficient Locations (SDLs), Priority Investigation Locations (PILs), and Priority Investigation Intersections (PIIs)

C) Determine crash rate D) Determine whether to use the simplified or full crash analysis procedure

2) Simplified Crash Analysis Procedure:

E) Crash analysis to identify patterns and clusters F) Examine field conditions using SAFETAP form from HDM Chapter 7 G) Determine probable crash causes H) Develop solutions including systematic and low-cost counter measures

3) Full Crash Analysis Procedure:

E) Crash analysis i) Police and motorist crash reports (MV-104a and MV-104) ii) Table of crash data (Form TE-213) iii) Collision diagram (Form TE-56) iv) Determine severity distribution using Safety Benefits Evaluation Form (Form

TE-164a) v) Identify patterns and clusters

F) Examine field conditions using SAFETAP form from HDM Chapter 7

G) Determine probable crash causes

H) Develop solutions i) Systematic and low-cost counter measures ii) Identify a range of crash mitigation solutions for locations with crash problems iii) Safety Benefits Evaluation Form (Form TE-164a) for the proposed solution(s) iv) Benefit Cost Ratio (Form TE-204)

5.3.3.1 Initial Screening

A. Review Past Studies Project areas should be reviewed to determine if previous corridor studies, operation studies, traffic studies, PIL studies etc. have been performed. Existing studies may be sufficient in identifying existing problems. They may also assist in determining previous steps taken to mitigate crash patterns. When using existing studies, the crash analysis should be reviewed if the analysis is 5 or more years old OR if substantial changes have occurred at the project site that may affect crashes.



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B. Collect Crash Data

Crash data is essential for the preliminary analysis of a location to identify safety problems and possible correctable safety deficiencies. In most cases, a three year period will suffice for adequate analysis. In some cases, especially in large urban areas, two years of crash data may be adequate to determine crash patterns due to the larger number of crashes. NYSDOT maintains computerized crash data in various report layouts with different levels of detail. This information is maintained in the Safety Information Management System (SIMS) and the Accident Location Information System (ALIS). Regional Traffic and Safety groups can offer assistance in the collection of computerized crash data. Computerized records can be supplemented with data from police or emergency responders if computerized crash data is incomplete or unreliable. All collected data needs to be reviewed for accuracy as it is common to find crashes which are not properly located or have other incorrect information.

1. The study area should extend between 0.1 and 0.3 miles (0.2 to 0.5 km) beyond the

project limits. Identify the study area by reference marker and/or physical boundaries, depending on whether SIMS and/or ALIS is used to identify crashes. Also, identify the area by physical boundaries (cross streets, intersecting roads, jurisdictional boundaries, etc.), if they exist.

2. Identify the time period of the analysis; the most recent 3 years of complete data

available are normally used. Complete data information is typically shown on the SIMS home page. On a low-volume highway, the number of crashes may be low, but still represent a high crash rate in the context of low traffic volume and a short study segment. In this case, it may be necessary to examine the crash history over more than 3 years (5 years suggested) to have adequate data to analyze accurately. Similarly, for a highway with a high volume of traffic (>50,000 vpd), 2 years may be statistically adequate.

3. Collect all crash data and records for the analysis period (including pedestrian and

bicycle crashes) as follows:

• Obtain computerized crash data for the study area from the Department’s Safety Information Management System (SIMS) and/or ALIS.

• For state highways, check the Priority Investigation Location (PIL) list, the Safety Deficient Location (SDL) list, the Priority Investigation Intersection (PII) list, and the Specialty PIL lists, and determine if any location within the study area is on these lists. These lists are available in SIMS. They contain locations that exceed thresholds established by the Department and have statistically significantly higher crash rates (crash-prone sites) than expected for highway segments with similar characteristics.

C. Determine the Crash Rate

First, calculate the crash rate(s) in crashes per million vehicle miles (MVM) for the entire study area, using all crashes (non-intersection and intersection crashes). Next, calculate the crash rate(s) for linear segments within the study area that have different highway

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characteristics, development density/land use (AADT; number of lanes; divided or undivided; functional class; rural or urban; controlled access or uncontrolled access) using all crashes. Segment Crash Rate (acc/MVM) = 1,000,000 x No. of crashes per year 365 x AADT x segment length (in miles)

For isolated intersections, calculate the crash rate in crashes per million entering vehicles (MEV) within the study area, using only intersection crashes. Intersection Crash Rate (acc/MEV) = 1,000,000 x No. of crashes per year 365 x (the sum of directional AADTs on all approaches)

Note: Since crashes are coded to reference markers placed approximately every 0.1 miles (0.16 km), the segment length used in the above formula must also be in 0.1 miles (0.16 km) increments corresponding to the reference markers used to obtain the crash data. Compare the calculated crash rate(s) to the statewide average crash rate(s) for similar facilities available at: https://www.dot.ny.gov/divisions/operating/osss/highway/accident-rates The current statewide average crash rates are listed in the “Annual Accident Rates for State Highways by Facility Type” produced by the Office of Traffic Safety and Mobility. These rates can be found in the Department’s Safety Information Management System (SIMS) and on the Department’s Internet site: https://www.dot.ny.gov/divisions/operating/osss/highway/accident-rates

D. Determine Whether to Use the Simplified or Full Crash Analysis Procedure Segments located within the following project types that do not meet the following criteria shall undergo the accompanying crash analysis or an appropriate engineering evaluation as determined by the Regional Traffic Engineer. The crash analysis and recommendations should be included in the Design Approval Document as an appendix.

1. 1R projects follow the simplified crash analysis procedure steps in Section 5.3.3.2.

2. Projects programmed to address identified high accident locations (HALs) within the project limits follow the full crash analysis procedure steps in Section 5.3.3.3 unless a Highway Safety Investigation (see Section 5.3.6 of this chapter) was performed by the Regional Traffic Group.

3. All Other Projects - If the crash history review indicates all of the following, a full crash analysis is not needed. The segment follows the simplified crash analysis procedure steps in Section 5.3.3.2.

https://www.dot.ny.gov/divisions/operating/osss/highway/accident-rates



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• The overall three-year crash rate is less than the average rate for a comparable type of facility, as shown in SIMS.

• The occurrence of Fatal, Injury, and combined Fatal + Injury crashes is less than the average for similar type highways.

• There are locations listed on the regular Priority Investigation Location (PIL) list within the project limits and the recommendations have been implemented or incorporated into the proposed project.

• There are locations listed on the Fixed Object & Run-Off Road PIL list within the project limits and the recommendations have been implemented or incorporated into the proposed project.

• There are locations listed on the Wet-Road PIL list within the project limits and the recommendations have been implemented or incorporated into the proposed project.

5.3.3.2 Simplified Crash Analysis Procedure Note: This section uses lettering continued from Section 5.3.3.1.

E. Crash Analysis

After the crash summary data has been obtained, determine whether any crash patterns are evident. Look for patterns related to pavement conditions, crash type, weather, lighting, time of day, etc. Specific causes of the crash patterns may require a review of the MV 104/104a forms and field investigation. The crash analysis should identify specific locations with clusters of crashes. A crash cluster is defined as an abnormal occurrence of crashes occurring at approximately the same location or involving the same geometric features. The cluster may be of various types (e.g., rear-end, sideswipe and run-off-the road) but may be due to the same geometric feature (e.g., a driveway). Specific causes of the crash cluster may require a review of the MV 104/104a forms and field investigation.

F. Examine Field Conditions

A field visit should be performed after becoming familiar with the location under consideration (through the use of contract plans, aerial images, digital photolog files, maintenance history files, etc.). During the field visit, observe conflict areas (particularly between motor vehicles and pedestrians) and items that would indicate past crashes (such as damaged guide rail, skid marks, etc.) and the potential of the study area for future crashes (such as fixed objects within the clear zone). Also, since minor crashes often go unreported or are generally underreported, discussions with local residents, police, and elected officials may help identify a safety problem. The best insight into a crash situation can be gained from observing actual traffic movements, preferably under conditions (time of day, weather and pavement conditions,

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etc.) as close as practicable to those which records show to be associated with the highest crash rates. It may be helpful to take the crash summaries into the field for reference. This can help determine both the factors contributing to the crashes and possible mitigation measures. Select several good vantage points to observe vehicles and drivers, to identify unusual behavior and, if possible, the cause of the behavior.

Drive through the location several times from different directions, paying particular attention to the way in which the location would appear to the driver. On the first drive through, enter from the most critical approach at a normal driving speed, to obtain the “first time” impressions of a driver who is unfamiliar with the location HALs should be reviewed during a field visit for potential systematic and low-cost countermeasures as discussed in Step H. Recommended countermeasures should be included in the SAFETAP reporting form from Chapter 7 of this manual. Prepare a Field Report, which could include the SAFETAP form from Chapter 7 of this manual, a sketch or photographs of the site with notes. An inventory of the condition and location of existing signs and pavement markings is recommended as a part of the field investigation. The SAFETAP form can be used to avoid overlooking items which may be relevant to the pattern of crashes identified at the location.

G. Determine Probable Crash Causes

A history of crashes is an indication that further analysis is required to determine the cause(s) of the crash(s) and to identify what actions, if any, could be taken to mitigate the crashes. The severity of the crashes should also be considered. There are 6 general elements that may contribute to or cause a crash. These are:

• Condition or actions of the driver. Was the driver alert, asleep, or under the influence of drugs or alcohol? Was poor judgment exercised (e.g., extreme speed) or a medical condition affect the driver’s behavior?

• Mechanical failure of the vehicle (e.g., brakes, worn tires)?

• Environmental conditions. Lighting, sun glare, inclement weather, fog, etc.

• Condition of the highway or bridge. These include the alignment, width, superelevation, pavement, shoulder, guide rail, clear zone, etc.

• External causes such as deer, pedestrians, cyclists and other motorists.

• Missing or improper signing, delineation, or other regulatory or warning signs not in accordance with the National MUTCD or NYS Supplement.

When determining the probable crash cause, do not put too much weight on certain contributing circumstances which have tended to become "catch-alls". The fact that all the crashes are listed as due to "driver error", "speed too fast", or "following too close" is not a reason to conclude that highway geometry was not involved and that no further consideration is required.


http://mutcd.fhwa.dot.gov/

https://www.dot.ny.gov/portal/page/portal/divisions/operating/oom/transportation-systems/traffic-operations-section/mutcd?nd=nysdot

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H. Develop Solutions

Once correctable crash patterns and clusters have been identified, the appropriate improvement alternatives that are expected to reduce the frequency and severity of crashes should be evaluated. Systematic measures such as rumble strips and guide rail and low-cost measures such as signs and pavement markings should be considered to address crash patterns and potential crashes, even where crash rates are low.

5.3.3.3 Full Crash Analysis Procedural Steps

Note: This section uses lettering continued from Section 5.3.3.1.

E. Crash Analysis

For a full crash analysis, retrieve police and motorist crash reports (MV-104a and MV-104) as needed for the study area. Electronic copies are available in SIMS and/or ALIS or by requesting them from the Regional Traffic Safety and Mobility Group.

Table of Crash Data (TE-213)

After obtaining the required crash data, the data should be put into a table or database.

The table should include all of the crashes for the location, including both reportable and non-reportable (Refer to http://dmv.ny.gov/dmv-records/motorist-accident-reports). Data for crashes that did not occur at the location should be removed. The table will also be used as a reference with the diagram. See Exhibit 5-3 for an example. An electronic copy of TE-213 form is available on the webpage for Chapter 5 of this manual.

Collision Diagram (TE-56) The collision diagram is a tool used to visually identify where crashes are occurring along a highway section and to help identify crash clusters. Standard symbols and abbreviations for use in the collision diagram are provided on the form. An electronic copy of TE-56 form is available on the webpage for Chapter 5 of this manual. Aerial photos can be used as a background to depict the location since driveways, utility poles, guide rail, trees, and other features that may be pertinent to the crashes are shown. For long segments with sporadic crashes and relatively low crash rates (crash rates 1.5 times or less than that statewide rate) collision diagrams may be of little value and are not required. Collision diagrams may be prepared for segments with a cluster of crashes to help identify the potential cause. Crashes should be cross referenced to the TE-213 crash table by an ID or Key number. Refer to Exhibit 5-4 for an example.

http://dmv.ny.gov/dmv-records/motorist-accident-reports



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Exhibit 5-3 TE-213 Details of Accident History (as shown in collision diagram)

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Exhibit 5-4 TE-56 Collision Diagram

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Determine Severity Distribution (TE-164a)

Calculate the severity distribution of the crashes and determine if it is normal or abnormal. The methodology for this determination can be found in the TE-164a (Safety Benefits Evaluation Form) Instructions. An electronic version of the TE-164a methodology is on the webpage for Chapter 5 of this manual. Determine Crash Patterns

After the crash table and diagram have been prepared, determine whether any crash patterns are evident. Tables in spreadsheets can be sorted by various factors to look for patterns related to pavement conditions, weather, crash type, lighting, time of day, etc. Crash diagrams will assist in determining patterns by specific location, direction of travel, etc. Specific causes of the crash patterns may require field investigation or verification of suspected causes. Determine Crash Clusters The crash analysis should identify specific locations with clusters of crashes. A crash cluster is defined as an abnormal occurrence of crashes occurring at approximately the same location or involving the same geometric features. The cluster may be of various types (e.g., rear-end, sideswipe and run-off-the road) but may be due to the same geometric feature (e.g., a driveway).

F. Examine Field Conditions

A field visit should be performed after becoming familiar with the location under consideration (through the use of contract plans, aerial images, digital photolog files, maintenance history files, etc.). During the field visit, observe conflict areas (particularly between motor vehicles and pedestrians) and items that would indicate past crashes (such as damaged guide rail, skid marks, etc.) and the potential of the study area for future crashes (such as fixed objects within the clear zone). Also, since minor crashes often go unreported or are generally underreported, discussions with local residents, police, and elected officials may help identify a safety problem. The best insight into a crash situation can be gained from observing actual traffic movements, preferably under conditions (time of day, weather and pavement conditions, etc.) as close as practicable to those which records show to be associated with the highest crash rates. It may be helpful to take the crash summaries into the field for reference. This can help determine both the factors contributing to the crashes and possible mitigation measures. Select several good vantage points to observe vehicles and drivers, to identify unusual behavior and, if possible, the cause of the behavior. Drive through the location several times from different directions, paying particular attention to the way in which the location would appear to the driver. On the first drive through, enter from the most critical approach at a normal driving speed, to obtain the “first time” impressions of a driver who is unfamiliar with the location


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HALs should be reviewed during a field visit for potential systematic and low-cost countermeasures as discussed in Step H. Recommended countermeasures should be included in the SAFETAP reporting form in Chapter 7 of this manual. Prepare a Field Report, which could include the SAFETAP form from Chapter 7 of this manual, a sketch or photographs of the site with notes. An inventory of the condition and location of existing signs and pavement markings is recommended as a part of the field investigation. The SAFETAP form can be used to avoid overlooking items which may be relevant to the pattern of crashes identified at the location.

G. Determine Probable Crash Causes A history of crashes is an indication that further analysis is required to determine the cause(s) of the crash(s) and to identify what actions, if any, could be taken to mitigate the crashes. The severity of the crashes should also be considered. There are 6 general elements that may contribute to or cause a crash. These are:

• Condition or actions of the driver. Was the driver alert, asleep, or under the influence of drugs or alcohol? Was poor judgment exercised (e.g., extreme speed) or did a medical condition affect the driver’s behavior?

• Mechanical failure of the vehicle (e.g., brakes, worn tires)

• Environmental conditions. Lighting, sun glare, inclement weather, fog, etc.

• Condition of the highway or bridge. These include the alignment, width, superelevation, pavement, shoulder, guide rail, clear zone, etc.

• External causes such as deer, pedestrians, cyclists, and other motorists.

• Missing or improper signing, delineation, or regulatory or warning signs not in accordance with the National MUTCD or NYS Supplement.

When determining the probable crash cause, do not put too much weight on certain contributing circumstances which have tended to become "catch-alls". The fact that all the crashes are listed as due to "driver error", "speed too fast", or "following too close" is not a reason to conclude that highway geometry was not involved and that no further consideration is required.

H. Develop Solutions

Identify a Range of Crash Mitigation Solutions for Locations with Crash Problems Depending on the identified crash problems, it may be appropriate to consider a range of solutions from systematic measures to large capital improvements such as roadway realignment. The list of solutions should be comprehensive and contain all practical combinations. Identify, discuss, and consider including (if not already implemented) the recommendations made in any prior crash studies involving the study area. Identified solutions should be carefully evaluated, based on knowledge and understanding of the effectiveness of similar improvements in the past. The latest NYSDOT PIES (Post Implementation Evaluation System) – Reduction Factor Report (available at



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https://www.dot.ny.gov/divisions/operating/osss/highway/accident-reduction) should be used. Traffic and Safety maintains the PIES system and can provide or assist with the evaluations and Crash Modification Factors (CMFs). Other publications such as the Crash Modification Factors in AASHTO’s Highway Safety Manual (HSM), the CMF Clearinghouse, and NCHRP reports are also good resources. Engineering judgment is important and necessary in developing solutions. The countermeasures may also be identified based on the investigator's assessment of the location’s physical constraints and the observed traffic uses and needs. Regional Traffic Safety and Mobility staff have extensive experience performing crash analyses and determining appropriate mitigation. Solutions are evaluated not only from the safety enhancement, but also cost and other impacts such as environmental, energy conservation, post maintenance, citizen views, etc. Safety Benefits Evaluation (TE-164a) The most important determinant of safety improvements for a capital project is the project’s cost effectiveness as indicated by its safety benefit and benefit/cost ratio. The first step in determining the cost-effectiveness is obtaining the New York State average crash cost and severity distributions from NYSDOT’s internet site. The reports contain average crash cost/severity distribution information for various state highway sections, intersections and ramps during a two-year period. They are periodically updated and are adjusted annually using the Consumer Price Index. Second, the crash reduction potential of various safety improvement measures needs to be calculated. There are three methods that may be used:

Method I: This method uses PIES Reduction Factors Report with CMF Clearinghouse, NCHRP reports, and engineering judgment to determine the reduction factors (RFs). The traffic engineers, designers or analysts should determine the value(s) of the Crash Reduction Factors by considering the site geometry, traffic volume and traffic mix, operational condition, environment and weather that would have safety impacts. When possible, the specific site conditions should be compared with the study sites of reduction/modification factor resource documents in order to properly use the data. Several improvements can be proposed for the same location if a combination of measures is thought to be practical and will produce an overall improvement in safety. In the case of using combined safety countermeasures, engineering judgment should also be applied as to whether the largest or compound Reduction Factor should be used. The AASHTO Highway Safety Manual (HSM) compound Crash Modification Factors for multiple countermeasures is defined as CMF=CMF1 x CMF 2 x … x CMFn.

Method II: This method is similar to Method I, but applies the RFs to only a portion of the crashes where is clear that the reduction will only impact a subset of the total crashes. For example, if most of the crashes along a highway segment are rear-end crashes due to congestion, the RF for shoulder rumble strips should not be applied to the total number of crashes, since shoulder rumble strips are not effective at reducing rear-end crashes.

https://www.dot.ny.gov/divisions/operating/osss/highway/accident-reduction

http://www.cmfclearinghouse.org/



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Method III: This method derives RFs by dividing crash rate at the project site by the statewide average crash rate for the similar type facility. The statewide average crash rates are available on NYSDOT’s internet site, https://www.dot.ny.gov/divisions/operating/osss/highway/accident-rates. This method is most appropriate for general upgrading and reconstruction projects where the reduction is not just for specific crashes, and large crash numbers have occurred. Finally, the TE-164a form is used to perform a significance check for severity distribution and compute the anticipated annual savings based on expected crash reductions. The electronic copy of TE-164a and instruction form are available on the webpage for Chapter 5 of this manual. Benefit Cost Ratio (TE-204) A benefit cost ratio (BCR) for a proposed project is prepared in accordance with the Project Benefit and Cost Summary, Form TE-204. It compares combined annual safety benefit from TE-164a, the service benefit and other benefits available with the annualized project costs which including maintenance, operation and energy costs. The value of the contingencies to be used depends on the accuracy of the estimated project cost. Instructions and the TE-204 Form, Project Benefit and Cost Summary, are available on the webpage for Chapter 5 of this manual.

5.3.4 Evaluate Solutions

Evaluation data is the primary source of information to gauge future projects and program performance, including both project-specific and systemic improvements. The goal of evaluation in any highway safety process is to direct the program toward the most effective countermeasures, resulting in improved highway safety. NYSDOT has significant experience with its own data-driven, computerized decision system for safety projects, the Post-Implementation Evaluation System (PIES). NYSDOT’s Safety Investigations Procedure Manual has a full description of PIES as well as a manual evaluation procedure for special projects involving more limited amounts of data. Other evaluation tools are found in the AASHTO Highway Safety Manual (HSM) and FHWA’s Highway Safety Improvement Program (HSIP) Manual.

According to the HSIP, observational before/after study methodologies like PIES are the most common approach used in safety effectiveness evaluation. Since PIES is specifically populated with New York State data, it may provide more accurate results than data like the national Crash Modification Factors (CMFs) found in the Federal manuals. The HSIP and HSM both aim for significant reductions in traffic fatalities and serious injuries on public roads. NYSDOT policies and practices like Roundabouts and Centerline Audible Roadway Delineators (CARDs), EI13-021, also support these safety outcomes on a project-specific, systematic, or program basis. For example, crash severity is significantly reduced at roundabouts due to decreased speed and conflict points, and CARDs reduce sideswipe and head-on crashes due to lane departures.

Simple Benefit/Cost Ratios (BCRs) are an indicator of success and predictive tool for project and countermeasure prioritization. In the CARDs example, centerline crossovers appear randomly across the transportation system. The low installation cost of CARDs coupled with




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the typical crossover crash severity suggests that their wide usage will yield a significant Benefit/Cost Ratio and justify their application. Other methodologies, from simple rankings to incremental BCRs and the Empirical Bayes Method, are available in the HSM and HSIP for economic appraisal and project prioritization. In any method, the ultimate measure of success is only known by reviewing crash data post implementation to ensure that the investments are worthwhile.

Evaluation of specific measures like roundabouts and CARDs, and development of specialized data systems like PIES and generalized national CMF data will continue in an ongoing effort to improve safety outcomes. The HSM is the first single national resource for quantitative information about crash analysis and evaluation. It promotes quantitative predictive analyses (expected number and severity of crashes) in addition to descriptive analyses (crash histories), and substantive (long term performance) as well as nominal safety (design standards) measures. The evaluation of solutions, and the comparison of NYSDOT practices with national efforts, includes project-specific countermeasures and broad outcome measures like fatality rates that measure our transportation system health and safety performance, and the performance of the Highway Safety Improvement Program. 5.3.5 Reviewing, Using, and Updating Older Data and Analysis The crash analysis should be reviewed during the project development process when the latest data used in the analysis is 5 or more years old OR if substantial changes have occurred at the project site that may affect crashes. These changes may include different traffic patterns or substantial volume changes; increased intensity or change in type of development (commercial, industrial, residential, etc.); new/different traffic control devices (signals, signs, markings, etc.); roadway feature changes, etc. When a review of an old crash analysis is needed, the old crash analysis should be compared with the latest available crash data to determine if there has been a major change in crash patterns or clusters at the project site. The crash analysis should be updated if a new crash pattern or cluster has appeared, and cost-effective mitigation measures should be recommended, as appropriate. The recommendations resulting from the crash analysis should be reevaluated. Any revisions to the recommendations or proposed mitigation measures should be documented in the either the Design Approval Document (prior to design approval) or a reevaluation statement if design approval has been obtained. 5.3.6 Highway Safety Investigation Report The Regional Traffic Groups complete Highway Safety Investigation Reports, TE-156a, for safety investigations initiated by police, as part of a PIL investigation, in response to complaints, etc. and are not required as part of a crash analysis for a capital project. The problems identified and proposed solutions should be discussed. This form and the supporting documents (the Crash Detailed History TE-213, Collision Diagram TE-56, Crash Summary, Safety Benefits Evaluation TE-164a and Project Benefit and Cost Summary TE-204 if applicable) should be sent to the Regional Traffic Engineer. The electronic copy of TE-156a is available on the webpage for Chapter 5 of this manual.


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5.4 VACANT 5.5 RIGHT OF WAY (ROW)

The designer is responsible for determining the right of way needs necessary for the construction and maintenance of a proposed project. An assessment of right of way needs should be made during the project scoping stage. Specific right of way needs are determined after the various design alternatives have been identified and evaluated. Each alternative's potential impact upon the residents, environment, neighborhood, businesses, land use, and users should be examined and evaluated. The designer should coordinate with all involved program area groups to gain a varied perspective on the impacts of all alternatives. This should be done as early as possible and programmed into the project schedule.

5.5.1 Abstract Request Maps

Once properties which are affected by the various alternatives being considered are identified, the designer should submit the proposed right of way limits to the Right of Way Mapping Group (i.e., consultant or Regional). These proposed right of way limits will be outlined on base mapping, as described in Chapter 3 of the Right of Way Mapping Procedure Manual, to create an Abstract Request Map (ARM). The Right of Way Mapping Group sends the ARM to Regional Real Estate for forwarding to the Department of Law (DOL).

An ARM is prepared to obtain the necessary title data for the properties that may be acquired by the project. It provides the DOL with a means of identifying the properties for which title data is required. Supplemental ARMs should be submitted whenever changes in a project’s work limits occur which will affect which properties are being acquired. DOL requires title data before they can provide title certification of most right of way acquisitions. Title certification is required by Real Estate (i.e., Regional and Main Office) before compensation offers can be extended to land owners.

The size of the ARM will vary depending upon whether it includes just the preferred alternative, or all of the feasible alternatives. The decision on how many alternatives to include should be based upon the size of the project, the amount of time needed to research the title data, the cost to the Department for requesting additional title searches, and the complexity of the title data along the project’s corridor. The designer should consult with the Regional Real Estate Group and review the project schedule to determine when this information needs to be available. ARMs should generally be submitted to the Real Estate Division a minimum of 12 to 24 months prior to the PS&E for the project, depending upon the amount and complexity of the title data requested.

A “Table of Temporary Reference Numbers” (TRNs) is generated as part of the ARM. This table lists all proposed acquisitions from properties that could be affected by the project. (Refer to Chapter 3 of the Right of Way Mapping Procedure Manual for more information on TRNs). This table will be updated and further expanded during later stages of the project to tabulate the anticipated right of way acquisitions.

https://www.dot.ny.gov/divisions/engineering/design/design-services/land-survey/standards-procedures/row

https://www.dot.ny.gov/divisions/engineering/design/design-services/land-survey/standards-procedures/row

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5.5.2 Design Approval Document (DAD) and Preliminary Plans

The designer should provide information about the magnitude, types, and overall cost of preliminary right of way for each of the feasible alternatives in the Design Approval Document (DAD), for both federally and state-funded projects. This information is provided to the public and other evaluators of the project to assist them in determining the magnitude of the right of way acquisitions and the proposed limit to which the acquisitions extend into private and public properties for each feasible alternative.

All feasible alternatives which involve right of way acquisitions should be shown on the preliminary plans in the appendix of the DAD. These preliminary plans should include, along with existing and proposed highway alignments, the schematic delineation of the approximate limits of existing and proposed right of way (Refer to Appendix 7 of the Project Development Manual). Note: Right of Way Plans, for use in a separate right of way approval process, are not required as part of the documentation of right of way required for a project. The contract plans will provide the Department’s documentation of what right of way was determined to be necessary to be acquired for a project. In addition, the DAD should also include (in the appendix) for each feasible alternative, a “Table of Anticipated ROW Acquisitions” which lists all property owners from whom right of way is anticipated to be acquired (Ref. Project Development Manual, Chapter 4). A tabulated list is not required for a project which does not have ROW acquisitions. The “Table of Anticipated ROW Acquisitions” should include the following information for each property from which a ROW Acquisition will be appropriated:

• Land owner’s name

• Type of acquisition

• Estimated ROW area to be acquired This summary of ROW information will be utilized by private land owners, municipalities, and FHWA (if federally funded) to evaluate the magnitude and limit of the ROW acquisitions as part of the project review process. This information will also be used by the Regional Real Estate Group (upon receipt of the final Design Approval Document) to obtain Acquisition Phase Authorization.

5.5.3 Right of Way Determination

The design should include proposed ROW lines on the working plans which encompass the areas required to access, construct, and maintain the proposed facility. The designer shall allow room beyond the construction limits (toe or top of slope) for construction equipment and for future maintenance operations, such as mowing or cleaning ditch lines. The type of acquisitions should be determined by the use for which the land is taken, the party for whom the access will be provided, and whether the need for the land will continue after the construction contract is completed. If no work extends beyond the existing highway boundary, there is no need to acquire additional ROW.




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General guidance for width of right of way to be acquired beyond the construction limit includes:

• A distance of approximately 10’ (3 m) is desirable when it can be obtained with little extra cost or impact to the adjacent property, such as in rural areas with no nearby dwellings.

• A minimum of 1.5’ to 5’ (0.5 m - 1.5 m) should be used where right of way costs are more expensive or impacts are more significant, such as on front lawns of houses or in commercial areas with limited building setbacks.

• A minimum of 1’ (0.3 m) should be considered in urban settings where buildings are set close to the roadway, or outside of sidewalks which are separated or detached from the highways by a wide utility strip or grass area.

In addition to cost, consideration should be given to visual aesthetics, maintenance activities, roadside safety (i.e., clear zones and clear areas), regional guidance such as "Guidelines for the Adirondack Park", future development (e.g., zoning setbacks), accommodation of utilities, drainage design, soil erosion and sediment control during construction, and disruption to adjacent property owners, when determining taking lines. Discussion with all involved functional units, municipalities, utility companies, and regulatory agencies should occur early in the design process to ensure all impacts are fully evaluated.

The reestablishment of driveways, private sidewalks, and other approaches to private lands should be accomplished by use of releases. This work shall only include what is necessary to reconnect a privately owned approach to the adjoining highway. This work should not include any construction activities that are critical to the successful completion of the project. Therefore, work done within a release should not include grading for roadway support, installation of highway drainage (as opposed to those driveway culverts which do not form a part of the highway drainage system), municipal utility lines or structures, or construction of public sidewalks. Refer to Section 5.5.6.6 for additional guidance regarding reestablishment of approaches to private lands.

Taking lines should generally avoid frequent angle points. When angle points in the taking lines are necessary, they should generally be kept a reasonable distance (10’ (3 m) minimum) from property lines which are transverse to the roadway, to avoid being mistaken for property line corners between adjacent owners.

Refer to Section 5.5.6 for additional guidance regarding types of right of way and access.

5.5.4 Taking Line Review Meeting

Once the preferred alternative is chosen for a project and the initial right of way taking lines are detailed, the designer is to schedule a meeting (commonly referred to as a “Taking Line Review”) to discuss the limits and types of the proposed right of way acquisitions, any concerns, the project schedule, and make final determinations regarding the size and type of acquisition(s) to be mapped. On large projects, it may be advisable to break the project into segments and schedule separate meetings to discuss each segment.

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The taking line review meeting is to include the project designers, consultant manager (for consultant-designed projects), and Regional representatives from:

• Real Estate

• Survey

• Landscape Architecture

• Environmental Services

• Right of Way Mapping Representatives from Regional Construction, Maintenance, Transportation System Operations, and Program & Project Management are to be invited to attend the meeting. If taking line changes become necessary after the meeting, the group should be reconvened to discuss the changes.

For a taking line review meeting, the designer should portray the following information on project base mapping so that it is easily understood by the attendees. Colored lines or colored shading may be used to improve clarity.

• Baselines and center lines.

• Proposed construction work limits such as toes and tops of slopes or safety-related clear areas.

• Anticipated construction operations and stages, traffic control plans, erosion and sediment control plans.

• Proposed structures such as bridges with wingwalls, buildings, sidewalks, retaining walls, and sign and lighting structures.

• Existing private underground services such as utility lines, wells, septic systems, and storage tanks (especially when the site is known as a former gasoline station location).

• Approximate boundary of contaminated soils, if known.

• Existing and proposed access control delineated and labeled.

• Existing and proposed aboveground and underground private and municipal utilities (e.g., fire hydrants, underground utility lines & structures, utility poles, signal poles, pull boxes.

• Proposed drainage facilities, including piping, underground structures, headwalls, open ditch lines with the direction of flow indicated, and stormwater management facilities.

• Existing highway boundary lines and proposed right of way acquisitions.

• Types of acquisitions indicated and labeled with the purpose of each easement.

• The limit of work on all side roads and driveways.

• Any building acquisitions and all structure encroachments into the ROW.

• The separate identification of all properties from which ROW is being acquired but were not identified, or were identified but are no longer needed on the Abstract Request Map.

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In addition to the project mapping, the designer is to provide cross sections with the proposed construction work limits and right of way limits shown for reference during the Taking Line Review.

5.5.5 Design Phases V-VI, Final Design Stage The contract plans will document what right of way acquisitions were determined to be necessary to construct and maintain the project with the ROW acquisition maps serving as documentation of the actual right of way acquisition. Thus, the contract plans should include an accurate representation of all the right of way acquisition maps which demonstrate the properties which are to be appropriated for that project. To provide this documentation, the contract plans should include a graphical presentation of all acquisitions on the general plans. Separate “Acquisition Plans” should be prepared for projects in which the general plans would otherwise be too congested to clearly portray both the construction improvements and the right of way acquisitions on the same plan sheets. In addition to the general plans or acquisition plans, a “Table of Right of Way Acquisitions” shall be prepared. This table is expanded from the Design Approval Document “Table of Anticipated Right of Way Acquisitions.” To keep this information current and inclusive of all changes that occur during design refinement, frequent communication between the designer and ROW Mapping Group is necessary, so that all changes can be reflected on both the contract plans and the ROW Acquisition Maps. The designer should also contact other groups when changes affect their interests. Design changes in areas of land acquisitions need to be communicated to the Regional Real Estate Group during final design, so they are aware of potential impacts to adjacent landowners. Regional Real Estate meets with each of the affected landowners along a project to describe the type and size of the acquisition that the State is appropriating from their property. These discussions include how the project will affect the topography, structures, and landscaping of a property. Therefore, Regional Real Estate needs to be kept abreast of construction impacts and any changes to those impacts on adjacent land parcels and receive periodic updates of general highway plans, profiles, and cross sections. Design changes in areas of land acquisitions that impact environmental issues (e.g., historic, parkland, wetland) need to be communicated to the Regional Landscape and Environmental Section during final design, so that they are aware of any changes to permits or mitigation needs. The “Table of Right of Way Acquisitions” shall include:

• Reputed owner’s name.

• Map and parcel numbers.

• Types of acquisitions. PEs and TEs shall include the purpose of the easement.

• ROW area to be acquired.

• State highway number (on projects which include more than one state highway).

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A copy of this table should be forwarded from Design to Regional Real Estate at least two weeks prior to PS&E, for Real Estate’s use as a checklist to determine if all acquisitions have been processed, and for obtaining ROW Certification. This list in the plans will provide a tabulation of all ROW acquisitions for use by the Contractor and EIC, as well as for historic reference of what ROW was acquired for that specific project. 5.5.6 Types of Right of Way and Access Right of way is usually acquired by appropriation. Appropriation is the acquisition of property by the government through the right of eminent domain. The amount of right of way acquired shall be limited to only what is necessary to access, construct, or maintain a highway and its designed features and appurtenances. The different types of right of way acquisitions and access are described in Sections 5.5.6.1 through 5.5.6.9.

5.5.6.1 Fee with full access - Fee (W/A)

A. Definition Acquiring absolute right, title, or estate to a parcel of land for use by the state for purposes related to highways or other transportation related facilities.

B. Types of Use

Fee with full access is used for the construction or maintenance of roadway pavements, structures, appurtenances, and their supporting foundations. Fee acquisitions should be appropriated to include all permanent structures which are part of the highway infrastructure, but are not within the existing highway right of way. These should include wing walls, headwalls, guide rail, sign structures, signal equipment, public sidewalks, drainage structures, and retaining walls used to support the highway. In addition, fee acquisitions should be appropriated to include all highway elements which are necessary to support or protect the integrity of the highway (e.g., roadside ditches or side slope protection installations) or to mitigate environmental impacts associated with the proposed project (e.g., the acquisition of land for wetland creation). In certain situations, such as in highly developed commercial areas, a fee acquisition may reduce a commercial property to below a standard size lot required by local zoning or reduce a building setback below the minimum requirement. These two situations could cause undue hardship on the owner should they end up with a substandard lot. The implications of a fee acquisition in these cases far outweighs the cost of the land, therefore, a Permanent Easement acquisition may be more appropriate. Acquisition of ROW should be avoided around areas which include private wells and septic systems, underground tanks, private drainage systems which collect, transport, or discharge storm water from a private property, and retaining walls which support private

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09/01/17 §5.5.6.3

property embankments. Appropriation of these facilities will implicate the state for their maintenance responsibility or liability in the future.

5.5.6.2 Fee without access - Fee (W/OA)

A. Definition

Same definition as Fee W/A, except that the remainder parcel of the abutting owner is denied direct access across the fee parcel to the public highway. Fees W/OA that are purchased to limit access are usually acquired at a minimum width of approximately 1 ft, but can include the entire acquired parcel.

B. Types of Use

Fee without access is used to control (deny) access onto “limited access” types of highways such as interstates or parkways, or to control access in highly congested or crash prone portion of highways. Fees W/OA may also include all of the types of use listed under Fee W/A.

5.5.6.3 Permanent Easement (PE)

A. Definition

Permanent easement is the acquisition of certain rights and interest to use or control a property for a designated purpose. In most cases, the property owner retains the use of the property for other functions which do not interfere with the purpose of the easement.

B. Types of Use

Permanent easements provide for the limited use of private property which is necessary for highway purposes. The PE Map must describe the specific right that is being acquired and for what purpose. Examples of this use are:

• Drainage - To control the direction and maintain the flow of storm water. This may include minor underground drainage lines which collect storm water from low areas adjacent to the highway, or discharge storm water to naturally occurring watercourses which lie adjacent and downstream of the highway. (See also, discussion of rights of entry in Section 5.5.6.8.)

• Sight Distance - To allow for clearing and maintaining of a critical sight distance area.

• Slopes - To maintain the stability of a side slope along a highway which does not support a critical highway element, (e.g., large back slope out from a ditch line).

• Viewsheds - To allow for the conservation and development of roadside view sheds and natural features.

• Maintenance Operations - To allow maintenance crews access to highway structures or other appurtenances for the intent of maintaining their integrity or purpose.

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• Bank Stabilization - Banks of streams or rivers which are susceptible to erosion near a highway may require stabilization efforts to be maintained.

• Commercial Access Control - Along highways, where commercial access control is desired, a PE can be acquired for highway purposes to allow for construction of roadside traffic control elements (PEs can be used in these instances, as a last resort, where minimum commercial lot sizes, setbacks, or green spaces would be reduced and property value would be significantly compromised by a fee taking).

• Clear zones and clear areas - To create and maintain clear zones and clear areas.

• Railroad properties - For construction of any permanent highway bridge structures across an operating railroad property, in most situations a PE is acquired from the applicable owner. In some situations, specific railroad companies have not agreed to PEs, but have provided permits to allow for the construction work and future maintenance.

• Contaminated soil - To acquire the rights of access and/or use a piece of real estate without owning the underlying fee and contamination liability. Refer to Section 5.5.6.9 A for additional guidance.

• Snow fence - to allow for the construction and maintenance of permanent snow fence installations.

5.5.6.4 Temporary Easement (TE)

A. Definition

Temporary easements acquire the use or control of a piece of property for specific use(s) during a construction project, for a set or limited duration of time (usually the length of the construction contract). The owner is compensated for their inconvenience, loss of value, or loss of access on the TE.

B. Types of Use Temporary easements should be used for work which is essential to the proper, timely, and safe completion of the project, but not for work which restores private access to a highway. Examples of temporary access are:

• For construction and removal of a temporary detour or onsite diversion, including bridges.

• For construction and removal of temporary pedestrian bridges or walkways.

• To demolish or raze a structure on a property where the state has taken title to the structure, but does not own the underlying property.

• To slightly modify the land features or grade characteristics of an adjacent property that improves the safe use or integrity of the highway while not affecting the existing land use.

• To allow access for specialty construction equipment such as pile drivers or cranes.

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• For stream realignment including the excavation or clearing of a new streambed or backfilling and seeding a former streambed both of which reside on the same owner’s property.

• For use by the contractor for the temporary storage of equipment or materials used on the construction project (if deemed beneficial to the Department), or for temporary access by the contractor across private property.

• To install and maintain temporary soil erosion control measures.

5.5.6.5 Temporary Occupancy (TO)

A. Definition

A temporary occupancy maps a specific area of private property, which under Section 404 of the Eminent Domain Procedure Law and Section 30 Subdivision 17 of the Highway Law allows the state or its designees (contractors) to enter upon for project-related business. A TO allows for compensation to the landowner up to $2500 for loss of use or damage to their property during construction activities. However, since the land is not appropriated, some situations have arisen during which construction work has been delayed by the landowner, or the assessed damages have exceeded the $2500 limit. In some cases, the TOs have been reprocessed as TEs; duplicating much of the effort.

B. Types of Use

Temporary occupancies are discouraged and shall only be processed with the concurrence of the Regional Real Estate Group. TOs are only to be used in isolated situations where there is a definite advantage to the state, and then, only used on areas which are noncritical to the completion of the project.

5.5.6.6 Reestablishment of Approaches to Private Lands

Section 54a of the Highway Law, Reestablishment of Approaches to Private Lands, allows the Department to reestablish existing entrances, approaches, or driveways to meet the new highway grade. Entrances, approaches, and driveways have been interpreted to include driveway, curbs, sidewalks, stairs, etc. Before the contractor is allowed to make any adjustments outside the State’s ROW, a release from the property owner must be obtained as discussed in Section 107-14 of the Contract Administration Manual, MURK Part 1A. The release provided in Section 107-14 should be used. A release is a nonbinding agreement (without compensation) between a landowner and the state to allow for the reconnection of a private or commercial access to a highway. No TE or TO maps are used for this purpose, and no compensation is paid to the land owner since the reconnection is for their benefit. No project-related work should be included under this release that, if the owner were to deny access, would prohibit the contractor from completing an essential element of a project. Refer to Appendix A of this chapter for the Driveway Design Policy.

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5.5.6.7 Planting Trees and Shrubs Along State Highways

Section 19 of the Highway Law, Planting Trees and Shrubs Along State Highways, allows the Department to plant trees and shrubs on private property with the consent of the property owner. If plantings on private property are to be specified, form HC91, illustrated in Section 107-14 of the Contract Administration Manual, MURK Part 1A must be used to obtain the property owner’s permission before the work can begin.

5.5.6.8 Rights of Entry

The rights of entry discussed in Sections 5.5.6.8 A and B should be used with caution. If exercised inappropriately or without proper cause, it could lead to claims filed by the adjacent land owners. These rights do provide for access in situations where the integrity of the roadway is threatened or the safety to the public users of the highway could be in jeopardy. For any work in a stream or creek which is performed outside the existing highway boundary and alters the channel location, flow characteristics or the underlying land use, should be accomplished within ROW acquired by appropriation. This appropriation should compensate the adjoining land owner for any change in the riparian rights they had prior to this work.

A. Section 45 of the NYS Highway Law

This section states that DOT employees or contractors working for the state can enter upon lands adjacent to a state highway or which contain a stream or creek to:

• Open, maintain, or construct an existing ditch or drain for the free passage of water for drainage of such highway.

• Construct, reconstruct, or maintain drainage channels in order to keep the waters of such streams or creeks within their proper channel and prevent their encroachment upon state highways or bridges.

• Remove or change position of a fence or other obstruction, which in DOT’s judgment prevents the free flow of water under or through a state bridge or culvert.

• Remove private fences or obstructions which cause snow to drift in and upon a state highway, or to construct or remove temporary snow fences which prevent the drifting of snow in or upon a state highway.

• Inspect, remove, or prune trees which in DOT’s judgment constitute a danger to the users of the adjacent highway.

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B. Section 404 of the Eminent Domain Procedure Law (EDPL) and Section 30, Subdivision

17 of the Highway Law

These sections of the law allow for DOT employees or contractors working for the state to enter upon private land, prior to acquiring any real property, to engage in work connected with a proposed public project. This right of entry shall be for the purpose of making surveys, test pits and borings, or other investigations needed for the project. The state’s representatives shall be responsible to notify the private land owners, by mail, prior to entry upon the land. The state shall also be liable to the landowner for any damages caused by or as a result of entry.

5.5.6.9 Special Considerations

A. Contaminated Soil

Acquisitions along properties which have in the past or still do contain commercially sold or used hazardous materials (including petroleum based) should be investigated for possible contamination of the soil on the site. Hazardous waste and contaminated materials procedures described in the Environmental Manual should be followed and investigations coordinated with the Regional Environmental Contact. When acquisitions are deemed necessary on properties which have been determined as contaminated, care should be used in determining the limits and types of acquisitions due to possible legal implications. Therefore, the following guidance is provided to assist in these determinations:

• Outer limits of the soil contamination in areas of possible ROW acquisitions should be determined as closely as present technology allows.

• Existing sources of the contamination should be investigated and appropriate action taken to prevent further contamination. If any possible sources of contamination are located within a proposed acquisition, (such as underground petroleum storage tanks or piping system which leaks), it shall either be avoided, or removed and appropriately disposed of. This removal shall be performed under the use of a Temporary Easement.

• Acquisitions of hazardous waste contaminated soils which are absolutely necessary, (other than petroleum based contamination) shall be acquired as Permanent Easements. This action avoids acquiring the underlying fee title and the possible contamination liability. Final determinations of these type of acquisitions should be coordinated with the Department’s Office of Legal Affairs.

• Acquisitions of petroleum-based contaminated soils, (which do not include any remaining sources of the contamination) are regulated by different federal and state statutes than other hazardous wastes, and thereby have different liabilities associated with them. Thus, fee acquisition of petroleum contaminated soils may be permitted, if the Department does not acquire any part of the system from which the release is believed to have occurred. If uncertain of the potential implications of a specific acquisition, seek legal counsel from the Department’s Office of Legal Affairs.

https://www.dot.ny.gov/divisions/engineering/environmental-analysis/manuals-and-guidance/epm

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B. Utility Easements

Utilities acquire easements from private land owners for the purpose of locating their facilities across private property. These easements are generally affected when a proposed project requires acquisition of some or all of the land rights of the same property that the easement is located upon. The two ways the Utility easement may be affected are as follows:

• An acquisition in which the Utility is required to relocate their facility - In this case, all project-related relocations of utility facilities located on private property will be reimbursed from construction funds pursuant to Section 10 (24-b) of the Highway Law, and Chapter 13 of this manual. By reimbursement for this relocation, all existing Utility easements located within proposed acquisitions shall be assumed to be compensated for and extinguished.

• An acquisition in which the Utility is not required to relocate their facility - In this case, the Utility retains their easement rights that they held prior to the proposed acquisition. The proposed acquisition is thus made “subject to” the rights previously held by that Utility.

5.5.7 Encroachments Encroachments exist on many highway rights of way. Generally, the owners should be requested by Regional Transportation Maintenance to remove these encroachments. However, an encroachment may be allowed to remain if it can be shown that the structure in no way impairs or interferes with the free and safe flow of traffic on the highway. Encroachments are allowed to occur when a "Use and Occupancy Permit" has been granted, however, FHWA must also approve an encroachment that remains on a project requiring FHWA’s design approval. The designer, in consultation with the other program area groups, may recommend to the Regional Director that the encroachment remain. If approval is granted, the Real Estate Group is responsible for managing the encroachment. 5.5.8 Excess Right of Way Excess right of way is defined as existing transportation property beyond that which is sufficient to ensure safe, efficient operation of the highway as it exists and as it will exist in the foreseeable future. Changes in the highway alignment often result in an excess of right of way, or an existing excess is noticed in the design process. Excess right of way is established on a project specific basis. When determining excess right of way, the designer must consider the following:

• Probability of the need for future improvement (check the present volume/capacity ratio, level of service, crash rate, etc.).

• Horizontal sight distance.

• Adequate clear zone widths.

• Surface and subsurface drainage.

• Snow storage.


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• Pedestrian facilities.

• Bicycle facilities.

• Bus turnouts.

• Traffic control devices.

• Utilities.

• Access control.

• Effects on property owners.

• Wetland mitigation.

• Preservation of views and aesthetics. The Real Estate Group has responsibility for the disposal of excess right of way. See M.A.P. 7.8-5-1 Disposal of Surplus Real Estate and A02-5-29 Excess Property Identification for details of the procedure. 5.5.9 ROW Markers Right of Way (ROW) Markers along a highway delineate the right of way:

• To assist adjacent land owners in the identification of the limits of the highway boundary adjacent to their property.

• To assist maintenance crews in determining the limits of the highway which they are maintaining.

• To monument the limits of the right of way, which provides secondary control for future reestablishment of the highway boundary.

5.5.9.1 Where and When to use ROW Markers

ROW Markers are intended to delineate the boundary between the highway and private property, and mark any changes in the direction of that boundary line. All new right of way limits should be monumented as part of their associated construction projects. ROW Markers should be installed at all angle points along the proposed or new right of way boundary. ROW Markers are not intended to monument the property lines between private properties. Therefore, no markers should be placed at property lines, except in unavoidable situations where an acquisition has to end at a property line. Recommendations on where and when to place ROW Markers should be reviewed by the Regional Land Surveyor.

5.5.9.2 Which ROW Markers to Use

The Department uses concrete and steel pin and cap ROW markers. Refer to the Department’s 625 series standard sheets for the ROW marker details. The following factors need to be considered when choosing between the various types of ROW markers. Proposed ROW Marker locations and types should be reviewed by the Regional Land Surveyor.

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• Safety - Consider whether pedestrians, bicyclists, land owners, or vehicular traffic could be exposed to a hazard by placing a high or low concrete marker adjacent to, or within a sidewalk, public path, lawn area, or driveway.

• Aesthetics - Consideration should be given to the visual impact of ROW markers on a project area. For example, the placement of a line of high concrete markers (fence post look) may be visually intrusive to the project area. In situations where markers will be visually evident and could potentially create a less than desirable effect on the area’s aesthetics, use of low or steel pin markers should be considered. Any use of concrete markers on or adjacent to historically significant or contributing properties, should be coordinated with the regional contact for historic and cultural resources.

• Land Use - Consider the present or anticipated land use for the adjacent properties. It is not desirable to install concrete markers in existing or proposed parking lots, driveways or sidewalks, maintained lawn areas, or on parklands. In contrast, it is advisable to consider the use of either high or low concrete markers near cultivated fields (since they need to be seen to be avoided), and use high concrete markers in unimproved areas that have heavy underbrush, wetlands, or include standing water, to simplify their rediscovery in the future. Low concrete or steel pin markers are appropriate along interstates which also have fencing to delineate the right of way limits. Low concrete or steel pin markers should be used on or near commercial properties, depending on proximity to walks or driveways, and the resulting landscaped appearance after installation.

• Ground Conditions - Consider the types of ground materials or the underground utilities where markers are to be set. Rock outcroppings may necessitate the use of steel pin markers (by drilling and grouting), and high water table or unstable soils may warrant concrete markers to ensure their stability. While underground utilities warrant care on the contractor’s part during installation, the designer may need to include a special note to establish the depth that a marker is to be set over utilities or pipes.

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5.6 ECONOMIC ANALYSIS The objective of economic analysis is to help select the most efficient transportation project or plan that minimizes the use of valuable resources (money, land, time, materials, manpower, etc.). A variety of methods exist for selecting the most cost-beneficial projects or for selecting a superior alternative from among a group of proposals. The following are brief descriptions of four common methods used by the Department, with simple examples of each. Exhibit 5-5 offers a reference to determine which method is usually used for various project types, and the functional unit generally responsible for the analysis. Exhibit 5-5 Economic Analysis Problem Types, Analysis Methods, Guidance in Force,

and Contact for More Information

Analysis Type Method Guidance Contact

Bridge Rehabilitation vs. Replacement

Life Cycle Cost Bridge Manual Section 19

Office of Structures

Bridge Abandonment vs. Preservation Decisions

User Benefits Agency costs

Economic Analysis Worksheet for Bridges

Statewide Policy Bureau

Pavement Rehabilitation Alternatives

Life Cycle Cost

Comprehensive Pavement Design Manual Chapter 3

Materials Bureau

Crash Reduction Treatments

Safety B/C Ratio (Safety Benefits / Project Costs)

Highway Safety Improvement Program Procedures and Techniques Manual, a.k.a. the ‘Red Book’.

Office of Traffic Safety & Mobility

Mobility Betterment

Incremental B/C Ratios

Highway User Cost Accounting Package

Statewide Policy Bureau

Social, Economic & Environmental Impacts

B/C Ratios Environmental Manual

Environmental Science Bureau


https://www.dot.ny.gov/divisions/engineering/design/dqab/cpdm





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Methods 1. Present Worth Method - When two or more alternatives are capable of performing the

same functions, the superior alternative will have the largest present worth when determining the present worth of benefits, and the smallest present worth when determining the present worth of costs. All alternatives must have the same lives and be mutually exclusive. The present worth for a single future benefit is calculated from the equation:

Ps = F(1 + i) -n

The present worth for uniform annual benefits is calculated from the equation:

Pu = A (1 + i) n -1 i (1 + i)n

Where: P = Present Worth F = Future Benefit A = Benefits per period (usually annual) i = Interest rate per period (usually annual) n = Number of compounding periods

The present worth of the net benefit of each alternative should be calculated by subtracting present alternative costs from present worth benefits.

Example: Given two projects, A and B, i= 5%. A costs $10,000 today and has a single future benefit of $11,500 two years in the future. B costs $8,000 today and has benefits of $4,500 in each of the next two years.

Present worth of the net benefit (Alt. A) = - $10,000 + $11,500 (1 + .05)-2 = $431

Present worth of the net benefit (Alt. B) = - $8,000 + $4,500 x (1 + .05)2 -1 = $367

0.05 (1 + .05)2

Alternative A is superior, since the present worth of the net benefit for Alt. A is higher than the present worth of the net benefits of Alt. B.

2. Equivalent Uniform Annual Cost (EUAC) - (also called Annual Return Method and Capital

Recovery Method). The EUAC method assumes that each alternative will be replaced by an identical twin at the end of its useful life. The alternatives must be mutually exclusive and infinitely renewed up to the duration of the longest-lived alternative. The annual cost is given by the equation:

A=P i(1 + i)n

(1 + i)n -1

Where: A = Annual Cost P = Present Cost i = Annual interest rate n = Number of years

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Example: Given two highway improvement projects and the following information, determine which is superior over a 30-year period at an annual rate of 4%.

A B

Type Rehabilitation Pavement Resurfacing Life 30 years 10 years Cost $1,800,000 $450,000 Maintenance $5,000/year $20,000/year

EUAC(A)= $1,800,000 x 0.04(1+.04)30 + $5000 = $109,040 (1+.04)30 -1

EUAC(B)= $450,000 x 0.04(1+.04)10 + $20,000 = $75,485

(1+.04)10 -1

Alternative B is superior, since its annual cost of operation is the lowest. It is assumed that three pavement resurfacing projects each with a life span of 10 years and cost of $450,000 will be built to span the 30-year period.

3. Capitalized Cost Method - There are times when a series of equivalent uniform annual

costs (EUAC) will start at some future date and must be combined with lump sum payments in other years. This is accomplished by converting the EUAC to a capitalization amount in the year the annual payments start. The capitalization amount is the amount of money that when invested today at the effective interest rate would give an annual return equal to the annual payments. It can be determined by the following equation:

CA = EUAC

i

Where: CA = Capitalization amount in year annual payments start

EUAC = Equivalent Uniform Annual Cost i = Effective interest rate

The Capitalization amount in some future year can be converted to a Present Cost in a similar manner as the present worth is calculated above.

Example: A decision must be made whether to spend $500,000 on a bridge rehabilitation project now or to do nothing and replace the bridge in the future at a cost of $1M. Without the rehabilitation, the bridge would last ten years before replacement. The rehabilitation would add 15 years to the life of the bridge and, thus, the bridge would require replacement in 25 years. The effective interest rate is 4 percent and a new bridge life is 50 years. For perpetual bridge replacement:

EUAC = $1,000,000 x 0.04(1+.04)50 = $46,500 (1+.04)50 -1

CA = $46,500 = $1,164,000

0.04

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Bridge Rehabilitation 1. Present Cost of Rehabilitation $500,000 2. Present Cost of Capitalization Amount occurring

in 25 years: P = $1,164,000 (1+.04)-25 $437,000 3. Total Present Cost of this Alternative $937,000

Delay Rehab and Replace in Ten Years Present Cost of Capitalization Amount in 10 years P = $1,164,000 (1+.04)-10 $786,000

The analysis shows that delaying the rehabilitation and replacing the bridge in ten years will have the lowest life-cycle cost.

4. Benefit-Cost Ratio Method - To determine the B/C Ratio, the present worth of all benefits is

divided by the total present worth of all costs. The project is usually considered acceptable if the B/C Ratio exceeds 1.

When the Benefit/Cost Ratio is used, disbursements by the initiators, or sponsors, are costs. Disbursements by the users of the project are known as disbenefits. It is often difficult to determine whether a cash flow is a cost or a disbenefit. The numerical result can be considerably different, since if it is disbenefit, it is subtracted from the numerator, and if it is a cost, it is added to the denominator.

Example: Given a public works project with:

Estimated benefits = $ 1,600,000 Present costs = $ 650,000 Additional cash flow item(s) = $ 200,000

Assume additional item(s) is a cost: B/C = $ 1,600,000 = 1.88 $650,000 + $200,000

Assume additional item(s) is a disbenefit: B/C = $1,600,000 - $200,000 = 2.15 $ 650,000

For this reason, the B/C method should not be used to rank competing alternatives unless an incremental analysis is used. The optimum alternative may not necessarily be the one with the greater B/C. In order to do an incremental analysis, first determine that the B/C is greater than one for each alternative. Then, for each possible pair of alternatives, calculate the ratio:

B2 - B1 C2 - C1

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If the ratio exceeds 1, alternative 2 is superior to alternative 1. Otherwise, alternative 1 is superior.

Example: Given two highway improvements with the following information:

Annual Road Annual Highway

Condition User Costs Costs Existing Roads $ 5,730 $ 46 Plan 1 4,760 234 Plan 2 4,697 264

Annual Annual

Incremental Incremental Comparison Benefits Costs B/C Plan 1 vs. Existing $ 970 $ 188 5.2 Plan 2 vs. Existing 1,033 218 4.7 Plan 2 vs. Plan 1 63 30 2.1

Both Plans are superior to the existing situation. However, when compared to each other, Plan 2 is superior to Plan 1.

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5.7 DESIGN ELEMENTS 5.7.1 Design Vehicle The Design Vehicle is the largest vehicle that frequently uses a facility. Projects with several types of facilities may have different design vehicles for each part. The physical and operating characteristics of the design vehicle are controlling parameters in highway design. Designs should accommodate the size and maneuverability of the design vehicle to allow it to operate without encroachment into adjacent travel or parking lanes. Such designs help reduce collisions and operational delays from lane encroachments.

5.7.1.1 Minimum Design Vehicle for Various Routes

The geometric characteristics of the various design vehicles are found in Chapter II of AASHTO's, A Policy on Geometric Design of Highways and Streets, 2011. Below are the minimum required design vehicles for various highway categories:

• For interstate highways, Designated Qualifying and Access Highways on the Designated Truck Access Highway Network, and their interchanges, the minimum design vehicle is the WB-67.

• For parkways, the design vehicle is the largest vehicle that will be regularly used on the highway, typically either an SU vehicle representing a maintenance vehicle or large school bus (S-BUS 40). (Note that Parkways are highways where commercial traffic is prohibited.)

• For most other noninterstate highways, the minimum design vehicle is the single unit truck (SU), which will also accommodate a large school bus (S-BUS 40). Some projects may require the larger city transit bus (CITY-BUS), articulated bus (A-BUS), WB-40, WB-62, WB-67, or larger design vehicle.

5.7.1.2 Encroachments

Vehicle encroachments occur when any portion of a vehicle extends beyond the vehicle's lane. With the exception of some low speed local streets and roads, designs that cause frequent encroachments are undesirable as they may increase the likelihood of delays and collisions. However, designs that eliminate encroachments may also reduce safety since large turning radii allow faster turning speeds and wide turning paths create longer walking distances for pedestrians and may increase confusion for motorists confronted with large paved areas. In order to provide a balanced design, encroachments are generally acceptable for:

• Shoulders at intersections (Refer to Chapter 3, Section 3.2.5.2 for a discussion of additional shoulder pavement thickness at intersections).

• Intersections along low-speed urban streets.

• Intersections along low-volume rural roads.

• Single left turns that require two receiving travel lanes.


BASIC DESIGN 5-50

09/01/17 §5.7.2

• Double left and right turns that cannot accommodate side by side operation of the design vehicles. (Designs should accommodate a passenger car along side the design vehicle.)

5.7.1.3 Oversized Vehicles

The selected design vehicle is often not the largest vehicle that may use the facility. Oversized vehicles require additional paved areas that are often not practical to construct due to the infrequency of these vehicles. We recognize that these oversized vehicles will occasionally be present and may encroach into other lanes and/or traverse shoulders and curbs. Designers should check proposed designs using the largest oversized vehicle anticipated to use the facility. This helps determine what changes would be needed to accommodate the oversized vehicle and helps decision makers determine whether or not such changes are practical.

Designers should contact their Regional Transportation Systems Operations Group to help determine an appropriate oversized vehicle. For many areas, the oversized vehicle is a modular home unit on a WB 20 trailer. The dimensions of the trailer load may be assumed to be a maximum of 16 ft (4.9 m) high including the trailer, 16 ft (4.9 m) wide, and 53 ft (17 m) to 80 ft (24.5 m) long. The wheel path for this vehicle can be easily checked using a WB 20 design vehicle. The vehicle overhangs should be checked to evaluate the location of trees, signals, poles, signs, shrubs, street appurtenances, etc.

When oversized vehicles encroach beyond the traveled way, the designer may need to consider:

• Traversable curb.

• Full depth shoulders.

• Wide shoulders.

• Stabilized areas behind curbing.

• Relocation of signals, poles, signs, trees, shrubs, street appurtenances, etc.

• Removable signs and street appurtenances.

As an alternative to a site-specific evaluation of oversized vehicles, the Region may coordinate with the Office of Safety and Security Services to develop alternative routing that bypasses a particular site. 5.7.2 Sight Distance Sight distance is the length of road ahead visible to the driver. This distance should be long enough for the driver to see a situation and successfully react to it. There are a number of different types of sight distances important in highway design. Refer to Section 5.9.5 of this chapter for a discussion of intersection sight distance.

BASIC DESIGN 5-51

09/01/17 §5.7.2.3

5.7.2.1 Stopping Sight Distance

Stopping sight distance is the distance necessary for a vehicle traveling at or near the design speed to stop before reaching a stationary object in its path. There are three types of stopping sight distance. These are: stopping sight distance for a crest vertical curve, stopping sight distance for a sag vertical curve (also called "headlight sight distance") and stopping sight distance for horizontal curves. Each of these types is equally important and only when all three conditions have been satisfied, can stopping sight distance requirements be considered satisfied. Stopping sight distance is one of the critical design elements and is discussed in Chapter 2 and the "Standards for Non-Freeway Resurfacing, Restoration and Rehabilitation (3R) Projects". The NYSDOT "Vertical Highway Alignment Sight Distance Charts" in Appendix B of this chapter provide values for stopping sight distance and length of vertical curve for various algebraic differences in grade.

5.7.2.2 Passing Sight Distance

Passing sight distance is only a concern on two-lane, two-way roadways. On these highways, provision for passing is an important factor in maintaining the capacity of the highway. For a vehicle to pass a slower vehicle it has overtaken, it must occupy the lane regularly used by opposing traffic. To do so, the driver must be able to see far enough ahead to determine that the road is clear of opposing traffic and there is sufficient distance to complete the passing maneuver. Values for passing sight distance are found in Chapter 3 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011. The NYSDOT "Vertical Highway Alignment Sight Distance Charts" in Appendix B of this chapter presents values for passing sight distance as a function of length of crest vertical curve and algebraic difference in grade.

5.7.2.3 Decision Sight Distance

Decision sight distance is the distance required for a driver to recognize a complex situation and safely react to it. Values for decision sight distance are substantially longer than for stopping sight distance. The increased sight distance is beneficial whenever the motorist encounters a condition which may increase the likelihood for error in information reception, decision-making, or control actions. The increased distance provides a greater margin for safety and is desirable where these kinds of errors are more likely, such as at interchanges and intersections, approaches to lane drops, and other locations where competing sources of information greatly complicate the tasks of driving. Further discussion and values for decision sight distance are found in Chapter 3 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011.


BASIC DESIGN 5-52

09/01/17 §5.7.2.4

5.7.2.4 Horizontal Sight Distance

Concrete barriers and other similar items have grown in popularity in recent years. The effect of these barriers must be considered along with other visual obstructions when determining sight distance. A concrete barrier placed on the inside of a horizontal curve will restrict the sight distance around that curve. This is a common problem on curvilinear urban freeways with concrete median barrier. Refer to Chapter 10, Section 10.2.2.5 of this manual for median barrier options. The following equation, a graphical method using CADD, or field measurements should be used to ensure sufficient stopping sight distance is provided along horizontal curves with obstructions, such as signs, concrete barrier, retaining walls, bridge abutments, etc. (refer to Exhibit 5-6). The equation is valid for curves with radii to the center of the inside lane that is equal or greater than the stopping sight distance. The eye height is 3.5 ft (1080 mm) and the object height is 2’ (600 mm).

HSO = R (1 - cos (28.65 S/R))

Where: HSO = Horizontal Sightline Offset R = Curve Radius to Center of Inside Travel Lane S = Stopping Sight Distance Measured Along the Travel Lane.

The above equation works for both metric and US Customary values. However, the units must be all in feet or meters.

Exhibit 5-6 Horizontal Sight Distance


BASIC DESIGN 5-53

09/01/17 §5.7.3.1

5.7.3 Horizontal Curves The horizontal alignment of a highway consists of a number of straight (tangent) sections connected by horizontal curves. These curves are sections of a circle or spiral. Curves should be designed to minimize vehicles skidding off the traveled way (excessive vehicle yaw) or overturning (excessive vehicle roll). Refer to Chapter 2 of this manual for curve radii, design speeds, and superelevation rates for various facilities.

5.7.3.1 Horizontal Curve Design to Minimize Vehicle Skidding Crashes

The point at which a vehicle begins to skid is based on a complex interaction of many variables, including:

• Traveled way superelevation, radius, grade, and coefficient of friction adjusted for weather, wear, and surface roughness.

• Vehicle mass, center of gravity, suspension, number of tires, velocity, antilock braking system, stability control system, steering angle, and acceleration/deceleration (i.e., accelerating or braking).

• Tire size, compound, tread design, wear, temperature, inflation, and contact patch.

• Motorist.

The following basic horizontal curve equation accounts for most of these variables (Ref. Equation 3-7 from AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011).

R = V2 . 15 (0.01e + f)

The basic horizontal curve equation can be used to calculate:

• Radius, speed, or superelevation for new and reconstruction of all low-speed urban streets.

• The minimum radius for the selected design speed and maximum superelevation rate for new or reconstruction of rural highways and high-speed urban streets. Do NOT use the basic horizontal curve equation to determine the superelevation for intermediate curves (i.e., having radii greater than the minimum) on turning roadways, rural highways, and high-speed urban streets. Refer to Chapter 2 of this manual for the applicable superelevation table for new and reconstruction of these facilities. Refer to Chapter 7 for 1R, 2R and 3R projects.

• The recommended speed based on the radius and superelevation rate for all curves, as discussed in Section 5.2.5.1.B of this chapter. The recommended speed is

shown in Exhibits 5-8 and 5-9.




BASIC DESIGN 5-54

09/01/17 §5.7.3.1

Exhibit 5-7 Side Friction Factor

Speed (MPH)

f for NHS Facilities

f for non-NHS Facilities

20 25 30 35 40 45 50 55 60 65 70 75 80

0.27 0.23 0.20 0.18 0.16 0.15 0.14 0.13 0.12 0.11 0.10 0.09 0.08

0.30 0.29 0.28 0.27 0.26 0.25 0.24 0.23 0.22 0.21 0.20 0.19 0.18

Where:

R = Radius (ft). The horizontal curve radius to help prevent a vehicle from sliding out of its travel lane is based on a combination of the vehicle speed, side friction factor, and superelevation. Measured to the centerline for highways and the inside edge of the travel lane for turning roadways.

V = Speed (mph). The approach design speed is used to determine the curve design speed.

f = Side Friction Factor from Exhibit 5-7. The side friction factor is the ratio of the lateral forces to the normal forces acting on a vehicle traveling around a curve. The friction factor is used to account for the complex interaction of the vehicle (mass, center of gravity, suspension, number of tires, and velocity) and the traveled way (coefficient of friction adjusted for weather, wear, and surface roughness). Exhibit 5-7 shows the side friction factor for speeds of 20 mph through 85 mph. The NHS values were used to create Exhibits 3-5 and 3-6 of AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011. For non-NHS facilities, f = 0.34 – 0.002 V

e = Superelevation in percent. The superelevation is the banking of the traveled way cross slope to counter the centrifugal forces of a vehicle traveling around a curve. The basic horizontal curve equation minimizes the use of superelevation, which minimizes the margin of safety since the cornering vehicle must use large amounts of side friction to avoid sliding off the curve. Refer to the superelevation distribution method 2 discussion in Chapter 3 of AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011.

Exhibits 5-8 and 5-9 show the relationship between speed, superelevation and radius for non-NHS facilities using the linear side friction factor. It should be used as a lower threshold for nonstandard features on NHS facilities.

BASIC DESIGN 5-55

09/01/17 §5.7.3.1

Note: The superelevation for intermediate curves on rural highways and high-speed urban streets is based on Superelevation Distribution Method 5, as discussed in Chapter 3 of AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011. Superelevation Distribution Method 5 uses a number of complex equations to place added superelevation on intermediate curves. As the radius decreases, the added superelevation allows the side friction demand to increase gradually, which increases the margin of safety over Superelevation Distribution Method 2. AASHTO’s intent is to provide additional superelevation on curves with large radii to avoid violating driver expectancy. Motorists negotiating large radius curves are more likely to overdrive the curve and less likely to anticipate large cornering forces. The additional superelevation also allows the remaining available side friction to be used for changing roadway conditions, evasive maneuvers, braking, accelerating, etc. The minimum radii and maximum percent of superelevation are found in Chapter 2 of this manual for new construction, reconstruction, and bridge projects with over 400 ADT. For 1R projects and 2R/3R projects, refer to Chapter 7 of this manual for allowable values. For bridge projects with 400 ADT or less, refer to Chapter 4 of this manual. The maximum and minimum values should not be confused with desirable values. In new construction or reconstruction of high speed facilities, the largest radius possible is usually the most desirable solution. When evaluating nonstandard horizontal curves, note that the side friction factor can be reduced by longitudinal forces from braking, accelerating, and the increased tractive forces needed to maintain speed on steep inclines. Where these actions are likely, additional superelevation and other measures should be considered.



https://www.dot.ny.gov/divisions/engineering/design/dqab/hdm/chapter4

BASIC DESIGN 5-56

09/01/17 §5.7.3.1

Exhibit 5-8 Recommended Speed on Horizontal Curves to Avoid Skidding (Low Speed)

BASIC DESIGN 5-57

09/01/17 §5.7.3.1

Exhibit 5-9 Recommended Speed on Horizontal Curves to Avoid Skidding

BASIC DESIGN 5-58

09/01/17 §5.7.3.2

5.7.3.2 Horizontal Curve Design to Avoid Vehicle Rollover Crashes

The typical passenger car will skid long before it rolls over on the pavement, particularly in wet weather. Trucks, vans, and sport utility vehicles have much higher centers of gravity and may rollover before skidding, particularly in dry weather and at lower speeds. Vehicle rollover is generally not a limiting factor that influences horizontal curves meeting current standards. Vehicle rollover should be considered for nonstandard curves, particularly when they are likely to violate driver expectancy (such as a nonconforming compound curve), which is discussed in Section 5.8.3 of this chapter. The point at which a vehicle begins to rollover is based on a complex interaction of many variables, including those listed in Section 5.7.3.1 of this chapter. The horizontal curve equation to determine the point of impending rollover is:

R = V2 . 15 (0.01e + a)

Where:

R = Radius (ft). The horizontal curve radius to help prevent a vehicle from rolling over is based on a combination of the vehicle speed, superelevation, and the maximum allowable lateral acceleration for given vehicle. For multilane facilities, the radius is measured to the inside edge of the inner most travel lane. For two lane facilities, the radius can be measured to the centerline or inside edge of the inner most travel lane.

V = Speed (mph). The approach design speed is used to determine the curve design speed.

e = Superelevation or banking of the traveled way cross slope (%).

a = The approximate rollover threshold. Studies referenced in NCHRP 774 Superelevation Criteria for Sharp Horizontal Curves on Steep Grades, 2014, found that the worst case rollover thresholds for trucks are approximately 0.35. A value of 0.30 is used in the tables to approximate 85% of the rollover threshold. Solutions to an existing truck rollover problem may include:

• Provide additional signing with flashing lights.

• Install a truck rollover warning system (flashing lights are activated by truck approach speeds).

• Increase the superelevation up to a maximum of 8.0%.

• Increase the lane width. A wider lane width allows maneuvering area for large vehicles to steer to the outside of the curve for a brief moment to induce a righting force and to reduce speed.

• Reconstruct the horizontal alignment to current standards.

BASIC DESIGN 5-59

09/01/17 §5.7.3.2

Exhibit 5-10 Recommended Speed on Horizontal Curves to Avoid Truck Rollovers (Low Speed)

BASIC DESIGN 5-60

09/01/17 §5.7.3.2

Exhibit 5-11 Recommended Speed on Horizontal Curves to Avoid Truck Rollovers

BASIC DESIGN 5-61

09/01/17 §5.7.3.3

5.7.3.3 Superelevation Transitions

The purpose of transitions at the ends of horizontal curves is to change the cross slope from normal crown to full superelevation and back. The length of these transitions should be chosen to provide a smooth-riding and pleasant-appearing transition. Superelevation transitions can be achieved over a tangent-spiral or tangent-circular curve combination. In both cases, the length of the transition is found in Exhibit 5-15 in this section. Exhibits 5-13 and 5-14 indicate the methods of attaining superelevation.

Refer to Chapter 3, Section 3.2.5.1 of this manual for the shoulder cross slope along superelevated sections.

A. Runoff

In a transition, the runoff is the distance used to change the section from the point where adverse crown is removed (the high side is level) to the point where full superelevation is achieved. The runoff (Lr) is determined from the lane width (w) in feet, number of lanes (n1), percent superelevation (ed), an adjustment factor for the number of lanes to be rotated (bw), and the maximum relative gradient (Δ) from Exhibit 5-12, in percent.

Superelevation Runoff Equation: Lr = w ed n1 bw

Δ

Exhibit 5-12 Maximum Relative Gradient

Design Speed (mph) Maximum Relative Gradient (%)

20 25

30

35

40

45

50

55

60

65

70

75

80

0.74

0.70

0.66

0.62

0.58

0.54

0.50

0.47

0.45

0.43

0.40

0.38

0.35


BASIC DESIGN 5-62

09/01/17 §5.7.3.3

Exhibit 5-13 Method of Attaining Superelevation

BASIC DESIGN 5-63

09/01/17 §5.7.3.3

Exhibit 5-14 Method of Attaining Superelevation – Four Lane Divided Highway*

BASIC DESIGN 5-64

09/01/17 §5.7.3.3

The length of runoff for 1 lane rotated and 2 lanes rotated should be determined from the superelevation runoff equation or by Exhibit 5-15, which assumes a 12’ (3.6 m) wide lane. For other situations, the runoff equals the length of 1 lane rotated multiplied by the factor (n1bw) provided below:

Number of Lanes Rotated Length to Increase Relative to

1 Lane Rotated (n1bw)

1 1

1.5 1.25

2 1.5

2.5 1.75

3 2

3.5 2.25

A spiral is a curve of constantly changing radius. The radius at each end matches the alignment into which it is going. A spiral curve provides a smooth, natural path for a vehicle entering or leaving the circular curve. The spiral curve is used to achieve only the runoff portion of the banking transition. The runout portion is placed on the tangent. As a general rule, spirals are to be used for new or reconstructed curves. Introducing spiral transitions in curves that do not have them will shift the center line of the circular curve toward the center of the curve radius.

B. Runout Runout is the change from a normal crown section to a section with no adverse cross slope (i.e., e = 0 on the high side of the traveled way). To effect a smooth edge of pavement profile, the rate of removal should equal the relative gradient used for the superelevation runoff. For sections with -2% cross slope, the runout length can be determined using the 2.0% superelevation row in Exhibit 5-15, adjusted as needed for the number of lanes rotated. For 1.5% or other cross slopes, the runout length should be determined using the runoff equation provided in Section 5.7.3.3.A using a percent superelevation (ed) equal to the cross slope. To avoid ponding storm water on the traveled way, a minimum grade of 0.5% should be maintained where the transition has travel lanes superelevated less than the normal cross slope.

BASIC DESIGN 5-65

09/01/17 §5.7.3.3

Exhibit 5-15 Superelevation Runoff Lr (ft) for Horizontal Curves

Vd

No

. Lan

es

Ro

tate

db

wΔ

e (

%)

=1.

52

2.5

33.

54

4.5

55.

56

6.5

77.

58

8.5

99.

510

10.5

1111

.512

11

0.78

L r(f

t) =

2331

3846

5462

6977

8592

100

108

115

123

131

138

146

154

162

169

177

185

20.

750.

78L r

(ft)

=35

4658

6981

9210

411

512

713

815

016

217

318

519

620

821

923

124

225

426

527

7

11

0.74

L r(f

t) =

2432

4149

5765

7381

8997

105

114

122

130

138

146

154

162

170

178

186

195

20.

750.

74L r

(ft)

=36

4961

7385

9710

912

213

414

615

817

018

219

520

721

923

124

325

526

828

029

2

11

0.7

L r(f

t) =

2634

4351

6069

7786

9410

311

112

012

913

714

615

416

317

118

018

919

720

6

20.

750.

7L r

(ft)

=39

5164

7790

103

116

129

141

154

167

180

193

206

219

231

244

257

270

283

296

309

11

0.66

L r(f

t) =

2736

4555

6473

8291

100

109

118

127

136

145

155

164

173

182

191

200

209

218

20.

750.

66L r

(ft)

=41

5568

8295

109

123

136

150

164

177

191

205

218

232

245

259

273

286

300

314

327

11

0.62

L r(f

t) =

2939

4858

6877

8797

106

116

126

135

145

155

165

174

184

194

203

213

223

232

20.

750.

62L r

(ft)

=44

5873

8710

211

613

114

516

017

418

920

321

823

224

726

127

629

030

531

933

434

8

11

0.58

L r(f

t) =

3141

5262

7283

9310

311

412

413

414

515

516

617

618

619

720

721

722

823

824

8

20.

750.

58L r

(ft)

=47

6278

9310

912

414

015

517

118

620

221

723

324

826

427

929

531

032

634

135

737

2

11

0.54

L r(f

t) =

3344

5667

7889

100

111

122

133

144

156

167

178

189

200

211

222

233

244

256

267

20.

750.

54L r

(ft)

=50

6783

100

117

133

150

167

183

200

217

233

250

267

283

300

317

333

350

367

383

400

11

0.5

L r(f

t) =

3648

6072

8496

108

120

132

144

156

168

180

192

204

216

228

240

252

264

276

288

20.

750.

5L r

(ft)

=54

7290

108

126

144

162

180

198

216

234

252

270

288

306

324

342

360

378

396

414

432

11

0.47

L r(f

t) =

3851

6477

8910

211

512

814

015

316

617

919

120

421

723

024

325

526

828

129

430

6

20.

750.

47L r

(ft)

=57

7796

115

134

153

172

191

211

230

249

268

287

306

326

345

364

383

402

421

440

460

11

0.45

L r(f

t) =

4053

6780

9310

712

013

314

716

017

318

720

021

322

724

025

326

728

029

330

732

0

20.

750.

45L r

(ft)

=60

8010

012

014

016

018

020

022

024

026

028

030

032

034

036

038

040

042

044

046

048

0

11

0.43

L r(f

t) =

4256

7084

9811

212

614

015

316

718

119

520

922

323

725

126

527

929

330

732

133

5

20.

750.

43L r

(ft)

=63

8410

512

614

716

718

820

923

025

127

229

331

433

535

637

739

841

944

046

048

150

2

11

0.4

L r(f

t) =

4560

7590

105

120

135

150

165

180

195

210

225

240

255

270

285

300

315

330

345

360

20.

750.

4L r

(ft)

=68

9011

313

515

818

020

322

524

827

029

331

533

836

038

340

542

845

047

349

551

854

0

11

0.38

L r(f

t) =

4763

7995

111

126

142

158

174

189

205

221

237

253

268

284

300

316

332

347

363

379

20.

750.

38L r

(ft)

=71

9511

814

216

618

921

323

726

128

430

833

235

537

940

342

645

047

449

752

154

556

8

11

0.35

L r(f

t) =

5169

8610

312

013

715

417

118

920

622

324

025

727

429

130

932

634

336

037

739

441

1

20.

750.

35L r

(ft)

=77

103

129

154

180

206

231

257

283

309

334

360

386

411

437

463

489

514

540

566

591

617

11

0.33

L r(f

t) =

5573

9110

912

714

516

418

220

021

823

625

527

329

130

932

734

536

438

240

041

843

6

20.

750.

33L r

(ft)

=82

109

136

164

191

218

245

273

300

327

355

382

409

436

464

491

518

545

573

600

627

655

US

Cu

sto

mar

y

15 m

ph

20 m

ph

25 m

ph

30 m

ph

35 m

ph

40 m

ph

45 m

ph

50 m

ph

55 m

ph

60 m

ph

65 m

ph

70 m

ph

75 m

ph

80 m

ph

85 m

ph

BASIC DESIGN 5-66

09/01/17 §5.7.3.4

5.7.3.4 Widening Along Horizontal Curves

Travel lane widening along horizontal curves compensates for vehicle off-tracking, steering difficulty, and lane infringement. The need for travel lane widening is common along relatively sharp horizontal alignments. This need is exacerbated by narrow lane widths, narrow shoulder widths, or the lack of spiral transitions. It applies to both one-way and two-way facilities. It does not apply to turning roadways at intersections or interchanges, which are to be designed using Table 2-9 in Chapter 2 of this manual.

A. Benefits of Widening Along Sharp Horizontal Curves Table 7 in FHWA's Safety Effectiveness of Highway Design Features, Volume II: Alignment, November, 1992, shows that the crash rate can be reduced by 5% to 21% by widening the traveled way along horizontal curves. Widening or providing paved shoulders along a horizontal curve can also result in substantial crash reductions.

B. Design of Widening Along Sharp Horizontal Curves Refer to Exhibit 3-26 in AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011, for the recommended pavement widening along horizontal curves. The values are based on three traffic conditions and should be modified by Exhibit 3-27 when other traffic conditions will be present. Although paved shoulders provide some compensation when travel lanes are not widened along sharp horizontal curves, the highway should be designed so that vehicles only use the shoulder in emergency situations. When the right of way is severely constrained and paved shoulders are provided, a portion of the paved shoulder width may be subtracted from the above values since drivers can use part of the paved shoulder to increase the offset between passing vehicles. However, if there is frequent truck traffic (>10%), bicycle traffic, or a history of side-swipe, run-off-the-road, head-on, fixed-object, or rollover crashes, the pavement widening values should be used. When widening the traveled way, the additional paved width should be rounded to the nearest foot (tenth of a meter) and added:

• Equally to both sides of the curve along spiraled curves, as shown in Exhibit 5-16, or

• To the inside edge of the curve for curves without spiral transitions, as shown in Exhibit 5-17.

The pavement structure of the traveled way widening should be designed to meet the rigors of the additional vehicular traffic. Since the traveled way widening is often directly over the shoulder, the existing shoulder may require removal and replacement with the appropriate course(s) where the shoulder is severely deteriorated, unpaved, or inadequate to handle the projected traffic.

BASIC DESIGN 5-67

09/01/17 §5.7.3.4

As shown in Exhibits 5-16 and 5-17, the centerline markings should be placed along the centerline of the final, surfaced roadway. The edge striping should be located so that the normal shoulder width, from the tangent or un-widened curved sections, are maintained along the curve to permit use of the shoulder by bicyclists, pedestrians, and stopped vehicles.

Exhibit 5-16 Cross Section View of Travel Lane Widening Along Spiral Curves

BASIC DESIGN 5-68

09/01/17 §5.7.3.4

Exhibit 5-17 Plan View of Travel Lane Widening Along Curves Without Spiral Transitions

BASIC DESIGN 5-69

09/01/17 §5.7.3.5

5.7.3.5 Combinations of Curves

Avoid combinations of circular curves occurring together, whenever possible. There are a number of special types of these combinations.

A. Compound Curves A compound curve is two or more curves of different radii but curving in the same direction and connected together. Larger radius curves followed by lesser radius curves are of special concern because of inconsistencies with driver expectation. When this cannot be avoided, the ratio between the successive curve radii should be limited when the tighter radius curve ≤ 2 times the minimum horizontal curve radius as follows: Ramps and Mainline Curves: 1:2 Maximum Mainline Curves: 1:1.5 Desirable

B. Broken-Back Curve A broken-back curve is two curves, turning in the same direction, with a short tangent between them. On new construction or reconstruction, a minimum tangent of 1,500 ft (450 m) should be provided between curves turning in the same direction.

C. Reverse Curves A reverse curve is two curves, turning in opposite directions, and connected together. A tangent section between reverse curves that is of sufficient length to provide for full runoff and runout for both curves is desirable. If sufficient distance (i.e., more than 325 ft [100 m]) is not available to permit the tangent runout lengths to return to a normal crown section, a large area can be at the same plane with the edges of pavement and centerline at the same elevation. This condition results in poor transverse drainage. To prevent drainage problems, the superelevation runoff lengths should be increased until they abut, thus providing one instantaneous level section. The pavement is continuously rotated from full superelevation in one direction to full superelevation in the other. If the minimum superelevation runoff lengths cannot be obtained for each curve, realignment should be considered.

BASIC DESIGN 5-70

09/01/17 §5.7.4.2

5.7.4 Vertical Alignment

5.7.4.1 Grades

Grades affect the operating characteristics of vehicles. Braking distances increase on downgrades and decrease on uphill grades. It is difficult for heavy vehicles to maintain their speed on steep- uphill grades. Consideration should be given to adjusting the required stopping sight distance to account for the effects of grade. Chapter 3 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011, contains a detailed discussion of the effects of grade. The maximum allowable grade on a roadway is generally determined by its functional classification, the design speed, and the terrain. See Chapter 2 of this manual for the appropriate values and a discussion of terrain and design speed. The minimum grade will generally be controlled by the design of the drainage system. In cut sections, it is desirable to have a minimum grade of 0.5% to avoid constructing special ditches. While flatter grades may be acceptable in some situations, curbed roadways and superelevation transition sections with less than 1% of cross slope should have a minimum grade of 0.5%. In fill sections, a level profile may provide adequate drainage. When evaluating the vertical alignment, the placement of a sag vertical curve on a structure should be avoided whenever possible due to fabrication problems as well as drainage problems on curbed structures.

5.7.4.2 Vertical Curves

Vertical curves provide for a gradual change in grade between the approach tangents. Vertical curves should be designed to provide sufficient sight distance, comfortable operation, efficient drainage, and a pleasant appearance. Long vertical curves generally have a more pleasing appearance than short vertical curves. When faced with a choice, designers should use shorter sag vertical curves in favor of providing longer crest vertical curves.

A. Crest Vertical Curves

The provision of adequate sight distance for the design speed is the primary factor in the safe operation of crest vertical curves. The minimum stopping sight distance should be provided in all cases. Wherever economically and physically feasible, additional sight distance should be provided. AASHTO recommends providing the desirable stopping sight distance in these instances.


BASIC DESIGN 5-71

09/01/17 §5.7.4.2

For appearance and comfort, even small changes in grade generally warrant a vertical curve. The minimum length of crest vertical curves should be the length needed to provide the minimum stopping sight distance. Where the change in grade is very slight, a vertical curve may not be practical. Generally, a vertical curve is not needed if the algebraic change in percent grade (G) is equal to or less than 1.6 minus 1/50th of the design speed (Vd) in miles per hour.

G ≤ 1.6 – 0.02 x Vd

B. Sag Vertical Curves

Four criteria are used to establish the minimum length of sag vertical curves. They are sight distance, drainage, riding comfort, and appearance. Minimum lengths for drainage and sight distance under vertical obstructions are needed; minimum lengths for riding comfort and appearance are desirable. Sight Distance When a vehicle traverses a sag vertical curve at night, high-beams, tail lights of other vehicles, or street lighting provide sight distance. However, where sight distance is reduced due to overhead structures, such as an overpass or sign structure, the required stopping sight distance is needed. Exceptions require a non-standard feature justification in accordance with Section 2.8 of this manual. Drainage In sag vertical curves, the surface drainage of curbed pavements requires special attention. Flat gradients may result in ponding. The design of the drainage system may control the minimum vertical curve length on curbed roadways. Generally, providing a minimum grade of 0.30% within 50 ft. (15 m) of the level point ensures adequate roadway surface drainage. Refer to Chapter 8, Section 8.7.4.4 of this manual.

Riding Comfort

Riding comfort is the effect of the change in vertical direction. The effects of riding comfort are greater on sag vertical curves than on crest vertical curves. The gravitational and centrifugal forces are combining rather than opposing. There is a detailed discussion of riding comfort in Chapter 3 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011.


BASIC DESIGN 5-72

09/01/17 §5.7.5

Appearance

The need for a minimum length of vertical curve may be based on appearance. For this purpose, AASHTO recommends a minimum length of 3 times the design speed (0.6 times the design speed for metric units)

C. Intersections on Vertical Curves

Vertical and horizontal sight distances are crucial elements in the design of intersections. At all design speeds, the sight distance needed to perform entering and crossing maneuvers is considerably longer than the minimum stopping sight distance. For further discussion, see Section 5.9, Intersections at Grade.

5.7.5 Climbing Lanes A climbing lane is an additional lane provided to permit the passing of slow-moving traffic in the uphill direction. Its purpose is to improve the operational and safety characteristics of the roadway. It is desirable to provide a climbing lane when the grade, traffic volume, and the heavy vehicle volume combine to significantly degrade traffic operations. Heavy vehicles are those with a mass to power ratio of 200 lb/hp (120 kg/kW) or greater. On two-way, two lane roadways, meeting the following three conditions would justify a climbing lane. However, other conditions may arise on low-volume highways where sufficient passing opportunities are not available where it might be advantageous to provide a climbing lane even though the following warrants are not met.

1. An upgrade traffic flow rate in excess of 200 vph.

2. An upgrade truck flow rate in excess of 20 vph.

3. One of the following conditions exists:

a. A 10 mph (15 km/h) or greater speed reduction is expected for a typical heavy truck based on Figure 3-28 of AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011.

b. The level of service on the grade is E or F.

c. A reduction of two or more levels of service between the approach and the grade.

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09/01/17 §5.7.7

On multilane highways and freeways, a climbing lane is justified when both of the following conditions are met:

1. A 10 mph (15 km/h) or greater speed reduction is expected for a typical heavy truck based on Figure 3-28 of AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011.

2. Either of the following conditions is met:

a. There is a drop of more than one level of service between the desired design level of service and the level of service on the grade.

b. The level of service on the grade is E or F. The point of need for the climbing lane is the spot where the truck operating speed is reduced 10 mph (15 km/h). The climbing lane should be developed through an abrupt 150 ft (45 m) taper starting 250 ft (75 m) before the point of need. Ideally, the climbing lane should be extended beyond the crest to a point where the truck operating speed is within 10 mph (15 km/h) of the highway operating speed. Due to the poor acceleration characteristics of heavy trucks, it may be impractical to obtain the desired length. In these cases, the climbing lane should be extended as far as practicable. For the minimum passing sight distance refer to Chapter 3 of AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011. For the appropriate taper lengths, refer to Table 6H-4 of the National MUTCD. 5.7.6 Emergency Escape Ramps Long, descending grades distinctly increase the potential for heavy vehicles to experience loss of braking ability. For grades where this is an identified problem, a properly designed emergency escape ramp at an appropriate location can safely slow and stop out-of-control vehicles away from the main traffic stream. Sand piles, arrester beds, dragnets, and ascending-grade gravity ramps, alone or in combination may be used. Refer to Chapter 3 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011, and Chapter 10 of this manual for a general discussion of emergency escape ramps. See Chapters 10 and 16 of this manual and Chapter 8 of AASHTO's Roadside Design Guide for specific information on arresting devices and attenuation systems. 5.7.7 Travel Lanes and Shoulders Refer to Chapter 2 of this manual for the minimum and desirable travel lane and shoulder widths. Refer to Chapter 3 of this manual and the Comprehensive Pavement Design Manual for information on pavement sections.

https://mutcd.fhwa.dot.gov/







BASIC DESIGN 5-74

09/01/17 §5.7.9

5.7.8 Lane Drops Lane drops are used whenever it becomes necessary to reduce the number of through lanes. Proper lane balance should be maintained to reduce bottlenecks and reoccurring congestion. A capacity analysis should be performed to evaluate the consequences of any lane reduction. On freeways, the lane reduction should be effected between interchanges or at a two-lane exit ramp. To allow for adequate signing, the lane reduction should be located at least 2,000 ft. (600 m) to 3,000 ft. (900 m) from the previous interchange and beyond any acceleration lane. The reduction should not be made so far downstream that motorists become accustomed to the number of lanes and are surprised by the lane reduction. Visibility of the lane reduction is an important consideration. Desirable locations are on tangents, on approaches to crest vertical curves, and on the uphill side of sag vertical curves. Lane drops on moderate to sharp horizontal curves should be avoided. AASHTO suggests that the lane reduction be on the right side of the roadway. Speeds are generally lower in the right-hand lane and the merging maneuver is more common than a merge from the left. Following exit ramps, there is usually less traffic in the right-hand lane. The lane drop shall be tapered. The minimum taper length should be in accordance with the merge taper lengths in Table 6H-4 of the National MUTCD. A three- or four-lane highway transitioning to a two-lane, two-way roadway produces another lane drop situation. The lane shift can be centered or placed on either side. The appropriate signing and pavement markings for these situations are shown in the National MUTCD. 5.7.9 Medians Medians are desirable for streets with four or more traffic lanes. The primary functions of medians are to provide the following:

• Pedestrian safety when used and functionally designed as a refuge area

• Storage space for left-turning vehicles

• Separation of opposing traffic streams

• Access control to/from minor access drives and intersection

• Traffic calming A median is defined as the portion of a divided highway separating the traveled way for traffic traveling in opposing directions. The median width is expressed as the dimension between the through-lane edges and includes the left shoulders, if any. Median width is a design consideration only for interstates, other freeways, and multilane divided rural arterials. An arterial is not normally considered to be divided unless two travel lanes are provided in each direction of travel and the median has a width of 4 ft. or more and contains a barrier, turf, raised sections, or lowered sections to preclude its use by motorists, except in emergencies or where the median is specifically designed to allow for left turns. For additional information on medians, refer to Chapter 3, Section 3.2.8 of this manual.. Refer to this chapter, Section 5.9.8.2C for information on Two-Way Left-Turn Lanes. Refer to Chapter 18 for the design of medians for pedestrian refuge.





BASIC DESIGN 5-75

09/01/17 §5.7.10

Exhibit 5-18 Minimum Median Widths

Classification Character Terrain Width

Interstates & Other Freeways

Rural Level or rolling

36 ft. min. 50-100 ft. desirable

Rural Mountainous 10 ft. min

Urban All 10 ft. min

Arterials (multilane, divided, rural arterials only)

Rural All

Without left turn lanes - 4 ft. min.

With left turn lanes - 12 ft. min. (10 ft. left turn lane with 2 ft. median separation)

5.7.10 Median - Emergency Crossovers Median crossovers are needed to facilitate maintenance and emergency operations on controlled-access facilities. Maintenance crossovers may be required at one or both ends of an interchange. Crossovers may be provided on rural freeways when the interchange spacing exceeds 5 miles (8 km). Generally emergency crossovers are placed every 3 miles to 4 miles (5 km to 6.5 km) between interchanges. The placement of the crossovers should be coordinated with the Regional Highway Maintenance Engineer. The appropriate police and emergency services should be contacted for their input. Maintenance and emergency crossovers should not be located within 1,500 ft (450 m) of the end of a ramp. Crossovers should be situated at locations where decision sight distance is available. If possible, they should not be located on curves requiring superelevation. To minimize the effect on an out-of-control vehicle, crossovers should be constructed with seeded side slopes of 1:10 or flatter. A rounding with a 50 ft (15 m) radius should be provided at the crossover's toe of slope and at the intersection of the mainline fill and the crossover fill. If drainage is carried through the median in a pipe with a diameter greater than 1 ft (300 mm) at a location accessible to an errant vehicle, a slanted grate should be used over the beveled end of the pipe. The 50 ft (15 m) rounding and the slanted grate may be eliminated when guide railing on the mainline adequately shields the motorist from the hazard. The minimum recommended crossover width is 25 ft (7.5 m). On narrow medians, a greater width of pavement may be necessary to safely accommodate turning vehicles. Crossovers should not be used in restricted-width medians. The median must be wide enough to store a typical maintenance vehicle. The surface and shoulders should be designed to support the appropriate maintenance equipment.

BASIC DESIGN 5-76

09/01/17 §5.7.11

A parallel-type deceleration lane should be provided. See Chapter 10 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011. Its length should be determined from this AASHTO policy. It should be designed to accommodate the appropriate maintenance vehicle and surfaced with the same type of material and have the same cross slope as the mainline shoulder. A design speed of 60 mph (100 km/h) should be used and a 4 ft (1.2 m) shoulder provided. The design speed may be decreased on low-speed facilities. An acceleration lane is normally not provided. However, in special circumstances, an acceleration lane may need to be evaluated, depending on traffic volume, speed, crash history, etc. When the crossover is constructed in an area with a median barrier, the median barrier should be designed to limit the hazard. Opposing end sections should be shielded from oncoming traffic. It may be necessary to design the barrier to guide vehicles away from the median opening or to use impact attenuators. See Chapter 10, Section 10.2.5 of this manual for suggested flare rates. 5.7.11 Roadway Clear Zone A clear unobstructed roadside is highly desirable. The term "clear zone" is used to designate the width that the Department has committed to maintain as an unobstructed, traversable area provided beyond the edge of the traveled way for the recovery of errant vehicles. The desirable width of the clear zone is influenced by the traffic volumes, speed, horizontal curvature, and embankment slopes. Although AASHTO has established desirable design values for clear zone widths, actual values may vary for different projects or project segments. Project-specific values, determined by sound engineering judgment during design, shall be documented in the Design Approval Document. Most Department projects require the establishment of design clear zone widths. See Chapter 10 of this manual for specific requirements and guidance.




BASIC DESIGN 5-77

09/01/17 §5.7.12.1

5.7.12 Vertical and Horizontal Clearances Vertical and horizontal clearances are important elements in the design of a highway. Clearances to be considered are:

• Vertical over and horizontal along a roadway.

• Vertical over and horizontal beside a railroad.

• Vertical over and horizontal beside a waterway.

• Vertical and horizontal between a roadway and an airway.

5.7.12.1 Roadway

The policy for vertical clearance over a roadway is stated in Section 2 of the Department's Bridge Manual. Vertical clearance is a critical design element and is discussed in Chapter 2 of this manual. Vertical clearance is the minimum vertical clear distance to an obstruction over any part of a highway's pavement or shoulders. Horizontal clearance is a segment of the road section lying adjacent to the traveled way, identified as an operational offset in urban areas and for rural areas identified as a portion of the “clear zone” (defined in Chapter 10 of this manual as an area for recovery of errant vehicles). It does not replace the need to select a clear zone (in accordance with Chapter 10 of this manual and AASHTO's Roadside Design Guide) that will generally be substantially wider than the horizontal clearance criteria in this chapter. A more detailed description of what features are allowed within these two categories follows.

A. Interstates, Other Freeways, Expressways, Rural Arterials, Rural Collectors, and Local Rural Roads

Horizontal clearance serves as an extension of the shoulder and provides allowance for recovery of errant vehicles, disabled vehicles, parking, etc. Curbs, traversable slopes, breakaway supports, etc., are permitted within the horizontal clearance. Fixed objects, nontraversable slopes, etc., are not permitted. The width is measured from the edge of traveled way. It includes shoulders or auxiliary lanes (e.g., speed change lanes, climbing lanes, turning lanes).

B. Urban Arterials, Urban Collectors, and Local Urban Streets

Horizontal clearance functions as an “operational” offset that minimizes restrictions to traffic flow and provides space for opening car doors, the lateral clearance affecting capacity and vehicle position within a lane, and vehicle overhangs at intersections. The area within the horizontal clearance is to be an unobstructed, relatively flat area provided beyond the edge of traveled way. Obstructions include sign posts, lighting posts, poles, hydrants, trees, bollards, etc. The width is measured from the face of curb.




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09/01/17 §5.7.12.1

C. Turning Roadways

Along turning roadways, horizontal clearance functions as a portion of the clear zone that minimizes restrictions to traffic flow and provides space for the lateral clearance and vehicle position within a lane, disabled vehicles, and vehicle overhangs during turning movements. The area within the horizontal clearance is to be an unobstructed, relatively flat area provided beyond the edge of traveled way. Obstructions include sign posts, lighting posts, poles, hydrants, trees, bollards, etc. The width is measured from the edge of traveled way.

Exhibit 5-19 Horizontal Clearance Road Sections

BASIC DESIGN 5-79

09/01/17 §5.7.12.2

Exhibit 5-20 Minimum Horizontal Clearances

Classification

Minimum Horizontal Clearance1

Exceptions With Barrier Without Barrier

Interstates and Other Freeways

Greater of the shoulder width or

4 ft.

15 ft.

▪ On bridges where NYSDOT Bridge Manual, Section 2, allows less than 4 ft.

▪ In depressed sections, where the minimum is the shoulder width plus 2 ft.

Rural Arterials Greater of the

shoulder width or 4 ft.

10 ft. ▪ On bridges where NYSDOT

Bridge Manual, Section 2, allows less than 4 ft.

Urban Arterials 0 ft.2 1.5 ft2 ▪ 3 ft. min. at intersections2

Rural Collectors

Greater of the shoulder width or

4 ft. 10 ft.


Urban Collectors

0 ft.2 1.5 ft2 ▪ 3 ft. min. at intersections2

Local Rural Roads

Greater of shoulder width or

4 ft.,

6 ft. for low-speed (45 mph) segments

10 ft. for high-speed (50 mph) segments


Local Urban Streets

0 ft.2 1.5 ft2 ▪ 3 ft. min. at intersections2

Turning Roadways (Ramps)

Right side - greater of shoulder width or 6 ft.

Left side - 3 ft. minimum.

▪ Where ramps pass under structures, there should be an additional 4 ft. clearance beyond the outside of shoulders to bridge piers or abutments.

Notes

1. Measured from edge of traveled way to obstructions, unless otherwise noted. 2. Measured from face of curb to obstructions.

5.7.12.2 Railroad Clearances

The minimum vertical clearance over the operating mainline tracks of a railroad is generally 22 ft (6.71 m). Other clearances may be justified on some occasions. Refer to Chapter 23 of this manual and Section 2 of the Department's Bridge Manual. The Structures Division will provide guidance.



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09/01/17 §5.7.13

5.7.12.3 Waterway Clearances

The Department's policy on the minimum vertical clearance over streams and navigable waterways is contained in Section 2 of the Department's Bridge Manual. The Structures Division will provide guidance on specific projects. The United States Coast Guard shall be contacted to determine the required horizontal clearance along navigable waterways.

5.7.12.4 Airway Clearances

Whenever a project is proposed within 2 miles (3.2 km) of an airport or heliport, the vertical and horizontal clearance between the highway and the airway must be considered. The guidelines for these clearances are contained in Part 75 (Approval of Privately Owned Airports) of Title 17 of the Official Compilation of Codes, Rules and Regulations of the State of New York. The Aviation Division in the Main Office and the Regional Aviation Liaison will provide assistance. The Aviation Division in the Main Office must be notified of any possible conflicts. The administrator of the airport or heliport should be contacted to determine the facility's long range plans. Any planned changes in the operation of the facility should be considered in the development of the plan and profile of the highway. A permit from the Federal Aviation Administration (FAA) may be required for vertical elements such as signs and light poles. Warning lights may be required. More information on obstruction evaluation and permitting is available on the FAA website at https://oeaaa.faa.gov/oeaaa/external/portal.jsp.

5.7.13 Rollover Rollover is the measure of the difference in cross slope between two adjacent highway lanes or a highway lane and its adjacent shoulder. Maximum rollover rates are shown in Exhibit 5-21, below.


https://oeaaa.faa.gov/oeaaa/external/portal.jsp

BASIC DESIGN 5-81

09/01/17 §5.7.14

Exhibit 5-21 Maximum Rollover Rates

Classification Between Travel Lanes At Edge of Traveled Way

Interstates & Other Freeways

4% max.

8% max.

When superelevation rate exceeds 6%, a maximum rollover rate of 10% at the edge of the traveled way may be permitted1

Rural Arterials

Rural Collectors

Local Roads & Streets

Turning Roadways (Ramps)

Urban Arterials

4% max. 8% max.

Urban Collectors

Notes

1. Refer to HDM Chapter 3, Section 3.2.5.1, Shoulder Cross Slopes and Rollover Limitations, for further guidance.

5.7.14 Bridge Roadway Width A bridge is a structure, including supports, erected over a depression or an obstruction such as water, highway, or railway, and having a track or passageway for carrying traffic or other moving loads, and having an opening measured along the center of the roadway of more than 20’. The bridge roadway width is the clear distance between inside faces of bridge railing, or the clear distance between faces of curbs, whichever is less. The bridge roadway width includes travel lanes, areas flush with the travel lanes (turn lanes, flush medians, shoulders, curb offsets, parking lanes, and bike lanes), and the Department’s standard 5” wide brush curb introduced at the bridge. Bike paths, sidewalks, safety walks, and curbing for sidewalks or safety walks are not part of the bridge roadway width. Bridge roadway widths should be determined from NYSDOT Bridge Manual, Section 2.


BASIC DESIGN 5-82

09/01/17 §5.7.15.1

5.7.15 Passive Snow Control Passive snow control involves the mitigation of blowing and drifting snow conditions on roadways through the installation of engineered snow fence, planting of shelterbelts, or by design of an aerodynamic roadway cross section. Use of passive snow control techniques will improve roadway safety by reducing whiteouts and drifting. Removal of snow by mechanical means is approximately 100 times more expensive than trapping snow by passive control. Passive snow control measures should be considered where implementation is feasible and cost-effective. More detailed information on the design and installation of passive snow control measures can be found in References 7 and 17 in Section 5.10 of this chapter.

5.7.15.1 Snow Fences

Snow fences may be permanent or temporary. Permanent fences erected on private property will require the acquisition of a permanent easement. Temporary fences may be erected on private property under Article 3, Section 45 of the Highway Law. Some important factors for designing snow fences are:

• The most important factor in designing a snow fence is capacity. Fences should be of adequate height to store the average annual amount of snow that will be transported (blown) through the problem area.

• To maximize effectiveness, fences should be at least 8 ft (2.4 m) in height, but may be as short as 6 ft (2 m) in areas of limited snow transport or restricted right of way.

• Fences should be located at least 35 times their effective height (total height minus ambient snow depth) from the road shoulder.

• A single row of tall fences is preferable to multiple rows of shorter fences.

• Fences should be perpendicular to prevailing wind directions but departures up to 25° are acceptable. They should be placed parallel to the roadway whenever possible.

• A gap equal to 10% of the total fence height should be left under the fence to reduce snow deposition near the fence. Deposition at the fence reduces the fence’s efficiency.

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09/01/17 §5.7.15.3

5.7.15.2 Shelterbelts

Also referred to as "living snow fences," shelterbelts are multiple rows of trees, preservation of agricultural crops, or shrubs planted to provide protection from wind-driven snow. There are many advantages to shelterbelts as compared to snow fences, including roadside beautification, wildlife benefits, little or no maintenance after establishment, and long service life. The Regional Landscape Architect and Maintenance Environmental Coordinator should be consulted whenever shelterbelts are considered. Some design tips for planting shelterbelts are:

• Trees should be placed no closer than 3 times their mature height from the edge of shoulder.

• Generally, trees should be coniferous. Shrubs may be effective in areas of limited blowing and drifting snow.

• Two or more staggered rows should be planted to provide full coverage and to prevent gaps caused by plant loss or damage.

• Trees should be spaced so that crown closure will be achieved within ten years.

• Shrubs may be used where cost or space limitations do not allow for the planting of trees.

• An effective shelterbelt can be achieved by requesting farmers to leave six to eight rows of corn stalks standing through the winter. The minimum setback from the road shoulder should be 35 times the effective stalk height (height minus ambient snow depth).

5.7.15.3 Drift-Free Roads

Providing an aerodynamic roadway cross section will allow the roadway to be swept clear by the wind. It should be recognized that this is generally not a good solution where whiteouts are a problem. However, there may be some instances where the existing cross section may be contributing to the visibility problem and roadway redesign will be a viable alternative to mitigate the problem. In some areas, it may be possible to reduce drifting by altering the cross section to provide for additional snow storage upwind from the road. Minor grading on private property may be accomplished with a property release from the owner. The following guidelines, implemented individually or in combination, as appropriate, will improve drift-prone areas:

• Backslopes and foreslopes should be flattened to a 1:6 slope or flatter.

• Ditches should be widened as much as possible.

• The profile of the road should be raised to 2 ft (0.6 m) above the ambient snow cover.

• Provide a ditch that is adequate for storing the snow plowed off the road.

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09/01/17 §5.7.16.1

• Widen cuts to allow for increased snow storage.

• Eliminate the need for guide rail.

• If existing W-beam guide rail appears to be contributing to a drifting problem, consideration should be given to replacing the W-beam with cable or box beam guide rail.

5.7.16 Parking

5.7.16.1 On-Street Parking

On-street parking spaces in village and urban settings complete for usable streetscaping and pedestrian space. Early contact with local officials and business owners is important to identify acceptable locations for parking spaces. On-street parking adds an element of traffic calming whereby drivers are inclined to lower their speeds when confronted with slow-moving drivers looking for a parking space, or drivers of parked vehicles opening their doors. However, care must be taken in introducing any new on-street parking. Since high-speed traffic is not compatible with slow-moving vehicles and limited sight distances, on-street parking is not to be added to facilities with design speeds of 50 mph (80 km/h) or more. When adding on-street parking to low-speed facilities, the designer should consider:

• The impact on the highway’s safety and capacity.

• Snow removal.

• Midblock crossings and curb bulb-outs to help motorists anticipate and see pedestrians among the parked vehicles.

• Parked vehicles can block emergency vehicles, such as fire trucks, from direct access to buildings.

To provide for adequate sight distance, vehicle turning paths, and emergency vehicles, parking is to be restricted near an intersection, fire house, commercial driveway, railroad crossing, fire hydrant, safety zone, pedestrian crosswalk, etc. As an exception, parking may be permissible opposite a minor T-intersections along a low speed highway. Refer to §1202 of the NYS Vehicle & Traffic Law for additional guidance (Note that §1621 of the NYS Vehicle & Traffic Law allows the Department to establish other distances).

A. Parallel Parking

On local roads and streets, collector roads and streets, and arterials, parallel parking is a design consideration due to land-use patterns and a lack of off-street parking facilities. Chapter 2 of this manual presents minimum parking lane widths for functional classifications of highways. Parking stalls should be 22 ft (6.6 m) to 25 ft (7.8 m) long. Parking lanes normally are not carried across bridges unless the bridge is less than 50 ft (15 m) in length, in which case it may be considered.


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09/01/17 §5.7.16.2

B. Diagonal (Angled) Parking

Front-in diagonal parking is to be avoided due to restricted driver visibility while backing out of the parking space into traffic. Where this type of parking exists, it should generally be eliminated by providing parallel parking or back-in diagonal parking in low-speed areas, and off-street facilities in high-speed areas. Back-in diagonal parking allows motorists to back into parking stalls, similar to backing into parallel spaces, while retaining the greater parking density of diagonal spaces. Backing into the space is no more disruptive to traffic than parallel parking. Compared to front-in diagonal parking, back-in diagonal parking places the motorist in a much better position to view motor vehicle and bicycle traffic when pulling out of the parking stall. It also makes it safer to load groceries and other items into the rear of the vehicle. Back-in diagonal parking has been successful in Canada, Washington State, and other areas. In instances where other parking measures are not feasible and no related crash experience exists, front-in diagonal parking may be retained on local streets and collectors where design speeds are 35 mph (60 km/h) or less and traffic volumes are low. Diagonal parking stalls should be 8 ft to 9 ft (2.5 m to 2.7 m) wide and 17 ft to 18 ft (5.2 m to 5.5 m) long. Although wheel stops are desirable to prevent parked vehicles from encroaching into the sidewalk area, they should not be installed since they will interfere with snow removal operations. A snow storage area may be used to prevent parked vehicles from encroaching into the sidewalk area.

C. On-Street Parking Requirements for Persons with Disabilities

Parking requirements for persons with disabilities requires special consideration, and some requirements that are mandatory. Refer to Chapter 18 of this manual, for the standards for accessible parking in accordance with the "Proposed Guidelines for Pedestrian Facilities in the Public Right-of-Way " (PROWAG), the Vehicle and Traffic Law, and the State Building Code.

In general, accessible on-street parking should be located close to key destinations, and where the street has the least crown and grade, The sidewalk adjacent to accessible on-street parking spaces should be free of obstructions that may prevent the deployment of a van side-lift or ramp, or may prevent a vehicle occupant from transferring to a wheelchair. The Regional Landscape Architect can provide additional advice regarding the location and design of accessible on-street parking spaces.

5.7.16.2 Off-Street Parking

When on-street parking spaces are eliminated to improve traffic operation and safety, replacement off-street parking should be considered in accordance with Section 10-40 of the Highway Law. The off-street lots should be located as close as possible to the eliminated on-


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street spaces to provide adequate access to properties formerly served by the on-street spaces. The number of off-street spaces provided should approximate the numbers of eliminated on-street spaces unless a parking utilization study indicates otherwise.

A. Off-Street Parking for Persons Who Are Not Disabled

• Stall widths of 9.5 ft or 10 ft (2.9 m or 3.0 m) should be provided for lots with short-duration, high-turnover parking and for lots serving customers with packages.

• Stall widths of 8.5 ft or 9 ft (2.6 m or 2.7 m) should be used for lots with longer duration, low-turnover parking.

B. Off-Street Accessible Parking

All off-street accessible parking spaces must also comply with the provisions of the NYS Uniform Fire Protection and Building Code and as required by the NYS Vehicle and Traffic Law. Additionally, off-street accessible parking spaces must conform to the requirements of the "Proposed Guidelines for Pedestrian Facilities in the Public Right-of-Way " (PROWAG), Chapter 18 of this manual, and Standard Sheet 608-02. The Regional Landscape Architect can provide additional advice regarding the location and design of accessible on-street parking spaces.

The Regional Landscape Architect and Regional Transportation Systems Operations Engineer should be contacted for further information on design of off-street parking lots including stall depths, aisle widths, and other layout dimensions and features such as provisions for persons with disabilities, landscaping, and lighting (refer to Chapter 12 of this manual).


https://www.dot.ny.gov/divisions/engineering/design/dqab/hdm/chapter12

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5.7.17 Access Control Access control is the regulation of public access to and from properties and roads abutting highway facilities to preserve safety and capacity. These regulations are categorized as full control of access, partial control of access, and driveway or intersection approach regulations. Full control of access gives preference to through traffic by providing access connections only with selected public roads utilizing interchanges. Criteria for interstate highways and other freeways are presented in Chapter 2 of this manual. Interchange access control principles are presented in Chapter 6 of this manual. Partial control of access gives preference to through traffic to a degree that, in addition to access connections with selected public roads utilizing interchanges, there may be some at-grade intersections and/or driveway connections. Driveway and intersection approach regulations allow access to and from all abutting properties and streets in a controlled manner. Access control should be included in the design of all highways, especially where the likelihood of commercial development exists. The extent of control should be coordinated with the local land- use plan to ensure that the desired degree of control can be maintained through local zoning ordinances. Access management will enhance highway safety and minimize vehicle delays. 5.7.17.1 Interstates and Other Freeways Access to the interstate system shall be fully controlled. Access is to be achieved by interchanges at selected public highways. Access control shall extend the full length of ramps and terminals on the crossroad. Such control shall either be acquired outright prior to construction or by the construction of frontage roads or by a combination of both. Control for connections to the crossroad should be provided beyond the ramp terminals by purchasing access rights or providing frontage roads. Such control should extend beyond the ramp terminal at least 100 ft. in urban areas and 300 ft. in rural areas (refer to Chapter 6 of this manual for more specific details). The interstate highway shall be grade separated at all railroad crossings and selected public crossroads. All at-grade intersections of public highways shall be eliminated. To accomplish this, the connecting roads are to be terminated, rerouted, or intercepted by frontage roads. Refer to Exhibit 5-22 for a key to highway access issues.




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Exhibit 5-22 Highway Access Issues

Access Issues Department Requirements, Guidance, and

Procedures Law, Regulations, and Policy

General Access Management

• Best Practices on Arterial Management, 1997

• HDM Ch 3, § 3.2.8 - Medians

AASHTO’s A Policy on Geometric Design of Highways and Streets, adopted as standards by FHWA for the NHS

ROW Acquisition and Management

• HDM Ch 5, § 5.5.6 - Types of ROW and Access

• Real Estate Manual/Directives - Nonmotor vehicle access (e.g., locked gate access to billboards) and relinquishment of ROW

• Highway Work Permit Process1

• 23 CFR 620B “Relinquishment of Highway Facilities”

• 23 CFR 713C “Disposal of Rights-of-Way.”

Accommodation of Utilities

• HDM Ch 13 - Utilities


• 17 NYCRR Part 131 “Accommodation of Utilities within State Highway Right-of-Way.”

• AASHTO’s Utility Guide(s)

• 23 CFR 645 B - Accommodation of Utilities

• Accommodation Plan for Longitudinal Use of Freeway Right of Way by Utilities, 1995

• Requirements for the Design and Construction of Underground Utility Installations Within the State Highway Right of Way

• Section 52 of the NYS Highway Law “Permits for work within State highway right of way.”

Access Control Limits

• HDM Ch 2, § 2.7 - Standards

• HDM Ch 5, § 5.7.17 - Access Control

• HDM Ch 6, § 6.2 - Control of Access

• HDM Ch 3, § 3.2.9.3.C - Access Control


• AASHTO’s A Policy on Design Standards - Interstate System

• AASHTO’s A Policy on Geometric Design of Highways and Streets, adopted as standards by FHWA for the Interstate and NHS, respectively

Driveways

• HDM Ch 5, § 5.7.18 – Driveways

• HDM Ch 5, Appendix A, NYSDOT’s “Policy and Standards for Design of Entrances to State Highways” (a.k.a. Driveway Design Policy)


• Section 52 of the NYS Highway Law “Permits for work within State highway right of way.”

• 17 NYCRR Part 125 “Entrances to State Highways.”

Freeway Breaks in Access

• PDM Appendix 8 - Freeway Access Modification Procedures


FHWA Policy on Access to the Interstate System, May 22, 2017

Note:

1. The Highway Work Permit Process is for work not progressed by Department projects or maintenance forces.







https://www.fhwa.dot.gov/design/interstate/170522.cfm

https://www.fhwa.dot.gov/design/interstate/170522.cfm

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5.7.18 Driveways Where driveways are allowed for access to and from the highway, they are to be designed in conformance with the latest edition of the Department's "Policy and Standards for Design of Entrances to State Highways" included as Appendix A of this chapter. When curb is used for driveway control, it shall be consistent with the guidance and requirements of Chapters 3 and 10 of this manual. To obtain adequate geometrics for driveway entrances, it may be necessary to extend the limit of work beyond the existing highway boundary. Section 5.5.6.6 discusses releases for “Reestablishment of Approaches to Private Lands” to be used for this work. 5.7.19 Frontage Roads - Service Roads Frontage roads are partially or uncontrolled access highways parallel to controlled access highways. Frontage roads:

• Provide access to the adjoining property and local traffic circulation.

• Segregate lower speed local traffic from higher speed through traffic.

• Help preserve the safety and capacity of the controlled access highway by reducing or eliminating access points to the through highway.

The design criteria of the frontage road should be based upon its functional classification. See Chapter 2, Section 2.7.5.7, of this manual. Frontage roads are generally local roads or streets. In most cases, they should be turned over to the local unit of government for maintenance. For further discussion of frontage roads, see Chapter 4 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011. 5.7.20 High-Occupancy Vehicle (HOV) Lanes HOV lanes are travel lanes along freeways and other multilane highways which are designated solely for use by carpools, vanpools, buses, and other vehicles carrying a specified minimum number of people. When operated at a suitable level of service, an HOV lane is more efficient than a conventional-use lane because more people are moved per hour. An HOV lane can be constructed with the capability of being reversed to serve the peak hour direction. HOV lane(s) may provide an alternative solution to existing or projected congestion problems when environmental, fiscal, or policy decisions preclude construction of additional or adequate numbers of conventional lanes. Drivers may be encouraged to use HOV lanes through incentives such as reduced, reliable travel times compared to adjacent conventional use lanes, special access ramps, reduced tolls, special toll booths, and preferred and/or cheaper parking at the job site. More detailed information including design guidelines for HOV facilities can be found in Chapter 24 of this manual.





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5.7.21 Complete Streets

5.7.21.1 Transit Bus Stops

Bus stops are generally located where there is concentrated commercial, residential, office, or industrial development or at intersections of arterial or major collector streets. Bus stops can be provided at the far side or the near side of an intersection or at midblock. Whenever possible, bus stops should be located at the far side of intersections to facilitate bus and traffic operations. The transit operator should be consulted for all bus stop placements. Pedestrian design treatments such as placing bus stops at signalized intersections, and providing adequate sight distance for pedestrians should be considered when pedestrians will be required to cross the road. The curb adjacent to the bus stop should be painted and signs posted to clearly identify the area as no parking or stopping except for buses. Pedestrian facilities should be provided (e.g., sidewalks and wheelchair access ramps). A marked pedestrian crosswalk should be considered if one is not in the immediate vicinity and there are pedestrian generators (e.g., school, commercial areas, residential areas, a sidewalk, a park) on the other side of the street. Refer to Chapter 18 for a discussion of marked crosswalks. Ideally, bus passenger shelters should be provided at every bus stop. Transit providers should be consulted on shelter design. Design standards must comply with the requirements of the Proposed Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG) and Chapter 18 of this manual. Chapter 24, Section 24.3.5, of this manual provides additional information on bus stops.

5.7.21.2 Transit Bus Turnouts

A bus turnout is a bus stop (refer to Section 5.7.21.1) located in a recessed area adjacent to lanes of moving traffic. A turnout should be considered whenever potential for auto/bus conflicts warrants separation of transit and general-purpose vehicles, but especially where a bus stopping in a travel lane may be unsafe or impede traffic flow. Turnouts must be designed to safely accommodate bus ingress and egress movements and passenger loading and unloading activity. Conflicts with driveways should be avoided for the length of the turnout. The transit operator should be contacted to ensure the turnout will be used by the bus drivers. Refer to Section 5.9.9 of this chapter, Chapter 24, Section 24.3.6, of this manual, and Chapter 4 of AASHTO's A Policy on Geometric Design of Highway and Streets, 2011.





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5.7.21.3 Transit Bus Turnarounds

Bus turnarounds are facilities that expedite a bus's return to the service route. Turnarounds can be used at the termini of routes to turn transit vehicles or they can be incorporated into a land-use development design. Turnarounds should be designed to allow a bus to turn in a counter-clockwise direction to improve the driver's visual capabilities. The design should allow adequate space for a bus to pass a standing vehicle. A jug-handle bus turnaround design may be used at midblock bus terminal locations. "Cul de sac" and loop designs are acceptable for developments that do not have internal roadway networks to return a bus efficiently to the arterial roadway. They should be used only at the end of a bus route. The transit operator should be consulted for all turnaround placements and designs. Chapter 24, Section 24.3.7, of this manual provides additional information on bus turnarounds.

5.7.21.4 Pedestrians

The needs of pedestrians, especially disabled pedestrians, are an important part of the roadway environment in rural as well as in urban areas. Evaluating and meeting the needs for pedestrian accommodations and safety are important considerations during scoping and design. Chapter 18 of this manual provides information on the design of pedestrian facilities. Coordinate with the Regional Bicycle/Pedestrian Coordinator when assessing the need for pedestrian facilities, and the Regional Landscape Architect and Regional ADA Specialist for assistance in designing appropriate, accessible facilities.

5.7.21.5 Bicyclists

The accommodation of bicyclists is important as more and more cyclists are utilizing the transportation system recreationally, for commuting, and the delivery of goods and services. The benefits derived from relieving congestion, reducing air pollution, lowering energy costs, promoting healthy lifestyles, and contributing to quality communities should not be underestimated. Project developers should coordinate with the Regional Pedestrian/Bicycle Coordinator in assessing the need for bicycle facilities and the Regional Landscape Architect for assistance in designing appropriate facilities. A discussion on necessary provisions for bicyclists and specific design standards is included in Chapter 17 of this manual.





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5.8 DESIGN CONSIDERATIONS 5.8.1 Driver Expectancy Drivers expect and anticipate certain geometric and operational characteristics along a roadway. Roadway features that violate driver expectancy have a direct influence on safety. Drivers, particularly those unfamiliar with or inattentive to their surroundings, can be lulled into complacency and may react inappropriately when confronted with unexpected changes. To reduce potential collisions, designers should maintain consistency throughout a highway segment and gradually transition from one segment to another. Gradual transitions notify and prepare the driver for upcoming changes. When gradual transitions are not practical, warning signs, lighting, flashing warning lights, and additional sight distance should be considered. Some typical features to avoid are:

• Sharp horizontal curves (i.e., those curves requiring a design speed drop of 10 mph [15 km/h] or more following long tangents).

• Upgrading alignment without corresponding cross section improvements. (This can cause an erroneous and possibly a false illusion of improved safety, which may encourage operating speeds that are excessive for the pavement width and clear zone.)

• Compound curves – Refer to Section 5.7.3.5.A

• Broken back curves – Refer to Section 5.7.3.5.B 5.8.2 Geometric Considerations

5.8.2.1 Combination of Horizontal and Vertical Alignment

Horizontal and vertical alignments should not be designed independently. They complement each other and their interrelationship can have a significant effect on the operational and safety characteristics of a section of roadway. Proper combinations of horizontal alignment and profile should be determined by engineering study and consideration of the nine (9) general controls listed on pages 3-165 and 3-166 of AASHTO’s, A Policy on Geometric Design of Highways and Streets, 2011.

5.8.2.2 Right of Way Impacts

The effects of land acquisition must be considered in every stage of a project's development. Although it is of primary importance to meet appropriate standards for the selected highway, designers must not be so concerned with traffic data and standards that they neglect entirely the value of local culture and the natural beauty of the land traversed. Much controversy can be avoided by knowing what features are considered important by the people who live in the project area and by designing to minimize a project's impact on those features without compromising safety.

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Some principles to keep in mind when designing projects are:

• In rural areas, shallow fill sections generally require less right of way than cut sections because they reduce the amount of roadside ditching. (Shallow fill sections are also less susceptible to blowing and drifting snow problems than cut sections.)

• Although right of way impacts cannot always be avoided, many times they can be reduced through creative design efforts, particularly in sensitive areas. The use of centerline shifts, special ditches, lawn pipes, tip-up shoulders, field inlets, and gabions are just a few of the techniques which could be considered when investigating alternative designs.

• The cost of right of way is an important factor to consider when investigating project alternates. Right of way cost should be balanced against construction and future maintenance costs.

5.8.2.3 Balancing Cuts and Fills

When developing a roadway profile, it is generally cost-effective to provide a balance between cut and fill sections. However, the need to minimize impacts to adjacent properties often overrides the benefit of a highway with balanced cuts and fills. 5.8.3 Joint Use of the Highway Corridor The joint use of transportation corridors is a legitimate and necessary utilization of right of way. The accommodation of pedestrians, bicyclists, and utilities, along with transit, commercial, and private motor vehicles, provides a more comprehensive transportation system resulting in significant cost, mobility, and environmental benefits. The designer must recognize the positive implications of this sharing of the transportation corridor and consider not only the safe, efficient movement of vehicles, but also, the movement of people, the distribution of goods, and the provision of essential services.

5.8.4 Social, Economic, and Environmental Considerations Throughout the project development process, consideration must be given to mitigation for areas impacted by Department projects. Mitigation is defined by the Council on Environmental Quality as avoiding, minimizing, rectifying, reducing/eliminating, and compensating for impacts. Detailed information is provided in NYSDOT’s Project Development Manual and Environmental Manual.




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5.8.5 Utilities Utility facilities occupy State highway right of way either by law or by permission of the Department. Utility occupation is subordinate and subject to the use of the right of way by the Department for highway or other purposes authorized by law. It is in the public interest for utilities to be accommodated within the highway right of way. Utilities must be considered when scoping and designing a project. Early coordination between the Department and utilities is vital to a successful design. With early and reliable utility as-built information, many costly relocations can often be reduced or eliminated through minor design changes. While it may be necessary for designers to make adjustments for utility accommodations, acceptable safety standards must always be maintained.

Some types of utility relocations are eligible for reimbursement by the Department, but the

Department does not subsidize utility accommodations. For additional information refer to Part

131 (Accommodation of Utilities Within State Highway Right-of-Way) of Title 17 of the "Official

Compilation of Codes, Rules, and Regulations of the State of New York" and Chapters 10 and

13 of this manual.

5.8.6 Increasing Capacity Without Adding Lanes As congestion increases and there is less opportunity to provide additional lanes, there are a number of options that can and should be considered when designing a project to relieve congestion. The following subsections briefly describe some of the measures that may be used. Mobility measures are described in more detail in Chapter 24 of this manual. The design effort for these measures should be coordinated with the Regional Planning and Program Manager and the Regional Transportation Systems Operations Group.

5.8.6.1 Intelligent Transportation Systems (ITS)

Applying the technologies of advanced communications, information processing, sensing systems, and computer control systems to control vehicles operating on the highway and transportation network is known as ITS. Employing ITS strategies can improve the operation of the existing transportation system by redirecting traffic to avoid congestion, providing assistance to drivers and other travelers on planning and following optimal routes, increasing the reliability of and access to information on public transportation routes and schedules, and refocusing safety efforts on crash avoidance rather than just minimizing the consequences of crashes. It will include such strategies as rapid response to road crashes to restore traffic flow, changeable message signs to inform drivers of current road conditions, better information on ridesharing opportunities, control of traffic movement, route guidance systems, and electronic toll collection, to name a few.




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5.8.6.2 Ramp Metering

Ramp meters are considered to be a very cost-effective technique for improving traffic flow on freeways, protecting mainline capacities and improving overall operational efficiencies during peak flow periods. A ramp meter is a modified traffic signal which is located on a ramp and which operates at a controlled rate to regulate the flow of traffic from the ramp to the freeway. The rate at which vehicles are released into the freeway lane is based on the freeway traffic volume. When congestion on the freeway is heavy, the release rate is less frequent. During off-peak periods, the signal may revert to pretimed intervals or may be taken out of service until the next period of congestion. Further information can be found in Chapter 24, Section 24.5.1, of this manual.

5.8.6.3 Reversible-Flow Traffic Lanes

When the peak travel demand on a multiple lane facility is significantly greater in one direction than in the other and that demand is reversed between the morning and evening periods, reversible-flow operation may be justified. It can be applied to mixed-use traffic on undivided or divided urban arterials and to express buses or other HOVs on arterials or freeways. Reversible-flow lanes are usually located in the center or median lane(s). During off-peak periods the operation on arterials can revert back to the normal traffic pattern. It is generally desirable to separate reversible-flow traffic lanes from the mixed-use traffic by physical barriers. In addition, the lanes to be reversed and the direction of traffic flow can be designated by specific traffic signals suspended over each lane and by permanent signs advising motorists of changes in traffic regulations and the hours they are in effect. Further information on reversible-flow lanes may be found in Chapter 24, Section 24.2.4, of this manual.

5.8.6.4 Shoulders as Travel Lanes on Freeways

On a freeway that requires increased capacity due to congestion, converting the existing shoulder to a travel lane may be the most expedient and economical method of adding capacity when compared to the alternative of purchasing additional right of way and adding a new lane. It may be done, for example, when queues develop at freeway-to-freeway interchanges, or when congestion occurs at bottlenecks or merge points, or when peak periods exceed 3 hours in duration. Care should be taken to ensure that the resultant loss of the shoulder(s) does not produce more congestion-related problems and crashes than it eliminates. Driving on the shoulders of state-controlled access highways is prohibited and must be authorized by the Department. Further discussion of the use of freeway shoulders as peak-hour travel lanes is found in Chapter 24, Section 24.5.4, of this manual.




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5.8.6.5 Priority Treatment for HOVs on Arterials

Providing priority treatments for buses at traffic signals on arterial streets has the potential for reducing delays, in effect, increasing capacity. For example, turn restrictions are often used to increase capacity where limited space prevents the addition of a lane or lanes. The turn restrictions may disrupt bus routes and schedules by forcing them to travel greater distances. By exempting buses from the turning restrictions, distances and travel time can be reduced, reducing delays to the greater number of bus passengers. Passive systems for granting priority to HOVs involve signal timing adjustments to favor the direction of flow with the greater number of HOVs, or providing special HOV phases on facilities with reserved lanes or streets. Active systems include special equipment for buses which allow preemption of normal traffic signal cycles. Further information on priority treatment systems can be found in Chapter 24, Section 24.5.8, of this manual.

5.8.6.6 Upgrading the Signal System from Pretimed to Actuated Control

Actuated signal systems adjust the signal timing based on vehicle detection systems. Vehicle

detection systems are described in Chapter 11, Section 11.3.2, of this manual.

5.8.6.7 Coordinated Signal System

Coordinated signal systems are two or more synchronized signals that allow vehicles to travel through each signal without stopping. Coordinated signal systems are described in Chapter 11, Section 11.3.3.5F, of this manual.

5.8.6.8 Elimination of On-Street Parking

Elimination of on street parking can reduce the delay caused by traffic slowing while vehicles

enter and exit the parking lane. The parking lane can help provide space for turn lanes and/or a

median to prevent mid-block left turns. Refer to Section 5.7.16 for a discussion of off-street

parking areas.

5.8.6.9 Eliminating Mid-Block Left Turns

The installation of raised medians can improve capacity and safety on uncontrolled access

facilities by eliminating mid-block left turn maneuvers. Roundabouts, U-turns, jug handles, or

indirect lefts can help provide access for those who would otherwise make a left turn. Refer to

Section 5.9.1 for a discussion of these intersection configurations.




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5.8.6.10 Converting a 2 or 4 Lane Section with Shoulders to a 3 or 5 Lane Section

Where ROW is severely constrained, a two-way left-turn lane (TWLTL) may provide more

overall benefit to safety and capacity than wide shoulders depending on the travel speeds,

traffic volume, turning volumes, frequency of commercial driveways, and crash history. Refer to

Section 5.9.8.2.C for a discussion of TWLTLs.

5.8.7 Traffic Calming Traffic calming recognizes the significance of sharing the transportation corridor by employing techniques to reduce vehicle speeds and volumes. Traffic calming measures can help support the livability and vitality of a residential or commercial area through an improvement in non-motorist safety, mobility, and comfort. Examples of measures include slow points, street closures, and narrow and short streets. Further information on traffic calming can be found in Chapter 25 of this manual. 5.8.8 Aesthetics The visual quality of travel corridors should be considered along with the safe, efficient movement of people and goods. The lands adjacent to highways are the most visible to the traveling public, often defining the image and character of the locale and region. The creation or preservation of an attractive landscape can contribute to safety, environmental, and economic benefits. The careful blending of the highway with the natural and cultural landscape, the careful grading of cut and fill slopes, and the selective preservation of vegetation, supplemented with new plantings where appropriate, help to:

• Define the highway for the motorist.

• Reduce the potential for erosion.

• Reduce the need for precautionary signing and guide rail.

• Reduce construction costs.

• Integrate the project into the surrounding area. To minimize the visual impact from adjacent sensitive viewing locations, particularly along high-volume roadways, the feasibility of screening the highway should be investigated during design. Project developers should coordinate with the Regional Landscape Architect in assessing the project needs and in designing appropriate measures.


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5.9 INTERSECTIONS AT GRADE Highway crossings may be grade separated or at-grade (signalized and unsignalized). Grade- separated crossings do not provide access between the crossing highways unless an interchange is constructed. Interchanges consist of special purpose roadways (ramps) which provide either partial or complete access between the highways. The decision whether to provide an at-grade or a grade-separated highway crossing is a trade-off between providing optimal service to through traffic on one or both highways and providing access to surrounding land uses and should be based on the highway functional classification and operational and safety considerations. The type of crossing selected should meet capacity, safety, and mobility needs and be consistent with Regional land use plans. Chapter 10 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011, provides guidance on the selection of a type of crossing. Intersections influence and, in some cases, are a prime determinant of operating conditions on each intersecting highway and consequently merit special consideration in design. In urban or suburban areas, crashes and capacity constraints are often concentrated at intersections. Intersections should provide access between highway approaches at a level of service consistent with driver expectations for the highway, incorporate cost effective mitigation of crash patterns on existing facilities and address safety issues on new facilities. Design of intersections should be consistent with the design considerations and recommendations contained in Chapter 18 of this manual and Chapter 9 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011. 5.9.1 Types of Intersections The basic at grade intersection types are the circular, angular, and nontraditional intersections. Circular intersections include the traffic circle, rotary, and roundabout. Angular intersections include three-leg, such as T- or Y- intersections, four-leg, and the multileg. Nontraditional intersections include the Super-Street Median Crossover and Continuous Flow Intersection. Operational considerations for selecting an intersection layout include design-hour volumes and predominant movements, types and mix of vehicles, pedestrians, bicyclists, approach speeds, number of approaches, and safety needs. Local conditions and right of way costs often influence the intersection that is feasible and the associated design elements. The alignment and grade of intersecting highways combined with crash patterns may require channelizing the intersection regardless of the traffic volumes (refer to Section 5.9.4 of this Chapter).


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General objectives for intersection design are:

• To provide adequate sight distances.

• To minimize points of conflict.

• To simplify conflict areas.

• To limit conflict frequency.

• To minimize severity of conflicts.

• To minimize delay.

• To provide acceptable capacity for the design year. Roundabouts are frequently able to address the above objectives better than other intersection types in both urban and rural environments and on high- and low-speed highways. Thus, when a project includes reconstructing or constructing new intersections, a roundabout alternative is to be analyzed to determine if it is a feasible solution based on site constraints, including ROW, environmental factors, and other design constraints. Exceptions to this requirement are where the intersection:

• Has no current or anticipated safety, capacity, or other operational problems.

• Is within a well working coordinated signal system in a low-speed (<50 mph [<80 km/h]) urban environment with acceptable crash histories.

• Is where signals will be installed solely for emergency vehicle preemption.

• Has steep terrain that makes providing an area, graded at 5% or less for the circulating roadways, infeasible.

• Has been deemed unsuitable for a roundabout by the Roundabout Design Unit. When the analysis shows that a single lane roundabout is a reasonable alternative, it should be considered the Department’s preferred alternative due to the proven substantial safety benefits and other operational benefits. Note: A reasonable alternative is a feasible solution that meets the objectives in a cost-effective and environmentally sound manner. The preferred alternative is the reasonable alternative that the Department is leaning toward recommending for design approval. The preferred alternative can change if a new reasonable alternative is identified and as the reasonable alternatives are evaluated during preliminary design..

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5.9.1.1 Circular Intersections

Traffic circles and rotaries, popular during the first half of the 20th century, typically have serious operational and safety problems, which include the tendency to lock-up at higher volumes. These intersection types are not to be constructed and should be evaluated for reconstruction when included in a multicourse resurfacing (i.e., 2R/3R project) or reconstruction project. Roundabouts offer unique solutions to traffic operations and safety problems at intersections. Generally, for the same traffic volume, delays are less at roundabouts as compared to other controlled intersections (typical delay reductions are 30-70%). Roundabouts will accommodate large volumes of left turn movements with less delay than signalized intersections. If left turns are minimal, or most of the traffic is making similar moves (i.e., there is a significantly dominant direction of traffic), then a conventional controlled intersection may offer less vehicular delay. With regard to safety, roundabouts reduce vehicle speeds and result in significantly fewer crashes. A study by the Insurance Institute for Highway Safety found that construction of roundabouts resulted in a 39% overall reduction in crashes; a 76% reduction in injury crashes and an 89% reduction in fatal or incapacitating crashes. No other intersection type has been found to provide that magnitude of safety improvement. Refer to Exhibit 5-23 for examples of a one-lane roundabout, a two-lane roundabout, and a roundabout corridor. Designers should refer to the roundabout pages on the Department’s Internet and IntraDOT sites for the latest requirements, guidance, and public involvement materials for roundabouts. Additionally, designers should contact their Regional expert or the Intersection Design Squads in the Design Bureau for guidance and assistance throughout the development of the roundabout design. The initial layout, preliminary plans, and advance detail plans for the roundabout should be reviewed by designers with considerable roundabout design experience. For multi-lane roundabouts, roundabouts with more than 4 legs, and roundabouts with unusual geometry, the Intersection Design Squads should be included in the review by e-mailing the ProjectWise location to [email protected].

5.9.1.2 Angular Intersections

A. 3 Legged (T Intersections)

T-intersections are one of the most commonly used intersection types. Refer to Sections 5.9.2 through 5.9.8 of this chapter for guidance and requirements applicable to these intersections.

B. Closely Spaced T Intersections

Closely spaced opposing T intersections are offset ("dog leg") intersections, where either the main street or side street approach legs are not aligned with each other. Offset intersections can result in operational problems, depending on the offset distance, traffic control, and the amount of traffic going from one offset leg to the other. Consult with the Regional Transportation Systems Operations Engineer to determine the appropriateness of aligning offset intersection legs.

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At offset intersections and divided highway crossings, where the distance between the nearest edges of the two intersecting roadways is 30 ft (9.14 m) or more, two separate intersections exist and must be independently controlled with appropriate intersection control. The Vehicle and Traffic Law definition of roadway is "That portion of a highway improved, designed, marked, or ordinarily used for vehicular travel, exclusive of the shoulder or slope." Refer to Exhibit 5-24. Note: Title I, Article 1, Section 120(b) of the NYS Vehicle and Traffic Law states when two roadways intersect a highway 30 ft (9.14 m) or more apart, each crossing shall be regarded as a separate intersection. Offset intersection approaches or roadways within 30 ft (9.14 m) of each other may be considered one intersection for the purpose of traffic control. Consult with the Regional Transportation Systems Operations Engineer to determine appropriate traffic control at offset intersections. Coordination of geometric design and traffic control is especially critical at these intersections.

C. 3 Legged (Y-Intersections)

Y-intersections experience widespread operational and safety problems and should be avoided. If a crash problem is identified, existing Y-intersections should be realigned to T-intersections, replaced by a roundabout, or their retention discussed in the Design Approval Document. The rationale for retention should be based on the lack of a related crash pattern, excessive grade, or unreasonable reconstruction costs and/or impacts. When the angle is 60º or more from a right angle, additional signing may be needed to clearly mark the through route, particularly for 3-legged intersections. Chapter 9 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011, and NCHRP 279 Intersection Channelization Design Guide provide more detailed information on Y-type intersections.

D. Four-Leg Four-leg intersections are one of the most common intersection types. There are numerous variations involving channelization, traffic control, skew, and number of through and turning lanes. Refer to Sections 5.9.2 through 5.9.8 of this chapter for guidance and requirements applicable to these intersections.

E. Multileg Multileg intersections are those with 5 or more intersection legs and should be avoided whenever practical. Refer to Sections 5.9.2 through 5.9.8 of this chapter for guidance and requirements applicable to these intersections.

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5.9.1.3 Nontraditional Intersections

Nontraditional intersections require special consideration and treatment, and they should be developed in consultation with the Regional Transportation Systems Operations Engineer. Additional information, including the layout, applicability, design features, safety performance, and operational performance of the following intersections discussed below are covered in FHWA’s Signalized Intersections: Informational Guide.

A. Jughandle (Indirect Left Turns)

Where operational or safety concerns preclude left turns from the median lane, indirect left turns or jughandles can, if adequate advance signing is provided, provide safe and efficient left-turn access by diverting left turns to separate turning roadways which cross the mainline or intersect the cross street at a different location. Refer to Exhibit 5-25.

B. Quadrant Roadway Intersection

A quadrant roadway intersection includes an extra roadway between two legs of the

intersection. The roadway is bidirectional, forces left turning traffic to travel a greater

distance, and creates two T intersections that can operate with a three phased signal.

The design removes all left turns from the major intersection, which can be signalized

with a 2 phase signal, greatly increasing the green time for the through movements. A

key element of this design is to locate the quadrant roadway a sufficient distance back

from the major intersection to eliminate the potential of queue spillback.

C. Others

Several other nontraditional intersection types have been developed. They include:

• Median U-Turn Crossover

• Continuous Flow Intersection

• Super-Street Median Crossover

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Exhibit 5-23 Roundabout Intersections

B: Example Multi-lane Roundabout

A: Example Single Lane Roundabout

C: Example of Roundabout Corridor

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Exhibit 5-24 Divided Highway Crossings and Offset Intersections Note: Use 9.14 m for metric units.

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Exhibit 5-25 Jug Handles and Indirect Left Turns

T-Intersection withJughandle

Indirect Left Turns

B

B

A

C

D

C

A

D

B

B

A

C

D

C

A

D

B

B

A

C

D

C

A

D

Advanced turn when movement fromA to B and from B to C is restricted.

Delayed turn when movement from C to D is restricted.

Delayed turn when movementfrom D to A is restricted.

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5.9.2 Intersection Capacity and Level-of-Service Analysis

5.9.2.1 Motorized Traffic

The Highway Capacity Manual (HCM) quantifies the quality of traffic flow in terms of levels of service (LOS). As indicated in Section 5.2.3.4, there are six levels of service with LOS A representing very low levels of delays and F representing high levels of delays associated with congestion. Level of service should be a consideration for every project except preventive maintenance projects. The intersection design elements and traffic control techniques selected should meet the level of service objective. Levels of service and capacity for signalized intersections are calculated for each lane group (a lane group may be one or more movements), each intersection approach, and the intersection as a whole. The intersection level of service is merely a weighted average of the individual approaches and may not be considered a valid measure of the quality or acceptability of an intersection design since it can conceal poor operating conditions on individual approaches. It is a common error to consider an average intersection LOS C as acceptable while one or more lane groups are at LOS F. Correct intersection design practice strives to provide design-year LOS D or better on each lane group in urban areas and LOS C in rural areas. In some cases, it may be necessary to accept LOS E or F on individual lane groups due to unreasonable costs or impacts associated with improving the level of service. In such cases, acceptance of LOS E or F should be agreed to in the scoping/design process and explained in the Design Approval Document. Note that seconds of delay should be used in design approval documents as it may be easier for the public and decision makers to understand. Level of service for signalized and unsignalized intersections is based on control delay, as shown in Exhibit 5-26. Control delay is defined as the average vehicle delay in seconds caused by the traffic control device compared to the uncontrolled condition. This includes the delay due to deceleration from the free-flow speed to the back of queue (if any), queue move-up (as needed), stopping/yielding, and accelerating to the free-flow speed.

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Exhibit 5-26 Control Delay and Level of Service (LOS)

(Ref. Exhibit 419-1 and 18-4 of the Highway Capacity Manual, 2010.)

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Levels of service at unsignalized intersections are only calculated for minor movements since the through movement on the major street is not affected by intersection traffic control. The level of service for signalized intersections and unsignalized intersections can be compared. When a traffic signal is installed, the introduction of delay to the main street usually increases overall intersection delay. Refer to Section 5.2 of this chapter for a discussion of the traffic analysis software to be used for signalized, roundabout, and other unsignalized intersection capacity analysis. Refer to the roundabout pages on the Department’s Internet and IntraDOT sites for requirements and guidance when performing roundabout capacity analysis. Refer to the procedures in the HCM for requirements and guidance when performing capacity analysis for other types of intersections (i.e., the HCM procedure is not to be used for roundabouts). Capacity analysis must be reviewed by someone with expertise in capacity analysis and signal operations to ensure proper modeling of the intersection configuration and the signal operation. Intersection turning counts for AM, PM, and other peak periods, peak-hour factors (PHF), and the percentage of heavy vehicles are foremost among the data required for the capacity analysis. The PHF, as defined in the HCM, is critical to the analysis, and site-specific data, rather than default values, should be used. Data on the number of pedestrians, location and frequency of bus stops and parking are required for signalized intersection analysis. Section 5.2 of this chapter elaborates on required traffic volume data. Refer to Chapter 11 of this manual for the detailed design of traffic control devices (i.e., signs, signals, pavement markings, etc.).

5.9.2.2 Non-automobile Level of Service

For high density main streets and central business/walking districts with very high peak pedestrian traffic and/or bicycle volumes, it may be necessary to determine non-automobile delay and LOS. The Highway Capacity Manual provides guidelines to determine delay and LOS for both pedestrians and cyclists. At intersections with high volumes of automobiles and pedestrians and long cycle lengths, it may be useful to calculate pedestrian delay to determine if a pedestrian overpass or a better balance of pedestrian and motor vehicle delay is needed to improve safety. When pedestrians (p) experience more than 30 seconds (s) of delay, they become impatient, and may take greater risks and cross at inappropriate times. At intersections with high conflicting vehicle volumes, pedestrians have little choice but to wait for the walk signal, and observed noncompliance is less (refer to the Highway Capacity Manual for more guidance).

5.9.2.3 Balancing Level of Service

Where it is not feasible to simultaneously improve LOS for all traffic modes through design and operational modifications, tradeoffs are necessary. The Highway Capacity Manual should be referenced to establish an optimum LOS for each mode that appropriately balances the competing needs of motorists and pedestrians.


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5.9.3 Intersection Geometrics When establishing the intersection geometry, designers should recognize the following driver expectations so as to make the navigation and decision making process simpler for the driver:

• The number of through-lanes approaching and leaving an intersection will be the same

• The most important route will be the most direct.

• Left turns from an arterial street will be made from the left-hand-lane, while right turns are made from the right lane and

• What appears to be a through-lane will not be dropped at an exclusive turning lane. The following discussion applies to traditional intersection designs. Refer to Chapter 18 of this manual for bicycle and pedestrian considerations and refer to the roundabout pages on the Department’s Internet and IntraDOT sites for requirements and guidance on roundabouts.

5.9.3.1 Intersection Approaches

Avoid using short radius curves or unnatural travel paths near the intersection (i.e., a hooked intersection), only for the sake of reducing intersection skew. Turning vehicles often follow smoother, more natural travel paths rather than conforming to abrupt alignment changes. Abrupt approach alignment can lead to encroachments into opposing lanes, unwanted detector actuation, prematurely worn pavement markings, crashes, and poor visibility. If poor approach visibility cannot be avoided, provide SIGNAL AHEAD (W2-17) or STOP AHEAD (W2-15) signs on the appropriate approach(es). The intersection approach curves, where traffic is not always required to stop, must be consistent with the design speed established for each approaching roadway in accordance with the requirements of Chapter 2 of this manual. Certain intersection types with sharp radius curves or stop conditions require motorists to reduce their speed below the anticipated operating speed. Strict application of the design speed (measured along the open highway) for the intersection approaches may not be needed or appropriate. Therefore, intersection approach curves may be designed with a design speed of 15 mph (20 km/h) below the design speed of the approach highway where all of the following are met:

• The design speed of the approach highway was established in accordance with Section 5.2.5 of this manual.

• The curve will be within 1,000 ft (300 m) of an intersection.

• The curve is on a leg of a roundabout or the minor leg of a T intersection (that is stop controlled or yield/signal controlled with an acute angle of 60 degrees or more).

• The intersection does not violate driver expectancy and adequate sight distance and/or advance warning devices will be used.

• The curvature will not obscure the back of queue during the design hour (i.e., the horizontal sight distance and stopping sight distance are adequate).

• The curve is not using a ramp design speed, which is already less than the highway main line speed.



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Note: Studies have shown that limiting the change in the design speed to 15 mph (20 km/h) can reduce the crash rate. Additionally, a study specific to roundabouts showed that successive reverse curves prior to a roundabout can also reduce crash rates. Speed reductions of more than 15 mph (20 km/h) along the approach to an intersection require a nonstandard feature justification since a vehicle’s ability to decelerate is diminished when negotiating sharp radius curves. Two and four way stop controlled intersections may use a reduced speed only if justified as a nonstandard feature since these intersection types often lend themselves to future signalization and much higher operating speeds.

5.9.3.2 Highway Alignment Through an Intersection

Abrupt alignment changes within the intersection can lead to encroachments into opposing lanes, unwanted detector actuation, prematurely worn pavement markings, crashes, and poor visibility. The vertical alignment should not place low points within the intersection. Horizontal alignment shifts are permitted, but not desirable, for traffic entering the intersection from an approach with design speeds of 35 mph (60 km/h) or less. When approach traffic may enter the intersection at speeds over 35 mph (60 km/h), a smooth alignment using tangents or horizontal curves, based on the design speed of the approach, is needed. This accommodates off-peak periods when traffic may move through signalized intersections at the approach design speed.

5.9.3.3 Intersection Angle

A right-angle intersection provides the shortest pedestrian crossing distance and minimizes the duration of exposure to conflicting vehicles. A right-angle intersection also provides the optimal sight line for drivers to judge the relative position and speed of other vehicles (including bicycles) in or approaching the intersection and to view pedestrians approaching or in the crosswalks. However, intersection angles skewed no more than 30⁰ from a right angle typically

do not significantly increase crossing distances or decrease visibility and can be a safe, adequate design. When intersection angles are skewed more than 30⁰ from a right angle, consideration should be

given to realigning one or more approaches especially if operational or safety problems can be attributed to the skew. Methods for realigning the approaches are detailed in Chapter 9 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011. Also, refer to Section 5.9.3.1.

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5.9.3.4 Pavement Width

Table 2-9 in Chapter 2 of this manual and Chapter 3 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011, guide the selection of pavement widths for turning roadways at channelized intersections. The pavement width is dependent upon the size of the design vehicle, the curvature of the roadway, and the number of lanes. At unchannelized intersections where there is minimal space available, the turning path of the design vehicle governs.

5.9.3.5 Superelevation of At-Grade Intersection Turning Roadways

Sharp curvature and short lengths of intersection turning roadways often preclude the development of full superelevation at a desirable rate. The use of compound curves and/or spirals with gradually changing curvature can assist in developing a desirable superelevation rate. Chapter 2 of this manual lists superelevation rates for intersection curves in relation to design speeds. Superelevation runoff and rollover should also conform to Section 5.7 of this chapter.

5.9.3.6 Intersection Cross Slopes

The cross slope at intersecting roadways affects drainage flow patterns, adjacent sidewalks, pedestrian crossings, travel speeds, and safety. Cross sections and contour plans are often needed, especially at major intersections, to ensure a smooth transition to and from the intersection pavement and to ensure they are constructed to drain properly.



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A. Traveled-Way Cross Slopes at Intersections

When both facilities are at normal cross slopes, the approach traveled-way cross slope should be treated as follows (Refer to Exhibit 5-27). Note, the cross slope should be designed for design year conditions. For example, the cross slopes of existing stop controlled intersections that will likely become signalized before the design year should be designed as signalized intersections.

• If the off-peak 85th percentile vehicle from the minor approach(es) will stop or travel less than 40 mph (70 km/h) through the intersection, normal cross slope should generally be retained on the major highway. The edge of traveled way along the minor approach(es) should be adjusted, using the maximum relative gradient from Section 5.7.3.3 of this chapter, to achieve a cross section that matches the edge of traveled way along the major highway. Vertical curves are to be used to adjust the vertical alignment. A 4% maximum algebraic difference in grade may be used for the minor road crossing at the shoulder breaks and

crown-line.

• If the off-peak 85th percentile vehicle from the minor approach(es) will travel 40 mph (70 km/h) or more through the intersection, the intersection is to be flattened. A minimum grade of 0.5% should be used to prevent storm water from ponding within the intersection. The edge of traveled way along each approach should be adjusted using the maximum relative gradient from Section 5.7.3.3 of this chapter to achieve an approach cross section that matches the edge of traveled way along the intersecting highway. Vertical curves are to be used to adjust the vertical alignment.

When superelevation is needed through the intersection, an additional 2.0% of superelevation, up to a maximum of 8.0%, may be used to achieve a compatible intersection design. The approach cross slopes for the traveled way should be treated as follows (Refer to Exhibit 5-27):

• If a highway requires superelevation through the intersection, it is to be provided by adjusting vertical alignments and the cross section of the intersecting highway. The edge of traveled way should be adjusted using the maximum relative gradient from Section 5.7.3.3 of this chapter to match the edge of traveled way along the superelevated highway. Vertical curves are to be used to adjust the vertical alignment.

• If two intersecting roadways require superelevation, one of the curves should be relocated. In extreme cases, a broken back curve may be needed.

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Exhibit 5-27 Cross Slopes for Intersecting Highways

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B. Shoulder Cross Slopes at Intersections

Shoulder cross slope rates may be increased or flattened to minimize impacts to adjacent sidewalk and drainage facilities. The maximum rollover rate between the traveled way and shoulder is 8.0%. Desirably, the edge of the shoulder should be adjusted using the maximum relative gradient from Section 5.7.3.3 of this chapter. However, more rapid rates of change may be used to meet site specific constraints.

C. Slopes of Pedestrian Crossings at Intersections

Grades and cross slopes of pedestrian crossings at intersections are subject to the current Americans with Disabilities Act (ADA) guidelines for accessibility. Refer to Chapter 18 of this manual and the “Critical Elements for the Design, Layout and Acceptance of Pedestrian Facilities” table for the maximum allowable slopes.

5.9.3.7 Intersection Turning Radii

Intersection radii should accommodate the design vehicle turning path. Refer to Section 5.7.1 for a discussion of the appropriate design vehicle. The minimum designs for the inner edge of pavement for turning paths should conform to Chapter 9 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011. Any combination of radii, offsets, and tapers which will approximate the results of the AASHTO designs may be used. The design should consider both the need to keep the intersection area to a minimum and the types of vehicles turning. If curbs are used, flatter curves provide more room to maneuver. Depending on the intersection angle and design vehicle, asymmetric three centered compound curves will generally reduce the area of the intersection over simple curves with or without tapers. Refer to Chapter 9 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011, for layouts of three-centered compound curves. The effect of curb radii on design vehicle turning paths and crosswalk length is shown in Chapter 9 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011. For larger vehicles turning through more than 90°, three-centered curves or offset-simple curves with tapers or spirals are the preferred design since they fit vehicle paths better and require less pavement area than simple curves do. Radii design on urban and suburban streets must consider the needs of all users including pedestrians, buses, and trucks. An increase in curb radii may result in an increase in the space needed to accommodate pedestrian facilities for persons with disabilities, an increase in crosswalk distances, and an increase in required right of way or corner setbacks. It may be necessary to provide a raised or curbed island for pedestrian refuge, or to offset the crosswalk to reduce crossing distance. 5.9.4 Principles of Channelization Intersections which are skewed and have enlarged corner radii tend to have enlarged paved areas which can result in uncontrolled movements, long pedestrian crossings and unused pavement. Channelization in the form of properly placed flush or raised islands can control traffic movements by reducing the pavement area available. Examples of channelized skew


https://www.dot.ny.gov/divisions/engineering/design/dqab/hdm/hdm-repository/Critical_Elements_Ped_Facilities.xls


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intersections are shown in Chapter 9 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011 and NCHRP 279 Intersection Channelization Design Guide. Properly designed channelization increases operational efficiency and safety by separating or eliminating conflict points and delineating travel paths for turning movements. People-moving capacity can be enhanced by channelizing exclusive paths for high occupancy vehicles and transit. The following principles should be applied to intersection channelization:

• Areas of Conflict - Points of conflict should be separated whenever possible and desirable vehicle paths should be clearly defined.

• Raised/Curbed Refuge Islands - Provide safe refuge for pedestrians and other non-motorized vehicle users.

• Prohibited Movements - Undesirable or wrong way movements should be physically discouraged or prohibited.

• Preference to Major Movements or Designated Vehicles - High priority traffic movements should be facilitated.

• Effective Traffic Control - Desired traffic control schemes should be facilitated and desirable or safe vehicle speeds should be encouraged.

• Turning Roadway Alignment and Terminals - Traffic streams should cross at right angles and merge at flat angles and decelerating, stopped or slow vehicles should be removed from the through traffic stream.

• Size of Islands.

• Curbing of Islands.

• Island Offsets.

• Surface Treatment for Raised Islands.

5.9.4.1 Areas of Conflict

Wide paved intersection areas are generally undesirable. The problems inherent in conflicting movements become magnified due to insufficient guidance and the inability of drivers to anticipate movements of other vehicles within these areas. Desirable vehicle paths should be clearly defined. Channelization reduces areas of conflict by using pavement markings or islands to separate and/or regulate traffic movements into defined travel paths. Large intersection conflict areas are typical of skewed intersection approach legs. Channelization can reduce conflict area by reducing the angle at which specific flows intersect. Indirect left-turn roadways and jug handles (refer to Exhibit 5-25) can enhance safety and capacity by separating left-turn conflicts from the rest of the intersection. Refer to Chapter 9 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011, for more guidance and example configurations. Where large design vehicles must be accommodated by a wide pavement area, it is common practice to stripe the pavement area for the turning path of a car and allow the larger vehicle to drive over the striping. This practice helps discourage erratic maneuvers by cars or any tendency for cars to form more than one travel lane.

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5.9.4.2 Prohibited Movements

Specific movements which are, depending on traffic volume, speed, and other conditions, undesirable from a safety or operational perspective should be prevented or discouraged by channelization. Examples of such movements may include, but are not limited to, left turns out of driveways or side streets, and wrong-way turns. Raised islands or judicious design of curb radii are particularly effective in discouraging prohibited movements.

5.9.4.3 Preference to Major Movements or Designated Vehicles

Directing free flowing alignment to favor major movements should be considered. Major right-turn movements are often given such priority by channelizing them away from the intersection proper and providing separate traffic control as shown in Exhibit 5-28 and discussed in Section 5.9.4.6. The channelized path should conform to natural paths of the movement, should be introduced gradually to eliminate any surprise or abrupt movements, and should provide adequate turning width and radii for the design vehicle. Exclusive through lanes, turning lanes, and turning roadways (i.e., by-passes) can be channelized, as a component of a comprehensive plan, to give priority to designated vehicles such as buses, high-occupancy vehicles, taxis, carpool vehicles, and bicycles. Turning roadway elements (e.g., width, radii, and superelevation) are to be designed in accordance with Chapter 2, Section 2.7.5 of this manual and Section 5.9.4.6 of this chapter.

5.9.4.4 Refuge Islands

Raised or curbed traffic islands can enhance pedestrian safety by providing a refuge area. Refuge areas can permit two-stage crossings which can improve traffic signal efficiency by allowing the time allocated for pedestrian movements to be reduced. The width for an island serving as a pedestrian refuge should be a minimum of 6 ft (1.8 m) from the face of curb to face of curb. Curbed islands should be delineated to enhance nighttime visibility. Approach end treatment (e.g., offset, flare, height transition, ramping) should conform to Chapter 9 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011. All islands in pedestrian paths, whether curbed or uncurbed, must be accessible to persons with disabilities. Refer to Chapter 18 of this manual for design guidance on pedestrian refuge islands. The decision to use a curbed island should consider the following:

▪ Anticipated number and frequency of pedestrians using the island, and vehicular volumes

▪ Pedestrian crossing distance (a refuge should be considered for crossing distances exceeding 60 feet, as discussed in the AASHTO Guide for the Planning, Design and Operation of Pedestrian Facilities, 2004).

▪ Pedestrian exposure to continuous vehicle turning movements during peak/holiday periods

▪ Potential hazard that curbing may pose to errant vehicles. ▪ Potential traffic calming benefits to both pedestrian and vehicle traffic.



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Exhibit 5-27a Curb and Barrier Treatments for Pedestrian Refuge Islands1

Design Speed

Curb Barrier

< 40 mph 6” vertical face (non-mountable) curb

Consider low deflection barrier for both curbed and uncurbed refuges for design speeds >35 mph. Barrier should be preferably placed within 1 ft. of the face of curb, but vaulting risk is low.

45 mph -50 mph 4-6” sloping (mountable) curb preferred, 6” vertical face curb allowed

Consider low deflection barrier for both curbed and uncurbed refuges. Due to vaulting concerns, barrier should be placed within 1 ft. of the face of curb.

> 50 mph 4”, 1:3 traversable curb or uncurbed (flush-delineated, raised, or depressed island)

See Note 2. Low-deflection barrier system. Impact attenuating end treatments are preferred if barrier is used without curb. Due to vaulting concerns, barrier should be placed within 1 ft. of the face of curb.

Notes: 1 In all cases, shoulders or curb offsets from the traveled way should be provided to satisfy the

requirements given in Chapter 2 of this manual and Section 5.9.4.8 of this chapter. 2 When design speeds are 50 mph (80 km/h) or greater (high-speed traffic), the frequency and need for

pedestrian use must be weighed against the number of motorists and the potential hazard that a barrier system would present to them.

Refer to Chapter 3, Section 3.2, of this manual for a discussion of various curb types and their uses. When barriers and curbing will be used, refer to Chapter 10, Section 10.2.2.4 of this manual for special considerations and requirements.

5.9.4.5 Effective Traffic Control

Proper channelization enhances the effectiveness of actuated traffic signal control at intersections with complex or high volume turning movements by isolating traffic flows which move through the intersection during separate signal phases. Exclusive turning lanes permit efficient use of protected signal phasing. Exclusive right-turning roadways can, under certain traffic conditions, expedite a heavy right-turn movement by forming a separate yield-controlled intersection with the cross street 30 ft (9.14 m) or more downstream (measured along the travel way edge of the cross street) of the near edge of the intersection of the through lanes. Refer to Exhibit 5-24. The 30 ft (9.14 m) (or greater) separation is measured between the edges of the adjacent roadways as defined by one of the following.

• Pavement marking defining the edges of the travel lanes.

• In lieu of markings, whatever serves as the edges of the travel lanes. The measurement is not dependent upon the type of material existing within the channelizing island area. The island could be flush or raised, paved or unpaved, traversable or nontraversable.




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If the separation between the adjacent roadways is less than 30 ft (9.14 m), the intersection approach and right-turning roadway must be controlled as one intersection, which may negate the benefits of the turning roadway. Consult with the Regional Transportation Systems Operations Engineer to determine the appropriate traffic control. The Regional Transportation Systems Operations Engineer should also determine if the cross street through movement is light enough to provide sufficient gaps for right-turning traffic during the cross street through movement phase. A heavy, conflicting cross street through movement (volume-to-capacity ratio in excess of 0.85) is not likely to provide additional gaps for right turns other than those provided by the signal. The limited availability of gaps may also result in an unacceptable number of rear end crashes on the turning roadway. Right-turn efficiency and safety can be improved by adding either a through lane or an acceleration lane on the receiving roadway to eliminate the merge or increase the efficiency of merging traffic. To avoid degrading traffic operations and safety, the acceleration lane should be built to standard length per Chapter 10 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011. Channelization may require the installation of additional traffic control devices such as yield signs and turn or directional assemblies. At more complex locations, wrong-way signing may be needed but should not be substituted for a design that discourages or prevents wrong-way movements. Provide adequate advance signing for indirect left turns and jug handles. Advance signing is especially important if the indirect left turn is to be executed from the right lane. Proper channelization can encourage desirable or safe vehicle speeds. Large turning radii and speed change lanes can help reduce the speed differential between turning and through traffic. Small turning radii, stop signs, and oblique entrance angles can reduce vehicle speeds in areas with high pedestrian volumes.

5.9.4.6 Turning Roadway Alignment and Terminals

Channelized right-turning roadways are sometimes called right-turn slip lanes or right-turn bypass lanes. There are two types of channelized right-turning roadways for at-grade intersections: right-turning roadways with corner islands and free-flowing right-turning roadways.

A. Right-Turning Roadways with Corner Islands

Right-turning roadways with corner islands are either yield, stop, or signal controlled at the entrance to the intersecting roadway. They do not include acceleration lanes, as shown in the upper left corner of Exhibit 5-28.

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The alignment of the edge of traveled way where the turning roadway either diverges from or merges with the through highway should be designed with spirals and/or compound curves. The spirals or compound curves should be long enough to avoid sudden deceleration by drivers while still on the through highway, to provide a natural turning path and to develop superelevation in advance of the maximum curvature. Desirable types of alignments and maximum lengths of spiral for intersection curves and circular arcs for compound intersection curves are shown in Chapter 9 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011. When turning from a high-speed highway, a deceleration lane is desirable. Deceleration lanes should be designed in accordance with Chapter 10 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011. A 90⁰ to 60⁰ angle between the turning roadway and intersecting roadway provides the

optimal sight line for drivers entering the highway from the turning roadway to judge the relative position and speed of approaching vehicles. Turning roadways that enter the highway at angles of less than 60⁰ without an acceleration lane require the entering

motorist to look over their shoulder to view approaching vehicles and are undesirable.

B. Free-Flow, Right-Turning Roadways

Right-turning roadways with acceleration lanes are called free-flow, right-turning roadways. They function as ramps for an at-grade intersection. The alignment of the edge of traveled way where the free-flow, right-turning roadway diverges from the through highway should be designed with spirals and/or compound curves. The spirals or compound curves should be long enough to avoid sudden deceleration by drivers while still on the through highway, to provide a natural turning path and to develop superelevation in advance of the maximum curvature. For high-speed highways, deceleration lanes are desirable. Free-flow, right-turning roadways should be designed with a near-tangent approach to the highway to encourage use of the acceleration lane, as shown in the lower left corner of Exhibit 5-28. Taper- or parallel-type acceleration lanes are required to allow motorists to use their mirrors to merge into traffic. Acceleration and deceleration lanes should be designed in accordance with Section 5.9.8.3 of this chapter.

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Exhibit 5-28 High-Capacity Signalized Intersection with Double Left-Turn Lanes and Right-Turning Roadways

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5.9.4.7 Size of Islands

Islands should be large enough to effectively channelize traffic flows in advance of the intersection. Small raised islands can lead to maintenance problems and may be difficult for motorists to see and react to. Chapter 9 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011, specifies the smallest size curbed islands which normally should be considered. Smaller islands should be flush and color contrasted with the remainder of the pavement. Contrasting surface texture may also be appropriate. The painted area of a wide turning roadway (as described in Section 5.9.4.1) can be included in the legally required minimum 30 ft (9.14 m) separation mentioned in Section 5.9.4.6 and the minimum island area. Islands need to be large enough to accommodate all of the following as appropriate: signs, delineators, pedestrian storage, barriers, landscaping, etc. Both Chapter 9 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011, and NCHRP Report 279 Intersection Channelization Design Guide recommend specific dimensions for islands as a function of their use.

5.9.4.8 Curbing of Islands

Refer to Section 5.9.4.4 for a discussion of curbing issues related to refuge islands and islands in general. When it is decided to curb raised islands that are not intended as pedestrian refuges, mountable curbing should be used to allow errant drivers to maintain control of their vehicle. The decision to use a curbed island should consider the potential hazard that curbing may pose to medium and high-speed traffic (> 45 mph [70 km/h]). Raised islands bordering high-speed through lanes should be located outside the shoulder area and should use only the 4 in (100 mm) mountable or traversable curbs. Refer to Chapters 3 and 10 of this manual.

5.9.4.9 Island Offsets

Curbed islands should be offset from the travel lane in accordance with Chapter 9 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011. Offsets are also recommended for uncurbed islands, but they are not essential. Islands with mountable curbing should be offset from through travel lanes but do not need to be offset from turning roadways unless there is a need to minimize exposure to traffic. When approach shoulders are used, the shoulders should be continued past the island and the offset between the island and the travel lane should be the shoulder itself except where a deceleration or turning lane is provided. No additional offset from the shoulder edge is necessary, but some may be advantageous at higher operating speeds.



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5.9.4.10 Surface Treatment for Raised Islands

Small islands (<200 SF (<18 m2)) at intersections should be paved. Easily maintained paving material that cannot be scattered by traffic should be used. Large islands ≥200 SF (18 m2) may be paved or turfed. Large islands in residential areas may be landscaped provided that the plantings do not interfere with sight distance or grow larger than 4 in (100 mm) in trunk diameter. Islands should not be landscaped without the concurrence of the Regional Transportation Maintenance Group or other maintenance entity if the island is to be maintained by others. Although usually not needed for small islands, large islands should have inlets in the center or along the curbed edges to prevent drainage from adversely impacting adjacent roadways. 5.9.5 Intersection Sight Distance Each intersection has the potential for several different types of vehicular conflict. Providing sight distance at intersections allows drivers to perceive potentially conflicting vehicles. Intersection sight distance should allow drivers sufficient time to stop or adjust their speed, as needed, to avoid a collision in the intersection. The driver of a vehicle approaching an intersection should have an unobstructed view of the entire intersection, including traffic control devices, and sufficient lengths along the intersecting highway to permit the driver to anticipate and avoid potential collisions. Sight distance also allows the drivers of stopped vehicles a sufficient view of the intersecting highway to decide when to enter the intersecting highway or cross it. Sufficient sight distance for motor vehicles also provides sight distances for bicyclists and pedestrians. Note: If the Intersection Sight Distance cannot be met, consideration should be given to adding warning signs or signaling.

5.9.5.1 Sight Triangles

Each quadrant of an intersection should contain a triangular area free of obstructions that might block an approaching driver’s view of potentially conflicting vehicles and the presence of pedestrians. These areas are known as clear sight triangles. The intersection sight distance is measured along the “a” and “b” legs of the sight triangle, not the hypotenuse. The dimensions of the legs of the sight triangles depend on the design speeds of the intersecting roadways and the type of traffic control used at the intersection. Two types of clear sight triangles are considered in intersection design, approach sight triangles and departure sight triangles. The length of the legs of this triangular area, along both intersecting roadways, should be such that the drivers can see any potentially conflicting vehicles in sufficient time to slow or stop before colliding within the intersection. Exhibit 5-29 depicts typical approach and departure sight triangles.

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Exhibit 5-29 Approach and Departure Sight Triangles

Approach Sight Triangle - The vertex of the sight triangle on a minor-road approach (or an uncontrolled approach) represents the decision point for a minor-road driver. The decision point is the location at which the minor-road driver should begin to brake and stop if another vehicle is present on an intersecting approach. Although desirable at high-volume intersections, approach sight triangles like those shown in Exhibit 5-29-A are not needed for intersection approaches controlled by stop signs or traffic signals.

Departure Sight Triangle - A second type of clear sight triangle provides sight distance sufficient for a stopped driver on a minor-road approach to depart from the intersection and enter or cross the major road. Departure sight triangles shown in Exhibit 5-29-B should be provided for stop-controlled and some signalized intersection approaches as discussed in Case D - Intersections with Traffic Signal Control.

Clear Sight Triangle for Viewing TrafficApproaching from the Left

b

a

Decision PointCLEAR SIGHT TRIANGLE

Major Road

Minor Road

Clear Sight Triangle for Viewing TrafficApproaching from the Right

b

Decision Point

CLEAR SIGHT TRIANGLE

Minor Road

a

Clear Sight Triangle for Viewing TrafficApproaching from the Left

b

a

Decision Point


Major Road

Minor Road

Clear Sight Triangle for Viewing TrafficApproaching from the Right

b

Decision Point

Minor Road

a


A - Approach Sight Triagles

B - Departure Sight Triangles

Major Road

Major Road

NOTE: Refer to Exhibit 5-27 and Appenix 5C ofthis chapter for the dimensions of ‘a’ and ‘b’.

NOTE: Refer to Exhibit 5-30 and Appendix 5C of this chapter for the dimensions of ‘a’ and ‘b’.

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The profiles of the intersecting roadways should be designed to provide recommended sight distances for drivers on the intersection approaches. Within a sight triangle, any object that would obstruct the driver’s view should be removed or lowered, if practical. Particular attention should be given to the evaluation of clear sight triangles at interchange ramps/crossroad intersections where features such as bridge railings, piers, and abutments are potential sight obstructions. The determination of whether an object constitutes a sight obstruction should consider both the horizontal and vertical alignment of both intersecting roadways, the motorist eye height, and the object height, as shown below:

Vehicle Type Eye Height Object Height

Passenger Car 3.5 ft (1080 mm) 3.5 ft (1080 mm)

Single Unit or Combination Truck 7.6 ft (2330 mm) 3.5 ft (1080 mm)

5.9.5.2 Intersection Movements

The recommended dimensions of the sight triangles vary with the type of traffic control used at an intersection. Exhibit 5-30 provides a quick reference to the procedures for intersection sight distance. Detailed procedures for determining intersection sight distance follow.

5.9.5.3 Intersection Sight Distance Design Guidance

Intersection skew is more of a concern at unsignalized intersections than signalized ones. A traffic signal should not, however, be installed to compensate for intersection skew unless the Regional Transportation Systems Operations Engineer determines that it is warranted (refer to Section 5.9.7). Sight lines between the intersecting highways, even at signalized intersections, are a concern because of right-turn-on-red, flashing signal operation, and power failure. The intersection sight distance values may be adjusted for intersections skewed at an angle of less than 60 degrees. This adjustment can be made by assuming a greater number of lanes being crossed. The sight distance of intersections adjacent to bridges can be obstructed or severely limited by bridge railing or approach guide railing. In such cases, sight distance may be improved by relocating the intersection, offsetting the railing by providing a wider shoulder on the bridge and approach or, if practicable, changing to an alternative railing design which optimizes sight distance. Ramp terminal intersections should be designed in the same manner as any other at-grade intersection with the corresponding traffic control.

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Exhibit 5-30 Intersection Sight Distance Quick Reference

Traffic Control & Maneuver Traffic

Control & Maneuver

Appendix 5C Tables How to Use Tables in Appendix 5C of this Chapter

Class A - Intersection with no control approach A & G

Use table distances for “a” dimension on minor approach legs and “b” dimension on major approaches. Adjust for grade on all approaches using Table G. There are no correction factors for vehicle type.

Class B - Intersection with stop control on the minor road

Case B1- Left turn from the minor road

departure* B1

Use table to determine “b” dimension along major road. The “a” dimension is half the receiving travel lane width, plus any median, plus the lane widths being crossed, plus a minimum of 14.5’ (4.4 m) for the distance between the driver’s eye and edge of traveled way. No adjustment for grade.

Case B2 - Right turn from the minor road

departure B23

Use table to determine “b” dimension along major road. The “a” dimension is half the receiving travel lane width plus a minimum of 14.5’ (4.4 m) for the distance between the driver’s eye and edge of traveled way. No adjustment for grade.

Case B3 - Crossing maneuver from the minor road

departure* B23

Use table to determine “b” dimension along major road. The “a” dimension is the distance from the middle of the furthest lane crossed to the outside edge of the traveled way nearest the stopped vehicle plus a minimum of 14.5’ (4.4 m) for the distance between the driver’s eye and edge of traveled way. No adjustment for grade.

Case C - Intersections with yield control on the minor road

Case C1 - Crossing maneuver from the minor road

approach* C1 & G

Use table to determine the “a” dimension along the minor road and the “b” dimension along undivided major roads. Use Table G to adjust for grade. For divided roadways, the “b” dimension is based on case B3 for wide medians and B1 for narrow medians.

Case C2 - Left or right turn from the minor road

approach* C2

Use table to determine “b” dimension along major road. Use 80’ (25 m) for the “a” dimension on the minor road assuming the vehicle enters the intersection at a turning speed of 10 mph (16 km/h) and for left turns, the major road is only 2 lanes wide. (Note that if a stop is occurs, the distance “b” based on cases B1, B2, or B3 result in lower values and, therefore, do not need to be checked.) No adjustment for grade.

Case D - Intersections with traffic signal control

8’ (2.4 m) from the stop bar on all approaches

Normally none

First vehicle stopped on one approach should be viewable by first vehicle stopped on all others. Permissive left turners should have sufficient sight distance to select gaps. For flashing yellow, use cases B1 and B2 for the minor road approaches. For approaches with right-turn-on-red, use case B2.

Case E - Intersections with all-way stop control

8’ (2.4 m) from the stop bar on all approaches

Normally none

First vehicle stopped on one approach should be viewable by first vehicle stopped on all others.

Case F - Left turns from the major road

departure F

Applies to intersections and left turns into driveways. Check at three-legged intersections and driveways on horizontal curves or crest vertical curves. The “b” dimension is along the major roadway travel lanes being crossed. The “a” dimension is from the eye of the turning motorist to the middle of the furthest travel lane being crossed. Use case B3 when the median width can store the design vehicle length plus 6’ (2 m).

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5.9.6 Access Control on Uncontrolled Access Facilities When projected volumes approach capacity (v/c of 0.90 or greater), intersection radii including exclusive turn lanes and jug handles should, if practicable, be protected by acquiring right of way without access. Greater length of access control should be considered if the cost would not increase appreciably. 5.9.7 Signalization The decision to install or modify a traffic signal rests with the Regional Transportation Systems Operations Engineer. Both the National MUTCD and NYS Supplement contain warrants for installing traffic signals at previously unsignalized or new intersections. Traffic signals should normally only be installed if one or more of the warrants in Part 4 Highway Traffic Signals, Chapter 4C Traffic Control Signal Needs Studies in the National MUTCD are met and a traffic engineering study indicates that a signal may be justified. A traffic signal is not justified merely because one or more of the warrants are met. The NYS Supplement warrants are based on vehicular and pedestrian volumes, crashes, progressive signal system needs, school crossings, the need for an interruption of continuous traffic on the major road, peak-hour volume, peak-hour delay, four-hour volumes, and systems (to establish traffic flow networks). Before deciding to build a new signalized intersection or make major improvements to an existing signalized intersection (e.g., reconfigure the intersection, major widening on more than one approach), the alternative of using a roundabout is to be analyzed per Section 5.9.1 of this chapter. Refer to Chapter 11, Section 11.3 of this manual for requirements and guidance on traffic signals. 5.9.8 Intersection Widening Intersection widening increases intersection capacity and enhances safety by adding auxiliary lanes to serve heavier traffic maneuvers through the intersection. There may, however, be substantial impact to pedestrian traffic as a result of longer pedestrian crossing distances and more complex traffic signal phasing, especially where pedestrian volumes are high. The most common types of intersection widening include addition of exclusive left-turn lanes, exclusive right-turn lanes, and right-turn acceleration lanes. Capacity of the through movement can be increased by adding through lanes upstream of and through the intersection with a downstream taper back to the normal roadway width. Right-turn lanes and acceleration lanes pose special difficulties for bicyclists by requiring them to weave across or merge with higher-speed traffic. Chapter 17 of this manual illustrates a design treatment for right-turn lanes.





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5.9.8.1 Additional Through Lanes

Capacity analysis may indicate the need for additional through lanes on the approach to a signalized intersection. The additional through lane(s) must then be carried through the intersection and downstream for sufficient distance to provide a safe merge back into the continuous through lanes as shown in Exhibit 5-31. Since added lanes are generally utilized less than the continuous through lanes, a lane utilization factor should be used. The merge taper on the departure side of the intersection should conform to the length “L” as shown in Table 6H-4 of MUTCD Section 6H.01. The shift taper on the approach side of the intersection should conform to one half “L” as shown in Table 6H-4. A capacity analysis (e.g., using Synchro and Sim Traffic) should be used to determine the storage length for through and turning vehicles. Both the additional through lane and any exclusive left- or right-turn lane on that approach should be long enough to prevent queues in the through lane from blocking the turn lane entrance and vice versa.

5.9.8.2 Turning Lanes

Exclusive left and right turning lanes increase capacity and enhance safety by removing turning vehicles from the through lanes. This reduces the interference to through traffic associated with vehicles decelerating and queuing in preparation for their turning movement. Exclusive left-turn lanes on multilane highways should always be considered since their absence requires left-turning vehicles to decelerate and/or stop in the high-speed lane. Exclusive left-turn lanes on two-lane highways allow the left-turning vehicle to decelerate and stop without obstructing through traffic. Turning lane width should be in accordance with Chapter 2 of this manual. Alignment and sight distance criteria should not be compromised for the channelized movement. To improve operations and sight distance at intersections where the median width is 16 ft (5 m) to 26 ft (8 m), provide a flush divider to the right of the left-turn lane to direct the left-turning vehicle to be within 4' (1.2 m) to 6' (1.8 m) of the opposing travel lane thereby reducing the potential for opposing left-turning vehicles to obstruct each other's view of opposing through traffic. To improve operations and sight distance at intersections where the median width is 6 ft (2 m) to 16 ft (5 m), consider providing a flush divider to the right of the left-turn lane to direct the left-turning vehicle to within 4' (1.2 m) to 6' (1.8 m)' of the opposing through lane to reduce the potential for opposing left-turning vehicles to obstruct each other's view of opposing through traffic. Refer to Exhibit 5-35.



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Exhibit 5-31 Intersection Widening for Heavy Through Traffic

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09/01/17 §5.9.8.2

A. Left-Turn Lanes

The decision to construct left-turn lanes should consider:

• The volume of left-turning traffic and the volume of opposing traffic. In some cases, capacity analysis may clearly indicate a need for left-turn lanes. Chapter 9 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011, includes traffic volume criteria to be considered in determining the need for left turn lanes along two-lane highways.

• The crash history. An crash pattern of rear-end crashes involving queued left turners or vehicles turning left in front of opposing traffic is often mitigated by exclusive left-turn lanes. NYSDOT crash reduction factors show an average reduction of around 30% when a left-turn lane is installed and is an appropriate alternative to mitigate a left-turn crash problem.

• The crash potential and the anticipated operating speeds (i.e., the possible severity of a crash).

• Sight distance on the mainline affecting the ability to see a vehicle waiting to turn.

• The construction costs.

• The right of way impacts.

B. Double Left-Turn Lanes

Double left-turn lanes should be considered at signalized intersections with high left-turn demands or where a reduction in green time allocated to that left-turn movement can significantly benefit the intersection operation. While capacity analysis identifies the need for and impact of double left-turn lanes, left-turn demands over 300 vph and/or storage needs should trigger consideration of them. Fully protected signal phasing shall be provided for double left turns. Provide adequate throat width on the approach receiving the double left turns to compensate for off-tracking characteristics of turning vehicles and the relative difficulty of side-by-side left turns. Exhibit 5-28 shows a method of expanding the throat width to facilitate the double left turns. A car and the design vehicle should be able to comfortably turn side-by-side. A 36 ft (11 m) wide throat is desirable for double left turns with turning angles greater than 90⁰. Narrower throats can be provided for more

favorable turning angles. A 30 ft (9 m) throat width may be adequate for 90⁰ turns. In

constrained situations with favorable turning angles less than 90⁰, 25 ft (8 m) throat

widths may be acceptable. However, throat widths less than 30 ft (9 m) should normally be avoided since they can restrict turning traffic flow and reduce the operational benefit of double left-turn lanes. On the other hand, excessive pavement width, which can mislead drivers and increase pedestrian crossing times, should also be avoided.

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If practicable, the intersection should be designed to allow the double left turn to be executed concurrently with the opposing left turn. This allows the flexibility in the signal phasing to serve the double left-turn movement concurrently with either the opposing left turns or the adjacent through movement. If the turning paths of the double left and the opposing left-turn overlap, the left turns cannot be served concurrently. Dotted lines, in accordance NYSDOT Standard Sheet 685-01 and the National MUTCD Part 3, Markings, are the appropriate pavement markings used to separate the two-abreast turning lanes and especially opposing turning lanes. The dotted lines should reflect turning paths and have a gap of between 4 ft (1.2 m) and 6 ft (2.0 m). The design should prevent through traffic from entering and becoming trapped in the double left-turn lanes. The turning lanes should be fully shadowed wherever possible.

C. Two-Way Left-Turn Lanes (TWLTLs)

Two-way left-turn lanes (TWLTLs) are flush medians that may be used for left turns by traffic from either direction on the street. The TWLTL is appropriate where there is a high demand for mid-block left turns, such as areas with (or expected to experience) moderate or intense strip development. Used appropriately, the TWLTL design has improved the safety and operational characteristics of streets as demonstrated through reduced travel times and crash rates. The TWLTL design also offers added flexibility since, during spot maintenance activities, a travel lane may be barricaded with through traffic temporarily using the median lane. TWLTLs can reduce delays to through traffic, reduce rear-end crashes, and provide separation between opposing lanes of traffic. However, they do not provide a safe refuge for pedestrians, can create problems with closely spaced access points, and can encourage strip development with closely spaced access points. Consider other alternatives, before using TWLTLs, such as prohibiting midblock left-turns and providing for U-turns. TWLTLs should generally be limited to streets with no more than two through lanes in each direction. Seven-lane cross sections will likely cause pedestrian crossings to become too long and left turns very difficult in heavy traffic since oncoming vehicles may limit visibility and left turn opportunities. For six lane sections, a raised median design with a pedestrian refuge area should be considered.

https://www.dot.ny.gov/main/business-center/engineering/cadd-info/drawings/standard-sheets-us/685


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Consider installation of TWLTLs where:

• A crash study indicates that a TWLTL will reduce crashes.

• There are unacceptable through traffic delays or capacity reductions because of left turning vehicles.

• There are closely spaced access points or minor street intersections. A general rule is side road plus driveway density of 20 or more entrances per mile (1.6 km).

When one of the above conditions are met, the site may be considered suitable for the use of a TWLTL. Design guidance and requirements include:

• The desirable length of a TWLTL is at least 260 ft (80 m).

• Consider street lighting in accordance with Chapter 12 of this manual.

• Pavement markings, signs, and other traffic control devices must be in accordance with the NYSDOT 645 and 685 Standard Sheets and the National MUTCD.

• Provide clear channelization when changing from TWLTL to one-way left-turn lanes at intersections.

• Desirable and minimum widths for the TWLTL design are provided in Chapter 2 of this manual.

D. Right-Turn Lanes

The decision to install exclusive right-turn lanes should be based on a comparison, using capacity analysis, of intersection operations with and without the turn lanes. At signalized intersections, exclusive right-turn lanes optimize benefits of right-turns-on-red and protected right-turn movements served concurrently (overlapped) with a crossroad protected left-turn phase. Exclusive right-turn lanes may also be used on high-speed roadways to provide deceleration for right-turning vehicles clear of the through lanes. Right turn lanes may be effective at reducing:

• Rear-end collisions.

• Side swipe and head on collisions with opposing vehicles caused by motorists passing the turning vehicle.

Refer to Section 5.9.4.6 for guidance on channelized right-turning roadways.





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E. Tapers for Turn Lanes

The length of the widened pavement should provide for turning-lane length and bay taper plus, in the case of left-turn lanes, the approach and departure tapers.

• Approach tapers gradually divert through traffic to the right around the left-turn lane. Approach tapers may be straight-line tapers, may include curves on both ends, or may include a reverse curve. The approach should desirably conform to merge taper requirements in Table 6H-4 of the National MUTCD Section 6H.01. As a minimum, they should be one half the length “L” determined from Table 6H-4.

• Departure tapers guide through traffic, downstream of the intersection, to the left, back to the normal alignment where the through lane is adjacent to and parallel to the center line. Departure tapers may be straight-line tapers, may include curves on both ends, or may include a reverse curve. The departure taper should desirably conform to merge taper requirements in Table 6H-4 of the National MUTCD, Section 6H.01.

• Bay tapers guide turning traffic from through lanes into the turn lane. Bay tapers should be short enough to enable motorists to identify the widening as a turn lane rather than another through lane. Bay tapers can be straight line tapers, with or without short curves at either end, or they can include a reverse curve as shown in Chapter 9 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011. A straight-line bay taper length of 50 ft (15 m) to 100 ft (30 m) is desirable. Bay taper lengths should not exceed one-half the taper requirements in Table 6H-4 of the National MUTCD Section 6H.01.

Figure 5-32 shows how the approach taper and the bay taper can be designed to "shadow" or protect the left-turn lane from encroachments by through traffic. In rural and open urban areas, a fully shadowed turn lane permits the complete lateral shift of through traffic upstream of the bay taper. In constrained urban areas, the approach taper and the bay taper can be combined to partially shadow the turn lane by positioning through traffic to continue and complete its shift to the right while the left-turn lane is developing. While the total turn lane and bay taper length desirably consists of the sum of the required lengths for storage and deceleration, constraints may necessitate assuming some deceleration within the through lanes prior to entering the taper. Deceleration lane length and tapers in rural and suburban areas should conform to Chapter 9 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011. Deceleration lengths in constrained areas (e.g., urban) should conform to Section 5.9.8.2 G. Exhibit 5-32 shows a typical left-turn lane.




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Exhibit 5-32 Shadowing Left-Turn Lanes

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F. Queue Storage

To function as designed, exclusive turning lanes must be long enough to prevent queued through traffic from blocking the entrance to the turn lane as well as queued turning traffic from blocking the through lane. The needs of the individual components of the turn-lane length and their relationship to the total length can vary by time of day. Storage lengths, particularly for left turns, are considerably more complex and depend on the rate of arrivals, rate of departures, and in the case of signalized intersections, cycle length, phasing, and system progression, if any. The desirable design storage length at signalized intersections is twice the length required for the average signal cycle. A minimum of one and one-half the length required by the average cycle should be provided to accommodate surges in traffic which could otherwise cause operational problems which affect subsequent signal cycles. Double left-turn lanes should be considered for left turn volumes over 300 vph. The storage length for double left turn lanes may be reduced to approximately one half of that needed for a single lane operation unless downstream conditions encourage unbalanced use (e.g., a heavy left or right turn move within 1,000 ft (300 m) of the intersections with the double left-turn. A capacity analysis (e.g., using Vissim or Snychro and Sim Traffic) should be used to determine both left- and right-turn storage requirements. Since storage requirements are dependent on the traffic signal operation, the Regional Transportation Systems Operations Group should be involved in the design or, as a minimum, the review of the storage lengths. A high percentage of trucks warrants additional storage length. At unsignalized intersections, desirable storage length should be adequate to store the number of turning vehicles expected to arrive in an average 2 minute period within the peak hour (i.e., 1/30th of the peak hour turn movement). All turning lanes should be able to store at least two passenger cars or a car and one truck if there are over 10% trucks in the stream. Assume 74 ft (22.5 m) truck lengths, 18 ft (5.5 m) vehicle lengths, and vehicle spacing of 6 ft (2 m).

• Minimum length for <10% trucks is 42 ft (13 m) = 2 x 18 ft (5.5 m) passenger car + 6 ft (2 m) space.

• Minimum length for >10% trucks is 98 ft (30 m) = 74 ft (22.5 m) truck + 6 ft (2 m) space + 18 ft (5.5 m) passenger car.

G. Turn Lane Lengths Based on Deceleration Distance for Constrained Areas

In urban and other constrained locations where desirable left-turn lane lengths may result in unacceptable costs or impacts, an alternative design method uses Exhibit 5-33 to determine the deceleration distance for braking at a comfortable rate of 5.8 ft/s2 (1.8 m/s2) from the average running speed. To use Exhibit 5-33, enter the table from the left with the design speed and go the horizontally to the column for the appropriate speed (usually zero) decelerated to.

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For an intersection approach having a design-hour, left-turn volume of 120 vph, 5% trucks, and an 85th% approach speed of 50 mph (80 km/h), the storage distance would be:

120 vph x 1/30 = 4 vehicles every 2 minutes 4 vehicles require 18’ (5.5 m) x 4 veh + 6’ (2 m) space x 3 = 90 ft (28 m) The deceleration distance from Exhibit 5-30 would be 359 ft (109 m) The total left-turn lane length (exclusive of tapers) would be 449 ft (137 m)

If constraints preclude this length, the turn lane length should be explained as a nonconforming feature.

Exhibit 5-33 Deceleration Distances (ft) for Passenger Cars Approaching Intersections (Braking at a Comfortable Rate of 5.8 ft/s2 (1.8 m/s2))

5.9.8.3 Speed Change Lanes for At-Grade Intersections

Speed change lanes minimize the disruption to through traffic from turning vehicles.

A. Suitability

The decision of whether or not to provide acceleration lanes should be based on the volume of both through and entering traffic, the intersection geometry, and the 85th

MPH 0 5 10 15 20 25 30 35 40 45 50 55 60 65

MPH MPH ft/s 0 7 15 22 29 37 44 51 59 66 73 81 88 95

85 67 98 832 828 814 791 758 717 666 605 536 457 369 271 165 49

80 64 94 760 755 741 718 685 644 593 532 463 384 296 199 92 -

75 61 89 690 685 671 648 616 574 523 463 393 314 226 129 22 -

70 58 85 624 619 605 582 550 508 457 397 327 248 160 63 -

65 55 81 561 556 542 519 487 445 394 334 264 185 97 -

60 52 76 501 497 483 460 427 386 335 274 205 126 38 -

55 48 70 427 423 409 386 353 311 260 200 131 52 -

50 44 65 359 354 340 317 285 243 192 132 62 -

45 40 59 297 292 278 255 223 181 130 70 -

40 36 53 240 236 222 199 166 124 73 13 -

35 32 47 190 185 171 148 116 74 23 -

30 28 41 145 141 127 104 71 29 -

25 24 35 107 102 88 65 33 -

20 20 29 74 70 56 32 -

15 15 22 42 37 23 -

Design

Speed

(Vd)

Running

Speed

Speed Reached (Va)

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09/01/17 §5.9.8.3

percentile speed of through traffic. Generally, right-turn acceleration lanes are not necessary when right-turning volumes are low and the traffic flow being entered has an 85th percentile speed equal to or less than 35 mph (60 km/h). Acceleration lanes should be provided when both through and entering traffic volumes are high and the 85th percentile speed of through traffic is over 50 mph (80 km/h). An acceleration lane may be necessary when right-turn volumes are high regardless of speeds on the intersected highway or the turning roadway intersects the highway at less than 60⁰ as shown in

Exhibit 5-28. Acceleration lanes are not usually needed at signalized intersections unless the turning movement is not controlled by the signal.

B. Speed Change Lane Geometry

Merging and diverging is most efficient when the angle is small (10⁰ - 15⁰) and speed

differentials are at a minimum. Acceleration or merging lanes should be long enough for merging traffic to attain the average speed of through traffic. Short or nonexistent merging distance can increase the potential for rear-end and other merging crashes. Substandard acceleration lane lengths may be worse than no acceleration lane due to the possibility of violating driver expectancies. AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011, should be used to determine the speed change lane lengths. The turning roadway speed should be used to determine the initial speed and the off-peak 85th percentile speed of the highway that the traffic is entering should be used to determine desirable lane lengths. In urban areas or low speed rural areas, the minimum speed change lane lengths should be based on a speed on 15 mph (20 km/h) below the highway design speed.

C. Tapers for Speed Change Lanes

For speed change lanes, the deceleration taper should conform the bay taper as described in Section 5.9.8.2 E. Where high speeds are anticipated, the taper should conform to Chapter 10 of AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011.

BASIC DESIGN 5-137

09/01/17 §5.9.9

5.9.8.4 Safety Widening At Rural Intersections

The potential for rear-end crashes at intersections on high-speed (≥ 50 mph (80 km/h), two-lane rural roads can be reduced by providing a left-turn slot to separate slowing or stopped turning traffic from high-speed through traffic. Safety widening should be considered where:

• The available stopping sight distance is less than the decision sight distance specified in Chapter 3 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011, for a stop on a rural road (avoidance maneuver A).

• There is a crash pattern correctable by separating left-turning traffic from through traffic

• Higher traffic volumes increase the time a left-turning vehicle must sit in the travel lane waiting for gaps in traffic; increasing the potential for rear-end collisions.

Since safety widening addresses a speed differential rather than a capacity need, it should, if practicable, provide full deceleration distance from the 85th percentile speed in the total length of the bay taper plus the full-width turn lane. Chapter 10 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011, or in more constrained conditions, Exhibit 5-33 can be used to determine the deceleration distance required. In addition to the deceleration distance, provide storage for at least one design vehicle. The widening should conform to Exhibit 5-34. If constraints preclude standard taper and deceleration lengths, provide the optimal practical design and document the nonconforming left-turn lane in the Design Approval Document. The use of a shoulder by-pass lane (i.e., a widened and/or "beefed-up" shoulder that is striped for use by through traffic to go around left turning vehicles) is currently not an acceptable practice and should not be used in lieu of safety widening. This should not be confused with the practice of beefing-up shoulders that remain striped as shoulders (refer to Chapter 3, Section 3.2.5.2). 5.9.9 Bus Stops/Turnouts Bus stops and turnouts should, if practicable, be located at the far side of intersections to facilitate bus and traffic operations. Bus turnouts at intersections with a free right turn should be located 50 ft (15 m) downstream of the end of the right-turn acceleration lane merge taper. Bus turnouts should be provided if the bus stop is on the receiving side of a double left- or right-turn movement and there are only two lanes serving traffic departing the intersection. Refer to Exhibit 5-28 and Section 5.7.21.


BASIC DESIGN 5-138

09/01/17 §5.9.9

Exhibit 5-34 Safety Widening at T-Intersection on Rural Two-Lane Road

BASIC DESIGN 5-139

09/01/17 §5.9.10

5.9.10 Divided Highway Median Openings in Urban Areas Refer to Chapter 3, Section 3.2.8.2 for guidance on choosing between raised or flush medians. The median at an intersection leg should be the same type as on the highway approach. If left-turn volumes require substantial storage for queued left-turning vehicles on an intersection approach which has a continuous two-way, left-turn lane, consider striping the median as a one-direction, left-turn lane far enough upstream of the intersection to provide the storage length required for the left-turning volume.

Raised median openings with left-turn lanes should be provided only at major cross streets and to serve large traffic generators or emergency vehicles. Pedestrian and bicycle travel patterns are to be considered. The designer should, if practicable, avoid opening the median for low-volume (one-way, design-hour volume of 100 vph or less) intersecting streets and left-turn movements from the arterial. U-turn movements should be accommodated at major intersections. The availability of alternate travel paths (e.g., frontage roads) should be considered and may permit elimination of median openings for cross streets with one-way, design-hour volumes over 100 vph. Consider providing roundabouts or indirect, left-turning roadways or jug handles for left turn access if ROW costs and impacts are not excessive. Refer to Exhibit 5-25. If the median is not wide enough to provide refuge for side-street vehicles crossing one direction of mainline traffic at a time, consider leaving the median unopened if signal warrants are not met. Mainline speeds, traffic volumes, and sight distance are among the factors to be considered in this determination. Design of median openings should consider the need for traffic to access properties on the other side of the raised median between median openings. Chapter 9 of AASHTO's A Policy on Geometric Design of Highways and Streets, 2011, describes design considerations and alternatives for "direct" (from the median left-turn lane at the intersection) and "indirect" U-turns (other than from the median left-turn lane at the intersection). If direct U-turns are to be encouraged, the left-turn lane should be long enough to store both left turn and U-turn traffic. Refer to Chapter 3 of this manual and Chapters 4 and 9 of AASHTO's A Policy on Geometric Design of Highways and Streets", 2011, for further design guidance including length of median opening, turning path radii, and median end shape. A simple median opening of minimum design which accommodates the design vehicle may be sufficient at minor intersections on a low-speed divided highway with low to moderate traffic volumes. Higher speeds, mainline through volumes, turning demand, and cross street flow require median design adequate to accommodate turning movements with little or no interference between traffic movements. To improve operations and sight distance at intersections where the median width is 16 ft (5 m) to 24 ft (8 m), provide a flush divider to the right of the left-turn lane to direct the left-turning vehicle as far to the left as possible thereby reducing the potential for opposing left-turning vehicles to obstruct each other's view of opposing through traffic. Refer to Exhibit 5-35.



BASIC DESIGN 5-140

09/01/17 §5.9.10

Special attention must be given to all aspects of traffic operations and safety in all medians over 24 ft (8 m) wide. Refer to Exhibit 5-36. Signalized divided intersections where opposing left-turn lanes or the left edges of traveled way are separated by more than 30 ft (9.14 m) should be treated as two intersections with separate traffic signals and/or stop or yield signs. If the median is not wide enough to allow storage of arriving vehicles between the two signals, special signal phasing (double clearances) must be provided to clear turning and cross-street traffic from the median area between the two signals. The design shown in Exhibit 5-36 eliminates the need for two separate signals by locating the opposing left-turn lanes within 30 ft (9.14 m) of each other. This design also provides the flexibility to provide signal phasing which serves both left turns concurrently. The design of unsignalized divided highway crossings should consider the possibility of eventual signalization or other improvements to the crossing. Safety concerns can result in signalization or reconstruction of high-speed, divided highway crossings long before traffic volumes do.

BASIC DESIGN 5-141

09/01/17 §5.9.10

Exhibit 5-35 Left-Turn Slot with Divider on Right

BASIC DESIGN 5-142

09/01/17 §5.9.10

Exhibit 5-36 Design of Median Lanes for Medians Over 25 ft (8 m) Wide

BASIC DESIGN 5-143

09/01/17 §5.10

5.10 REFERENCES 1. A Policy on Geometric Design of Highways and Streets, 2011, American Association of

State Highway and Transportation Officials, Suite 225, 444 North Capitol Street, N.W., Washington, D.C. 20001.

2. A Policy on Design Standards – Interstate System, 2016, American Association of State

Highway and Transportation Officials, Suite 225, 444 North Capitol Street, N.W., Washington, D.C. 20001.

3. A Toolbox for Alleviating Traffic Congestion, 1989, Institute of Transportation Engineers,

525 School St., S.W., Suite 410, Washington, D.C., 20024. 4. Americans with Disabilities Act Accessibility Guidelines, United States Access Board, 1331

F Street NW, Suite 1000, Washington DC 20004-1111. 5. Bridge Manual, Structures Design and Construction Division, New York State Department

of Transportation, 50 Wolf Road, Albany, NY 12232. 6. 7. Comprehensive Pavement Design Manual, Materials Bureau, New York State

Department of Transportation, 50 Wolf Road, Albany, NY 12232. 7. Design Guidelines for the Control of Blowing and Drifting Snow, SHRP-H-381, 1994,

Strategic Highway Research Program, National Research Council, 2101 Constitution Ave., N.W., Washington, D.C. 20418.

8. Project Development Manual, Design Quality Assurance Bureau, New York State

Department of Transportation, 50 Wolf Road, Albany, NY 12232. 9. Federal-Aid Policy Guide, Part 772, Procedures for Abatement of Highway Traffic Noise

and Construction Noise, U.S. Department of Transportation, Federal Highway Administration, Washington, D.C. 20590.

10. Freeway Modifications to Increase Traffic Flow, FHWA Technology Sharing Report

FHWA-TS-80-203, 1980, McCasland, W.R., et al., U.S. Department of Transportation, Federal Highway Administration, Washington, D.C., 20590.

11. Guidelines for the Adirondack Park, 1996, New York State Department of Transportation,

50 Wolf Road, Albany, NY 12232. 12. Guidelines for Selection of Ramp Control Systems, NCHRP Report 232, 1981, Blumentritt,

C.W., et al., Transportation Research Board, 2101 Constitution Ave., N.W., Washington, D.C., 20418.

13. Guidebook on Methods to Estimate Non-Motorized Travel: Overview of Methods, 1999,

FHWA-RD-98-165, Federal Highway Administration, Research, Development, and Technology, Turner-Fairbank Highway Research Center, 6300 Georgetown Pike, McLean, V.A., 22101-2296.

14. Guidebook on Methods to Estimate Non-Motorized Travel: Supporting Documentation,

1999, FHWA-RD-98-166, Federal Highway Administration, Research, Development, and

BASIC DESIGN 5-144

09/01/17 §5.10

Technology, Turner-Fairbank Highway Research Center, 6300 Georgetown Pike, McLean, V.A., 22101-2296.

15. Highway Capacity Manual, 2010, Transportation Research Board, National Research

Council, 2101 Constitution Avenue, N.W., Washington, D.C., 20418. 16. Intersection Channelization Design Guide, NCHRP Report 279, Nov. 1985, Transportation

Research Board, 2101 Constitution Avenue, N.W., Washington, D.C., 20418. 17. Living Snow Fences: Protection That Just Keeps Growing, 1989, D.L. Shaw, Colorado

Interagency Living Snow Fence Program, Colorado State University, Fort Collins, Colorado.

18. Manual of Administrative Procedures, Code 7.8-5-1 Disposal of Surplus Real Estate,

June 5, 1992, New York State Department of Transportation, 50 Wolf Road, Albany, NY 12232.

19. Manual on Uniform Traffic Control Devices, 2009, U.S. Department of Transportation,

Federal Highway Administration, for sale by the Superintendent of Documents, U.S. Government Printing Office, Washington, D.C., 20402.

20. Official Compilation of Codes, Rules, and Regulations of the State of New York, Part 75

(Approval of Privately Owned Airports) of Title 17, Aviation Division, New York State Department of Transportation, 50 Wolf Road, Albany, NY 12232.

21. Official Compilation of Codes, Rules and Regulations of the State of New York, Part 131

(Accommodation of Utilities Within State Highway Right-of-Way) of Title 17, Design Quality Assurance Bureau, New York State Department of Transportation, 50 Wolf Road, Albany, NY 12232.

22. Official Compilation of Codes, Rules and Regulations of the State of New York Title 17

Transportation (B) Chapter V, 2001, West Group, 610 Opperman Drive, Eagan, MN 55123.

23. Instruction A02-5-29 Program Procedure EN-RE-504, October 20, 1994, Real Estate

Division, New York State Department of Transportation, 50 Wolf Road, Albany, NY. 12232.

24. Real-Time Human Perceptions: Toward a Bicycle Level of Service, 1997, B. W. Landis, V.

R. Vattikuti, M. T. Brannick, Transportation Research Record 1578, Transportation Research Board, National Research Council, 2101 Constitution Avenue, N.W. Washington, D.C., 20418.

25. Right of Way Mapping Procedure Manual, Design Services Bureau, New York State

Department of Transportation, 50 Wolf Road, Albany, NY 12232. 26. Roadside Design Guide, 2011, American Association of State Highway and Transportation

Officials, Suite 225, 444 North Capitol Street, N.W., Washington, D.C. 20001.

BASIC DESIGN 5-145

09/01/17 §5.10

27. Roundabouts: An Informational Guide, FHWA-RD-00-067, Federal Highway Administration, Research, Development, and Technology, Turner-Fairbank Highway Research Center, 6300 Georgetown Pike, McLean, V.A., 22101.

28. Shoulder Geometrics and Use Guidelines, NCHRP Report 254, 1982, Downs, W.,

Transportation Research Board, 2101 Constitution Ave., N.W., Washington, D.C., 20418. 29. Sketch-Plan Method for Estimating Pedestrian Traffic for Central Business Districts and

Suburban Growth Corridors, 1997, J. M. Ercolano, J.S. Olson, D. M. Spring, Transportation Research Record 1578, Transportation Research Board, National Research Council, 2101 Constitution Avenue, N.W. Washington, D.C., 20418.

30. Signalized Intersections: Informational Guide, FHWA-HRT-04-091, Federal Highway

Administration, Research, Development, and Technology, Turner-Fairbank Highway Research Center, 6300 Georgetown Pike, McLean, V.A., 22101.

31. Surveying Standards and Procedures Manual, Design Services Bureau, New York State

Department of Transportation, 50 Wolf Road, Albany, NY 12232. 32. The Effectiveness of Truck Rollover Warning Systems, August, 2000, D. Baker, R.

Bushman, C. Berthelot, Paper No 01-2646, University of Saskatchewan, Department of Civil Engineering, 57 Campus Drive, Saskatoon, Saskatchewan, S7N 5A9.

33. Traffic Engineering Handbook 4th Edition, 1992, Institute of Transportation Engineers, 525

School St., S.W., Suite 410, Washington, D.C., 20024-2797. 34. Traffic Engineering Handbook 5th Edition, 1999, Institute of Transportation Engineers, 525

School St., S.W., Suite 410, Washington, D.C., 20024-2797. 35. Vehicle and Traffic Law, 2016, New York State Department of Motor Vehicles, Empire

State Plaza, Albany, NY 12228. 36. Superelevation Criteria for Sharp Horizontal Curves on Steep Grades, NCHRP Report

774, 2014, Torbic, D, et al., Transportation Research Board, 2101 Constitution Ave., N.W., Washington, D.C., 20418.

POLICY and STANDARDS for the Design of Entrances to

State Highways

September 1, 2017

This Page Intentionally Left Blank.

01/15/15 Preface

DRIVEWAY DESIGN POLICY

POLICY AND STANDARDS FOR THE DESIGN OF ENTRANCES TO STATE HIGHWAYS

PREFACE

This policy (commonly referred to as the “Driveway Design Policy”) outlines the Department’s technical and procedural requirements involved in the planning, design, construction, and maintenance of entrances to a State highway. While this policy is most commonly used for driveways, it applies to all entrances, including walkways, stairways, city and village streets, town and county highways, private access roads, subdivision roads (defined in Section 5A.10 of this policy), and roads owned by other State agencies and authorities.

Property owners seeking to build or improve an entrance to a State highway must, in addition to meeting applicable local requirements and the State Environmental Quality Review Act (SEQRA), obtain and comply with all conditions of a New York State Department of Transportation Highway Work Permit. Issuance of the Highway Work Permit is contingent upon Department review and approval of the planning and design details of the entrance.

Property owners, developers, consultants, and local officials play important roles in the process and should be aware of specific portions of this policy.

• Sections 5A.2 and 5A.3 outline the responsibilities of the property owner. Since residential driveways have less impact on the highway system than commercial driveways and subdivisions, residential property owner responsibilities are generally limited to Sections 5A.2.1, and 5A.3.1 through 5A.3.6. Design requirements for residential driveways are detailed in Sections 5A.4, 5A.5, and 5A.9.

• Sections 5A.4, 5A.6, 5A.7, and 5A.9 contain commercial driveway design requirements, which should be used by consultants hired by the property owner to plan and design minor commercial driveways and may be useful to consultants designing major commercial driveways.

• Section 5A.4, 5A.7, 5A.8, and 5A.9 contain subdivision, municipal street and municipal highway design requirements, which may be useful to developers and municipalities planning and designing access to a State highway.

• Sections 5A.2 and 5A.4 include procedural requirements and general design guidelines, respectively, which may interest local government planning and review agencies or boards.

This policy is in dual units. Metric units are shown in U.S. customary units with metric units in parentheses. The values are hard converted (not a precise conversion) to better represent the degree of accuracy needed.

Highway Work Permit forms are available on the Department’s web site: www.dot.ny.gov/permits. For detailed information on the permitting process and its requirements, refer to www.dot.ny.gov/permits and the Department’s Manual of Administrative Procedure 7.12-2 on Highway Work Permits.

https://www.dot.ny.gov/permits


01/15/15 Preface


CONTACT PERSON

Questions concerning this policy should be directed to the appropriate NYSDOT Regional Permit Coordinator. Names and phone numbers for the Permit Coordinators are provided on the Internet at: https://www.dot.ny.gov/permits.

General information can be obtained from NYSDOT Transportation Maintenance Offices, also known as Maintenance Residencies. Contact information for the local residency can be found on the NYSDOT website, at www.dot.ny.gov/about-nysdot/faq/residencies or in the Government Listings of your local phone book. Look under “State Offices,” then “Transportation Department of,” and then “Transportation Maintenance.”


https://www.dot.ny.gov/about-nysdot/faq/residencies

01/15/15


Contents Page

5A.1 INTRODUCTION ................................................................................................................. 1

5A.2 GENERAL POLICY FOR THE DESIGN OF ENTRANCES TO STATE HIGHWAYS .......... 2

5A.2.1 Non-Department Projects / Highway Work Permits ........................................... 2

5A.2.2 Department Projects ......................................................................................... 5

5A.3 CONDITIONS AND LIMITATIONS OF HIGHWAY WORK PERMITS ................................. 6

5A.3.1 Maintenance Responsibility ............................................................................... 6 5A.3.2 Permit Traffic Signals ........................................................................................ 6

5A.3.3 Other Traffic Control Devices ............................................................................ 7

5A.4 GENERAL DESIGN REQUIREMENTS AND GUIDELINES ............................................... 7

5A.4.1 Spacing ............................................................................................................. 7 5A.4.2 Sight Distance ................................................................................................... 8 5A.4.3 Median Openings on State Highways ................................................................ 9 5A.4.4 Driveway Profile ................................................................................................ 9 5A.4.5 Drainage ........................................................................................................... 9 5A.4.6 Sidewalks and Other Pedestrian Facilities ....................................................... 11

5A.5 RESIDENTIAL DRIVEWAYS AND FIELD ENTRANCES ................................................. 12

5A.6 MINOR COMMERCIAL DRIVEWAYS .............................................................................. 12

5A.6. 1 Access Control ............................................................................................... 13 5A.6.2 Constrained Areas .......................................................................................... 14 5A.6.3 Drainage Study ............................................................................................... 15 5A.6.4 Traffic Impact Study ........................................................................................ 17

5A.7 MAJOR COMMERCIAL DRIVEWAYS ............................................................................. 17

5A.7.1 Traffic ............................................................................................................. 17 5A.7.2 Layout ............................................................................................................. 18 5A.7.3 Corner Angle ................................................................................................... 18 5A.7.4 Material .......................................................................................................... 19

5A.8 STREETS AND HIGHWAYS OFF THE STATE HIGHWAY SYSTEM .............................. 19

5A.9 DRIVEWAY TABLE .......................................................................................................... 20

5A.10 GLOSSARY OF TERMS ................................................................................................. 23

5A.11 REFERENCES................................................................................................................ 26

01/15/15


List of Figures, Forms, and Tables

Figure 5A-1, Maximum allowable new impervious area for Minor Commercial Driveways draining to NYS Highway System open drainage ...................................................................... 16

Figure 5A-2, Maximum allowable new impervious area for Minor Commercial Driveways draining to NYS Highway System closed drainage .................................................................... 16

Figure 5A-3, Driveway Location Standards ............................................................................... 27

Figure 5A-4, Residential Driveway - Typical Plan, Profiles and Radius Layout .......................... 28

Figure 5A-5, Residential Driveway - Taper Layout .................................................................... 29

Figure 5A-6, Driveway Table ..................................................................................................... 30

9/01/17 §5A.1

DRIVEWAY DESIGN POLICY 5A-1

5A.1 INTRODUCTION

Section 52 of the New York State Highway Law and Section 1220-a of the New York State Vehicle and Traffic Law prohibit entrance on, and work being performed on, any State highway except pursuant to the authority of a permit and under rules and regulations prescribed by the Commissioner of Transportation.

In accordance with the exercise of these duties, the New York State Department of Transportation has standards and procedures governing such work within the highway right of way, including the construction of entrances to State highways so as to regulate traffic entering or leaving abutting properties. These policies, standards, and procedures (available at www.dot.ny.gov/permits) protect the public through orderly control of traffic movements onto and from the highway, preserve the public’s investment in highway infrastructure, and ensure uniform design and construction of entrances and exits statewide.

A highway serves two major purposes as a part of a transportation facility. It must facilitate safe and efficient movement of people and goods and provide reasonably convenient access to the abutting property owner. Driveway regulation is intended to balance these two roles without allowing one to become a serious detriment to the other, and is implemented by the Highway Work Permit review process described in this and other related publications.

The Department meets with local planning boards and other local officials and works pro-actively to increase public awareness about access control safety and mobility concerns. Through local officials, the Department encourages developers to apply for a Highway Work Permit early in the local process, so local land use and access control concerns can be addressed in a coordinated fashion. The Department, local officials, and developers all benefit from this coordinated approach since it improves safety and mobility and reduces the potential for design changes.

A universally recommended approach is to utilize the State Environmental Quality Review Act (SEQR) coordinated review process (See Section 5A.2.1.3 of this policy). Successful application of these efforts will allow for a more orderly and comprehensive consideration of transportation and access needs and may facilitate the accommodation of individual Highway Work Permits.

The Department, through the Highway Work Permitting and SEQR processes, identifies impacts on State highways that would occur from proposed developments. As a condition of the Highway Work Permit, the Department requires developers to mitigate significant adverse traffic impacts on State highways caused by the permitted development. The Department recognizes the importance of development to local and regional economies and is committed to assisting developers and local governments in coordinating the Highway Work Permitting process with the SEQR process.

The provisions, guidelines, standards, and procedures set forth in this publication are consistent with those for Department work and represent the official policy of the Department of Transportation governing driveway, walkway, and stairway entrances to State highways. They shall become effective September 1, 2017, thereby superseding previous policy and standards adopted for these same purposes.



9/01/17 §5A.2.1.4

While this policy is intended to provide statewide uniformity, Department personnel responsible for access control will exercise judgment to provide the most effective and practical degree of access control. The Department of Transportation shall be the sole authoritative interpreter of the content and intent of this publication.

5A.2 GENERAL POLICY FOR THE DESIGN OF ENTRANCES TO STATE HIGHWAYS

5A.2.1 Non-Department Projects / Highway Work Permits

This section does not apply to Department projects. Highway work permits for entrances to State Highways are subject to the following conditions and limitations:

5A.2.1 .1 Access to a State Highway

Any person, institution, or corporation desiring permanent, improved, or temporary access to, or performing work within a State highway right-of -way shall obtain a Highway Work Permit from the Department of Transportation and comply with all conditions of its issuance. The application for a work permit, other documents needed, and the Department contacts are included on the Department’s Internet site at www.dot.ny.gov/permits.

The provisions of this policy shall not apply to entrances already in existence on September 1,

2017 or permits submitted for approval by September 1, 2017. This policy shall apply to any new

driveways, walkways, or stairways within the State right of way, and improvements to any new

driveways, walkways, or stairways within the State right of way, that are submitted for approval

after September 1, 2017. Improvement is defined as one or more of the following:

• Resurfacing (excludes driveway sealant) • Rehabilitation and reconstruction

• Replacement of existing drainage pipe

• A change in width, grade, or location

• A change in traffic control (excluding the installation of stop signs)

5A.2.1 .2 Mitigation

A. New Driveways

Developers of commercial property and large subdivisions may, as a condition of the permit or SEQR, be required to mitigate the impacts of their development to maintain the same level of service, safety, operation, and/or other measure of traffic conditions as the affected highway(s) would experience without the development. Such mitigation may include, but is not limited to: acceleration, deceleration, through or turning lanes, traffic signals on the State highway, extended throat lengths, provision of service or access roads, and appropriate internal circulation off the highway. The impacts and required mitigation will be determined, subject to Department approval, by a Traffic Impact Study (TIS) conducted by the permittee based on full build-out of the development in the estimated



01/01/15 §5A.2.1.3

year of completion. The TIS should be completed in accordance with Department requirements and is subject to approval by the Department under the Highway Work Permitting process and the SEQR lead agency as a component of the SEQR Environmental Review Process. A template for a TIS can be found on the NYSDOT Highway Design Manual Chapter 5 web page.

Mitigation of full build-out traffic impacts should be completed to the satisfaction of the Regional Traffic Engineer before opening of the development, unless phasing of work is allowed by the Department with adequate controls to assure the performance of future work.

B. Existing Driveways

Whenever a change or expansion of a business or other land use is expected to increase traffic flow on the State highway system through an existing driveway, it may be necessary for the owner to mitigate the impact of the increased traffic by improving the driveway and/or highway. Highway and driveway improvements may include, but are not limited to, driveway relocation or closure, signal installation or modification, and/or widening needed for the safe and efficient flow of traffic. The Regional Traffic Engineer may, in the interest of public safety, authorize restrictions on movements into and/or out of the driveway if the necessary improvements are not completed.

5A.2.1.3 SEQR Coordination

The Department will not issue a Highway Work Permit until all the SEQR requirements are met. The coordination of the two processes (Highway Work Permit and SEQR) is critical; however, the timing can lead to problems. The SEQR process is usually completed (sometimes months) before a permittee’s application for a Highway Work Permit is submitted to the Department. If there has been no coordination between the local government and the Department during the SEQR process, delays can arise during the Highway Work Permitting process. To avoid unnecessary delays and problems, the following suggestions are offered:

• Local governments should notify the Department as early as possible when considering access to a State highway.

• SEQR lead agencies should invite and encourage early Department involvement to identify impacts. A coordinated review should be pursued. A coordinated review is defined by the NYS Department of Environmental Conservation’s SEQR Handbook as, “The process by which all involved agencies cooperate in one integrated environmental review.”

• Lead agencies should consider the merits of the Scoping Phase of the SEQR process particularly when dealing with complex developments involving several agencies and impacts. It is during the scoping phase that involved agencies have an opportunity to identify their data and information needs, concerns, and expectations. Scoping, if done correctly, can help to avoid misunderstandings or unrealistic expectations.

http://www.dec.ny.gov/permits/6188.html


01/01/15 §5A.2.1.4

On projects requiring the issuance of a Highway Work Permit, the Department usually participates in the SEQR process as an involved agency and will:

• Issue a Record of Decision when the lead agency prepares an Environmental Impact Statement and issues a Record of Decision.

• Issue a SEQR determination when the Department is the lead agency.

• Coordinate with other involved agencies and issue a SEQR positive declaration if the lead agency has conducted an uncoordinated review processes and must prepare an Environmental Impact Statement.

• Not issue a SEQR determination on other projects.

5A.2.1.4 Arterial/Access Management Initiative

The Arterial/Access Management Initiative is a State and local collaborative process combining transportation planning and local land-use planning tools to protect the functional integrity of the highway network and provide safe and efficient access and mobility. The major elements of Arterial/Access Management include a combination of:

• Access management.

• Land use planning and controls.

• Corridor preservation.

• Transportation improvements.

• Finance techniques.

Access points are a major source of accidents and congestion on highways with abutting commercial strip development. In these areas, driveway spacing directly affects the highway's safety and functionality. Optimal driveway spacing cannot be precisely determined, but there is a consensus that driveway spacing on the order of 300 ft to 500 ft (90 m to 150 m), depending on the operating speed on the highway and the traffic generation of the development, is desirable to reduce accidents and maintain the flow of traffic. Achieving desirable spacing is particularly important on congested highways with existing or emerging commercial and retail development. It may be impractical to achieve desired spacing due to limited lot frontages, existing driveways and site constraints; nonetheless, efforts should be made to improve driveway spacing even if the desired values cannot be attained.

Driveway spacing can sometimes be improved by consolidating the access to multiple sites. These and other access management techniques are typically implemented over time, in cooperation with local government, as a part of local access management plans. They can also be included as elements of Department capital projects. To be effective, access management plans require a high level of coordination with local government, both in the development and implementation of the plans.

For additional information, refer to:

• NCHRP Report 659: Guide for the Geometric Design of Driveways, 2010, Transportation Research Board of the National Academies, Washington, D.C.

• NYSDOT’s Internet web site at www.dot.ny.gov.

http://www.trb.org/Publications/Blurbs/163868.aspx

https://www.dot.ny.gov/index

09/01/17 §5A.2.2.4


5A.2.2 Department Projects

5A.2.2.1 Project Types

On Department Reconstruction or Resurfacing, Restoration and Rehabilitation (2R/3R) contracts, the Department will alter, at its own expense, existing entrances to State highways to comply with the spirit and intent of the policy and standards herein.

On simple resurfacing projects (e.g., 1R) and other preventive and corrective maintenance projects, existing entrances are only altered if they contribute to safety or operational problems. If problems are identified, the driveway should be modified by the Department to comply with the spirit and intent of the policy and standards herein.

5A.2.2.2 Driveway Work Release

If the limit of work is extended beyond the existing highway right of way to obtain adequate driveway geometrics, the Department should attempt to obtain driveway work releases (Permission to Perform Contract Work on Private Land, Form HC-90). If the property owner refuses to sign the work release, he/she should be advised that the Department will proceed with the project without reestablishing the driveway. Any future work to reestablish the driveway will be the property owner’s responsibility and will require a Highway Work Permit (application available on the Department’s Internet site at www.dot.ny.gov/permits).

5A.2.2.3 Walkways and Stairways

If the limit of work is extended beyond the existing highway right of way to obtain walkway or stairway designs that meet the applicable requirements, the Department should attempt to obtain work releases (Permission to Perform Contract Work on Private Land, Form HC-90). If the property owner refuses to sign the work release, he/she should be advised that the Department will proceed with the project without reestablishing the walkway or stairway. The work completed within the public right-of-way cannot result in a condition that reduces the accessibility of an existing pedestrian facility within the right-of-way. Any future work to reestablish the walkway or stairway will be the property owner’s responsibility and will require a Highway Work Permit (application available on the Department’s web site at www.dot.ny.gov/permits).

5A.2.2.4 Exceptions

In cases where strict compliance with the provisions of this publication may cause severe hardship to the property owner, the Department may consider exceptions to permit existing driveway entrances to remain unaltered where this is not likely to interfere with efficient and safe flow of traffic on the highway. Driveway locations should not be altered in the field without consultation with the project designer.

https://www.dot.ny.gov/divisions/engineering/design/dqab/hdm/hdm-repository/HC90_Property_Release_Form.pdf


https://www.dot.ny.gov/divisions/engineering/design/dqab/hdm/hdm-repository/HC90_Property_Release_Form.pdf


01/01/15 §5A.3.2


5A.3 CONDITIONS AND LIMITATIONS OF HIGHWAY WORK PERMITS

This section does not apply to Department projects. Highway Work Permits for entrances to State Highways are subject to the following conditions and limitations:

5A.3.1 Maintenance Responsibility

Property owners having access to a State highway shall be fully responsible for maintenance of their driveway and channelization. including the portion from the highway right of way line to the outside edge of the highway shoulder or curb. This maintenance responsibility includes removal of snow and ice and keeping the portion within the highway right of way in a safe condition for the general public. Where the owner of a commercial property is required to construct acceleration, deceleration, or turning lanes on the State highway, the Department may, in the interest of public convenience, provide routine maintenance and remove snow and ice on the portions of these lanes constituting an integral part of the State highway. This in no way absolves the property owner of the overall maintenance responsibility for the reconstruction and major repair of these lanes, if necessary.

The property owner shall be responsible for the maintenance of ditches, pipes, catch basins, grates, detention ponds, and other drainage structures constructed in connection with providing access to his property, unless other legally binding arrangements, acceptable to the Department, are made. All traffic control devices, such as traffic signals, stop and yield signs, one-way or other regulatory signs, pavement markings, delineators, etc., installed by the property owner in the highway right of way with the permission of the Department, shall conform to the National MUTCD, NYS Supplement. (Available on the NYSDOT web site at https://www.dot.ny.gov/divisions/operating/oom/transportation-systems/traffic-operations- section/mutcd). Traffic control devices shall, with the exception of traffic signals, be maintained, energized, and replaced by the property owner. Traffic signals installed by the permittee are maintained by the Department for an annual maintenance fee. The Department may, in the interest of public safety or convenience, maintain pavement marking installed by the permittee on the highway. The property owner shall also trim brush and maintain his/her property in such a manner as to maintain optimal sight distance. A maintenance agreement requiring the owner and his/her successors to maintain the above features specified should be filed with the deed in the County Clerk’s office.

5A.3.2 Permit Traffic Signals

To provide safe and expedient movement of traffic to and from a commercial driveway, it may be necessary to install or modify a traffic signal on the State highway. If such traffic signal is at a private road or driveway, it shall be installed, and the energy costs to operate it shall be paid, by the property owner under the terms of a Permit to Install and Operate a Traffic Control Signal on State-Owned Property, issued by the Regional Traffic Engineer. The Department will operate and maintain the signal for an annual fee, to be charged to the permittee as specified in the permit. Operation and maintenance of signals erected prior to April 1,1986, may, at the Department’s discretion, be done by the permittee under the terms of the existing maintenance

https://www.dot.ny.gov/divisions/operating/oom/transportation-systems/traffic-operations-section/mutcd


01/01/15 §5A.4.1


agreement or by the Department for an annual fee. If a traffic signal is to be modified, it may be necessary to obtain a Highway Work Permit as well as a permit for the signal modification.

5A.3.3 Other Traffic Control Devices

If deemed necessary by the Department, other traffic control devices, such as flashing signals, regulatory and warning signs, delineators, pavement markings, etc., shall be installed by the permittee on commercial driveways in accordance with the National MUTCD and NYS Supplement. Both documents are available on the NYSDOT web site at https://www.dot.ny.gov/divisions/operating/oom/transportation-systems/traffic-operations- section/mutcd. Questions on the interpretation of these documents should be referred to the Resident Engineer or the Regional Traffic Engineer.

5A.4 GENERAL DESIGN REQUIREMENTS AND GUIDELINES

The following general design requirements apply to all types of entrances. The design requirements set forth in this section are intended to maintain traffic service and safety on the roadway and convenience for the traveling public and the permittee and are based on the premise that the rights of highway users and abutting property owners can be mutually satisfied. The Department reserves the right to impose any additional requirements it deems necessary for public safety.

A driveway or a driveway system shall be so located as to provide:

• The most favorable vision (sight distance), and horizontal and vertical alignment conditions for users of the proposed driveway and the highway.

• No undue interference with nearby driveways, intersections, interchanges, and turning or acceleration and deceleration lanes.

• Maximum safety and convenience for vehicles, cyclists, pedestrians, and other users of highway right of way.

• Consistency with driveway spacing standards presented in this section.

• Consistency with any local adopted driveway spacing standards or arterial corridor management plan.

In the interest of public safety and traffic flow and convenience, the Department may restrict the placement of a driveway to a particular location along the owner's frontage, restrict the type of access, or require shifting of an existing driveway. When a property fronting on a State highway also fronts on and has access to any other public street, road, or highway that intersects the State highway, the Department may restrict access to the State highway if it determines that such access would be detrimental to the safety and/or operation of the State highway.

5A.4.1 Spacing

The following instructions are provided to help locate new or reconstructed driveways for a particular site. See Figure 5A-3 – Driveway Location Standards (in the back of this policy) for more detailed requirements and guidance. The Department may modify distances if an engineering determination indicates another dimension is more suitable for a particular site.



01/01/15 §5A.4.2.1


The Department may restrict or prohibit specific movements if it determines that such movement(s) will interfere with safe and efficient traffic flow within or near an intersection.

Refer to Section 5A.2.1.4 of this policy for information on access management for land use planning, and the development of multiple sites along a highway.

5A.4.1.1 Spacing from Ramps, Auxiliary Lanes, and Transitions

The Department prohibits construction of a driveway along acceleration or deceleration lanes, lane tapers and near expressway or other limited access highway ramps. To enforce this policy, the Department may purchase the owner's right of access to a public highway. Refer to Chapter 6 of the NYSDOT Highway Design Manual (HDM) for specific access control limits at interchanges.

5A.4.1 .2 Location within Frontage

A driveway should be located entirely within the property owner’s frontage, with spacing to intersections and driveways serving adjacent properties as per Figure 5A-3. If the driveway extends onto adjoining property or is to be shared with other property owners, the permit applicant may be required to provide written agreement with the adjoining property owner(s).

5A.4.1 .3 Number of Driveways

Normally only one driveway shall be permitted for each residential property, minor commercial property, and subdivision. An additional driveway may be permitted by the Department if both sufficient frontage exists, and extenuating circumstances justify a second driveway.

5A.4.2 Sight Distance

Inadequate sight distance or other safety or operational deficiencies may require that one-way or turn restrictions (e.g., no left turns) be imposed at the driveway.

5A.4.2.1 Intersection Sight Distance

Intersection sight distances should meet or exceed the values in HDM Chapter 7 and HDM

Chapter 5, Appendix C. Intersection sight distance at a driveway allows the drivers of approaching vehicles a sufficient view of the highway to decide when to enter the intersection to avoid collisions. Use of signals, turn restrictions, and/or acceleration lanes can mitigate nonconforming intersection sight distance(s.) Lower sight distance values may be used if the Regional Traffic Engineer determines that they will not significantly degrade traffic safety and operations, and there is no reasonable alternative.





1/15/15 §5A.4.4.2


5A.4.2.2 Stopping Sight Distance

Driveways should be located where the stopping sight distance meets or exceeds the values in HDM Chapter 7 and HDM Chapter 5, Appendix B. Where the stopping sight distance is nonstandard, consider turn restrictions and/or speed change lanes (i.e., acceleration and deceleration lanes) as mitigation, and, if practical, locate the driveway for optimal sight distance.

5A.4.3 Median Openings on State Highways

Avoid median openings on divided highways for left turns to and from residential or commercial driveways. Existing median openings may be closed by the Department if it best serves the safety and operation of the State highway. The Department may, at its discretion, permit median openings to serve major commercial driveways if justified by a traffic engineering study. New median openings must be designed to mitigate operational and safety impacts. Refer to NYSDOT HDM Chapter 3 (Sections 3.2.8.2 and 3.2.8.3) and HDM Chapter 5 (Sections 5.7.9 and 5.9.10) for guidance on median treatments.

5A.4.4 Driveway Profile

5A.4.4.1 Profile Within Highway Edge of Pavement

All driveways shall be constructed to slope away from the edge of the travel lane at the same slope as the highway shoulder which normally varies in down-slope from 2% to 6% (0.25 in/ft to 0.75 in/ft).

5A.4.4.2 Profile Beyond Highway Edge of Pavement

The profile beyond the highway edge of pavement is controlled by the:

• Drainage needs, discussed in Section 5A.4.5

• Maximum grades provided on NYSDOT Residential and Minor Commercial Driveways Standard Sheets 608-03. Where special circumstances require steeper driveway grades, contact the NYSDOT Traffic Engineer for assistance in establishing a safe profile design

• Minimum vertical curve to accommodate the design vehicle. Whenever the driveway grade changes, the profile should be rounded by connecting the two different grades with a smooth vertical curve. Abrupt changes in driveway grade near the highway may cause operational and safety problems. Driveway profiles should prevent vehicle undercarriage damage and facilitate entering and exiting maneuvers. Refer to the driveway profiles found in the Residential and Minor Commercial Driveways Standard Sheets 608-03.

• Sidewalk requirements, if applicable. Refer to the Residential and Minor Commercial Driveways Standard Sheets 608-03.











1/15/15 §5A.4.5.1


5A.4.5 Drainage

A driveway shall not adversely affect the highway drainage or drainage of adjacent properties. Drainage and the stability of the highway subgrade shall not be impaired by driveway construction or roadside development. The drainage design of a construction project shall not be compromised by field adjustments to compensate for altered driveway location. In no case shall the construction of a driveway cause water to flow across the highway pavement, pond on the shoulders, or pond in the ditch.

5A.4.5.1 Highway Drainage Ditches and Driveway Culverts

Where construction of a driveway necessitates crossing a highway ditch, a culvert pipe of adequate capacity shall be installed in the ditch. The low point of the driveway profile shall be at or close to the centerline of the pipe to direct runoff (flowing from the highway and adjacent property) into the ditch.

Driveway side slopes within the highway clear zone defined by the Department should be as flat as practical. Side slopes within the highway clear zone shall be:

• No steeper than 1 vertical on 6 horizontal for driveways on highways with operating speeds or design speeds of 50 mph (80 km/h) or greater.

• No steeper than 1 vertical on 3 horizontal for driveways on highways with operating speeds or design speeds of less than 50 mph (80 km/h).

Where there is a drainage ditch along the frontage, delineation (e.g., pavement markings, delineators, signs, curbing) should be provided to guide motorists to the driveway and away from the ditch.

Culvert pipe shall:

• Be adequate to carry the anticipated flow in the ditch per NYSDOT Highway Design Manual Chapter 8.

• Not be smaller than 15” (375 mm) inside diameter, except in extreme conditions where the Department may approve a pipe with a 12” (300 mm) inside diameter.

• Have structural material and gauge adequate to withstand the load from anticipated vehicular traffic across the driveway.

• Have tapered or flared pipe end sections, instead of head walls, within the highway clear zone defined by the Department. Pipe end sections shall meet current Department design policy in NYSDOT Engineering Instructions, Engineering Bulletins, and Highway Design Manual Chapter 10.

• Have a length determined as the sum of the width of the driveway and any driveway median measured along the ditch centerline and the length needed to accommodate the side slope from the driveway surface to the top of the pipe.

• Have 12” (300 mm) minimum cover over the top of the pipe




09/01/17 §5A.4.6


5A.4.5.2 Curbing

Existing curbing may be saw-cut to provide a driveway opening conforming to NYSDOT Residential and Minor Commercial Driveways Standard Sheets 608-03. Where drainage is carried along the curb, the driveway profile should be constructed with a short upgrade beyond the highway edge of pavement to prevent highway runoff from spilling onto private property. Where a short upgrade is not practical for residential and minor commercial driveways, a dropped curb, as shown on Residential and Minor Commercial Driveways Standard Sheets 608-03 should be considered to divert a portion of the runoff being carried along the curb. Grate inlets and slotted inlets (pipe interceptor drains) to a stormwater system may also be considered.

Where an existing curb opening is no longer needed for access, new curbing, matching the adjacent curbing, should be installed.

5A.4.5.3 Drainage for Driveways with Nonconforming Profiles

Driveways with a continuous down grade from the highway may channel stormwater runoff from the highway onto private lands. Where profile adjustments are not practical, consideration should be given to providing gutter sections with grate inlets or slotted inlets (pipe interceptor drains) to a stormwater system.

Driveways with a continuous down grade to the highway may channel stormwater runoff from the private lands onto the highway. Where profile adjustments are not practical, consideration should be given to grate inlets or slotted inlets (pipe interceptor drains) to a stormwater system. A pipe with a top opening is impractical in dirt or gravel driveways or where debris may clog the opening or the pipe.

5A.4.6 Sidewalks and Other Pedestrian Facilities

Existing sidewalks and other pedestrian facilities shall comply with the applicable Americans with Disability Act (ADA) standards at https://www.access-board.gov/guidelines-and-standards/buildings-and-sites/about-the-ada-standards/ada-standards. The construction, alteration, or restoration of sidewalks or other pedestrian facilities that are intended to be used by the public, and are located in the right-of-way, shall meet the requirements of HDM Chapter 18, the Critical Elements for the Design, Layout, and Acceptance of Pedestrian Facilities table, and the Proposed Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG).

Sidewalk and Curb Ramp Requirements:

• Sidewalk and curb ramp cross slope shall not exceed 1.5% for design and layout, and 2% for acceptance, unless it is technically infeasible due to terrain or other site constraints.

• Sidewalk grade shall not exceed the grade of the adjacent parallel highway.

• Ramped sidewalk sections across the driveway opening shall not be steeper than 7.5% for design and layout, and 8.3% for acceptance, unless it is technically infeasible due to terrain or other site constraints.

• Detectable warnings shall be provided on curb ramps located at stop- or yield-controlled commercial driveways, in accordance with PROWAG. Refer to the NYSDOT 608 Standard Sheets for sidewalk curb ramp and detectable warning details.





https://www.access-board.gov/guidelines-and-standards/buildings-and-sites/about-the-ada-standards/ada-standards

https://www.access-board.gov/guidelines-and-standards/buildings-and-sites/about-the-ada-standards/ada-standards




https://www.access-board.gov/guidelines-and-standards/streets-sidewalks/public-rights-of-way/proposed-rights-of-way-guidelines

http://www.access-board.gov/guidelines-and-standards/streets-sidewalks/public-rights-of-way/proposed-rights-of-way-guidelines



09/01/17 §5A.6


Sidewalk Guidelines:

• Where a sidewalk is located close to the curb line and the driveway opening is a taper-

type (refer to Residential and Minor Commercial Driveways Standard Sheets 608-03) or the curb drops at the sidewalk, the sidewalk should be warped to conform to the driveway profile provided the sidewalk will meet the above requirements. This may depress one or both edges of the sidewalk across the driveway.

5A.5 RESIDENTIAL DRIVEWAYS AND FIELD ENTRANCES

Residential driveways and field entrances are defined in Section 5A.10 of this policy. They should be designed to permit access without unduly affecting traffic on the highway. Home business driveways and small subdivision driveways can, at the discretion of the Department and based on site specific conditions, be designed as either residential or minor commercial driveways, but should be wide enough to permit two-way traffic. Larger subdivision driveways may require a design typical of a major commercial driveway or an intersection.

For Department projects, refer to Section 5A.9 of this policy for instructions on the preparation of the Driveway Table and its use with Residential and Minor Commercial Driveways Standard Sheets 608-03.

For highway work permits, complete the PERM 33 and any additional documentation, as indicated on the Department’s internet site at https://www.dot.ny.gov/permits.

5A.6 MINOR COMMERCIAL DRIVEWAYS

Minor commercial driveways are defined in Section 5A.10 of this policy. They should be designed to permit access without unduly affecting traffic on the highway. Refer to Section 5A.9 of this policy for instructions on preparing the Driveway Table and its use with Residential and Minor Commercial Driveways Standard Sheets 608-03. For commercial highway work permits, complete the PERM 33-COM, Commercial Access Highway Work Permit Application and Checklist (found on the department’s website at https://www.dot.ny.gov/permits) and any additional documentation, as indicated in the application and website.

Minor commercial driveways that will routinely need to accommodate vehicles larger than AASHTO’s Single Unit (SU) design vehicle are to be designed as major commercial driveways in accordance with Section 5A.7 of this policy. Examples include marinas, recreational areas, mobile home sales, modular home sales, and truck stops that do not meet the traffic volume of a major commercial driveway. In these cases, the Department may waive portions of the Traffic Impact Study requirements in Section 5A.6.4. Where the oversized vehicle enters only occasionally, the driveway may be considered a minor commercial driveway provided the area that will need to accommodate the larger vehicle is either: ·

• Stabilized using gravel, stone, or other suitable material for uncurbed driveways or,

• A 4 in. (100 mm) mountable or traversable curb is used and backed with asphalt concrete for curbed driveways.








1/15/15 §5A.6.1.1


5A.6.1 Access Control

Frontage of all commercial properties shall be controlled by positive means, such as curbing or ditches, which limit access to designated driveways. The purpose of the access control is to direct entering and exiting vehicles into a well-defined flow pattern and separate traffic movements on the private property from the highway traffic. This will provide maximum safety for motorists and minimize interference between traffic on the highway and on the property. Refer to Residential and Minor Commercial Driveways Standard Sheets 608-03 for specific requirements and guidance.

5A.6.1 .1 Driveway Configuration

The selected driveway configuration should minimize impact to the State highway. Intersection channelization islands may be used to separate entering from exiting traffic or to separate turning movements at driveway exits. Channelization islands are a portion of the intersection area (delineated using pavement markings, curbing, turf, or plantings) to physically delineate traffic movements. They shall be designed in accordance with NYSDOT Highway Design Manual Chapter 5, Section 5.9.4.

Minor commercial driveways may also use:

• Two-way drives

• Two-way drives separated by a driveway island

• One-way drives separated by a driveway island

• One-way drives separated by a driveway median

Driveway islands and medians are the areas between separated driveways to the same property.

• A driveway island is a raised area, which separates multiple entrances, or places entering and exiting traffic at separate locations. Driveway islands also separate highway traffic from activity on private property. Driveway islands have a minimum width (measured along the edge of highway) of 30 ft. (9 m). They allow the separated entrances and/or exits to be treated as separate intersections with respect to traffic control.

• A driveway median is a narrow raised or physically separated area between the driveway entrance and exit to separate entering and exiting vehicles. Driveway medians are 4 ft. (1.2 m) to 16 ft. (4.9 m) wide. Driveway median widths between 16 ft. (4.9 m) and 30 ft. (9 m) should be avoided as they can confuse motorists when traffic control devices are used. The raised or physically separated areas normally extend the length of the driveway throat (defined below), minus any distance needed for the turning path of the design vehicle.

For one-way roadways and highways with a raised or depressed median, mid-block driveways should be designed to accommodate right turns in and right turns out only. A raised channelization island or driveway median may be preferred in a two-way driveway opening to discourage wrong-way movements.




1/15/15 §5A.6.2


For highways without a raised median, a single two-way drive is preferred in most cases since one-way drives may be driven the wrong way and driveway medians may be hit by errant vehicles.

If two commercial driveways or driveway halves to the same property are constructed with less than 75 ft. (23 m) between adjacent driveway openings, the entire shoulder area between the driveways shall be replaced with adequate traffic bearing material and, if operating speeds or the design speed on the highway is below 50 mph (80 km/h), the entire area between driveways shall be curbed (with drainage openings as necessary).

5A.6.1 .2 Driveway Throat

The driveway throat is an access controlled portion of the driveway entrance that helps delineate the driveway and provides space to store entering and exiting vehicles. The access control between the parking areas and the edge of the driveway throat should be achieved using curbing, wide turfed areas, shrubs, median barrier, or other physical means (i.e., pavement markings and signs are not enough.) The length selected for a particular driveway (measured along the driveway centerline) should be based on the operational, safety, and construction costs.

The entrance should allow all entering traffic to pull off the highway before stopping.

The exit throat length should prevent exiting vehicles from obstructing entering traffic, which could cause entering traffic to queue back onto the highway. The driveway throat should extend beyond the highway right of way line, if necessary.

5A.6. 1.3 Clearances and Use of State Property

In rural and suburban areas, a minimum of 15 ft. (4.6 m) should be provided between the right of way line and the near edge of a building, structure, or appurtenance serving vehicular traffic, exclusive of overhead appurtenances such as luminaires or canopies over gas pumps. This offset shall be sufficient to preclude the servicing and parking of vehicles on State property. For sites where the property owner has been using State owned right of way for parking or other purposes, imposing standard driveway controls may create an economic hardship. In such cases, the property owner may be required to obtain a Permit for Use of State Owned Property from the Regional Real Estate Officer.

5A.6.2 Constrained Areas

The radius and taper-type minor commercial driveway designs in NYSDOT Residential and Minor Commercial Driveways Standard Sheets 608-03 were determined using auto-turn software. The software modeled the sharpest possible turning path of a Single Unit Truck turning to and from the minor commercial driveway.



1/15/15 §5A.6.3


On Department projects, when the driveway opening cannot be reasonably modified to meet the requirements in the NYSDOT Residential and Minor Commercial Driveway Standard Sheets, the driveway shall be individually designed. The proposed design shall be checked using the turning path of the design vehicle. If the design vehicle cannot be accommodated without encroachment, the driveway should be documented as a nonconforming feature with an explanation in the project files.

In urban areas, a minimum offset of 4 ft. (1.2 m) shall be provided from the shoulder or sidewalk to parking areas to prevent parked cars from overhanging into the shoulder or sidewalk. The Department may allow a single line of curb or barrier to be used only in constrained locations where a 4 ft. (1.2 m) or more width cannot be installed, and where it will not be a roadside hazard.

5A.6.3 Drainage Study

This section does not apply to Department projects. Highway Work Permits for entrances to State Highways are subject to the following conditions and limitations.

Projects that propose 2,000 ft2 (70 m2) or less impervious pavement draining to a New York State highway open drainage system, and meet the requirements of Figure 5A-1, do not require a drainage study. Projects that propose 2,000 ft2 (70 m2) or less impervious pavement draining to a New York State highway closed drainage system, and meet the requirements of Figure 5A-2 do not require a drainage study. Projects that exceed the impervious area thresholds defined in Figures 5A-1 and 5A-2 will require a drainage study. This study must be signed by a New York State Licensed Professional Engineer and contain justification for the drainage system proposed and pipe sizes used. Drainage study requirements are discussed in NYSDOT’s Highway Design Manual Chapter 8, Section 8.9. A standardized report shell is available on the Department’s web page for Chapter 8.



1/15/15 §5A.6.3


Figure 5A-1

*Where there are multiple culverts in succession, the smallest diameter culvert shall dictate allowable new impervious area.

Figure 5A-2

*Where there are multiple structures in succession, the smallest diameter pipe shall dictate allowable new impervious area.

1/15/15 §5A.7.1.1


5A.6.4 Traffic Impact Study

Refer to HDM Chapter 5, Appendix D to determine if a full Traffic Impact Study (TIS) is required. A standardized report shell for a TIS is available on the Department’s web page for HDM Chapter 5.

The Regional Traffic Group may require the crash analysis portion of the TIS if the site has a Highway Accident Location (HAL) within 0.1 miles (0.16 km).

5A.7 MAJOR COMMERCIAL DRIVEWAYS

Major commercial driveways are defined in Section 5A.10 of this policy. Major commercial driveways and highway improvements should be designed to accommodate expected directional traffic volumes and the type of vehicles expected to use them. The resulting design could range from one typical of a minor commercial driveway to one based on high type intersection design principles.

The Department may allow major commercial driveways to use the radii Type 1 or Type 2 minor commercial driveway details shown in Residential and Minor Commercial Driveways Standard Sheets 608-03. Taper-type driveways are not to be used. Entering speed, volume, pavement thickness, and design vehicle must be considered since the minor commercial driveway designs are intended for moderate volumes and AASHTO Single-Unit (SU) design vehicles. Major commercial drives that will use the Type 1 or Type 2 driveway details are to be tabulated in the Driveway Table in accordance with Section 5A.9 of this policy and may employ minor commercial driveway design details shown in Residential and Minor Commercial Driveways Standard Sheets 608-03.

Other major commercial drives are to be tabulated separately, and detailed individually in the plans similar to a highway intersection with a cross street. The following sections are to be followed in addition to, or as an exception to, the requirements in Sections 5A.4 and 5A.6 of this policy and Residential and Minor Commercial Driveways Standard Sheets 608-03.

5A.7.1 Traffic

The driveway and any other required highway improvements shall be designed in accordance with the intersection design guidance in NYSDOT Highway Design Manual Chapter 5 and AASHTO’s latest A Policy on Geometric Design of Highways and Streets.

5A.7.1.1 Design Vehicle

The design vehicle shall be selected in accordance with NYSDOT Highway Design Manual Chapter 5 and AASHTO’s A Policy on Geometric Design of Highways and Streets. The design vehicle should represent the largest type of vehicle expected to routinely use the driveway and is subject to Department approval. Industrial and commercial driveways used by large trucks should have adequate width, radii, and pavement thickness to accommodate the appropriate design vehicle. The Department may require driveways on designated qualifying or access












1/15/15 §5A.7.3


highways or within 1 mile (1.6 km) of a qualifying highway to be designed to accommodate the AASHTO WB-67 (WB-20 Metric) design vehicle, if such vehicles are expected to use the driveway.

The Department may require reconstruction of affected highways, interchanges, and/or intersections, if the development will generate larger vehicles than the affected highway system is designed for.

5A.7. 1.2 Level of Service

Major commercial driveway widths shall provide adequate capacity and design vehicle-turning paths that do not interfere with other traffic movements for the Estimated Time of Completion (ETC) of the driveway and full development of the facility. Multiple lane exits and entrances may be required to maintain an acceptable highway level of service. The level of service should be determined in accordance with NYSDOT’s Highway Design Manual Chapter 5, Section 5.2.

5A.7.2 Layout

The driveway design should prevent the need for undue deceleration in a travel lane and preclude turning vehicle encroachment on adjacent highway and driveway travel lanes by the largest vehicle expected to routinely use the driveway. The minor commercial driveway layouts in Residential and Minor Commercial Driveways Standard Sheets 608-03 were developed to accommodate an AASHTO Single-Unit Truck and should not be used for larger design vehicles. Large vehicles and/or high speeds should not be accommodated by using driveway widths in excess of those permitted by Table 1 on Standard Sheet 608-03. The three-centered curves in AASHTO’s latest A Policy on Geometric Design of Highways and Streets can accommodate large vehicle turning paths while minimizing driveway openings. An exception to the widths in Table 1 on Standard Sheet 608-03 may be granted by the Department for special cases (e.g., when a wider drive is required for a fire department entrance or for oversized vehicles).

5A.7.3 Corner Angle

The corner angle between the driveway centerline and the edge of the highway travel lane is determined by terrain, safety, and operational requirements. The corner angle shall be between

60° and 120°.

A corner angle of 90° should be used for two-way drives. Acute angle turns require significant

reductions in travel speed and pose difficulties for trucks. Since flatter angles tend to encourage higher operating speeds, consider perpendicular driveways where pedestrian traffic is a concern.

A corner angle between 60° and 120° is permissible for one-way drives. Angled or one-way

driveways may be considered where access is limited to right turns in and out. Consider angles

flatter than 90° to facilitate the entrance of substantial truck traffic into through traffic on the

highway.





1/15/15 §5A.8


5A.7.4 Material

All major commercial driveways shall have a paved surface extending from the edge of the travel lane to the highway right of way line or for 30 ft. (9 m), whichever is greater.

The material and thickness of commercial driveways within the highway right of way shall be designed to provide adequate support for the volume and character of traffic using the driveway. The existing highway shoulder material shall be removed, if required by the Department, and the shoulder area paved with adequate driveway material, if determined necessary by the Department. In the non-traffic bearing areas of commercial entrances, use of loose stone such as pea gravel as a mulch or for decorative effect shall not be allowed without a suitable binder.

The material information shall be shown on the plans or drawing accompanying the permit application and shall be subject to review and approval by the Department. Under no circumstances may the material thickness be less than that provided for a similar minor commercial driveway using Table 3 on Standard Sheet 608-03.

5A.8 STREETS AND HIGHWAYS OFF THE STATE HIGHWAY SYSTEM

Streets and highways off the State highway system include:

• City and village streets

• Town and county highways

• Private access roads

• Subdivision roads (defined in Section 5A.10 of this policy)

• Roads owned by other State agencies and authorities

Entrances to State highways classified by the Department as non-freeways from streets and highways off the State highway system, shall:

• Be designed in accordance with the intersection design guidance in NYSDOT’s Highway Design Manual Chapter 5 and AASHTO’s latest A Policy on Geometric Design of Highways and Streets.

• Otherwise be considered as major commercial driveways per this policy, unless otherwise directed by the Department.

All entrances to State highways classified by the Department as freeways shall:

• Be designed in accordance with the intersection design guidance in NYSDOT’s Highway Design Manual Chapter 6 and AASHTO’s latest A Policy on Geometric Design of Highways and Streets.

• Follow the procedures and requirements in NYSDOT’s Project Development Manual, Appendix 7, Interstate and Other Freeway Access Control & Modifications

• Otherwise be considered as major commercial driveways per this policy, unless otherwise directed by the Department.





1/15/15 §5A.9


5A.9 DRIVEWAY TABLE

Several variables for each drive must be defined in order for the contractor to construct driveways in accordance with Standard Sheet 608-03. These include:

1. Location – Mainline station of driveway centerline. For projects or permits without mainline stationing, include a reference (e.g., a number) to the driveway, which shall be located to the nearest 1 ft. (0.3 m) on a separate plan sheet.

2. Side – “Left” or “Right” along the stationing. Use north, south, east or west as appropriate for non-stationed projects.

3. Existing Material (Asphalt Concrete, Portland Cement Concrete, Crushed Stone, Gravel, Dirt, or Grass) – The existing material is used by Standard Sheet 608-03 Table 3 - Driveway Materials & Thickness, to define the materials and thickness to be used within the Pavement length (PL) and any transition length (TL), as required. Standard thicknesses are listed for both asphalt concrete and Portland cement concrete drives. If a commercial driveway requires a different thickness, the driveway should be designed as a Special Type SX as defined in item 9 of this section. The asphalt concrete layer composition is determined by the contractor in accordance with Table 608-1 of the NYSDOT Standard Specifications for Construction and Materials.

Note: The NYSDOT Driveway Standard Sheets assume the apron (area between the sidewalk and curb on Type 3 and 4 driveways) will be paved with the same material type as the driveway. In certain situations, the designer may prefer to pave all aprons with the same material regardless of the driveway material. For example, a village or city may request all aprons be concrete for aesthetic purposes. In these situations, an appropriate note should be added to the Driveway Table.

4. Class (Residential (R) or Minor Commercial (MC)) – Refer to definition in Section 5A.10, of this policy.

5. Width (W) – The width (W) is defined as the proposed driveway width beyond the taper or radius entrance. This will usually be the existing width or a revised width if the existing drive does not conform to the widths in Standard Sheet 608-03 Table 1, and an exception is appropriate (e.g., when a wider drive is required for a fire department entrance).

6. Corner Angle (θIN) – The corner angle is the angle between the roadway and driveway as if turning from the roadway onto the driveway. Ninety degree entrances are desirable for two-way drives. Corner angles of 60° to 120° may be desirable for one-way commercial drives to reduce the driveway opening width. Refer to acceptable corner angles in Residential and Minor Commercial Driveways Standard Sheet 608-03.

Taper-type driveways should not be used for minor commercial driveways skewed more than 10° (θIN less than 80° or more than 100°) since the taper-type driveways require




1/15/15 §5A.9


more pavement than radii type driveways and the additional pavement increases with the skew and width of the driveway opening.

The corner angle can be used to determine the “Y IN” dimension and the “YOUT” dimension of the driveway to determine the overall curb opening limits using Standard Sheet 608-03.

7. Pavement Length (PL)—Refer to the definition on Standard Sheet 608-03. Any appropriate paving limit, meeting the minimum pavement length (MPL) requirements on Standard Sheet 608-03 can be specified in the driveway table. The material and thickness are included on Standard Sheet 608-03 Table 3 - Driveway Materials & Thickness.

8. Transition Length (TL)—Refer to the definition on Standard Sheet 608-03. The material and thickness are included on Standard Sheet 608-03 Table 3 - Driveway Materials & Thickness. If no transition is anticipated, the pavement length (PL) is assumed to be at a point where the existing driveway width and elevation can be matched and the TL in the driveway table should be left blank. If a transition length is anticipated, but exact limits cannot be determined in the design stage (i.e., limited survey data available), fill in the table with A.D.B.E (As Determined by Engineer). (Note: It is preferable to define the TL in the plans; use of A.D.B.E. should be avoided if possible).

9. Entrance Type — Standard Sheet 608-03 provides details for four of the most common entrance types. If only a minor modification of the standard type is required, a note similar to one of the following should be provided on the Driveway Table.

"The drive at Sta. 3+231 Lt. shall be constructed in accordance with a Type 1 drive of the NYSDOT “Policy and Standards for Design of Entrances to State Highways,” except the driveway thickness shall be 8” (200 mm) of asphalt concrete."

"The drive at Sta. 3+231 Lt. shall be constructed in accordance with a Type 1 drive as shown on NYSDOT Standard Sheet 608-03 or the latest revision, except the driveway thickness shall be 8” (200 mm) of asphalt concrete."

Minor modifications are changes that can be conveyed by notes but do not require a special detail in the plans.

Major commercial and other driveways for which the NYSDOT Driveway Standard Sheets will not be used shall be detailed in the plans and labeled as a special drive, Type SX, where X is the detail number (i.e., S1, S2, etc.). The special type driveway details should either be site-specific with all required dimensions, or use similar dimension labels as Standard Sheet 608-03 and the Driveway Table.

10. Comments—Include additional design information, such as: curb reveal, one-way entrance, and multilane entrance.






1/15/15 §5A.9


11. Pay Items—The Driveway Table also includes a table indicating all separate pay items called out on Standard Sheet 608-03. The designer must fill in the project-specific Item numbers. Space has been left to add additional project specific driveway items as necessary.


1/15/15 §5A.10


5A.10 GLOSSARY OF TERMS

AASHTO – American Association of State Highway and Transportation Officials

Capacity – The maximum hourly rate at which persons or vehicles can reasonably be expected to traverse a point or uniform section of a lane or roadway during a given time period under prevailing roadway, traffic, and control conditions. Refer to the most recent Highway Capacity

Manual for more information.

Channelization – An at-grade separation or regulation of conflicting traffic movements into defined travel paths by pavement marking, raised islands, or other suitable means to facilitate the safe and orderly movement of vehicles and pedestrians.

Channelization Island – A portion of the intersection area (delineated using pavement markings, curbing, turf, or plantings) to physically delineate traffic movements.

Commercial Driveway – A driveway serving a commercial establishment, industry, governmental or educational institution, private utility, hospital, church, apartment building, or other comparable traffic generator. Types of commercial driveway designs include:

1. Divided Commercial Driveway – A driveway incorporating a raised median or other physical barrier to separate entering traffic from exiting traffic.

2. Undivided Commercial Driveway – A driveway with no physical barrier to separate entering traffic from exiting traffic.

Department – The New York State Department of Transportation.

Driveway – Every entrance or exit used by vehicular traffic to and from lands or buildings abutting a State highway.

Driveway Island – A raised area for separating multiple entrances or to place entering and exiting traffic at separate locations. Driveway islands also separate highway traffic from the activity on private property. Driveway islands have a minimum width (measured along the edge of highway) of 9 m (30 ft). They allow the separated entrances and/or exits to be treated as separate intersections with respect to traffic control.

Driveway Median – A narrow raised or physically separated area between the driveway entrance and exit to separate entering and exiting vehicles. Driveway medians are 1.2 m (4 ft) to 4.9 m (16 ft) wide. The raised or physically separated areas normally extend the length of the driveway throat (defined below), minus any distance needed for the turning path of the design vehicle. Refer to channelization islands for raised areas within the driveway intersection area to physically delineate traffic movements.

Driveway Throat – An access controlled portion of the driveway entrance that helps delineate the driveway and provides space to store entering and exiting vehicles.

1/15/15 §5A.10


Driveway Work Release – A document (attached form HC 199) signed by the owner permitting the State to enter and alter a driveway to accommodate changes of the highway alignment, grade, or cross-section in accordance with Section 54-A, of the Highway Law.

Field Entrance – A driveway serving a farmyard, cultivated or uncultivated field, timberland, or undeveloped land not used for industrial, commercial, or residential purposes.

Frontage – The distance along the highway edge of pavement in front of the owner's property, measured between lines perpendicular to the centerline of the roadway from each property corner.

Highway Work Permit – A document specifying the authority and conditions under which an individual or organization may perform work within or adjacent to the State highway right of way.

Home Business Driveway – A driveway serving any business which is part of a private residence which produces actual or anticipated traffic volumes on a typical day of 20 or fewer vehicles during the hour of highest driveway activity.

Level of Service – A qualitative measure of operational characteristics within a traffic stream. Levels range from “A,” representing the best operating conditions, to “F” representing traffic breakdown. Refer to the most recent Highway Capacity Manual for more information.

Major Commercial Driveway – Any commercial driveway where the action:

1. Requires a substantial change to the State Highway infrastructure for the safe and efficient flow of traffic;

2. Is a Type I action under SEQRA in 6 NYCRR Part 617; or 3. Restricts planned improvements on the State Highway to address safety or capacity

needs.

Substantial changes to the State Highway are:

• Changes in a State Highway alignment or pavement section (e.g., roundabout, additional thru or turn lanes) other than shoulder pavement thickness

• Control of access modification

• Installation of or a traffic signal

• New or replacement of a State Highway bridge or Large Culvert (>5’ opening width)

May – A permissive condition. No requirement for design or application is intended.

Minor Commercial Driveway – Any commercial driveway that is not a “major commercial driveway.”

Municipal Streets and Highways – Streets and highways owned by a village, city, town, or county.

National MUTCD – National Manual of Uniform Traffic Control. It’s the National guide to all aspects of traffic control, and is used in conjunction with the NYS Supplement.

NYS Supplement – New York State Supplement. As the name implies, this is a supplement to the National MUTCD. It’s usually the first place to look for information as only supplemented information will be found here.

1/15/15 §5A.10


Permanent Easement – A permanent possession, by other than the landowner, of specified ownership rights to a parcel of land, usually to accommodate features that are supplementary to the highway such as drainage or slope grading. The State may acquire easements through the exercise of eminent domain.

Permittee – A municipality, public utility company, public benefit corporation (such as Water Authority), private corporation, partnership, association, or individual in whose name the permit has been issued.

Residential Driveway – A driveway serving four or fewer private homes or an apartment building for four or fewer family units.

Right of Way Line – The boundary between private property and State highway lands.

SEQRA (or SEQR) – The State Environmental Quality Review Act: Law and associated regulations governing environmental impact review of proposed actions as detailed in 6 NYCRR Part 617 of the New York Compilation of Codes, Rules and Regulations (NYCRR) and for Department actions, in 17 NYCRR Part 15.

Shall – A mandatory stipulation based on statutory or regulatory requirements.

Should – A recommended, but not mandatory condition.

Sidewalk / Walkway – An exterior pathway with a prepared surface intended for pedestrian use. Sidewalks generally parallel a roadway and are usually intended for public use. Other walkways described in this policy are general approaches to adjoining properties and may be intended for public or private use.

Stairway – One or more flights of steps, including landings, that form a portion of a pedestrian walkway approaching lands or buildings abutting a State highway.

Subdivision Road – A road, drive, or street laid out in a developed residential area by a contractor, builder, or company responsible for developing the area. This includes a new driveway serving more than four private homes or a multiple-unit dwelling containing more than four family units.

Temporary Driveway – A driveway which provides interim access to a property until either closed or reconstructed by authority of the Department as a condition of further development of either the property or the corridor.

Temporary Easement – A temporary possession, by other than the landowner, of specified ownership rights to a parcel of land, usually to accommodate the construction, but not maintenance or operation, of the facility.

Traffic Impact Study – A study of existing traffic conditions, anticipated traffic conditions with and without the development and the traffic impacts of the development. The study should include proposed mitigation of impacts and resulting traffic conditions.

1/15/15 §5A.10


This Page Intentionally Left Blank.

1/15/15 §5A.11


5A.11 REFERENCES

1. A Policy on Geometric Design of Highways and Streets, 2011: American Association of State Highway and Transportation Officials (AASHTO), 444 North Capital Street, N.W., Suite 249, Washington, D.C. 20001

2. Proposed Guidelines for Pedestrian Facilities in the Public Right-of-Way, July 2011: Office of Technical and Information Services, Architectural and Transportation Barriers Compliance Board, 1331 F Street NW, Suite 1000, Washington, DC 20004-1111

3. Best Practices in Arterial Management, November 1996: Mobility Management Bureau, New York State Department of Transportation, 50 Wolf Road, Albany, NY 12232

4. CADD Standards and Procedure Manual: Design Division, New York State Department of Transportation, 50 Wolf Road, Albany, NY 122325. Guidelines for Driveway Location & Design, 1987: Institute of Transportation Engineers (ITE), 525 School Street, S.W., Suite 410, Washington, DC 20024-2729.

6. Highway Capacity Manual, 2010: Transportation Research Board, National Research Council, 2101 Constitution Ave., N.W., Washington, DC 20418

7. Highway Design Manual: Design Division, New York State Department of Transportation, 50 Wolf Road, Albany, NY 12232.

8. Manual of Administrative Procedures: New York State Department of Transportation, 50 Wolf Road, Albany NY 12232.

9. Title 17, Volume B of the Compilation of Codes, Rules and Regulations of the State of New York (NYCRR), a.k.a. New York State Manual of Uniform Traffic Control Devices, West Group, 620 Opperman Drive, PO Box 64833, St. Paul, MN 55164-9752.

10. Public-Private Financing of Roadway Improvements Handbook: Planning & Strategy Group, New York State Department of Transportation, 50 Wolf Road, Albany, NY 12232.

11. Standard Specifications for Construction and Materials: Design Division, New York State Department of Transportation, 50 Wolf Road, Albany, NY 12232.

12. NCHRP Report 659: Guide for the Geometric Design of Driveways, 2010, Transportation Research Board of the National Academies, Washington, D.C.

9/01/17 §5A.11



1/15/15 §5A.11


Appendix 5E Design of Tolling Facilities

September 1, 2017

09/01/17

Contents Page 5E.1 INTRODUCTION ....................................................................................................... 5E-1 5E.2 TOLL PLAZAS .......................................................................................................... 5E-1

5E.2A Toll System Design ..................................................................................... 5E-1 5E.2B Toll Island Attenuators ................................................................................ 5E-3

List of Exhibits

Exhibit 5E-1 Proposed Design Standards for Toll Plaza Having Highway Speed Toll Lanes ................................................................. 5E-4

Figure 5E-2 Conventional Toll Plaza .................................................................... 5E-11 Figure 5E-3 Plaza with Conventional & Highway Speed Tolling ........................... 5E-11

APPENDIX 5E DESIGN OF TOLLING FACILITIES 5E-1

09/01/17 §5E.2A

5E.1 INTRODUCTION

The New York State Thruway Authority (Thruway Authority) and several other agencies within the state assess tolls. Since there are no standardized national or statewide tolling practices, the Thruway Authority developed the following internal guidelines. They ensure that tolling facilities will enable motorists to safely enter, correctly conduct tolling transactions, and exit to return to normal traffic operations. When new or retained features will not meet the criteria of these guidelines, the features should be treated as non-conforming. An explanation should be included in the Design Report, with approval at the conclusion of Final Design by the affected agency.

5E.2 TOLL PLAZAS

5E.2A Toll System Design

The toll system design is based on the required functionality of the toll system and the current equipment used. These assumptions can be used as a reference for the existing toll system, or as a guide for future toll plaza design. For Thruway Authority facilities, coordination with the Authority’s Department of Maintenance and Operations is required prior to commencing toll system design. In particular, the Intelligent Transportation System Maintenance (ITSM) Bureau should be included early on in the design process. From an electronic toll collection perspective, there are four types of toll lanes, each with a corresponding entry and exit lane configuration:

• Standard toll lane which supports cash (ticket) and/or low speed E-ZPass transactions.

• Higher-speed E-ZPass dedicated lane using low speed equipment (e.g., New Rochelle higher-speed lanes).

• Higher-speed E-ZPass dedicated lane using high speed equipment (e.g., Tappan Zee higher-speed lanes).

• Highway-speed E-ZPass (open road tolling) dedicated lanes (e.g., Woodbury). Design standards for highway-speed E-ZPass have been developed and are included in Appendix 3C for reference. These standards must be reviewed by ITSM prior to commencing design.

Currently, two types of toll equipment are used in any toll lane that supports E-ZPass. Low-speed equipment was developed to support low-speed E-ZPass transactions in toll plazas. This equipment will be accurate at vehicle speeds traveling below 25 mph. At speeds higher than 25 mph, the speed detection system and the violation enforcement system begin to operate less accurately. High-speed equipment was developed to support highway-speed E-ZPass transactions. This equipment is more expensive and is accurate at highway speeds. This equipment can be installed in low speed lanes to support speeds higher than 25 mph.


09/01/17 §5E.2A

Generally, the following requirements are necessary for all toll lane types:

• Toll system must protect revenue through the generation of consistent, accurate auditable transactions.

• Sophisticated toll audit system must be in place for auditing all transactions at the plaza and at Headquarters.

• Highly reliable and redundant software and hardware components have been deployed.

• Toll system must be maintainable and upgradeable, should not significantly impact plaza throughput or revenue collection, and must be cost effective and timely.

• System has been designed for high availability and short mean time to repair.

• Flexible system architecture and standardized components used throughout.

• Automated problem notification and detailed toll system performance data available to ITSM. Toll system must provide Electronic Toll Collection (ETC) violation enforcement system that captures front and rear license plates of violators.

• Toll equipment should be mountable in existing plaza structures with minimal modifications.

• Toll system must provide a consistent “look and feel” to all customers.

• Consistent signage, lane control signaling, and driver feedback should be provided whenever possible.

• Toll system designs must allow for future automatic vehicle classification based on a height and axle-based classification system.

• New plaza designs and rehabilitations shall be code compliant.

• The Thruway Authority will not knowingly lose toll revenue.

The following requirements are specific to both standard and higher-speed lanes:

• Support E-ZPass lanes at speeds up to 25 mph (dedicated lanes posted at 5 mph).

• Standard toll lanes provide the ability to process cash, charge, or E-ZPass transactions.

• Higher-speed lanes provide the ability to process E-ZPass transactions.

• Provide accurate axle counting.

• Provide accurate speed enforcement at speeds up to 25 mph (accuracy of speed detection at higher speeds is possible if highway-speed equipment is used).

• Capture front and rear license plates at speeds up to 25 mph (capture at higher speeds is possible if highway-speed equipment is used).

• These lanes are all single delineated lanes.

• Higher-speed lanes with enhanced equipment required to be accurate to highway-speed levels.


09/01/17 §5E.2B

The following requirements are specific to highway-speed lanes only:

• Provide the ability to collect tolls via E-ZPass transactions only at highway speeds.

• Capture front and rear license plates of violators at highway speeds.

• Support two non-delineated lanes (driving and passing lanes with full crossover) and

should be expandable to three lanes.

• Toll system design must allow for future automatic vehicle classification based on a

height and axle-based classification system.

5E.2B Toll Island Attenuators

Currently, there are no State or national standards for toll plaza design, including guidance for safety elements related to toll islands. A survey of toll agencies revealed no consistent approach or policy related to the protection of toll booths from errant vehicles or the safety of vehicles impacting toll islands or toll island appurtenances. The Thruway Authority toll booths, both at interchanges and at mainline barriers, were originally constructed with concrete masses on both sides of the toll island, presumably to protect the booth and toll collector. Many toll plazas still have these blunt concrete blocks in place. With the advent of barrier attenuation devices over the past 10 to 15 years, the Thruway Authority has provided attenuators at a number of toll plazas as part of other capital improvements to the plazas. This is particularly evident in locations where dedicated E-ZPass lanes have been introduced. The speed of vehicles approaching a toll plaza is the predominant factor in determining the need for attenuation. Therefore, the following guidelines for toll island attenuation shall apply:

1. Mainline barriers shall have attenuators.

2. Toll plazas at interchanges shall have attenuators on the exit side of the toll island.

3. Toll plazas at interchanges shall have attenuators on the entry side of the toll island where the plaza has an unimpeded (i.e., no traffic signal or T-intersection) approach distance greater than 1320 ft. (1/4 mile). This implies that for a distance of less than 1320 ft., the toll plaza will be visible and it would not be reasonable for a vehicle to accelerate appreciably before needing to stop or slow down in the toll plaza.

4. Toll islands and canopy column appurtenances with dedicated E-ZPass having a posted speed limit of greater than 5 mph shall have attenuators.

For all of the above, attenuation is directional – required on the right side of all toll lanes and to the immediate left of the left-most useable toll lane (e.g., if there are no reversible lanes, only one island would have both sides attenuated). Based on maintenance, cost and performance, only TAU-II or Quadguard type attenuators should be specified for expendable impact attenuator. For locations with high traffic volume,


09/01/17 §5E.2B

reusable impact attenuators such as the SCI are recommended. Toll island attenuation should meet NCHRP TL-2 (45 mph) requirements. Toll island attenuation shall be evaluated for all new, reconstruction or major toll plaza rehabilitation projects. Minor rehabilitations may address attenuation at the discretion of the Division Director or designee and the Chief Engineer or designee.


09/01/17 §5E.2B

Exhibit 5E-1 Proposed Design Standards for Toll Plaza Having Highway Speed Toll Lanes

Design Element Criteria Comments

Design Year ETC + 20 The initial build-out may not be for the 20-year service life due to unknowns such as future E-ZPass penetration rates Design Hour 30th Highest Hour

A. Open Highway Features

Design Speed Urban: 70 mph

Rural: 75 mph

Level of Service (LOS) C min.

In heavily congested sections, conditions may necessitate acceptance of lower level of service

Horizontal Curvature

Urban: 2040 ft (e=6%) 1810 ft (e=8%)

Rural: 2500 ft (e=6%) 2210 ft (e=8%)

Superelevation (emax) 8% (6% in congested lower speed areas)

Pavement Cross Slope Travel Lane: 1.5% min., 2% max.

Shoulder: 6%

Maximum Rollover

Between parallel lanes: 4% When superelevation rate exceeds 6%, a maximum rollover rate of 10% at the edge of travelway may be permitted. At pavement edge: 8%

Grade 3% max.

Stopping Sight Distance (SSD), Horizontal & Vertical

Urban: 730 ft min.

Rural: 820 ft min.

Lane Width 12 ft. min.

Shoulder Width

Right: 10 ft min.

12 ft when truck DDHV > 250 vph

Left: 4 ft min.

10 ft for 6-lane section & new facilities

Vertical Clearance Overpass:

14 ft-2 in min. 16 ft-6 in desirable

If fixtures hang below the bridge, the vertical clearance is measured to the bottom of the lowest hanging fixture Pedestrian Bridge: 17 ft-6 in min.

Lateral Clearance 15 ft min.

From edge of travelway when no barrier is provided. With barrier, minimum clearance is shoulder width, but never less than 4 ft.

Control of Access Full

Pavement

PCC, between points of positive separation

Per the results of the LCCA & the Comprehensive Pavement Design

Manual

If PCC & asphalt pavements are used, the point of change must be a minimum of xx ft on either side of the

point of toll collection, to minimize the adverse effects associated with vibration.

Median Width 10 ft min., 66 ft desirable Includes shoulders



09/01/17 §5E.2B

B. Toll Plaza

Tapers Approach, TA: 1:8 min., 1:17 max.

Departure, TD: 1:8 min., 1:17 max.

Queuing Area (LQ + ½ IS)

100 ft min., 280 ft desirable

The desirable length is based on 11 passenger cars in a toll lane; the length must be adjusted to accommodate the truck percentage.

Horizontal Curvature None desirable

If the plaza must be located along a horizontal curve or a vertical grade, then the data for “A. Open Highway Features” will govern

Superelevation (emax) None desirable

Pavement Cross Slope 1.5% min., 2% max.

Rollover None desirable

Grade None desirable

Lane Configuration Retrofit for HS Tolls:

Middle lanes of plaza; highway speed lanes to the left

New Plaza: Per outcome of traffic model

Capacity by Lane Type

Cash, Variable Fee: 375 veh/hr

All capacities are based upon passenger cars. Adjust capacities to reflect the truck percentage. Truck processing rate is equivalent to 3 PCEs. For retrofits, adjust the capacities appropriately for known conditions.

Cash, Fixed Fee: 500 veh/hr

Manual Ticket: 650 veh/hr

Auto. Ticket Dispenser (ATD):

275 veh/hr

Low-Speed Toll (5 MPH):

1000 veh/hr

Higher Speed Toll (20-45 MPH):

1800 - 2200 veh/hr

Highway Speed Toll: 2200 veh/hr.

Lane Width

Cash, ATD & Low-Speed Toll:

10 ft min. 11 ft desirable


12 ft min

Highway Speed Toll: 12 ft min

Over-width Vehicle

12 ft min. 14 ft desirable

Curb Offset 18 ft

Lateral Clearance

From Toll Booth to:

Cash, ATD & Low-Speed Toll:

Width of curb min. 24 in desirable


Width of curb + 24 in min. Width of curb + 3 ft desirable

Highway Speed Toll:

Width of one toll island + one toll lane + conc. med. barrier, min. 33 ft desirable (includes shoulders)

Over-width Vehicle: Width of curb + 24 in min. Width of curb + 3 ft desirable


09/01/17 §5E.2B


B. Toll Plaza (continued)

Vertical Clearance

Canopy 14 ft-6 in min. 16 ft-6 in desirable

If fixtures hang from the canopy or below the bridge, the vertical clearance is measured to the bottom of the lowest hanging fixture.

Overhead TUB 17 ft-6 in min.

Pedestrian Bridge 17 ft-6 in min.

Pavement PCC, 8 in min., 12 in desirable

Access

Control of Access Full, per FHWA’s definition

Unless postponing a lane closure would impose a threat to Thruway employees or patrons, lane closures should be limited to off peak hours

Between TUB & Toll Booths

Via access- controlled pedestrian bridge spanning or tunnel below:

1) higher/highway speed lanes, min.,

2) full toll barrier with access portals to each toll island, desirable

Overhead Features for Maint. & Repair

Via lane closures

C. Toll Islands

Length (nose to nose) 115 ft

For retrofits, the existing conditions will govern, unless there is evidence of compromised safety. In this case, the toll island is to be redesigned in accordance with these standards.

Width (out-to-out) 10 ft-6 in min., 13ft-6 in desirable

Construction Material

Island 6 in reinforced concrete

Curb Granite 6 in min. reveal 9 in max. reveal

Concrete Barrier Single-slope concrete half-section; void concrete filled

Tapers Approach, TIA 1:8 min., 1:17 max.

Departure, TID 1:8 min., 1:17 max.

Tandems TBD


09/01/17 §5E.2B


D. Toll Booths

Length, Booth & Stair Tower

29 ft-6 in min. 31 ft-6 in desirable

For retrofits, the existing conditions will govern, unless there is evidence of compromised safety. In this case, the toll booth is to be redesigned in accordance with these standards.

Width (out-to-out) 4 ft min.

6 ft-6 in desirable

Construction Materials

Frame

Exterior Skin

Interior Skin

HVAC

Heating

A/C Units Central

Positive Ventilation Remote location

Ingress/egress 2

Fixtures/Equipment

Transaction Counter Receipt Printer

Permit Counter Toll Terminal

Lockable Double Cash Drawer

Toll Systems Cabinet

Traffic Light Switch Access Panel

Thermostat/Phone/ Switch/ Stereo Panel

Circuit Panel

Security Door Locks Electrical Panel

2-Way Radio Hand & Feet Warmer

Manual Ticket Processor Permit/Info Storage

E. Canopy (To Be Developed)


09/01/17 §5E.2B


F. Toll Utility Building (TUB)

Size

Stories

Construction Materials

Frame

Exterior Skin

Interior Skin

HVAC Heating

A/C Units Central

Windows

Doors

Rooms

Station Mgr Office

Shift Supervisor Office

Safe Room

Computer Room

Storage

Kitchen/Lunch & Vending

Women’s Locker

Women’s Restroom

Men’s Locker

Men’s Restroom

Stock Room

Janitor Closet

Case Storage

Cash/Ticket Drop

Vault Room

Recorder Room

Network Room

Mechanical Room

Electrical Room

Security Systems Access

Alarm System TBD

G. Toll Equipment

In-lane

Manual Ticket

ATD

Manual Cash

Low-speed E-Zpass

Higher-speed E-ZPAss

Highway Speed E-ZPass

Cabinet

Recorder Room

Network Room


09/01/17 §5E.2B


H. Guide Rail, Concrete Barrier & Impact Attenuation

Guide Rail

Box Beam

Per NYSDOT HDM Chapter 10 and Standard Sheets

Heavy Post Blocked Out

Corrugated Median Barrier

Transitions & End Assemblies/ Terminals

Concrete Barrier

Single-slope Half-section

Per NYSDOT HDM Chapter 10, Standard Sheets & lengths for positive separation

Single-slope Median Barrier

Pier Protection

Transitions & Terminal Sections

Impact Attenuation TL 3

I. Lighting

Interior TUB

Toll Booth

Exterior

Plaza Sodium (250 –1000W) 11m, min.. 16 m. max. Nigh mast

Under Canopy Sodium (250 –1000W)

TUB Walkways

J. Signs

Interior

Highway Per the MUTCD

Plaza

K. Pavement Markings & Delineators

Highway Per the MUTCD

Plaza


09/01/17 §5E.2B

Exhibit 5E-2 Conventional Toll Plaza

Exhibit 5E-3 Plaza with Conventional & Highway Speed Tolling


Chapter 7 - Resurfacing, Restoration, and Rehabilitation (1R, 2R and 3R)

Revision 90

(Limited Revision)

September 1, 2017

Section Changes Exhibit 7-4 Footnotes revised to remove a misplaced reference to “Truck Access

Highways”.

CHAPTER 7 RESURFACING, RESTORATION, AND REHABILITATION

Contents Page 7.1 INTRODUCTION ...............................................................................................................7-1 7.2 PROJECT DEVELOPMENT ............................................................................................7-2

7.2.1 Determining the Project Type ........................................................................... 7-2 7.2.2 Project Process and Design Approval Document ............................................. 7-7

7.3 FREEWAY AND NON-FREEWAY 1R PROJECTS ......................................................7-8

7.3.1 Definition of 1R ................................................................................................ 7-8 7.3.2 1R Requirements ............................................................................................ 7-8

7.4 FREEWAY AND NON-FREEWAY 2R PROJECTS ........................................................ 7-15

7.4.1 Definition of 2R .............................................................................................. 7-15 7.4.2 2R Requirements .......................................................................................... 7-15

7.5 NON-FREEWAY 3R PROJECTS .................................................................................... 7-18

7.5.1 Definition of Non-Freeway 3R ........................................................................ 7-18 7.5.2 Design Criteria (Critical Design Elements and Other Design Parameters) ..... 7-21 7.5.3 Horizontal Curve Evaluations ........................................................................ 7-30

7.6 FREEWAY 3R PROJECTS ............................................................................................. 7-32

7.6.1 Definition of Freeway Resurfacing, Restoration & Rehabilitation (3R) ........... 7-32 7.6.2 Geometric Design Standards .......................................................................... 7-33 7.6.3 Design Criteria ................................................................................................ 7-34

7.7 PROJECT DELIVERY .................................................................................................... 7-38

7.7.1 Timing of Resurfacing Safety Work ................................................................. 7-38 7.7.2 Preparation of Contract Documents & Implementation .................................... 7-38

7.8 SAFETAP REPORTING FOR 1R AND 2R PROJECTS ............................................... 7-40 7.9 ADA REPORTING FOR NONFREEWAY 1R, 2R & 3R PROJECTS ............................ 7-40

7.10 REFERENCES............................................................................................................. 7-43

RESURFACING, RESTORATION, AND REHABILITATION

List of Exhibits 7-1 Resurfacing ADA and Safety Assessment Form ........................................................ 7-5 7-1a 1R Project Pavement Alteration Curb Ramp & ROW Logic ...................................... 7-14 7-2 2R Screening/Scoping Checklist .............................................................................. 7-16 7-3 Non-Freeway 3R Screening/Scoping Checklist .......................................................... 7-19 7-4 Minimum Lane and Shoulder Widths for Rural Highways ........................................... 7-23 7-5 Lane and Shoulder Width for Widening Rural Highways ............................................. 7-23 7-6 Horizontal Curvature ................................................................................................... 7-24 7-7 Minimum Stopping Sight Distance (SSD) ................................................................... 7-25 7-8 Minimum Lane and Shoulder Width for Urban Highways ............................................ 7-27 7-9 Lane and Shoulder Width for Widening Urban Highways ........................................... 7-28 7-10 Mainline Critical Design Elements Based on "Standards of the Day" .......................... 7-36 7-11 Ramp Critical Design Elements Based on "Standards of the Day" .............................. 7-37 7-12 Timing of ADA and Safety Related Work for Resurfacing Projects ............................. 7-39 7-13 ADA Reporting Tables ................................................................................................ 7-41

7-1 RESURFACING, RESTORATION, AND REHABILITATION

10/17/14 §7.1

7.1 INTRODUCTION

The deterioration of our transportation infrastructure in New York State has been well documented and the Department has a duty to maintain facilities constructed with federal funds per 23 USC §116(a). The State is faced with more service and safety needs than can be met with available funds. Extensively upgrading facilities, which perform at acceptable levels and do not have a documented safety deficiency, to current standards for new or reconstruction projects is not cost effective. Available dollars must be used to preserve and repair as many miles of highways and as many bridges as practicable. This goal can be achieved on a project by project basis using engineering skills to treat known and potential safety and operational problems. Resurfacing (1R) and restoration and rehabilitation (2R/3R) projects were developed to help extend the State's limited resources to achieve this goal. Resurfacing is defined as all full width surface inlays and overlays including micro-surfacing and thin lift overlays, cape sealing (chip seal with a double microsurfacing), and in-place asphalt recycling techniques that place or replace top courses on non-freeways or top and binder pavement course(s) on freeways to extend or renew the existing pavement design life and to improve serviceability while not degrading safety. Restoration and rehabilitation are defined as the multicourse pavement structural work required to return the existing pavement to a suitable condition for resurfacing while enhancing highway safety. This includes work necessary to return the roadway, including the shoulder, roadside, bridges and appurtenances to a condition of structural or functional adequacy. Examples of restoration and rehabilitation include box out widenings, rubblizing, and crack & seat work. Treatments that serve solely to seal and protect the road surface, improve friction, and control splash and spray are not 1R and do NOT require safety assessments (i.e., SAFETAP), ditch cleaning, superelevation, etc. Some examples of the types of treatments that would normally be considered maintenance are: painting or striping lanes, crack filling and sealing, surface sealing, chip seals, slurry seals, fog seals, scrub sealing, joint crack seals, joint repairs, dowel bar retrofit, spot high-friction treatments (< 0.5 miles), diamond grinding, and pavement patching. In most cases, the combination of several maintenance treatments occurring at or near the same time may qualify as a 1R project. The purpose of this chapter is to provide the basic scope of work and design criteria for 100% State funded and federally funded single and multiple course overlays and inlays for both NYSDOT and OGS let projects. This chapter is not all inclusive. Other chapters and Engineering Instructions continue to provide requirements and guidance for design elements not modified by this chapter, such as asset management, pavement evaluation, pavement design, traffic control devices, guide rail, accommodation of pedestrians and bicyclists, drainage, utilities, landscaping, driveways, etc.


02/27/17 §7.2.1

7.2 PROJECT DEVELOPMENT

One of the major decisions is to determine the appropriate type of project to address the needs and resulting objectives. Prematurely deciding on a resurfacing project or deciding not to gather needed data defeats the scoping process. This can lead to a failure to identify important problems that need treatment, selecting the wrong type of project, or designing an incomplete solution. Accordingly, it is essential that functional group representation on the scoping team be emphasized to reduce the possibility of this occurring. The NYSDOT Comprehensive Pavement Design Manual (CPDM) describes pavement evaluation, accepted treatment alternatives (ranging from preventive maintenance to reconstruction) and provides guidance on selection procedures. The NYSDOT Project Development Manual (PDM) covers the project development procedures for maintenance, simple, moderate and complex projects that include 1R, 2R and 3R projects. The following sections help determine the appropriate standards for pavement resurfacing, restoration, and/or rehabilitation work. 7.2.1 Determining the Project Type The following steps are necessary to determine the Project Type (1R, 2R or 3R):

1. Pavement Evaluation and Treatment Selection For any paving project, it is important to determine the primary types of deterioration and select the most appropriate treatment(s). The NYSDOT Comprehensive Pavement Design Manual (CPDM) describes accepted treatment alternatives (ranging from preventive maintenance to reconstruction) and provides guidance on selection procedures. That manual and other current Department pavement policy and instructions, should be followed as appropriate. The Resident Engineer and Regional Materials Engineer are to be contacted for input on the pavement evaluation and treatment selection. 2R and 3R projects may include segments (generally greater than 0.6 miles) of preventive maintenance, corrective maintenance or all types of rehabilitation pavement treatments (including rubblizing and cracking and seating). More extensive pavement treatments (i.e., reconstruction) may qualify as part of a 2R or 3R project if:

It does not include the construction of new highway segments

There is less than 0.6 miles of continuous pavement reconstruction

The reconstruction is less than 25% of the total project length On 1R projects, pavement repairs are limited to isolated pavement distress (e.g., joint failure, frost heave, pavement blow-up). The existing pavement must have a pavement surface condition rating of 6 or greater (5 for cold in-place recycling), or be approved on a case by case basis by the Regional Director when they approve the design approval document.









02/27/17 §7.2.1

2. Americans with Disabilities Act (ADA) Compliance and Safety Assessment The Safety Appurtenance Program (SAFETAP) ensures that safety considerations are incorporated into the Department’s maintenance paving projects. SAFETAP requires a project review of paving sites by a team of qualified Department staff for the purpose of deciding the scope-appropriate safety work (refer to Exhibit 7-1) to be implemented before, at the time of, or soon after, construction (refer to §7.7.1 of this chapter). The designer on the team will also review the project for compliance with the Americans with Disabilities Act (ADA) and Chapter 18 of this manual.

During project initiation or early in project scoping, an independent Safety Assessment Team, including one or more safety experts from Traffic and Design and any other members (e.g., Maintenance for VPP projects), as deemed appropriate, shall be formed. The team will:

Perform a safety screening of site related computerized accident data in accordance with Section 5.3.5 of this manual. A full crash analysis is not required for 1R projects.

The Design team member should obtain feedback from the residency on the nighttime visibility of signs, delineators, etc.

The Design team member should review the GIS layer at P:\GIS\Planning\ADA, by Region, for locations within the project limits with identified noncompliant ADA curb ramps.

Examine the sites selected. Generally, the project designer will help facilitate the field visit.

Make recommendations for scope-appropriate safety work (refer to Exhibit 7-1) based on the Safety Assessment and the selected pavement treatment. Coordination between the Safety Assessment Team and project team (e.g., Regional Design; Traffic; Maintenance; Planning and Program Management; Regional Structures, etc.) is imperative for the successful completion of the process. The objectives are to build consensus on the scope of improvements, make certain decisions in the field, and expedite the project while avoiding conflicts with ongoing or future projects. This will expedite the process and reduce paperwork, e-mails, memos, and meetings.

Where curb ramps need to be installed or existing curb ramps need to be replaced, the designer must confirm with the Regional Land Surveyor that all of the work can be accomplished without ROW acquisition (easements or fee takings). On 1R projects, the ROW procedures for curb ramps that are described in Section 7.3.2.1 shall be followed.. ADA Reporting shall be completed by each Regional Office per Section 7.9 of this chapter.

Complete the Resurfacing ADA and Safety Assessment Form in Exhibit 7-1. A key element in this process is the documentation of safety related work. The form summarizes the safety and ADA related items that need to be documented. This encourages the consideration of low cost safety and other operational improvements. For 1R and 2R projects, the form serves as part of the project documentation (Refer to Section 7.2.2 for project documentation). For 3R projects, the form helps identify basic safety improvements.



02/27/17 §7.2.1

Recommended safety work that will not be addressed is to be documented and explained in the Design Approval Document, in accordance with PDM Appendix 7.

A Safety Appurtenance (SAFETAP) Reporting Form shall be completed by each Regional Office annually. See Section 7.8 of this chapter.

3. Project Type Selection The CPDM defines the process and technical considerations for selecting the recommended pavement treatment. Refer to Sections 7.3 through 7.6 to determine which project type fits the recommended pavement treatment.




02/27/17 §7.2.1

Exhibit 7-1 Resurfacing ADA and Safety Assessment Form (Page 1 of 2)

PIN: Date: PIL, PII or HAL? ADT: Posted Speed:

Safety Assessment Team Design: Traffic: Maintenance :

Element Guidance Comments

Elements for All Single and Multicourse Resurfacing Projects (1R, 2R, and 3R):

Signing Regulatory and warning signs should be installed as needed, in accordance with the National MUTCD and NYS Supplement. Review signs for condition (obvious fading or graffiti), location, post type (breakaway or rigid), appropriateness (need).

Immediately notify the Resident Engineer of any missing regulatory or warning signs.

Identify regulatory and warning signs obscured by vegetation for clearing and grubbing.

Pavement Markings

Pavement markings should be installed in accordance with the MUTCD. The adequacy of existing passing zones should be evaluated. Current EIs and specifications must be followed. See EI 13-021 to restripe 9’ & 10’ lane widths on high-speed highways to 11’ where a 4’ minimum shoulder can be retained for non-motorized traffic, or to restripe 12’ and greater lane widths on low-speed highways with shoulders less than 4’ to widen the shoulder for non-motorized traffic.

Delineation Install per the National MUTCD and NYS Supplement.

ADA 1R projects: curb ramps and crosswalks that were built or altered before March 15, 2012 must be in conformance with the appropriate acceptable values in the Critical Elements for the Design, Layout and Acceptance of Pedestrian Facilities table and HDM Section 7.3.2.1. Sidewalks and pedestrian signal upgrades are not required unless they are altered as part of the project.

2R / 3R projects: all pedestrian facilities must be in conformance with the acceptable values in the Critical Elements for the Design, Layout and Acceptance of Pedestrian Facilities table , New or replacement pedestrian signals must be accessible.

Exceptions on 1R/2R/3R projects must be justified per HDM Ch 2, Section 2.8.

Rumble Strips

Include CARDs as required by EI 13-021, and SHARDs in accordance with EI 16- 014.

Sight Distance

Consult HDM Chapters 2 and 5 to identify the standard sight distances for the posted speed. Clear and grub vegetation to improve the following sight distances that are observed to be substantially less than the standard (precise measurements and calculations are not required):

Intersection sight distance for right on red at signalized intersections and for left, through and right turns at unsignalized intersections and major driveways.

Sag vertical curve SSD obscured by overhead trees.

Horizontal SSD. Consider intersection warning signs for segments with sight distances that are observed to be substantially less than the standard and will not be improved.

Fixed Objects

1R projects: Address obvious objects that are within the prevailing clear area and within the ROW based on engineering judgment from a field visit (e.g., tree removal on the outside of a curve or installation of traversable driveway culvert end sections within the prevailing clear zone).

2R/3R projects: Reestablish the clear zone and remove, relocate, modify to make crash worthy, shield by guide rail/crash cushion, or delineate any fixed objects. For guidance on identifying fixed objects, refer to HDM §10.3.1.2 B.

Guide Rail Review the guide rail for:

Nonfunctioning or severely deteriorated rail (HDM §10.3.1.2 B)

Guide rail height (HDM Table 10-7 and current EIs) considering the proposed overlay thickness.

Deflection distance (HDM §10.2.2.3 and Table 10-3).

Point of need if the end section will be replaced (HDM §10.2.2.1).

Barrier Terminals/End Sections (HDM §10.2.5).

Install median barrier per HDM §10.2.4. (72’ criteria for interstates)

Bridge Rail Transitions

The Regional Structures Group, Regional Design Group, Main Office Structures, and Design Quality Assurance Bureau should be contacted, as needed, to help identify substandard connections to bridge rail and for the recommended treatment.





https://www.dot.ny.gov/portal/pls/portal/mexis_app.pa_ei_eb_admin_app.show_pdf?id=11376



02/27/17 §7.2.1

Exhibit 7-1 Resurfacing ADA and Safety Assessment Form (Page 2 of 2)

Element Guidance Comments

Rail Road Crossing

Contact Regional Rail Coordinator. Contact Office of Design if replacing crossing surface as required per HDM Ch 23.

Shoulder Resurfacing

Unpaved, stabilized shoulders should be paved a minimum of 2’ beyond the travelled way in uncurbed sections to reinforce the traveled way, for occasional bicyclists, and to improve safety. Design criteria for 2R/3R may require a wider width. A 1:10 pavement slope may be used to transition between the travel way paving and a paved shoulder that will not be resurfaced. Requires milling a longitudinal rebate and cannot exceed max rollover rate of 10% for ≤ 4’ shoulders and 8% for wider shoulders.

Edge Drop-Offs

Edge drop-offs are not permitted between the traveled way and shoulder. Shoulder edge drop offs >2” are to be addressed via the safety edge (EI 10-012) in the §402 items or shoulder backup material. See above for overlays that do not pave the shoulder.

Super-elevation

Identify where the advisory speed, ball bank indicator, accelerometer, or record plans reveal superelevation that is less than recommended for the posted speed (using AASHTO Method 2 noted in HDM §5.7.3). Improve superelevation (up to the maximum rate as necessary using AASHTO Superelevation Distribution Method 2) to have the recommended speed equal to the posted speed. Where the maximum rate is insufficient, install advisory speed signs as needed and consider additional treatments (e.g., chevrons, roadside clearing), as needed.

Utilities Manholes, valves, frames and grates are to be adjusted in accordance with Sections

655 and 663 of the Standard Specifications. Poles, guy wires, sign posts, trees, and other obstructions should be 18” or more from the face of curb. In uncurbed areas, they should be 48” or more from the edge line. Vertical drops at grates or frames should be addressed if they exceed 1” and horizontal gaps parallel to the direction of traffic should be addressed if they exceed 5/8”

Additional Elements for 2R and 3R Projects:

Super-elevation

For Freeway projects, the superelevation is to be improved to meet the values in HDM Ch 2, Exhibits 2-13a or 2-14a (which utilizes AASHTO Superelevation Distribution Method 5).

Speed Change Lanes

Speed change lanes should meet AASHTO “Green Book“ Ch 10 standards. Shoulders for speed change lanes should meet HDM §2.7.5.2 and §2.7.5.3

Clear Zone(s)

Establish based on HDM §10.3.2.2 A for non-freeway and HDM §10.2.1 for freeways. Check all points of need (HDM §10.2.2.1).

Traffic Signals

Signal heads should be upgraded to meet current requirements. Detection systems should be evaluated for actuated signals and considered for fixed-time signals. New traffic signals that meet the signal warrants may be included.

Shoulder Widening

Shoulders should be widened to 2’ min on local rural roads and low speed collectors. 4’ min is used for other nonfreeway rural facilities for crash avoidance, bicyclists, and pedestrians.

Lane Widening

Non-freeway lanes may be widened per HDM Exhibits 7-5 and 7-9. New through travel lanes are not permitted.

Design Vehicle

Intersections should accommodate the design vehicle without encroachment into other travel lanes or turning lanes.

Driveways

Driveways shall meet the spirit and intent of the most recent “Policy and Standards for the Design of Entrances to State Highways” in HDM Chapter 5, Appendix 5A .

Turn Lanes Turn lanes should meet the requirements of HDM §5.9.8.2

Curbing

Curbing must meet the requirements of HDM §10.2.2.4. For freeways, curbing that cannot be eliminated should be replaced with the 1:3 slope, 4” high traversable curb.

Drainage

Closed drainage work may include new closed drainage structures, culverts, and the cleaning and repair of existing systems. Subsurface utility exploration should be considered for closed drainage system modifications.

Pedestrian & Bicycle

Pedestrian facilities must meet the requirements of HDM Chapter 18, and the values shown in the Critical Elements for the Design, Layout and Acceptance of Pedestrian Facilities table. Consider installing crosswalks and pedestrian push buttons at signals. Install pedestrian countdown timers as needed. Minimum shoulder width of 4’ if no curbing.





02/27/17 §7.2.2

7.2.2 Project Process and Design Approval Document Process - 1R, 2R and 3R projects should follow the Project Development Manual (PDM) steps in Chapter 4, the Design Related Approvals Matrix, and Appendix 7. Section 7.7 of this chapter on project delivery applies to 1R, 2R and all 3R projects. 1R and 2R projects require the preparation of an annual SAFETAP reporting as discussed in Section 7.8 of this chapter. Design Approval Documentation - Refer to PDM Appendix 7 for the format and content of the design approval document. PDM Appendix 7, Exhibit 7-11 lists the material that should be attached to the 1R, 2R and 3R project design approval documents. The Resurfacing ADA and Safety Assessment Form is to be attached as required by PDM Exhibit 7-11.




10/17/14 §7.3.2

7.3 FREEWAY AND NON-FREEWAY 1R PROJECTS

7.3.1 Definition of 1R 1R projects are resurfacing projects that include the placement or replacement of the top and/or binder pavement course(s) to extend or renew the existing pavement design life and to improve serviceability while not degrading safety. 1R projects must meet the requirements in Section 7.3.2 of this chapter. Refer to the Comprehensive Pavement Design Manual to determine the recommended pavement treatment selection. 7.3.2 1R Requirements 1R projects must meet the following requirements:

For freeways, pavement treatments cannot substantially impact the pavement elevation (2” maximum overlay) and are limited to binder and top treatments. Cold in place recycling (CIPR) is not permitted. Pavement work can include:

o a 1 course overlay/inlay (2” max) with isolated slab repairs for PCC pavements and T&L (up to 50% of top course volume) via VPP or D contract.

o a 2 course inlay (4” max mill and fill) via D contract only.

o a 1 course inlay (2” max) with a 1 course overlay (2” max) to provide a 4” pavement treatment via D contract only.

For non-freeway projects, work is limited to 1 course overlay or inlay (2” max) with optional 4” cold in place recycling (CIPR) via VPP or D contract.

All other multiple course resurfacing projects shall be progressed as 2R or 3R projects in accordance with the PDM and this chapter.

The existing pavement must have a pavement surface condition rating of 6 or better (5 if CIPR will be performed on non-freeway segments). Exceptions must follow the pavement treatment selection in Chapter 3 of the Comprehensive Pavement Design Manual and be approved on a case by case basis by the Regional Director when they approve the design approval document.

The quantity of truing & leveling is to be less than 50% of the top course material. Truing & leveling is to be used at spot locations to remove irregularities in the old pavement, fill and patch holes, correct variations in banked pavement, establish pavement crowns and for the terminations of the overlay as noted in Section 3.3.1 of this manual. Truing and leveling is not to be used over substantial lengths of the project to effectively increase the overall maximum overlay thickness or add a second pavement course. Wheel ruts are to be filled with a shim course or top course material. The intent is to fill ruts to improve surface drainage and allow adequate compaction of the overlay without adding a second pavement course that would warrant a more in depth evaluation. Milling may be used in place of truing and leveling.





02/27/17 §7.3.2

Milling may be performed for the traveled way or traveled way and full depth shoulders to maintain the existing surface elevation. Reasons for milling include: maintaining vertical clearances, maintaining proper barrier heights, maintaining curb height for drainage, and replacing a poor top course on a sound pavement structure. Spot locations may have more milling to obtain an acceptable cross slope and profile.

The overlay must extend the full width of the paved roadway (travel lanes & paved shoulders) unless milling is performed as noted above and the paved shoulders, if any, are in satisfactory condition. Where shoulders are in good condition, the travel lane overlays may use a longitudinal milling rebate to create a (1:10) shoulder slope. The maximum rollover rate of 10% for ≤ 4’ shoulders and 8% for wider shoulders cannot be exceeded. Lane and shoulder widening are not permitted except where narrow shoulders in uncurbed areas are restored to 2’ wide.

Where the travel lanes are in good condition (6 or greater) and the safety assessment does not recommend any work on the traveled-way, 1R projects may involve resurfacing of the shoulder only.

Reconstruction of the shoulder, except where narrow shoulders in uncurbed areas are restored to 2’ wide, is not permitted.

Low-speed segments (≤40 MPH speed limit) with 12’ lanes and shoulders less than 4’, should be restriped to 11’ travel lanes on non-qualifying highways to provide a wider shoulder and enhance mobility for non-motorized travel unless a non-conforming feature explanation is provided in accordance with HDM Section 5.1. Short segments, less than 0.6 miles in length, should only be restriped where they will help establish lane width consistency with adjacent segments.

High-speed segments (≥45 MPH speed limit) with 9’ or 10’ lanes, should be restriped to 11’ travel lanes provided a 4’ minimum shoulder can be retained to enhance safety while maintaining mobility for non-motorized travel unless a non-conforming feature explanation is provided in accordance with HDM Section 5.1. Short segments, less than 0.6 miles in length, should only be restriped where they will help establish lane width consistency with adjacent segments. Note that 9’ and 10’ lanes have 1.25 to 1.45 times the crash rate of 11 foot lanes.

Isolated slab repairs are permitted for pavement blow-ups, when milling reveals spot locations of rigid pavement distress, where isolated joints have failed.

Where existing rumble strips (e.g., MIARDs, CARDs, SHARDs) are present, they may need to be shimmed or milled and filled prior to an overlay. The Regional Materials Engineer should be consulted for the appropriate method.

The Safety Assessment Team must inspect each site and complete the Resurfacing ADA and Safety Assessment Form (Exhibit 7-1) as outlined in Section 7.2.1 of this chapter.

The non-pavement work must be performed in accordance with Sections 7.7.1 of this chapter.

A design approval document is prepared in accordance with Section 7.2.2 of this chapter.


01/31/17 §7.3.2.1

Element Specific Bridge Work recommended by the Regional Structures Management Team may be included in 1R projects. Element Specific Bridge Work eligible for inclusion in a 1R project is defined in the Project Development Manual (Appendix 7 Exhibit 7-5). There are no restrictions on the number of items in NYSDOT let D contracts.

Safety work that meets the above criteria and either of the following criteria is to be implemented under the 1R Requirements (in accordance with Exhibit 7-12):

o The safety treatments are necessary to avoid degrading safety, or

o The safety treatments are practical and necessary to address existing or likely (i.e., a reasonable likelihood of occurrence) safety problems.

7.3.2.1 ADA Compliance for 1R Projects 1R projects are considered alterations per a technical advisory issued jointly by the USDOT and US Department of Justice in July 2013. This requires that 1R projects address the need for new curb ramps and crosswalks, and the adequacy of existing curb ramps and crosswalks. Curb ramps built or altered prior to March 15, 2012 must meet the standards of the 1991 ADA Accessibility Guidelines (ADAAG). Curb ramps built or altered on or after March 15, 2012, are required to meet the 2011 Proposed Accessibility Guidelines for Pedestrian Facilities in Public Rights-of-Way (PROWAG). A list of applicable values from the ADAAG and PROWAG is provided in the Critical Elements for the Design and Layout, and Acceptance of Pedestrian Facilities table. When ADA criteria cannot be met, the reason should be documented in the DAD. Noncompliant pedestrian facilities must be justified and approved per HDM Chapter 2. Refer to Section 7.9 of this chapter for ADA Transition Plan reporting requirements for new or replacement pedestrian facilities. For more information on the ADA Transition Plan, contact the Regional ADA Coordinator or Office of Policy, Planning and Performance in the Main Office. Corner curb ramps serving pedestrian paths that are parallel to the paving mainline should be addressed as part of the 1R project if they can be brought into full ADA compliance, or if a significant improvement in accessibility can be made. Paving may be extended as far as 30 feet from the edge of the mainline to correct deficiencies in the grade, cross slope, or counterslope of these ramps. Curb ramp work may be done in a separate contract. Timing of curb ramp work should comply with Section 7.7.1 and Exhibit 7-12. It must be completed before or concurrent with the 1R project, except as provided in Section 7.3.2.2. Crosswalks on 1R projects should meet the grade and cross slope criteria found in the Critical Elements for the Design and Layout, and Acceptance of Pedestrian Facilities table. However, extensive milling or reconstruction is not required to correct crosswalk slopes on 1R projects, as this would fall outside of the scope of the project.


http://www.ada.gov/doj-fhwa-ta.htm







02/27/17 §7.3.2.2

7.3.2.2 Procedures for Addressing Curb Ramp Requirements on 1R Projects Refer to Exhibit 7-1a, 1R Project Pavement Alteration Curb Ramp & ROW Logic, for a flow chart of these procedures. Step 1. Inspect all existing curb ramps for compliance with the applicable standards (1991 ADAAG or 2011 PROWAG) using the Critical Elements for the Design and Layout, and Acceptance of Pedestrian Facilities table.

2011 PROWAG-compliant curb ramps are to be listed as such in a curb ramp table

(Exhibit 7-13) to update the ADA Transition Plan.

1991 ADAAG-compliant curb ramps are to be listed as such in a curb ramp table (Exhibit 7-13) to update the ADA Transition Plan. This information will be used to ensure that these locations are brought up to current standards in future projects.

Step 2. For any curb ramp that is not compliant with the applicable accessibility guidelines, conduct ROW research. This work is to be performed under the supervision of a licensed Land Surveyor, and may include the review of record plans, orthoimagery, highway work permits, GIS databases, highway type, the 23 NYS Session Laws, and survey-grade tax maps. Where possible, the Land Surveyor will make Approximate Highway Boundary (AHB) or Highway Boundary (HB) determinations and provide a scaled CADD file with AHB/HB to Design. No full boundary survey or other field work is required. Design is to obtain any necessary terrain data and develop a proposed curb ramp design that is compliant or as close to compliance as practicable.

Step 3. Determine ROW category for curb ramp:

CATEGORY I – AHB/HB can be determined from ROW research. The proposed

compliant curb ramp is inside the AHB/HB. Deliver the PS&E with the curb ramp. In some cases, the curb ramp will be addressed as part of separate contract, but the curb ramp work must be completed prior to, or concurrent with, the 1R project. Show the AHB/HB and curb ramp in the contract documents.

CATEGORY II - AHB/HB cannot readily be determined from ROW research

A. The proposed compliant curb ramp can be built inside the existing concrete footprint

Deliver the PS&E with the curb ramp. In some cases, the curb ramp will be addressed as part of separate contract, but the curb ramp work must be completed prior to, or concurrent with, the 1R project. Show the AHB at the edge of the existing concrete footprint in the contract documents. During design, notify adjacent property owners of anticipated work.

B. The proposed compliant curb ramp will extend beyond the existing concrete footprint

Where an existing curb ramp is present




02/27/17 §7.3.2.2

Defer the curb ramp work to a follow-on project to allow time for ROW acquisitions. Regions are to program ADA follow-on projects on the STIP. Deferred curb ramp location improvements are to be let within 3-years of the pavement maintenance contract letting.

Where no existing curb ramp is present (e.g., a street crossing with vertical faced curb and no ramp)

Defer the entire 1R project until adequate ROW can be acquired. This will avoid the need to remove and replace newly constructed, but only partially compliant, curb ramps;

OR

If deferring the 1R project is not possible, deliver the PS&E with limited curb ramp improvements. Show the AHB at the edge of the existing concrete footprint in the contract documents. Curb ramps shall be constructed as close to compliance as practicable, and noncompliant ramps must be justified and approved per HDM Chapter 2.

NOTE: This option may be acceptable for projects with a very small number of isolated curb ramps, but NOT where there are more than a few (3-8) curb ramp locations within the project.

During design, notify adjacent property owners of the anticipated work. Fully compliant curb ramp work is to be included in a follow-on project. Regions are to program ADA follow-on projects on the STIP. Deferred curb ramp location improvements are to be let within 3-years of the pavement maintenance contract letting.

CATEGORY III – AHB/HB can be determined from ROW research. The proposed compliant curb ramp will extend beyond the AHB/HB

Where an existing curb ramp is present

Defer curb ramp work to a follow-on project to allow time for ROW acquisitions. Regions are to program ADA follow-on projects on the STIP. Deferred curb ramp location improvements are to be let within 3-years of the pavement maintenance contract letting.

Where no existing curb ramp is present (e.g., street crossing with vertical faced curb and no ramp)

Defer the entire 1R project until adequate ROW can be acquired. This will avoid the need to remove and replace newly constructed, but only partially compliant, curb ramps;

OR

If deferring the 1R project is not possible, deliver the PS&E with limited curb ramp improvements. Show the AHB/HB in the contract documents. Curb ramps shall be constructed as close to compliance as practicable, and noncompliant ramps must be justified and approved per HDM Chapter 2

NOTE: This option may be acceptable for projects with a very small number of isolated curb ramps, but NOT where there are more than a few (3-8) curb ramp locations within the project.





02/27/17 §7.3.2.2

During design, notify adjacent property owners of the anticipated work. Fully compliant curb ramp work is to be included in a follow-on project. Regions are to program ADA follow-on projects on the STIP. Deferred curb ramp location improvements are to be let within 3-years of the pavement maintenance contract letting.

CATEGORY IV – The proposed curb ramp can not be made compliant due to a design constraint other than ROW.

Include the best possible fit in the contract documents. The curb ramp shall be constructed as close to compliance as practicable, and noncompliant ramps must be justified and approved per HDM Chapter 2.



02/27/17 §7.3.2.2

Exhibit 7-1a 1R Project Pavement Alteration Curb Ramp & ROW Logic


10/17/14 §7.4.2

7.4 FREEWAY AND NON-FREEWAY 2R PROJECTS

7.4.1 Definition of 2R Projects 2R projects are applicable to all functional class roadways and typically include a multicourse resurfacing project that may include: milling, superelevation, traffic signals, turn lanes, driveway modifications, roadside work, minor safety work, lane and shoulder widening, shoulder reconstruction, drainage work, sidewalk curb ramps, etc. 2R projects use the 3R design criteria. 2R projects do not include:

New through travel lanes

New two-way left-turn lanes (TWLTL), auxiliary lanes or medians

Extensive pavement reconstruction (e.g., 0.6 miles or more of continuous reconstruction or more than 25% of the total project length)

Major Bridge Rehabilitations, New Bridges, or Bridge Replacements (as defined in Bridge Manual Section 19 and PDM Appendix 5)

Substantial environmental impacts

Anticipated controversy

Formal public hearings

Extensive (non-de minimis) right-of-way (ROW) acquisitions per the Eminent Domain Procedure Law (EDPL)

Refer to the CPDM to determine the recommended pavement work. 7.4.2 2R Requirements The 2R requirements are contained in Exhibit 7-2. In general, where the 2R requirements are silent, the project should follow standard Department guidance and policies. Where policies and guidance have specific information for 3R projects, it should be used for 2R projects as well.





02/27/17 §7.4.2

Exhibit 7-2 2R Screening/Scoping Checklist (Page 1 of 2)

PIN:

1. PAVEMENT TREATMENT SCREENING

No full-depth replacement of travel lane pavement except in localized areas (i.e., must be 0.6 miles or less of continuous reconstruction and less than 25% of the project length).

At a minimum, shoulders, if any, must be restored to a satisfactory condition and be flush with the edge of traveled way.

Shoulder reconstruction is permitted.

2. CAPACITY SCREENING

Through Capacity - A Level of Service (LOS) analysis is performed in accordance with HDM §5.2. Note: secondary data may be used if approved by the RPPM or Regional Traffic Engineer.

The ETC+10 LOS is at least “D” or, the design approval documents that the LOS is non-conforming and “The RPPM does not anticipate capacity improvements within ten years.”

Non Freeway Intersection Capacity - Intersections with observed operational or safety problems due to lack of turn lane or insufficient length of turn lane are analyzed in accordance with HDM §5.2. Note: secondary data may be used if approved by the RPPM or Regional Traffic Engineer. New turn lanes needed at intersections (signalized and unsignalized) are to:

Meet the length required by HDM §5.9.8.2 or include an explanation for non-conforming lengths in the design approval document.

Meet the width requirement in 7.5.2.1 B for rural highways or 7.5.2.2 B for urban highways.

Meet the air quality requirements of Environmental Procedure Manual (EPM) §1.1.

3. GEOMETRIC DESIGN CRITERIA SCREENING

Non-freeway routes: 3R standards referenced in HDM §7.5.

Interstate System or other freeways: HDM §2.7.1.1 as modified by §7.6.3.

All non-standard geometric features are justified in accordance with HDM §2.8.

Non-conforming features (HDM §5.1) are listed in the design approval document with an explanation, as necessary.

4. GENERAL DESIGN SCREENING

Interstate System or other freeway routes meet the requirements of HDM §7.6.

Roadside design meets the requirements for 3R projects in HDM §10.3.

Element Specific Bridge Work and/or Minor Bridge Rehabilitation Work recommend by the Regional Structures Management Team may be included in 2R projects. Element Specific Bridge Work eligible for inclusion is defined in the Project Development Manual (see Appendix 7, Exhibit 7-5). Minor Bridge Rehabilitation Work eligible for inclusion is defined in the Bridge Manual (Chapter 19, Section 19.1)


02/27/17 §7.4.2

Exhibit 7-2 2R Screening/Scoping Checklist (Page 2 of 2) 5. SAFETY SCREENING

A three-year accident history review indicates the following: (This can be quickly accomplished using readily available products from the Department’s Safety Information Management System (SIMS) and the computerized TE-164 methodology).

The overall three-year accident rate is not more than 1.5 times the average rate for a comparable type of facility, as shown in SIMS.

The occurrence of Fatal, Injury, and combined Fatal+Injury accidents is not more than 1.5 times the average for similar type highways.

Locations listed on the regular Priority Investigation Location (PIL) list within the project limits are addressed. A PIL is considered addressed if it has been investigated in the last five years and the recommendations implemented or incorporated into the proposed project.

Locations listed on the ‘Fixed Object & Run-Off Road’ PIL list within the project limits are addressed.

Locations listed on the Wet-Road PIL list within the project limits are addressed.

Note: Segments that do not meet all of the above shall undergo an accident analysis using the methodology in HDM §5.3 or an appropriate engineering evaluation as determined by the Regional Traffic Engineer. The accident analysis and recommendations should be included in the design approval document as an appendix. If, based on the accident analysis, it is decided to undertake a safety improvement that cannot be implemented in a 2R project, a 3R or other type of project should be progressed. Where the crash rate is above the statewide average and the off-peak 85th percentile speed is 10 mph or more than the posted speed, verify the appropriateness of the posted speed and/or evaluate the inclusion of low-cost traffic calming measures (Ref. HDM Ch 25), restriping 12’ lanes to 11’, adding pedestrian refuge islands, etc.

6. SAFETY ASSESSMENT

Perform a road safety assessment (Exhibit 7-1) as discussed in Section 7.2 of this chapter. Safety work that meets either of the following criteria is to be implemented under the multi-course requirements:

The safety treatments are necessary to avoid degrading safety, or

The safety treatments are practical and necessary to address existing or potential safety problems.

7. PUBLIC OUTREACH SCREENING

Appropriate public involvement is done (See PDM Appendix 2) and community concerns are satisfactorily addressed.

No formal public hearings are required or held.

8. ENVIRONMENTAL SCREENING

SEQR (All projects): The project is determined to be a SEQR Type II (i.e., complies with 17 NYCRR 15.14(d) and 17 NYCRR 15.14(e)(37)).

NEPA (Federal-aid projects): Federal Environmental Approvals Worksheet is completed and the project is determined to be a Categorical Exclusion, (with FHWA approval concurrence obtained, if necessary).

NOTE: Only segments that meet all of the requirements above can be progressed as 2R.


02/27/17 §7.5.1

7.5 NON-FREEWAY 3R PROJECTS

This section sets forth the design criteria and guidance for non-freeway 3R projects and highlights areas of particular importance to the scoping and design efforts. For the purposes of this chapter, the term non-freeway applies to all projects not on interstates and other freeways, expressways and multi-lane divided parkways as defined in Section 2.4.1.2 of this manual. The specific design requirements and guidance for the drainage, roadside, pavement, traffic control devices, etc., are in other sections of the Highway Design Manual, appropriate Engineering Instructions, etc. All Department policies, procedures, standards, rules and regulations are to be followed except as specifically modified by this section. 7.5.1 Definition of Non-Freeway 3R Non-freeway 3R projects are designed to preserve and extend the service life of an existing highway, including any cost-effective safety improvements and other safety improvements. 3R projects are required to enhance safety. The scope of non-freeway 3R work cannot be arbitrarily limited to the surfaced roadway (i.e., the roadside must be considered in developing the scope of a non-freeway 3R project). Non-freeway 3R projects should generally provide a highway section that will require only routine maintenance work for many years after construction. Changes to a highway's geometric elements, which are not required to meet minimum 3R standards or part of a low-cost safety enhancement or low-cost operational improvement, should be supported by an analysis demonstrating that the proposed work is cost-effective, (e.g., a non-freeway 3R project that proposes to widen a highway to the new or reconstruction minimum lane widths in Chapter 2, Section 2.7). Note that the safety and operational effects of the improvements should be considered together when calculating whether or not an improvement would be cost-effective. Non-freeway 3R pavement treatments generally have a service life of 10 to 20 years. However, reconstruction of short segments may be necessary to meet the project objectives. For example, straightening of a horizontal curve, which increases the curve length, usually requires full reconstruction between the beginning and ending points of the curve. Reconstruction segments of 0.6 miles or more shall be designed in accordance with the standards for new and reconstruction projects, including separate design criteria from Chapter 2 of this manual. The future plans for the facility and the length of the reconstruction work are factors in the decision to widen the roadway to the Chapter 2 widths, or justify using widths that are consistent with the adjacent non-freeway 3R segments. Some of the work may be accomplished more efficiently by separate contract. This is acceptable as long as the separate contracts are progressed in a timely manner (See Section 7.7 of this chapter). The conditions of each individual project should be evaluated to determine if work by a separate contract is a viable option. When work will be done by a separate contract within the limits of the non-freeway 3R project, the work is to be discussed in the Design Approval Document. This discussion is required since the approval of the non-freeway 3R project may be dependent on the scope and schedule of the work being done under a separate contract. Refer to Exhibit 7-3 for requirements and guidance on the scope of work for a non-freeway 3R project.


02/27/17 §7.5.1

Exhibit 7-3 Non Freeway 3R Screening/Scoping Checklist (Page 1 of 2)

PIN:

1. FUNCTIONAL CLASSIFICATION

Highway is not classified as an Interstate or other freeway as defined by Chapter 2, Section 2.4 of this manual.

2. PAVEMENT TREATMENT SCREENING

Refer to the CPDM to determine the recommended pavement treatment.

No full-depth replacement of travel lane pavement except in localized areas (i.e., must be 0.6 miles or less of continuous reconstruction and less than 25% of the project length).

At a minimum, shoulders, if any, must be restored to a satisfactory condition and be flush with the edge of traveled way.

Shoulder reconstruction is permitted.

Pavement treatments are to be designed to a minimum expected service life (ESL) of 10 years and desirably 15 to 20 years. ESLs of 5 to 9 years are non-conforming features that require an explanation.

3. CAPACITY SCREENING

Through Capacity - A Level of Service (LOS) analysis is performed in accordance with HDM §5.2 Note: secondary data may be used if approved by the RPPM. The ETC+10 LOS will be at least “D” or, the design approval documents the LOS as non-conforming and that the “RPPM or Regional Traffic Engineer does not anticipate capacity improvements within ten years.”

Additional through travel lanes cannot be created/constructed. This includes restriping an existing 4- lane highway to 6 lanes, with or without widening the existing pavement.

Intermittent climbing and passing lanes are allowed.

New or existing Two-Way Left-Turn Lanes (TWLTL) are to be a minimum of 11’ wide with minimal reconstruction work (e.g., through restriping, minor widening, changing a 4 lane road to a 3 lane road).

NOTE: Additional through travel lanes substantially change the operating characteristics of the highway and violate the basic premise of the non-freeway 3R standards. Additionally, added travel lanes may create safety and operational problems, not only for the project segment, but at other locations within the highway system. Significant social, economic, and environmental concerns may also result from increasing the number of travel lanes.

Intersection Capacity - Intersections with observed operational or safety problems due to lack of turn lane or insufficient length of turn lane are analyzed in accordance with HDM §5.2. Note: secondary data may be used if approved by the RPPM or Regional Traffic Engineer.

New turn lanes needed at intersections (signalized and unsignalized) are to:

Meet the length required by HDM §5.9.8.2 or include an explanation for non-conforming lengths in the design approval document per HDM §5.1.

Meet the width requirement in 7.5.2.1 B for rural highways or 7.5.2.2 B for urban highways.

Meet the air quality requirements of Environmental Procedure Manual (EPM) §1.1.

New, longer, and/or wider auxiliary lanes through an intersection with minimal reconstruction work.


02/27/17 §7.5.1

Exhibit 7-3 Non Freeway 3R Screening/Scoping Checklist (Page 2 of 2) 4. GEOMETRIC DESIGN CRITERIA SCREENING

Non-freeway 3R standards in HDM §7.5.2

All non-standard geometric features are justified in accordance with HDM §2.8.

Non-conforming features (HDM §5.1) are listed in the design approval document with an explanation, as necessary.

Bridge and highway approach design criteria for major bridge rehabilitations, new and replacement bridges shall follow HDM Chapter 2. Additionally, these projects must follow the PDM process for a bridge project, including the requirement for a full design report per PDM Appendix 7, and approvals in the Design Related Approval Matrix.

5. GENERAL DESIGN SCREENING

Roadside design meets the requirements for 3R projects in HDM §10.3.

All bridge work recommended by the Regional Structures Management Team is permitted.

Medians may be widened or created with minimal reconstruction work.

6. SAFETY SCREENING

A three-year accident history review indicates the following: (This can be quickly accomplished using readily available products from the Department’s Safety Information Management System (SIMS) and the computerized TE-164 methodology).

The overall three-year accident rate is not more than 1.5 times the average rate for a comparable type of facility, as shown in SIMS.

The occurrence of Fatal, Injury, and combined Fatal+Injury accidents is not more than 1.5 times the average for similar type highways.

Locations listed on the regular Priority Investigation Location (PIL) list within the project limits are addressed. A PIL is considered addressed if it has been investigated in the last five years and the recommendations implemented or are incorporated into the proposed project.

Locations listed on the ‘Fixed Object & Run-Off Road’ PIL list within the project limits are addressed.

Locations listed on the Wet-Road PIL list within the project limits are addressed.

Note: Segments that do not meet all of the above shall undergo an accident analysis using the methodology in HDM §5.3 or an appropriate engineering evaluation as determined by the Regional Traffic Engineer. The accident analysis and recommendations should be attached to the design approval document as an appendix. If, based on the accident analysis, it is decided to undertake a safety improvement that cannot be implemented in a 3R project (e.g., a new grade separation), a reconstruction or other type of project should be progressed. Where the crash rate is above the statewide average and the off-peak 85th percentile speed is 10 mph or more than the posted speed, verify the appropriateness of the posted speed and/or evaluate the inclusion of low-cost traffic calming measures (Ref. HDM Ch 25) restriping 12’ lanes to 11’, adding pedestrian refuge islands, etc.

7. SAFETY ASSESSMENT

Perform a road Safety Assessment as discussed in Section 7.2 of this chapter. Safety work that meets either of the following criteria is to be implemented under the multi-course requirements:

The safety treatments are necessary to avoid degrading safety, or

The safety treatments are practical and necessary to address existing or likely safety problems.

8. PUBLIC OUTREACH SCREENING

Appropriate public involvement is done (See PDM Appendix 2) and community concerns are satisfactorily addressed.

9. ENVIRONMENTAL SCREENING

A SEQR type and NEPA classification are required. There are no restrictions on the environmental processing for 3R projects.

NOTE: Only segments that meet all of the requirements above can be progressed as 3R.


02/27/17 §7.5.2.1

7.5.2 Design Criteria (Critical Design Elements and Other Design Parameters)

1. General - Sections 7.5.2.1 and 7.5.2.2 list the critical design elements for rural and urban conditions and are similar to the critical design elements in Chapter 2, Section 2.7 of this manual. Although this section looks similar to Chapter 2, Section 2.7, the standard values and treatment of many of the critical design elements are vastly different.

2. Background - The values for the critical design elements and other design parameters

are based on Department experience and the concepts in Transportation Research Board Special Report 214. The non-freeway 3R design criteria is calculated from the existing highway geometrics since the design and operational characteristics of the existing highway can be observed and measured. This approach allows the design criteria to be less stringent than that for new and reconstruction projects because there is an operational "model" to analyze for safety and operational characteristics. When substantial changes are proposed, such as curve realignment, the non-freeway 3R design criteria is no longer applicable because the design criteria can no longer be supported by an analysis of the existing conditions. Reconstruction segments over 0.6 miles are to use design criteria from Chapter 2 of this manual.

3. Engineering Judgment - The inclusion of specified design criteria in this section does not

preclude the use of engineering judgment to consider alternative engineering values and does not necessarily mean that existing roadways which were designed and constructed using different criteria, are either substandard or unsafe. Many existing facilities are adequate to safely and efficiently accommodate current traffic demands and do not need resurfacing, restoration and rehabilitation solely to meet current design criteria.

4. Guidance - Elements which meet the design criteria should generally be retained unless

improvement is warranted based on existing or anticipated operation or safety problems. Existing elements in excess of these non-freeway 3R values should likewise be retained unless there are factors evident that would justify otherwise (e.g., excessive lane width encouraging multilane operation). Reductions can alter the occurrence and severity of collisions.

5. Bridges - The selection of lane, shoulder and bridge roadway widths on bridges shall be

determined from Section 2.3 of the Bridge Manual.

6. Segments with Different Design Criteria - For complex projects which encompass several highway types, there may be several sets of design criteria that apply to different portions of the project or to different alternatives. Separate criteria must be provided for side roads when they are being resurfaced by more than 2” for more than 500’.

7. Values Below the Design Criteria - While it is Department policy to at least meet the

design criteria values, there may be some situations where lesser values are appropriate for a particular situation and may provide the most cost-effective, quality design (as discussed above under Engineering Judgment). When this occurs and the critical design element value is not attained, a formal justification must be prepared in accordance with Department policy for use of the non-standard feature as specified in Chapter 2, Section 2.8 of this manual.

A formal justification is not required for other design parameters that do not comply with the established values. However, they should be listed in the Design Approval






02/27/17 §7.5.2.1

Document with an explanation as needed or required. Refer to Chapter 5, Section 5.1 for a discussion on the degree of explanation needed for non-conforming features.

8. Stopping Sight Distances from Record Plans – The method used to determine stopping sight distance changed in the 2001 AASHTO policy. Record plan values for stopping sight distance should not be used and must be regenerated based on the profile and new sight-line measurements (See Section 7.5.2.1.F).

7.5.2.1 Critical Design Elements for Rural Highways The following critical design elements apply to rural, non-freeway 3R projects. Descriptions of the critical design elements are included in Chapter 2, Section 2.6 of this manual.

A. Design Speed (Rural Highways) Select a design speed in accordance with Chapter 2, Section 2.6.1 of this manual.

B. Lane Width (Rural Highways)

If the accident rate is at or below the statewide average, the travel lane, parking lane, and turning lane widths shall be the greater of the existing widths or the widths determined from Exhibit 7-4. If the accident rate is above the statewide average, the travel lane, parking lane, and turning lane widths shall be the greater of the existing widths, the widths determined from Exhibit 7-4, and the widths for Exhibit 7-5.

Where the existing lane widths are wider than necessary, they may be reduced to the minimum widths for the type of facility in Chapter 2, Section 2.7 of this manual. Note that wider lane widths may be necessary for large vehicles, at intersections for turning vehicles, etc. 11 ft and 12 ft travel lanes are desirable for high-speed highways with truck traffic.

C. Shoulder Width (Rural Highways)

If the accident rate is at or below the statewide average, the shoulder width shall be the greater of the existing width or the width determined from Exhibits 7-4. If the accident rate is above the statewide average, the shoulder widths shall be the greater of the existing width, the width determined from Exhibit 7-4, or the width from Exhibit 7-5.

Where the shoulder widths are wider than necessary, they may be reduced to the minimum widths for the type of facility in Chapter 2, Section 2.7 of this manual. Note that wider shoulder widths may be necessary for large vehicles, at intersections for turning vehicles, an added travel lane for emergency evacuation, bicyclists, occasional pedestrians, etc. For low-speed highways, consider narrowing 12’ lanes to 11’ to provide a 4’ minimum shoulder.





10/17/14 §7.5.2.1

Exhibit 7-4 Minimum Lane and Shoulder Widths for Rural Highways

Critical Design

Elements

Local Roads & Low-Speed Collectors that are not Truck Access Routes1

Arterials, Truck Access Routes1, and High-Speed

Collectors

Qualifying

Highways 2

Travel Lane 9 ft Low speed (<50 mph) = 10 ft

High speed (≥50 mph) = 11 ft 12 ft

Shoulder 5 2 ft 4 ft 4 ft 3

Parking Lane 7 ft 7 ft 7 ft

Two-Way Left-Turn Lane (TWLTL)

11 ft 11 ft 12 ft

Turning Lane 9 ft 10 ft4 10 ft

Notes:

1. Routes designated as Access Highways as identified in the Official Description of Designated Qualifying and Access Highways in New York State.

2. Routes designated as Qualifying Highways on the National Network (1982 STAA highways). 3. For Qualifying Highways on Rural Collectors, a 2 ft minimum shoulder width may be used if the current

AADT is under 400 based on Chapter 2, Section 2.7. 4. 9 ft turn lanes may be used where design speed is less than 50 mph. 5. Refer to Chapter 2 of this manual for desirable widths.

Exhibit 7-5 Lane and Shoulder Widths for Widening Rural Highways

Design Year Volume (AADT)

Design Speed (mph)

Trucks1 > 10% Trucks1 < 10%

Lane Width 2 (ft)

Shoulder 3 Width (ft)

Lane Width 2 (ft)

Shoulder 3 Width (ft)

Two-Lane Rural Highways

< 750 < 50 ≥ 50

10 11

2 4

9 10

2 2

750 - 2000 < 50 ≥ 50

11 12

2 5

10 11

2 5

> 2000 All 12 6 11 6

Multi-lane Rural Highways

< 2000 < 50 ≥ 50

11 11

2 4

10 11

2 3

2000 All 12 6 11 6

Notes:

1. Trucks are defined as heavy vehicles with six or more wheels. 2. Refer to Chapter 2 of this manual for the turning and parking lane widths. 3. Minimum width shall not be less than Exhibit 7-4. Refer to Chapter 2 of this manual for desirable widths.


02/27/17 §7.5.2.1

D. Horizontal Curve Radius (Rural Highways) The design criteria for retention of horizontal curves is to be determined from Exhibit 7-6. Individual curves shall be analyzed in accordance with Section 7.5.3 of this chapter.

Exhibit 7-6 Horizontal Curvature

ADT (vpd)

Design Speed (mph)

Design Speed2 minus 15 mph

(mph)

Minimum Radius (ft)

e = 4.0% e = 6.0% e = 8.0%

750 or less All 451

over 750

20 5 451 451 451

25 10 451 451 451

30 15 451 451 451

35 20 86 81 76

40 25 154 144 134

45 30 250 231 214

50 35 371 340 314

55 40 533 485 444

60 45 711 643 587

Notes:

1. The minimum curve radius for these low speed highways is also governed by the minimum turning radius of the design vehicle.

2. The minimum curve radius is based on a speed 15 mph below the design speed and the maximum

superelevation rate as determined from Section 7.5.2.1 E of this chapter. Fot both NHS and Non-NHS facilities, values are based on 15 mph below the values for NHS facilties.

E. Superelevation (Rural Highways) 8.0% maximum. A 6% maximum may be used in suburban areas to minimize the effect of negative side friction during peak periods with low travel speeds. F. Stopping Sight Distance (Horizontal and Vertical for Rural Highways)

The minimum horizontal and vertical stopping sight distance (SSD) shall be determined from Exhibit 7-7. The minimum vertical SSD is based on the cost-effectiveness of curve reconstruction and the SSD from Chapter 2, Section 2.7 adjusted to 20 mph below the design speed. The minimum horizontal SSD is based on the lesser of the recommended speed or design speed of the improved facility. Refer to Section 5.2.4.1 B for information on recommended speed. Refer to Section 5.7.2.4 for additional information on horizontal SSD.

The SSD is to be evaluated for each horizontal and crest vertical curve. Sag vertical curves need not be considered unless there are underpasses, overhead trees or there is an


02/27/17 §7.5.2.1

associated operational or safety problem. Due to the limited correlation between crashes and areas with limited vertical sight distance, the effect of grades is not considered in the minimum SSD value.

Exhibit 7-7 Minimum Stopping Sight Distance (SSD)

Horizontal SSD Vertical SSD

Recommended Speed or

Design Speed, whichever is

lower (mph)

Minimum Horizontal

SSD (ft)

Design Speed (mph)

Is there an operational or safety problem associated with poor sight distances, or is the AADT greater than 1500 vpd with major hazards hidden from view (e.g. intersections, sharp horizontal curves or narrow bridges)?

Minimum Vertical SSD based on Design Speed minus 20 mph (NHS Values)

(ft) 1 NHS Non-NHS

20 115 97 All NO No Minimum

Value

25

30

35

40

45

50

55

60

155

200

250

305

360

425

495

570

133

175

220

271

327

387

452

522

25

30

35

40

45

50

55

60

YES

21

46

80

115

155

200

250

305

Notes:

1. The minimum values are based on AASHTO's "A Policy on the Geometric Design of Highways and Streets," 2011.

G. Grade (Rural Highways)

There is no minimum or maximum grade required for non-freeway 3R projects. The existing grades should be retained unless they contribute to an accident or operational problem and it is cost effective to correct the grade. Note that a climbing lane may be installed as part of a 3R project to mitigate the effects of long, steep grades. Refer to Chapter 5, Section 5.7.5 and the Highway Capacity Manual for guidance on the warrants and design of climbing lanes.



02/27/17 §7.5.2.2

H. Cross Slope (Rural Highways)

Travel lanes = 1.5% minimum to 3% maximum. Shoulders = 2% minimum to 8% maximum.

I. Vertical Clearance (Rural Highways)

The minimum bridge vertical clearance shall be determined from Section 2.4 of the Bridge Manual.

J. Structural Capacity (Rural Highways) Determine from the NYSDOT Bridge Manual, Section 2.

K. ADA Compliance (Rural Highways) Standards for design of pedestrian facilities accessible to persons with disabilities are based on the United States Access Board’s Proposed Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG). Refer to Chapter 18 of this manual for further guidance

7.5.2.2 Critical Design Elements for Urban Highways The following critical design elements apply to urban, non-freeway 3R projects. Descriptions of the critical design elements are included in Chapter 2, Section 2.6 of this manual.

A. Design Speed (Urban Highways) Select a design speed in accordance with Chapter 2, Section 2.6.1 of this manual.

B. Lane Width (Urban Highways)

If the accident rate is at or below the statewide average, the travel lane, parking lane, and turning lane widths shall be the greater of the existing widths or the widths determined from Exhibit 7-8. If the accident rate is above the statewide average, the travel lane, parking lane, and turning lane widths shall be the greater of the existing widths, the widths determined from Exhibit 7-8, and the widths for Exhibit 7-9.

Where the existing lane widths are wider than necessary, they may be reduced to the widths for the type of facility in Chapter 2, Section 2.7 of this manual. Note that wider lane widths may be necessary for large vehicles, at intersections for turning vehicles, etc. 11 ft and 12 ft travel lanes are desirable for high-speed highways with truck traffic.






02/27/17 §7.5.2.2

C. Shoulder Width (Urban Highways)

Where the shoulder widths are wider than necessary, they may be reduced to the widths for the type of facility in Chapter 2, Section 2.7 of this manual. Note that wider shoulder widths may be necessary for large vehicles, at intersections for turning vehicles, an added travel lane for emergency evacuation, bicyclists, occasional pedestrians, etc. For low-speed highways, consider narrowing 12’ lanes to 11’ to provide a 4’ minimum shoulder.

1. Curbed – If the accident rate is at or below the statewide average, the minimum

curb offset or shoulder is equal to the existing width. If the accident rate is above the statewide average, the shoulder widths shall be the greater of the existing widths and the widths from Exhibit 7-9.

2. Uncurbed - If the accident rate is at or below the statewide average in uncurbed

sections of urban highways, the shoulder width shall be the greater of the existing width or the width determined from Exhibit 7-4. If the accident rate is above the statewide average in uncurbed sections of urban highways, the shoulder width shall be the greater of the existing width, the width determined from Exhibit 7-4, and the width for Exhibit 7-5.

Exhibit 7-8 Minimum Lane and Shoulder Widths for Urban Highways

Critical Design

Elements

Local Streets Collectors, Arterials & Truck Access Routes 1

Qualifying

Highways 2

Travel Lane 9 ft 3,4 Low speed (<50 mph 5) = 10 ft 3

High speed (≥50 mph 5) = 11 ft

12 ft

Curbed Shoulder 0 ft 0 ft 0 ft

Parking Lane 8 ft 8 ft 8 ft

Two-Way Left-Turn Lane (TWLTL)

11 ft 11 ft 11 ft

Turning Lane 9 ft 4 9 ft 4 10 ft

Notes:

1. Routes designated as Access Highways on the national network of Designated Truck Access Highways (1982 STAA highways).

2. Routes designated as Qualifying Highways on the national network of Designated Truck Access Highways (1982 STAA highways).

3. The minimum width of a wide curb lane specifically intended to accommodate bicycling in low speed (≤ 45 mph) is 12 ft.

4. For streets that do not have shoulders or at least a 1’ curb offset and allow truck or bus traffic, a minimum lane width of 10’ is required.

5. Design Speed


02/27/17 §7.5.2.2

Exhibit 7-9 Lane and Shoulder Width for Widening Urban Highways

Design Year Volume (AADT)

Design Speed (mph)

Trucks1 10% Trucks1 < 10%

Lane Width2 (ft)

Desirable3 Shoulder or Curb Offset Width (ft)

Lane Width2 (ft)

Desirable3 Shoulder or Curb Offset Width (ft)

One Lane, One-Way or Two-Lane Urban Highways

< 750 < 50 ≥ 50

10 11

2 4

9 10

2 2

750 - 2000 < 50 ≥ 50

11 12

2 4

10 11

2 4

> 2000 All 12 5 11 5

Multi-Lane Urban Highways

< 2000 < 50 ≥ 50

11 11

2 4

10 11

2 3

2000 All 12 5 11 5

Notes:

1. Trucks are defined as heavy vehicles with six or more wheels. 2. Refer to Chapter 2 of this manual for turning lane and parking lane widths. 3. Minimum width shall not be less than Exhibit 7-8. D. Horizontal Curve Radius (Urban Highways) The design criteria for retention of horizontal curves is to be determined from Exhibit 7-6. Individual curves shall be analyzed in accordance with Section 7.5.3 of this chapter. E. Superelevation (Urban Highways) A maximum superelevation rate of 4.0% for urban areas is desirable due to parking, intersection and driveway constraints. A 6% maximum may be used in suburban areas, where existing, or to mitigate curve related crashes.

F. Stopping Sight Distance (Horizontal and Vertical) (Urban Highways)

The minimum horizontal and vertical stopping sight distance (SSD) shall be determined from Exhibit 7-7. The minimum vertical SSD is based on the cost-effectiveness of curve reconstruction and the SSD distances from Chapter 2, Section 2.7 adjusted to 20 mph below the design speed. The minimum horizontal SSD is based on the anticipated operating speed of the improved facility. Refer to Section 5.7.2.4 for additional guidance on horizontal SSD.


02/27/17 §7.5.2.2

The SSD is to be evaluated for each horizontal and crest vertical curve. Sag vertical curves need not be considered unless there are underpasses, overhead trees or there is an associated operational or safety problem. Due to the limited correlation between crashes and areas with limited vertical sight distance, the effect of grades is not considered in the minimum SSD value. G. Grade (Urban Highways)

There is no minimum or maximum grade required for non-freeway 3R projects. The existing grades should be retained unless it is practical to improve a grade that contributes to an accident or operational problem. A minimum grade of 0.5% is desirable in curbed and cut sections for the operation of drainage systems. In uncurbed and fill sections, a level grade may provide adequate drainage. H. Cross Slope (Urban Highways)

Travel lanes = 1.5% minimum to 3% maximum. Parking lanes = 1.5% minimum to 5% maximum. Shoulders = 2% minimum to 8% maximum.

I. Vertical Clearance (Urban Highways)

The minimum bridge vertical clearance shall be determined from Section 2.4 of the Bridge Manual

J. Structural Capacity (Rural Highways)

Determine from the NYSDOT Bridge Manual, Section 2.

K. ADA Compliance (Rural Highways) Standards for design of pedestrian facilities accessible to persons with disabilities are based on the United States Access Board’s Proposed Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG). Refer to Chapter 18 of this manual for further guidance






02/27/17 §7.5.3

7.5.3 Horizontal Curve Evaluations This section provides the requirements and guidance on horizontal curve evaluations, recommended treatments, and optional treatments such as spiral curve transitions and widening along sharp horizontal curves. Curves with recommended speeds that are below the design speed, or have unfavorable crash histories, should be evaluated using the following procedure.

1. Determine the existing recommended speed as described in Chapter 5, Section 5.7.3 of this manual.

2. The existing recommended speed should be compared to the design speed.

If the existing superelevation rate does not permit recommended operating speeds equal to, or exceeding the design speed, the superelevation rate shall be increased, up to the maximum superelevation rate (4.0 %, 6.0 % or 8.0 %), as needed, to enable recommended speeds equal to, or exceeding the design speed using AASHTO superelevation distribution method 2, as discussed in Chapter 5, Section 5.7.3 of this manual. A nonstandard feature justification is needed if the curve superelevation cannot be reasonably increased and the proposed rate is below the maximum rate.

If the existing superelevation allows recommended operating speeds in excess of the design speed using method 2 and there is an accident problem associated with the horizontal curve, the existing superelevation rate should be considered for improvement up to the superelevation rate in Tables 2-11 through 2-14a of Chapter 2 (i.e., consider using Method 5 as discussed in Chapter 5, Section 5.7.3 of this manual). If the superelevation is at the maximum of 6% in suburban areas, consider using the rural criteria of 8% maximum.






10/17/14 §7.5.3

3. After improving the superelevation rate, as needed, the recommended speed should be recalculated as stated in step 1. The recommended speed, based on the improved superelevation rate, should be compared with the design speed using the appropriate item below.

Speed difference is less than 15 mph or the speed difference is more than 15 mph and the design year AADT is 750 or less - The curvature meets the minimum design criteria and no special mitigation is required beyond signing and delineation, unless reconstruction is warranted due to safety and operational deficiencies.

Speed difference more than 15 mph and the design year AADT is more than 750 - The curvature does not meet the minimum design criteria. The curve shall be evaluated for reconstruction or other mitigation measures. If the existing curvature with the maximum superelevation rate will be retained, the curve shall be justified as a non-standard feature in accordance with Chapter 2, Section 2.8 and shall be evaluated for mitigation measures. Based on horizontal curve accident studies, the elements of horizontal alignment that could improve safety include:

Larger: o Radius/length o Superelevation o Pavement friction o Roadway width (up to 12’) o Stopping Sight Distance o Distance to adjacent curves, intersections, bridges, etc.

Use of Spirals

Combine compound curves of similar radii and eliminate broken back curves

Fewer roadside conditions (development, driveways, fixed objects, etc.)

Flatter/straighter vertical alignment on horizontal curves

Traffic control devices (e.g., flashing curve warning signs)




10/17/14 §7.6.1.2

7.6 FREEWAY 3R PROJECTS

There are no separate standards for freeway 3R projects. The standards for 3R projects on interstates and other freeways are the same as those that apply to new and reconstruction projects, except as specifically noted in Section 7.6.3 of this chapter. Consequently, the requirements and guidance in this section apply to all interstate and other multilane freeway 3R projects regardless of funding. Unless specifically modified by this chapter, all other Department policies, procedures, standards, rules, regulations and guidance must be followed as appropriate. A freeway resurfacing project must follow these freeway 3R requirements if the minimum overall thickness of the multiple course overlay exceeds 4”. Truing and leveling shall not exceed 50% of the top course quantity. 7.6.1 Definition of Freeway Resurfacing, Restoration & Rehabilitation (3R) 7.6.1.1 Definition of the Term Freeway 3R For the purposes of this chapter, the term freeway 3R applies to interstates and other freeways, expressways and multi-lane divided parkways. The following definitions are based on Chapter 2, Section 2.4.1:

1. Interstate highways are highways on the Interstate Highway System. Generally, they are interregional, high speed, divided, high volume facilities with complete control of access. All interstates in New York State are freeways.

2. Freeways are local, intraregional and interregional high speed, divided, high volume

facilities with complete control of access. Historically, most freeways have been classified as principal arterials.

3. Expressways are divided highways for through traffic with full or partial control of

access and generally with grade separations at major crossroads. 7.6.1.2 Freeway 3R Project Scope of Work Freeway 3R projects are designed to extend the operational and service life, and to enhance the safety of an existing freeway. Since the standards for 3R projects on interstates and other freeways are the same as those that apply to new and reconstruction projects, except as specifically noted in Section 7.6.3 of this chapter, there are almost no limitations on the type of work that can be accomplished. All work is allowable except the extensive replacement of existing pavement (reconstruction of 0.6 miles or more or more than 25% of the project length) or the addition of new travel lanes. Projects with extensive full depth pavement replacement or the addition of new travel lanes can not be classified as 3R type projects and shall follow the criteria in Chapter 2, Section 2.7 for new or reconstruction projects. The general philosophy to follow when developing a freeway 3R project is to treat interstates and other freeways as what they are, our most important highway system. Consequently, extra effort should be exercised to maintain, restore, or improve them with particular emphasis placed on improving safety and operations.





10/17/14 §7.6.2

There is a federal legislative requirement [see 23 Code of Federal Regulations (CFR) Section 106(b)(3) and Section 109(a)] as well as Federal Highway Administration (FHWA) policy requiring safety improvements in every freeway 3R project. Emphasis should be placed on maintaining, re-establishing, or, in the cases of some older freeways, creating a forgiving roadside for the high speed traveler. Work to restore or upgrade existing safety provisions must be part of every freeway 3R project. Elements that affect safety, and which are not consistent with current standards or design guidelines, should be considered for upgrading as part of any freeway 3R project. The greater the deviation, the greater the need to consider improvement. To ensure a freeway 3R project operates satisfactorily during its design life (which varies from about 10 years for a thin overlay to 15 years for crack and seat, rubblizing, or thick overlays), it is essential that the needs/deficiencies be identified during scoping and the resulting objectives identified and agreed to. How and to what extent the needs will be addressed must be discussed in the scoping documents and design reports. These documents must include the rationale for the decisions not to include work in the freeway 3R project that is needed to remediate identified deficiencies. Freeway 3R projects should be designed to be compatible with future improvements. Transportation System Management (TSM) and Travel Demand Management (TDM), Intelligent Transportation System (ITS), as well as other mobility enhancing strategies, need to be considered and discussed in the scoping document(s) and Design Report when there are current or expected congestion/mobility problems. There should be a deliberate consideration of opportunities to better manage demand or traffic flow on the system, such as the use of park-and-ride lots, intermodal connection facilities, traffic signal system improvements at interchange crossroads, etc. Opportunities for environmental improvements and mitigation should be considered during scoping. There may be many opportunities for landscaping, water pollution abatement, soil erosion control, pedestrian and bicyclist accommodations (at crossroads or along independent paths) and other appropriate work on freeway 3R projects. Contact the Regional Landscape Architect and/or Regional Environmental Contact for additional information on environmental enhancements during scoping. 7.6.2 Geometric Design Standards There are no separate standards for freeway 3R projects. The standards for 3R projects on interstates and other freeways are the same as those that apply to new and reconstruction projects, except as specifically noted in Section 7.6.3 of this chapter. Federal law specifically prohibits separate interstate 3R standards. Consequently, there is no relationship between these freeway 3R projects and the Department's Non-Freeway 3R Standards in Section 7.5, which apply only to non-interstate and non-freeway resurfacing, restoration and rehabilitation projects. It is helpful to visualize interstate and other freeway 3R projects as reconstruction projects on existing alignment in respect to everything except the pavement treatment. The standards that apply are from AASHTO's A Policy on Geometric Design of Highways and Streets and AASHTO's A Policy on Design Standards - Interstate System. All standards used, including those reflected in the design criteria, must be consistent with the current design speed established in accordance with Chapter 2, Sections 2.7.1.1.A and 2.6.1.



10/17/14 §7.6.3

7.6.3 Design Criteria A list of design criteria must be developed in accordance with Chapter 2 for the mainline, ramps and any crossroads that have proposed work at ramp terminal intersections. Any critical design elements that do not comply with this section and Chapter 2, Section 2.7 (as referenced in this section), or the appropriate standards that were in effect at the time of construction or the time of inclusion in the interstate system shall be discussed as non-standard features in accordance with Chapter 2, Section 2.8. Except as noted below, this section and Chapter 2, Section 2.7 (as referenced in this section), shall be used to determine the design criteria. The important exceptions are:

Standards of the Day: Freeway 3R projects on interstates may use the selected design criteria listed below from the AASHTO Interstate Standards in effect at the time of original construction or inclusion in the interstate system (Reference: page 1 of AASHTO's "A Policy on Design Standards - Interstate System," May 2016). Similarly, freeway 3R projects on other freeways may use the selected design criteria listed below, for existing elements, from the interstate standards that were in effect at the time of the freeway's construction.

Selected Design Criteria: As shown in Exhibits 7-10 and 7-11, only the standards for stopping sight distance, minimum radii, grade, and the widths of medians, mainline travel lanes, and mainline shoulders from the AASHTO interstate standards in effect at the time of the freeway's construction or inclusion in the interstate system may be used in place of the current standards for existing elements. Other features shall be designed or evaluated against the current standards and guidelines. For example, mainline design speed, horizontal clearance, maximum superelevation, vertical clearance, and ramp lane widths shall be based on current standards and guidelines and NOT the standards from the time of original construction or inclusion in the interstate system. Current standards must also be used for other parameters such as speed change lane lengths, clear zone, etc.

When the standards from the time of original construction or inclusion in the interstate system are used, the design criteria must be consistent with the current design speed. In other words, the original design criteria based on a design speed of, say, 60 mph cannot be used unless it will be consistent with the design speed as determined from Chapter 2, Sections 2.7.1.1.A and 2.6.1. The Design Approval Document should reference the appropriate standards that were used. Refer to Section 7.9 of this Chapter for a list of the various editions of the AASHTO "A Policy on Design Standards - Interstate System."

NOTE: The method used to determine stopping sight distance changed in the 2001 AASHTO policy. Projects using “standards of the day” may calculate the stopping sight distance using the method in effect at the time of the freeway's construction or inclusion in the Interstate System.





02/27/17 §7.6.3.2

7.6.3.1 Guidance on Mainline Critical Design Elements When "Standards of the Day" are used for existing features, refer to Exhibit 7-10 for the minimum values for the stopping sight distance, minimum radii, grade, and the widths of medians, mainline travel lanes, and mainline shoulders. Otherwise, the design criteria shall conform to Chapter 2, Section 2.7.1.1. 7.6.3.2 Guidance on Ramp Critical Design Elements When "Standards of the Day" are used for existing features, refer to Exhibit 7-11 for the minimum values for the ramp design speed, maximum grade, horizontal curvature and stopping sight distance. Otherwise, ramps shall conform to Chapter 2, Sections 2.7.5.2 and 2.7.5.3, including lane width adequate to accommodate the design vehicle. This applies for rest areas and safety parking area ramps as well as interchange ramps. Note that the "Standards of the Day" do not apply to ramp lane widths.




02/27/17 §7.6.3.2

Exhibit 7-10 Mainline Critical Design Elements Based on "Standards of the Day"4,5

Editions of AASHTO's "Green Book" & AASHO's "Blue Book"6

2001, 2004, 2011 1990 &1984

1965

1954

Versions of AASHO's & AASHTO's "A Policy on Design Standards - Interstate System"

1991, 2005,

2016

1991 & 1967

1967 &

1965

1963 &

1956

Lane Width 12 ft 12 ft 12 ft 12 ft

Shoulder Width - Right Right (Mountainous Terrain)

Left

10 ft 6 ft 4 ft

10 ft 6 ft

4 ft 7

10 ft 6 ft

4 ft 7

10 ft 6 ft

4 ft 7

Grade1 - 60 mph 65 mph 70 mph 75 mph

L R M 3.0 4.0 6.0 3.0 4.0 5.5 3.0 4.0 5.0 - - -

L R M 3.0 4.0 6.0 3.0 4.0 5.5 3.0 4.0 5.0 - - -

L R M 3.0 4.0 6.0 3.0 4.0 5.5 3.0 4.0 5.0

3.0 4.0 -

L R M 4.0 5.0 6.0

- - - 3.0 4.0 5.0

- - -

Minimum Radii at emax2,3 -

60 mph 65 mph 70 mph 75 mph

6.0% 8.0% 1348 ft 1206 ft 1638 ft 1528 ft 2083 ft 1910 ft

-

6.0% 8.0% 1348 ft 1206 ft 1638 ft 1528 ft 2083 ft 1910 ft

-

6.0% 8.0% 1263 ft 1143 ft 1483 ft 1341 ft 1815 ft 1633 ft 2206 ft 1974 ft

6.0% 8.0% 1263 ft 1143 ft

- 1815 ft 1633 ft

-

SSD3 - 60 mph 65 mph 70 mph 75 mph

570 ft 645 ft 730 ft 820 ft

525 ft 550 ft 625 ft

-

475 ft 550 ft 600 ft 675 ft

475 ft -

600 ft -

Median Width - Rural Area Mountainous Terrain

Urban Area

36 ft 10 ft 10 ft

36 ft 16 ft 4 ft 8

36 ft 16 ft 4 ft

36 ft 16 ft 4 ft

Notes

1. Level, rolling and mountainous terrain are abbreviated L, R and M, respectively. 2. For curves with radii larger than the minimum radius, use Chapter 2, Exhibits 2-13 through 2-14a to determine

the superelevation rate. 3. Refer to Section 2.8.2 for technical discrepancies. 4. "Standards of the day" refers to the standards in effect at the time of original construction or inclusion in the

interstate system and only applies to existing features. 5. The design criteria must be consistent with the current design speed. Mainline critical design elements not

listed in this Exhibit shall be determined from Chapter 2, Section 2.7.1.1 and Section 7.6.3.1 of this chapter. 6. "Green Book" and “Blue Book" refer to the AASHTO and AASHO Policies referenced in Section 7.9 of this

Chapter. 7. The minimum 4’ median consists of two 1’ left shoulders and a 2’ wide median barrier. FHWA must be

consulted before using this standard of the day. 8. In 1991, the minimum urban median width was increased to 10’.




02/27/17 §7.6.3.2

Exhibit 7-11 Ramp Critical Design Elements Based on "Standards of the Day"3,5

Editions of AASHTO's "Green Book" & AASHO's "Blue Book"6

2001, 2004, 2011 1990 &1984 1965 1954

Versions of the AASHO & AASHTO "A Policy on Design Standards - Interstate System"

1991 & 2005

1991 & 1967

1967 &

1965

1963 &

1956

Ramp Design Speed4 - Ramp Design Speed7

Ramp Design Speed7

Ramp Design Speed

Ramp Design Speed

Mainline Design Speed

50 mph 55 mph


25 mph 30 mph 30 mph 30 mph 35 mph

-

25 mph -

30 mph 30 mph 35 mph

-

25 mph -


25 mph -

30 mph -

30 mph -

Grade - 25 mph 30 mph 35 mph

40 mph 45 mph

50 mph

7.0% 7.0%

-

6.0% 5.0% 5.0%

7.0% 7.0% 6.0%

6.0% 5.0% 5.0%

7.0% 7.0% 6.0%

6.0% 5.0% 5.0%

7.0% 7.0% 6.0%

6.0% 5.0% 5.0%

Minimum Radii at emax1,2 - 25 mph 30 mph 35 mph

40 mph

45 mph

50 mph

6.0% 8.0% 144 ft 134 ft 230 ft 214 ft 340 ft 310 ft

485 ft 444 ft

660 ft 500 ft

835 ft 760 ft

6.0% 8.0% 144 ft 134 ft 230 ft 214 ft 340 ft 310 ft

485 ft 444 ft

675 ft 613 ft

849 ft 764 ft

6.0% 8.0% 144 ft 134 ft 230 ft 214 ft 340 ft 310 ft

485 ft 444 ft

894 ft 600 ft

1104 ft 741 ft

6.0% 8.0% 144 ft 134 ft 230 ft 214 ft 340 ft 310 ft

485 ft 444 ft

894 ft 600 ft

1104 ft 741 ft

SSD2 - 25 mph 30 mph


155 ft 200 ft 250 ft 305 ft 360 ft 425 ft

150 ft 200 ft 225 ft 275 ft 325 ft 400 ft

160 ft 200 ft 240 ft 275 ft

- 350 ft

160 ft 200 ft 240 ft 275 ft

- 350 ft

Notes

1. For curves with radii larger than the minimum radius, use Chapter 2, Exhibits 2-13 through 2-14a to determine the superelevation rate.

2. Refer to Section 2.8.2 for technical discrepancies. 3. "Standards of the day" refers to the standards in effect at the time of original construction or inclusion in the

interstate system and only applies to existing features. 4. Ramp design speed is based on mainline design speed. Therefore, the design criteria must be consistent with

the current mainline design speed. 5. Ramp critical design elements not listed in this Exhibit shall be determined from Chapter 2, Section 2.7.5.2 and

Section 7.6.3.2 of this chapter. 6. "Green Book" and “Blue Book" refer to the AASHTO and AASHO Policies referenced in Section 7.9 of this

Chapter. 7. For loop ramps, a 25 mph design speed may be used based on Chapter 2 of this manual and the 1984 through

2011 AASHTO “Green Books”.



02/27/17 §7.7.2

7.7 PROJECT DELIVERY

7.7.1 Timing of Resurfacing ADA and Safety Work Exhibit 7-12 includes a list of typical safety work with the time frames of when the work is to be accomplished. When warranted, curb ramps are to be constructed before or during the paving contract except as provided in Section 7.3.2.2. The objective is to minimize the public’s exposure to existing or potential safety problems. However, it may be beneficial to use separate contracts or state forces to perform some of the work. Use engineering judgment to determine the appropriate time frame for addressing the safety concerns. Refer to Section 7.8 for the report out of the safety work to be performed, the location, and when the work was completed. 7.7.2 Preparation of Contract Documents & Implementation Refer to the Project Development Manual steps in Chapter 4 and HDM Chapter 21 for the final design requirements for Department let projects. Note that plans are not required for 1R projects but are required for 2R and 3R projects per HDM Section 21.2.1. When work is performed by State forces, the Region is to develop plans for permanent construction activities (2R & 3R), consistent with HDM Chapter 21, to serve as a permanent record of the work. The following are federal aid contract requirements:

The project must be competitively let and the work by State forces cannot be an integral part of the contract for the paving work (e.g., State forces doing the work zone traffic control (WZTC) work for Vendor In-place Paving).

The Office of General Service (OGS) let Vendor in Place Paving (VPP) projects meet Federal Highway Administration (FHWA) requirements and can be used on federal-aid projects complying with the requirements of this chapter.

VPP may not be used for overlays or inlays thicker than 2”. VPP can be used for CIPR with a subsequent 2” max overlay.

Maintenance and construction work performed by State forces is not reimbursable with Federal funds and must be accomplished with 100% State funds only.

All railroad and/or utility agreements and/or required permits must be obtained by NYSDOT prior to contract award. However, OGS let VPP projects with railroad involvement can be progressed without such agreement by terminating paving operations 25’ from the centerline of the track in both directions.




02/27/17 §7.7.2

Exhibit 7-12 Timing of ADA and Safety Related Work for Resurfacing Projects

PIN:

Timing Work

To be done before the paving contract, as required

• Replace or install regulatory or warning signs as noted by regional forces.

• Clean, repair or install any closed drainage system components.

To be done before or during the paving contract, as required

• Superelevation.

• Shoulders.

• Treatment for edge of pavement drop-offs shall be provided in accordance with §402 of the NYSDOT “Standard Specifications.”

• Modify driveways to conform to the spirit and intent of the most recent “Policy and Standards for Entrances to State Highways.” (Multi-course resurfacing only)

• Modify curbing to conform to HDM §10.2.2.4. (Multi-course resurfacing only)

• ADA curb ramps, except as provided in Section 7.3.2.2

To be done before, during, or as soon as practicable following completion of the paving contract, as appropriate (i.e., The safety work should normally be completed within 12 months of the paving work, unless otherwise specified.)

• Pavement markings (Pavement markings shall be in accordance with the Department Pavement Marking Policy. For temporary pavement markings, refer to specifications and current EBs and EIs for timing. In general, pavement markings are needed for all lanes opened to traffic at the end of the construction day/night.).

• Centerline and Shoulder Rumble strips.

• Additional/updated regulatory, advisory and warning signs not addressed above (generally within 12 months).

• Brush removal, clearing and grubbing.

• Fixed objects: remove, relocate, modify to make crash worthy, shield by guide rail/crash cushion, or delineate.

• Guide rail: o reset guide rail that is or will be at the improper height. (ref.

HDM Table 10-7).

o replace severely deteriorated and non-functional guide rail (ref. HDM §10.3.1.2 B).

o replace severely substandard guide rail and connections to bridge rail (e.g., concrete post/cable or railroad rail post/cable) and transitions between different rail types. (ref. HDM §10.3.1.2 B).

o install guide rail if missing or not extending to the point of need if a serious hazard, such as a cliff, deep body of water or liquid fuel tank is exposed and there is a reasonable expectation that vehicles will reach the hazard (ref. HDM §10.2.2.1).

o restore guide rail deflection distance through clearing and grubbing. (Ref. HDM §10.2.2.3 & Table 10-3)

• Delineation.

To be done before, during, or in a timely manner following the completion of paving (i.e., within 24 months of the paving work)

• Guide rail not addressed under the “as soon as possible” work noted above (e.g., new runs of guide rail).

• Replace any missing or damaged reference markers.

• Fixed objects which cannot be practically addressed as soon as possible.

• Install guide signs/route markers, if needed.


02/27/17 §7.8

7.8 SAFETAP REPORTING FOR 1R & 2R PROJECTS

An annual Safety Appurtenance (SAFETAP) Reporting Form is to be completed by each Regional Office. The form is to be submitted to the Office of Traffic Safety and Mobility for FHWA review and audits. Contact the Office of Traffic Safety and Mobility for the form to be submitted. The following information is to be reported in the form:

A listing of all 1R and 2R sites paved. This listing should include the beginning and ending reference marker for each site.

The fund source used for the paving work.

The year and month that the paving was done.

The location and description of all safety deficiencies and possible mitigation identified by the Safety Assessment Team including items deferred due to lack of funding or inconsistency with the project scope.

The reference markers and description of improvements made (to be made) after the paving work was done. Also indicate how the improvements were, or are expected to be, done (maintenance, where and when contract, other capital project). Include the PIN if appropriate. A site visit is to be performed to ensure the safety issues have been properly addressed.

The year and month that the improvements were made or scheduled to be completed, in accordance with Section 7.7.1 of this chapter.

7.9 ADA REPORTING FOR NONFREEWAY 1R, 2R & 3R PROJECTS

The Pedestrian Facility and ADA Reporting Tables (Exhibit 7-13) are required for all projects (with and without plans) that repair, replace or install sidewalk and/or curb ramps on the state system. Excel (.xls) templates for the tables can be found on the HDM Chapter 21 web page, The table(s) should initially be completed during design, and furnished to the EIC by placing a copy of the .xls file in the project’s ProjectWise folder. The EIC is to update the table(s) upon completion of construction, updating them with any changes made during construction. The EIC shall send the completed tables to the Regional ADA Coordinator to be filed on ProjectWise at pw:\\NYSDOT\Main Office\ADA Reporting. The naming convention for tables filed in this directory is: “PIN_dat_ada_cr.xls” for the curb ramp reporting table “PIN_dat_ada_sw.xls” for the sidewalk reporting table Both the Regional ADA Coordinator or Office of Policy, Planning and Performance will access the tables to update the department’s ADA Transition Plan. The curb ramp table is also to be used to provide Regional Planning with the sidewalk curb ramps that shall be constructed before or during VPP paving. Refer to Section 7.2.1 of this chapter for when curb ramps are required, and Section 7.7 for the timing of work performed by separate contracts.



02/27/17 §7.8

Exhibit 7-13 ADA Reporting Tables (Page 1 of 2)

Curb Ramp Table

Location Type4 NSF5 Notes6

Roadway1 Station2 Side2 Coordinates (DD)3

New Curb Ramps7

Replacement Curb Ramps7

Existing Curb Ramps to Remain7

NOTES:

1 Roadway should be recorded as State Route Number. Curb ramp that are not on roadways (e.g., rest areas) require only coordinates for “Location”; the type of site and any critical information for locating the facility should be included in the “Notes” column.

2 Station and Side information is only required for tables included in plan sets.

3 Coordinates are required for the ADA Transition Plan and are to be furnished in Decimal Degrees, with latitude and longitude in separate columns. Portable GPS devices, Google Earth, Google Maps, GIS or CADD files may be used to identify the coordinates.

4 Ramp type should correspond with the numbered curb ramp types on Standard Sheet 608-01 (sidewalk and Curb Ramp details). Modifications to standard ramp types should be identified in the "notes" column.

5 NSF refers to "Nonstandard Feature." This column only requires a “Yes” or “No”. The nature of the nonstandard feature does not need to be identified in this table. Nonstandard pedestrian facilities require a Nonstandard Feature Justification, per HDM Chapter 2, Section 2.8.

6 Notes may include clarifying information about the location of the facility, modifications to ramp type, etc. Existing ramps that will remain on 1R projects should be identified in the notes as “Compliant with ADAAG” or “Compliant with PROWAG”. If a noncompliant curb ramp is built due to ROW constraints, per HDM 7.3.2.2, the notes should include “Noncompliant - Category II ROW restriction” or “Noncompliant - Category III ROW restriction”

7 If there was no existing facility at the location, the facility is “New”. If there was an existing facility at the location, the facility is a “Replacement.” “Existing” facilities are those that will remain in place.

.


02/27/17 §7.8

Exhibit 7-13 ADA Reporting Tables (Page 2 of 2) .

Sidewalk Table

Location

NSF4 Length

(ft) Width

(ft) Notes5

Roadway1 Station2 to Station Side3 Coordinates at

Start (DD)3 Coordinates at End (DD)3

New Sidewalk6

Replacement Sidewalk6

Existing Sidewalk to Remain6

NOTES:

1 Roadway should be recorded as State Route Number. Sidewalks that are not on roadways (e.g., rest areas) require only coordinates for “Location”; the type of site and any critical information for locating the facility should be included in the “Notes” column.

2 Station and Side information is only required for tables included in plan sets.

3 Coordinates are required for the ADA Transition Plan and are to be furnished in Decimal Degrees, with latitude and longitude in separate columns. Portable GPS devices, Google Earth, Google Maps, GIS or CADD files may be used to identify the coordinates. Sidewalk location does not need to account for driveways or intersections.

4 NSF refers to "Nonstandard Feature." This column only requires a “Yes” or “No”. The nature of the nonstandard feature does not need to be identified in this table. Nonstandard pedestrian facilities require a Nonstandard Feature Justification, per HDM Chapter 2, Section 2.8.

5 Notes may include clarifying information about the location or condition of the facility.

6 If there was no existing facility at the location, the facility is “New”. If there was an existing facility at the location, the facility is a “Replacement.” “Existing” facilities are those that are compliant with the applicable standards, and will remain in place.


02/27/17 §7.10

7.10 REFERENCES

1. A Policy on Design Standards, Interstate System, July 12, 1956; April 12, 1963; October

24, 1963; May 15, 1965; June 20, 1967; July 1991, January 2005, and May 2016, American Association of State Highway and Transportation Officials, Suite 225, 444 North Capitol Street, N.W., Washington, D.C. 20001.

2. A Policy on Geometric Design of Highways and Streets, 1984, 1990, 1994, 2001, 2004,

and 2011, American Association of State Highway and Transportation Officials, Suite 225, 444 North Capitol Street, N.W., Washington, D.C. 20001.

3. A Policy on Geometric Design of Rural Highways, 1954 and 1965, American Association of

State Highway Officials, Suite 225, 444 North Capitol Street, N.W., Washington, D.C. 20001.

4. Proposed Guidelines for Pedestrian Facilities in the Public Right-of-Way, 2011, United States Access Board, 1331 F Street NW, Suite 1000, Washington, DC 20004-1111 (www.access-board.gov)

5. NYSDOT Bridge Manual, NYSDOT Office of Structures, 50 Wolf Road, Albany, NY 12232. 6. Comprehensive Pavement Design Manual, NYSDOT Design Division and Technical

Services Division, New York State Department of Transportation, 50 Wolf Road, Albany, NY 12232.

7. “Section Alignment Design Issues, TRR 1445,” 1994, Transportation Research Board,

2101 Constitution Avenue, N.W., Washington, D.C. 20418. 8. “Designing Safer Roads: Practices for Resurfacing, Restoration, and Rehabilitation,”

Special Report 214, 1987, Transportation Research Board, 2101 Constitution Avenue, N.W., Washington, D.C. 20418.

9. Environmental Procedures Manual/The Environmental Manual, Office of the Environment,

New York State Department of Transportation, 50 Wolf Road, Albany, NY 12232. 10. Geometric Design Guide for Resurfacing, Restoration, and Rehabilitation (RRR) of

Highways and Streets, 1977, American Association of State Highway and Transportation Officials, Suite 225, 444 North Capitol Street, N.W., Washington, D.C. 20001.

11. Highway Capacity Manual, 2010, Transportation Research Board, National Research

Council, 2101 Constitution Avenue, N.W., Washington D.C., 20418. 12. Highway Safety Design and Operations Guide, 1997, American Association of State

Highway and Transportation Officials, Suite 225, 444 North Capitol Street, N.W., Washington, D.C. 20001.

13. Highway Safety Improvement Program: Procedures and Techniques, 1989, Traffic

Engineering and Highway Safety Division, New York State Department of Transportation, 50 Wolf Road, Albany, NY 12232.


02/27/17 §7.10

14. New York State's - Highway Sufficiency Ratings, Technical Services Division, New York State Department of Transportation, 50 Wolf Road, Albany, NY 12232.

15. Official Description of Designated Qualifying and Access Highways in New York State,

Office of Traffic Safety and Mobility, New York State Department of Transportation, 50 Wolf Road, POD 42, Albany, NY 12232.

16. Project Development Manual, Design Quality Assurance Bureau, New York State

Department of Transportation, 50 Wolf Road, Albany, NY 12232. 17. “Relationship Between Safety and Key Highway Features: A Synthesis of Prior Research,”

State of the Art Report 6, 1987, Transportation Research Board, 2101 Constitution Avenue, N.W., Washington, D.C. 20418.

18. Roadside Design Guide, 2010, American Association of State Highway and Transportation

Officials, Suite 249, 444 North Capitol Street, N.W., Washington, D.C. 20001. 19. “Roadway Widths for Low-Traffic-Volume Roads,” NCHRP 362, 1994, Transportation

Research Board, 2101 Constitution Avenue, N.W., Washington, D.C. 20418. 20. Safety Effectiveness of Highway Design Features: Volumes I - VI, November, 1992,

Federal Highway Administration, Design Concepts Research Division, HSR-20, Turner Fairbank Research Center, 6300 Georgetown Pike, McLean, VA 22101-2296.

21. “Safety Effectiveness of Roadway Design Decisions,” TRR 1512, 1995, Transportation

Research Board, 2101 Constitution Avenue, N.W., Washington, D.C. 20418. 22. Vehicle and Traffic Law, New York State Department of Motor Vehicles, Empire State

Plaza, Albany, NY 12228.

HIGHWAY DESIGN MANUAL Chapter 10 - Roadside Design, Guide Rail, and Appurtenances Revision 90 (Limited Revision)

September 1, 2017

9/01/2017

CHAPTER 10 ROADSIDE DESIGN, GUIDE RAIL, AND APPURTENANCES Contents Page 10.1 INTRODUCTION ................................................................................................................. 10-1 10.2 NEW, RECONSTRUCTION, AND FREEWAY 2R/3R PROJECTS .................................. 10-2

10.2.1 Clear Zones ............................................................................................................ 10-2 10.2.2 Barrier Design Parameters .................................................................................. 10-18 10.2.3 Barrier Types ...................................................................................................... 10-41 10.2.4 Median Barriers .................................................................................................... 10-58 10.2.5 Barrier Terminals .................................................................................................. 10-80 10.2.6 Impact Attenuators ............................................................................................... 10-97 10.2.7 Developed Area and Large Volume Exceptions................................................ 10-112

10.3 EXISTING FACILITIES ................................................................................................... 10-127

10.3.1 Evaluation of Existing Facilities ......................................................................... 10-129 10.3.2 Detailed Scope of Work Determinations ............................................................ 10-136 10.3.3 Documentation of Roadside Design Process for Existing Facilities ................. 10-144

10.4 CONSTRUCTION ZONE GUIDANCE ............................................................................ 10-147 10.5 SPECIAL TOPICS .......................................................................................................... 10-149

10.5.1 Mailboxes .......................................................................................................... 10-149 10.5.2 Fencing ............................................................................................................. 10-151 10.5.3 Cattle Passes .................................................................................................... 10-157 10.5.4 Guide Posts ...................................................................................................... 10-158 10.5.5 Barriers at Dead End Roads and Streets ......................................................... 10-158 10.5.6 Public Relations ................................................................................................ 10-159 10.5.7 Resetting Guide Rail ........................................................................................ 10-160

10.6 REFERENCES ................................................................................................................ 10-163 APPENDIX A - SPOT EVALUATION OF DESIRABLE CLEAR ZONE WIDTHS ................... 10-A! APPENDIX B - SUPPORT OF GUIDE RAIL OVER SHALLOW OBSTRUCTIONS .............. 10-B1 APPENDIX C – BARRIER IMPACT TESTING AND ITS RELATION TO IN-SERVICE PERFORMANCE ............................................................................................10-C1 INDEX ...................................................................................................................................... 10-207

ROADSIDE DESIGN, GUIDE RAIL, AND APPURTENANCES

9/01/2017

LIST OF FIGURES Figure Title Page 10-1 Clear Zone Segments ............................................................................................... 10-7 10-2 Sample Table of Clear Zone Widths ......................................................................... 10-9 10-3a Basic Point-of-Need Determinations ....................................................................... 10-21 10-3b Crush Accommodation for Parallel-Type Proprietary Terminals ............................ 10-22 10-4a Runout Lengths ....................................................................................................... 10-24 10-4b Left Side Runout Lengths ........................................................................................ 10-25 10-4c Runout Length Alternatives ..................................................................................... 10-26 10-4d Back Slope Anchorage for Weak Post Rail Systems ............................................. 10-27 10-4e Back Slope Anchorage for Heavy-Post Blocked-Out Corrugated Rail................... 10-28 10-4f Clear Area Requirements behind Terminals........................................................... 10-29 10-5 Maximum Lateral Offset .......................................................................................... 10-33 10-6 Deflection Reduction Factors .................................................................................. 10-33 10-6a Intermediate Posts Required to Reduce Rail Deflections ...................................... 10-34 10-7 Guidance for Median Barrier Use on High-Speed Freeways and Expressways ............................................................................................... 10-59 10-8 Recommended Barrier Locations for Uneven Medians .......................................... 10-68 10-9 Single Slope Concrete Barrier ................................................................................ 10-69 10-10 Moveable Concrete Barrier ..................................................................................... 10-70 10-11 Truck Barrier ............................................................................................................ 10-72 10-12 Terminals at Crossover Areas................................................................................. 10-79 10-13 Approved Sand Barrel Array for 90 km/h .............................................................. 10-102 10-14 Approved Sand Barrel Array for 100 km/h ............................................................ 10-103 10-15 Approved Sand Barrel Array for 110 km/h ............................................................ 10-103 10-16 Example Page of Roadside Design Summary ..................................................... 10-146 10A-1 Clear Zone Terminology and Nonrecoverable Slopes ........................................... 10A-2 10A-2a Sample Clear Zone Calculations-Cases I & II (Nonrecoverable Slopes) ............... 10A-4 10A-2b Sample Clear Zone Calculations-Case III (Rock Cut) ............................................ 10A-5 10A-2c Sample Clear Zone Calculations-Case IV (Ramp Curve) ...................................... 10A-6 10A-2d Sample Clear Zone Calculations-Plan of Varying Width Clear Zone ..................... 10A-7 10A-2e Sample Clear Zone Calculations-Section for Uniform Clear Runout Width ........... 10A-7 10B-1 Cable GR Adjustments over Narrow Shallow Obstructions to Post Driving .......... 10B-6 10B-2 Cable GR Adjustments over Wide Shallow Obstructions to Post Driving .............. 10B-7 10B-3 Cable Guide Rail Adjustments Involving Only Post Shortening ............................. 10B-8 10B-4 Weak Post W-Beam Guide Rail with 12’ - 6” Typical Post Spacing –

Adjustments for Shallow Obstructions to Post Driving ................................... 10B-10 10B-5 W-Beam GR with 6’ - 3½” Post Spacing Over Shallow Obstructions (1 of 2)...... 10B-11 10B-6 W-Beam GR with 6’ - 3½” Post Spacing Over Shallow Obstructions (2 of 2)...... 10B-12 10B-7 Box Beam GR w 6’ Post Spacing over Narrow Obstructions to Post Driving ...... 10B-14 10B-8 Box Beam GR w 6’ Post Spacing over Wide Obstructions to Post Driving ......... 10B-15 10B-9 Box Beam Guide Rail with 3’ Post Spacing Over Shallow Obstructions ............. 10B-16 10B-10 Accommodating Shallow Obstructions for HPBO with 6’ - 3” Spacing ................ 10B-18 10B-11 Accommodating Shallow Obstructions to Post Driving for

HPBO W-Beam with Channel Backup and/or 3’ - 1½” Spacing ............ 10B-19 10B-12 Acceptable Base Plate Design & Bolting Options for Weak Post GR Systems ... 10B-21

9/01/2017

LIST OF TABLES Table Title Page 10-1 Recommended Basic Recovery Widths ................................................................... 10-4 10-2 Horizontal Curve Adjustment Factors (Koc) ............................................................... 10-4 10-3 Barrier Deflections for Standard Impacts ................................................................ 10-32 10-4 Minimum Shoulder Break Offsets to Back of Guide Rail Posts .............................. 10-50 10-5 Recommended Barrier Flare Rate Limits for Permanent Installations ................... 10-81 10-6 Location of HDM Guidance on Roadside Design Process for Existing Facilities 10-128 10-7 Acceptable Barrier Heights when Upgrading Existing Facilities........................... 10-135 10-8 Recommended Minimum Flare Rates for Temporary Concrete Barrier ....... Chapter 16 10-9 Recommended Guide Rail Installation Time Allowances ..................................... 10-162


9/01/2017

Section Changes

General Updated hyperlinks throughout main chapter

10.2.3 10.2.3.7B 10.2.4

Established guidance on when to use TL-1 and TL-2 barrier. Updated hyperlinks Revised median barrier width warrant for interstates to be 72 feet, regardless of traffic volume.

6/28/2010 §10.1

10-1 CHAPTER 10

ROADSIDE DESIGN, GUIDE RAIL, AND APPURTENANCES 10.1 INTRODUCTION The purpose of this chapter is to provide the designer with guidance on measures to reduce the number and/or severity of accidents when vehicles leave the traveled way. The concept of a forgiving roadside environment was developed in the 1960s. A key element of the concept was the creation of "clear zones" within which a driver might recover control and return to the roadway or at least achieve significant deceleration before striking a fixed object. Where fixed obstacles could not be removed from the clear zone or modified with breakaway features, consideration would be given to shielding them to reduce the severity of vehicle impacts. The American Association of State Highway and Transportation Officials (AASHTO) incorporated many of these new concepts into the text A Policy on Geometric Design of Highways and Streets (the "Green Book"). A second key publication is AASHTO's Roadside Design Guide which deals more directly with the content of this chapter. The designer should be familiar with the relevant roadside design guidance contained in those publications before developing special-case roadside designs that deviate from the guidance in this chapter. Many of New York's state highways were modified or built to meet the early guidance. The guidance gradually evolved to reflect the results of crash test programs and in-service performance of early safety systems. As new facilities were built or major reconstruction projects were undertaken, roadside features were constructed to meet the design guidance prevailing at that time. As a result of the ongoing evolution of the guidance, there are many miles of state highway which have roadside features which do not conform or only partially conform to current guidance. One intent of Chapter 10 is to present guidance for new or reconstructed facilities. This guidance is presented under Section 10.2 New and Reconstructed Facilities. This chapter also provides guidance for assessing existing facilities to determine the number of safety concerns and nonconforming features that are present in the roadside area and the amount of upgrading that would be appropriate when work is performed on that existing facility. Roadside safety concerns are defined as features that may (1) increase the severity of a run-off-the-road (ROR) accident, or (2) change a ROR incident into a ROR accident, but are either located beyond the clear zone width or are within acceptable practice. With respect to roadside design, nonconforming features are features that do not conform to current practice and are typically within the clear zone width. They may range from mildly deficient to severely deficient. The cost of upgrading some roadside safety concerns might not be justified if the resulting benefit to public safety is very small. A key factor in judging which features should be upgraded will be the relevant accident history of the facility when compared with other similar facilities. The guidance for performing an accident analysis will be found in Chapter 5 - Basic Design. The guidance for making upgrade judgments is presented under Section 10.3, Existing Facilities. Additional guidance for work on existing facilities is presented in Chapter 7 - Resurfacing, Restoration, and Rehabilitation (1R, 2R & 3R).



ROADSIDE DESIGN 10-2

6/28/2010 §10.2.1

The use of barriers within construction work zones was previously contained in Section 10.4 Construction Zone Guidance but has been moved to HDM Chapter 16. Additional guidance for treatments of work zones is presented in Chapter 9 of AASHTO's Roadside Design Guide.

Section 10.5 Special Topics discusses additional features that are significant to roadside design.

10.2 NEW, RECONSTRUCTION, AND FREEWAY 2R/3R PROJECTS The purpose of this section is to provide guidance for the design of roadside features on new construction, reconstruction, freeway Resurfacing, Restoration and Rehabilitation (3R), and freeway 2R projects. Guidelines for evaluation of existing highways are addressed separately in Section 10.3 Existing Facilities. Identification of safety concerns and nonconforming roadside features on reconstruction projects should follow the guidance of Section 10.3, while the design to remedy identified problems should follow the guidance of Section 10.2. The general roadside design policy for new, reconstruction, and freeway 2R/3R projects is to provide satisfactory clear zones, whenever it is practical to do so, and appropriately designed barriers, when it is not. Section 10.2.1 introduces the clear zone concept and the hierarchy of design options for the treatment of potential safety hazards. Except as noted elsewhere in this chapter, if a fixed object is to remain closer to the traveled way than the clear zone width defined at that point, either the object should be shielded or an explanation should be provided in the project record. The design parameters for barriers are discussed in Section 10.2.2, followed by descriptions and selection guidance for roadside barriers, median barriers, terminals, and impact attenuators. Section 10.2.7 concludes with a discussion of the exceptions that may be appropriate for developed area and large-volume roadways. 10.2.1 Clear Zones

Under ideal conditions, a vehicle that inadvertently left the roadway would encounter an extensive, firm, flat, hazard-free area that would permit the driver to safely return to the roadway. Limitations on the availability of right of way, consideration of visual, historical, environmental, and other impacts, and the cost of cutting and filling usually require that the width of the hazard-free area be limited to values that will generally, but not always, provide adequate distance for recovery. Clear areas are those roadside border areas which are essentially without hazards. The width of the clear area varies almost constantly, both in relation to the location along the highway and, to a lesser extent, as a function of time. It is not practical to precisely document the irregular widths of the clear area, nor is it reasonable to precisely measure and maintain those widths. It is important, however, to ensure that an easily defined minimum width be maintained to provide some safety zone for the occupants of errant vehicles. The portion of the clear area width that the Department will ensure is kept essentially clear and sufficiently level to permit (but not guarantee) reasonably safe reentry to the highway or provide an opportunity for stopping is termed the clear zone. NYSDOT defines the Clear Zone as that portion of the roadside border width, starting at the edge of the through traveled way, that the Department commits to maintaining in a cleared condition for safe use by errant vehicles. The width of the Clear Zone will be as last documented in the Design Approval Document, the Project Files, or in the contract documents. If warranted by special conditions, the Clear Zone may include occasional unshielded fixed objects, provided a reasonable rationale is documented.



6/28/2010 §10.2.1

Scoping/Preliminary Design Stage - During design, the process of addressing roadside safety, and particularly the selection of the clear zone widths, is normally a two part process. In the first part, the site should be inspected to determine what the general target for the minimum clear zone widths should be. These values are recorded in the Design Approval Document (DAD), since the Project Development Manual (Report Shells, Draft Design Report, Chapter 3, §3.3.1.8, paragraph 2) requires that, “The minimum clear zone(s) for the facility, its basis, and what is proposed should be discussed.” The selected values can be the result of a rather cursory inspection. While it may be reasonable on some projects to define a single target width for the entire length of the project, it is preferable, certainly during the detail design stage, that the widths be varied in a step-wise fashion to follow the widths that can be achieved. From a safety perspective, the desired width at any station will be a function of the design speed, traffic volume, roadside slopes, and curvature of the roadway. From a practical perspective, the width should take into account environmental effects, cost considerations, social and other factors. Accidents will occur, regardless of the clear zone width provided. The selected clear zone width is a compromise, based on engineering judgment, between what can practically be built and the degree of protection afforded the motorist. For new construction, the minimum width selected should attempt to at least meet the widths indicated in Table 10-1 and, for curved alignments, widths increased by the factors in Table10-2. For reconstruction projects and for interstate and freeway 2R and 3R projects, the values in those tables are still minimum goals, but may be tempered by field conditions, accident history, and other factors. Barring a significant history of run-off-road accidents, non-freeway 2R and 3R projects may frequently be designed with clear zone widths that do not meet the Recommended Widths in Table 10-1. In heavily developed urban areas, right-of-way limitations may preclude devoting any significant space to effective clear zones. The Department should have control of any right of way on which a clear zone is specified, since we would otherwise be unable to prevent the introduction of fixed objects into that clear zone. If a reasonable clear zone width can not be provided, installation of a barrier system should be considered as discussed later in this chapter. A reasonable width would be greater than, or equal to, the minimum judged appropriate. At the other extreme, a clear zone width could be considered unreasonably wide if the width was required due to the need to incorporate a high, traversable, but nonrecoverable slope. The designer should consider clear runout widths, mowing and erosion issues, traffic speed and volume, and other factors when judging whether or not to shield a high 1:3 fill slope. If their height exceeds 15 ft, there will be a tendency for vehicles to be redirected more steeply down the slope. Such slopes should generally not be included in the clear zone, but should generally be shielded, particularly if there is not a broad runout width at the bottom. In general, smooth, obstacle-free cut slopes that are parallel to the road may extend into the clear zone, provided these cut slopes are not steeper than 1:2 and all slope intersections between the traveled way and the cut slope have been rounded sufficiently to make them traversable and to minimize destabilization of errant vehicles. Because of the high speeds and volumes involved, the standards for interstates were made more stringent in AASHTO's January 2005 publication, A Policy on Design Standards - Interstate System. Specifically, fill slopes steeper than 1:4 are not to be specified in the clear zones of new or reconstructed interstate highways and side slopes of 1:6, or flatter, are desirable. Where steeper slopes are required within the clear zone, roadside barriers shall be installed.


6/28/2010 §10.2.1

Table 10-1 Recommended Basic Recovery Widths (BRW, in feet from travel lane)

Design Speed (mph)

Design AADT

Fill Slopes Cut Slopes

1:6 1:5 to 1:4 1:3 1:3 1:4 to 1:5 1:6

40 or less under 750 750 - 1500 1500 - 6000 over 6000

8 8 ** 11 13 ** 13 16 ** 15 17 **

8 8 8 11 11 11 13 13 13 15 15 15

45-50 under 750 750 - 1500 1500 - 6000 over 6000

11 13 ** 16 18 ** 17 23 ** 21 26 **

9 9 11 11 13 15 13 15 17 15 19 21

55 Under 750 750 - 1500 1500 - 6000 over 6000

13 16 ** 17 22 ** 21 27 ** 23 29 **

9 11 11 11 15 17 15 17 21 17 21 23

60 Under 750 750 - 1500 1500 - 6000 over 6000

17 22 ** 22 29 ** 28 30 ** 30 30 **

11 13 15 13 17 21 16 20 25 21 25 27

70 or greater

Under 750 750 - 1500 1500 - 6000 over 6000

19 23 ** 25 30 ** 30 30 ** 30 30 **

11 15 15 14 19 21 18 23 27 23 28 29

Adapted from AASHTO's Roadside Design Guide, 1996. 2006 AASHTO is essentially unchanged.

** Since recovery is less likely on unshielded, traversable 1:3 slopes, fixed objects should not be present in the vicinity of the toe of these slopes. Recovery of high-speed vehicles that encroach beyond the edge of shoulder may be expected to occur beyond the toe of slope. Determination of the width of the clear runout area at the toe of slope should take into consideration right of way availability, environmental concerns, economic factors, safety needs, and accident histories. Note that the distances are wider for higher traffic volumes. This reflects a desire to provide greater protection where the traffic exposure and, usually, the frequency of incursions, are higher.

Table 10-2 Horizontal Curve Adjustment Factors (Koc)

Radius of Curve (feet)

Design Speed (mph)

35 40 50 55 60 70

3000 2500 2000

1.1 1.1 1.1

1.1 1.1 1.2

1.1 1.2 1.2

1.2 1.2 1.2

1.2 1.2 1.3

1.2 1.3 1.4

1700 1500 1300

1.1 1.2 1.2

1.2 1.2 1.2

1.2 1.3 1.3

1.3 1.3 1.3

1.3 1.4 1.4

1.4 1.5 -

1150 1000 800

1.2 1.2 1.3

1.2 1.3 1.3

1.3 1.4 1.4

1.4 1.5 1.5

1.5 1.5 -

650 500 300

1.3 1.4 1.5

1.4 1.5 -

1.5 - -

Adapted from AASHTO's 1996 Roadside Design Guide

CCRW = BRW x Koc, where CCRW is the Curve Corrected Recovery Width, BRW is the Basic Recovery Width, and Koc is the horizontal curve adjustment factor for the outside of curves. Refer to chapter Appendix A for application.


6/28/2010 §10.2.1

Detailed Design Stage - The second part of specifying clear zone widths occurs in Detailed Design. The design team should evaluate roadside conditions more closely. Defining segments with widths greater than the target minimum defined in the DAD will generally result in increased safety for the traveling public. Designers should be addressing both the specification of the clear zone widths for the project and the extent of the clear area beyond the defined clear zone. The clear zone width recorded in the DAD should be taken as the target for the minimum clear zone widths. The clear zone widths selected during detailed design should be shown in a table on the project plans or, if the project is without plan sheets, elsewhere in the contract documents. The first detailed design step towards refining the DAD’s target clear zone widths is to determine whether the roadside should be considered as a series of smaller segments to more closely fit the width variations in the area that will be maintained. For instance, it may be anticipated that the reasonable and prudent driver will have low operating speeds when approaching or negotiating a roundabout, and that a reduced clear zone width would be acceptable for a segment in that vicinity. Similarly, on many ramps, operating speeds will vary sufficiently that it will often be appropriate to apply different clear zone widths to different segments of the ramp. On mainlines in general, wider segments need not be defined if less than 1000 ft in length and need not be treated separately from adjoining segments unless the increase in prevailing clear zone widths for the segments will be at least 5 ft. (See Figure 10-1.) However, if long segments are involved, committing to widths that are a few feet wider than elsewhere may be desirable. Where a detailed review of the roadside conditions indicates that there are segments where the DAD target widths can not reasonably be achieved, the designer should either (1) provide shielding if the obtainable clear zone width is considered inadequate, (2) design a narrower clear zone width for that segment, or (3) document the decision to retain the specific features that will be left within the clear zone if they are limited in number and/or are relatively close to the target clear zone width. Clear zone width decisions should be reviewed by appropriate members of the design team, including Traffic and Safety, Maintenance, Construction, Landscape Architecture, etc. The Regional Real Estate Office should be involved early in any discussions on adjacent development and right of way availability. Once the segment lengths and widths for the clear zones have been determined, that information should be recorded on the Plans in a Clear Zone table similar to that illustrated in Figure 10-2. While the clear zone widths will generally be defined for long segments of the highway length, there may be instances where it is appropriate to determine what the desirable width would be at a specific station. AASHTO’s Roadside Design Guide provides a methodology that may be used for that determination. That methodology has been adapted and is included as Appendix A of this chapter. In addition, the Roadside Design Guide is distributed with a computer application to permit calculation of cost-benefit ratios for individual fixed objects and roadside obstacles. Beyond the Clear Zone Width – (See also Section 10.2.1.1 for shielding “dangerous at any speed” hazards beyond the clear zone.) Providing additional clear area beyond the defined clear zone width will generally increase safety for the traveling public. Where it is practical to do so, Design and Construction personnel should strive to develop additional clear area width, beyond the minimum required for the clear zone, provided such additional development does not conflict with environmentally sensitive areas or other such limitations and does improve safety. For new construction and other projects where the area that should be cleared is greater than existing, any intended clear area expansion should be shown on the plans. Typically this may be shown by indicating limits of clearing and grubbing. Since the Regional Landscape Architect (RLA) will be involved in setting the mowing limits on some projects, it is particularly important that, on those projects, the RLA be in agreement with the limits that are established for clearing beyond the clear zone width. Regional Maintenance should also be consulted as they will eventually be responsible for keeping the area cleared.


6/28/2010 §10.2.1

The need for “clear runout widths” is one particularly important reason for some of the clearing that should be provided beyond the minimum clear zone requirement. The following concepts are critical to understanding this need. (See illustration in Appendix A, Figure 10A-2a.) Traversable Slope. If a slope is smooth, not steeper than 1:3, and may generally be crossed safely, it may be considered traversable. Recoverable and Nonrecoverable Slopes. If an embankment is level enough that the driver of an errant vehicle may recover control sufficiently to direct the vehicle back onto the road, the slope is said to be ‘recoverable’. If an embankment slope is steeper than 1:4, it is unlikely that a driver will be able to return an errant vehicle to the roadway. The vehicle will instead continue down to the bottom of the slope. Fill slopes steeper than 1:4 are therefore termed ‘nonrecoverable’. To minimize the potential for destabilization of the vehicle, all slope intersections should be rounded as noted in Chapter 3. Traversable (must be 1 on 3 or flatter), but nonrecoverable (steeper than 1 on 4) slopes with heights less than 15 feet may be present in the clear zone, but should not be considered as contributing significantly to a vehicle’s ability to slow down. Note, however, that on new or reconstructed interstate highways, slopes steeper than 1:4 should be avoided and, when their use is found to be necessary, should be shielded. Clear Runout Width. This is the width of clear area that should be provided at the toe of an unshielded, traversable, nonrecoverable fill slope that starts within the Clear Zone Width. A vehicle that starts down a nonrecoverable slope will not slow significantly before reaching the bottom. At the bottom of such a slope, a relatively level area (~1:5) should be provided to give the driver an opportunity to slow or steer the vehicle. (Refer to Appendix A, Figures 10A-2d and 10A-2e for illustration.) The minimum value of this width should be 8 ft to accommodate the width of a passenger vehicle. FHWA has recommended that a width of 10 ft be provided for Federal Aid projects. Clear Area Details - In addition to the clear runout widths, there are many locations where it will be desirable or necessary to provide an area that is substantially free of fixed objects, but does not meet the criteria to be considered as part of the clear zone. An example of necessary clear area, that is not considered to be part of the clear zone, is the area that is to be kept clear behind guide rail to provide for the deflection distance. An example of desirable clear area is the clear area that should be provided beyond a line of utility poles. In this case, while the clear zone might have been selected to end at the line of poles or the poles might have been moved back to the edge of the selected clear zone, it is desirable to carry the clear area back beyond the poles as far as is practical and convenient, provided there is no conflict with landscaping objectives. Consideration should be given to segments where a curve is at the bottom of a long downgrade or obscured by a crest vertical curve and there is an increased possibility of a driver being “surprised” by the curve, in spite of warning signs. If a segment includes any accident-prone or "surprise" curves, extra clear area is desirable to address that additional potential for run-off-road accidents.


6/28/2010 §10.2.1

Figure 10-1 Clear Zone Segments (Matching Selection to Attainable Clear Area)


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Slope Intersections – As covered in HDM Chapter 3, Typical Sections, Section 3.2.5.3, shoulder breaks are to be rounded to approximate a 4 ft vertical curve. The primary intent is to allow steady pressure of an errant vehicle’s tires on the ground surface to enable optimal braking. Without rounding of the shoulder break, the slope would be effectively dropping out from under an errant vehicle much faster than gravity could act to hold the vehicle on the slope. While the suspension might push the tires onto the slope, the weight of the vehicle, momentarily, would not be applying the normal force needed to brake effectively. When inspecting existing highways, designers should check to see that the shoulder breaks have been adequately rounded. Additionally, there is the potential for debris to build up over time near the shoulder break. In extreme cases, this buildup can form enough of a ridge to potentially lift an errant vehicle just before it leaves the shoulder. Attention should also be given to placement of shoulder backup material to ensure that the material does not compromise the shoulder break rounding. If reasonable shoulder break rounding is not provided, not only may the vehicle be effectively airborne for a moment, it will have a tendency to experience a harder bounce as it comes down onto the embankment. Following that bounce, it may be effectively airborne again, further reducing the effectiveness of any braking. The need for rounding is minimal with 1:6 side slopes, but increases proportionally as the difference between the shoulder and embankment slopes increases. While rounding of the slope intersection at the shoulder break is important to the quality of the clear zone, it is not the only slope intersection that should be considered. Whenever an errant vehicle encounters an abrupt slope intersection that would require the vehicle to move up relative to the grade it is traversing, there is a potential for the front of the vehicle to dig into that slope. If the slope intersection is rounded to a relatively gentle sag vertical curve, the severity of that impact can be reduced. Unfortunately, since the front of a vehicle is usually several feet in front of its tires, a 4 foot vertical curve will just barely have begun to lift a vehicle’s tires when its bumper contacts the slope. Where conditions permit, concave slope intersections should be rounded to at least a 12 ft vertical curve. However, if that can not be achieved, the amount of rounding that can reasonably be provided should be, as any rounding should have some positive effect on reducing impact severity. This consideration should be applied to any significant back slopes, base of embankment slope intersections, or transverse slopes that an errant vehicle is likely to encounter, particularly those within the clear zone. While many experienced contractors are aware of the need for shoulder break rounding, others are not. To ensure that appropriate rounding of slope intersections occurs, the need should be indicated in the typical sections for a project. Similarly, where rounding of other slope intersections is deemed appropriate, the plans should identify those requirements to bidders. Auxiliary Lanes and Ramps – When a ramp or auxiliary lane does not parallel the mainline, it should generally have a clear zone determination documented for it and measured from its edge of traveled way. The width may be, and generally will be, less than that for the mainline. Where an auxiliary lane parallels the mainline, the designer should judge whether or not the clear zone width provided for the mainline satisfies the clear area width that is judged appropriate for the auxiliary lane. If additional clear area width is judged appropriate for the auxiliary lane, a separate highway clear zone segment should be identified, encompassing the portion of the auxiliary lane needing additional clear area width, and a clear zone width should be defined for that segment. That clear zone width should be measured from the edge of the through travel lane. Clear Zone Documentation - In the project plans, carefully document the selected clear zone widths in a Table of Clear Zone Widths. (See Figure 10-2.) While the effective clear zone width


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will be reduced by the presence of a barrier system, it is not necessary to note those reductions anywhere in the project record. Note that there will be situations where it is not reasonable to move a potential hazard out of the clear zone or to provide shielding. In such instances, the object(s) may be left unshielded, but a note indicating that intent and an explanation are to be provided in the permanent record. In general, the degree of explanation for retention of nonconforming features should be commensurate with the degree of potential hazard presented by the feature. If the decision is made early enough, the decision and explanation for retaining an unshielded object(s) should be in the DAD. If the decision is made during detailed design, the location of the unshielded object(s) is to be (1) indicated in the footnotes with the table of clear zone widths, (2) indicated on the plans and a brief note of explanation included (preferred option), or (3) described and explained in the project files (less reliable option for long-term retrievability). Short clear zone indentations may be similarly indicated. Examples of brief notes for plans are “Historic barn to remain”, “Landmark well to remain”, and “Four visually important/historic trees to remain.” During and/or at the end of construction, the EIC should inspect the site to verify that the last documented clear zone widths have been satisfied. Narrower clear area widths, or fixed objects left within the clear zone, should be recorded, preferably on record plans for future projects and maintenance activities, or in other permanent files. Rationales should also be provided. Figure 10-2 Sample Table of Clear Zone Widths (to be included in Project Plans) TABLE OF CLEAR ZONE WIDTHS

Start Station End Station Des. Clear Zone Width, ft

212+15, R 214+98, R 20 ft See note A

214+98, R 217+43, R 30 ft

217+43, R 219+77.5, R 22 ft See note B

A. Rock face, 15 ft offset, starts sta. 213+78 to remain. Too expensive to cut back. No accident history. B. Trees in wetlands, 15 offset, in vicinity of traversable culvert at 218+20, are to remain.

10.2.1.1 Identification of Potential Hazards (Refer to Section 10.3.1.2 for lists of specific features to look for at existing facilities.) For the purpose of discussing clear zones, a potential hazard will be defined as any feature that could cause significant personal injury when impacted by an errant vehicle that is otherwise being operated in an appropriate manner and in accordance with warnings or advisory information and speed requirements. The most serious and obvious hazards are those unyielding or fixed objects that could cause a sudden or instantaneous deceleration. Fixed objects are defined as potentially hazardous permanent installations of limited extent that can be struck by vehicles running off the road. Vertical reinforced concrete surfaces, such as bridge piers and abutments, yield the least of any roadside obstacles. In terms of the number of annual fatalities, however, trees are the leading killers due to their frequency and proximity in the roadside environment. Any tree over 4 inches in diameter may be considered a potential hazard depending on the type of road involved and the distance from the travel lanes. Man-made objects such as utility poles, overhead sign structures, buildings, retaining walls, large drainage inlets and outlets, headwalls, and control boxes may also be considered potential hazards.


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Some potential hazards may be classified as roadside obstacles. These differ from fixed objects in that roadside obstacles are of considerable length and are therefore generally much less practical to remove or relocate. Longitudinal retaining walls and rock cuts are examples of roadside obstacles. Topographic features may also be considered potential hazards. Abrupt positive changes in grade, transverse or longitudinal ditches, and drop-offs or cliffs can produce severe impacts. See Section 10.2.1.1 C for NYSDOT’s recommended ditch design practices. Section 3.2.4 of AASHTO's Roadside Design Guide contains a discussion of preferred ditch cross-sections for longitudinal ditches. For new, reconstruction, and freeway 2R/3R projects, longitudinal fill slopes within the clear zone are to be shielded if they are steeper than 1:3. Exceptions are permitted for limited areas having steeper slopes such as those required around the standard end sections for transverse drainage pipes. (As noted in Section 10.3, fill slopes steeper than 1:3, but 1:2 or flatter, are permitted within existing clear zones on nonfreeway 3R projects, provided the slope is not more than 3 ft high, is not associated with accidents, and can not be readily filled to alter it a shallower slope.) Cut slopes steeper than 1:3, on the other hand, will generally not require shielding if they have smooth traversable surfaces. The designer should note that it will be difficult for Maintenance to prevent the development of trees on slopes steeper than 1:3. For a rough cut slope, the designer should consider all of the factors involved when judging whether or not to shield it. Transverse embankments can cause errant vehicles to impact or to launch into the air, frequently returning to earth in an adverse landing pattern. Refer to Chapter 3 for guidance on the design of median crossovers and intersections with transverse embankments. Transverse ditches should be considered nontraversable if the normal water depth exceeds 1 foot or the side slopes

are steeper than 1:6 for high-speed facilities (50 mph) or 1:4 for medium- and low-speed facilities. Less obvious are hazards that would not significantly slow a vehicle but might result in objects entering the passenger compartment. Mailboxes (Section 10.5.1) and rails on fences (Section 10.5.2) are examples. Fire hydrants are generally not serious hazards since they are usually designed with breakaway features to prevent damage to the water main in the event the hydrant is struck. However, consult the Regional Utilities Engineer to evaluate critically located utilities as standpipes and nonbreakaway hydrants should be treated as potential hazards. Additional potential hazards are listed in Section 10.3.1.2. It was a long-standing admonition that “guide rail itself is a hazard”. This was especially true decades ago when the posts included concrete pillars, railroad rails, and stout steel sections. It is much less true now that barriers are required to pass newer crash testing criteria. While it is never a good thing for a vehicle to impact any object, the portion of guide rail systems between the terminals will usually be safer to encounter than any of the other alternatives. While some poor outcomes can be expected at elevated speeds, there will be very few circumstances where an accident with a serious outcome would have been better without the rail. Unfortunately, in spite of extensive efforts, even the latest guide rail terminals are still the relatively risky portions of the barrier system. A wide variety of terminal designs have passed the NCHRP 350 crash test criteria, but the criteria do not cover all reasonable crash configurations, particularly vehicles in lateral skids. Additionally, actual field conditions often require terminals to be installed where slopes after the terminal are more adverse than the test setup. This can easily increase the likelihood of rollovers. Because of the relatively greater risk posed by terminals (as compared to guide rail), consideration should be given to connecting adjoining runs of guide rail rather than leaving short gaps with terminals on both sides. This is particularly appropriate where the terminal costs are relatively high.


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To update the above admonition, “Guide rail runs are a mild hazard. The largest part of that risk is in the lead terminal.” Where the resulting clear area would provide a good opportunity for recovery, preference should therefore be given to eliminating or relocating the fixed object, roadside obstacle, or potential hazard, rather than placing guide rail in front of it.

A. Hazardous-at-Any-Speed Features

An important distinction should be noted between two types of hazards. Most hazards are fixed objects which require a high-speed impact to produce a fatality. The second type could produce a fatality even if reached at a fairly low speed. The designer should be aware of the distinction and consider providing extra protection when the hazard is a cliff, a deep body of water, a flammable liquids tank, or some other similarly hazardous feature. The extra protection should typically include the use of a more durable barrier system (preferably heavy-post or rigid) than would normally be warranted. Even if the feature is beyond the desired minimum clear zone width, serious consideration should be given to providing a durable barrier and an explanation should be documented if extra protection is not to be provided and there is a reasonable expectation that vehicles will reach the hazard. B. Evaluation of Water Features

For much of the year, bodies of water in our climate can pose a major risk of hypothermia, even for healthy, young adult swimmers. Bodies of water should be evaluated with respect to the degree of potential hazard they pose. The hazardousness will be a combination of the amount of water and its accessibility. From greatest to least, the risk posed by different depths may be ranked as follows.

1. A vehicle can completely submerge, potentially resulting in the drowning of uninjured nonswimmers, disabled or elderly persons, or infants.

2. Water could fill an upright car to a point where an unconscious or injured driver or passenger would drown, typically assumed to be a depth of about 2 feet.

3. The water is shallow enough that an unconscious occupant would only drown if the car was overturned, a depth of at least 12 inches.

In general, designers should be concerned about bodies of water over 2 ft deep, or water courses with a normal base flow depth of over 2 ft, as these could cause a stunned, trapped, or injured occupant to drown. Fast moving bodies of water should be considered more hazardous than those that are still. Accessibility is a measure of the likelihood that a vehicle will actually reach the water. The designer should visualize the likely courses that an errant vehicle would have to the water. If a stream bank has many trees, a vehicle may not be able to get past them to get to the water. If the clear area is narrow, the number of possible paths to the water will be reduced.

Other factors to consider include: (1) the slope to the water, (2) the total distance in which to stop, and (3) the persistent or intermittent presence (flooding potential) of the water hazard. C. Longitudinal Ditches

In a few situations, the width and depth of a roadside ditch is dictated by the amount of flow that the ditch needs to carry during storm events. More commonly and less expectedly, the depth of the ditch is controlled by the need to provide drainage for the base and subbase materials of the road. Without the opportunity for water to drain laterally out of those materials and into the roadside ditch, these materials would regularly become saturated.


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When vehicles drive over these saturated soil materials, the water acts as an incompressible fluid and pushes laterally out from under the load, carrying the fine portions of the soil with it. Eventually, with enough fines migration, pavement support is reduced and pavement deterioration begins, progressing to potholes or worse destruction. This movement of water under the impact of passing vehicles is referred to as “pumping” and is significantly worse with heavier vehicles. If the soil materials are not saturated, there will be small amounts of air in the soil and it will compress rather than forcing fine particles to move. In some locations, the soils may be sandy enough or permeable enough that the subgrade can drain into those native soils without the need for a roadside ditch. In most instances however, either a roadside ditch or an underdrain system will be needed to provide drainage. Where a ditch is used, its depth will be influenced or controlled by the depth needed to drain the subgrade. In many cases, this depth will be greater than that needed to handle any normal overland flow volumes. Between the need to handle overland flow and the need to drain the materials under the roadway, ditches need to be present along a very high percentage of the state’s highways. As such, they are a common and important element of the roadside and their effect on roadside safety must be carefully considered. The effect of ditches on roadside safety is subject to factors which may each vary continuously across broad ranges. These include the depth of the ditch, its fore slope, its invert width, its back slope, and the firmness of the soils. Similarly, for any given ditch geometry, the speed of an impacting vehicles, its angle of departure from the road, the degree to which it is yawing off of its line of movement, and its static stability all influence what happens after a vehicle enters a ditch. The greater the speed, departure angle, or yaw, the more likely it is that an adverse outcome will result. The effects of a roadside ditch on an errant vehicle can vary greatly.

● If the ditch is broad, shallow, and has smooth intersections between the slopes, a vehicle can cross the ditch with little more than a wobble.

● If the vehicle is leaving the road at a shallow angle, it may be able to safely traverse deeper ditches with slightly steeper slopes.

● In many instances, a vehicle tracking in a straight line off of the road will jump the ditch, its bumper and undercarriage will strike the back slope of the ditch, and it will bounce up the back slope. This often happens where back slopes are 1:3 or flatter.

● If the back slope is steep, 1:2 or steeper and the departure angle is relatively mild, the vehicle may strike the back slope and be redirected along the ditch.

● When a vehicle is leaving the road at a high angle, or is in a spin, an impact on the back slope can result in severe longitudinal decelerations, vertical accelerations, or lateral accelerations that can severely injure an occupant. Additionally, the vehicle may overturn one or more times. Multiple rollover accidents tend to be quite severe.

The extent to which a desirable ditch cross section can be provided is directly related to the amount for ROW that is available. If the depth of a ditch is fixed by the need to drain the subbase, the ditch slopes and invert width may be set by the amount of ROW available beyond the shoulder break. When new highways are to be constructed, it is desirable that the amount of ROW


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purchased for the project be sufficient to permit the construction of traversable ditches. For projects on existing highways, if ROW is to be purchased, it is desirable that the width obtained be sufficient to permit the construction of traversable ditches. The difficulty of obtaining the additional ROW should be weighed against the degree of improvement to the cross section. If the added width is difficult to obtain and, in the engineer’s judgment, does not result in a significantly safer cross section, the purchase should not be justified. On existing highways, for projects where ditch work is an accepted component, but no ROW purchase is to be made, any ditch cross section will typically need to fit within the available ROW. If significant improvements to the cross-section can be readily made within the available ROW, they should generally be included in the scope of work. However, ditch work at a location may be skipped if the work will not result in significant safety improvements. In some instances, it may be possible to make arrangements to extend the back slope beyond the ROW line. The flatter back slope may improve roadside safety while also permitting an adjacent property owner to mow the gentler back slope. Under some special circumstances, the use of stone-filled ditches may be appropriate. The NYS Thruway Authority has used this strategy for several years. The stone filling can provide a gentle, level surface that errant vehicles may traverse with little risk. At the same time, the porous stone filling permits drainage of the subbase to occur, provided the stone filling does not become clogged with washed-in material. The general criteria for its use to be acceptable are:

• Low volume of flow to be carried by the ditch

• Low risk of material being washed in to clog the stone

• High volume of traffic to warrant the expense

• A ditch section that would otherwise have a low degree of traversability.

The high volume of traffic should not be viewed as a requirement.

The guidance on ditches may be summarized as follows:

1. Ditches should be made as traversable as can reasonably be done within the existing ROW, topographic, and other constraints.

2. Ditch depths should not significantly exceed those required to handle flows or drainage of the subbase.

3. Ditches, even those that may be non-traversable in some cases, may be included within the clear zone, provided they are either traversable enough that a significant percentage of errant vehicle may be expected to traverse them without rolling over or that a large percentage of vehicles entering them at shallow angles will be redirected by the back slope without producing severe decelerations or severe rollovers.

4. If the ditch depth is such that a high percentage of vehicles that enter it may be expected to impact violently or roll over violently and the ditch is mostly within the clear zone, strong consideration should be given to shielding the ditch.


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10.2.1.2 Treatment Options The designer should consider, in sequence, the treatment options available to address hazards within the design clear zone distance. AASHTO’s hierarchy was (A) Removal, (B) Relocation, (C) Modification, (D) Shielding, and (E) Delineation. However, in view of the fact that making an object traversable is generally safer than making it breakaway, the new hierarchy is:

A. Remove B. Make Traversable C. Relocate D. Make Crashworthy E. Shield F. Delineate

A. Remove

Removal is the most straight-forward option, and usually the most cost effective from a long-

term maintenance perspective. Whenever practical, hazardous features should be removed from the clear zone. As examples, rock outcrops may be removed, abandoned houses may be condemned and removed and additional fill may be placed to eliminate a steep side slope or transverse slope. Trees may be cut down and the stumps ground flush to the ground. There may be public opposition to the removal of landscape features that are considered important from visual, historic, cultural or community context points of view. Refer to Section 10.5.6 for guidance on public relations issues.

B. Make Traversable

This option assumes that a projecting feature may be altered so that it is flush with the ground surface or that a slope may be made level enough for a vehicle to traverse. In the first instance, this will typically only be possible for drainage inlets and outlets and a limited number of other man-made features. The removal of a protruding concrete headwall would be one example of making a feature traversable. Replacement with a flared end section would be another. This includes driveway pipe headwalls and pipes without standard end sections, both of which should preferably be replaced with acceptable traversable end section treatments or shielded. (Refer to Section 10.3.2.2 B for additional guidance on end sections.) Note that pipes may require extension to achieve traversable driveway embankment slopes.

Gratings may be placed across drain pipe end sections to permit vehicles (including mowing machines) to traverse the openings without dropping in. For transverse pipes, the Department has had satisfactory experience with the use of plain No. 8 reinforcing bars spot welded together on one foot centers. These grates may be used in sizes up to 6 ft by 8 ft. The grates should be held down with four bent No. 6 bars driven at least 2 ft into the ground. The grates should be of sufficient size to extend a minimum of 6 inches beyond the supporting edge of the opening. For details, see Item 603.0101 Culvert End Safety Grate. Where traffic volumes are high and anticipated ditch flows are low, it may be reasonable to place an underdrain, filter fabric and stone filling in a ditch to allow an errant vehicle to have a more level surface across the ditch while still providing drainage of the subgrade.


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To make a slope traversable, it may be flattened to a 1:3 or, for interstates, to a 1:4. In some instances, this flattening may be achieved with spoil material. For more details, see HDM Chapter 9, Section 9. 3. 13. C. Relocate

Relocation consists of moving an obstacle to a point outside of the clear zone or, at a minimum, farther back in the clear zone. Fences, signs, traffic control boxes, drain pipe inlets and outlets, utility poles, small structures and, in some cases, ditch lines may frequently be relocated. Consideration may be given to attaching large overhead signs to bridge structures rather than placing supports in or near the clear zone. Note that, in areas where a design clear zone width significantly less than the desirable had to be selected, it is preferable for relocations to be made to beyond the desirable, rather than to just barely beyond the designed, clear zone width. Rather than placing guide rail exclusively for the purpose of shielding small- to medium-sized transverse culverts, preference should be given to extending the culvert and leaving a traversable embankment and a clear zone that is not compromised by a guide rail.

D. Make Crashworthy When potentially hazardous features in the clear zone can not be removed, made traversable, or relocated, consideration should be given to making them crashworthy. A crashworthy object is one which has had its strength, shape, or rigidity changed to significantly reduce the severity of a collision. In some instances, sign supports and lighting standards may not be conveniently relocated and it may be impractical to provide barriers. Where such sign supports and lighting standards are in hazardous locations, they should be provided with breakaway bases. Breakaway bases may be divided into two classifications, omnidirectional and unidirectional. The designer should evaluate the possible directions of impact when specifying a type. Acceptable details of omnidirectional breakaway bases for signs are included on the New York State Standard Sheets for series 645 items. Light standards are made breakaway by providing them with frangible aluminum transformer bases shown on Standard Sheets for series 670 items. Numerous unidirectional breakaway bases are available. A list of approved types is maintained by the Materials Bureau. Breakaway bases or posts should be specified for signs located within the clear zone. Where possible, however, signs and poles should be located behind the deflection area of barriers which are required to shield other hazards. Traffic signal poles can not be provided with breakaway bases since secondary accidents are likely to be caused by the mast arms or, where overhead span wires are used, the poles and signal heads falling back into traffic. In consideration of practicality, fluctuating and typically lower traffic speeds, and the poles’ required proximity to traffic, shielding of traffic signal poles is not required. Where a barrier system is already required for other reasons, however, placement of the poles behind that barrier is desirable. No documentation is required for the decision not to shield signal poles. When traffic signal poles are required on facilities with speed limits of 50 mph or greater, the poles should be placed as far away from


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the roadway as practicable. In addition to the types above, systems have been developed for breakaway bases for timber utility poles. When a utility company indicates that relocation of a problem pole will pose undue difficulties and the Department determines that shielding is not a reasonable alternative, use of a breakaway base may be considered. Refer to Chapter 13 of this manual for a further discussion of utility accommodations.

The designer should consult with the Design Quality Assurance Bureau's Specifications and Standards Section for information on the approval status and availability of new or uncommon types of breakaway bases.

Rock cuts may be hazardous either as obstacles or as sources of rock fall. The Regional Geotechnical Engineer should be consulted to determine the potential risk of material falling from the slope and to discuss modification options that might be appropriate. One possible modification option for rough rock slopes (projections over 6 inches within the potential impact zone) would be to pour a smooth concrete wall against the rock to a height of 3 to 5 feet. Input should also be obtained from Maintenance and Landscape Architecture prior to selecting a treatment strategy.

E. Shield If hazards can not reasonably be removed, relocated, or satisfactorily modified, they should

be shielded. Shielding is defined as the placing of a protective device to prevent direct impact into a fixed hazard. Shielding is divided into two categories. The first, barriers, are typically designed to deflect a vehicle away from the hazards. Cable and weak post W-beam guide rails are examples of flexible barriers. Box beam and heavy-post W-beam are semi-rigid barriers. Concrete barriers are rigid. The second shielding category is impact attenuators. Although they may contain elements designed to deflect a vehicle away from their sides, their main purpose is to effect a controlled deceleration of vehicles that would otherwise crash into a fixed hazard.

The two categories of shielding are discussed in more detail later in this chapter. Sections

10.2.2, 10.2.3, 10.2.4 and 10.2.5 describe barriers. Section 10.2.6 discusses impact attenuators.

F. Delineate

To delineate is to provide warning about the presence of a fixed hazard. When a distinct, serious fixed hazard is present within the clear zone, and the hazard can not be removed, relocated, modified, or adequately shielded, it may or may not be appropriate to warn drivers of the potential danger. At night, reflective markers located well off of the road could mislead drivers as to the location of the edge of the roadway. Warning would be appropriate if there are obstructions in the shoulder, narrowings of the shoulder, or if the obstructions are relatively close to the road and the clear zone is level enough for the driver of an errant vehicle to recover sufficiently to maneuver and avoid the object. An example of an object within a broad clear area that might warrant delineation would be the end section of a transverse culvert, or its headwall, that might be hidden by tall grass. The warning should


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consist of approved brightly colored reflective panels placed ahead of the tree, end wall, or similar fixed obstacle. For guidance on approved object markers and warrants for their use, refer to the national Manual on Uniform Traffic Control Devices (MUTCD) and its New York State Supplement.

On the other hand, if fixed hazards are present within the clear zone, but at locations where

vehicles would not normally be operated, and/or there would be little opportunity to maneuver an errant vehicle, the designer should apply engineering judgment to decide whether or not the object should be delineated. Examples would include obstructions on steep side slopes, in wet, grassy areas, or obstructions that are too close to other obstructions at the edge of the clear zone to permit passing between them.

In addition to the delineation of hazards, MUTCD Section 3 provides guidance on the roadside delineation devices and placement to be used along various roadways. Experience has shown that a significant percentage of delineators have been destroyed by snow plows. Care should be taken to ensure that delineators are aligned beyond the areas that normally require plowing. Maintenance forces should be consulted to learn whether there are areas where there are reasons that plowing would be extended well beyond the paved surfaces, such as to maintain snow storage space in areas prone to snowdrift accumulation. In lieu of the standard metal-pole-mounted delineators described in Standard Specification 646 and shown on Standard Sheets 646 series, the Department permits use of Flexible Delineator Posts, Item 646.06XX. These posts are designed to spring back into position for at least the first ten times they are knocked down. Because they are roughly 50% more expensive than standard posts, they should not be used where they are unlikely to be hit, such as behind guide rail. These flexible posts have had fatigue problems where they have been weighted down with plowed snow for long periods. Some of the flexible posts have also developed problems where they were subjected to repeated gusts from high-speed trucks. Preferred locations include exposed areas at intersections and gores, along ramps and curves, and at islands and known problem areas. Preference should probably be given to using rigid delineators in areas prone to snowdrift accumulation and flexible delineators in unshielded areas with high traffic volumes and low snowfall amounts.


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10.2.2 Barrier Design Parameters Barriers are generally warranted as shields when a fixed object, roadside obstacle, or nonconforming (see Section 10.1) cross-sectional or drainage feature can not be removed from the clear zone. Refer to Section 10.3.1.2 B for lists that include features that typically warrant shielding. If in any instances it is determined not to provide shielding where it would normally be warranted, an explanation should be provided in the DAD or the project files, as appropriate. Barriers may also be warranted to shield hazards that are beyond the clear zone width. (See Section 10.2.1.1.) Barriers may be warranted to prevent access in certain instances, typically in urbanized areas. Barriers may also be used to separate opposing traffic. (See Section 10.2.4.) When a barrier is needed, the protection must begin a certain distance ahead of the shielded hazard. The Department recognizes two criteria to determine the distance: the point of need (§10.2.2.1) or the run-out length (§10.2.2.2). The barrier type must then be selected (§10.2.3) such that its rated deflection distance (§10.2.2.3) will normally prevent a passenger car from striking nonremovable hazards behind it. The offset must be checked to see that the positioning of the barrier and other appurtenances is not conducive to letting a passenger car pass over or vault (§10.2.2.4) the barrier. Where guide rail is used in close proximity to steep slopes, the post length requirement should be checked (§10.2.3.5) and adjustments made to the anticipated deflections if extra-length posts are required. For barrier systems that may obstruct vision, the horizontal and intersection sight distances (§10.2.2.5) should be checked. Continuity (§10.2.2.6) should be checked due to the high cost and relative risk of terminals. 10.2.2.1 Point of Need This first criteria used to determine where to start a run of barrier is applied to objects of limited lateral extent. As a practical limit, it assumes that most vehicles that leave the shoulder will be diverging away from the roadway at an angle of at least 15º. Relative to the shielded feature, the point at which the full protection of the barrier is needed is termed the point of need. The point of need is established by finding the intersection of the front face line of the barrier and the line drawn from the back of the obstacle to intersect the roadway at an angle of 15º. Vehicles that leave the traveled way upstream from this point, or at a steeper angle, will pass behind the obstacle. See Figure 10-3a. On freeways, higher volumes and speeds are normal. Though the distribution of departure angles does not change significantly, the higher volumes mean that more vehicles may be leaving at low angles. Additionally, the higher speeds mean that those vehicles will be traveling farther from the road. Consequently, the point of need method should use 10° on interstates and freeways where design speeds are 60 mph or greater and either a new run of guide rail is being installed or existing runs are being relocated or replaced.

Relative to the run of guide rail itself, there is a point on the rail that is designated as the point of redirection. (Formerly, this point was also designated as a “point of need”, but relative to the rail.) It should be emphasized that this point of redirection does not establish the beginning of the barrier system. Rather, it indicates a point, downstream from which, the barrier may normally be expected to redirect an errant vehicle. Approach end sections and additional barrier normally precede the point of redirection. Upstream from the point of redirection, there may be portions of the barrier that can provide full redirective capacity, but the purpose of the terminal end is to minimize the consequences of colliding with the end of the rail, not to ensure redirection. Refer to the Standard Sheets for details on the different types of conventional (pre-


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NCHRP 350) barriers, end treatments and the locations at which they provide point-of-need protection.

A rail system’s nominal point of redirection is selected to be at or downstream from the point at which the rail is actually capable of redirecting an errant standard vehicle. Runs should be positioned longitudinally so that the point of redirection, relative to the rail, at least covers the point of need relative to the shielded feature. It is acceptable to position the run so that the rail’s point of redirection is in advance of the shielded feature’s point of need. The limiting factor will generally be the cost of the extra guide rail. As discussed in Section 10.2.2.6, if the point of need for the end of one run is relatively close to the point of need for the start of the subsequent run, it may be acceptable and reasonable to connect the runs, thus eliminating the risk of the approach terminal and the cost of both terminals at the gap. Access for mowing equipment should be taken into consideration. Shielding for steep side slopes should be based on the point of need method, where the potential hazard to be shielded is judged to be those portions of the slope that could cause a vehicle to roll over. Shielding should be provided for any path departing from the roadway at 15º or more (or 10º, as explained above) that would result in the vehicle crossing over a portion of the slope likely to cause it to roll over.

It was generally observed during the testing of the new NCHRP 350-compliant terminals that vehicles which struck at an angle downstream of the third post would redirect, while vehicles which hit at an angle upstream of the third post would “gate” through the terminal. There is the potential for vehicles to lose their steering when striking the lead end of a terminal and then to turn in behind the rail, towards the shielded object. (This was observed during one driverless test.) Typically, though, the topography behind the rail will tend to direct the vehicle away from the object. Designers should, however, watch out for topographic conditions that could redirect errant vehicles back towards shielded objects. (See last paragraph in this section.)

When tested at impact angles parallel to the road, the “parallel-type” NCHRP 350 terminals absorb crash energy over a significant “crush” distance. For this and the above reasons, there should be some distance between the first (farthest upstream) post of an NCHRP 350 terminal and a shielded fixed object. To simplify and provide a consistent location process for designers, the Department has selected 75 ft as the minimum separation that should preferably be provided for high-speed traffic, if there are no conditions restricting the point at which the terminal can be located. (See Figure 10-3b.) Where there are restrictions to how far upstream a terminal can be placed (typically due to the presence of a driveway or ramp), the minimum distance between the point of need and the first post in the terminal may be reduced accordingly. If the separation must be reduced close to or less than two post spacings, consideration may be given to relocating the driveway. In general, it will not be necessary to reassess the locations for existing NCHRP 350 terminals whose first post is at least two post spacings upstream from the point of need.

Vehicles striking gating ends of terminals should be afforded the same opportunity to stop as vehicles that are traversing the clear zone. Consequently, the clear zone width should extend past the lead end of a terminal until it is intersected by the line drawn to define the 15º (or 10º where applicable) line for the point of need. (See Figure 10-4f.)

Where practical, the recommended length of barrier may be reduced by terminating the barrier against a cut slope. Leaving an opening between the cut slope and the terminal may allow


6/28/2010 §10.2.2.1

vehicles to be guided along the slope and in behind the rail. This situation is to be avoided whenever practical, but due consideration must also be given to the possible need for maintenance access. The details of the termination should be adequate in most situations to prevent a vehicle from getting behind the barrier by either passing around the end or over the top. Refer to Figure 10-4d for plan details of the approach alignment for cable, W-beam, and box beam anchorage, to Figure 10-4e for heavy-post W-beam approach alignment, and to the Standard Sheet - Box Beam Guide Rail for section details of the termination of box beam against a back slope. Note that a Type I box beam end assembly should not be used when terminating against a back slope.

Where there is two-way traffic and the potential for wrong-way hits, both ends should be designed as approach ends if the downstream end is within the clear zone of the opposing direction of traffic. The clear zone width for the opposite direction traffic should be measured starting at the inside edge of its traveled way. Where the shielding is only required for one-way traffic, the downstream (terminal) anchorage may be located at a right angle from the farthest downstream part of the obstacle, provided the total resulting length of the run is sufficient to develop the full redirective capability of the system and the terminal is a type that offers good lateral resistance, such as terminals that fasten to anchor blocks. In systems where the primary rail is not fastened to an anchor block, such as box beam terminals, extra length may need to be provided to minimize the possibility of vehicles pushing through a “soft” terminal end and striking the shielded object behind the rail. To determine the minimum downstream location of the last post relative to the last shielded object, 50 feet of rail should be provided past the point that is twice as far upstream from the shielded object as the shielded object is offset behind the rail. (Definitely see Figure 10-3a.)


6/28/2010 §10.2.2.1

Figure 10-3A Basic Point of Need Determination


6/28/2010 §10.2.2.2

Figure 10-3b Crush Accommodation for Parallel-Type Proprietary Terminals

10.2.2.2 Runout Length The second criteria for locating the start of a barrier system, "runout length", will typically only be applicable to highways with broad traversable clear zones. "Runout length" is the length of clear area available parallel to and behind a barrier. For NYSDOT’s design process, the runout length is measured from the start of a barrier to a “non-bypassable hazard”. A “non-bypassable hazard” is any hazard or arrangement of hazards such that a driver running in the clear area parallel to the highway will be unlikely to find a safe route around or through them. Nonbypassable hazards may include bodies of water, nontraversable streams, creeks, and ditches, steep transverse embankments or hillsides (those with contours running perpendicular to the roadway), stands of trees, or hazards in a swale or in the clear runout width at the bottom of a slope. The abutment and embankment for a bridge passing over the highway will usually constitute a nonbypassable hazard, as well. The toes of such embankments should be well rounded on the side facing approaching traffic to give an errant vehicle an opportunity to run up the embankment, rather than impacting into it. Where clear areas are broad and it is likely that an errant vehicle will be able to run parallel to the highway within the clear area, it is desirable that the “runout length” be made sufficient to permit a vehicle to stop before reaching the non-bypassable hazard. The recommended lengths are given in Figure 10-4a. A runout length may be needed when there are hazards of large lateral extent (effectively non-bypassable) or when hazards are located in positions such that the topography would direct a vehicle towards the hazard. However, if the narrowness of the clear area, or the slope or condition of the area behind the guide rail would make it unlikely that a normal path of an errant vehicle would parallel the highway and reach the nontraversable hazard, then it will not be necessary to extend the rail to provide the full runout length. As stated at the beginning of this section, providing full runout length is usually only a consideration where there are high-quality (wide, traversable) clear zones and clear areas such as are typically found on interstate and freeway facilities.


6/28/2010 §10.2.2.2

Note that the preferred solution would be to eliminate the hazards by removing the trees, flattening transverse slopes to make them traversable, etc. However, where a nonbypassable hazard cuts across a high-quality clear zone/area, adjoins the roadway, and can not be removed or suitably modified, a barrier should be provided, preferably extended out to a back slope or the limit of the clear zone to restrict access to the hazard, or located as guided by Figures 10-4a, 10-4b, and 10-4c. Where there is access to the clear runout area and it slopes (longitudinally) down to the hazard, consideration should be given to providing longer lengths than those recommended in Figure 10-4a. Where back slope anchorage (see Figures 10-4d and 10-4e) is not practical and full runout lengths can not be provided due to driveway access requirements, the barrier should begin as soon as possible following the access point. If the runout length thus provided falls well short of the recommended runout length, consideration may be given to providing an additional run of guide rail prior to the driveway. This will typically only be appropriate for high-speed highways with broad clear areas. See Figure 10-4c. Alternatively, the barrier may be run down the side road or driveway, but this option may require an easement in the case of a driveway. As will be discussed later in the sections on terminals, only those terminals which have passed, or have been judged likely to pass, NCHRP 350 or MASH criteria are to be installed well within the clear zone of high-speed National Highway System (NHS) highways. Any use of conventional end sections on these highways should either be close to, at, or beyond the limit of the clear zone, or buried in a back slope. (Note that the turned down portion of a Type I box beam terminal is not to be buried.)


6/28/2010 §10.2.2.2

Figure 10-4a Runout Lengths


6/28/2010 §10.2.2.2

Figure 10-4b Left Side Runout Lengths


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Figure 10-4c Runout Length Alternatives


6/28/2010 §10.2.2.2

Figure 10-4d Backslope Anchorage for Weak Post Rail Systems

Note 3: Flare rates and curvatures shown are maximums. Lesser flare rates are preferred. Note 4: Where rails cross ditch line, height should be low enough that errant vehicle will have initial impact with front of vehicle, not windshield.


6/28/2010 §10.2.2.2

Figure 10-4e Back Slope Anchorage for Heavy-Post Blocked-Out Corrugated Rail


6/28/2010 §10.2.2.2

Figure 10-4f Clear Area Requirements for Gating Terminals


6/28/2010 §10.2.2.3

10.2.2.3 Deflection Distance The "deflection distance" is defined as the lateral distance that the outside (side away from traffic) face line of a barrier will deflect when struck by an errant vehicle before that barrier system stops the movement away from the road. (Note: Deflection for heavy-post systems is measured as the deflection of the outside face of the posts. This distinction is made because weak post rail systems usually separate from the posts when struck, while heavy-post systems will often remain attached. The clear distance to an obstruction must therefore include an allowance for the width of the heavy post.) This distance will be a function of the vehicle's weight, speed, and angle of impact and of the strength or rigidity of the barrier system. The results of crash tests have been analyzed to develop a method for estimating the deflections that may be expected when a standard 4500 lb vehicle strikes different types of barriers at different speeds and impact angles. Table 10-3 presents the deflection distances to be expected when various barrier systems are impacted at 60 mph by a standard 4500 lb vehicle at a 25º angle. Smaller deflections may be expected with lower speeds and when narrower roads tend to reduce the maximum lateral offset from which a vehicle may begin to veer towards the guide rail and thereby provide an upper limit to the normally anticipated impact angle. However, deflections do not decrease uniformly with reduced speeds as higher impact angles are possible at lower speeds. Figure 10-5 illustrates how to measure the maximum lateral offset for narrower roads. Figure 10-6 presents a graph of reduction factors that the normal deflection distances may be multiplied by to determine the smaller deflections that may be anticipated on narrow roads. The deflection distance is an important parameter for two reasons. First, it determines the magnitude of the lateral deceleration. Flexible barriers, such as cable guide rail, allow a relatively gentle lateral deceleration. Rigid systems, such as concrete barriers, produce essentially instantaneous lateral decelerations which are more likely to result in injuries. This difference is the major safety factor favoring the selection of flexible systems. The second reason that deflection distance is important is that it determines the space that must be maintained between the hazard and the barrier. If a hazard were allowed to remain or grow within the deflection distance of a barrier, the longitudinal movement of an errant vehicle can still carry it into that obstacle, even if the lateral movement has been arrested. The New York State Department of Transportation's policy with respect to guide rail selection may be summarized as follows:

1. The standard deflection of the selected system must be less than the lateral distance from the barrier to the nearest hazard that can not be removed or relocated.

2. With exceptions for specific conditions discussed later, the barrier system with the largest acceptable deflection should be selected when a barrier is required.

3. All removable hazards are to be removed from the area within the deflection distance of

the selected guide rail. Maintenance work may be needed to prevent trees within the deflection distance from growing to more than 4 inches in diameter. Because the Department can not control development beyond the ROW line, the selection of a barrier system should ensure that its deflection will not extend off the ROW. Guide rail selection may be limited to systems with lesser deflections if there are fixed objects that can not be removed from behind the rail.


6/28/2010 §10.2.2.3

Occasionally, a guide rail system with a fairly large deflection may be selected for a long run within which length there is an obstacle closer to the rail than its deflection distance. If it is determined that (1) the object can not be moved out of the deflection distance, and (2) the rail choice should not be changed, then it will be necessary to reduce the deflection distance in the vicinity of the object. The normal procedure is to add additional back up posts in accordance with Table 10-3 to, in effect, stiffen the rail. Figure 10-6a illustrates the conventional plan arrangement of posts. If, during construction, objects are noted within the deflection distance of the rail system, then the responsible design representatives should be consulted by the Engineer in Charge (EIC). If the object is a utility responsibility, whether a utility pole, hydrant, or switch station, for example, the Regional Utilities Engineer should be promptly notified, in addition to Design.


6/28/2010 §10.2.2.3

Table 10-3 Barrier Deflections for Standard1 Impacts

Barrier Type

Post Type (Deflection Category)

Post Spacing (feet)

Standard Deflection9 (feet)

Cable Guide Rail and Cable Median Barrier2

Weak Post (Flexible)

16 12 810 410

11 6 9’-6” 6

8 7

Corrugated W-Beam Guide Rail3


12’-6” 6’-3” 11 4’-2”11

8 6 5

Heavy Post (Semi-rigid)

6’-3” 3’-1½” 11 3’-1½” 4,11

47 27 17

Box Beam Guide Rail5

Weak Post (Semi-rigid)

6 3 11

5 4

Corrugated Median3


12’-6” 6’-3” 11

7 5

Heavy Post (Semi-Rigid) 6’-3” 3

Box Beam Median5 Weak Post (Semi-Rigid) 6 3

Concrete Safety Shapes

9 inch Embedment (Rigid) - 0

Temporary, Key-Joined (Rigid)

Ends Pinned8A Box Stiffened8B Fully8C Pinned

3’-3” 2’-2” 0’-8”

1. Standard Impact is produced when a 2000P (Pickup truck, 2000 kg) test vehicle traveling at 60 mph impacts the

barrier at a 25º angle.

2. Must be properly tensioned and anchored to limit deflection to values shown. 3. Must be properly anchored to limit deflections to values shown. 4. With backup channel (for connection to rigid objects). Categorized as a rigid system. Deflection varies from 2ft at

start of channel to 8 in immediately prior to connection to rigid structure. 5. To develop beam strength, must be a minimum length of 125 ft, measured toe-to-toe (extreme ends of rail). 6. To minimize rollover problems, barrier systems with deflections of more than 8 ft should not be used adjacent to

slopes steeper than 1:2. 7. Measured from outside face of post. 8A. End pieces should always be pinned, unless at least six pieces are present between end and first point where

deflection is a concern. TCB Deflections are based on a 2270 kg (5000 lb) pickup truck. 8B. As in 8A, but box beam fastened across joints on worker’s side. Areas where these deflection-limiting measures

are desired should be clearly shown on the Work Zone Traffic Control Plan. 8C. All pieces pinned with four pins per piece, on worker’s side only. Areas where these deflection-limiting measures

are desired should be clearly shown on the Work Zone Traffic Control Plan. 9. Where extra long weak posts are required, these deflections should be multiplied by 1.3.

10. Split spacing achieved by use of backup posts bolted to cable. 11. Split spacing achieved by use of backup posts driven behind the rail, but not fastened to it.


12/31/2008 §10.2.2.3

Figure 10-5 Maximum Lateral Offset

Figure 10-6 Deflection Reduction Factors


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Figure 10-6a - Intermediate Posts Required to Reduce Rail Deflection


6/28/2010 §10.2.2.4

10.2.2.4 Vaulting Considerations and Policy on Curbs and Curb/Barrier Combinations Vaulting is said to have occurred when a vehicle passes over a barrier. Vaulting is highly undesirable for two reasons. First, once the vehicle is past the barrier, it is free to strike the shielded object. Second, the vehicle will usually be airborne and more likely to roll over which usually causes a more severe accident. A distinction should be made, however, between the shielding portion of the barrier (downstream of the point of need) and the portion upstream from the point of need. The portion that is upstream should not be shielding any fixed objects, as the area behind that portion of the rail should be clear back to, at least, the limit of the clear zone (see Figure 10-4f). Any vehicles that leave the road at a divergence angle of 15º or more (10º on interstates, etc.) and either gate through or pass over the barrier upstream of the point of need, should not encounter any fixed objects behind the rail until reaching at least the extension of the clear zone limit. While flaring the portion of the barrier upstream of the point of need away from the road, past the shoulder break, and down a slope may increase the likelihood that an errant vehicle will push through and over the barrier, the concern is offset by the lack of fixed objects behind the barrier and the speed reduction that will occur in the process of pushing through or over the barrier. Therefore, it is acceptable to flare the portion of the barrier upstream of the point of need down a sideslope. As in most cases, flatter sideslopes enhance safety. For the shielding portion of the barrier (downstream from the point of need), efforts should be made to avoid conditions that could contribute to errant vehicles vaulting the barrier. The likelihood of vaulting may be increased where a barrier has been placed past the shoulder break and down a slope. Under these conditions, a high-speed vehicle diverging from the road at a high angle may momentarily have its bumper at a higher than normal height above the ground surface. This increased bumper height increases the likelihood of the vehicle going over the barrier. To minimize this risk, align guide rail posts at least 1.5 ft in from the shoulder break. Alternatively, align the guide rail at least 12 ft past the shoulder break, provided the slope is not steeper than 1:10 or, in the case of cable barriers, 1:6. (Tests have indicated that cable engages vehicles better than other rail systems do on a 1:6 slope.) While it is desirable to provide as much clear area as possible between the traveled way and an obstacle, there are additional considerations with guide rail. The condition of the surface is of critical concern. Unstabilized surfaces, including grassed areas, may become uneven over time, causing an errant vehicle to bounce and be more likely to vault a guide rail. Additionally, when guide rail is set well back from the road, there is an increased possibility of high angle impacts with consequent increases in accident severity and penetration rates. Preference should normally be given to locating the run of guide rail close to the edge of shoulder. Curbing has been shown to be a major contributor to vaulting and destabilization problems, particularly at high speeds and with higher curbs. When the tires of an errant vehicle strike a curb, the impact tends to bounce the vehicle upwards which can contribute to vaulting or penetration of the rail. The problem is generally worst for curbs located more than 1 ft and less than 10 ft in front of the guide rail. In addition to the vertical bounce, striking the curb tends to slow one side of the vehicle. Both of these effects contribute to destabilization. When the destabilizing or vertical bounce effects act in combination with either the destabilizing effects of striking a concrete barrier or the large deflection of cable guide rail, unsatisfactory results may occur. Therefore, do not place curbs of any height in front of concrete barrier (other than bridge barriers) or use (except in low-speed situations) in conjunction with cable barriers.


4/10/2012 §10.2.2.4

A. Curbs and Curb/Barrier Combinations on High-Speed (>50 mph) Highways

• Curbing of any height is not to be used in conjunction with concrete barriers, attenuating devices, or cable guide rail.

• Due to its destabilizing effects, vertical faced curbing (formerly referred to as nonmountable) is not to be installed on new construction projects on high-speed highways (operating speeds greater than 50 mph) and is to be removed when practical on reconstruction projects. Vertical faced curb is not to be placed or permitted to remain along the mainline or in gore areas of interstates, freeways, or high-speed parkways. Refer to the Bridge Detail sheets for exceptions at abutments. Any other necessary exceptions are to be explained in the design approval documents.

• Mountable curbing of any height is not to be installed on new or reconstruction projects, except that, when curbing is necessary for drainage control on high-speed roads, mountable curbs with a maximum height of 4 inches may be used at the outside edge of shoulder where the shoulder is of the minimum width specified in Chapter 2 of this manual. Preference should be given to using the T100 traversable curb profile rather than mountable curb.

• Curbing is not to be placed along high-speed highways for the purpose of shielding pedestrians. Curbing is ineffective as a barrier, and, at high speeds, vehicles that come into contact with curbing are at increased risk of being pulled out of the traveled way and into areas frequented by pedestrians.

• Because of the vaulting concerns mentioned above, when it is necessary to use guide rail adjacent to mountable curbs on high-speed highways, the preferred location is within one foot of the face of the curb. The second place choice would be ten or more feet behind the face of curb. Placement in the zone between one and ten feet behind the face of curb shall be avoided unless the preferred locations are not reasonable options. Documentation of the latter choice should be provided if the unreasonableness of the other choices is not readily apparent.

• AASHTO's A Policy on Design Standards - Interstate System, 1991, further stipulates that, where it is necessary to use mountable curb and guide rail together, the face of the curb should be flush with the face of the guide rail or behind it. Where the 4 inch high, 12 inch wide gutter/berm is used as a curb at the outside of the shoulder width, the guide rail post should be placed as close to its back face as possible. This requirement applies to freeways as well.

• Theoretical studies have indicated the potential for curbs located under flexible or semirigid guide rail to increase the chances of vaulting or rollover. Therefore, the allowable deflection of barriers used in conjunction with mountable curbs should not exceed 4 feet.

• Whenever a parkway project calls for any curb to be located closer to the travel lane than a standard-width shoulder (see Chapter 2 of this manual for design criteria), the 4 inch (100 mm) high, 12 inch wide T100 traversable curb or other approved traversable design is to be used. Examples of this would be curbed, raised, grass shoulders on parkways or curbed reduced shoulder sections approaching a bridge.




4/10/2012 §10.2.2.4

B. Use of Curb and Curb/Barrier Combinations on Medium-Speed Highways (with Design Speed of 45 mph to 50 mph)

• Curbing of any height is not to be used in conjunction with either concrete barriers or cable guide rail.

• Curbing is not to be used in conjunction with attenuating devices.

• The designer should judge whether the project area conditions are typically rural, in which case the high-speed guidance presented as Section A, above, should be followed, or whether the conditions are predominantly urban or developing urban, in which case the guidance presented in this Section B should be followed.

• Mountable curbing may be used in conjunction with rail systems other than cable, but because of the vaulting concerns mentioned above, when it is necessary to use guide rail adjacent to mountable curbs, the placement preferences should be as noted in Section A above.

• The T100 traversable curb profile is acceptable for use with any guide rail at any offset.

• As general guidance, vertical-faced curbs (formerly referred to as nonmountable) may be used, but should only be used where justified by present or anticipated pedestrian traffic. Note that vertical-faced curb has little redirective or shielding capacity and is meant primarily to discourage the mingling of vehicular and pedestrian traffic. Because of destabilization problems, guide rails should preferably be no farther than 1 ft from the face of vertical faced curb. (Even though the effect is most pronounced between 1 ft and 10 ft, there is still a potential for vehicles to destabilize when striking a vertical faced curb and to vault a barrier even if it is located 10 ft or more from the curb.)

• As mentioned above, theoretical studies have indicated the potential for curbs located under flexible or semirigid guide rail to increase the chances of vaulting or rollover. Therefore, on highways with design speeds of 45 mph to 50 mph, the allowable deflection of guide rails used in conjunction with mountable or vertical-faced curbs should not exceed 5 ft.

• Since vertical faced curb has little redirective capacity (for the low-speed range it may redirect low angle impacts), efforts should be made to address clear zone concerns behind curbs exposed to traffic rather than being satisfied with the 18 inch lateral clearance requirement discussed in Chapter 2 of this manual. The designer should try to maintain the quality of the clear zone by limiting the number of obstructions behind the curb and should try to maintain the quantity, or width, of the zone by locating any required obstructions as far from the curb as possible.

Note: The AASHTO guidance on curbs originally recognized high-speed, medium-speed, and low-speed highways. The 2001 AASHTO A Policy on Geometric Design of Highways and Streets consolidated the medium-speed into the low-speed design category.



4/10/2012 §10.2.2.5

C. Use of Curb and Curb/Barrier Combinations on Low-Speed Highways with Design Speeds of less than 45 mph.

• Curbing of any height is not to be used in conjunction with concrete barriers.

• Curbing is not to be used in conjunction with attenuating devices.

• As general guidance, vertical-faced curbs may be used in low-speed situations (less than 45 mph). Note that vertical-faced curb has little redirective or shielding capacity. When used in conjunction with guide rail, the rail should generally be placed within 1 ft of the face of the vertical faced curb. However, offset is not critical, as there is little risk of vaulting at these lower operating speeds. Where the rail is being placed for the protection of pedestrians, a system with an appropriately low deflection distance should be selected. See the Bridge Detail sheets for exceptions at abutments. See Chapter 18 of this manual for details of treatment for the back side of guide rails to reduce the potential hazard that posts represent when in close proximity to sidewalks or bicycle paths.

• Mountable curbing may generally be used in low-speed setting in conjunction with any type of guide rail.

10.2.2.5 Horizontal and Intersection Sight Distances Concrete barriers and, to a lesser extent, W-beam obstruct visibility. Where either of these barriers are needed on the inside of curves, the horizontal sight distance should be checked in accordance with the criteria for safe stopping distances presented in Chapter 2 of this manual and Chapter III of AASHTO's A Policy on Geometric Design of Highways and Streets, 2004. In addition, some of the sites where glare screens are most needed are sites where horizontal sight distance is most likely to be affected. The designer should check to determine whether the above conflicts exist on a given curve and should carefully weigh the alternatives before selecting the barrier configuration. Options to consider are:

1. offsetting the barrier to the inside of the curve enough to obtain the required sight

distance,

2. flattening or extending roadside slopes so the barrier may be moved farther from the traveled lanes,

3. using cable or box beam barriers as opposed to the more obstructive W-beam or concrete barriers, and

4. providing overhead lighting to aid night-time visibility. Nonstandard feature justification will be required if sight obstructions can not be eliminated. Note that the fourth option above is a mitigation measure that will still require nonstandard feature justification if the sight distance is inadequate. Where the plan location of W-beam or concrete barrier indicates the potential for sight obstruction, the effects of any sag vertical curves should be taken into consideration to determine whether the line of sight may be above the top of the barriers.


6/28/2010 §10.2.2.7

10.2.2.6 Continuity and Access Gaps Because of the large cost of anchor blocks or crash attenuating terminals relative to running lengths of guide rail and the potential hazard that end sections represent, short gaps of less than 100 ft should not be left between rail installations, unless gaps are required for access. (Note, however, that the Type I and Type IIA box beam terminals are inexpensive compared to their running lengths and may be considered relatively safe if placed at or near the back of the clear zone.) If expensive terminals would otherwise be required, gaps of up to 200 feet may be closed. Refer to Section 10.2.5 for guidance on the treatment of barrier terminals at access gaps. Chapter 3 of this manual provides guidance on the use of access gaps. A related consideration is the need for emergency stopping areas where the shoulders are relatively narrow and there are long runs of rail. In such situations, a vehicle may not be able to move fully onto the shoulder and out of the traveled way. Where the right-side shoulders are less than eight feet wide and the runs of rail exceed 2000 feet, consideration should be given to providing an intermediate stopping point with a width of at least eight feet between the edge of traffic and the guide rail.

10.2.2.7 Shielding of Pedestrians

In general, it will not be appropriate to provide shielding for bicyclists and pedestrians. Exceptions might include settings such as bridge sidewalks where there will be (1) no reason for pedestrians to cross the road, (2) no reason for passengers to get out of vehicles, and (3) a constricted pedestrian space that would prevent them from being able to avoid an errant vehicle. Where high-speed, high-volume traffic will be near high-volume pathways, consideration should be given to providing a barrier to protect users of the pathway from errant vehicles. Even in medium-speed situations, the use of barriers between heavy traffic and jogging paths in park-like areas could contribute significantly to the peace of mind of the pedestrians. As stated elsewhere, vertical faced curbs are only effective at redirecting lower speed vehicles that contact the curb at very shallow angles.

In heavy traffic areas where pedestrians will frequently be present and using medians as a refuge area, use of curbing should be considered to delineate and help separate pedestrian and vehicular traffic. However, even vertical faced curb does not provide positive shielding. It may be appropriate to provide positive shielding, particularly if the median design includes numerous other fixed objects. One typical treatment is to place heavy, ornamented posts (bollards) in the median next to the crosswalk area. At intersections, bollards should be offset at least 3 feet to minimize the potential for problems with oversized vehicles. When bollards are used, they should be strong enough, and anchored firmly enough, to prevent an errant vehicle from shearing the bollard and reaching the pedestrians. It is not appropriate to design a bollard or its anchorage system in a manner that, when struck, would permit it to become a missile flying into opposing traffic or the pedestrians it is intended to protect. When the pedestrian traffic is seasonal, consideration may be given to using removable bollards. By removing the bollards during winter months, snow plowing may be facilitated and a potential hazard will be eliminated.

Another means of protecting pedestrians is to provide precast concrete barriers with sections other than Jersey Barrier shapes. One low profile alternative that was developed and crash tested by the Texas Department of Transportation consists of long concrete blocks with a height of 20 inches and reverse 1 on 20 slopes on the faces (wider at the top than the bottom). The


6/28/2010 §10.2.2.7

individual units are approximately 2 feet wide and should have weights around 2 to 3 tons. Aesthetic treatments could include textured, raised aggregate, or colored faces. As with the bollards, installation and removal could be performed seasonally. Bollards and barriers are likely to produce severe collisions for errant vehicles and therefore should only be resorted to in instances where there is either a history of vehicles striking pedestrians in the refuge island, or where it is judged likely that such an accident could occur.


9/01/2017 §10.2.3

10.2.3 Barrier Types All barrier systems approved for use on state roadways undergo crash testing and are assigned a test level between 1 and 6. Test levels 1-3 involve impacts with passenger vehicles and test levels 4–6 involve progressively heavier vehicles. The majority of barrier systems available to designers currently meet test conditions for test level 3 (TL-3), which means they can be used on high speed roadways (posted speeds > 50 mph). However, testing requirements can change and a system that passed TL-3 under older requirements could be downgraded to TL-2 or TL-1 under new requirements. A list of barrier systems and their corresponding test level under the latest testing requirements is available on FHWA’s website. While in most cases a TL-3 barrier will be selected, some situations may warrant the use of a TL-2 or TL-1 system. In general, TL-1 systems should be limited to roadways with posted speeds of 30 mph or less and TL-2 systems to roadways with posted speeds of 45 mph or less. Refer to Appendix C of this chapter for a more in depth discussion of barrier testing and test level definition. There are four types of barrier in common use in New York: cable guide rail, corrugated metal or W-beam guide rail, box beam guide rail, and concrete barriers. They are discussed in the following subsections in order of increasing rigidity. W-beam may be mounted on either weak posts or heavy posts (see Section 10.2.3.5) and, in the latter case, is much more rigid. The selection of an appropriate barrier is primarily governed by safety considerations and secondarily by cost. In general, the most flexible barriers will have the lowest lateral deceleration rates and will perform better at gradually redirecting an errant vehicle. Unfortunately, barriers with large deflections may not perform well adjacent to steep slopes. Additionally, when a flexible system is struck, it will usually require extensive repair work before it will function properly again. In areas with frequent accidents, this may result in a significant accumulation of time during which the barrier is not operational. Also, the regular presence of repair crews must be considered as a potential hazard, both for the motorist and for the workers themselves. In such circumstances, use of a heavy-post blocked-out corrugated barrier or a rigid concrete barrier may be warranted, as they seldom require repair work. Refer to Section 10.2.4.1 for further discussion. The safety of a given barrier system will also vary depending on the type of vehicle involved. Most barrier systems presently in service have been crash tested with either a standard passenger car or a standard and a lightweight car. Recently installed systems were crash tested with a 4450 lb pickup truck and a small car. As a result, the barrier systems are well adapted to the protection of the most common vehicles, but may not be well adapted to larger vehicles such as vans and tractor trailers. The point should be stressed that the barrier systems that have been developed are a compromise intended to provide protection for occupants of the average, more common vehicles in a fleet with broad diversity. Preference should be given to improving clear zones where practical rather than simply installing barriers. However, it should also be pointed out that, with modern testing and improvements, barriers, and particularly terminals, are much less likely to contribute to unfavorable outcomes than they once were. While lateral decelerations on stout barrier systems can still be very harsh, the results of collisions with other fixed objects will almost always be more severe, especially if the effective clear area is at or less than the recommended clear zone width. Because of their size, buses and large trucks are not well protected by W-beam guide rails. Box beam is unlikely to rupture, but may get pushed down under large-tired vehicles. Cable stands the best chance of capturing a vehicle, but the extra vehicle weight may cause larger than normal deflections. If the cable is adjacent to an embankment, large vehicles may still reach the


6/28/2010 §10.2.3

slope. With their higher centers of gravity, they will be more likely to roll over, even on relatively mild slopes. Concrete barriers function best for large vehicles and higher barriers reduce the chance that the large vehicles will trip and flip over the barrier. The designer should review the distribution of vehicle types expected on a finished project as a factor in selecting appropriate barrier types. The Design Quality Assurance Bureau should be consulted for barrier selection and design guidance for areas where truck penetration is deemed unacceptable. In some situations, it may be desirable to evaluate the cost of providing a barrier system for comparison to other options such as buying right of way so slopes may be flattened. When evaluating the cost of a barrier system, the designer should consider (1) the initial cost of the system, (2) the cost of the types of repairs that may be required, (3) the frequency at which the various repairs will be required, and (4) the anticipated relative safety benefit. The first factor may be estimated from previous bid prices which are published in the Department's "Weighted Average Item Prices". The second factor should be available from maintenance records for that Region or, for new roads, predictions may be obtained by the use of the computer program Roadside. The third factor may be estimated based on a combination of traffic projections, accident history data, and maintenance records. The fourth factor will generally be based on professional judgment and consideration of such concerns as frequency, type, and severity of accidents. In some situations, the potential for damage to adjoining property and road closures due to truck overturning should also be considered.

In general, the initial cost of weak-post W-beam will be about twice the cost of cable guide rail. Heavy-post blocked-out W-beam will be about three times the cost of cable guide rail. The cost of box beam will be about four times the cost of cable, and the cost of concrete may be as much as ten times the cost of cable. The maintenance costs may be significant for weaker systems and will be strongly controlled by traffic conditions.

10.2.3.1 Cable Various types of cable guide rail have been used in New York State since the early 1900s. The older configurations are still in service along some rural roads. The currently accepted standard details for cable guide rail are shown on the Standard Sheets for 606 items (https://www.dot.ny.gov/main/business-center/engineering/cadd-info/drawings/standard-sheets-us/606). The system is designed to yield more readily than any of the other barriers. The ¾ inch cables are fastened to light metal posts. At impact, the cables are intended to engage the vehicle either in grooves they form in the sheet metal or around projections such as bumpers. As the vehicle impacts the cable, the posts are bent aside and the lightly fastened cables pull away from the connections. Lateral movement is arrested by the combined effect of the bending of the posts and the tension built up in the cables. Since it is essential that the cables develop tension to restrain the vehicle, each end of the run must be anchored. Details of the terminals are discussed in Section 10.2.5.1. To limit the total deflection distance, it is important that the system provide adequate tension in the cables prior to an accident. This requirement imposes a limitation on the curvature at which the cable guide rail may be installed. To guard against the maintenance problem of having the posts pulled over by the centripetal force from the cable tension, the system should typically not be installed on curves with a centerline or horizontal control line radius of less than 715 feet when using 16’ post spacing, 440 feet when using 12’ post spacing, or 200 feet when using an 8’ post spacing. To avoid potential lean problems where cable guide rail would be placed on a tight radius, one of the following actions should be taken.




6/28/2010 §10.2.3.1

• Whenever it is reasonably possible to do so, eliminate the need for railing in the affected area.

• Use another type of guide railing that may be installed on the radius.

• Transition from cable to box beam before the area of the tight radius. As indicated on the Standard Sheets, intermediate anchors should be used, if necessary, to limit the length between terminal sections to 2000 ft or less. Continuous runs which exceed that length may experience unacceptable amounts of thermal expansion and contraction. When measuring for payment, the overlapped sections are to be treated as separate runs.

There are also minimum length concerns for cable runs. On short runs, it is likely that all of the cable will be pulled from the posts, significantly increasing the deflection distance. Anchor to anchor lengths of less than 200 feet should be avoided and lengths of less than 100 feet should not be used.

The main advantages of cable guide rail are that it:

• produces the lowest deceleration rates,

• has the lowest initial cost,

• is relatively easy to repair,

• provides the least obstruction to snow plow cast,

• does not induce snow drifting, and

• produces little visual obstruction. The last advantage is both a safety consideration and an aesthetic consideration.

The disadvantages of cable guide rail are that it:

• requires the largest distance between the barrier and the shielded object,

• may develop lean problems on tight curves,

• requires repair after almost every impact,

• old style anchor blocks may experience pullover after repeated impacts into the run,

• should not be used adjacent to slopes steeper than 1:2, unless its post spacings are reduced to limit its deflection to 8 feet or less,

• may have performance issues adjacent to vertical or mountable curb on medium- or high-speed highways,

• requires regular maintenance to maintain tension,

• may have problems stopping low frontal geometry vehicles from passing under the rail system,

• requires that a large area behind the guide rail be maintained free of trees larger than 4 inches in diameter, and

• is the least effective barrier for reducing headlight glare. Note that extra length posts may be required when guide rails are used adjacent to steep slopes and that use of those posts should be assumed to increase the deflection distance by 30%. Refer to Section 10.2.3.5. Because of the increased deflection distance, cable guide rail should generally not be used in situations that would require the use of extra length posts. Cable guide rail may be warranted if:


6/28/2010 §10.2.3.1

• the appropriate clear zone width can not be economically obtained,

• the hazards are beyond, or can and will be removed from within, the relevant deflection distance of the cable, and

• any adjoining slope is 1:2 or flatter. Because its impact durability is so poor, cable guide railing should generally not be installed on highways with AADTs in excess of 5,000 vehicles per lane per day. However, cable guide rail may be used for roads with higher traffic volumes if the correspondingly increased effort can be made to provide timely repair and maintenance and it is believed that repairs can be made safely. Distance from traffic will reduce hit frequency and increase the safety of repair operations. Regardless of volume, the use of an approved barrier system other than cable will be acceptable if it is anticipated that there would be significant problems with maintaining a cable system in that location. 10.2.3.2 W-Beam W-beam (corrugated beam) guide rail may be mounted on either a weak post or blocked-out on a heavy post. The difference in the two post systems is discussed in Section 10.2.3.5. In many respects, the systems are similar except for the increased rigidity of the heavy-post system. Section A, below, describes the weak-post W-beam and is generally applicable to heavy-post except as noted in Section B.

A. Weak-post W-beam

W-beam guide rail consists of lengths of corrugated steel sheeting with a cross-section

shape similar to a W. These are bolted directly to S3 x 5.7 -beam posts with 5/16 inch bolts. Note however, that when extra posts are added as backup, these are not to be attached to the rail. The connection bolts are designed to permit the rail to separate from the posts on impact so that the rail will stay with the vehicle rather than being pulled down under it by the posts. In addition to the connection bolts, there is a support bolt positioned at the bottom edge of the rail. These support bolts were added to the system soon after it was placed in service. It was noticed that some connection bolts were shearing under the load of snow and ice that sometimes adhered to the rail. The support bolt is not intended to affect impact results. Refer to the Standard Sheet for 606 series items for details of the W-beam system. Weak-post W-beam (G2) was been a Department standard for many years. It successfully redirected four-door sedans during the NCHRP 230 testing. NCHRP 350 moved to a 2000 kg pickup truck as the primary test vehicle. Due primarily to the higher center of gravity of the pickup truck, the weak-post W-beam failed high-speed NCHRP 350 crash testing and briefly fell out of favor. The system was modified and retested. The modified system (Modified G2) passed the NCHRP350 high-speed crash tests at test level 3. The weak post W-beam, in modified form, is once again acceptable as a TL3 barrier. The modifications consisted of moving the rail splice off of the support post, adding a backup plate at the support post, and raising the working height of the rail.

Many runs of original G2 weak post W-beam were installed prior to NCHRP 350 and remain in service. Because existing runs of weak-post W-beam rail will generally function


6/28/2010 §10.2.3.2

satisfactorily for most of the passenger fleet, it was not judged necessary to have a separate program to replace them. In some instances, however, an accident analysis may indicate a significant number of crashes on a W-beam guide rail and a high percentage of penetrations. In those instances, either the Modified G2 or an alternative system should be installed. (Note that, on lower volume roads, it may be helpful to examine more than three years of accident data to get a statistically significant evaluation of the penetration rate.)

The Department has decided to either retrofit existing runs of weak-post corrugated barrier to meet Modified G2 details or replace the old G2 with a different rail system on reconstruction projects with operating speeds in excess of 50 mph. It has also been decided to replace this system on 3R type projects on freeways. On other 3R projects, replacements of existing weak-post W-beam with another system may be made at the discretion of the Regional Design groups, but will not be considered necessary unless the first three of the following conditions are met or the last one is met:

• the operating speed is over 50 mph,

• the rate of reportable accident impacts on the weak-post W-beam guide rail exceeds 0.3 crashes/year/mile, and

• the percentage of impacting vehicles that penetrate through, over, or under the weak-post W-beam guide rail exceeds approximately 10%,

or

• the subject highway is an interstate or similar high-speed, high-volume facility.

Note, however, that replacements are encouraged if convenient for the particular project or if the run of existing guide rail requires significant work to be done, particularly if the run has a history of penetrations or rollover accidents.

With regard to 100% State-funded repair and maintenance contracts, weak-post corrugated guide rail and median barrier may be repaired and maintained, without replacement, under these contracts on facilities of all types, although replacements are encouraged in the situations noted above.

When W-beam is installed, individual pieces of corrugated beam must be mounted so that, for the normal traffic conditions (as opposed to a temporary construction condition), the trailing end of each, rather than the leading end of the next section downstream, is exposed to the predominant flow of traffic. That is, the direction of overlapping should shield the leading (upstream) ends. Individual sections of W-beam are fastened together so they can develop longitudinal tension and a restraining component similar to cable guide rail. As with cable guide rail, it is essential that the W-beam be properly anchored and continuously connected to provide the tension component. In addition, W-beams have significant lateral rigidity and therefore have lower deflection distances than cable. This lateral rigidity also requires that W-beam must be shop curved for installation on curves with radii of less than 150 feet. Because of their lower deflection distance and their degree of in-plane rigidity, W-beam guide rail may be used adjacent to steep slopes. Refer to Section 10.2.3.5 for limitations on how close the supporting posts may be placed to the shoulder break. The main advantages of W-beam guide rail are that:

• its lower deflection distance permits it to be placed closer to a hazard than cable guide rail may be,

• the system is more durable than cable, as the damage from a mild hit affects only the


6/28/2010 §10.2.3.2

impacted zone rather than the entire run (as with cable), and

• the system is significantly less expensive than box beam or concrete barriers. The main disadvantages of W-beam are that:

• its deflection distance does require a significant separation from shielded hazards,

• it is rigid enough to be considered a mild hazard in itself (though much less of a potential hazard than almost any other fixed object),

• it is more visually obstructive than cable,

• it frequently needs repair after being hit,

• it has a long-term tendency to be pushed over by the lateral force of snow plowing,

• exposed segment ends may present a snagging or spearing hazard to wrong way traffic,

• it may act as a snow fence and induce drifting, and

• in accordance with the NYSDOT Guidelines for the Adirondack Park, “corrugated beam guide rail (W-beam) shall not be used” within the Adirondack Park.

W-beam guide rail may be warranted when:

• the appropriate clear zone width can not be economically obtained,

• site conditions do not permit the use of cable, and

• the rail can be positioned so the distance from a nonremovable hazard to the roadside face of the rail meets or exceeds the relevant deflection distance.

B. Heavy-post Blocked-Out W-beam To remedy the high repair incidence while still providing a yielding system, the heavy-post blocked-out W-beam guide rail was developed. The blockout piece holds the rail away from the post to reduce the chance that part of an impacting vehicle will extend under the rail and snag on the posts. The heavy posts are much stouter than the weak posts and snagging on them could cause a vehicle to turn and roll over. The typical details are shown on the Standard Sheets for 606 items. To limit deflections and the potential for pocketing and wheel snagging, the typical post spacing is only 6’-3”. The main advantages of heavy-post blocked-out corrugated beam guide rail are that it has a low deflection distance and it can survive mild hits with minimal need for repairs. The main disadvantage of the system is that it produces more severe lateral deceleration of impacting cars than do the weak-post systems. A secondary disadvantage of the HPBO system is its total width, which can be difficult to fit between the paved shoulder and a steep shoulder break. The heavy-post system may be warranted where barrier is needed and the traffic volume exceeds 50,000 vehicles/day. The decreased safety due to the high rigidity is offset by the increased safety obtained by limiting repair interruptions. In instances where a guide rail is needed but there is not enough clear area to accommodate cable, either heavy-post blocked-out W-beam or box beam are the logical alternatives to weak-post W-beam guide rail.

10.2.3.3 Thrie Beam Thrie beam is a corrugated steel rail similar to W-beam, but with three corrugations instead of two. The third corrugation increases the height of the section from 12.25 inches to 20 inches.


6/28/2010 §10.2.3.2

The section is significantly stiffer as a result, and can be placed to provide shielding over a larger vertical range. Because it is a comparatively expensive product, its uses along mainline highway sections have been limited. Its chief use in New York to date has been as a transition section between the yielding W-beam guide rail along highways and the unyielding concrete parapet walls on bridges. Refer to the Bridge Detail sheets for further information on the thrie beam transitions.

Thrie beam has also been used as a side component in some proprietary impact attenuators. In special instances, the Department has used thrie beam to assist in rockfall control along highway rock cuts. The main disadvantage of thrie beam is its cost, and, in particular, the cost of the transition piece. For the foreseeable future, thrie beam will not be used in New York for normal highway use.


6/28/2010 §10.2.3.4

10.2.3.4 Box Beam This railing is a square structural steel tube, 6 inches on a side with a 3/16 inch wall thickness. The rail is significantly more rigid than a W-beam and must be shop curved for radii under 720 feet. Details of the system are shown on the Standard Sheets for 606 series items. The system develops most of its redirective strength through beam action and therefore does not require anchor blocks. Note that runs must be at least 125 feet in length (measured as full length of rail, toe to toe, of terminals) for the system to develop its intended deflection resistance. The main advantages of box beam guide rail are that:

• It requires less space for deflection than an equivalently supported W-beam.

• Its splice connection detail practically eliminates spearing problems.

• It is less of a visual obstruction than W-beam.

• It has a stronger, more rigid rail element and is therefore better at bridging between points of support. (When struck, the corrugations in W-beam tend to flatten, reducing its beam strength and increasing its tendency to fold around objects behind the rail, rather than supporting itself as a rigid beam against them. This only becomes an issue when vehicles strike the rail and cause more than the standard deflection or objects are present within the deflection distance.)

The main disadvantages of box beam guide rail are that:

• It is less forgiving than cable or weak-post W-beam guide rail.

• It is significantly more expensive than cable or weak-post W-beam guide rail (but only about 20% more expensive than heavy-post blocked-out corrugated rail).

• It is more difficult to repair.

• Significant repair delays may occur if damaged rail must be replaced with sections shop-curved to the correct radius.

Box beam guide rail may be warranted when either of the following conditions apply:

• The appropriate clear zone width can not be economically obtained and the available space between any nonremovable hazard and the edge of shoulder is adequate for box beam but not for cable or W-beam on weak-posts.

• It is necessary to transition to a rigid barrier system.


6/28/2010 §10.2.3.5

10.2.3.5 Post Systems Whenever guide rail or fence posts are being positioned, the location should be checked for the presence of underground utilities. Most of the barriers discussed above (heavy-post, blocked-out W-beam being the exception) are supported on "weak-posts". These posts are S3 x 5.7s, designed to bend aside when struck, rather than contributing to vaulting or rapid deceleration problems. Depending on the system and rigidity desired, weak-post spacing may vary from as much as 16 feet to as little as 3 feet. (See Table 10-3.) The reduced post spacings are achieved through the use of backup posts which provide additional lateral resistance. The backup posts for W-beam and box beam rails are not fastened to the rails. This is intended to minimize the potential for snagging. All weak-posts require soil plates to enhance their lateral resistance to impacts. In some cases, the

light steel -beam posts may be bent back into position and reused. Because the posts are weak, however, they require maintenance after most of the impacts. In locations with a high frequency of accidents, the downtime and repair costs can be significant problems. The "heavy post" is a W 6 x 9 (or W 6 x 8.5), which is approximately four times as rigid as the weak-post, and must, therefore, be considered as more of a potential hazard. To minimize the danger of vehicles snagging on the posts below the rail, the rail is blocked-out in front of the posts. The traditional metal block-out has been replaced with a solid block-out that provides 7.5 inches of separation between the rail and the post (versus the traditional 6 inches). The solid block-outs are to be made of either wood (Standard Specifications 710-20 and 710-13, issued by EI 97-016) or plastic and synthetic (Standard Specification 710-26, issued by EI 99-035). Steel block-outs should not be reset or used for repair of damaged HPBO guide rail. To maintain the usable shoulder widths, heavy steel posts should now typically be positioned 10 inches from the edge of usable shoulder. When additional rigidity is needed in the heavy-post system, the post spacing may be reduced from its normal spacing of 6’-3” to 3’-1½”. At this spacing, soil plates are required to be welded to the posts. The plates are positioned just below ground surface. They serve to increase the area of soil that is resisting overturning at impact. To ensure that a sufficient amount of soil is present to provide the lateral resistance, posts should be placed no closer than 1 foot to shoulder breaks where the embankment slope is steeper than 1:4. In addition to the steel heavy-post system, a pressure-treated wood post system with brown rail was used as an aesthetic treatment along some parkways. (Rustic, A-588 steel rail is no longer to be installed.) The posts and blockouts are 8” x 8”. To maintain the usable shoulder widths, the front of the wood post should be positioned at least 10.25” from the outside edge of the usable shoulder.

A. Extra Length Posts

When the recommended offsets from the back of the posts to the shoulder break can not be achieved, the lateral soil support at impact may not be adequate. To compensate, extra long posts, Items 606.48xx, should be used. Note, in the item specification, that the soil plates are placed deeper than on the standard posts. Extra long posts should be used when the embankment slopes away from the normal shoulder break at steeper than a 1:2 slope. Extra long posts should not be used past the shoulder break. (The shoulder break is the line of intersection of the plane of the embankment with the plane of the shoulder slope and


6/28/2010 §10.2.3.5

should normally be located 2’-3” from the outside edge of the usable shoulder.) In situations where the normal offset and embankment slopes can not be used, Table 10-4 provides guidance on post selection as functions of slope, offset and soil type.

When 7 foot posts are required, the weak-post guide rail deflections should be considered to be 1.3 times the values in Table 10-3.

The designer should note that the driving of any post requires that extra care should be exercised in locating underground obstructions such as utilities, shallow culverts, and top of rock. As part of the normal design process, all utility companies with known facilities within the project limits need to be contacted to ascertain their facility locations. Street lighting conduits, ITS facilities, and telecommunications lines are particularly susceptible due to the fact that they are often approved for shallower depth installations.

Table 10-4 Minimum Shoulder Break Offsets (in feet) to Back of Guide Rail Posts

Embankment Slope

7’-0” Long Weak Posts (S3x5.7)

5’-5” Long Weak Posts (S3x5.7)

7’-0” Long Heavy Posts (W6x8.5)

6’-0” Long Heavy Posts (W6x8.5)

1:3 0.0 0.5* 0.0 1*

1:2.5 0.0 1* 0.0 1.5

1:2 0.0 1.5 0.0 2

1:1.5 0.5 2.5 0.0** 2.5

*Use 7 foot long posts if post is within 6 inches of the minimum offset and the soil is sandy or weak. (Example: With embankment slope of 1:2.5, sandy soils, shoulder break at 16 inches from back side of weak-post, use 7 foot extra long post since 16 inches is within six inches of the one foot minimum shoulder break offset.) **Do not use with an offset of less than six inches in sandy or weak soil.

B. Vegetation Control Strips

Vegetation management is an important element to be considered when designing a project. Vegetation management is needed along roadsides to prevent the growth of (1) vegetation that would reduce safety by obscuring sight distances, (2) trees that would be potentially hazardous fixed objects, and (3) vegetation that would encroach into the shoulder area and effectively reduce the shoulder space available for safe walking and bicycling. A particular maintenance problem is the area close to and under guide rail. Mowing machines are difficult to maneuver in these locations and, even with very careful use, can not be fully effective at controlling vegetation adjacent to posts. Furthermore, unintended contact can result in damage to both mowers and posts. Two different control measures have typically been used as alternatives to mowing: total vegetation control herbicides or an optional (hot-mix asphalt) Vegetation Control (formerly “Mowing”) Strip beneath the rail to suppress plant growth. The Department continues to strive to reduce the use of herbicides. It is part of the Department’s vegetation management policy to encourage the use of vegetation control strips (VCS) under guide rail when that use will contribute to reducing the Department’s use of herbicides. The typical VCS shall consist of hot-mix asphalt with a minimum thickness of 3 inches. (Lesser thickness were not durable.) The width of the VCS will be dependent on the specific site conditions. In the normal shoulder section, the


6/28/2010 §10.2.3.5

shoulder break is 2’-3” beyond the edge of shoulder and the width of the strip that can reasonably be compacted will be limited to 2 feet for embankment side slopes of 1:6 or steeper. Where the presence of a wider, sufficiently level area behind the rail permits placement and compaction of asphalt, the mowing strip should extend to 20 inches beyond the guide rail and posts to make mower control easier. Rail-type median barriers and flared-back guide rail can normally be accessed from both sides. The aesthetic benefits to managing the vegetation by mowing may be sufficient to warrant that effort. Furthermore, running paved strips diagonally down a slope runs the risk of concentrating sheet flow and inducing erosion. However, if it is determined that vegetation management under a rail is required, but that mowing is not practical, then preference should generally be given to using a VCS rather than resorting to a total vegetation control herbicide. Where the guide rail or (rail-type) median barrier is not adjacent to the shoulder and there will be mowed areas between the shoulder and the railing, the width of the VCS should be 3 feet, except that a width of 5 feet should be used for HPBO median barrier. The strip should be positioned to permit equal mowing offsets from either side of the rail system. Where vegetation control strips are needed and the guide rail is not adjacent to, but is less than 5 feet from the edge of a shoulder, the space between the shoulder and the mowing strip should typically be paved, unless it is judged that a mowed space has sufficient aesthetic or storm water management value to warrant the effort and risk of mowing. Where guide rail flares away from the road, the VCS, if required, should follow the line of the rail. This would typically result in a triangular area requiring mowing between the rail and traffic. To minimize the danger to both the mowing crews and the traveling public, the mowing strip should be widened to cover the area between the shoulder and the railing in areas where both (1) the distance between the edge of traveled way and the railing is less than 13 feet and (2) the traffic volume exceeds 2000 vehicles per day. Measurement will be made on the basis of the number of tons satisfactorily placed and compacted. Where the VCS can be placed as an extension of the shoulder paving operations, the quantity will be included in the shoulder items. Where the VCS must be placed separate from the shoulder paving operations, payment will be under Item 608.020101 M Asphalt Concrete Sidewalks, Driveways and Bicycle Paths and the corresponding Plant Quality Adjustment Factor (Item 608.020110).


6/28/2010 §10.2.3.7

10.2.3.6 Concrete Barriers In some situations, it is necessary to provide for redirection without deflection. In these instances, a rigid concrete barrier may be appropriate. The New Jersey Department of Transportation developed a cross-section that flared out at the base. It was intended that the base would deflect tires on low angle hits, thereby minimizing property damage. This shape came to be known as the Jersey Barrier and has been widely used. Details for the shape and the half section are shown on the Standard Sheets for 606 series items. One potential problem with the standard Jersey shape, and with similar shapes that have “toes” projecting out in front of the face, is the possibility for small vehicles that impact at an unfavorable angle to ride up the face and roll over. To minimize the likelihood of this occurrence, the surface of the shape should be smooth to reduce the traction of tires that impact the barrier. Also, the height of the vertical face of the toe should not exceed 3 inches. Taller toe faces have been shown to increase the tendency of vehicles to “‘climb” the barrier. (Some of this “climb” may be due to the sloped portion above the toe being raised to where the frame of the vehicle strikes that inclined surface.) Foundation and overturning support conditions for half sections should be reviewed for the specific conditions of use. A 9 inch embedment is typical for most soil conditions. The designer should consult the Regional Geotechnical Engineer for any special foundation design requirements. A specific concern with concrete barriers, particularly precast barriers with their more frequent joints, is the possibility that an impacting vehicle might cause one segment to displace laterally, which would then permit the vehicle to strike the end of the next segment. Several measures may be used to help avoid this problem and ensure that all segments act as one continuous barrier. First, for precast and cast-in-place (set-formed) half section barriers, either backup posts and continuity connections are to be used or compacted earth berm backfill is to be placed as shown on the Standard Sheets. For slip-formed, half-section barriers, since the longer lengths provide for substantially more massive segments, backup is only required at the expansion joints. Where the available space allows, properly embedded full sections may be used. Their wider base and greater mass will generally permit their use without backup or continuity connections.

Because of the added threat posed when vertical elements, such as bridge piers, are in close proximity behind concrete barriers, extra measures should be taken to reduce the likelihood of vehicles climbing or leaning over the top of the barriers. As shown on the "Pier Protection" Standard Sheets, a box beam should be mounted to the top face of the Jersey-shaped barrier to limit vehicle climb. Although no testing has been performed to confirm the premise, it is anticipated that the box beam would also help to limit roll angles and "lean over" of tall vehicles. Details of the above options are, as of this writing, presented on the 606 series Standard Sheet titled "Pier Protection". Because the Pier Protection arrangement is essentially a rigid system, its use should be limited to the cases where it is specifically warranted. The arrangements on the Standard Sheet "Pier Protection" should be used when a bridge pier exists so close to the roadway that placement of guide rail, with its corresponding deflection distance, could not be made without encroaching onto the shoulder. (NOTE: It is anticipated that, soon after this chapter is issued, new standards for pier protection will be issued. The anticipated changes are intended to protect piers from damage by large truck impacts. The revised pier protection barrier is anticipated to be a 42” single slope barrier if 10 ft or more from the pier, and a 54” single slope barrier if closer to the pier.)


6/28/2010 §10.2.3.7

Other concrete barrier alternatives have been successfully used for protection of large vehicles. These have primarily involved increased heights, either as vertical extensions of half shapes or straight-faced walls. If the designer encounters a situation that may warrant a nonstandard concrete barrier, the Design Quality Assurance Bureau should be consulted for information on acceptable options. Refer to Section 10.2.4.9 for a description of innovative barriers. The main advantages of concrete barriers are that they:

• provide redirection when there is no space available for barrier deflection,

• require very little maintenance or repair, and

• may effectively block headlight glare. The disadvantages are that they:

• are unyielding hazards that may produce severe decelerations at all but low-angle impacts,

• may restrict horizontal sight distance,

• have a high initial cost,

• may interfere with drainage, and

• are considered aesthetically unappealing and visually obstructive. (See 10.2.3.7 B.) Concrete barriers are warranted where positive redirection must be obtained and very little deflection space is available. 10.2.3.7 Barrier Options for Aesthetically Sensitive Areas Designers will occasionally encounter projects where visual considerations are a major priority. The conventional barrier types may not be considered appropriate from an aesthetic standpoint. The systems that are briefly described below provide some alternatives. Other designs may prove acceptable. In general, these systems will be more or much more expensive than the standard alternatives. There may also be some reduction in safety. For these reasons, there should be strong reasons for using one of these systems instead of one of the normal standard types. In any event, before proposing use of an ‘aesthetic barrier’, it should be verified that the system has had an adequate safety evaluation. Any new systems proposed for use should be reviewed by the Design Quality Assurance Bureau.

A. Brown Steel Guide Rail Systems (formerly Rustic)

In the early 1970s, several park agencies and environmental groups requested that the Department use brown guide railing in some park areas. This was desired as a way of “branding” the park areas in a manner similar to the brown and yellow signs used for the same purpose. At about that time, the steel industry had marketed A588 steel, an alloy with copper in it that was supposed to weather to a rust brown and then leave a surficial coating, a “patina”, that would significantly retard any subsequent rusting action. This material was used to produce steel guide rail which was installed in a steadily increasing number of aesthetic settings. Unfortunately, it turned out that this patina-forming process did not function adequately


6/28/2010 §10.2.3.7

when the rail was placed in settings where there were regular moisture and elevated salt levels, conditions typical for roadside settings. Rustic rail replacements were needed much more frequently than desired. In 2007, the Department decided to phase out the use of A588 for guide rail. New projects should no longer specify any A588 guide rail. It is anticipated that essentially all runs of A588 guide rail will be removed from service by 2017. Extensive experiments were conducted to identify a durable means of coating galvanized steel to a brown color, but all have shown aesthetic deterioration within a few years of installation. To maintain the desired aesthetics, coated rail would need to be periodically repainted or recoated. Because of the distraction that regular field repairs would create for tourist traffic, as well as the risk to the crews, the Department decided that only locations of special aesthetic value, such as scenic overlooks, rest areas, fishing areas, and some special gateway locations, would receive special aesthetic treatment, such as painting, powder coating, or the use of timber-faced steel guide rail. In most other locations where A588 guide rail has been used, that rail will be replaced with plain galvanized guide rail.

B. Stone-faced and Textured Barriers

The primary reason for having stone facing or textured surfaces on barriers is to establish or reinforce an identity for an area, or to complement or reflect existing features of historic districts, downtown redevelopment, historic restorations, or tourist areas. From a purely aesthetic perspective, the ideal appearance (colors, textures, materials, scale, etc.) will be reflective of the immediate environment’s context. There are however, other factors that must be considered when selecting aesthetic treatments for barriers. For example, while the context might call for a laid-up wall of natural stone, few roadside situations, for reasons given below, would be appropriate for such a treatment. Instead, such barriers often need to be reinforced concrete walls or, at the least, include one in their construction. To provide an appealing appearance to a concrete barrier, its surface may be textured by using formliners, acid etching, sandblasting, etc., and coloring may be added through surface applications or mixed integrally into the concrete. The location of a barrier should be taken into consideration, before considering aesthetic treatment. If in a location where it is likely to get struck by snow plows or errant vehicles, then a durable barrier design should be selected. Some designs use surface-applied stains to color the concrete. Stains are also often used when more than one color is desired i.e., simulating different colored stones, or to emphasize a formliner texture. When struck, some of the stained surface concrete will be broken off, exposing the unstained concrete underneath. Depending on the stain coloration that was originally used, the raw concrete may be highly visible. To minimize this aesthetic problem, and also when a uniform color is desired throughout, integral color additives can be mixed in with the concrete so that the color is present even after a surface has been knocked off. Another possibility is to specify aggregate with a color that blends better with the integral color. For instance, a limestone aggregate will provide a gray to dark gray color, while the typical pea gravel will tend towards yellow and brown. Some manufactured lightweight aggregates can provide a reddish color.


6/28/2010 §10.2.3.7

There are five primary safety concerns with stone-faced and textured barrier walls.

• Redirective capability

• Disaggregation

• Vehicle climb

• Vehicle snagging

• Continuity

Redirective capability refers to the barrier’s ability to withstand the impact of a vehicle and redirect its path back along the road. If a barrier can overturn as it is being impacted, the impacting vehicle is likely to ramp up and over the barrier. If the barrier breaks apart, the vehicle may similarly go beyond it. This is particularly a concern for laid-up or mortared stone barrier walls. While such a barrier, when new, may have well-adhered stones, a prolonged exposure to freezing and thawing is likely to leave the mortar and stone loose. When subject to impact, the upper stones may fly, while the lower stones act to ramp the vehicle up and over. For this reason, real stone barrier walls should be reserved for locations that are not safety-critical, such as low-speed environments, scenic overlooks, and rest areas. Concrete barriers have occasionally been broken by high-speed impacts or large-vehicle impacts. The reinforcing and thickness of the concrete should take into consideration the anticipated operating speeds and vehicle weights. A vehicle does not have to pass beyond a barrier for breaking of the barrier to have a serious consequence. With either a stone or concrete wall, if a portion of the wall breaks out the vehicle may collide with the end of the broken out section. Stone-faced barriers should therefore include a reinforced concrete core wall to prevent a vehicle from passing beyond. Disaggregation refers to portions of a barrier subjected to impact becoming missiles that may endanger people beyond the barrier. The critical locations for this concern would be where the barrier is on an overpass or adjacent to or above an area where people are likely to be present. The type of barrier of greatest concern would be those having some form of capstone that could be knocked loose. In general, capstone designs should be avoided in such locations. If such a design is considered important to the historic or aesthetic character of a location, the capstone should be mounted well onto a dowel set firmly into the barrier. Additionally, consideration should be given to having the traffic-side face of the stone set at least half an inch back from the face of the barrier. Vehicle climb refers to the tendency of vehicles to rise when they strike barriers. This tendency becomes more pronounced as the face of the barrier becomes less vertical. Additionally, the spinning tires often come into contact with the face of the barrier and create a lifting effect. Smooth walls, such as are supposed to be present on Jersey-shaped and single-slope barriers, tend to minimize this effect. When texture is added to a barrier for aesthetic effect, the texture will provide a better surface for the spinning tire to “grab”. With excessive texturing, vehicles can roll over as a result of climbing the roughened face. For concrete surfaces exposed to vehicle impact, texturing should not be used on faces with slopes in excess of 21 on 4 (the slope of Single Slope Barrier) and steeper faces are preferred. The California Department of Transportation tested several texturing designs to determine which would or would not be considered safe. Their website provides useful information and


9/01/2017 §10.2.3.7

is located at http://www.dot.ca.gov/newtech/researchreports/2002-2006/2002/tb.pdf. NYSDOT generally endorses California’s research results and guidance on texture. In particular, the width of “joints” between “stone courses” should not exceed 1 inch and the depth of the joint should not exceed ½ inch. Any greater texturing should be on the upper part of the barrier and should not extend down into the primary contact zone for frame and tires, which is taken to have a height of 2 feet. Additional coverage may be found in NCHRP Report 554 - Aesthetic Concrete Barrier Design, which is posted at: http://www.trb.org/Main/Blurbs/156682.aspx. Vehicle snagging is said to have occurred when the corner of an impacting vehicle experiences enough friction against the textured wall to slow that side of the vehicle relative to the rest of the vehicle. When this occurs, the vehicle is likely to begin to yaw (spin) towards the barrier. In some cases, the vehicle may end up sliding sideways down the highway, potentially progressing into a rollover accident. To minimize this potential, the effective surface roughness of features running up and down the face of the barrier should be minimized. This roughness would be affected by the amount of projection of any such texturing from the face, the number of such projections, and beveling of the projecting edges. Any such projecting features should not extend more than ½ inch beyond the face of the barrier. Continuity refers to the barrier’s ability to act as a continuous structure. With any precast systems, there will be a joint between the individual pieces. Unless there is a reliable connection across the joint, there is a risk that an impacted piece will lean back, exposing the end of the next piece to direct impact by the errant vehicle. As little as two inches of differential lean could permit severe vehicle deceleration. A variety of specialized stone-faced and textured masonry wall designs have been used on New York’s state highways, but none have been accepted as “standards”. As experience with some of the newer products is gained, it is anticipated that specific designs will become accepted and their details made available on our Internet site. C. Timber-faced Steel Guide Rail Systems

The purpose of these systems is to provide the strength and continuity available with a steel guide rail, but to provide the appearance of wooden elements. Because such systems derive their strength primarily from the steel elements, the cost of the steel portion alone is usually equivalent to that of a steel guide rail with similar deflection distances. The wooden elements add to the cost, resulting in a barrier system that is generally about three times as expensive as a steel system. As a consequence, steel-timber systems should only be used where the aesthetic need justifies the added expense. The systems may be suited for use on certain parkways, scenic overlooks or scenic highways in the Adirondack, Catskill and Southern Tier regions as is deemed appropriate in consultation with the Regional Landscape Architect. Several systems have been installed as ‘special case’ uses on Department projects. These include 10606.4771 M “Steel Backed Timber Guide Rail with Timber Posts and Blockouts”, 10606.4791 M, its median barrier equivalent, and 08606.1801 M for a single steel-backed timber rail element fastened to steel posts. Before considering use of any of these on a project, the designer should verify with DQAB that the system is still approved.

http://www.dot.ca.gov/newtech/researchreports/2002-2006/2002/tb.pdf

http://www.trb.org/Main/Blurbs/156682.aspx


6/28/2010 §10.2.3.7

Terminals are a problem with any timber-steel rail system as the wood is not ductile like the steel and so will not be amenable to a yielding terminal. At present, there is no acceptable terminal for the generic steel-backed timber guide rail. One proprietary system that has passed crash testing is the “Ironwood Guide Rail and End Terminals” issued as items in the 91606.13 M through 91606.2350 M series. This system has a “peeled log” appearance. The manufacturer can also provide this system in a squared timber. Its use is authorized on an “experimental” basis, meaning that it has been crash tested successfully, but the Department has not yet had enough satisfactory field performance with it to accept it for general or widespread operational use. The Ironwood consists of an 8” diameter “peeled log” timber rail with a ¼” thick steel channel embedded into and bolted to it. This composite rail is attached to 5’-3” long S 3 X 5.7 steel posts set 38” into the soil and spaced six and a half feet on centers. Each post includes a 2’ by 8” soil bearing plate (steel spade plate.) The exposed front portion of each post is clad by a routed, 6¾” diameter timber post. This post cladding provides an all-wood appearance to the barrier from the traffic side of the installation. Ironwood Guiderail will follow a curve of 180 ft radius, inside or outside, when the standard four meter long rails are used. If shorter two meter rails are used, Ironwood Guiderail will follow an 80 ft radius curve, again inside or outside. More sharply curved radii are possible with custom splice plates and special timber rails. The manufacturer should be contacted if more sharply curved radii pieces are needed. The preferred termination method at approach ends is to carry the Ironwood Guide Rail “full height” into the back slope, burying and anchoring the ends there. The recommended flare rates are: 1:14 at 62 mph (100 km/h) 1:10 at 45 mph (70 km/h) 1:7 at 30 mph (50 km/h). The Ironwood manufacturers have received FHWA approval for using a Type III box beam terminal with a transition to their rail. While the result meets the safety criteria, the juxtaposition of the timber and the box beam is rather harsh aesthetically. Ironwood products are manufactured and distributed by Structures of Ironwood, LLC., P.O. Box 600, Saranac Lake, NY, 12983, tel. (518) 891-1669.


9/01/2017 §10.2.4

10.2.4 Median Barriers Median barriers differ from roadside barriers in that they are designed to withstand impacts from either side. Descriptions of the various types of median barriers are presented below in Sections 10.2.4.4 through 10.2.4.6 and in 10.2.4.9. The design of medians is discussed in Chapter 3 of this manual. Barriers may be warranted in medians to either (1) reduce the potential frequency of crossover accidents, (2) limit access, or (3) shield potential hazards, fixed objects, steep slopes, etc. When objects within the median require shielding, it will typically be necessary to use roadside barrier. When a median warrants a barrier system purely for separation of opposing traffic, median barriers will usually be the preferred choice both for economy and for the added clear area that they permit when compared with using roadside barriers on both sides of the median. Sections 10.2.4.2 and 10.2.4.3 present barrier design guidance for wide and narrow median geometries. Figure 10-7 is a graphical summary of the guidance for use of barriers in medians on high-speed (50 mph or greater), non-interstate freeways and expressways.

In general, appropriate barriers should be installed in medians when:

• The highway is an interstate with a traversable median less than 72 feet wide,

• The highway is a non-interstate freeway or expressway with high-volume traffic

(AADT20,000), and a traversable median less than 50 feet wide,

• An existing facility has a history of median crossover accidents,

• Potential hazards within the median of a limited access highway compromise the clear zone width for one or both directions of traffic,

• Midblock turns need to be limited and there is not adequate space for a raised median,

• Opposite direction ramps are adjacent to each other, or

• Wrong-way movements would otherwise be possible onto exit or entrance ramps. Additionally, if an existing facility has a history of accidents related to headlight glare from opposing traffic, this factor should be taken into consideration when determining whether a median barrier would be appropriate. In this case, the need for glare screens on top of the barrier (Section 10.2.4.7) should also be evaluated. Median barriers should generally not be used on cross slopes which exceed 1:10. Cable median barrier (Section 10.2.4.9 D) may be used on slopes up to 1:6. Placement of barriers in uneven medians is discussed in Section 10.2.4.8. Both the deflection distance of the selected median barrier and its placement within the median should be such that it will not deflect into either stream of opposing traffic when subjected to a standard impact (described in Note 1 of Table 10-3). When selecting an appropriate type and location of barrier for narrow, curved medians, the designer should review the horizontal sight distance requirements. Similarly, intersection sight distance requirements should be reviewed when selecting a type and location of a median barrier at intersections.

While not required by the warrants shown in Figure 10-7, consideration should be given to placing cable median barriers in the middle of wider, traversable medians on high-speed highways, particularly where the AADT exceeds 5000. The central location will minimize the potential for damage by snow plows and from brush hits, while providing an unobtrusive, low cost means of limiting the number of head-on, cross-median fatalities. Where provision is needed to permit mowing machine access, breaks in the runs should be provided, with the ends overlapped in the direction of traffic.


9/01/2017 §10.2.4

Figure 10-7 Guidance for Median Barrier Use on Non-Interstate High Speed (50 mph or greater) Freeways and Expressways

On interstates, the median barrier width warrant is 72 feet, independent of traffic volume.


6/28/2010 §10.2.4.2

10.2.4.1 Traffic Volume and Maintenance Considerations

A. Mainline

As with roadside barriers, traffic volume and maintenance considerations are key issues in median design. On high-volume divided highways, a cross-median accident greatly increases the probability of a severe outcome. Higher volumes also increase the maintenance problems as barriers will tend to be hit more often. If they are one-hit barriers, they will be ineffective more often as they await repair. High volumes hamper repair work, which is, in turn, an increased danger to both the motorists and the workers. Where possible, the median barriers on high-volume roads should be positioned so that repair and emergency vehicles can approach at least one side of the barrier without encroaching on travel lanes. For example, rather than placing a median barrier in the middle of a 13 foot wide median, it may be offset to permit an 8 foot emergency parking width on one side. Concrete median barrier, however, should normally not be set more than 10 feet from the edge of the traveled way as higher angle, more severe impacts become more likely with increased distance from the traveled way.

B. Adjacent Ramps

The selection of a median barrier to use on adjacent, opposite-direction ramps may be influenced by numerous factors. If an existing ramp has a history of frequent impacts, then a durable barrier, typically concrete, should be favored, due to its ability to resist damage. Minimizing the need for frequent repairs minimizes the risk for repair crews and the likelihood of accidents due to drivers being distracted by the repair crew. While impacting a concrete barrier may be harsher than impacting a steel barrier, the narrowness of most ramps and the likelihood that drivers will have slowed before entering the ramp should minimize this factor. If the ramps are handling a lot of truck traffic, metal barriers may not be sufficient to prevent trucks from tipping over the rail. The extra height and rigidity of a concrete barrier may be preferred. Where ramp volumes and barrier impact rates are low, the risk of a vehicle encountering an opposite direction vehicle if it breaches the barrier is low. With those low volumes and low impact rates, an economical barrier such as Weak-Post W-beam may be used. This barrier will function adequately for most passenger vehicle impacts. While box beam median barrier is a reasonably safe option for adjacent ramp, its posts are easily damaged, shop curved rail pieces may be difficult to replace, and the repair operations are more complicated that with W-beam systems. As a convenience consideration, box beam median barrier should generally be avoided where opposite direction ramps are in close proximity.


9/01/2017 §10.2.4.3

10.2.4.2 Wide Medians For the purposes of this document, wide medians will be defined as those with widths that exceed the relevant Desired Minimum Clear Zone distance (see Appendix A) for either direction of traffic.

Unlike the passive threat of stationary hazards, opposing traffic is a mobile, active threat. Clear zone widths should only be relied upon for traffic separation under special conditions. Each of the following cases is considered sufficient to permit the use of clear zones instead of median barriers for traffic separation.

1. The median width exceeds 72 feet. 2. The AADT is less than 10,000 vehicles per day and the highway is not an interstate. 3. For medium- and low-speed highways (<50 mph), the desirable clear zone width for

each direction is satisfied between the edges of traveled way using a symmetrical depressed median with slopes of 1:6 to 1:4, inclusive, or a raised berm median with berm slopes of 1:4 or steeper.

These allowances shall not be applied to existing facilities with a significant history of crossover accidents. Where the median geometry and traffic conditions are between those given above and the warrants given in Section 10.2.4, barriers are not required in medians, but should be considered, with the final decision being based on the designer's professional judgment and consideration of the many factors involved. 10.2.4.3 Narrow Medians

For the purposes of this document, narrow medians will be defined as those with widths less than the relevant Desired Minimum Clear Zone Width (see Appendix A) for either direction. Median barriers should be considered for all narrow median, limited access highways. For narrow-median highways, where access is not limited, the need for median barriers is a function of the traffic volume and speed and the number of barrier openings required for median crossings. Barrier end treatments at openings are, in themselves, mild hazards and, if too many are required, the barrier may not be advisable. Barriers may not be warranted on narrow medians in each of the following cases.

1. The AADT is less than 10,000 vehicles per day (5000 for two-lane divided facilities).

2. The operating and design speeds are less than 45 mph. 3. The distance between required median openings is less than 300 feet and the

median width is at least 10 feet. These allowances shall not be applied to existing facilities with a significant history of crossover accidents. Where the median geometry and traffic conditions are between those given above and the warrants given in Section 10.2.4, barriers are not required in medians, but should be considered, with the final decision being based on the designer's professional judgment and consideration of the many factors involved. In developed areas with medians less than 10 feet wide, frequent openings in median barriers should be avoided as the terminals at each opening require a more expensive treatment and


9/01/2017 §10.2.4.3

constitute more of a potential hazard than a continuous run of barrier without openings. If median barrier is warranted in medians less than 10 feet wide, midblock openings should be eliminated or separated by 300 feet or more.

Where median barriers will be close to traffic, and particularly where there are curves, appropriate delineation should be provided on or above the barrier. 10.2.4.4 W-Beam Median Barriers There are two forms of W-beam median barrier: the weak-post system and the heavy-post blocked-out system. Both have two W-beams, one on each side of the post. The typical details are shown on Standard Sheets for 606 items. The advantages and disadvantages of W-beam median barriers are similar to those for W-beam used as roadside guide rail. The restrictions on the use of weak-post median barriers on high-speed facilities are the same as those for weak-post guide rail. (Refer to Section 10.2.3.2 A.) Table 10-3 lists the deflection distances required with standard impacts for the different W-beam mounting arrangements. The heavy-post W-beam system is significantly more impact-durable than the weak-post. The disadvantage of this increased durability is that the increased rigidity tends to produce more severe lateral decelerations. However, the accidents are generally less severe than those involving rigid concrete barriers. W-beam median barriers may be the appropriate choice when:

• There is sufficient space in the median to accommodate both the barrier and its deflection distances on either side (to arrest the lateral movement of impacting cars before they enter opposing lanes).

• A more flexible barrier than concrete is desired. Note, however, that the heavy-post is considered a semirigid system and has the same warrants as concrete median barrier discussed in Section 10.2.4.6.

For new projects, the heavy-post system should be selected over the weak-post system if either:

• The design speed is 50 mph or greater.

• The median is less than 22 feet wide and the AADT exceeds 40,000 vehicles per day.

• The location is likely to receive more than one hit during a single icy weather event. Likely locations might include curves that follow long tangents, long downgrades or crest vertical curves, curves that are shaded, or where maintenance or accident records indicate a problem.

For new projects on the National Highway System, the heavy-post system shall be selected over the weak-post system if the operating speed is greater than 45 mph. 10.2.4.5 Box Beam Median Barrier The box beam median barrier is a weak-post system similar to the roadside box beam guide rail. The main difference is that the median box is wider and its wall thicker. Its dimensions are 6” by 8” with a ¼ inch wall thickness. Its standard deflection is listed in Table 10-3 and is greater than that for the heavy-post W-beam median barrier, but less than for the weak-post W-beam median barrier.


6/28/2010 §10.2.4.6

The disadvantages of box beam median barrier are that it:

• must be shop curved for curves with radii less than 1525 feet,

• is heavy to work with,

• is likely to have posts bent out of service on even mild hits,

• can not be conveniently bent back into shape, and

• has less vertical range for protection against vaulting, under-run and headlight glare. The main advantages of box beam median barriers are that it:

• may be the most economical choice, depending upon prevailing supply conditions,

• produces lower lateral deceleration on impact (more forgiving) than either concrete median barrier or heavy-post corrugated median barrier, and

• may be considered aesthetically preferable.

Its use may be warranted when:

• a median barrier is warranted and

• a barrier with more deflection can not be used. Because of the cost differential between median barrier systems, where permitted, it is advantageous to transition from box beam median barrier to weak-post corrugated beam median barrier when the deflection criteria no longer warrants the use of the box beam median barrier, but continuation of a median barrier is appropriate. Refer to the 606 series Standard Sheets for details of the transition. 10.2.4.6 Concrete Median Barrier Concrete median barriers (CMB) are similar to the concrete roadside barrier discussed previously. The main difference is that it is designed to be hit on either side. This requires extra base width which provides greater stability. The barrier is assumed not to deflect upon impact by personal passenger vehicles. Therefore, impacts are more likely to be severe. Another potential disadvantage is that CMBs may contribute to horizontal sight distance problems on curves with narrow medians and/or median shoulders. The main advantages of concrete median barriers stem from their durability. They are:

• seldom out of service, so there is

• little potential for accidents related to repair and maintenance operations, and

• their maintenance costs are low. In addition, the barrier is more easily seen than others and is the most effective barrier at preventing crossover accidents and reducing headlight glare problems. The use of concrete median barrier may be warranted whenever:

• a median barrier is required on a freeway, expressway, or parkway with a free-flowing operating speed of 50 mph or greater,

• the clearance from the edge of travel lane to the barrier is less than 10 feet (or the barrier is placed at the edge of wider shoulders) and

• the peak average volume exceeds 12,000 vehicles/lane-day (Level of Service C).


6/28/2010 §10.2.4.6

The types of concrete median barrier are shown on the Standard Sheets for series 606 items. There are several types of concrete barrier. Currently, the type most commonly used by the Department is the Single Slope barrier shape. Additional types may be used and are discussed in Section 10.2.4.9 Innovative Median Barriers. The single-slope concrete median barrier may be used for any barrier applications that the standard NJ barriers were used for, as the warrants for the two barriers were the same. The single-slope concrete median barrier was crash tested in accordance with the requirements of NCHRP Report 350. The reports of the tests are published in Transportation Research Record 1302 (TRR 1302). The single-slope concrete median barrier has several advantages over the standard NJ shape. The following is a partial list.

• Increased safety, especially for the small car, because of lower roll angles.

• The extra height and thickness of the barrier will increase its strength and mass. Therefore, it will better contain a large vehicle.

• The extra height will lessen headlight glare without the use of glare screens.

• Resurfacing of the roadway adjacent to the barrier that changes the grade by more than 3 inches may be made as long as the resurfacing does not reduce the height of the barrier to less than 32 inches.

• The grade from one side of the barrier to the other can differ without the necessity of a complex asymmetrical barrier, provided the height of the barrier on the high side is not less than 32 inches.

• The single-slope barrier is easier to construct because of its simple shape. Two possible disadvantages surfaced in the research report. The first is that computer simulations indicate that the occupant risk of the single-slope concrete median barrier is slightly higher than the New Jersey barrier. However, the crash tests indicated that the occupant risk was within the limit of NCHRP Report 350. The second is that the extra height may reduce the sight distance of the operator of a vehicle. In addition to the standard crown width of 8 inches (see Figure 10-9), a 12 inches wide version is permitted for mounting of objects such as light poles. However, mounting of large objects on median barrier should only be resorted to if other locations are not reasonable.

Due to its long history of use as the primary concrete barrier in New York, the New Jersey Barrier was often referred to simply as ‘Concrete Median Barrier’. There has been an almost complete shift to the use of single-slope median barrier in recent years. The Jersey barrier was used in several widths and a variant, the “F” shape, is now also being used with a greater height as an Innovative Median Barrier called the Truck Barrier (see Section 10.2.4.9). The Type "A" (symmetrical, narrow-stemmed, 6 inch crown width) median barrier is for general use in all cases where it is not required to accommodate truck traffic or to mount lamp posts or other similar objects on top of the barrier. Where appropriate for urban truck traffic, the Type "B" barrier, with a 9 inch crown width, should be the minimum width used. There are numerous situations in urban areas where the most economical and most effective location for a light pole, sign, or similar object would be on top of a concrete barrier in a narrow median. Unfortunately, mounting such objects on top of concrete median barrier may create a risk that the object could be struck and knocked down into opposing traffic or that it could snag a leaning vehicle and act as a fixed object. In general, preference should be given to alternatives that do not require mounting objects on concrete barriers where they could potentially be struck. As stated above, the risk of such an accident occurring increases with the narrowness of the


6/28/2010 §10.2.4.6

barrier, the size of the vehicles in traffic, and the traffic volume, but decreases with increasing barrier height. When it is deemed important to mount an object on top of a concrete median barrier, the risk of striking such object during an accident should be minimized by increasing the effective barrier width in advance of the mounting location, on both side of the barrier, in order to minimize the chance of a vehicle leaning and contacting the object. Light poles mounted on median barriers are inconvenient and potentially dangerous to service. For this and the above reasons, mounting of light poles on median barriers should be avoided unless there are compelling factors favoring that placement. In general, the Jersey-shaped concrete median barrier (32” tall) should be considered too low to mount large objects on. Even when the Type "C" barrier, with its 12 inch crown width, is considered, mounting large objects on Jersey barrier should be avoided for speeds over 45 mph. Where trucks and large vehicles are not permitted, 42” high concrete median barrier may be used when it is deemed necessary to accommodate lamp posts or similar objects on top of the median, provided that at least four inches of separation are present between the face of the barrier and the side of the mounted object. However, on high-speed facilities, consideration should be given to even wider crown widths. When objects are mounted on top of the barrier and within eight inches of the face, box beam should be mounted to the top face to limit the vehicle climb and lean. As noted previously, although no testing has been performed to confirm the premise, it is anticipated that the box beam would help to limit roll angles and "lean over" of tall vehicles. The box beam should be tapered on the approach end to reduce the chances of snagging. For a typical taper example, see the details on Standard Sheet M606-33, Transition between Box Beam Guide Rail and Single Slope Half Section Concrete Barrier. Longitudinally, the three feet of taper on the box beam should precede the mounted object by at least ten feet. The box beam should extend at least two feet past the mounted object. If there are any breaks in the plane of the face, the box beam should be bent or cut and welded to follow the contour. Downstream from the five initial bolts shown on the Standard Sheet, additional connecting bolts should be provided on a spacing not to exceed four feet. Where truck traffic is permitted and it is deemed necessary to mount structures on top of the median barrier, the barrier should be widened and/or raised to reduce the chances that a vehicle impacting the barrier will contact the mounted structure. The preferred minimum separation is 18” between the face of the barrier and the side of the mounted object. Where space is restricted, the barrier height may be set at 54” or greater, a face to object separation of at least 12” used, and a box beam bolted to the upper face (as described above) to reduce vehicle lean. Where more space is available, the width of the barrier should be increased, either locally at the structure, or continuously where a series of structures need to be mounted at regular intervals. Local widening may be achieved by lapping median barrier at the mounting point and filling the space between them to create a wide mounting surface.

10.2.4.7 Glare Screens While glare screens are not barriers, they can be a useful addition when there is a need to block headlight glare from opposing traffic. Glare screens are vertically mounted panels that may be fastened in series to the tops of concrete median barriers, box beam barriers, and the posts of heavy-post barriers. Several different fastening arrangements and screen designs have been developed.


10/13/17 §10.2.4.9

Glare screens may be warranted on divided highways where there is a significantly increased chance of headlights shining directly into the eyes of drivers. Typical situations would include gradual curves where the inside roadway surface is slightly elevated above the outside roadway surface. Glare screens should be considered where frontage roads carry traffic opposing the mainline. Glare screens may also serve to minimize "rubbernecking" in construction zones. It has been the Department’s experience that glare screens are a valuable safety device that should be used wherever it is appropriate. However, because of maintenance issues, increased height concrete barriers should be considered as an option to limit glare problems where concrete median barriers are to be placed or poured. Glare screen paddles have been particularly susceptible to snowplow damage when used on guide rail, but have fared better on higher concrete barriers. Even on concrete barriers, however, paddles or panels get broken off. While damage can be conspicuous and the replacement effort can be complicated by access concerns and rusted bolts, in appropriate locations, the benefits justify their use.

10.2.4.8 Uneven Medians

In many instances, medians will divide highways into roadways at different elevations. The resulting uneven median will influence the selection of an appropriate position for a median barrier. In general, the median barrier should be placed on the high side of the median since a decline will extend the required clear zone width while an incline will decrease it. However, if the maximum slopes do not exceed 1:10, a central placement should be used to maximize the clear zone space available to both roadways (note a possible exception in 10.2.4.1 for narrow medians). Barriers should be placed at any median side where the appropriate clear zone width can not be reasonably obtained due to the presence of fixed objects. The various cases are displayed in Figure 10-8, which is adapted from AASHTO's Roadside Design Guide. In all cases, it is assumed that a barrier is, in fact, warranted. Narrow, uneven medians may present special design challenges. The Regional Geotechnical Engineer should be consulted on any applications where a barrier must be placed on a steep slope or where consideration should be given to constructing a wall that will serve both as a retaining wall and as a barrier. In such instances, the bottom of the wall exposed to traffic should have the same shape as one of the currently approved concrete barriers. Note that vertical faces at least 42 inches tall are included in that category. Various types of asymmetrical concrete barriers have been developed and used for narrow, uneven medians.

10.2.4.9 Innovative Median Barriers

The 1991 Intermodal Surface Transportation Efficiency Act (ISTEA) mandated that 2.5% of the median barriers installed each year by any state on Federal-aid projects on the National Highway System (NHS) be of an innovative design type. With the Transportation Equity Act for the 21st Century (TEA21), that mandate was dropped. Consequently, several median barrier systems that were being classified as innovative are now being upgraded to standard items. This process will take some time and may not result in all of the innovative types being made standard. Until the issue is fully resolved, designers should continue to use the following barriers in appropriate situations.


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Movable Concrete Barrier Truck Barrier (Extra High) Self Restoring Median Barrier Modified Thrie Beam Barrier

These median barriers are briefly discussed in the following sections. The designer may consult the Design Quality Assurance Bureau for a description of any additional systems that are under consideration. It should be noted that the Movable Concrete Barrier is a proprietary system which requires additional approval as described in HDM Chapter 21, Section 21.3. A. Single-Slope Barrier (Now considered standard, 10.2.4.6, rather than innovative)

B. Moveable Concrete Barrier The moveable concrete barrier (MCB) consists of a set of concrete barriers that are pinned together to form an articulated chain. A special transfer and transport vehicle can move along the chain, lifting and transferring the chain laterally for a distance of one lane width or up to 18 ft. The cross-section of the barrier is similar to that of a standard safety-shaped barrier except for its "T"-shaped top. See Figure 10-10. An adjustable conveyor on the transfer vehicle has sets of rollers that engage the undersides of the arms of the "T" to lift the barrier. The rollers can lift the barrier up to 10 inches off the pavement so that it can be moved up on top of a curbed surface. The transfer vehicle itself moves at approximately 5 mph and may be positioned so that it is always in the lee of the barrier rather than being exposed to oncoming traffic. Refer to Chapter 16 for a discussion of the possible uses of MCBs on construction projects. At permanent installations, the MCB may be used to increase the capacity of a highway without adding additional lanes by making one traffic lane contraflow (opposite direction) in the peak hours. The MCB has been crash tested and the results of the tests are published in Transportation Research Record 1258 (TRR 1258). In addition to the crash test data in TRR 1258, NYSDOT Research Report 145 - Movable Concrete Median Barrier: Risk Analysis of Deflection into Opposing Traffic gives additional information. The following is a partial list of identified advantages.

• The roll angle of an impacting vehicle is lessened because of the special shape at the top of the barrier.

• The cost of increasing capacity by using this movable barrier may be significantly less than the cost of adding an additional lane or lanes in urban or heavily populated areas.

• The barrier movement from one location to another is relatively fast (up to 5 mph) and may be performed with traffic running adjacent to the barrier.

• After an impact, the barrier may be rapidly realigned by the transfer vehicle without the need to place workers on the ground to manually adjust the barrier.

• The transfer vehicle can readily replace damaged units of the barrier thereby reducing maintenance crew effort and time required to repair the barrier.


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Figure 10-8 Recommended Barrier Locations for Uneven Medians


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Figure 10-9 Single Slope Concrete Median Barrier


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Figure 10-10 Moveable Concrete Barrier


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Possible complications include the following:

• The need for staff to operate the transfer vehicle and a shed or sheds to house it.

• Problematic amounts of snow and ice can be left behind after each move when an MCB is utilized in areas where snow accumulates. Snow and ice accumulations may also prevent movement of the barrier.

• Special compressible hinge arrangements are necessary when the barrier must be used at a location with significant horizontal curvature.

• During research, the barrier translated 4 feet when impacted with a 4400 lb car at 60 mph at a 15° angle.

It should be noted that the amount of translation reported in the fourth item is judged to be acceptable for most situations in which an MCB will be used, since conditions will usually limit either speeds or approach angles or both. For this barrier, a small deflection into the opposing traveled way is deemed acceptable. The benefits of using an MCB system should be weighed against the cost of supplying and operating the system, including the cost to house and staff the transfer vehicle. Quantifiable benefits of using the system include reduced delay to the public, the cost of which can be estimated using the Highway User Cost Accounting (HUCA) computer program and available in Lotus or Quattro-Pro formats from the Mobility Management Bureau. Safety and public relations factors are less tangible, but should be considered.

C. Truck Barrier (Extra High) Truck barrier may be used on divided highways with heavy truck traffic of 3000 or more trucks a day or at locations with a high rate of truck accidents. This concrete median barrier is a “configuration F”-shape barrier that is 42 inches tall with a 12 inch thick stem. (The F shape designated a testing configuration which had a 7" high sloped section near the base as opposed to a 10" high sloped section on the New Jersey shape.) See Figure 10-11. This barrier has been impacted with and contained a 40 ton vehicle in a crash test. The passenger car impacts were within the limits of NCHRP Report 230. The truck barrier has specialized advantages in areas where it can be justified. The following is a list of some of the advantages over the traditional New Jersey barrier.

• The F-shape barrier will impart a lower roll angle to a heavy truck thereby increasing the vehicle's stability after an impact.

• The extra 10 inches of barrier height (above the normal CMB) better contains heavy trucks and helps to keep them from penetrating the line of barrier by rolling over the top of the barrier.

• The extra mass of the truck barrier helps to contain heavy vehicles.

• The extra height reduces headlight glare problems.

A possible disadvantage of truck barrier is that the extra height may reduce the sight distance for operators of lower height vehicles.


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Figure 10-11 Truck Barrier (Extra High)

D. Cable Median Barrier Cable median barrier is used to prevent crossover accidents on wide traversable medians (over 22 feet). Because of its large deflection distance, cable median barrier must be located well away from traffic, often placing it close to the center of the median. In addition to New York’s cable median barrier, several proprietary cable barrier systems are on the market. Effective in January 2008, NYSDOT radically revised the design of its cable median barrier to conform closely to the recommendations issued with test reports from the Federal Outdoor Impact Laboratory. The barrier has four cables spaced six inches apart vertically, with the lowest cable only 10 inches above grade. Other states that use cable median barrier had experienced problems with vehicles under-riding bottom cables that were more than 16 inches above grade. New York’s new cable median barrier is shown on Standard Sheets M606-52, 53, and 54 (metric) and on 606-02 (US Customary. The following list covers the identified advantages of this barrier.

• It uses hardware that is similar to familiar standard cable guide rail hardware.

• The deflection characteristics are the same as the deflection characteristics of cable guide railing.

• In terms of repair costs, the cable median barrier is economical. Even though longer


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sections may need to be repaired, the cables are rarely damaged, and the simple design of the system facilitates repairs.

• On projects where aesthetics are a factor, the cable median barrier offers a less obtrusive appearance than other median barriers.

• The cable median barrier may be used with median cross-slopes as steep as 1:6.

• When it comes to capturing large trucks, the cable median barriers are the most effective of the common metal barriers.

Disadvantages are listed below.

• Damage to the barrier, placing it out of service, may be expected even with moderate impacts. However, the number of impacts will be minimized due to the barrier’s location near the center of the median.

• Cable barriers are basically "one hit" systems and impacts on damaged barrier may allow penetration. Therefore, cable median barrier will require maintenance after every impact and may require periodic inspections to ascertain if there is any damage from unreported impacts.

E. Self-Restoring Median Barrier or SERB Though still an approved system, the SERB has not been specified in any recent projects. Maintenance must stock specialized hardware for repair and has had difficulty in getting parts. If the system is proposed for use, it should be discussed with the Maintenance personnel who will be responsible for its maintenance. F. Modified Thrie-Beam Median Barrier (MB9 Modified) This barrier is a modification of AASHTO's Thrie-Beam Median Barrier (MB9). This barrier may be used as a median barrier in narrow medians on highways with heavy truck traffic. The system passed NCHRP 350 testing with a steel blockout, but does not appear to offer any significant advantage over the Department’s normal median barriers. Furthermore, it is anticipated that its large vertical extent will contribute to snowdrifting problems and be more visually obtrusive. Parties interested in pursuing use of this system may obtain more information from DQAB’s Standards and Specifications Section.


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10.2.4.10 Median Transitions Median transitions refer to locations where there are significant geometric, landscape, and safety-related changes to the features separating adjacent streams of traffic. Of specific concern are those situations where traffic will be approaching raised curbed medians containing fixed objects. As mentioned elsewhere, it is not desirable, from a safety perspective, to introduce features such as vertical faced curb or trees and other fixed objects into medians near medium- or high-speed traffic. However, there will be situations where it is judged appropriate to include trees and other fixed objects in medians, typically on aesthetically sensitive arterials. When a landscaped median with fixed objects will be introduced on a medium- or high-speed highway, a transition should be designed to alert drivers that they are approaching a change in the roadside (median) environment that has safety implications. The design of the physical transition may be complicated by a desire to achieve a simultaneous speed transition, specifically a traffic-calming reduction in speed. The purpose of this section is to provide guidance on preferred treatments and to describe features that the designer may consider for inclusion in the median transition design. This section is not intended to address how to design the median features on either end of the transition; merely how to design the transition between those conditions. The guidance is intended to apply primarily to medium- to high-speed arterials.

A. Purposes of Median Transitions The primary purpose of median transitions is to alert drivers to changes in the roadside (median) environment that have safety implications. As a secondary purpose, there may be the simultaneous intent to reduce operating speeds by changing the character of the highway environment. (See also Chapter 25 - Traffic Calming.) Where a traffic calming effect is intended, changes to the median, traveled way, and roadside environment should be coordinated, as practical, to work in harmony towards that end.

B. Locating Median Transitions

At any medium- or high-speed location where a median begins, a transition should be provided along the approach. The transition treatments should, to the extent practical, merge with the median. As discussed later, the transition should begin far enough in advance of the point of concern to provide sufficient advance notification for drivers. This distance will be a function of the approach operating speed and the desired/anticipated speed in the area being transitioned to. Consideration should be given to the location of the transition with respect to current development and reasonably anticipated (planned) development. For instance, if the transition is intended to contribute to reducing speeds prior to a landscaped median in a village or city, it is desirable that the transition be positioned at the approach to the community so that the speed reduction will be encouraged before the vehicles enter the village or city.


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The planned development of the adjoining area should be discussed with municipal planning officials. If it is likely that the desired zone of speed reduction will soon extend further out from the municipality than at present, then a correspondingly longer transition zone should be considered. Consideration should also be given to adjusting the type and the location of the features to facilitate shifting the speed reduction zone in the future.

C. Median Transition Progression

Progression refers to the recommended sequences for the addition of features into a median area. Speed zone and other signing should be provided in accordance with the MUTCD. If the speed limit is being reduced, the signs should precede the features that are intended to encourage the corresponding speed reductions. The following list indicates a typical order in which features could be added to a median.

• Full Barrier (double yellow) lines. (Solid white lines if the lanes to be separated are not in the opposite direction.)

• Split double yellow lines with crosshatching between the pairs. (White lines with chevron pattern if the lanes are in the same direction.)

• Consider the use of Centerline Audible Roadway Delineators (milled-in rumble strips) along, but set back from, the median edge of the approach direction. Also consider the potential for neighborhood objections to the noise that might be generated and balance that against the urgency of warning of the widening of the median area and any accident history that might develop.

• Flush median with color-contrasted and/or textured pavement materials. The Landscape Architecture Bureau should be consulted for information on options.

• Raised paved median with traversable curbs.

• Landscaped median with low plantings (flowers and shrubs, no trees over 4 inches in diameter) and traversable curbs.

• Landscaped median with trees and traversable curbs.

• Landscaped median with trees and curbs as permitted for the operating speed.

• Landscaped medians with pedestrian refuge areas and structural shielding. A given transition may be between a median that already contains some of the features and a median that contains most of the features listed. As with the design of the median itself, the design of the transition should be coordinated with and reviewed by the project stakeholders. Of particular importance are the Landscape Architect, Maintenance, Traffic and Safety, and, where takings are involved, Real Estate. Particularly where plantings are involved, maintenance jurisdiction must be resolved. Additional features that can be considered as means of reducing traffic speeds, or at least alerting drivers to changing conditions, include the following:

• Discourage the use of left-turn lane drops by through traffic by including: ▪ appropriate regulatory lane designation signing supplemented by prominent left-

turn arrow pavement markings well in advance of the drop, ▪ plowable speed humps at the point where turning traffic would slow, and ▪ milled-in rumble strips along the dividing line between through and turning traffic

lanes, provided they are not near a residential area.

• Use of signs, plantings, and breakaway street hardware along the roadside. Signs


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should be included to announce the village or city.

• Where sufficient warranting factors exist, traffic signals may be added at intersecting streets to periodically control traffic.

• Provision of dedicated enforcement sites, if requested by local authorities. The ideal site will include a paved entry point to permit an enforcement vehicle to enter the road with a full view of approaching traffic. Grading and other landscaping features should be provided to prevent easy determination of when the site is not in use.

• Placement of warning signs in advance of periodically active enforcement sites.

D. Lengths of Median Transition Areas The appropriate lengths for transitions will be a function of their purpose and the speeds involved. If no speed change is involved and the purpose of the transition is merely to make the driver aware that a median will begin soon, then the length of the transition may be shorter than if a speed reduction (traffic calming) is intended. Obviously, the faster traffic is moving, the greater the length that is required for drivers to react to the median features. Similarly, the greater the change in the median conditions, the longer the length of the transition should be. The following transition lengths are recommended minimums. The operating speeds are the free flow (off-peak) 85th percentile operating speeds that are reasonably anticipated after construction of the project (including any adjacent programmed projects). Refer to Chapter 25, Section 25.6.3 for a discussion of reduced operating speeds.



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Condition

Recommended Minimum Transition Length

Operating Speed of 35 mph or less. Transition from median turn lane to a treed median with a similar width.

60 feet of curbed area with low plantings.

Consistent Operating Speed of 45 mph. Transition from a median turn lane to a treed median of similar width.

300 feet (150 feet with markings, 150 feet with low plantings.)

Consistent Operating Speed of 45 mph. Transition is from a center line marking to a treed median.

600 feet (300 feet to widen markings to full median width, 150 feet with color contrast or crosshatching, 150 feet with low plantings)

Consistent Operating Speed of 50 mph. Transition is from a median turn lane to a treed median of similar width.

600 feet (300 feet with markings, 300 feet with low plantings.)

Consistent Operating Speed of 50 mph. Transition is from a center line marking to a treed median.

900 feet (300 feet to widen markings to full median width, 300 feet with color contrast or crosshatching, 300 feet with low plantings)

Speed Reduction from Operating Speed of 50 mph to 40 mph. Transition starts from a median turn lane and ends at a treed median with a similar width.

600 feet (300 feet with color contrast or cross-hatching, 150 feet with raised paved median with traversable curbs, 150 feet with low plantings)

Speed Reduction from Operating Speed of 50 mph to 40 mph. Transition is from a center line marking to a treed median.

1050 (450 feet to widen markings to full median width, 150 feet with texture, color contrast, and/or crosshatching, 150 feet with raised paved median with traversable curbs, 300 feet with low plantings)


1350 feet (600 feet to widen markings to full median width, 300 feet with texture, color contrast, and/or crosshatching, 150 feet with raised paved median with traversable curbs, 300 feet with low plantings)


1500 feet (600 feet to widen markings to full median width, 300 feet with texture, color contrast and/or crosshatching, 300 feet with raised paved median with traversable curbs, 300 feet with low plantings)

Speed Reduction from Operating Speed of 55 mph to 35 mph. Transition is from a grassed median to a treed median.

1200 feet of low plantings. Roadside signs and speed enforcement sites should be considered.


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E. Other Median Transition Considerations

Section 10.2.2.7 discusses some options for shielding pedestrians in median refuge islands. While it may be appropriate to use such fixed object measures in medians that contain numerous other fixed objects, bollards or concrete barriers should not be used for pedestrian shielding in the transition areas leading up to those medians. In some treed median settings, typically on high-volume, medium- to high-speed urban arterials, it may be appropriate to provide barriers to shield errant vehicles from the trees. The low profile barrier described in Section 10.2.2.7 has a face configuration that may be used for this purpose. The median could be raised to the height of the barrier and landscaped. The primary points of safety concern would be at leading ends of the barrier, such as the start of the median or where breaks in the median are required for intersections. The recommended leading end treatment is to ramp the barrier up from the pavement level to full height over a length of about 30 feet. In addition to eliminating any vertical faces that could be struck, this ramping would facilitate establishing access for mowing equipment. No nonbreakaway fixed objects (includes trees) should be permitted in the vicinity of the ramp. For operating speeds of 40 mph, there should be a minimum clear area of 60 feet longitudinally from the start of the ramp. For operating speeds of 50 or 55 mph, a clear length of at least 100 feet should be used.

10.2.4.11 Police/Maintenance Crossover Areas In most instances, these crossover or turn-around areas will constitute a lateral embankment. If the embankment slopes are accessible to vehicles that enter the median, the slopes could act as ramps, launching the vehicles into the air or, if the slope is steep enough, acting as a fixed object which could be impacted. To minimize this possibility, the approach slopes should be flattened to a maximum steepness of 1:6, with a 1:10 or even a 1:12 slope preferred. Where barriers are used in the medians, their downstream ends should be close to the side of departing traffic. With this positioning, protection of vehicles in the crossover will be maximized. Additionally, the likelihood of errant vehicles passing through the crossover gap will be minimized. Depending on the width of the median, it is possible that the end of one barrier may be able to effectively shield the end of the barrier on the other side. For concrete median barriers, if the angle between the ends of the barrier is 30 degrees or more, the ends may be considered mutually shielding and no crash worthy terminals will be required. For steel barriers, due to the deflections that may occur near the ends, the terminals should only be considered mutually shielding if the angle between them exceeds 40 degrees. At lesser angles, crashworthy terminals should be used.


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Figure 10-12 Terminals at Crossover Areas


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10.2.5 Barrier Terminals While a barrier that is impacted on the side will usually redirect a vehicle, the result of running into the end could be much more severe. Some early end sections, or terminals, had exposed rail ends which could penetrate into the passenger compartment. These "spearing" accidents were sometimes fatal. Additional problems occurred with end treatments that were so strong as to be fixed hazards in themselves. Other end treatments tended to lift the vehicle and often produced rollover accidents. Rollovers tend to result in more severe injuries. The main strategy that NYSDOT traditionally adopted to limit terminal accidents was to move the terminals away from the roadway and ramp the ends down to ground level. This has the effect of limiting terminal impacts to just the vehicles that have traveled a substantial distance off the road and eliminates “spearing” type accidents. Additionally, by aligning the terminal axis away from the road, angled impacts, rather than head-on, become more common, which helps to reduce the number of rollover accidents. The Standard Sheets indicate the amount of flare that should be used for each type of guide rail. Since the advent of the NCHRP 350 crash testing criteria, there has been a major trend towards the development of proprietary products. (See Section 21.3.4.) In general, newer terminal types may be specified by Regions for research purposes or upon the directions of the Regional Director with the concurrence of the Deputy Chief Engineer, Office of Design. Ideally, selection of a specific system from a set of similarly performing systems should generally be based on the preferences of the maintenance forces in the individual residencies. However, because specification of specific proprietary products may prove problematic, the Department has strived to develop “optional” items, which are intended to introduce competition by allowing the contractor on a project to choose from among two or more proprietary products that each meet basic needs for the system. In some cases, such as for NCHRP 350-compliant box beam terminals, there are only two such proprietary products available. Most of the new terminals are sacrificial “gating” type terminals. For high-angle hits near the leading end of the system, these typically allow the impacting vehicle to break the terminal’s connections to the ground and push the rail elements aside (gating). For end impacts that are more in line with the guide rail, the terminals tend to function as attenuating structures, cushioning the vehicle’s impact by compressing, crushing, bending, folding, breaking, and otherwise mangling their own elements. While this may reduce the peak decelerations and thereby the severity of the crash, the terminals themselves are significantly more expensive than the traditional ones and most are generally prone to greater damage and are more difficult and time-consuming to repair. This last factor is a safety issue due to the repair crew’s exposure to, and disruption of, traffic. Moreover, during the period prior to completion of repairs, most of the impacted terminal types will not be capable of providing the desired impact attenuation and, particularly for W-beam, will not provide the anchorage needed by the guide rail. Additionally, as discussed in Section 10.2.2.1 Point Of Need, with flat areas or cut slopes and terminal located relatively close to the shoulder (as most of the new NCHRP 350 terminals are) there is a concern that vehicles may end up traveling close behind the guide rail and risk striking the shielded object. As a result, where clear zones are not wide, the Department’s general preference is to avoid using the newer terminals, opting instead to use traditional terminals located well away from traffic, typically close to, at, or beyond the limit of the clear zone or, where back slopes are near, to use a Type 0 terminal for box beam or, for cable and W-beam, to set anchor blocks terminals into the back slopes. These two preferred options will appear regularly throughout the discussion of barrier terminals, so they are explained in detail in the following paragraphs.


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Where a barrier terminates near a cut slope, particularly near a normal longitudinal drainage ditch in cut, the barrier should generally be extended to the cut slope, where practical, and terminated with a Type 0 for box beam or anchor blocks if that barrier is corrugated or cable rail. If the end of a guide rail run is carried to a back slope, a sloped terminal section is not required and is generally discouraged. Where a rail system crosses a ditch, attention should be given to the vertical distance from the ditch invert to the rail to reduce the chances of the front of an errant vehicle in the ditch passing under the rail, as that could move the point of impact to the windshield and possibly the passenger compartment. To extend the barrier to the back slope or the limit of the clear zone, the flare rates in Table 10-5 should be used as maximum limits. The horizontal alignments of the rail systems are curved to increase the separation from the road prior to the use of the steep flares. For details, refer to Figures 10-4c and 10-4d. The steep flare rates and wide separations from the traveled way will result in a larger percentage of high-angle impacts. This, combined with the embankment sloping away from the road, will reduce the percentage of impacts that redirect and will increase the need for the guide rail to function as an attenuating structure. For this reason, for back slopes 13 feet or more from the shoulder, the heavy-post blocked-out corrugated rail should be softened by transitioning to a weak-post before going to the steep flare. (Standard Sheet M606-18 covers Transitions between Weak-Post Corrugated beam and Heavy-Post Blocked-Out Corrugated Beam Guide Rail and Median Barrier.) Similarly, box beams are only anchored with weak-posts rather than being fastened to anchor blocks. Type I ends should not be included when “burying” box beam ends. When it is intended that a vehicle should gate through a flared back box beam end, the end of the terminal should be able to release from its anchorage.

The approved end treatments are grouped by barrier type and described in the following sections along with discussion of appropriate conditions for use. Table 10-5 Recommended Barrier Flare Rate Limits for Permanent Installations

System Anticipated Operating

Speed (mph) Flare Rates

(See Fig 10-4c and 4d)

Cable All 1:3

Weak-post W-beam All 1:3

Box Beam All 1:2.73

Heavy-post W-beam All 1:8 (or transition to weak

post with 1:3 flare rate)

Concrete 70 1:20

Concrete 60 1:18

Concrete 55 1:16

Concrete 50 1:14

Concrete 45 1:12.5

Concrete 40 1:11

Concrete 35 1:9.5

Concrete 30 1:8

The second preferred alternative to using a proprietary NCHRP 350 compliant terminal is to use a conventional terminal carried “close to, at, or beyond” the limit of the clear zone. The logic behind this preference is as follows. The main objection to use of turned-down end sections


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was that they are reputed to increase the likelihood that vehicles will destabilize when they ramp up them and will then have a rollover. If a terminal is placed well away from the road, near the limit of the clear zone and, therefore, probably close to a tree or other fixed object, it should make little difference that the vehicle is beginning to destabilize, as it will strike the fixed object before it has a chance to roll over. The fact that the vehicle will not encounter the turned-down terminal until near the limit of the clear zone also means that the driver will have already had nearly the full width of the clear zone, or more, in which to brake and attempt to redirect back towards the road. The interpretation of the terms “close to” or “near” the limit of the clear zone is open to judgment for special conditions. As general guidance, it may be interpreted as 5 feet, but the preference should be to place it farther away whenever reasonable. Conditions that might require terminating “near” as opposed to “beyond” the limit of the clear zone would include the need to provide for mowing equipment access to the area behind the rail and the presence of buried utilities at the limit of the clear zone.

By the same token, the clear zone limit should not be used as an excuse to limit a terminal’s offset, if the terminal could readily be set further back. For instance, if the clear zone width for a highway segment had to be set at a low figure of say 13 feet, but, at the station of the terminal, the right of way locally included 26 feet of cleared area and there was not a requirement for mower access behind the rail, the preferred terminal setback should be closer to the 26 foot width, rather than at the limit of the 13 foot clear zone.

In general, it will make more sense to use conventional terminals, set back near, at, or beyond the clear zone, on the lower-volume, secondary roads that have narrow clear zones, than it will to extend guide rail long distances across broad clear zones, such as those typically found on interstates and freeways. Where a highway has broad, high quality clear zones, professional judgment should be used to decide whether it is preferable to use an NCHRP 350 compliant terminal close to the shoulder or to carry the guide rail across a wide clear zone area before terminating it with a conventional terminal. In these situations, the choice between leaving fairly long safe runout areas or placing a barrier that blocks access to potentially hazardous features must be considered.

10.2.5.1 Cable Anchorage

The end of a cable guide rail must be adequately anchored to maintain the tension in the system.

The vast majority of cable systems presently in service have a mildly outmoded traditional anchorage system which uses a single block of concrete with a plan area of approximately 1 yd2 either cast or set into a 3’-6” deep hole in the ground. An anchor angle was bolted to the concrete as a bracket with a “U” slot for each cable end assembly. The open slot design permits the cables to release when a snared vehicle runs to the end of the system. A light "keeper rod" prevents the ends from “walking” out prematurely. The first post was set 18 feet away from the anchor block to ensure that any ramping effects were very gentle. Over time, two potential problems with the design were realized.

First, repeated heavy impacts into the run gradually tilted some blocks towards the run. The tilting was greatest if the impact happened during Spring thaws when the soil surrounding the block was saturated and had not yet settled from the frost heave. A few runs on high-speed, high-volume highways received so many hard impacts that the anchor blocks tilted enough that the cable ends could slip up and out of the anchor angles on a subsequent impact. Resetting


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those anchor blocks to vertical has required a significantly larger effort than normal guide rail repair tasks, adding to cable’s standing as a system requiring significant maintenance attention.

Second, vehicles that deflect cable could be well behind the line of the run when they arrive at the end anchor. In that position, they would be pulling the cable sideways relative to the block, and might have difficulty moving the cable end vertically up and out of the anchor slots. If the ends did not release, larger vehicles could be expected to snap the cable end bolts at the slots, but smaller vehicles might be brought to an abrupt stop.

Because of these concerns, the anchorage was redesigned and the new guidance issued in 1996. To limit block movements caused by impacts to the run, the newer design has a much larger concrete anchor, with a plan area of nearly 2 yd2.

The anchor angle on the anchor block was modified to have “V” slots to increase the likelihood of the ends releasing when a snared errant vehicle nears the end of the run and is pulling the cables sideways. To increase the likelihood that such a vehicle will be directed over the release slots, the last post in the run is now mounted directly to the anchor block, but is isolated from rigid embedment by the use of a slip base. The post also serves to apply a vertical component to the tension if a vehicle is pulling the cable laterally when it reaches the end of the run. Another reason for modifying the block was to mount the first post in a manner that would prevent it from being gradually pulled over in the soil. The latest anchorage details are shown on the US Customary Standard Sheets for 606-01.

To reduce the potential for snagging the undercarriages of impacting vehicles, the top of the block should not protrude more than 4 inches above grade. A five foot chord with end points on either side of the anchor block is used to define grade. As of this writing, the anchor block comes with either a right-handed or left-handed cross slope to facilitate matching to the ground surface. The right-hand block should be ordered for the situation where the anchor unit is placed at the approach end and, with respect to the oncoming motorist, the ground slopes down to the right. Either option is paid for under the same pay item. (Strong consideration is being given to returning to a single-block system where the block is set to place its top flush with the ground surface.) The initial setting may need to be in a slight depression if significant surface wash may be expected before turf is established.

Note that cable terminals passed the NCHRP350 criteria and may therefore be used within clear zones. Still, there will be situations where it is desirable to run the cable terminal close to the limit of the clear zone to try to prevent errant vehicles from reaching the area behind the rail. Where cable is run through a curve and carried on a flare to the outside of the clear zone or to anchorage in a back slope, it is important that extra posts be used through the curve to prevent the tension in the cable from pulling the posts over. Refer to Figure 10-4d. To provide cable guide rail anchorage in a soil back slope, the standard anchor block arrangement should usually be used, but without a post set in the block, and with the slope across the top selected to match the surface of the back slope as closely as practical. The block-mounted post is not considered necessary in this instance as the anchorage will be set back from traffic and out of the line of the run. The cross slope of the block will need to be towards the road, rather than away from it. Special anchorage arrangements may need to be custom designed for rock back slopes and some problem slopes.

Where existing terminals are not likely to be subjected to these “wrong way hits”, existing concrete anchorage units may remain in place. A “wrong way hit” occurs when a vehicle strikes the guide rail at a point between the anchorages and then, while still engaged with the cable,

https://www.nysdot.gov/main/business-center/engineering/cadd-info/drawings/standard-sheets-us-repository/606-01.pdf


9/01/2017 §10.2.5.2

encounters the anchorage. 10.2.5.2 Terminals for W-Beam Guide Rail

As with cable guide rail, terminals for both weak-post and heavy-post W-beam guide rail must provide anchorage for these guide rails to develop their full capability to redirect errant vehicles. This means that the ends must either be bolted to a competent structure or an anchor block set into the ground. The traditional anchorage units shown on the Standard Sheets for corrugated rail are embedded concrete blocks to which several lengths of corrugated rail are bolted. The rail is mounted at heights varying from near ground level to full height for the system. These units very effectively anchor the guide rail and, because they bring the rail element down to grade, make spearing very unlikely. With heavy-post systems, special triangular mounting brackets make snagging unlikely. Unfortunately, these ramped-down terminals have the potential to contribute to errant vehicles turning over. Because of this, these end terminals are not approved as Test Level II (40 mph) or Test Level III (60 mph) devices. This means that these devices should not be installed within the clear zone close to medium- or high-speed traffic. However, initiation of rollover becomes only a minor concern for a vehicle that has already crossed most or all of the clear zone, so these devices may be installed with the center of the anchor block within two feet of, at, or beyond the limit of the clear zone.

W-beam terminal types can be divided between those for weak-post and those for heavy-post. There are a limited number of options for the weak-post, since the rail system itself initially failed crash testing at Test Level 3, the high-speed criteria. The heavy-post blocked-out system, on the other hand, passed the NCHRP 350 testing. Therefore, private industry developed a variety of HPBO terminal choices that comply with the FHWA mandate that terminals meet NCHRP 350 Level 2 and Level 3 test criteria. The Department approved a number of those new terminals. These new end terminals may be used with strong (heavy)-post blocked-out or weak-post corrugated rail systems. However, if used with the weak-post system, it is generally necessary to have a transition length of approximately 50 feet of the heavy-post blocked-out guide rail to connect to the terminal. If a terminal has been successfully crash tested with a direct connection to weak post W-beam, this 50 foot length of HPBO is not required. As of this writing, the X-Tension terminal is the only proprietary terminal that does not require the 50 feet of HPBO to connect to weak post W-beam.

Most of these new systems absorb impact energy through permanent deformation/destruction of some of their elements. Consequently, these systems tend to be easily damaged and require extensive repairs when solidly impacted and lesser repairs with minor impacts. They have higher initial and maintenance costs than the Department’s traditional ramped-down terminals, which can generally still function normally and provide system anchorage after an initial hit. In view of that, and the number of property-damage-only brush hits and generally lower speeds in urban areas, an exception was discussed with and agreed to by the FHWA to permit the use of sloped terminals, such as those shown on Standard Sheet series 606-07 where design speeds on urban highways will be predominantly 40 mph or less. Part of the rationale is that it is preferable to have a fully functional “second best” sloped terminal than an NCHRP 350 terminal that may be damaged and nonfunctional.

In brief, any of the newly approved terminals may be used in low-speed locations (40 mph or less in urban areas, 30 mph or less in rural areas), but, because of cost and repair issues, use of the traditional ramped end sections is preferred where permitted. At higher speeds, the traditional ramped end sections are generally not to be used well within clear zones except



6/28/2010 §10.2.5.2

where site restrictions prevent satisfactory installation of the new alternative terminals or where the location will not be subject to impact by approaching traffic. Stated another way, where an HPBO terminal is required and (1) design speeds are 35 mph or greater in rural areas or 50 mph or greater in urban areas, (2) the terminal can not be located close to the limit of the clear zone, (3) there are no geometric conditions that would preclude their use, and (4) they are not shielded from approaching traffic, one of the new NCHRP 350 compliant terminals should be used.

NCHRP 350 compliant terminals may be further classified into those “parallel types” that can be installed either parallel to the roadway or with a flare, and those “shedding types” that can only be installed with the terminal flared away from the road. The parallel types are capable of “capturing” a vehicle that impacts the end in a roughly parallel direction and bringing it to a controlled stop. The shedding types are designed to pass an end-impacting vehicle behind the rail system. They must be installed with the ends flared back from the road to avoid in-line hits and facilitate “shedding” vehicles away from the line of the guide rail. Flexibility of installation options favors the former type, which can be installed either parallel or flared. For maintenance purposes, though, the free end of “parallel type” terminals should be offset from the traveled way a minimum of approximately 10 feet, unless conditions require a more parallel alignment. To avoid the risk of an inadvertent installation of a “shedding type” terminal where a “parallel type” is needed, the Department has only approved the use of the parallel-type NCHRP350-compliant terminals.

However, given an unrestricted choice between using (1) an NCHRP 350 or MASH proprietary terminal close to the road or (2) a traditional terminal flared back and either anchored in a back slope, or extended close to, at, or beyond the limit of the clear zone, the latter choice is recommended.

When anchoring in a back slope, the traditional means of attaching the rail to the top of the block will generally prove awkward due to the different direction of approach and the different slope of the ground surface. The Department has not yet standardized a detail for this connection, but one Regional method has been used with success. This method utilizes the traditional anchor block, but mounts a heavy T-section, cut from a WT380 x 128.5, on the top of the block. Holes are provided in the upright leg to allow bolting to the holes in the valley of the W-beam rail. The block is rotated about its vertical axis to align the T to the approach direction of the guide rail. In this manner, the guide rail may be maintained in a vertical plane as it passes into the back slope. While the above system, Special Specification 08606.3402 M, is approved for general use, Regions are not discouraged from attempting alternate anchorage arrangements until a standard detail is accepted. Designers interested in anchorage to rock slopes are referred to Special Specification 08606.3401 M as an example.

A. Weak-Post Turned-Down End Sections Turned-down end sections may be used on weak-post W-beam guide rail at approach ends inside the clear zone wherever their use is acceptable, typically where the design speed is 40 mph or less in urban areas, or 30 mph in rural areas. As of this writing, the only NCHRP 350 approved end section which may be directly attached to weak-post W-beam is the X-Tension. Therefore, if termination well within the clear zone is necessary on higher speed highways, use one of the other approved NCHRP 350 compliant HPBO end terminals will require a 50 foot transition length of heavy-post blocked-out guide rail between the terminal and the weak post run.


6/28/2010 §10.2.5.2

While the minimum offset for the conventional anchor units is shown on the standard sheets, preference should often be given to extending the anchorage to a back slope or to near or beyond the limit of the clear zone. As detailed in Figure 10-4e, a weak-post, turned-down terminal is one of the preferred methods of terminating a run of HPBO, provided a transition has been made from HPBO to weak-post, away from the shoulder, and the terminal is located close to, at or beyond the clear zone. The concrete anchor block for the weak-post W-beam guide rail is essentially the same as the formerly approved unit block for the cable system. A line of eight bolts is embedded in the block. Ten holes are provided in the valley of the W-beam to permit adjustment. The first post is spaced approximately 25 ft downstream from the front of the anchor block. The rail is mounted approximately 6 inches lower than normal. The second post is 12.5 ft from the first with the rail mounted 3 inches lower than normal. The anchor position for the typical roadside guide rail approach and terminal section is 4 ft farther from the traveled way than the line of the guide rail. Additional flaring back should be done where practical. The standard end treatment for openings such as driveways is more abrupt. The intent is to minimize the length of the zone in which the guide rail is not fully functional. The designer should similarly design openings to be as narrow as possible. For weak-post corrugated median barrier terminals (acceptable for design speeds of 40 mph or less in urban areas and 30 mph or less in rural areas), the anchorage is in line with the barrier. The W-beam end from the terminal side of the barrier is twisted and bolted to nest under the W-beam from the opposite side of the post at a point halfway between the anchorage and the first post. The purpose of this arrangement is to prevent the abrupt vertical acceleration of a vehicle which would be conducive to rollover. The details of the weak-post corrugated beam end treatments are shown on the US Customary 606-08 Standard Sheets. B. Heavy-Post Turned-Down End Sections The heavy-post blocked-out (HPBO) corrugated beam guide rail end terminals are considered only NCHRP 350 Test Level I (30 mph) devices. Therefore the turned-down terminal is no longer approved for installation within the clear zone of medium- and high-speed highways with design speeds above 30 mph in rural areas and, because of an exception, 40 mph in urban areas. If HPBO guide rail must be terminated within the clear zone, the terminal must (with the exceptions noted herein) be an approved NCHRP 350 compliant terminal (termed ‘gating’ terminals as a class), qualified at Test Level II or III, as appropriate. In lieu of these “gating” terminals, the rail may be terminated by using a turned down end placed close to, at, or beyond the limit of the clear zone. To carry the rail across the clear zone, the approach end treatment must either be provided with a gradual flare (due to the unyielding nature of the heavy-post and the consequences of a high-angle impact), or a transition must be made to a weak-post system so that a more abrupt flare can be used, as shown in Figure 10-4e. (As covered in Research Report 83 - Crash Tests of Sharply Curved Light-Post Guiderail, the Department conducted research in 1980 which indicated that high-angle impacts into weak-post guide rail systems had acceptable deceleration rates, since the weak-post rail system essentially functioned as an attenuating structure.) In some

https://www.nysdot.gov/main/business-center/engineering/cadd-info/drawings/standard-sheets-us-repository/606-08.pdf


6/28/2010 §10.2.5.2

restricted situations, use of an NCHRP 350 compliant end terminal may not be appropriate and use of a turned down terminal on the end of a run with significantly more abrupt flare may be required. In general, it is preferable to keep vehicles close to the road and accept the risk of high-angle impacts on HPBO rather than use a gating system that would permit vehicles to strike rigid fixed objects or plunge into bodies of water behind the rail. C. Parallel Type Gating End Terminals The ET 2000+, the Sequential Kinking Terminal (SKT SP), and the X-Tension are proprietary parallel type, or controlled stopping, gating end terminals designed to be used on leading ends of runs of heavy-post corrugated beam guide rail. The systems may be installed on either a parallel or flared alignment. The key component of the ET-2000 and SKT end terminals is a long "shoe" that fits over, and in line with, the end of the rail. When impacted, the shoe is driven along the rail, separating several weak-posts from the rail. As the shoe passes along the rail, the ET 2000+ forces the rail through an opening that flattens the corrugations. The flattened rail is then bent 180º to be extruded back out ahead of the shoe. The SKT 350 resembles the ET-2000 and functions in a similar fashion, except it forms a series of “kinks” in the rail instead of flattening the rail. With either product, the kinetic energy of an impacting vehicle is primarily absorbed in the flattening and bending or kinking of the rail. The “+” on the ET 2000+ denotes that the impact head was modified to be narrower and deeper than the original square design. This modification should reduce the likelihood of the head being snagged by snowplow blades and should improve the outcomes in accidents involving lateral skids, since having the bottom of the head at a lower height should be better at engaging the frames of vehicles, rather than punching through door elements and into passenger compartments. For these reasons, the “+” configuration should be the preferred selection for Department projects. Unless specifically indicated otherwise, references to the ET 2000 should be taken to mean the “+” configured extruder head. The systems are manufactured to be supported on either timber or steel breakaway posts. However, the wooden variants have occasionally proven to be a maintenance problem and are no longer accepted by NYSDOT. The steel posts from Trinity, manufacturer of the ET 2000, have an upper and lower (base) post with splice plates lap-welded as vertical extensions on each of the flanges of the base post. Two bolts pass through these splice plates and the flanges of the upper posts. The larger is a ¾ inch bolt which acts as a pivot point. The smaller is a 3/8 inch bolt which acts as a shear bolt when the ET 2000 is impacted head on. The result of this pair of bolts is a hinged breakaway post that is very yielding when bent around the web, but retains strength when the face of the rail is struck. The concept is similar for the SKT, except that the hinge and shear bolts are replaced by a single 1 ¼ inch plug weld through each of the splice plates to the flange of the upper post. During tests with a 2000 kg automobile impacting at approximately 60 mph, 52 ft of rail passed through the extruder. For this reason, shielded objects should not be permitted in the zone which is within 13 ft behind the rail and within 75 ft of a leading end terminal for design speeds of 60 mph or greater. This length may be reduced to 60 ft for design speeds of 50 or 55 mph, and to 45 ft for design speeds of 45 mph or less.


6/28/2010 §10.2.5.3

For shielded objects farther back from the rail, the Point of Redirection for the rail may be taken as the third post, which is roughly 14 feet downstream from the lead end of the terminal. The Standard Sheets indicate different flare options and the special grading requirements for the systems. For planning purposes, the installed cost may be estimated at $3000 in the upstate regions and $4000 downstate. There is an optional pay item which permits the ET 2000, the SKT SP, and the X-Tension to be bid competitively. The pay item series is 606.3402. D. Shedding Type Gating End Terminals There are a number of proprietary terminals that have passed NCHRP350 crash testing as TL 3 devices but require installation on a flare. These include the Modified Eccentric Loading end Terminal (MELT), the Slotted Rail Terminal (SRT 350), the FLared Energy Absorbing Terminal (FLEAT 350), and the REdirective Gating ENd Terminal (REGENT). Because of the risk that shedding terminals might accidentally be installed in a parallel configuration (where they presumably would not function satisfactorily), the Department has not approved, or has disapproved, their use.

10.2.5.3 Terminals for Heavy-Post Blocked-Out W-beam Median Barrier

As with other W-beam configurations, the terminals must provide anchorage so that the barrier can develop tension when struck by an errant vehicle. In most high- and moderate-speed situations, recent FHWA guidelines essentially preclude reliance on vertical redirection through ramping over the terminal. Terminal arrangements are now supposed to either redirect vehicles laterally or provide crash attenuation. Note that curbs or other vertical separations are not to be placed in proximity to any attenuating systems. Existing mountable or traversable curbs 4 inches or less in height may be retained if required for drainage.

A. Sand Barrel Array Shielding of Conventional Turned-Down Ends Where median widths are sufficiently wide, it is permissible and economically preferable to use a conventional turned-down end and provide a sand barrel array to shield the approach to it. The layout for the conventional heavy-post median barrier turned-down terminal carries both guide rails to an anchor block. To accommodate the two corrugated beams, the width of the block is increased to approximately 3.5 ft. Refer to the Standard Sheets. The design is intended to provide a gentle ramping effect for direct end impacts. Because the heavy-post median barrier is relatively unyielding and vertical redirection is undesirable due to the possibility of rollover accidents, approach terminals within the clear zone of rural facilities with design speeds greater than 30 mph or urban facilities with design speeds over 40 mph should be shielded with appropriate impact attenuators, one of which is the sand barrel array, or they should be fitted with crash-worthy end terminals. These sand barrel array attenuators should be placed so as to minimize the likelihood of wrong way hits by opposite direction traffic. Where sand barrel arrays are used, they should be capable of decelerating a 2000 kg vehicle to under 22 fps before the end section is contacted. Where space is available in the medians, approach ends should be set back from traffic. For further guidance on design of sand barrel arrays, refer to Section 10.2.6.2.


6/28/2010 §10.2.5.3

B. Brakemaster 350 Median Barrier Redirective Gating End Terminal This end terminal may be used to protect the ends of HPBO corrugated median barriers and, with the appropriate transition, to connect to concrete walls and barriers. The Brakemaster can not be attached directly to concrete barriers or to thrie beam barriers. The Brakemaster consists primarily of steel components, most notably corrugated beams that telescope and flare on impact. Two brakes are attached near the anchored end of a wire rope that extends for the length of the terminal. Energy is absorbed through friction when the brakes are forced to slide along the wire rope. The assemblies typically require extensive repair after a hit. The Brakemaster 350 may be used for speeds up to 70 mph. There is only one model and it has 5 bays. This single model can be assembled so as to protect unidirectional or bidirectional traffic. The terminal conforms to the general behavior mentioned in Section 10.2.2.1, in that it typically will redirect vehicles that impact the third diaphragm or further downstream. The exposed length of the system from the nose to connection to the HPBO is 32.5 ft. An additional 6’-3” is required in front of the nose for the foundation tube anchor assembly that goes below grade. The effective length of the transition piece connecting the Brakemaster to the thrie beam barrier is 6’-3”. This piece is the standard corrugated/thrie beam transition piece. The effective length of the thrie beam transition used to connect the Brakemaster to concrete barrier is 16’-8”, measured from the nose of the concrete barrier to the Brakemaster. This includes the transition piece and nested 12 gage thrie beam panels mounted onto blocked-out timber posts. The pay item for the Brakemaster includes the required transitions. The last 32 ft of median barrier and the Brakemaster 350 centerlines must be lined up to within 1º. The foundation must be firm soil, compacted subbase, asphalt, or concrete. The area under the unit needs to be flat and cross slopes steeper than 8% are to be corrected by leveling or grading. The width of the unit is 25 inches. However, since elements are likely to flare out 4 ft on both sides when the nose is impacted, installation should normally be limited to locations where the distance between the two traveled way edges is 10.5 ft or greater. Typically, extensive repairs and parts replacements are needed after an impact. This factor should be taken into consideration when considering installation at high-frequency impact sites. The Brakemaster 350 was specified as Item 15606.31 M Median Barrier Redirective Gating End Terminal. The manufacturer is Energy Absorption Systems, Chicago, Illinois (312) 467-6750. The Brakemaster 350 is vended in New York State by Transpo Industries, Inc., New Rochelle, New York, (914) 636-1000, [email protected]. For planning purposes, its material cost may be estimated as $4000 with an installation cost of $2000. Add $500 for the corrugated/thrie beam transition pieces and $1500 for the transition from the Brakemaster to concrete barriers. C. REACT 350 for Heavy-Post Blocked-Out W-beam Median Barriers The Reusable Energy Absorbing Crash Terminal was developed to meet NCHRP 350 criteria. It consists of a line of open plastic cylinders, a pair of cables on each side, a fabricated backup structure, and transition between the backup structure and the protected barrier or wall. The tough plastic has “shape memory” and can be reused. This terminal is intended for narrow hazards. In addition to attachment to HPBO median barriers, it may be used for a variety of other crash attenuation requirements. A more complete description is provided in Section 10.2.6.4, which is within the section on Impact Attenuators.


6/28/2010 §10.2.5.4

D. QuadGuard The QuadGuard is a proprietary crash attenuation system. It was designed as the NCHRP 350 compliant replacement for the GREAT (GuardRail Energy Absorbing Terminal). Like the REACT 350, the QuadGuard may be used for a variety of other crash attenuation requirements. A more complete description is provided in Section 10.2.6.3, which is within the section on Impact Attenuators. E. Crash Cushion Attenuating Terminal (CAT 350) The CAT 350 is a Test Level 3 device that has been approved by the Department. An Engineering Instruction on the terminal, EI 01-009 Crash-Cushion Attenuating Terminal 350 (CAT 350), was issued. The CAT 350 (CAT) is intended for HPBO corrugated beam median barriers, but, with a transition (M606-42, M606-43, M606-44, and M606-45), may also be attached to concrete barriers or narrow bridge piers. The CAT has six short breakaway wooden posts and a total length of 43’-9”. The CAT is installed in a straight line and requires no concrete footings or foundations, but does need a reasonably flat area under the unit. Cross slopes greater than 8% are to be avoided. If required for drainage, existing mountable curbs less than 4 inches high may be retained, but all others should be removed, and new ones not installed, in an area between the tail of the unit and a point 50 ft in advance of the nose of the unit. The CAT (Item 606.46000015) units are anticipated to cost around $6000 installed upstate, slightly more downstate.

10.2.5.4 Box Beam End Sections

There were four types of end sections for box beam guide rail, designated as Types 0, I, II, and III. The Type II is no longer acceptable for new installations. A new terminal, the Type IIA, has been introduced. For box beam median barrier, there are three terminal options, designated A, B, and C. A particular concern that needs to be addressed with flared-back box beam terminals, such as the Types 0, I, and IIA, is the height of the rail after it crosses the shoulder break. If the height becomes too great, the front of a small vehicle may be able to get under the rail, allowing the rail to come up over the hood and into the windshield. That occurrence is referred to as “clotheslining” and it could lead to severe accidents, even at relatively low speeds. Four strategies should be considered to minimize this risk.

$ Avoid locating the flares where the fore slope drops steeply.

$ Adjust the profile of the rail to follow down the slope while maintaining the approximate normal height above grade.

$ Adjust local grading so that vehicles will follow the slope smoothly and the rail will be at the appropriate height above the regraded surface.


6/28/2010 §10.2.5.4

$ For the Type IIA, locate the flare immediately following a driveway so that an errant vehicle crossing the driveway entrance will strike the terminal before it has an opportunity to drop down into the ditch and go under the rail.

A. Type 0 Terminal The zero designation is appropriate as there are essentially no special elements involved. The terminal consists of running the rail until it touches the back slope and then driving a pair of posts at that point as anchorage. The terminal is also referred to as the “buried in back slope” terminal, but no rail is actually buried. Details of the terminal are shown on US Customary Standard Sheet 606-04, Sheet 2 of 2. The plan alignment for Type 0 terminals should be similar to that for a Type I. Use of the Type 0 terminal is acceptable for all speeds, provided a back slope is in reasonably close proximity. A primary concern arises where the rail must cross a ditch. If there is too much space between the rail and the invert of the ditch, a vehicle may be able to get below the rail, allowing the rail to strike the vehicle in the windshield. Where the rail must cross a ditch before reaching the back slope, the ditch cross section should be field checked. The ditch should not be so deep as to carry a car under the guide rail. Deep inverts may be raised with appropriately sized stone filling so that trapped cars will contact the rail at or below normal height. The piece of rail that makes contact with the back slope is likely to need to have its length shortened. If it is too long, the contact will tend to be too far up the slope and the rail may be too high on the fore slope. Contractors should bid the cost of Type 0 terminals to include any length adjustments, hole drilling, and post relocations necessary to allow the rail to cross the fore slope with a nominal rail height of 27” and without exceeding the maximum rail height of 30 inches. Minor local filling and grading may be needed in order to prevent excessive rail heights. B. Type I Box Beam End Assembly In the Type I end assembly, the rail is carried at its normal height until the 7’-4” long Box Beam End Piece is reached. The box beam end piece abruptly turns down on a 1:2 slope. This abrupt end should be considered a potential hazard for vehicles impacting in line with the terminal. The assembly relies on lateral distance from the road to minimize the number of end impact accidents and on flare angle to minimize the potential for end-on or near end-on impacts. In the traditional standard plan arrangement, the rail is flared away from the road, using shop-curved box beam guide rail, until it is approximately 15 ft back from the tangent projection of the main run of the guide rail. When the end is struck from the side, it functions as a gating and attenuating terminal, allowing the vehicle to lose some speed as it rips the rail from the posts and/or extracts posts from the ground. (Note: Prior to this publication, the Type I Assembly described only the end piece as a separate item. The curved rail was paid for separately. With this publication, one item is being created for the Type I End Assembly and it includes both the curved portion and the end piece.) Type I terminals may be used on high-speed facilities where their end pieces will be close to (5 feet or less), at, or beyond the limit of the clear zone. Their installation well within the clear zone of medium- and high-speed highways at locations where they would be subject to end-on or near end-on impacts is not approved, although there may be special situations



6/28/2010 §10.2.5.4

where it is appropriate. NYSDOT experience has been that, if the rail is flared to over 20º and the typical errant vehicle is departing from the road at an angle of 15º or more, the terminal will gate on impact. In medium- and low-speed configurations, the box beam end piece may be within the clear zone, if it is flared such that typical impacts (assume 15º departure angle) on the end will be at least 35º off-line. Where back slopes are close by, the Type 0 buried end alternative should be considered. The Type I end piece should not be buried in the back slope as it is likely to serve as too much of an anchor, preventing the end of the box beam from yielding. The designer should avoid arrangements that place the 1:2 turned down ends in the bottom of ditches that are likely to capture errant vehicles. When box beam guide rail is flared away from the roadway, the top of rail should be maintained approximately 27 inches above ground surface. This may require shaving down the shoulder break where the terminal flares over it and may require minor filling on the fill slope. In general, Type I End Assemblies should not be carried across ditches as there may be too much potential for vehicles to underride the rail in the ditch. Instead, Type 0 terminals should be carried to the back slope of the ditch. In some situations with broad, relatively level clear zones, it may be desirable to use a Type I End Assembly, but the normal configuration will not place the end piece within 5 feet of the clear zone. In those circumstances, a new item has been introduced, the Type I End Assembly with Extension Piece. This consists of adding an 18 foot piece of straight box beam between the curved pieces and the End Piece, effectively moving the end piece 6 feet farther from the traveled way. The box beam guide rail should be assumed to develop full beam strength and redirective capability 60 ft from the turned down end of a Type I Assembly. For convenience, the point of redirection is typically taken as the point of tangency to the run.

C. Type II Box Beam End Assembly The Type II terminal is no longer approved for new installations, but may be retained in most of its existing locations. The Type II terminal was originally developed for use in laterally restricted locations and at driveway openings in otherwise continuous runs of box beam guide rail. At various times, its use was also approved to start a run of box beam, particularly at locations where a Type I terminal could not be flared away from the road. The Type II consisted of a two-part gradual ramp intended to minimize the vertical lift imparted to vehicles that run up onto it. The first bend was tack-welded at the lower corners so that it would open when a vehicle rode over it. The typical flare placed the end less than 3 ft from the line of the railing. Full beam strength and redirective capability were developed 22 ft from the anchored end of a Type II assembly, but the point of need was established at 27 ft, where full height is achieved. Unfortunately, high-speed crash testing has shown that small vehicles, even the new heavier small vehicles, may be lifted and rolled over in spite of the mild ramp and yielding hinge.


6/28/2010 §10.2.5.4

A new terminal, the Type IIA, should typically be used instead of the Type II. Wherever Type II terminals must be taken down as part of the designed work, the Type IIA terminal should be used as a replacement, provided adequate lateral space is available and the conditions for installation are met. Where adequate lateral space is not available and the design speed is 45 mph or greater, a Type II should be replaced with a Type III terminal. If the operating speed is less than 45 mph and lateral space is not available to install a Type IIA, an existing Type II may be reset. Trailing end Type IIs may be replaced with mildly flared Type I terminals if lateral space is not available for a Type IIA. D. Type IIA Box Beam Terminals The Type IIA is a new terminal that includes the same turned-down Box Beam End Piece used with the Type I assembly, but connected to the run by 18 feet of box beam, shop curved to a 35 foot radius. (As with the Type I End Assembly, the Type IIA End Assembly pay item includes both the curved rail and the end piece.) This flare sets the leading end of the terminal 8’-3” back from the face of the run, as opposed to the 15’-2” for the standard Type I alignment. The Type IIA terminal may therefore be used with narrow clear zones where there is not enough lateral space to install a Type I and there is no back slope reasonably close to permit use of a Type 0. The Type IIA is also intended to be a replacement for the Type II, but requires a greater width for installation. Where the Type IIA can not be flared back, as for instance if there are shallow buried utilities, a Type III terminal should be the alternative to a Type II. If the ROW at the terminal location is not wide enough to accommodate the Type IIA, an easement should be sought for its placement, rather than resorting to a Type III. The Type IIA terminal was subjected to MASH crash testing designed to evaluate its acceptability for the specific condition of use in narrow clear zones. Two special crash tests, not required for normal testing, were run with a ditch close behind the rail. As a result of the successful crash tests on level ground and the unsuccessful tests with the ditch (not part of the required testing), conditional approval of the terminal as a TL-3 device was sought from FHWA and granted on May 18, 2010, subject to three limitations as follows.

1. The terminal should not be used well within the clear zone. The ramped portion of the end has the potential to destabilize a vehicle. If there is a good width of clear area behind the terminal, the destabilization could contribute to a rollover in an otherwise safe area. However, if there are fixed objects close behind the terminal, then the rollover will not have time to develop before the fixed objects are struck. The leading end of a Type IIA should not be farther than 5 ft from the limit of the clear zone.

2. The longitudinal location of the terminal should not place it where the front of a vehicle would be likely to nose under the flared back portion of the rail and cause a “clotheslining” type of accident. Where the fore slope is relatively gentle, the terminal can generally be made to follow the slope. Where a ditch must be positioned close behind the rail, consideration should be given to extending the longitudinal positioning of the terminal to place it either where the fore slope is gentler or adjacent to a driveway. If the flare closely follows a driveway, the driveway surface should prevent all but a very slow vehicle from dropping its nose below the rail. If a Type IIA needs to terminate adjacent to a steep-sided ditch, a pipe should be placed in the ditch and fill placed to limit the effective height of the flared back portion


6/28/2010 §10.2.5.4

of the rail to 30”. The leading face of the fill should be no steeper than 1:6, the pipe should be cut to approximate the fill surface, and a grate should be placed over the leading end of the pipe.

3. “The use of these terminals should be supervised to ensure that they are not being placed in inappropriate locations.” To meet this requirement, designers should notify DQAB of the proposed locations for Type IIA to obtain confirmation that the locations are appropriate. Photos of the proposed locations will be needed. This should be done for at least the first five projects within a Region to use the Type IIA. In addition to confirming that appropriate locations are being used, the data will facilitate subsequent in-service evaluation of the new terminal assembly.

E. Box Beam End Piece Terminals Box Beam End Pieces are the same turned-down 7’-3” long pieces found in the Type I and the Type IIA, but installed without any corresponding curved rail. A new item has been created for this specific use of the end piece. The End Pieces may be used without flare, or with minor flare, on the downstream ends of runs on one-way roads where they will not receive an impact from approaching traffic. They may also be installed on two-way roads where the downstream end is close to or beyond the design clear zone width for the opposite direction traffic. They should no longer be installed at driveways or other openings where they can not be flared well back and will be within the clear zone width of approaching traffic. (See possible exception in Section 10.2.7.5 Camp (Seasonal Residence) Areas.) F. Type III Terminals - NCHRP 350 Compliant End Assemblies for Box Beam There are two box beam end terminals that have passed the NCHRP 350 testing criteria, the BEAT and the WyBET, both proprietary and available at the contractor’s optional choice as a Type III terminal. The earlier attenuating end assembly was developed by the State of Wyoming (hence, Wy Box End Terminal or WyBET) and the Texas Transportation Institute for installation on the ends of box beam guide rails. There are four working parts to the assembly. The assembly includes three telescoping steel structural tubes; two are 6” x 6”, the other is 7” x 7”. The fourth part consists of a pair of fiberglass composite pipe sections which are contained in, and crushed by, the other three components when the front of the assembled WYBET is hit. If it is hit on the side, at or beyond the third post, testing indicates that vehicles will normally redirect (establishes the rail’s point of redirection). The system passed the NCHRP 350 criteria. The system is marketed by Syro Steel Company, now a subsidiary of Trinity Industries. The Department’s approval of the system was announced in EI 98-005. The more recently approved NCHRP 350 compliant terminal for box beam is the Bursting Energy Attenuating Terminal, or BEAT. This consists of a roughly 3 foot long mandrel that fits into the end of the box beam and has knife-like edges to cut the corners and push apart the sides of the box when the mandrel is driven into the box. The approach end of the mandrel is capped by a reflectorized face plate which distributes the force of impact over a larger area of the front of the car than the mandrel alone would. The foundation requirements are different from those of the WYBET, so the units are not interchangeable.


6/28/2010 §10.2.5.5

For planning purposes, the cost of the Type III may be estimated as $4500 upstate and $6000 downstate, not including grading. Pay item 606.1203 allows either the BEAT or WyBET option. G. Median Box Beam End Sections The Standard Sheets show the two types of traditional end treatments approved for box beam median barriers. Both types, A and B, rely on a ramping effect to avoid snagging. Because the ramped ends are relatively rigid, they could contribute to vehicle launch or rollover and are therefore no longer approved for routine application at locations where they will be exposed to errant vehicles on rural roads with design speed in excess of 30 mph or on urban roads with design speeds in excess of 40 mph. The Type A End Treatment, which is for use in narrow, low-speed medians, includes a concrete anchor block. The lower end of the box beam ramp is embedded and bolted into this block. The Type A concrete anchor is provided due to the higher percentage of end hits that occur in narrow medians. The Type B End Treatment is for use in wide medians and has no anchor block. The end of the box beam is buried flush with the ground surface. Two inverted posts are driven on either side to anchor the rail at the point where it clears the ground. The Type B terminal may be used in high-speed medians, provided either (1) the approach ends are shielded with other barriers or attenuating systems or (2) they are located where they will have a low likelihood of being struck by errant vehicles, such as where they are rendered inaccessible by topography or are in the lee of wooded areas in medians. The Type C median box beam end terminal was approved in the summer of 1998. It is essentially a Type III box beam terminal with different support post connections (underneath, rather than behind the rail) and an adapter piece to transition the wider median box beam down to the regular box beam size that the terminal can attach to. The Type C is the only approved terminal for box beam median barrier that may be installed within the clear zone at locations where it will be subject to direct impact by medium- and high-speed errant vehicles. The Type C is NCHRP 350 qualified at Test Level III. The Type C (optional) pay item is currently 606.1403.

10.2.5.5 Concrete Barrier End Sections

Because of the hazard they represent, the ends of concrete barriers should always be given special consideration. Where a back slope is close by and the intervening ground is fairly level (1:6 or flatter), the end may be buried in the back slope. Refer to Table 10-5 for recommended flare rates. Where a broad level area is available, the end may be placed beyond the clear zone. When this is done, however, the ramped end section detailed in the Standard Sheets for 606 items should be used to avoid a blunt end. Ramped end sections should not be used in conjunction with attenuators. Ramped end sections are no longer approved for permanent installation within clear zones at operating speeds in excess of 30 mph. If ends can not be moved away from traffic, consideration should be given to either shielding with appropriate guide rail or preceding them with some form of crash cushion. Refer to Section 10.2.6 for a discussion of acceptable impact attenuators. Where guide rail is used to shield the leading end of the concrete (as with the traditional Pier Protection details), consideration should be given to the possibility that an errant vehicle will find its way behind the rail and impact the terminal. If this is considered a likely possibility, particularly where a redirecting back slope is present, the concrete barrier should be provided with a ramped end section and the leading end of the guide


6/28/2010 §10.2.5.6

rail should be flared away from traffic. Where a back slope is in relatively close proximity, the terminal should be carried to “burial” in the back slope. If a vehicle is likely to “bottom out” and gouge into the redirecting back slope, then approximately 150’ of guide rail should precede the beginning of the concrete ramp. If a vehicle can run smoothly up a back slope behind the guide rail and be redirected back towards the concrete ramp, then a runout length of 250’ should be provided on freeways.

10.2.5.6 Transitions

Transitions are defined simply as systems specifically designed to connect two different barrier systems. Two primary concerns must be addressed. First, the systems must be functionally continuous. Second, abrupt reductions in deflection distances between the two systems must be avoided. If a vehicle is moving along a "soft" barrier system at the full limit of its deflection distance and suddenly encounters a "hard" barrier system, it may either stop abruptly on the hard system or break through the soft barrier.

A number of strategies are used to effect satisfactory transitions from "soft" to "hard" barriers. One approach is to increase the rigidity of the "soft" system. This may be done by adding more posts to the system. Table 10-3 lists deflections for the various guide rail systems when reduced post spacings are used. Reduced post spacings must be used for approximately 5 spaces before the reduced deflection is fully effective.

The rail system may also be stiffened by adding elements to the rail. For example, Standard Sheets for 606 series items detail the addition of a nested thrie beam to a transition between concrete barrier and heavy-post blocked-out corrugated beam guide railing. The supplemental thrie beam panel reduces the deflection of the rail so that an errant vehicle may be carried past the end of a concrete barrier without contacting the corner.

A second strategy is to start the "hard" system at a point beyond the deflection distance of the soft system and merge the systems together. Refer to the Standard Sheets for details of the typical cable-box beam transitions. Note that the merging area should be no steeper than 1:6 to minimize the threat of vaulting. Whenever a box beam-cable transition is to be used and the normal embankment is steeper than 1:6, the plans should accurately depict those areas where the embankment will have to be widened and/or flattened to accommodate the transition.

The Standard Sheets detail the guide rail and median barrier transitions from box beam to corrugated beam railing. As with cable systems, it is essential that corrugated beam rails be anchored so the system can develop the tensile component of its capacity. When transitions are made adjacent to a bridge structure, they shall use the details shown on the appropriate Bridge Detail sheet. The transition to bridge rail should not begin before the "point of redirection" for box beam guide rail. It is desirable to have at least one normal box beam post spacing before beginning the reduced spacing for the bridge rail transition. Similar details should be used for transitions to other structures with zero deflections. It is noted that some exceptions may be required where bridges are close to intersecting roads or driveways.

Transitions should not be made directly from weak-post W-beam to any bridge rail system or onto concrete barrier. Direct transitions should not be made because an abrupt reduction in deflection distance between the two systems could lead an errant vehicle to pocket. (Pocketing occurs when a vehicle is brought to an abrupt stop because the rail system ahead of the vehicle forms a "pocket" around the front end of the vehicle rather than directing the vehicle back towards the road.) In addition, transitions should not be made from cable to any other system except box beam.


2/13/2010 §10.2.6

10.2.5.7 Intersections Intersections present special problems for barrier design. The main problem is that, rather than the acute angle impacts typical of highway tangents, the impacts may be at any angle, including right angle.

The number of suitable choices becomes limited when guide rail must be carried around a corner, such as at the intersection of an overpass bridge and a ramp. As a special order, corrugated beam guide rail may be bent as tight as a 5 ft radius. Box beam may be fabricated down to a 5’-3” radius. Cable can not be used in these tight radius situations. Such corners are preferred locations for signs, utility and signal poles, traffic control boxes, and manholes. In any intersection, the fixed hazards should be moved as far back from the traffic as practicable. With high-angle impacts, the barrier systems that could be installed to shield these fixed objects may represent as much, or even more, of a hazard than the shielded objects themselves. Where fixed objects will be no closer than 16 ft to the line of the guide rail, corrugated beam should be considered, due to its generally large deflection and correspondingly lower deceleration rates.

Consideration should be given to the protection of the traffic on the road below the overpass. If the volume of traffic on the lower road is great enough that an errant vehicle coming down past the wing wall would be likely to be involved in a secondary accident, then it may be appropriate to provide a strong barrier above the wingwall/slope to minimize this threat. Concrete and box beam barriers are preferred in this situation. With tight bends, the box beam tends to develop arch-action strength which increases its rigidity significantly. The use of box beam is generally recommended instead of concrete barrier due to the more yielding nature of box beam and due to its limited interference with intersection sight distance.

10.2.6 Impact Attenuators

In some situations, a fixed hazard may be present at a location where it is either impossible or impractical to provide a redirecting barrier. The most common examples are the ends of barriers in gore areas between diverging roadways.

Impact attenuators may be categorized as either inertial or compression systems. Inertial systems are designed to transfer the kinetic energy of a vehicle to a series of yielding masses. Sand barrel arrays are a typical example and are discussed in Section 10.2.6.2. Compression systems are designed to absorb the energy of the vehicle by the progressive deformation or crushing of the elements of the system. Compression systems and certain inertial systems require anchorage and/or backup to resist the impact force of the vehicle. Compression systems which are approved for Department use are discussed in Section 10.2.6.3 QuadGuard (formerly the Hex-Foam Sandwich System and Guardrail Energy Absorbing Terminal, or GREAT) and REACT 350. Systems which are considered acceptable but innovative are described in Section 10.2.6.6.

Whatever the system, it is important that the reaction plane of the attenuator system closely match the approach path of the errant vehicle. In particular, curb is not to be used with any of the attenuation systems. Vehicles striking curbs in front of attenuators have shown a tendency to rise, strike the front of the attenuation system, and continue over the top of the system.

Since each of the approved attenuators can be designed to provide satisfactory safety results, the selection criteria are factors such as initial cost, impact frequency, maintenance cost, downtime, width requirements and redirection capability.


6/28/2010 §10.2.6.1

Sand barrels generally have the lowest installation cost. The arrays essentially have no redirection capability and should therefore normally extend a minimum of 2.5 ft (3 ft preferred) beyond either side of the obstacle being shielded. For restricted conditions, the offset may be 2 ft and in special adverse conditions, offsets as low as 1.5 ft may be approved. Sand barrels are essentially one-hit systems requiring complete replacement of any impacted barrels. Their use, therefore, is not recommended for heavily trafficked areas at sites with a high frequency of side impacts. They would be the attenuators of choice for situations where the impact frequency is expected to be low. The QuadGuard system (Section 10.2.6.3) may usually be repaired by replacing individual crushable cartridges and elements of the nose. The ADIEM (Advanced Dynamic Impact Extension Modules) is an innovative system (Section 10.2.6.6) that has also been approved by FHWA for use in narrow width conditions. The Department has previously used proprietary attenuator systems that rely on water-filled canisters. To prevent freezing, these units required that salt or antifreeze be added. The anti-freeze was occasionally stolen and, in accident situations, tended to be quite slippery. The units had to be individually opened to check for leaks. Leaking salt may have contributed to bridge corrosion problems. Finally, the systems were not rated for traffic speeds above 100 km/h. For these reasons, water-filled canister systems are no longer recommended for general use in New York State. As a special exception, refer to Section 10.2.7.3 for use of Hydrocell Clusters on Local Urban Streets. Truck escape ramps are not widely used in New York and may not be thought of in a discussion of velocity attenuating devices. Still, they should be considered for long, steep downgrades with significant truck traffic. Section 10.2.6.5 discusses truck escape ramps. Vehicle Arresting Barriers or "Dragnets" have been used in a limited number of permanent locations. They are highly effective at preventing major damage to impacting vehicles and at covering wide areas, which makes them useful for lane or roadway closures as well as some permanent locations. Dragnets are discussed as construction zone devices in Chapter 16.

10.2.6.1 Delineation

Regardless of the system selected, serious consideration should be given to providing delineation to warn motorists away from gore attenuators. This increases the overall safety, allows the attenuators to stay in service longer, and greatly reduces the maintenance costs. Department experience has been that the use of double-light warning beacons produces a distinct reduction in the number of vehicle impacts. Where warning beacons are installed, they should be placed behind the attenuator, on the obstacle, or on the post supporting the appropriate warning signs as indicated in the National Manual on Uniform Traffic Control Devices (MUTCD) and the New York State Supplement. In high-volume urban areas, a single-light warning beacon may be difficult to distinguish with a background of other city lights. Therefore, and particularly where existing attenuators have a significant accident history, consideration should also be given to providing overhead area lighting to increase the visibility of the system. Refer to the Department's "Policy on Highway Lighting" for detailed criteria and warrants.


6/28/2010 §10.2.6.2

Reflective sheeting placed on the front of attenuators tends to lose its reflectivity in a fairly short period of time due to damage from road debris and coverage by dirt, salt, etc. However, if attenuators are experiencing a high number of hits, even a mild reduction in the frequency could justify the cost of reflective sheeting and it should therefore be considered in those situations.

10.2.6.2 Sand Barrels Sand barrels (Inertial Barrier Modules) are arranged in arrays designed to gradually transfer the momentum of an impacting vehicle to the sand. Lighter barrels are placed near the front of the arrays to gradually slow small vehicles, which are usually considered to be in the 2000 lb category. Heavier barrels are placed farther back in the array to slow the larger passenger vehicles, which are in the 4000 lb category. The general requirements for the individual barrels are presented in Special Specifications - Items 654.010X M - Inertial Barrier Modules. The standard module weights are 200 lb, 400 lb, 700 lb, 1400 lb and 2100 lb. The specifications require unbagged sand with a 3% to 5% salt (NaCl) content to prevent freezing.

A. Placement Design Where practical, gore areas should be designed with adequate room to accommodate the recommended array for the design speed. To allow additional stopping space, the desirable distance from the last modules to the fixed object is 2 ft. The minimum is 1 ft. The spacing between adjacent barrels directly affects the occupant deceleration rate; 1 ft is the standard spacing for normal conditions. On existing facilities with space restriction problems, the spacing may be reduced as needed to fit the array into the available space. Because sand barrels do not provide acceptable redirection, the width of the array should extend beyond both sides of the fixed obstacle. The desirable extension is 3 ft on each side. The normal minimum is 2.5 ft. On existing facilities, 2 ft may be used for restricted conditions and 1.5 ft may be approved in special adverse circumstances. These lateral extension distances should be at least 50% greater than the longitudinal separation between the barrel and the shielded object to minimize the likelihood of striking the last barrel and then the end of the object. The recommended space for placement of the arrays should permit placement so that none of the barrels encroach on the mainline shoulders. Note that, on new and reconstructed projects, this will normally require that the object to be shielded be at least 3 ft beyond the shoulder. On existing facilities, the minimum space should be such that no barrel is within 1 ft of the traveled way. The minimum conditions should only be applied to existing facilities where the geometry can not be readily modified to provide the recommended space. Figures 10-13 through 10-15 present the recommended minimum arrays for narrow hazards and typical design speeds. Note that, while some adjustments to lateral placement may be approved upon request, the longitudinal clear spacing between barrels (1 ft, measured at top of barrel) should not be compromised without a good rationale. The longitudinal distribution of masses within the arrays is designed to achieve a controlled deceleration for the speeds indicated. Shorter arrays will cause higher and more dangerous deceleration rates. In some existing situations with exceptionally adverse geometry, it may be necessary to design arrays that do not


6/28/2010 §10.2.6.2

achieve the desired decelerations, but are the best arrangement that can be provided. In such situations, the proposed designs should be submitted to DQAB for review as described below. For situations not covered by the typical examples, the designer should refer to the manufacturer's (see Figure 10-15) literature for more detailed design guidance. The proposed design and supporting details should be submitted for approval to the Specifications and Standards Section of the Design Quality Assurance Bureau. The submission should include the following:

1. A plan of the entire area, preferably 1:2500 scale, with all roadways identified and

locations of attenuators indicated. 2. Complete description of the fixed object requiring protection. 3. A 1:100 to 1:250 scale drawing containing all necessary dimensions. In the case of

a gore area, the length of the gore should be measured along a line equidistant from the pavement edges, and the width of the gore measured perpendicular to that line at the narrowest point, widest point, and at a point equidistant between the two. Distances between shoulders and pavement edges shall be noted along with any other pertinent information.

4. The highway design speeds and anticipated posted speed limits on all roadways

involved. 5. Photographs of existing sites. (Digital images may be e-mailed.) 6. The impact attenuator design speed, which is defined as the greater of highway

design, posted, or operating speeds.

B. Installation The axis of symmetry of the arrays should be directed along the most likely direction of approach for an errant vehicle. For gore areas, this would be back towards the intersection of the edges of pavement. Note, in Figures 10-13 through 10-15, the orientation of the leading barrels in the array with respect to the predominant flow of traffic. For roadside hazards, the angle between the axis of the array and the edge of the traveled way should not exceed 10º. Obstacles in narrow medians should be shielded on both ends and the modules placed on the trailing ends (to shield opposite direction traffic) should be placed flush with the downstream edge of the obstacle to avoid wrong-way hits (by vehicles that have already passed the obstacle). The modules should be placed on a concrete or asphalt surface with a maximum slope of 5% in any direction. Each barrel’s location and weight of sand should be carefully spray painted onto the surface, at the position that will be covered by the barrel, to ensure that the array will be correctly reconstructed after an accident. Curbing is to be avoided and should be removed if its height is in excess of 4 in. There have been reports of vandals turning over lighter barrels and rolling them into traffic. In areas where vandalism has been experienced or may be anticipated, local law enforcement agencies should be made aware of the problem. If it persists, consideration should be given to providing the 200 lb and 400 lb modules with a system to fasten them to the pavement to resist overturning. The fastening system should not interfere with the performance of the


6/28/2010 §10.2.6.2

barrels and should not present a hazard to the errant vehicle. C. Advantages and Disadvantages

The main advantages of sand barrel systems are that:

• The systems are relatively inexpensive to install when compared with other impact attenuators.

• No backup wall or plate is required.

• By altering the weight in the barrels and the number of rows, a wide range of design speeds and vehicle weights may be accommodated.

• Wide obstacles can be shielded.

There are several potential disadvantages of the system.

• Barrels will generally require replacement after almost any hit.

• The impact may scatter debris across the roadway.

• The arrays must extend closer to the road than the obstacle does (normally 3 to 2.5 ft).

• The weight of an appropriate array may overload some bridge structures.

• There may not be enough room available for the preferred array.

• The system does not redirect vehicles.

• The heavier barrels in the rear of the array can produce severe decelerations when hit first.

• In some settings, the barrels might be considered visually obtrusive. Note, however, that discrete gray barrels have been used where aesthetic considerations outweighed the safety benefits of the high-visibility yellow. This might be a good option for a parkway where shielding is needed for a fixed object that is not in close proximity to traffic.

D. Sources

Additional information on design details may be obtained from an approved vendor, such as ● Energy Absorption Systems, Inc., 35 East Wacker Drive, Chicago, Illinois, 60601-

2076, (312) 467-6750 or by e-mail at http://www.quixtrans.com/contact.htm. ● TrafFix Devices, Inc., 160 Avenida La Pata, San Clemente, CA 92673, (949) 361-

5663 or by e-mail at [email protected]. ● Plastic Safety Systems, Inc., 2444 Baldwin Rd, Cleveland, OH 44104-2505, (800)

662-6338, or by e-mail at http://www.plasticsafety.com/contact.asp.

http://www.quixtrans.com/contact.htm

mailto:[email protected]

http://www.plasticsafety.com/contact.asp


6/28/2010 §10.2.6.2

Figure 10-13 Approved Sand Barrel Array for 90 km/h


6/28/2010 §10.2.6.2

Figures 10-14 & 10-15 Approved Sand Barrel Arrays for 100 and 110 km/h


6/28/2010 §10.2.6.3

10.2.6.3 Proprietary Attenuating Systems When impact attenuators are to be included on a project, certain information should be shown on the plans. This includes a plan view showing the unit, its concrete pad (or a note that the existing pavement or foundation at the site is to be used), the locations of any drainage structures, utility information, expansion joints, working cracks, and edges of pavement(s), curbing or islands. The plans should also identify any special transitions required between these units and the shielded object.

A. QuadGuard Both the Hexfoam Sandwich System and the GREAT attenuators were replaced with the NCHRP350-compliant QuadGuard system. Note that the minimum recommended thickness for the concrete base pad has been increased from 4 in to 6 in and that the reinforcement details are different. Unlike the sand barrel systems that rely on inertia, the proprietary QuadGuard System absorbs the kinetic energy of an impacting vehicle with a series of crushable blocks. To achieve the crushing, the blocks must be crushed between the vehicle and the anchorage for the system. The blocks consist of a matrix of hexagonal-shaped cardboard tubes filled with polyurethane foam and sealed in ultraviolet-resistant plastic as protection from the elements. To redirect traffic, the flanks of the system are protected with an overlapping array of fender panels. Under mild impacts, side hits may require very little or no repair work and nose hits may simply require (1) that the external walls be pulled back into position and (2) that the crushed hex-foam cartridges be replaced with new blocks. QuadGuards intended for permanent applications should be installed on reinforced (#5 rebar @ 24” c-c) concrete pads with a minimum thickness of 6 inches, on unreinforced concrete pads with a minimum thickness of 8 inches, or on existing concrete surfaces in good condition and equivalent thickness. Avoid crossing working cracks or joints as special hardware will be required to ensure proper operation during impacts. If they can not be avoided, contact the manufacturer or vendor for assistance with the design of the special hardware. The QuadGuard is available in five widths and up to twelve different lengths. With six or more bays, the QuadGuard is rated as an NCHRP 350 “Test Level 3" device. This means the units can be used on all facilities, if the right number of “bays” is specified. QuadGuards with widths of 24 in., 30 in., or 36 in. have the same “footprint” as the GREATs of those widths, and may be substituted for those GREATs. (However, note the base pad thickness requirement in the first paragraph of this section.) The two remaining width options, 69 in. and 96 in., may be substituted for Hexfoam Sandwich systems of those widths. The manufacturer's data were used to generate the selection guidance below. Prices are for units delivered to the site to cover objects 24” wide. As the coverage widths increase up to 90”, the prices increase by 20 or 30%. (Contact Transpo Industries as shown on Figure 10-15 for further information.)


6/28/2010 §10.2.6.3

Impact Speed Number of Bays Effect. Length Estimated (mph) Recommended (ft-in) Cost (2008) 43.5 3 11’-8” $11000 50 4 14’-8” $13500 56 5 17’-8” $16000 63 6 20’-8” $18500 70 9 29’-8” $27000 Pad width should be 4 ft for QuadGuard widths through 3 ft. Pads for wider units should extend a minimum of approximately 6 in outside of the unit components. Cross slopes steeper than 8% and changes in the rate of cross slope (twist) greater than 2% from the front to back of the slab are to be avoided. If the need for a twist is encountered, preference should be given to using a leveling pad. Certain information should be shown on the plans. This information includes a plan view showing the unit, its concrete pad (or note that the existing foundation is to be used), the location of any drainage structures, utility information, expansion joints, working cracks, edges of pavement, curbing or islands, and identification of any special transitions required between the QuadGuard and the protected object. If QuadGuards are to be attached to concrete barrier, the concrete barrier should be embedded and reinforced over the first 8 ft from the QuadGuard. Bar reinforcement, consisting of #4 epoxy coated bars at 8 in c-c each way, is required. Twelve typical stirrups (see Standard Sheets) spaced 8 in on centers, will provide the vertical reinforcement in both faces. Six straight bars, 8 ft long, should be spaced at 8 in to provide the horizontal reinforcement and replace the dowels shown on the Standard Sheets. The advantages of the QuadGuard System are that:

• Its redirection capability provides better protection than a sand barrel system for a small vehicle striking near the rear of the array.

• It may be conveniently repaired after mild side impacts.

• The system is light enough to be placed on bridges.

• The system does not have to be much wider than the hazard.

The disadvantages are that:

• The system is complex to assemble.

• For equivalent protection, the system costs about four times as much as a sand barrel array.

• For severe hits, the repair costs approach the installation cost.

• The system requires more length than sand barrels for equivalent levels of deceleration.

Use of the QuadGuard System may be warranted:

• on high-volume facilities at locations where frequent side impacts may be anticipated,

• at gore locations where the hazard to be shielded is less than 5 ft from either travel lane, and

• on structures where a sand barrel array would be considered too heavy.


6/28/2010 §10.2.6.3

B. REACT 350 The REACT 350 (Reusable Energy Absorbing Crash Terminal) consists of a graded series of reusable heavy plastic drums, arranged in single file, open on the top and bottom and connected with cables on the sides. The reusability property is based upon the self-restoring nature of the high molecular weight polyethylene “cans”. The system is to be mounted on a concrete slab with a minimum thickness of 8 in, a minimum width of 4 ft to accommodate the 3 ft wide drums, and a length that is at least 8 in longer than the unit being installed. On top of the slab, a railing system is used to contain and control the movement of the barrels. For full details of the system, see the currently approved Materials Details from the Materials Bureau. The REACT 350 should be specified using Item 15654.200X for permanent units on a new foundation, 15654.210X for permanent units on an existing foundation, and 15619.420X for temporary units in construction zones. In each item, the “X” ranges from 1 through 3, and indicates the nominal design speed the unit may be used for: 45, 55, or 65(+) mph. The table below indicates the number of bays, length, and estimated costs of the permanent units for each design speed option.

Dimensions and Estimated Costs for Permanent REACT 350 Attenuators

Design Speed (mph)

Number of Barrels

Overall Length of Unit

Estimated Cost of Unit (2008)

Estimated Cost of Slab

45 4 15 ft $14,500 $1000

55 6 21 ft $17,200 $1250

65 9 30 ft $20,800 $1750

The REACT 350 is a proprietary system vended by Transpo Industries, Inc. (914) 636-1000. The primary advantage of the system is its reusability, although the number of reuses will be dependent on the severity of the impacts. Its primary disadvantage is its relatively high cost.

C. TRACC (Trinity Attenuating Crash Cushion) The TRACC refers to a pair of redirective impact attenuators manufactured by Trinity Industries, Inc. One is a nine-bay device rated to NCHRP 350 “Test Level 3", meaning it can be used on all facilities. The other device is a six-bay unit rated as “Test Level 2", meaning that it may be used on facilities with design speeds of less than 50 mph. The nine-bay unit is 21 ft long. The six-bay unit is 14 ft long. Either device is 2’-8” wide and may be used to shield objects 24 inches or narrower. It may also be used as an end terminal for NJ-shaped concrete barriers by using manufacturer-supplied W-beam pieces attached to wood or plastic blockouts which are attached directly to the last concrete shape. The TRACC may be used on the end of a run of single slope concrete barrier if the barrier is first transitioned to a NJ shape using our standard transition. Only with the appropriate manufacturer-supplied transition pieces may it be used in two-way traffic situations. These transition pieces can only be attached to a NJ shape. To accommodate the backwards movement of the side panels during a nose impact, it is very


6/28/2010 §10.2.6.3

important to leave a clear space with a minimum length of 5 ft behind the ends of fender panels on either side of the shielded object. TRACCs need to be mounted on and anchored to a rigid foundation. Typically, the anchorage should consist of 7.5 in studs in a reinforced concrete foundation with a minimum thickness of 6 in. Anchorage to asphalt concrete is not permitted in permanent applications because of concerns that the Department would not be able to repair a damaged asphalt foundation quickly enough following impact. Since, however, a Contractor will be at the site during construction, and an EIC will be watching over the work, asphalt anchorage can be a reasonable alternative in the work zone traffic control setting for moderate to moderately severe service conditions. While the above mentioned concrete foundation is preferred, the additional options for temporary (work zone) installations include:

• asphalt concrete with a minimum thickness of 6 in over compacted subbase with a minimum thickness of 6 in using 18 in anchor studs, or

• asphalt concrete with a minimum thickness of 8 in using 18 in anchor studs.

The TRACC is reusable to a limited extent. If the stroke (movement of the front face of the sled assembly due to an impact) is not more than 4’-5”, then field repairs can generally be made; otherwise, the system must be replaced. Similarly, if the cross bars are not bent more than ¾ in (vertically) by a side impact, then field repairs can generally be made; otherwise, the entire system must be replaced. Upon severe redirecting side impacts, the anchor studs may come loose from a concrete foundation. With a temporary asphalt foundation, the anchor studs may come loose upon a moderate to severe impact. In either case, the foundation must be repaired and the studs reset before replacing the TRACC unit. These units may be installed on existing concrete foundations free of cracking or deterioration that could impair anchorage or the integrity of the foundation. Working cracks or working joints should not be bridged by these units. Cross slopes over 6% for TRACC foundations are to be avoided. If encountered, they should be corrected by means of leveling or grading. In addition, curbs and islands higher than 4 in should be removed from the area extending from the back of the unit to a point 50 ft upstream from the nose of the unit. Mountable or traversable curbs or islands with a height of 4 in or less may be retained if they are needed to collect and control pavement runoff. However, new curbs, of any height, are not to be installed within the above described limits. The TRACC crash cushion for permanent locations has a core item number of 654.3X M. The optional temporary attenuator item is 619.18XX M. In temporary (construction) situations, some provision must be made for repairs due to traffic damage. The designer should always include Item 15619.28, TRACC Bays Damaged and Repaired, in construction contracts. Solely to provide a basis for bid comparison, the Estimate should assume that 50% of the bays that need to be installed will require replacement over the life of the project. (If two nine-bay units are needed for shielding on the project, the estimate should reflect that nine bays will be damaged and need repair or replacement.) The cost of the nine-bay unit may be estimated to be $10,000; the cost of the six-bay $6,500. The respective foundation costs may be estimated at $1200 and $750. The cost of any metal transition would be another $175. These estimates do not include a contractor mark-up.


6/28/2010 §10.2.6.3

D. TAU II Barrier Systems Inc. manufactures the proprietary Tau II system, specified as 712-21 Impact Attenuator, Thrie Beam Type with Expendable Modules. Details of the Tau II, including drawings of the crash tested systems and recommended design configurations, are

available at http://safety.fhwa.dot.gov/fourthlevel/hardware/term_cush.htm (FHWA letter, codes CC-75, CC-75A and CC-75B). The following are some design considerations:

• These impact attenuators may be used in a parallel configuration to protect objects up to 27 inches wide. Flared transitions may be used to treat wider objects up to 8ft and a 70 mph configuration is available to treat objects up to 8.5 ft wide.

• These attenuators are available in several configurations up to 12 bays. They are considered to meet all pertinent NCHRP 350 evaluation criteria and are federally approved for use on the NHS. The 10-bay unit was successfully tested to a modified NCHRP 350 test 3-31 (head-on impact) at 70 mph. The overall length of the 4-bay, Test Level 2 unit is 15’ -5”. The length increases by approximately 3 ft for each additional bay (refer to table below). Additional lengths may be needed for transitions or for the concrete backup structure.

• Units may be installed as "stand-alone" or may transition to safety-shape concrete barriers, thrie beam, or the standard corrugated beam (using an intermediate thrie beam transition).

• The following table provides the manufacturer’s recommended parallel unit configurations for several design speeds, its corresponding length, and Contractor cost. These costs are based on data provided by the downstate distributor for units connected to a concrete barrier and a coverage width of 30”. Steel backup estimates for parallel units are $2,500 for the 10-bay unit and $1,500 for the shorter units. Designers need to recognize that this is the distributor’s pricing for the units and will need to include additional costs in their estimates to include installation and markup.

Design Speed, mph

441 50 56 622 683 723

Bays 4 5 7 8 10 12

Length, ft 11.75 14.6 20.25 23.1 28.75 34.5

Contractor Cost $9,590 $10,980 $12,980 $17,050 $19,475 $22,800 1. Corresponds to NCHRP350 Test Level 2. 2. Corresponds to NCHRP350 Test Level 3. 3. For design speeds over 62 mph, the indicated systems are available, but the 62 mph systems may be used.

• Any curbing from the backup structure to a point 50 ft in front of the unit must either be reduced in height to 4” or less or removed, preferably the latter.

• On the nonapproach traffic side of bidirectional highways, the backup structure must not protrude beyond the article being protected by the impact attenuator. The specifications require transitions on the nonapproach side to avoid snagging of the backup structure.

• The plans should clearly identify the required transition to guide rail, concrete barrier, or concrete backup. The transition and/or concrete backup are included in the item for payment. Note: The lengths above do not include the necessary transition or concrete backup structure lengths.

• Cross slopes of up to 1 on 12 may be tolerated. Differential cross slope (twist) from front to back may not exceed two percent.

http://safety.fhwa.dot.gov/fourthlevel/hardware/term_cush.htm


6/28/2010 §10.2.6.4

• Additional design guidance may be obtained from the manufacturer,

Barrier Systems, Inc Internet: www.barriersystemsinc.com. 180 River Road Rio Vista, California, 94571 Contact: Ron Keener (888) 800-3691

or local vendor,

Impact Absorption, Inc. Internet: www.impactabsorption.com 46-04 245th Street

Douglaston, NY 11362 Contact: Michael Kempen (718-229-0046)

E. SCI Smart Cushion Innovations Products, Inc. produces the SCI70GM for 45 mph impacts (70 km/h) and the SCI100GM for 62 mph impacts (100 km/h). The system is designed to be highly rugged and reusable. To achieve this, it has extra strong side panels and internals that give it an added weight, and cost, that exceed that for other systems that are not as durable. For the standard NCHRP350 crash tests, the repair parts were only two ¼” shear bolts and the labor was only two workers for less than an hour. The Smart Cushion reported an average of $39 in repair parts per incident in a documented two-year in-service evaluation posted on the FHWA website. Forty percent of those impacts were tractor/trailer (high mass) impact. The primary energy absorbing mechanism of the SCI system is a heavy cable and hydraulic piston system where the piston tube has a series of ports that the hydraulic fluid is forced through into the outer casing which retains this excess fluid. This fluid is automatically pulled back into the piston tube during a reset. As the piston is compressed, the number of ports remaining ahead of the piston head decreases, requiring greater pressure to eject the fluid at the same volumetric rate. The resistance of the system is thus a function of the rate at which it is being compressed and the amount it has been compressed. Transition pieces are available to connect to either Jersey-shaped concrete barrier of single-slope concrete barrier. Because of its unique reverse-tapered design, the attenuator itself is limited to shielding a width up to 2’ and a height of 34”. Transitions are available for wider hazards, but extra length will be needed to accommodate the flare from the back of the attenuator to the shielded object.

Test Level System Length Weight (lb) Contractor Cost

TL2 SCI70GM 13’-6” 2470 $15,700

TL3 SCI100GM 21’-6” 3450 $20,200

Further information is at www.workareaprotection.com/SCI100GM/Attenuator.pdf. The SCI Products, Inc. contact is Jeff Smith ([email protected]), 1-(800)-327-4417.

10.2.6.4 Nonproprietary Impact Attenuators - (Vacant)

http://www.barriersystemsinc.com/

http://www.impactabsorption.com/

http://www.workareaprotection.com/SCI100GM/Attenuator.pdf

mailto:[email protected]


6/28/2010 §10.2.6.6

10.2.6.5 Truck Escape Ramps On long, steep declines, heavily loaded trucks may experience brake failure. Gravel escape ramps are one system used to safely stop runaway trucks. The typical ramp leaves the roadway as a flared paved apron. Beyond the apron, the ramp surface is a thick layer of loose, well-rounded gravel. The loose gravel will not support a truck. Instead, the tires plow through the gravel, transferring the truck's momentum to the stones. The preferred ramp profile is a sag vertical curve that starts on the roadway grade and ends on an upward incline. The minimum width should be 25 ft. Drainage must be addressed to make sure the gravel does not become encased in ice or clogged with washed-in silt and sand. The ramp location must be made obvious with advance signs and ramp lighting.

The advantage of the gravel escape ramps is that trucks can be stopped with very little damage.

The disadvantages are that:

• The ramps require a significant amount of right of way.

• To ensure that the gravel remains loose, regular inspection is needed and regular maintenance may be required.

Gravel escape ramps may be warranted for roads with long steep declines and significant truck traffic. Even if present truck volumes are low, the future addition of a ramp should be considered when locating the road and acquiring right of way. For further guidance on gravel escape ramps, refer to Chapter 3 of AASHTO's 2004 A Policy on Geometric Design of Highways and Streets and to the Transportation Research Board's May, 1992 NCHRP Synthesis 178 Truck Escape Ramps.

The Department has also designed truck escape ramps that rely on Vehicle Arresting Barriers (Dragnets), although these devices are more commonly used in construction zones. Refer to Chapter 16 of this manual for a system description. 10.2.6.6 Innovative Attenuation Systems Numerous new impact attenuation systems have been and will probably continue to be developed. In the 1990’s, the Department permitted use of five of these systems in New York State on a trial basis. In alphabetical order, these systems are known as the ADIEM, the CIAS, the ET-2000, the REACT 350, and the SRT. The ET-2000+ and the REACT 350 have subsequently been approved for general use. The CIAS was dropped by its supplier and was also not being used. The ADIEM had problems and was replaced with the ADIEM (II) which has a more durable “skin”. The SRT was dropped as the Department no longer approves proprietary systems that must be flared significantly away from the shoulder. Other new, properly tested systems may be used on a case-by-case basis subject to approval by the Design Quality Assurance Bureau. This bureau should be involved early in the plans to use any of these systems. Approval to use proprietary systems must be obtained in accordance with Section 21.3.4 of this manual. It should be noted that some of these systems will be significantly more expensive than the Department’s traditional end sections. Where guide rails will be terminated close to the limit of the clear area, there will be little safety advantage to providing expensive end treatments. The general guidance is that high-quality rail terminals are


6/28/2010 §10.2.6.6

appropriate for high-quality clear zones, while low-quality clear zones (narrow width and/or questionable traversability) only warrant conventional, less expensive terminals.

A. Advanced Dynamic Impact Extension Module (ADIEM) Unless specifically noted, references to the ADIEM should be taken to mean the newer ADIEM (II). The ADIEM consists of a gently ramped concrete carrier beam on which are mounted ten crushable Perlite concrete modules. The carrier base is composed of reinforced Class A cement concrete. This base is designed to permit it to be strapped to the end of a standard or temporary concrete median barrier. The Perlite concrete modules are cast in three layers of varying strength. The lowest 3” has a compressive strength of about 120 psi, roughly 4% of normal strength concrete. The next 14” has a compressive strength of only 40 psi. The top 7” has a compressive strength of 120 psi. These modules are porous, but coated to prevent water infiltration. The ADIEM was originally crash tested in accordance with the requirements of NCHRP 230. Five developmental and four compliance tests were conducted. The results of these tests may be found on page 92 of Transportation Research Record 1367. The system subsequently passed NCHRP 350. In service, the ADIEM’s safety performance has been good, with only one issue emerging. Along the top, outside edges of the concrete ramp, the design includes a steel tube “bumper” that projects out a bit over two inches from the face of the ramp. There have been two instances of semi-tractor trailers crashing after the lugs on their front tires caught under or in the “bumper” rail as the truck was exiting the system. The Department has used ADIEMs in both permanent and construction (temporary) applications, at a cost of from $8,000 to $15,000 per installation. While experience has been relatively good in temporary situations, there has been a noted deterioration of units placed as permanent installations. The worst problem appears to be caused by snowplow hits that slice through the outer protective covering and permit water to enter and damage the Perlite concrete. Other less severe breaches resulted from unknown causes. The manufacturer subsequently (1999) introduced a more durable outer covering on the modules. Based on current experience, it appears that the individual crushable units should be replaced after three years of service. Note that replacements will also be needed after impacts. The decision to use the ADIEM in a permanent application may still prove to be cost-effective over the long term. However, a firm commitment must be made to repair the covering as needed (repair materials are now provided with the units) and to provide replacement module as needed. The principal advantage of the ADIEM is its narrow width and ease of module replacement after an impact. The ADIEM is manufactured by Syro Steel, which is now a part of Trinity Highway Products. Detail drawings and specifications are available from their Girard, Ohio office by calling 800-321-2755. B. Connecticut Impact Attenuation System (CIAS) The CIAS and NCIAS have been dropped from our list of attenuator options due to lack of use and the manufacturer’s decision to cease marketing them.


6/28/2010 §10.2.7

C. EXTRUDER TERMINAL (ET-2000) The ET-2000 is now a standard system and is described in Section 10.2.5.2 C. D. REACT 350 The REACT 350 is now a standard system and is described in Section 10.2.6.3. E. SRT The Slotted Rail Terminal was dropped as the Department will not use proprietary terminals that must be significantly flared away from the shoulder.

10.2.7 Developed Area and Large Volume Exceptions

Developed environments present more complicated safety design challenges than rural environments. Very often, the roadways that go through these areas are the centers of communities. Increasingly, citizens of these communities have requested that these highways be redesigned using roadside solutions that are not just safe and effective, but that balance the safety and mobility needs of pedestrians, bicyclists, public transit users, and motorists and accommodate community values. Due to these considerations, the Regional Landscape Architect should be consulted for input on many of the design decisions. The most significant problems in developed areas are the limited right of way and the many differing uses and functions of the urban roadside. The cost of the developed real estate adjoining urban highways frequently makes expansion of the right of way economically prohibitive. The successive expansions of the highway system to meet increasing demand have resulted in many highways where the available right of way can not accommodate the roadway and a clear zone. Because of the restrictions on reasonably available right of way, exceptions to the desired clear zone widths identified in Section 10.2.1 have been established for urban areas. While the clear zone widths selected in developed areas may have to be reduced for both practical and liability reasons, the designer should still strive to provide as much clear area as possible in those situations where vehicles may be expected to need that clear area. The effective clear area can be maximized by clustering the fixed objects (longitudinal placement) and by placing fixed objects as far from traffic as is practical.

Where vertical-faced curbs are provided, the width of the clear zone should provide a minimum of 18 inches from the face of curb to any utility pole, hydrant, or other obstacle. The primary purpose of this offset is to permit passenger doors to be opened when cars stop next to the curb. As such, the 18 inches is primarily for convenience, rather than safety. The preferred minimum offset is 3 ft. At curbed corners where long trucks are more likely to encroach, the minimum clear zone distance from the curb face to obstructions should be 3 ft. For uncurbed streets, the minimum offset from edge of traveled way to obstructions should be 4 ft. (Note that Chapter 2 of this manual requires an 18 inch horizontal clearance, as a safety-related shy distance, from the edge of traveled way to obstructions, including breakaway signs.)


2/13/2010 §10.2.7.1

While, in rural areas, attention may be focused primarily on protecting the motorist from the roadside, in populated areas, consideration must sometimes be given to protecting pedestrians and bicyclists from errant vehicles. (Refer to Chapter 17 for guidance on bicycle accommodation and Chapter 18 for pedestrian safety accommodation.) Vertical-faced curbs should generally be provided wherever pedestrians regularly travel along the roadside, provided it is not a high-speed highway. The designer should note that vertical-faced curb has little redirective capacity and is primarily provided to discourage the mingling of vehicular and pedestrian traffic. Barriers should be considered where areas of assembly, particularly playgrounds, schools, and parks, are across "T" intersections, outside of sharp curves, and at locations with a history of run-off-road accidents. Special consideration should be given to urban school zones. Guide rail should be considered both to protect children from errant vehicles and to direct pedestrians to designated crossing zones. Barriers should also be considered to shield features that, if impacted by an errant vehicle, could produce a catastrophe for the community, such as flammable or noxious gas storage facilities. Conversely, to guard against gas tanker or heavy-truck accidents, extra strength barriers should be considered on the approaches to overpasses that have heavy population concentrations below. Consideration may also be given to installing a barrier to shield structures which have been struck at sites having a history of run-off-road accidents.

On principal arterials, consideration should be given to providing pedestrian overpasses. These overpasses should be enclosed to inhibit or prevent objects from being thrown into traffic. Refer to Chapter 18 of this manual and Chapter IV of AASHTO's A Policy on Geometric Design of Highways and Streets, 2004, for a discussion of pedestrian overpasses and screening.

The roadways to be considered in this section will be broken into five categories for the convenience of discussion. Those categories are: Urban Freeways, Urban Arterials, Local Urban Streets, Suburban Roads, and Camp Areas.

10.2.7.1 Urban Freeways

Urban freeways differ from rural freeways primarily in the volume of traffic handled. In some instances, the urban freeways may also be faced with much tighter right of way constraints. Because the reduced right of way limits the amount of space available for clear zone development, the designer must often resort to an increased use of roadside barriers. Where space permits, preference should still be given to providing the clear zone widths determined in accordance with Section 10.2.1.

Because of the large volume of traffic using the urban freeways, durability of the barrier system is a concern. Preference should be given to systems that will tend to remain in service after being struck. On large volume roads, repair crews are at risk and inadvertently create a hazardous condition for motorists. Because its impact durability is so poor, cable guide rail should generally not be installed on urban freeways with AADTs in excess of 5000 vehicles per lane per day. However, cable guide rail may be used for roads with higher traffic volumes if the correspondingly increased effort can be made to provide timely repair and maintenance and it is believed that repairs can be made safely. Box beam guide rails are more durable, but may also require frequent remounting. The offset from the traveled way and the anticipated frequency of impacts are factors that should be


6/28/2010 §10.2.7.3

considered in the selection process. Where frequent impacts are anticipated, the recommended barriers for large volume urban freeways are the heavy-post blocked-out W-beam and concrete barriers. Furthermore, where truck and large vehicle traffic is permitted, consideration should be given to using extra height concrete barriers in narrow medians. (Refer to Section 10.2.4.9 C.)

10.2.7.2 Urban Arterials Urban arterials, as indicated in Chapter 2 of this manual, often carry large traffic volumes within and through urban areas. Traffic speeds are generally lower than on freeways and access is only partially limited. Urban arterials tend to have too many signalized intersections and cross-median access points to warrant regular use of barriers. Guide rail should be provided for major drop-off hazards such as approach ramps to overpasses or bridges. Where the operating speeds are 50 mph or greater, median barriers will frequently be warranted to prevent crossover accidents. (See Section 10.2.4.) At lower speeds, curbing may be provided instead of barriers. Because curbing may contribute to loss of control, it should generally be avoided where wide, obstacle-free medians or shoulders are possible. Wherever sidewalks are provided for pedestrian access, however, curbing should be provided.

While landscaped arterials are popular, walled planters and other structures that present hazards should not be permitted within clear zone distances. Flush planting areas should be used instead of raised beds. Most trees will grow beyond a diameter of 4 inches and will become fixed objects. Therefore, they should usually be planted beyond the clear zone. Particularly near intersections and on horizontal curves, the landscaping should not interfere with the recommended sight distance.

On arterials, ditches should be eliminated in favor of a closed drainage system. (Note that, in some situations, there may be a conflict between potential safety benefits of a closed drainage system and the environmental benefits of water infiltration from open systems. The conflict is less relevant where soils have low permeability or ditch grades are steep. The Regional Environmental Contact and the Regional Landscape Architect should be consulted for water quality implications, including SPDES permit compliance.) Utility facilities should also be placed underground or above-ground facilities moved beyond the clear zone. The designer should consult the Regional Utilities Engineer (RUE), and Title 17 of NYCRR, Part 131 of the Highway Law, Accommodation of Utilities within State Highway Right of Way to determine the influence of current utility policy on this aspect of roadside safety.

10.2.7.3 Local Urban Streets

Local urban streets, especially in downtown areas, usually have frequent signalized intersections, typically at the end of each block. Frequently, buildings are close to the road. The roadside usually is curbed and has sidewalks from the curb to the buildings. Many downtown streets permit curbside parking. Where parking is permitted, errant vehicles will usually not reach the roadside. The speed limit is typically in the range of 30 mph. Because of the generally low operating speeds, few roadside design concerns apply to downtown streets. Large shade trees are popular and seldom present serious fixed hazard problems. On some streets, however, large tree trunks may impair sight distances. Due to the potential hazard of falling limbs, dead, diseased, and dangerous trees are to be considered for complete or partial removal.


6/28/2010 §10.2.7.4

The main needs for barrier design are for drop-offs and for median features, such as bridge piers, traffic control masts, and pedestrian islands. In addition to the impact attenuators discussed previously in Section 10.2.6, Hydrocell Clusters may be considered as a special application. The Hydrocell Cluster is appropriate for locations where there is inadequate space ahead of the hazard to permit placement of a larger attenuator system. Use of Hydrocell Clusters should be reviewed by DQAB. 10.2.7.4 Suburban Roads

Some of the most significant roadside safety challenges are presented by suburban roadsides. This category of exceptions recognizes an important type of roadside condition not well covered by AASHTO's Functional Classification of Highways. The suburban environment represents a transition between urban and rural conditions. Often there is no clear demarcation between rural and suburban or between urban and suburban conditions. Safety treatments should consider, and be based on, the operating characteristics in the area, rather than routinely using urban guidelines. The designer should maintain standard lane and shoulder widths and full clear zone widths (including traversability of ditches) as far into the suburban area as is reasonable. The suburban roadside environment is typically well established and less flexible than a rural environment, limiting the practically available space for clear zones and forcing the designer to regularly make safety concessions to the many preexisting constraints. These roads are bordered by numerous residences, other abutting property access points and intersections. In a typical situation, the residences are separated from the road by a ditch which is crossed by driveways. The ditch drainage is carried under the driveways by a pipe which may have a headwall constructed around it. Vehicles which leave the roadway are likely to be directed along the ditch to an abrupt stop at the pipe.

Many of the residences are landscaped with large trees close to the road. The landscaping may include large raised planters, decorative rock walls and rail fences. Mail boxes may have been encased in masonry to resist vandalism. Businesses are likely to have signs close to the road, sometimes in large planters. Utility poles are commonly present close to the roadway. On many of the suburban roads, the operating speeds exceed 40 mph. In addition to relatively high traffic volumes, pedestrians, bicyclists, and often delivery and mass transit vehicles, may have unrestricted access. As noted in Section 10.2.7 above, protection for pedestrians from possible errant vehicles may be prudent. As stated in Section 10.2.2.4, curbing has limited redirective capacity. Consequently, rather than providing only an 18 in clear area behind the curb, a broader clear area, more reflective of the off-peak operating speed, should be strived for. In higher speed suburban areas, serious consideration should be given to providing a shoulder, rather than just a curb offset. In general, curbs should only be introduced where warranted, such as for drainage or access control, delineation, or where there are sidewalks. Refer to Chapter 3, Section 3.2.9 of this manual.

A. Longitudinal Drainage Features and Transverse Embankments Research has shown that vehicle control is much easier to maintain if the slopes on transverse embankments do not exceed 1:6. Several commercially available drain pipe end sections have been developed to match this slope. Various bar or pipe grate systems are available to allow vehicles to ride up over the end sections. On reconstruction projects where errant vehicles have a high probability of being directed into a limited number of end


6/28/2010 §10.2.7.4

sections, consideration should be given to installation of grated 1:6 end sections. Where possible, the ditch cross-section should be smoothed to permit vehicles to recover sufficiently to avoid end sections. If space is available, the drain pipe may be set back from the ditch line beyond the path of vehicles trapped in the ditch and the portion of the embankment crossing the ditch line may be graded to 1:6 slopes. Rather than providing two separate pipes for driveways in close proximity, a single pipe could be used to eliminate two end sections. The safest treatment, however, is to eliminate all of the end sections and transverse embankments by installing a closed storm drainage system. The high cost of this measure may warrant a benefit-cost analysis. Note also the potential SPDES conflict discussed in Section 10.2.7.2.

B. Landscaping Features Some roadside “landscaping” done by property owners may unintentionally produce potential hazards that may be difficult to deal with due to people’s personal association with them. Shade trees, walls, and decorative stones or boulders in front or side lawns may carry personal attachments that involved considerable forethought, time, money, and personal effort on the part of the property owner. Mail boxes, particularly those with special landscaping or atypical support and decoration, may become potential hazards. Mail box placement is subject to both Department and U.S. Postal Service regulations. (The latter may be obtained at most local Post Offices.) Refer to Section 10.5.1 for a discussion of mail boxes. Potentially hazardous features on private property can only be moved or removed with the consent of the property owner or the purchase of the necessary piece of property with the feature on it. The latter action requires a significant effort, time, money, and, usually, an actual accident history. (Dead, dying, or otherwise impaired trees that have a potential for falling on the road can, of course, be removed without consent or purchase of property. Refer to Section 45 of the Highway Law.) Potentially hazardous private features within the Department's right of way are usually less difficult to move or remove. Notice must be given to the property owner that an encroachment exists and must be removed from the Department's property. A business sign or small hedge may be fairly easy to relocate; a large tree or a part of a structure is not. The more difficult it is to remove or relocate a feature, the more resistant a property owner may be. Refer to Section 10.5.6 for a discussion of public relations issues regarding hazardous feature removal on Department right of way.

C. Utility Poles Because of the long lead times required for utility relocations, the need for relocations should be addressed during the scoping process. The Department's official policy on utilities and their impact on roadside design is found in


6/28/2010 §10.2.7.4

Title 17 of NYCRR, Part 131, Accommodation of Utilities within State Highway Right of Way. The following information is subordinate to Part 131 and Chapter 13 of this manual. The Department's policy is that utility poles are not allowed to be located within the guide rail deflection distance or within a Department-designated clear zone. Relocation of utility poles from those locations will contribute to significantly improved roadside safety. Utility pole accident histories, including, but not limited to, the periodically issued "Bad Actor" list (poles that have been involved in several crashes), should be reviewed and used in connection with the determination of the clear zone. Relocating utility poles should not be required if numerous other similar hazards, such as trees, are to be left at similar or smaller offsets from the roadway. Utility poles located within the clear zone should be treated the same as other potential roadside hazards and evaluated according to the hierarchy of treatment options discussed in Section 10.2.1.2. and Chapter 13 of this manual. If relocations are planned, the designer should consult with the Regional Utility Engineer (RUE) to determine the current rules for the accommodation of utilities within State highway right of way and should start liaison with the Utility. The RUE, or the designer with the RUE's oversight, should negotiate the details of a form HC 140-Utility Work Agreement along with any other required agreements. All Agreements should be submitted as early as possible to facilitate proper coordination with DOT's final design. Refer to Chapter 13 of this manual for additional details of the utility relocation procedures. With regard to clear zone documentation, if, in their final location, utility poles are the closest hazards to the traveled way, they will generally set the clear zone width. In some situations, however, an isolated pole may be documented as an exception to an otherwise wider clear zone. Note that as much additional clear area as is practical should be provided behind a line of utility poles, provided there is no conflict with the Department’s landscaping objectives. (While the defined clear zone may end at the poles, an errant vehicle may miss the poles and should be provided with as much additional deceleration distance as is practical.)


6/28/2010 §10.2.7.5

10.2.7.5 Camp (Seasonal Residence) Areas Camp areas, such as those alongside many lakes, are a small part of the overall roadside environment, but they have generated a sufficient number of queries to warrant special coverage. While this section will refer to camp areas, the guidance should also be considered as applying to other areas with similar conditions. Camp-type areas present significant challenges for barrier design. Access breaks are required at short intervals for driveway openings and walkways. Right of way is usually very tight. Fixed objects are numerous and close to the traveled way. The adjoining terrain is often steep. Water hazards are often accessible. Alignments are often quite curved to follow terrain. Seasonal traffic volumes may be relatively high and operating speeds are often within the high-speed category. Typically, cable is not used because of its large deflection distance and the length needed to develop its lateral strength. Both cable and W-beam would be expensive due to the many anchor blocks that would be required for the frequent openings. W-beam also takes a significant length to be effective and is considered a poor aesthetic choice for camp areas. By default, box beam is generally the preferred barrier choice. When it is decided to provide shielding by installing box beam guide rail, none of the terminal options are without performance limitations. The following information addresses the issues with each of the terminals in turn and then offers suggestions as to when it might be appropriate to select a given system.

Type 0 Terminals: The Type 0 (“Buried” in Back Slope Terminal) requires the presence of a back slope in relatively close proximity to the road. When there is such a relatively steep back slope in close proximity to the line of the rail, the Type 0 should be the preferred end treatment. In camp situations, the Type 0 terminals would be appropriate on the high side of the road at locations where box beam was needed to shield features such as incised watercourses cutting down the hillside.

Type I Terminals: With its abrupt 1 on 2 turned down end, the Type I end piece should not be installed on lead ends parallel to high-speed traffic. An essentially end-on impact would have four possible outcomes, which might occur in combination. One outcome would be unfavorable. The other three would, most likely, be quite unfavorable. Although unlikely, the vehicle might ride up on to the rail and then roll sideways off of it. The vehicle could be launched into the air, resulting in a subsequent impact with a fixed object or a rollover. The vehicle could fail the weld at the turndown, causing the box beam to spear into the passenger compartment. The vehicle might stop abruptly on impacting the terminal. Because of the above, Type I end pieces should only be installed where the end can be flared away from the road. For special circumstances, exceptions may be necessary in low-speed areas or in medium-speed areas where the run is very short.

Type I terminal assemblies are designed to be installed so that all normal impacts will be side impacts. Vehicles that hit the end at a high angle will cause the terminal and adjoining rail to yield laterally as a cantilever, thereby minimizing the severity of the impact. If the errant vehicle bends the rail aside and passes beyond, any subsequent impact will be less severe due to the energy that was absorbed in bending the rail. Provided the ends are flared away, short runs of guide rail (less than the normally recommended minimum of 125 ft) may be used if it is judged appropriate. In this instance, redirection is not assumed, only some amount of attenuation. In rare instances, where a Type I end can not be flared away from the road and the associated run is quite short, supported at no more than 7 post locations, it may be acceptable to install the


6/28/2010 §10.2.7.5

terminals without flare. In this case, it is assumed that the run and its terminals will separate from the posts, allowing them to act like an attenuator, rather than a fixed, ramping, or spearing object.

Type II Terminals: As stated in Section 10.2.5.4 C, the Type II terminal has been disapproved. While the terminal itself is not judged to be a hazard for low speed contacts, the camp environment typically has steep topography and hazards close to the road, making it preferable to use a terminal that absorbs impact energy rather than passing the vehicle over the terminal.

Type IIA Terminals: In 2007, development began on a terminal that could essentially replace the Type II and function acceptably in high-speed locations. FHWA provided conditional approval for the new terminal on May 18, 2010. The Type IIA is basically a Type I end piece connected to the run by a tightly curved length of box beam (18 foot length, shop curved to a 35 foot radius). The ramped end piece could destabilize an impacting vehicle, so the Type IIA should generally only be used where the end will be close to the limit of any clear area.

Type III Terminals: The Type III terminal is actually an optional item that allows the contractor to select one of two proprietary terminals. Both are designed to be energy-absorbing. Both have a face plate on the leading end of a normal-height guide rail. The WyBET includes a section of a larger-than-normal box beam that telescopes around the regular box beam. When the end is struck longitudinally, the telescoping action causes the crushing of a pair of sacrificial fiberglass pipes inside the box beams. The crushing action produces the energy absorption. One of the limitations of the WyBET is that it must have a completely straight alignment for the first 50 ft to permit the telescoping to take place. The BEAT absorbs energy by slicing open the box when a mandrel behind the impact face is driven inside the box. If Type III terminals were applied on each end of a run, their length alone, absent any other rail, would require minimum runs of 100 feet. Also, the extensive grading required (often around 60 cy) does not lend itself to this terrain or type of development. The Type III terminals are a relatively expensive option with typical installed costs of $4000. The large face plate and breakaway hardware make it the most visually obtrusive of the three box beam terminals. The large face plate should be flared away from the roadway by at least 2 ft to avoid the significant problems that would result if it were struck by a snow plow. The standards for installation of Type III terminals are intended to maximize safety for roadside conditions that are normally associated with interstate highways. They presume that the prevailing clear zone is broad and readily traversable. FHWA therefore recommended that any installation have a clear area behind the rail that runs for 75 ft along the rail and 20 ft back from the rail. These requirements are unrealistic in most camp areas and, if held to, would provide a spot treatment significantly safer than what would normally be found in adjoining unshielded areas. While designers should always strive to provide clear areas adjacent to highways, failure to provide that recommended clear area behind a Type III will not cause the Type III to malfunction. Any inability to provide the recommended clear area behind a Type III terminal should not be seen as preventing its use in camp-type situations. The objective should be to provide a terminal that is not a hazard in itself. While vehicles that strike the end of a Type III terminal (includes the rail back to the third post) are likely to pass into the area behind the rail, this is essentially what would happen with a Type I or Type IIA and little better than what would happen with a Type II installation.


6/28/2010 §10.2.7.5

A. When to Use Box Beam in Camp Areas Before deciding what type of end sections to use, the question of whether or not to even use guide rail should be resolved. It should not be an automatic assumption that guide rail should be provided wherever possible, just because there are fixed objects near the road. The following questions should be considered.

1. Is there a history of ROR accidents that is significant enough to warrant the

installation of barrier? Unless the number and severity indicate a need, the expense may not be justifiable.

2. Are there specific problem locations where there is either a history or the likelihood of ROR accidents? Suspect areas include the outside of blind or unexpected curves, areas with hidden driveways, curves at the bottom of ice-prone down grades, etc.

3. Are there areas where the consequences of leaving the road are unusually severe? There are many locations where a vehicle that skids off the road would impact a tree. Drivers who survive the initial impact without major trauma would likely survive the accident. On the other hand, if a vehicle rolls over on a steep slope and submerges in water, even a mildly injured rider would likely drown. It would, therefore, be appropriate to provide shielding where errant vehicles would be likely to reach bodies of water.

4. Are there areas where people adjoining the highway will need protection from the errant vehicles? While many camps will have trees between them and the road, some may not. Certainly, if the adjoining property owners wish to have shielding, that should be taken into consideration.

5. Will the installation of guide rail make the roadside significantly safer? If the driveways are relatively closely spaced, the percentage of the roadside length that will actually be effectively shielded will remain quite low. Most of the length will consist of driveway openings and end sections that are not capable of redirecting vehicles. Only a small part of the roadside will be shielded by the redirecting portion of rail between the terminals.

In light of the above considerations, the most likely places to warrant box beam guide rail in camp-type settings will be where lengths of over 125 ft can be installed on the outside of curves, at common accident locations, and where an errant vehicle could be expected to reach a body of water. Additional use is left to the designer’s engineering judgment. B. Terminal Selection for Box Beam Guide Rail in Camp Areas If it is judged that a run of box beam guide rail should be installed, the following are recommended guidelines for selection of the terminal type. Type IIA or Type I terminals should be used whenever the terminal can be satisfactorily flared enough so that near-longitudinal impacts on the ends are unlikely. The combination of the flare angle and the vehicle’s divergence angle should result in a combined impact angle that is often 45º greater than an in-line hit. The choice between a Type IIA and a Type I would depend on the available ROW and the amount of clear area.


6/28/2010 §10.2.7.5

If the available ROW does not permit flaring the terminal enough to use a Type I or a Type IIA, than a Type III should be considered. If the curvature of the road requires use of curved rail at the terminal, a Type III can not be used and a Type IIA should be used and an easement obtained. The Type III terminal should be used when there is not enough available ROW to flare back a Type I end, but there is at least 20 feet of clear area behind the rail, the slope is 1 on 4 or flatter, and the rail and terminal can be installed along a straight line at least 100 feet long. The Type 0 should be used when a back slope is in close proximity. Designers should form their own evaluations of site-specific conditions and use their own engineering judgment to determine the shielding that they judge appropriate for each situation.


6/28/2010 §10.2.7.6

10.2.7.6 Driveways and Ramps Adjacent to Bridges and Culverts Perhaps the most commonly encountered special problem in developed areas occurs where the proximity of a driveway or ramp to a bridge or culvert prevents use of the standard length transitions from bridge rail to highway rail. Guidance on dealing with these situations may be found in numerous places throughout this chapter, but is compiled and repeated here for the designer=s convenience. The guidance has been organized in the form of a step by step procedure to determine an appropriate, customized barrier design for the specific conditions at a site where an access point (ramp, driveway, street) is too close to a bridge to permit use of a standard length guide rail transition. There are three primary areas of concern that should be addressed in the design process. Concern 1. The barrier transition should minimize the possibility of a vehicle crashing on the

end of a bridge=s parapet wall or bridge railing system. This is usually the easiest of the three concerns to address. A range of acceptable details have been developed and are presented on the Bridge Detail drawings and the Standard Sheets. They, and therefore this Concern 1, will not be discussed further in this chapter.

Concern 2. What would be the likely consequences of a vehicle reaching the feature(s) beyond the proposed location for the barrier?

Concern 3. What would be the likely consequences of a vehicle striking the barrier or its terminal immediately downstream from the driveway or ramp?

Concerns 2 and 3 help guide the judgments that must be made in the following recommended procedure.

1. Evaluate the risks that would be encountered in the absence of a barrier. 2. Based on the risks, decide what degree of shielding effort is desirable. 3. Evaluate what restrictions there are that would limit installation of the desired shielding. 4. Select barrier type and provide location details.

No process can provide satisfactory solutions for all possible occurrences. There is simply too much variability in the range of possible events. Outcomes will vary widely depending on highly variable factors such as vehicle speed, angle of departure from the highway, pavement surface conditions, side slopes, traffic volumes or depths of water under the bridge, growth or removal of trees from the shielded area, etc. Injury outcomes will also be highly dependent on the type of vehicle being driven. Based on both frequency of the vehicle in the stream of traffic and the ability to provide systems appropriate to the vehicle type, the vehicle type that should be designed for will be mid-sized vehicles, such as passenger cars, pickups, vans and sport utility vehicles, rather than large trucks or motorcycles.

A. Risk Evaluation In order to analyze the above Concern 2, the features that could be encountered can be classified into four levels of risk. Risk Level 1. The errant vehicle would endanger lives beyond those of its occupants. The

typical case would be if the feature the bridge is crossing is a high-speed,


6/28/2010 §10.2.7.6

high-volume freeway, where an intruding vehicle could produce a multi-vehicle pileup with multiple fatalities.

Risk Level 2. The errant vehicle would encounter a feature(s) likely to kill its occupants. The most common example of this would be a deep body of water that could cause drowning deaths. The varying degrees of danger posed by water features are discussed in Section 10.2.1.1. Another example would be a deep gorge where the vehicle could land upside down.

Risk Level 3. The errant vehicle would encounter features likely to cause a crash severity significantly greater than elsewhere along the roadside. Example would be a dry stream bed that the vehicle would dive into or a steep embankment likely to cause a rollover. Another example would be trees or similar fixed objects in locations that would offer significantly less braking opportunity than is available in the clear zone at other points along the highway.

Risk Level 4. The errant vehicle would encounter features essentially identical to other features found along the roadside. An example might be found on a low-volume rural highway with very narrow clear areas. A vehicle that went beyond the location proposed for the guide rail would typically crash promptly into trees at the edge of the clear area and would be very unlikely to reach the feature that the bridge crosses over.

B. Selecting the Objective for the Barrier When addressing Concern 3 (the consequences of striking the barrier), the designer should consider the risk level of the features being shielded. The more important it is to prevent the errant vehicle from passing behind the barrier, the more acceptable it is to use a barrier that yields little and whose rigidity is less forgiving when struck. For Risk Level 1 cases, where penetration by the vehicle will endanger multiple lives, it is appropriate to provide a barrier that will, with a high degree of reliability, prevent a vehicle from passing the barrier, even if a collision with the barrier is likely to endanger the lives of those in the errant vehicle. As an example, it might be appropriate to provide a concrete barrier to prevent an errant vehicle from crashing down onto a freeway and causing a multi-vehicle pileup. Whether the occupants of an errant vehicle crash into a concrete barrier or down into busy traffic, they are at risk. The freeway users should not also be placed at risk. For Risk Level 2 features, such as a deep body of water, it is desirable to provide barrier to prevent an errant vehicle from reaching the feature. However, the consequences of striking the barrier must be weighed against the consequences of reaching the feature. Shielding a stream with a concrete barrier would be a poor choice if ending up in the stream is likely to be more survivable than a high-angle crash into a concrete barrier close to the road. It will generally be preferable to provide a guide rail system that will yield when impacted, even if there is an increased chance that the yielding system may permit some vehicles to reach the water. (If trees are left in place that will prevent the errant vehicle from reaching the water, the potential hazard being shielded ceases to be the body of water and becomes the trees themselves; a Risk Level 3 problem.) A similar strategy can be adopted if the feature the bridge crosses over is a highway with high-speed traffic, but low volumes. In this case, there is some possibility that an errant vehicle which reaches the lower highway, at any speed, will be involved in a collision with a high-speed vehicle, but a large chance that it would not. The guide rail between the ramp or


6/28/2010 §10.2.7.6

driveway and the lower highway should be flexible to minimize the consequences of colliding with it, particularly if there is a low probability of disastrous consequences if the vehicle reaches the area beyond the rail. For a Risk Level 3 condition, one where the area behind the rail has significant hazards but does not include “potentially fatal at any speed” hazards, it is desirable to provide a barrier system that could safely prevent vehicles from reaching the hazards. If that is not reasonable, the next acceptable option is to have the barrier function as an attenuating structure, slowing the vehicle, but not necessarily being able to stop it. If the speed can be significantly reduced before the vehicle strikes a fixed object, the accident severity will also be significantly reduced. For a Risk Level 4 situation, one where the conditions behind the rail are not significantly different from those of the prevailing clear zone, the primary requirement of the guide rail and terminal system is that the typical collision with the system not result in an accident that would be more severe than if the system had not been present. In other words, the primary goal should be to minimize the hazardousness of the guide rail and terminal. As a secondary goal, it is desirable for the terminal system to provide attenuation. C. Site Restrictions Once it has been decided what the desired shielding should be, the site restrictions should be evaluated to determine what can reasonably be accomplished. In some instances, it may be reasonable to consider moving the driveway or street farther away from the bridge to permit placement of a better barrier transition. This would be the case if the relocation was relatively easy to perform and it was judged important to obtain additional space to achieve a reasonable barrier transition. In addition to longitudinal restrictions, there may be lateral restrictions to guide rail placement, typically due to Right-of-Way limits, but sometimes due to the presence of buried utilities or steep drop-offs. A given site may be categorized as:

$ Laterally unrestricted, such as where the intersecting access is an on ramp within state ROW,

$ Moderately restricted laterally, such as where there is a 10 ft to 20 ft width of ROW beyond the shoulder, or

$ Tightly restricted laterally, such as where there is less than 10 ft beyond the shoulder within which the guide rail and its terminal may be placed.

In some instances, it may be reasonable to consider widening the space available for placing the terminal. This would be the case if it were relatively easy to flatten some side slopes. If it was deemed very important to provide additional width to permit placement of a barrier, it might be appropriate to purchase property or to arrange for a permanent easement.


6/28/2010 §10.2.7.6

D. Type Selection and Alignment Details Once the Risk Level has been judged, the intended function of the barrier system has been decided, and the site restrictions have been determined, the designer should address type selection and placement options. D.1 Type Selection There are essentially only three types of highway barrier that are currently approved for use in or immediately after transitions from bridge rail and parapet walls. These are box beam, HPBO corrugated beam, and concrete barriers. The concrete barrier is a good choice when the objective of the barrier is to prevent an errant vehicle from passing beyond the barrier and this objective over-rides concerns about the severity of the collision with the rigid barrier. A challenge to its use is how to place it on a tight curve. Prefabricated units are usually straight sections and poured concrete barriers are typically slip-formed in relatively straight configurations. To smoothly follow a curve, the barrier needs to be poured into curved forms. Another challenge is selecting an end treatment. Refer to Section 10.2.5.5 and 10.2.6 for discussion of means of terminating concrete barrier. Box beam and HPBO W-beam both perform satisfactorily at redirecting vehicles when they are aligned parallel to traffic. Different considerations apply when they are curved sharply away from traffic or positioned perpendicular to traffic. On a tangent run, W-beam gets much of its strength from the “bow string” effect of tension that develops between the anchor systems when the rail is deflected. If a tight convex curvature is placed in the run, however, most of the guide rail’s resistance to deflection must come from the support provided by the heavy posts. The system can be made stronger, but less forgiving, by adding intermediate posts. With high-energy, right angle impacts, there is an increased likelihood that bolts connecting individual pieces of rail will tear through the ends of the rail. If the pieces separate, the vehicle will be able pass through the rail system The strength of box beam which has been curved to run down a ramp can vary greatly depending on where it is struck. Since it lacks an end anchor, a lateral impact near the end will encounter fairly low resistance to penetration. The posts used as end anchors simply pull out of the ground or the rail separates from the posts and the rail bends easily as a long cantilever. A lateral impact in the middle of a long tangent run encounters better resistance. In this case, the relatively strong box beam behaves as a beam supported on both ends. Until the beam deflects past them, the weak posts provide significant, but fleeting, support. The rail itself is much stronger than W-beam and less likely to tear through and separate. A severe impact is likely to result from a perpendicular impact into a tightly curved section of box beam that is well supported by tangent sections in line with the ends. In this case, the rail functions as an arch with solid axial support. (If a terminal end is close to the tightly curved section, the arch is poorly supported and will fail as a bent cantilever.)


6/28/2010 §10.2.7.7

D.2 Location and Alignment In general, the preferred placement option will be to curve the barrier to run it up the side of the intersecting ramp, road, or driveway. The first reason for this preference is that it will generally be preferable to hit the side of a guide rail system rather than its end. The second reason is that the farther back from the main road the barrier can be extended, the more thoroughly the barrier will shield the approaches to the feature the bridge is crossing over. In most laterally unrestricted situations, the preferred option will be to transition from the bridge rail system to the highway rail system and run it down the intersecting ramp or road. In instances that are tightly restricted laterally, the area behind the terminal should be considered. If there is relatively little lateral distance to obstructions, then a conventional turned down terminal for a W-beam rail or a Type IIA terminal for a box beam rail will be acceptable. (Type I terminals should not be used if they can not be flared away through at least 20 degrees.) While a turned-down terminals might contribute to rollovers if there was more open space, that risk is not significant if there is very little space. Use of the comparatively expensive proprietary NCHRP350 compliant terminals does not make economic or safety sense as they are also likely to gate vehicles through to the shielded objects. If the area behind the rail appears to provide good recovery opportunities, but the barrier can not be flared back, serious consideration should be given to using an NCHRP350 compliant terminal. The choice between that and a conventional turned down terminal should take into account the traffic speed, volume and any significant accident history or adverse geometry that would be likely to contribute to future accidents. If the clear area behind the rail allows access to an area that should be shielded, consideration should be given to providing a supplemental run of guide rail upstream from the intersecting road or driveway as illustrated in bottom panel of Figure 10.4c. The sites that are moderately restricted laterally tend to have the most straight-forward solutions. Usually, the rail should simply be flared back as far as the restriction will permit. This places the terminal as far from traffic as possible and does as much as possible to shield access to the features the bridge is crossing over. As mentioned earlier, the loosely anchored end of a box beam guide rail does not have a high resistance to vehicle penetration to the area beyond the terminal. If it is considered important to prevent access to the feature the bridge is crossing, consideration can be given to placing a separate run of rail beyond the terminal to act as a backup. This short section of barrier could consist of a single length of rail supported on heavy posts and located close to the shielded feature. Its intended function would be as an attenuating structure to capture vehicles that passed the primary run of guide rail connected to the bridge rail or parapet wall.

10.2.7.7 Hydrant Fenders Hydrant fenders are similar to bollards and are placed beside hydrants with the intent of preventing vehicles from striking the hydrants. They should only be placed in an urban setting behind a parking lane, within or adjacent to parking areas, or in similar settings where they will not be directly accessible to errant high-speed vehicles.


6/28/2010 §10.3

10.3 EXISTING FACILITIES The roadside design concerns that should be addressed on an existing facility are typically dependent on the roadside conditions and the type of project to be undertaken. There is some interaction between these factors. The roadside conditions can influence what type of project is undertaken. Conversely, the type of project can influence the extent of the roadside improvements to be done, or even if the roadside is to be addressed. Roadside conditions on existing facilities will be addressed on reconstruction projects and on 3R and 2R (simplified 3R) projects. On 1R projects, the scoping and/or Road Safety Audit team will note the condition of the roadside and other issues. They will determine whether or not to recommend that specific features (e.g., the length, type, or condition of guide rail; brush removal, clearing and grubbing; or fixed objects), be addressed by the project. As needed, roadside work is to be included in 1R projects to avoid degrading safety or to address existing or potential safety problems. The Regional Director will make the final decision on what features will be addressed. On guide rail replacement/installation projects, the scoping and/or Road Safety Audit team should consider the relationship between the clear area and the guide rail. If improvements can reasonably be made to the clear area so that a specific run can be removed, significantly shortened, or not installed, then the project should include clearing (and regrading if appropriate) at those locations. If there are areas where the clear area is judged inadequate for the project objectives, then the area should be widened or the potential hazards shielded. In general, a clear zone width does not have to be documented for a guide rail project, but the decision to remove a run should be, along with the rationale. Roadside conditions will generally not be addressed by maintenance-type activities, such as restriping, sign and signal, bridge cleaning or painting, pavement sealing, etc. For other types of projects not covered by the above guidance, refer to the guidelines for that project type to determine the extent to which the provisions of this chapter apply. Broadly, for those projects that involve roadside design, the process will include site evaluation, design, and documentation. For any projects involving roadside design on existing facilities, evaluation should consider the factors covered in Section 10.3.1.2, Site Inspection. For projects that require that roadside design be addressed, an accident analysis should also be performed, as discussed in Section 10.3.1.1. A less rigorous accident analysis may be required for 2R projects (see the current guidance for that project type) and less still for 1R projects, which require “a simple analysis of site-related computerized accident data.” The roadside design for reconstruction projects and for interstate and freeway 3R and 2R projects should follow the guidance in Section 10.2. For other existing facilities whose projects need to address roadside design, particularly non-freeway 3R and 2R projects, the clear zone guidance should follow Section 10.3, while the design of barrier systems should follow the guidance in Section 10.2 with the modifications permitted in Section 10.3. Documentation of roadside designs should follow the guidance in Section 10.2 with exceptions noted in Section 10.3.


6/28/2010 §10.3

Table 10-6 Location of HDM Guidance on Roadside Design Process for Existing Facilities

PROCESS STEP PROJECT TYPE

Interstate and Freeway 2R/3R, Reconstruction

NonFreeway 2R/3R

Other

Site Evaluation

Accident Analysis

5.3, 7.2.5 and 10.3.1.1

5.3, 7.3 and 10.3.1.1

5.3 and 10.3.1.1

Site Inspection 10.3.1.2 10.3.1.2 10.3.1.2

Determination of Detailed Scope of Work

7.2.1.2 and 10.3.2.1

7.3 and 10.3.2.2

See Guidance for Specific Project Type

Remediation of Features Included in Detailed Scope

7.2 and 10.2 10.2 and 10.3.2.2 B

10.2

Projects involving existing facilities present special opportunities and problems. The main opportunity is the ability to assess how the safety systems have actually performed and to evaluate how much of a problem some deficient features have been. The first major problem in working with existing facilities is the number of restrictions placed both on (1) the amount of space that may be used for clear zones and placement of safety features and (2) the construction effort in order to accommodate traffic. The focus of Section 10.3.1 is on the second major problem with existing facilities, which is how to determine an appropriate scope of work for the selected type of project. Unlike a new facility where everything must be built new and to current standards, an existing facility may contain many components that have aged and possibly deteriorated and systems that are no longer the preferred system. It would be economically prohibitive to upgrade all features on a project to current guidance or standards any time that section of highway is worked on. Judgment must be exercised to decide whether a feature can still function adequately even though it does not conform to current guidance.


2/13/2010 §10.3.1.2

10.3.1 Evaluation of Existing Facilities The proper evaluation of an existing facility includes two primary activities. First, the relevant accident data should be reviewed for indications of features that are not performing well or locations where extra attention to roadside design may be appropriate. Second, a detailed site inspection should be performed to determine possible explanations for recorded accidents and to identify nonconforming features and roadside safety concerns and opportunities.

10.3.1.1 Accident Analysis Prior to site inspection, the project developer/designer should review computerized accident data, as required for most project types. Refer to Chapter 5, Section 5.3, for a description of the various components, options, and interpretation guidelines for accident analyses. In some instances, it may be possible to perform one analysis to cover both scoping and design needs. On larger projects, it will generally be necessary to perform a preliminary analysis during project scoping, followed by a detailed analysis during design. While not required for some project types, an accident analysis is advisable for any project involving roadside design. (At present, all reconstruction, 3R, and bridge projects (except minor bridge rehabs) require accident analyses. The 2R safety screening may also indicate the need for a detailed analysis.) Any significant accident patterns that show up should be investigated in the field. (Note that, on some low-volume roads, there will be fewer accidents and trends may only become obvious if more than three years of accident data are investigated. Input should be sought from the Regional Traffic Engineer regarding the accident history and the appropriate length of study period.) The project developer/designer should try to determine if any specific highway features contributed to the accidents so that appropriate mitigative measures can be evaluated.

10.3.1.2 Site Inspection The level of information needed to secure design and PS&E approval is typically more detailed than that required to reach project scoping closure. In some instances, however, it may be convenient to make one detailed inspection to satisfy both functions. Regardless of when it is accomplished, a detailed site inspection shall be performed for any proposed project where significant modifications to the guide rail system or the clear zone are normally included in the project. Where vegetation may obstruct the view of the roadside area, it is desirable for inspections to be scheduled for shortly after mowing. Detailed site inspections should not be scheduled for times when features may be obscured by snow cover. As noted in Chapter 13, the detailed site inspection should be coordinated with the Regional Utilities Engineer to identify any utilities that may need to be moved or altered to achieve the desired safety improvements. The Regional Landscape Architect or Environmental Contact should also be involved, especially in developed and/or environmentally/culturally sensitive areas.

Section 10.2.1 describes a key issue that should be understood before discussing roadside site inspections. The issue relates to the distinctions between concerns for safety and for liability. The primary concern is to address safety. With respect to roadside design, safety is addressed by the term “clear area”, while the term “clear zone” relates to liability. Clear area is the portion of the roadside environment, starting at the edge of traveled way, from which hazards are


6/28/2010 §10.3.1.2

essentially absent. The clear zone is the portion of the roadside environment, starting at the edge of traveled way, which the Department commits to maintaining in a cleared condition for safe use by errant vehicles. “Clear area” refers to a physical reality while “clear zone” refers to an obligation. The clear zone commitment may be conveniently defined as one or several uniform widths. The width of the clear area can not be conveniently defined as it varies continuously along the highway and will change over time. However, it is the actual clear area, not the invisible clear zone, which affects the safety of occupants of errant vehicles. Therefore, when evaluating the safety of a facility, the scoper/designer should first examine the clear area. Only after the safety provided by the clear area has been addressed should attention be given to establishing limits of liability by documenting the clear zone width(s) for a project. For scoping purposes, the clear area portion of the inspection may be aimed at generalized conditions. Examples of impressions that should be recorded include the following:

• general adequacy of the clear area width

• frequency of locations where the clear area appears too narrow

• ease with which narrow clear areas could be expanded

• ease with which appropriate widening of the wider portions of the clear area could be achieved

• evidence of previously constructed clear areas that need to be reestablished

• presence of trees or other fixed objects in the clear area needed for guide rail deflection

• influence of embankment steepness on the safety effectiveness of the clear area

• need for additional barrier where acceptable widths of clear area can not be reasonably obtained

A roadside inspection performed to support detailed design should be more exacting, but may or may not warrant development of more detailed documentation, as discussed in Section 10.3.3. Ideally, the inspection for detailed design will occur after the scoping team has made their recommendation for the clear zone width(s) and any clear area widening. The detailed roadside inspection should be sufficient to support making decisions on the following issues:

• the limits of any clearing or regrading to be shown on the plans, including clearing for guide rail deflection

• specific limits of any locations where the clear zone will be designed to widths narrower than the target set by the scoping team

• locations of any specific features that may need to be targeted for remediation, such as those described below in subsection B, Identification of Roadside Safety Concerns and Nonconforming Features

• specific locations where potential hazards will remain within the clear zone and either need new barrier to be placed or documentation of the decision not to shield

When in the field, the project developer/designer should look for any evidence of previous impact accidents as indicated by paint marks or damage on objects other than barriers, as these will provide a good indication of where some combination of signage, geometric, or clear area improvements or guide rail placement may be needed. The project developer/designer should also note locations where moderate improvements to the roadside environment would permit establishment of a satisfactory clear zone and allow the guide rail to be eliminated. When noting nonconforming features and potential hazards during the site inspection, attention should be focused on the features that are within, or will form, the boundaries of the clear zone. Where expansions are being considered, safety concerns should


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be noted to the limits being considered. As noted in Section 10.2.1.1, however, features that may reasonably be expected to be reached by an errant vehicle and that may be hazardous when encountered at any speed should be noted, even if they are beyond the clear zone.

It is desirable for the project developer/designer to make a written record of the site inspection for inclusion in the project documents. The purpose of this effort is to further document that the Department was diligent in its efforts to provide a reasonably safe highway. As a minimum, state in the design approval document what specific clear zone widths have been selected for each side of the road (in both directions of travel on divided highways) and each segment of highway and state that all obstacles and nonconforming features, except the noted exceptions, are to be removed from those zones. However, sufficient detail must be obtained to develop the quantity estimates.

A. Desirable Content of Site Inspection Records Ideally, the record should list the date of the inspection, the name of the person(s) performing the inspection, their functional responsibilities (i.e. Traffic, Maintenance, Construction, etc.), and descriptions of the points where the inspection began and ended. Each shoulder (or side of the median, when appropriate) should be listed separately. It is desirable for the record to include a list of brief descriptions of observed roadside safety concerns and nonconformities and for the location of each to be identified by reference to readily identifiable landmarks, established stationing, surveyed baseline or reference markers. Where groups of potential hazards are present, such as trees, utility poles, or driveway ramps, the type may be given once, followed by a location list. Offsets from edge of travel lanes should be noted. As an aid to subsequent scoping/design, the project developer/designer may make note, in the field, of possible remedies to observed deficiencies. B. Identification of Roadside Safety Concerns and Nonconforming Features Nonconforming features (defined in Section 10.1) that should be noted during detailed site inspection include, but are not limited to, the items presented in the lists below. The lists include barrier-related items, cross-section-related items, fixed objects, and roadside obstacles. These lists are not all-inclusive, nor in priority order. Rather, they serve to illustrate the types of features that should be noticed during inspection. The guidance and/or standards for the type of project selected will determine which features must be remedied. It should be noted that the presence or identification of a safety concern or nonconforming feature within the proposed project area does not necessarily require the remediation of that feature. Remediation of a specific feature may not be required by the project type that is determined to be the best type for the prevailing conditions. As a case in point, 3R projects have a "basic safety package" of features that are to be addressed while other features may not need to be addressed if they do not have an associated accident history. Barrier-Related Nonconforming Features and Safety Concerns The designer should be cautious about specifying "Reset" or "Replace in kind" when dealing with barriers and attenuators. The adequacy of a barrier's type, placement, anchorage, etc., must be carefully reviewed. Attenuators of any kind should be reviewed to confirm that their design and placement are appropriate for the anticipated speeds. Any new or replacement barriers or


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attenuators shall be installed in conformance with current standards, including point of need, or an explanation provided in the design approval document. In general, the following and similar instances of outmoded guide rails shall be upgraded to current standards or the conditions warranting their use shall be eliminated, unless it is prudent and permitted to do otherwise for the type of project being progressed. Some of the items, indicated by asterisks, may be acceptable in certain circumstances.

1. Old "boxing glove" or "spade" terminal sections or no end treatment on the lead end

of corrugated beam guide rail. 2. Concrete guide rail posts. 3. Outdated guide rail types. 4. Box beam with external couplings or single-bolt (per side) internal couplings. Box

beam guide rail or median barrier installed prior to June 12, 1975, are not to be reset and should be removed and replaced whenever practical. Refer to Section 10.5.7.

5. Unremoved wooden posts on driveway openings in guide rail (old design). 6. Previous generation weathering-steel guide rail posts that have experienced severe

rusting at the ground line. 7. Deteriorated or nonfunctioning guide rail. 8. Damaged guide rail.* 9. Guide rail with mounting heights (after resurfacing) above or below the limits

specified in Table 10-7. 10. Unanchored cable or W-beam guide rail. 11. Breakaway hinges that have been welded together. 12. Inadequate tension in cable guide rails. 13. Cable guide rail on radii tighter than 440’, such as at corner intersections. 14. Rising or tilting of cable guide rail anchor blocks.* 15. Excessive erosion around guide rail post systems. 16. Utility poles, boulders, trees over 4 inches in diameter, or similar fixed objects within

the deflection distance or clear runout area of a barrier system. 17. Isolated trees within the clear zone.** 18. Growth of trees (not yet 4 inches diameter) within the deflection distance of guide

rail.* 19. Guide rail anchorage not flared back to within 1.5 ft of current guidance. 20. Guide rail that interferes with access for disabled persons or sight distance

requirements. 21. Guide rail anchorage not carried fully to adjacent back slope.* 22. Guide rail not meeting point of need requirements.* 23. Lack of durable separation barriers for cliffs or deep bodies of water.* 24. Unshielded ends of bridge railings or parapet walls. 25. Bridge approach guide rail not attached to structure in a crashworthy configuration.

(See AASHTO’s Roadside Design Guide) 26. Unshielded abutments and wing walls. 27. Unshielded bridge or building piers. 28. Unshielded blunt ends of concrete barriers within the clear zone. 29. Curbs that are unwarranted, vertical faced, or higher than 4 inches on high-speed

highways.* 30. Curbs over 4 inches high placed 1 to 10 feet in front of barriers on medium- or high-

speed highways.* 31. Curbing, other than traversable, within 10 ft in front of flexible guide rail on high-

speed highways.* 32. Any type of curbing used in conjunction with concrete barrier.


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33. Curbing used in front of crash attenuators. 34. Concrete filled steel posts or railroad rail protecting breakaway fire hydrants. 35. Absence of 200 lb sand barrel at front of array (to accommodate small automobiles). 36. Old Hydrocell impact attenuators no longer meeting manufacturer's criteria. 37. Posts inclined more than 15 degrees from vertical. 38. Type I terminals not flared away from traffic.* 39. Type II terminals on high-speed highways.*

* Items followed by asterisks may or may not require remediation, depending on the degree of unconformity, site restriction, or other conditions. Engineering judgment should be applied in determining whether and to what degree remediation is warranted. ** Items followed by a double asterisk may be determined acceptable in special circumstances, but should have the rationale documented if not remediated.

Cross-Sectional and Drainage Feature Nonconformities and Safety Concerns

1. Protruding headwalls on lateral culverts. 2. Squared ends or headwalls on longitudinal drain pipes with diameters over 12

inches. 3. Where tapered end sections are provided, open, ungrated inlets and outlets on

longitudinal drain pipes over 18 inches in diameter. 4. Ungrated, but flush, cross-drainage structures with open widths of more than 32

inches. 5. Nontraversable longitudinal ditches. (See Section 10.2.1.1.) 6. Unrounded edges of ditch bottoms. 7. Unshielded highway embankment fill slopes steeper than 1:3 and higher than 3 feet.

(Note that fill slopes steeper than 1:3 but 1:2 or flatter may be retained on all but reconstruction projects as long as their height is 3 feet or less. However, such slopes should be flattened when the scope of the project makes that reasonable.)

8. Unshielded nontraversable lateral ditches and waterways. (See Section 10.2.1.1.) 9. Lateral embankments (driveway ramps, etc.) with slopes of 1:2 or steeper and

heights greater than 2 feet. 10. Median crossovers with longitudinal slopes steeper than 1:6 for high-speed roads

and steeper than 1:4 for roads with operating speeds of 40 to 50 mph. 11. Unrounded shoulder breaks above slopes steeper than 1:5. 12. Clear zones ending at uneven rock cuts or outcrops with protrusions over 6 inches. 13. Sidewalks, curb ramps, and other pedestrian facilities that do not meet ADA

guidelines.

Fixed Objects and Roadside Obstacles. Fixed objects are defined as permanent installations, limited in length, which can be struck by vehicles running off of the road. Because of their limited extent, fixed objects should usually be removed from the clear zones, rather than being shielded with a barrier. During the site inspection, attention may be limited to those objects that are within the existing designed clear zone width, except in areas where it is reasonable to consider expanding the clear zone, in which case objects within the potential clear zone width should be noted. The following items are examples of fixed objects and roadside obstacles.

1. Trees over 4 inches in diameter in the clear zone. 2. "Spearing" fences. (See Section 10.5.2.1.)


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3. Large planters. 4. Hazardous mail boxes or landscape features. 5. Nonbreakaway signs. 6. Use of inappropriate slip bases on signs: unidirectional where omnidirectional

required or unidirectional with wrong orientation. 7. Metal conduits on outside of breakaway poles or posts. 8. Footings protruding over 4 inches (including those for breakaway signs). 9. Driveway headwalls. 10. Fixed objects in a ditch that is likely to “capture” a vehicle. 11. Utility poles in the clear zone. 12. Walls with snagging features or corners of walls 13. Presence of curbs over 4 inches high on roads with operating speeds of 50 mph or

greater. (Also check Section 10.2.2.4 to see whether use of any curbs is appropriate.)

14. "Strong" or "heavy" fences. (Includes Rock Catchment Fences.) 15. Hydrant bases more than 4 inches high.

Note that, while trees less than 4 inches in diameter are not considered to be fixed objects, they should still be removed from the clear zone or deflection area. If not, they can grow into fixed objects between the time of one project and the next time that work will be done in the same area. Note also that a few special tree species will not grow to exceed that size and may have been specifically planted with that consideration in mind. Roadside Obstacles. These differ from fixed objects in that roadside obstacles are of considerable length and are therefore generally much less practical to remove or relocate. Note that the location within the clear zone may determine whether the obstacle should be considered a safety concern or a nonconforming feature. (See 10.1 for definitions.) The following features are examples of roadside obstacles.

1. Dense woods. (Items 1, 2, and 3 may also be treated as a series of fixed objects.) 2. Rows of large trees 3. Rock outcrops or boulders intermixed with trees. 4. Rock cuts where fallen rock may reach or has reached the roadway. (Consult

Regional Geotechnical Engineer.) 5. Rough or uneven rock cuts with protrusions of over 6 in. in the potential impact zone. 6. Cliffs or precipitous drop-offs within the clear zone. 7. Bodies of water, including streams and channels over 2 ft deep, within the clear

zone. 8. Unshielded cliffs or bodies of water that are beyond the desired minimum clear zone,

but that are likely to be reached by an errant vehicle. (A safety concern.) 9. Retaining walls with protrusions of over 4 inches. 10. Smooth retaining walls. (A safety concern.)

In all cases above, these features should be considered high priority if they are associated with accident clusters or a greater-than-average history of accidents. Note that a smooth retaining wall will generally function like a concrete barrier and should be treated at that low level of concern. As a maintenance issue rather than a safety issue, it may be desirable to shield some panel wall locations to prevent large errant vehicles from damaging the panels.


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Table 10-7 Acceptable Barrier Heights When Upgrading Existing Facilities

Barrier Type

Normal Height1 (in)

Acceptable Heights5

Rail/Barrier Height Post Height

Upper (in) Lower (in) Upper (in) Lower (in)

Roadside Barriers

Cable W-beam6 (weak-post) W-beam (Heavy-post) Box beam 32” Concrete (NJ&F shapes) 42” Concrete (F and Single Slope)

292 323 293 273 324 424

312 353 303 303 334 434

272 293 283 243 294 32

34 35⅜ 31 30 - -

30 29⅜ 29 24 - -

Median Barriers

Cable W-beam (weak-post) W-beam (Heavy-post) Box beam 32” Concrete (NJ&F shapes) 42” Concrete (F and Single Slope

282 333 293 303 324

424

302 363 303 333 334 434

262 303 283 273 294 324

33 36⅜ 31 26½ - -

29 30⅜ 29 21 - -

Notes: 1. Normally measured from the surface directly below the barrier. Measure from the pavement surface

if curb is present within 12 inches of the railing. 2. Center of top cable at mounting point. 3. Top of rail at post. 4. Top of barrier. 5. Measured after resurfacing, when applicable. 6. The W-beam referred to is the Modified G2. Most weak post W-beam currently in service at the time

of this publication is the older G2 system. The Modified G2 was developed to address vaulting problems with the G2. Among the changes was a two-inch increase in rail height from 30” to 32”. The old height criteria for existing G2 systems previously allowed a minimum height of 27” which is no longer permitted. Whether a weak post W-beam is the G2 or the Modified G2, the allowable height range for existing installations is 29” to 35”. (In the G2, the rail splice was fastened to the post. In the Modified G2, the splice is between the mounting posts.).


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10.3.2 Detailed Scope of Work Determinations As used here, determining the detailed scope of work is meant to include detailed decisions about whether or not a given specific feature will be included as part of the work. This should be distinguished from project scoping which is a comprehensive assessment of the nature of the project and what it is to accomplish. Guidance on project scoping is contained in the Project Development Manual. If the project is to be a reconstruction project or an interstate or freeway 3R or 2R project, the clear zone width should be selected in conformance with the guidance in Section 10.2.1. Section 10.3.2.1 contains guidance for establishing the detailed roadside design scope, while the remediation of nonconformities and creation of roadside design safety features should be performed in accordance with the guidance for new and reconstructed facilities contained in Section 10.2. If the project will be a nonfreeway 3R or 2R project, the detailed scoping for roadside design considerations should be developed in conformance with the guidance in Section 10.3.2.2. For element-specific project types that may involve roadside design, such as Guide Rail Only, Safety Improvement, etc., the detailed scope of work should be developed in accordance with the guidelines for the specific project type and, as appropriate, taking into consideration the nonconforming features and safety concerns identified in Section 10.3.1.2. For large or complex projects, different parts of the project may be progressed as different project types, such as portions of a 3R project being done as a reconstruction job, or vice versa. When separate types are used on the same job, the appropriate standards should be used to develop that portion of the project or that alternative. Also, if the project type changes during scoping or design, then the appropriate roadside treatment must be changed to reflect the requirements for the new project type. Regardless of the project type, it is recommended that the final roadside design detailed scoping decisions be documented as indicated in Section 10.3.3. 10.3.2.1 Reconstruction Projects It is intended that a reconstruction project bring an existing facility up to current standards. It is occasionally (frequently, in developed areas) not reasonable to do so in all areas of the project because of environmental, economic, or other considerations. Consequently, the width of the clear zone may need to be reduced in these situations from the desired to what may be reasonably achieved and all nonconforming features removed from that clear zone, or, as appropriate, shielded with a suitable barrier. Any of the nonconforming features noted during site inspection should generally be suitably remediated or, where upgrading or removal is judged inappropriate, the rationale should be developed and documented in the Design Approval Document. If nonconforming features are noted after the DAD has been finalized and those features will not be remediated, the rationale should be documented in the project files or, preferably, on the project plans.


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10.3.2.2 3R Projects (Resurfacing, Restoration, and Rehabilitation) (Note: In regard to roadside design, Interstate and other freeway 2R and 3R projects should be treated the same way as reconstruction projects. For further details, refer to Sections 10.2 and 7.2 of this manual.) The major difference between roadside design for a reconstruction project and for a 2R or 3R project is the amount of effort that should be applied towards obtaining the desired clear zone width. On a reconstruction project, the effort to achieve the desired width should extend to what can be reasonably attained when considering factors such as cost, environmental impacts, timeliness, project scope, etc. On a 3R project, unless there is an accident history related to the roadside or the clear zone width is otherwise judged inadequate, any increase in the existing width may be limited to that which may be conveniently attained. While the widths that are developed for either project may vary, in both cases the quality of the zone (traversability, absence of fixed objects) should be similar. Subsection A, below, describes the rationale for determining an adequate clear zone width. Subsection B lists some of the items that are part of the "basic safety package" for features within or adjoining the clear zone. Beyond this work, the decision to upgrade a given feature (typically done so that the effective width of the clear area may be increased at that location) may be based on evidence of that upgrade being either (1) part of an appropriate solution to an observed accident problem or (2) economically justifiable based on potential safety benefits. The decision process is discussed below in subsection D.

A. Clear Zone Width Determinations for Nonfreeway 3R and 2R Projects In general, at least the width of the original clear zone should be restored. In determining the adequacy of the existing clear area, the accident history at an existing facility will be a primary consideration. Efforts should be made to provide as much clear area width as is reasonably convenient, unless the presence of a roadside-related accident history indicates that greater efforts should be made. If the number and severity of run-off-road accidents is at or below average for similar facilities statewide and there are no accident clusters, the greater of either the prevailing or the originally constructed clear area widths may be considered adequate for highways that do not have designed clear zone widths. As a minimum for highways that were constructed with designed clear zone widths in accordance with guidance (such as the Highway Design Manual, AASHTO's Roadside Design Guide or Guide for Selecting, Locating and Designing Traffic Barriers, 1977 [or its 1980 supplement], or the Highway Research Board's NCHRP Report 54 Location, Selection and Maintenance of Highway Guardrails and Median Barriers [1968] or Report 118 Location, Selection, and Maintenance of Highway Traffic Barriers [1971]), the existing clear area width is to be maintained or the width of the originally designed clear zone restored, whichever is greater. (Previously constructed clear areas usually represent a significant tax investment in ROW, clearing, and grading that should be maintained as clear area, unless there is very little potential public safety benefit to be obtained from the effort.) See Section 10.3.2.3 for guidance on highways where tightly restricted conditions prevented the construction of designed clear zones.


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If the accident analysis indicates a run-off-road problem, efforts should be made to determine how to treat the cause. If it is indicated that the clear zone width may be a significant factor in the accident experience, the guidance for determining clear zone widths for new facilities (presented in Section 10.2.1) should be used to evaluate the clear zone adequacy in the problem area. In some instances, the accident history may justify using clear zone widths that are wider than the desired clear zone widths obtained using the procedure outlined in Section 10.2.1. Additionally, where the project scope includes significant changes to existing conditions, the project developer and scope team should review factors that would affect whether the width will still be adequate for anticipated conditions. Factors that should be reviewed include: anticipated increases in operating speed, traffic volume, embankment slopes, highway grades, and roadside development. The designer should decide whether the anticipated changed conditions warrant changes to the prevailing clear zone widths and, if so, should estimate what widths will be adequate. Such determinations rely heavily on professional engineering judgment. Wherever reconstruction or realignment work is included within a 3R project, that portion of the project should follow clear zone requirements for a reconstruction project. B1. "Basic Safety Package" for Roadside Work on Nonfreeway 2R and 3R Segments with Design Speeds over 40 mph (60 km/h)

1. Clear Zone –

a. Fixed objects should be removed from the clear zone widths or suitably modified. b. Where a reasonable clear zone width can not be obtained, appropriate guide rail

or other barriers are to be installed or an explanation provided.

2. Cross Culverts – a. Protruding headwalls on cross culverts within the clear zone should be removed

and the end treatments replaced or modified to be flush with the embankment surface.

b. Unshielded cross culverts or their end sections which are i. within the clear zone ii. at embankments 1 on 3 or flatter, and iii. CMP 18“ (450 mm) or larger, or Concrete 20” (525 mm) or larger in

diameter should be provided with grating for traversability. The clear span for grating should usually not exceed 8 ft, so end sections wider than 8 ft at a point where their depth is at least 1 ft should typically be shielded with barrier if they are within the clear zone. (To permit traversal by mowing machines, consideration should be given to providing all 1 foot or greater pipe openings in the clear area with grating.) Alternatively, cross culverts may be extended beyond the clear zone or suitably shielded.

3. Ditches – a. Lateral ditches within the clear zone should be made traversable. (Refer to

Chapter 3 of AASHTO's Roadside Design Guide.) b. Fixed objects, including driveway headwalls, should be removed from ditch lines

within, or forming the borders of, clear zones.


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c. Distinctly hazardous ditches within the clear zone should be remediated or shielded. For details, see the following subsection, "C. Treatment of Roadside Ditches on 2R and 3R Projects."

4. Longitudinal Pipes –

a. If their diameter exceeds 12” (300 mm), approach ends of longitudinal pipes within clear zones and in bordering ditches should be provided with end sections and, if the surrounding transverse embankment is steeper than 1:3, the pipe should be extended and the embankment regraded to a 1:4 slope or flatter, preferably 1:6.

b. If the height of the above longitudinal pipe exceeds 18” (450 mm), the opening should be provided with grating to enhance traversability. The minimum grating in such instances should consist of a mat of #8 reinforcing bars welded together on one foot centers. The mat should extend down to within 4 inches of the invert.

c. If the accident analysis indicates that any of the piped driveway embankments have been involved in run-off-road accidents, the critical side of the embankment should be flattened to 1:6 and the pipe should be provided with a 1:6 safety end section with built-in pipe grating. (Refer to series 603.1716XX items. Friction fit sleeves are needed when attaching to SICPP pipes.) These end sections and embankment flattening should also be used if, in the designer's professional judgment, a location has a significant likelihood of having an accident.

5. Guide Rail - a. All guide rail is to be of a type currently approved to be in service, meet the

required standard details prevailing at the time of its installation, set to currently approved heights, and acceptably anchored and flared as necessary.

b. Where the related project work requires relocation or resetting of guide rail or placement of new guide rail, it shall be placed in accordance with the requirements for new facilities. Where existing guide rail is not to be relocated or reset, minor discrepancies in placement location are tolerable. Such discrepancies include terminal flare offsets that are within 1.5 feet of standard practice, point of redirection coverage of the point of need short of current guidance by 10 feet or less, and, in instances where a reasonable runout length is provided, anchorage not carried fully to adjoining back slopes.

c. The area behind the guide rail is to be free of objects that will interfere with its desired performance and of a width compatible with its deflection distance.

d. On curb-guide rail combinations, relocations or curb removals should be made to eliminate the combination placements not permitted in Section 10.2.2.4.

e. Any impact attenuation system is to be installed in conformance with current guidance.

B2. "Basic Safety Package" for Roadside Work on Nonfreeway 2R and 3R Segments with Design Speeds of 40 mph (60 km/h) or Less

1. Clear Zone –

a. Where a reasonable clear zone width (at least equal to the horizontal clearance) can not be obtained in rural areas, appropriate guide rail or other barriers are to be installed or an explanation provided.

b. Where a reasonable clear zone width (at least equal to the horizontal clearance) can not be obtained in urban areas, appropriate delineation is to be installed or an explanation provided.


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c. Fixed objects should be removed from the clear zone widths or suitably modified.

2. Cross Culverts – a. Protruding headwalls on cross culverts within the clear zone should be removed

and the end treatments replaced or modified to be flush with the embankment surface.

b. Unshielded cross culverts or their end sections which are i. within the clear zone ii. at embankments 1 on 3 or flatter, and iii. CMP 18 “ (450 mm) or larger, or Concrete 20” (525 mm) or larger in

diameter should be provided with grating for traversability. The clear span for grating should usually not exceed 8 ft, so end sections wider than 8 ft at a point where their depth is at least 1 ft should typically be shielded with barrier if they are within the clear zone. (To permit traversal by mowing machines, consideration should be given to providing all 1 foot or greater pipe openings in the clear area with grating.) Alternatively, cross culverts may be extended beyond the clear zone or suitably shielded.

3. Ditches – a. Lateral and longitudinal ditches within the clear zone should have side slopes

effectively 1:2 or flatter. b. Where driveways are reconstructed, headwalls should not be placed within clear

zones.

4. Longitudinal Pipes – a. If their diameter exceeds 12” (300 mm), approach ends of longitudinal pipes

within clear zones and in bordering ditches should be provided with end sections and, if the surrounding transverse embankment is steeper than 1:2, the pipe should be extended and the embankment regraded to a 1:2 slope or flatter.

b. If the height of the above longitudinal pipe exceeds 18” (450 mm), the slope should be flattened to 1:3 or flatter, and the opening should be provided with grating to enhance traversability. The minimum grating in such instances should consist of a mat of #8 reinforcing bars welded together on one foot centers. The mat should extend down to within 4” (100 mm) of the invert.

5. Guide Rail -

a. All guide rail is to be of NCHRP 230 or more recently approved type, meet the required standard details, set to approved heights, and acceptably anchored and flared as necessary.

b. Where new guide rail is to be placed, it shall conform to current standards and shall be located in conformance with current guidance.

c. Where existing guide rail is not to be relocated, minor discrepancies in placement location are tolerable. Such discrepancies include terminal flare offsets that are within 1.5’ (0.5 m) of standard practice, point of need short of current guidance by 10’ (3 m) or less, and, in instances where a reasonable runout length is provided, anchorage not carried fully to adjoining back slopes.

d. The area behind the guide rail is to be free of objects that will interfere with its desired performance and of a width compatible with the deflection distance anticipated for the design speed.


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When, in the designer's professional judgment, any of the above basic safety treatments can not be reasonably achieved, the rationale for the decision should be documented in the Design Approval Document or, if the DAD has already been finalized, in the project files or, preferably, on the project plans. In general, the degree of explanation for retention of nonconforming features should be commensurate with the degree of potential hazard presented by the feature.

C. Treatment of Roadside Ditches on Non-freeway 2R and 3R Projects Refer to the guidance in Section 10.2.1.1 C.

If it is the designer's judgment that a potentially hazardous ditch can not be reasonably modified to acceptable conditions and can not reasonably be shielded, then an explanation of the decision to retain the ditch as a nonconforming feature should be provided in the Design Approval Document. D. Inclusion of Additional Optional Work Items on Nonfreeway 2R and 3R Projects When it is convenient to do so, efforts should be made to include within the project scope the remediation of features that are needed, but not required, on 2R and 3R projects. This section addresses roadside considerations. On a given project, several factors affect the relative cost of upgrading. For instance, if a system has several minor deficiencies, the cumulative effect could justify upgrading. Similarly, if work on an adjacent system will require temporary modifications to a second system, the cost of upgrading the second system to preferred practice may be reduced. As an example, if portions of a guide rail run are removed for ditch or slope maintenance work, the cost of changing the offset or anchorage of the rail system will be reduced. Some of the features may have to be taken care of due to related work. For instance, widening or re-alignment of the roadway may require removal of a guide rail and curb and permit reconstruction to current preferred practice. The potential benefits to safety also vary with project conditions. Removal of an individual fixed object, such as a tree, will yield very little safety benefit if there are numerous other fixed objects in the immediate vicinity at similar offsets from the roadway. Also, if projected traffic volumes are low, the potential benefits of remediating a hazard will be lower since the probability of an accident occurring at a given location are significantly less than on a high-volume road. AASHTO's Roadside Design Guide contains guidance on this type of analysis. Beyond the "basic safety package" items, it is a difficult process determining which nonconforming features and safety concerns are appropriate to include for remediation in a 3R project. The designer should prioritize the features to determine the most appropriate use of the funds available for improving roadside safety. Generally, high priority features will be included while low priority will not. Features that do not fit clearly into either one of these categories may be considered as marginal features: features that should be upgraded if funding is available.


6/28/2010 §10.3.2.2

When it is appropriate to prioritize the marginal features, the designer should first make a rough estimate of the cost to upgrade each of the unaddressed safety concerns and nonconforming features noted during the site inspection. The designer should then use his/her professional judgment to rank the potential safety benefits of upgrading the particular feature. A suggested ranking system assigns a value of 1 to the most beneficial and 5 to the least beneficial. The designer may then compare the estimated costs with the estimated benefits to rank the cost effectiveness of upgrading each deficient feature. (In rare instances, it may be appropriate to use AASHTO’s Roadside computer program to aid in the benefit-cost analysis.) The accident analysis should be reviewed with the Regional Traffic Engineer to see if it is appropriate to make any adjustments to the cost effectiveness rankings. Guided by these rankings and, in some instances, the available funding, the project developer and scoping team should determine which features to include for remediation in the project. The Regional Design Engineer or a designee should review and approve the determinations when Design Approval is requested.


6/28/2010 §10.3.2.3

10.3.2.3 Clear Zone and Shielding Determinations in Tightly Restricted Areas There will frequently be conditions along existing highways that make it difficult or unreasonable to try to provide a significant clear zone width. In hilly or mountainous terrain, such conditions could include steep drop-offs adjacent to the road or rock cuts or steep soil slopes rising just beyond the ditch line. Other conditions include limited ROW, adjacent developments and protected wetlands. On high-volume highways and on interstates and freeways, the features should be shielded. For other existing highways, particularly those with low volumes, the accident history should be considered. Unless a demonstrated crash history warrants use of barrier or overcoming the difficulties to provide a reasonable clear zone width, an accepted practice is to define a clear zone width that fits within the available space. Since narrow clear area widths will not provide a significant opportunity for errant vehicles to stop or slow before striking fixed objects, some use of barrier may be appropriate, even though the fixed objects are beyond the defined clear zone. The designer needs to decide if, or how much, barrier should be used and where it should be used. Accident history, traffic volume, and operating speed are key considerations. Particularly if the accident rate and severity are high, barriers should be liberally used, if practical. (This may not be appropriate in heavily built-up areas with frequent access points.) Conversely, if there have been few run-off-road accidents and speeds are lower, there is little justification for the use of barrier, even if the clear area widths are minimal. In considering where barriers might be appropriate, priority should be given to three conditions.

1. Features that could be hazardous at any speed, particularly deep bodies of water or high

cliffs. 2. On the outside of abrupt or sharp curves. 3. At drop-offs where a vehicle that ran off the road could be hidden from traffic and

trapped or injured occupants would remain unnoticed. The utilization of guide rail in tightly restricted areas is left to the designer’s engineering judgment. See Sections 10.2.2.3 and 10.2.3 for guidance on barrier type selection.


6/28/2010 §10.3.3.1

10.3.3 Documentation of Roadside Design Process for Upgrading of Existing Facilities Documentation of actions, judgments, desired products, and maintenance objectives can be very useful in proving that the State’s duty to adequately design, construct and maintain its roadways, clear zones, and guide rails in a reasonably safe condition has been met. Since this documentation is frequently needed years after the construction work is completed, retrievability is an important issue. With respect to roadside design issues, documentation may be recorded in the Design Approval Document (DAD) or project files (especially for those projects without DADs), as notes or graphical representations on the plans, or in tables in the project plans. The specific documentation that should be provided and the importance of producing that documentation vary with the type of project and the importance of the subject.

10.3.3.1 Required Documentation of Roadside Design Process and Product

A. Interstate, Freeway, and Reconstruction Projects

The Project Development Manual requires that the basis for the selected clear zone widths be discussed in the DAD. The selected clear zone widths may be a restatement of the widths defined from previous work at that location, or may be redefined widths, if appropriate. If clearing must be done to obtain the stated clear zone widths, then the clear zones’ widths shall be shown in Clear Zone Tables or elsewhere on the plans. Though only as a rare exception, it may be determined necessary to leave a potentially hazardous feature or fixed object unshielded within the clear zone. When this occurs, the decision shall be documented in the DAD (if timing permits) or in the project plans and an explanation shall be provided. Clearing to be done beyond the defined clear zone does not need to be formally documented, but should be recorded as necessary to facilitate the deliberations of the scoping body and transfer of the intent to the designer and of the specific task to the EIC and the contractor. Any changes to barrier location or composition should be clearly indicated on the project plans, most notably as Guide Rail Tables. If it is decided not to place guide railing where it is normally warranted (Section 10.2.2), or not to the normal installation practice, an explanation must be provided.

B. Non-freeway 2R and 3R projects At a minimum, the DAD is to indicate that the adequacy of the clear area for the facility was evaluated. If it was judged that additional clearing is needed to provide an appropriate clear zone for the facility, the width of the target clear zone(s) for the facility should be recorded in the DAD. If the clear zone widths selected during detailed design are less than the target widths identified in the DAD, the design clear zone widths are to be indicated in the contract documents, preferably as a table of clear zone widths in the plans. If the detail design process indicates that the target clear zone widths in the DAD can be used without alteration for the project, then it will not be necessary to indicate the target clear zone widths in the project documents, but plans/documents must contain sufficient information to ensure that clearing to satisfy the clear zone widths is specified or that barrier shields locations where the width of clear zone will not be satisfied. If it was judged that additional clearing is not required for the project, either that evaluation is to be noted in the DAD or the clear zone(s) for the project is to be defined. If the need for additional guide rail or replacement of guide rail or barrier is determined during the scoping


6/28/2010 §10.3.3.2

process, that need is to be noted in the DAD. If the need for additional guide rail or replacement of guide rail or barrier is confirmed or determined during the detailed design process, the specific barrier needs are to be indicated in the project documents, typically including detailed listing in the Guide Rail Table. If any potentially hazardous feature or fixed object is to be left unshielded within the clear zone, that decision shall be documented in the DAD (if timing permits) or in the project plans, and an explanation should be provided. If it is decided not to place guide railing where it is normally warranted (Section 10.2.2), or not to the normal installation practice, an explanation should be provided.

C. Element-Specific and Maintenance-Type Projects If the type of project does not involve roadside issues, no documentation related to roadside issues is required. If the type of project is one that would often involve roadside evaluation, but it is determined that roadside issues will not be addressed in this instance, then that decision should be noted in the DAD or other project files if a DAD is not involved. If it is determined that the project will involve roadside safety work, such as clearing to meet a minimum clear zone width or placement of barrier to shield features within a selected clear zone width, then that clear zone width shall be indicated either in the DAD or in the project documents. If clear zone issues only apply to a small extent of the project, then documentation of the clear zone width may be limited to that portion of the project. If any potentially hazardous feature or fixed object is to be left unshielded within the clear zone, that decision shall be documented in the DAD (if timing permits) or in the project plans.

10.3.3.2 Desirable Documentation of the Process Establishing a relatively safe roadside requires the rigorous application of sound engineering judgment. The nature of the process does not lend itself easily to thorough documentation. However, the designer is encouraged to do so to the extent practical in order that a record is preserved of the roadside condition, both before and after construction of the project. Although the previous section describes the required documentation, it is desirable that a clearly defined written record be preserved which documents that an appropriate scoping/design decision process was used. The records summarizing the roadside design decisions should be updated prior to letting and finalized as part of the Post Construction Review (PCR) process defined in the Department's Procedure for Managing Projects. It is desirable for the roadside design summary to contain several elements.

1. Documentation of Site Safety Inspection - This may consist of carefully prepared field notes or the list of the hazards and deficiencies and their locations generated during the accident analysis and site inspection (Section 10.3.1.2 A).

2. Evaluation - On projects where there is significant flexibility as to what should be

included in the detailed scope of work, it is desirable that the decision process be documented. It is desirable to be able to demonstrate that for each safety concern and


6/28/2010 §10.3.3.2

nonconforming feature (that is not otherwise mandated for remediation), the cost of upgrading, the relative safety benefit, and the resulting cost effectiveness were considered in determining the best application of the available funds. Where there are multiple occurrences of similar nonconforming features and they will receive similar treatment, it is not necessary to itemize them individually; they may be discussed as a group.

3. Disposition - Following substantial completion of the construction work, it is desirable for

the designer to inspect the site with the Engineer-in-Charge or his designee to assess whether any unanticipated potential safety hazards have been created or whether the design has overlooked any relevant nonconforming features. (The documentation of the Site Safety Inspection and the subsequent evaluation should be used as references during the ‘Disposition’ inspection. Dispositions of nonconforming features may be indicated in a Roadside Design Summary. There are three categories of disposition. A feature may have been (1) upgraded to current guidance, (2) partially upgraded, or (3) not upgraded. If an item has been upgraded to current standards, it may be sufficient to reference a footnote after the item and provide footnotes at the end of the Summary list. If an item has been either partially upgraded or not upgraded, an explanation should be provided. The explanations should be brief but clear. If appropriate, supporting references should be cited.

Figure 10-16, presented on the following page, is an example illustrating a possible format for a Roadside Design Summary. The title page should clearly identify the project and its location. It is desirable for the designer and Project Manager to review the Summary with the Regional Traffic Engineer. Figure 10-16 Example Page of Roadside Design Summary (Presented separately on following page to facilitate photocopying.)

6/28/2010 §10.3.3.2

Project Name/Location PIN CLEAR ZONE SELECTION TABLE

SEGMENT STA STA

SIDE ® OR L)

DESIGN SPEED

AADT

SLOPE

BASIC RECOVERY WIDTH, BRW

KOC R FACTOR

CURVE CORRECTED RECOVERY WIDTH, CCRW

.... RECOVERABLE WIDTH

TRAVERSABLE WIDTH

CLEAR RUNOUT WIDTH

DESIRED MINIMUM CLEAR ZONE WIDTH

DESIGN CLEAR ZONE WIDTH, CZD

A

B

C

D

E

F

G

H

I

J

K

L

M

N

O

Explanations for differences between Desired and Design widths: Page of ___


6/28/2010 §10.4.5

10.4 CONSTRUCTION ZONE GUIDANCE One of the most challenging roadside design problems is the design of appropriate safety features for construction work zones. The system must be designed to provide for the safety of the workers as well as the motorists, bicyclists, and pedestrians. Most of the barriers and many of the other system components need to be designed as temporary features. Where traffic is maintained through the work zone, conditions are usually quite constricted. The traffic control problem may be complicated by the need to complete the project as a staged construction effort. Safety in the work zone is addressed separately in Chapter 16 - Work Zone Traffic Control. Signage, channelization, and a few typical configurations are covered in the National Manual on Uniform Traffic Control Devices (MUTCD) and the New York State Supplement. The information that was formerly included in the following sections is being/has been moved to Chapter 16. Until that move has occurred, readers may refer to the previous version of Chapter 10 for information.

10.4.1 Temporary Concrete Barriers (TCB) Moving/moved to Chapter 16.

10.4.2 Temporary Timber Safety Curb and Median Barriers

As explained in EI 03-001, designers should no longer specify timber items 15619.1401 or 15619.1402 in project proposals. 10.4.3 Dragnets Moved to Chapter 16

10.4.4 Moveable Concrete Barriers Moved to Chapter 16

10.4.5 Warrants for Work Zone Barriers Refer to Chapter 16


2/13/2010 §10.5.1.2

10.5 SPECIAL TOPICS 10.5.1 Mailboxes

Mailboxes may pose safety problems as a result of either their placement or their construction. Placement problems may arise from several factors.

• There may be inadequate sight distance due to proximity to crest vertical curves or right horizontal curves.

• Due to proximity to intersections, vehicles at the mailbox could distract other motorists or interfere with sight distances. Stopped vehicles might also obstruct stop signs.

• Offset from the road might not be sufficient to allow vehicles to stop far enough out of the traveled way.

• Placement in or near the sidewalk may reduce the usable sidewalk width below standards.

Construction problems would include three categories.

• A mailbox attached to or surrounded by a structure that will function as a fixed object may be capable of producing a serious impact for an errant vehicle.

• A mailbox assembly containing elements that can separate upon impact and may produce injury if these elements enter the passenger compartment. A serious and not uncommon example of this is the arrangement where one horizontal plank supports several mailboxes at about the height of a motorist's head.

• The arrangement of mailboxes could produce ramping and overturning of an errant vehicle. The problem arrangements would typically consist of several closely spaced mailbox posts or a small number of yielding metal posts.

The designer should refer to AASHTO's 1994 publication A Guide for Erecting Mailboxes on Highways (Mailbox Guide) or subsequent publications for further guidance on identifying mailbox problems and for designs which address these concerns.

10.5.1.1 Inspections

Inspections for problem mailboxes should be performed as part of a project's site inspection. The location and condition of suspected problem mailboxes should be documented and addressed during the design process.

10.5.1.2 Location Details

In most cases, mailboxes will already have been located along the highways and will remain in their approximate locations, offset as needed to accommodate highway and shoulder widenings. Nonetheless, some relocations will be necessary or possible. When making relocations, the information given below should be considered. The pay item Mailboxes in §619 of the Standard Specifications may be used whenever it is necessary to provide, remove, set back, or relocate a mailbox or to replace a noncrashworthy support. (Note: "Crashworthy", as used herein, means that the feature has been judged to perform in an acceptable manner when impacted by an errant vehicle.) It is not necessary to use item “Mailboxes” for an existing


6/28/2010 §10.5.1.3

mailbox if the construction does not require its removal, set back, or relocation. The following information is taken from the previously mentioned AASHTO Mailbox Guide and represents good practice with respect to locating mailboxes. In general, mailboxes should be located on the right-hand side of the roadway in the direction of the delivery route except on one-way roadways where they may be located left or right. When feasible, they should be located on the far side of intersections and at locations where there is sufficient clearance for vehicles to be able to pull entirely off the pavement. An 8 foot, or preferably wider, shoulder or turnout will enable this.

The placement of mailboxes along high-speed highways should be avoided if possible. If this is not possible and traffic is heavy and speeds are high, consideration should be given to installing mailboxes on both sides of the road so that postal patrons do not have to cross the road to receive their mail. Discuss this with the local postmaster. In no case should mailboxes be located where access to the box must be made from the lanes of an expressway or where access, stopping, or parking is prohibited. In areas where there is guide rail, the mailboxes should be located behind the railing.

10.5.1.3 Structural Details

Mailboxes and their supports shall be in conformance with U.S. Postal Service requirements. They may be made of a variety of materials including steel, aluminum, or plastic. Mailboxes are most frequently mounted on individual supports, the most common of these made from pressure treated or rot-resistant dimension lumber nominally 4”x4”, round treated posts 4½” in diameter, or 2” or less steel or aluminum pipes. All these are typically crashworthy. Railroad rails, milk cans filled with concrete, old metal plows and similar supports are not crashworthy. Noncrashworthy mailboxes and those which do not conform to Postal regulations should not be permitted to be used or remain on projects.

Mailboxes gang-mounted on horizontal planks can present an especially hazardous condition and should be remounted on crashworthy individual posts having not more than two mailboxes per post. Individual posts should be installed with a 2.5 ft separation between posts since posts more closely spaced may cause ramping. In the unusual circumstance where there are so many mailboxes being relocated that there will not be room for all while still maintaining the above mentioned post spacing, "cluster boxes" may be a solution. Contact the local postmaster to discuss. "Cluster boxes" are not crashworthy and so may not be located where they could easily be hit. It is acceptable for newspaper boxes to be mounted on the supports, if constructed of plastic or light gage sheet metal.

For additional guidance, refer to Section 10.5.6, Public Relations.


09/01/17 §10.5.2.2

10.5.2 Fencing It is the general policy of the Department that fences which constitute a hazard, whether privately or State-owned, are to be removed from the clear zone. Fences within the right of way may have been erected either by the Department or by the adjoining property owner. In either case, the designer should be aware that the fences may be a hazard. The next section provides guidance for private fences. The current guidance for the Department's fences, presented in the subsequent sections, is intended to ensure that fences erected at the Department’s direction are warranted and are reasonably safe. Details of fencing used to contain rockfall should be developed in conjunction with the Regional Geotechnical Engineer. Unless designed as breakaway features, such fences should be treated as fixed objects with respect to clear zone determinations.

10.5.2.1 Private Fences

It is DOT policy that fences that constitute a hazard within the clear zone, whether private or state-owned, are to be removed. Private fences may pose serious hazards. While most fences are not substantial enough to wreck an impacting vehicle, they may contain elements that could enter the passenger compartment and cause serious injury or death. The most dangerous elements are long horizontal components, roughly 3 to 6 feet above grade, which can separate on impact and "spear" through windshields. Typical examples include split-rail fences and pipe rails on the top of chain link fences.

A few fences may be strong enough or heavy enough to constitute a significant fixed object hazard. When fences that are considered potentially hazardous are found to be within the State's right of way, the fences are to be removed, treated, or documented as a nonconforming feature. Positions opposite points of entry or on the outside of curves after a long straight section or long hill are more likely to experience accidents. If, in the professional opinion of the engineer, a particular fence represents a significant hazard, the engineer should notify the owner in writing. The letter should request remediation and suggest appropriate alternatives. It is important that documentation of the effort to remediate be retained in Regional files. Refer to Section 10.5.6, Public Relations, for additional guidance.

In addition to the safety aspects of fencing, the designer should be aware of the implications of private fences to land use patterns. While the Department may tolerate casual land use within the right of way, the presence of a private fence within the R.O.W should not be allowed to justify construction of substantial encroachments. Although it is very difficult to detect such activity, suspected problems should be brought to the attention of the Regional Real Estate Group. Prompt action at the start of encroaching construction activity may allow adjustment before the problem involves a completed project.

10.5.2.2 Purposes for DOT Barrier Fencing

The primary purpose for installing barrier fencing is to enhance the safety of the motorist and to enhance the safety of those that the fencing is meant to exclude.

In some locations, the fencing additionally serves to delineate the right of way. However, in many instances it is more convenient to erect the fences in continuous lines leaving irregular


6/28/2010 §10.5.2.2

right of way corners outside the fence line. Fencing is intended to exclude pedestrians, bicyclists, unauthorized vehicles, and domesticated animals. Among wild animals, deer are the major hazard in New York State, due to their number, size, and range requirements. Fencing is not warranted or effective for deer control. Deer routinely vault or crawl under most practical types of fencing. Fencing may cause deer to spend more time within the right of way while searching for a way out of the fencing. Where deer hits have been a problem, consideration should be given to (1) clearing vegetation well back from the road to improve visibility and reduce the potential for surprise, (2) placement of warning signs (No Grazing, Beware of Traffic, or other, appropriate signs) and (3) special treatments, such as underpasses at concentrated crossing areas.

The two most common types of fencing used by the Department are chain link and right of way (R.O.W. or cattle) fencing shown on the Standard Sheets for 607 series items.

Because of the potential for "spearing" accidents and the lack of any offsetting cost advantage, the chain link fence with top rail is generally not to be used on State contracts. Exceptions may be made only in special cases where supporting justification is submitted with the PS&E package or the fencing does not border an established roadside clear area. Exceptions may be approved by the Regional Director in cases where there is a compelling reason, such as:

• where top rail fencing with insert slats is required for visual screening,

• where trespassing or vandalism problems are anticipated and top rail fencing would be more durable and/or easier to repair, or

• on structures in accordance with Bridge Detail Sheets. Unless excepted by the Regional Director, existing top rails are to be replaced with tension wires whenever the fence is in the clear zone or in a location where it could easily be struck by an errant vehicle and either:

• Repair, replacement, or realignment of the fence is required.

• The fence adjoins, or is within, a reconstruction or 3R project.

• A sufficient amount of related work is being done in the immediate vicinity to justify including top rail removal within the scope of work.

Other types of fencing are described in special and Regional specifications. For built-up areas, the Regional Landscape Architect can provide options and should be consulted to recommend fence styles that are reasonably safe and compatible with adjacent land uses. Selection might include:

• cattle fences in rural areas,

• high, nonclimbable fences (1 inch mesh) on urban freeways,

• black or green vinyl-clad chain link fences in sensitive residential areas, or

• ornamental fencing in historically designated areas. Changes in the type of fencing should occur at natural break points to minimize the visual impact.


2/13/2010 §10.5.2.4

10.5.2.3 Vandalism and Trespassing In areas of high crime, vandalism, or risk, a higher quality security fence may be warranted. The Regional Landscape Architect should be consulted on different styles of fencing and more vandal-resistant materials, such as picket and rail fencing and nonclimbable meshes. Fencing will not exclude the determined trespasser. In developed areas, vandals may cut holes or pedestrians may enter at required fencing gaps, such as at exit ramps, to take short cuts across limited access highways. In rural areas, snowmobilers and All-Terrain-Vehicle (ATV) operators sometimes cut holes in the fence to gain access to the right of way. The miles of continuous clear zone with mild grades offer ideal conditions for these kinds of unauthorized vehicles. There are three measures that can be taken to combat the hazards posed by trespassers. The first is to regularly repair the fencing. Where repeated vandalism is a problem, consideration may be given to repositioning fencing where it will be easily observed or where it works in concert with other obstacles. The second measure is to request increased enforcement efforts from police agencies in the area. The third measure is to reduce the desirability of entering the right of way. The addition of a sufficient length of continuous fencing in a median may eliminate a pedestrian shortcut. In rural areas, the continuity of the clear zone may be eliminated by using guide rail to extend from roadside barriers to connect to natural barriers. For instance, where roadside guide rail is used to shield a culvert, clear zone continuity may be interrupted by extending the roadside guide rail down to the drainage feature. While corrugated or box beam guide rails are highly resistant to vandalism, their use may be less safe for errant vehicles than the available clear area would be. Guide rail used to discourage illegal use of the clear area should only be installed at locations that are already shielded, require shielding, or contain other hazards. 10.5.2.4 Warrants for Barrier Fencing The primary guidance for barrier fencing is AASHTO's November 1990 booklet An Informational Guide on Fencing Controlled Access Highways. The guide is used by the Federal Highway Administration and many state agencies. The guide is subject to differences of interpretation. One passage states, "All portions of a controlled access highway should be continuously fenced, unless it can be established that a fence is not warranted; such as in areas of precipitous slopes or natural barriers." In a subsequent paragraph, the guide indicates that, "The cost of a continuous fence of this height... (sufficient to deter deer)...would be excessive and the biologic effects on animal life would be undesirable." The Department's interpretation of this guidance is that fencing is not warranted for the control of wildlife (ineffective) or the exclusion of the occasional hunter (not cost effective for small risks involved). Natural barriers are therefore interpreted to mean ones that would generally inhibit or preclude passage by ATVs and snowmobiles. While continuous fencing of limited access highways may not be warranted, it is considered desirable as a legal means of establishing trespass. The installation of barrier fencing may be warranted for long-term conditions or temporary conditions as described below.


6/28/2010 §10.5.2.4

A. Long-Term Conditions Since a fence may remain in place and be functional for many years, the selection of a type should take into consideration the potential development of the area. Most long-term condition warrants relate to limited access highways. The remainder relate to hazardous conditions that may be encountered within the right of way of any state highway.

1. The use of continuous 6 foot high chain link fencing is warranted along the right of

way line of any portions of limited access highways in urban areas, towns, or population centers where trespassing pedestrians may be anticipated. Where the limited access highway is flanked by a frontage road with access to adjoining properties, the fencing should be installed between the frontage road and the limited access highway.

2. The use of 4 ft high right of way fencing (as shown on the Standard Sheets) may be warranted along limited access highways in agricultural areas where livestock, particularly cows, are present. In all cases, however, the livestock owners have primary responsibility for providing fencing for their livestock. Any fencing provided by the Department is strictly a secondary barrier to protect highway patrons from escaped livestock. Livestock owners should not be permitted to connect their fences to the Department's fences.

3. The use of either chain link or R.O.W. fencing is warranted along limited access highways in open country to restrict access by snowmobilers, hunters, ATV operators, and others who may be casual users of the R.O.W.

4. The use of chain link fencing may be warranted to inhibit access to hazardous features within the right of way, such as steep rock cuts, recharge basins, transmission towers (owner’s responsibility), and some hazardous waterways.

5. The use of 8 ft high chain link fencing may be warranted along the right of way line adjacent to any school play grounds where formal access is not provided and where adequate access control has not been furnished by the school.

In areas that would normally exclude motorized vehicles, such as mountainous, densely wooded or swampy areas, the use of fencing is not warranted for the exclusion of snowmobilers or ATV operators. The high cost of fencing is also not warranted for the exclusion of the occasional hunter or others. While they are not warranting conditions and not DOT responsibilities, the presence of the following facilities adjacent to the right of way may be taken into consideration when fencing decisions are being made: public water supplies, military bases, mental institutions, state prisons, and power plants. B. Temporary Conditions Temporary condition warrants will normally be related to construction work. The contractor may elect to use fencing to reduce rates of theft and vandalism from the construction site. Additionally, fencing may be, and in urban areas is, warranted in an attempt to preclude pedestrians from entering the work zone. Where pedestrian access must be permitted through or immediately adjacent to the work zone, the path or sidewalk may warrant being fenced to guide pedestrians and to isolate foot traffic from hazards within the work zone.


6/28/2010 §10.5.2.5

The details of the types and specific locations of work zone barrier fencing should be developed with consideration given to the concerns identified in this chapter and in EI 01-019 Maintenance and Protection of Pedestrian and Bicycle Traffic and should be subject to the approval of the EIC. Use of horizontal rails in fences adjacent to traffic should not be permitted. The designer should refer to OSHA's requirements for fencing of additional hazards, such as high visibility plastic fencing around excavations.

10.5.2.5 Visual Screen Fencing Visual Screen Fencing is defined as fencing whose primary purpose is to serve as a visual barrier. The most common uses are aesthetic; to mask unsightly areas such as junk yards and to screen high-speed or limited access highways from residences. Visual screen fencing can be used in conjunction with, or as an alternative to, planting. Visual screen fencing can be either a fence to which materials have been applied to increase opacity or a separately-constructed fence specifically designed and placed to serve as a screen. Since the need for such fencing often comes about as mitigation in response to a community request, special attention needs to be paid to local context and community preferences in considering materials, color, scale and detailing. Concerns in addition to aesthetics and context include cost, maintenance and inspection of non-standard items, wind loads, vandalism and, especially in urban areas, security concerns due to the increased opacity. Consult the Regional Landscape Architect for guidance on the selection, placement, and design of appropriate visual screen fencing. In addition, there may be safety concerns. If the fencing is likely to be reached by an errant vehicle, it should either be shielded behind a guide rail and beyond its deflection or designed to be crashworthy. To be crashworthy, the fencing should not include elements that could penetrate into the passenger compartment and should not have structural components that would be likely to snag a vehicle to bring it to a dangerously abrupt stop. Top rails on a chain link fence would be an example of a spearing element. Various types of visual screens applied to other fences have been tested in actual use. One successful treatment has been the insertion of slats into the weave of chain link fencing. Insertion into a chain link fence 6’ to 8’ high is usually sufficient to provide the needed effect. This means that, in some cases, it could be added to existing or new right of way fencing at relatively low cost. Options for the inserts include wood, plastic and metal, available in various colors and finishes. Heavier posts are often required, to withstand increased wind loads. The Special Specifications list requirements for the heavier posts needed. The visual impact of increased post size must be taken into consideration alongside other aesthetic concerns, to ensure that the screen suits the project need and context. Another treatment has been fabric screens, but these have proven less successful since they are especially vulnerable to vandalism and wind damage. Many plastic fabrics are also susceptible to ultraviolet deterioration. Separately-constructed visual screen fencing can be of metal, wood, plastic or a combination. There is no single standard – such fences can be as simple as heavy duty yellow pine, 6’ to 8’ high in 6’ to 8’ sections, but can be more elaborate and decorative as the need, context, budget and maintenance capabilities allow. Designers should consider the degree of screening needed. It may be possible to minimize the impact of a view without completely blocking it – for instance by using a colored and tighter-than-standard mesh on a chain link fence (1” or less). A view can also be blocked in the key travelling direction while still allowing visibility for security in another through the use of a vertical louvered construction. Separately

6/28/2010 §10.5.2.6

constructed visual screen fences raise the same concerns as described above for visual screens applied to other fences. Visual Screen Fencing and Noise barriers: Noise barriers, described in detail in 10.5.2.6, are by nature visual barriers as well. Though noise wall materials and construction can vary widely, the scale and heavy concrete construction of those most typically used for effective noise control can have large visual and environmental impacts. Recently, on projects on suburban arterials, visual screen fencing has been offered as an option to communities balancing those impacts with the need for noise mitigation. While not designed to mitigate noise, visual screens often can effectively address the psychological effect of exposure to a roadway, if communities accept the trade-offs. Also, since they might be as simple as a wood stockade fence or a chain- link fence with brown wood or plastic slats 6’ in height, they can be a “greener” option, both in scale and construction footprint to traditional noise walls. Glare Fencing: Glare fencing is a type of visual screen introduced specifically to intercept headlight glare. One general type has been found satisfactory for reducing glare between lanes of opposing traffic—a “paddle-type” system designed for mounting on top of concrete barriers but also adaptable to box beam or heavy-post W-beam median barriers or guide rails. The system consists of vertically oriented paddles approximately 8.5 inches in width mounted every 2 feet on 10 foot continuous runners. Paddle heights are available in lengths of 2’, 2’-6”, 3’, and 4’. The paddles face at a 45" angle to the direction of traffic. See Section 10.2.4.7 Glare fencing may be appropriate on curves on high-volume, narrowly divided highways where headlights can shine directly into the eyes of drivers in the outside of the curve. Glare fencing may also be warranted where close frontage roads or railroads carry opposing traffic. In the latter cases, their design and construction might be no different from Visual Screen Fences discussed above, so the Regional Landscape Architect should be consulted for appropriate materials and details. However, since glare fencing is warranted wherever headlight glare is listed as a contributing factor to a significant number of accidents on divided highways, a partnership is needed between the Regional Landscape Architect and Safety Engineers to ensure that the fence achieves its primary purpose which is safety and accident reduction. 10.5.2.6 Noise Barriers Placement of noise barriers so that they form the border of the clear zone should be avoided. Where it is deemed necessary to place noise barriers so that they border the clear zone, the barriers should be of a crashworthy design. At a minimum, they should not contain elements that would be likely to enter the passenger compartment and, if designed to deflect vehicles, they should not contain projections in excess of 4”. If such a design is not acceptable, any noise barriers that border the clear zone width shall be shielded with suitable roadside barriers. The purpose of noise barriers is to provide some amount of noise control. This may be attempted with a wall, a berm, or a combination of the two. The Environmental Science Bureau should be consulted to help determine the need for a noise barrier. Noise barriers can have a substantial effect on the visual environment of a highway and the surrounding community. Ideally, any wall or fence option should achieve continuity with the design styles in the neighborhood. The Regional Landscape Architect should also be involved early in the process to review the potential need for a noise barrier and to assess the historic, aesthetic, and cultural heritage of the neighborhood and the affected community's consensus on whether or not to build the proposed noise barrier. A variety of textured or decorated concrete walls have been


2/13/2010 §10.5.3.1

used. When a timber noise wall is appropriate for either the entire barrier or in conjunction with other materials or earth berms, Noise Barrier Wall, Item 15607.99XX may be specified. These specifications are for wooden noise wall, but allow approved alternates as well. The wooden noise wall is shown on Standard Sheet 607-5 Noise Barrier Wall Details (Horizontal Sheathing) and 607-6 Noise Barrier Wall Details (Vertical Sheathing). Upon request, the Geotechnical Engineering Bureau will design the footing depths and diameters for noise wall installations.

10.5.3 Cattle Passes

Cattle passes are tunnels that allow cattle to move from one side of a road to the other without occupying the traveled way. They were historically provided as mitigation when new roads separated significant quantities of pasture land from the remainder of an active dairy farm. Their rate of installation has declined dramatically in recent years due to the reduction in the number of new state roads and the decline in the dairy industry within the state. The situation is complicated by the provisions of the Farmlands Protection Act which strives to minimize direct or indirect (hindered access) loss of farmland.

In general, the use of cattle passes has proven to be problematical and has not produced one of the desired results: preventing subsequent damage claims. As a consequence, their use should only be approved after close examination confirms the justification. The Regional Real Estate Officer should be involved as soon as possible when installation of a cattle pass is given consideration.

10.5.3.1 Conditions Required for Construction

Generally, all of the following criteria must be met for a cattle pass to be warranted.

• The size of the herd should be at least 25.

• The design year AADT should be at least 500 vehicles.

• The separated parcel of pasture should be at least 10 acres in area.

• The owner actually wants one. Cattle passes are not to be forced on farm owners. The following conditions are contributing factors that could increase the justification for installation of a cattle pass.

• The present cattle crossing is located where the sight distance is close to or less than the minimum allowed for the particular class of highway.

• The present cattle crossing is located on a grade in excess of 5%.

• The topography is favorable to the installation of an underpass. For new highways in farm country, the designer should evaluate the first three criteria. If they are satisfied, the Regional Real Estate Officer should be notified to determine the farm owner’s interest in a cattle pass. If a farm owner has made a request for the installation of a cattle pass under an existing highway, the designer should evaluate the first three criteria above and notify the Regional Real Estate Officer. The final determination of the need for a cattle pass should be made by the Regional Real


6/28/2010 §10.5.5

Estate Officer after all other options have been examined. Before construction of the cattle pass is approved, the Regional Real Estate Officer must obtain the owner's signature on an Agreement of Adjustment that restricts subsequent claims and on a Maintenance Agreement (Section 10.5.3.3). 10.5.3.2 Design Details The standard cattle pass options are shown on the Standard Sheets for 603 items. Lengths should generally be limited to 50 ft as cows have shown reluctance to enter longer tunnels. The relatively narrow cross-sections are designed to prevent cattle from trying to turn around inside the tunnel. Wider box culvert cattle passes may be designed to permit easier cleaning and the passage of farm equipment. The specific geometry will be the result of negotiations between the owner, the Department of Agriculture and Markets, and the Real Estate Officer, with cost input from the designer. Because of the danger of cattle breaking legs after falling on ice and other problems, cattle passes are not to be designed to serve as a dual purpose cattle pass and drainage culvert. Entry slopes should be 1:4 or flatter. If possible, the inlet end should be placed above existing ground to minimize entry of runoff. The design should preclude standing water. The placement and back filling should provide for a minimum cover of 1 foot between the top of the cattle pass and the subgrade of the roadway.

10.5.3.3 Maintenance Cattle passes, by their nature, require periodic cleaning. This is not a proper function of the Highway Maintenance Division. It is recommended that, prior to a final decision to include a cattle pass in the contract plans, a signed agreement be obtained, where the recipient of the cattle pass agrees to clean the proposed facility. However, the structural maintenance of the cattle pass must remain with the agency having highway maintenance jurisdiction. 10.5.4 Guide Posts Guide posts are short, unconnected posts whose purpose is to prevent the willful movement of vehicles into restricted areas. Guide posts are not safety features for errant vehicles. In general, the use of guide posts is discouraged. While the use of guide posts may be warranted for special circumstances within low-speed locations, such as rest areas and other parking areas, preference should be given to the use of curbing and parking bumpers. Guide posts should not be used within the clear zone of any roadway.

10.5.5 Barriers on Dead-End Roads and Streets The Department's barriers for use at dead ends consist of three (formerly two) corrugated W-beam rails with centerlines mounted at heights of 14 inches, 34 inches, and 54 inches on heavy-posts. Details are shown on the Standard Sheets for 630 items, "Highway Barrier and Highway-Railroad Barricade". These barriers are significant hazards whose use must be carefully warranted and for which thorough warning must be provided. Warning sign requirements are specified in the national Manual on Uniform Traffic Control Devices (MUTCD) and its New York State Supplement. At a minimum, signage should include an advance "DEAD END" sign (Section 2C.21) and at least one “end of roadway” marker (Section 3C.04) above the barrier. Each rail of the barrier should


2/13/2010 §10.5.6

be covered by a strip of red and white striped barricade sheeting (Section 3F.01). The use of barriers should be limited to those situations where a road ends, such as a dead end at a railroad (Highway-Railroad Barricade) or dead ends against limited access highways or where bridges are out (Highway Barriers). Because the barriers are fixed obstacles, they should only be used when a serious accident is likely to result if a vehicle passes beyond the end of the road. Examples would include dead ends at bodies of water, highway cuts, and other drop-offs. Also included would be cases where the errant vehicle would be likely to cause injury to other people, such as by entering onto highways with volumes in excess of 10,000 vehicles per day or areas where people are likely to congregate. In these latter cases, the barriers would not be warranted if other obstacles such as trees, ditches, or guide rail are present to prevent passage into the critical areas. The barriers would also not be warranted where the end-of-road signage will be clearly visible both day and night and the length of approach is short enough to limit approach speeds to less than 30 mph. Where the end of the road is followed by conditions that do not exceed the hazard of the barrier, only the signage described in the MUTCD should be provided. 10.5.6 Public Relations The New York State Department of Transportation has a duty to construct and maintain its roads so that they are reasonably safe for users. Sometimes, the details of meeting that duty may meet determined opposition from local residents. Typically, these concerns involve historical monuments, large trees, fences, landscaping features, or structures, often fronting private residences, but on State right-of-way. Whenever projects are considered that would involve potentially sensitive features such as these, the Regional Landscape Architect should be consulted, early in the process, to help address the complex aesthetic, cultural, and environmental issues and the concerns that may develop. The Regional Real Estate Office should also be consulted early in any discussions regarding potentially sensitive right-of-way encroachments. It is the Real Estate negotiator’s responsibility to be of as much assistance as possible to those affected by the State’s acquisitions. They are prepared to explain the rights and responsibilities of the State and adjacent property owners. Any potentially controversial actions should be called to the attention of the Regional Public Information Officer so the Department can be prepared to address any publicity on the issue.


6/28/2010 §10.5.7.1

10.5.7 Resetting Guide Rail Frequently, maintenance or construction work requires that existing guide rail be taken down. On any projects that require the temporary removal of guide rail, the designer and EIC should try to minimize the amount of time that roadside hazards are unshielded. Where the risks are anticipated to be low, at a minimum, the plans should note that,

"Portions of runs should not be removed until it is necessary to remove them. Any portions of a run should be restored to service as soon as it is practical to do so. Leading ends of guide railing should not be left exposed to traffic without any shielding."

Where the risks will be more frequent or significant, the guidance in Section 10.5.7.4 should be followed. Often, the guide rail is suitable for resetting. This section provides the guidance to be followed for resetting, salvaging, or rejecting existing guide rail. The term "guide rail" is here meant to cover posts, cable, rail elements, anchor assemblies, and splices for both median barriers and guide railing. As noted previously in Section 10.3.1.2 B, the adequacy of a guide rail's type, placement (including point of need), anchorage, etc. must be carefully reviewed before specifying its resetting to existing conditions. 10.5.7.1 Railing Unsuitable for Resetting

Box beam guide rail or median barrier installed on contracts let before June 12, 1975, shall not be reset and shall not be retained on projects where any significant amount of construction work is to be performed. This rail can be recognized by any one of the following conditions.

• The rail is joined by external couplings.

• The rail is joined by two-bolt internal couplings.

• It lacks an imprinted heat number and manufacturer's symbol to indicate the material met the requirements of ASTM E436 - Standard Method for Drop-Weight Tear Test of Ferritic Steels. The imprint is generally opposite the weld at intervals not exceeding 4 feet.

The designer should field inspect all the existing guide rail installations within the project limits and determine which sections are not suitable for resetting. If any rail is severely damaged or rusted, it can not be reset. If any rail (that is otherwise suitable for resetting) has effectively lost its galvanized coating, it should be rejected as unsuitable for resetting. Outmoded corrugated shapes can not be reset. “C” posts were discontinued by EI 82-49 and are not suitable for resetting. “Z” posts, rarely encountered now, are also not to be reused.


2/13/2010 §10.5.7.3

10.5.7.2 Rail/Barrier Suitable for Resetting When the designer has determined that a run (section) of guide rail, including cable guide rail, is not outmoded and that most of the lengths are suitable for resetting, it shall be so designated in a schedule on the plans. In the case of existing cable that will be reused, new splice couplings and wedges are to be used.

After contract award and prior to the dismantling of sections of the installation, the Engineer-in-Charge and the Contractor shall jointly survey those sections to be reset and determine and record the amount of visible damage. Such damage to the installation includes but is not limited to posts, cable, rail elements, anchor assemblies, and splices. When these elements are damaged beyond repair, the cost of replacing this material will be borne by the State. Payment will be made under an appropriate item when included in the contract; otherwise payment will be made by agreed price or force account. When the damage survey is completed, the installation shall be dismantled and the acceptable material stored for later resetting. The material previously catalogued as damaged, and also that damaged by the Contractor's removal operation, shall be removed by the Contractor from the site. The cost of all additional inventory required to replace material damaged by the Contractor's operation shall be borne by the Contractor. This replacement inventory material shall be equal in kind and quality of that stockpiled for resetting as determined by the Engineer.

10.5.7.3 Salvaging or Removing Railing not Suitable for Resetting

When the designer determines which runs of guide rail are predominantly not suitable for resetting, the Regional Maintenance Engineer should be notified. The Regional Maintenance Engineer should determine whether a given run should be designated as Remove and Dispose, Item 606.71 to 606.80 or as Remove and Store, Items 606.61 to 606.70.

The designer should include a schedule on the plans indicating which runs of guide rail are "Suitable for Resetting", and which are suitable to "Remove and Store", or "Remove and Dispose". Under the Remove and Store option, the Contractor is to remove the guide rail and neatly store the components in separate piles so that Department forces can salvage usable parts. Prior to project completion, salvage shall be performed and the Contractor shall be notified by the Regional Maintenance Engineer that salvage has been performed, so that the Contractor may begin to dispose of all remaining material as required by the specifications. Salvaged parts may be used for maintenance work on outmoded systems, current systems, or temporary detours as appropriate. However, outmoded (see 10.5.7.1) box beam should only be used for spot repair work. Outmoded box rail elements (lacking imprint of heat number and manufacturer's symbol) which are accepted by the Regional Maintenance Engineer as Remove and Store must be accompanied by written instructions from the EIC that the rail elements must be drop weight tear tested in accordance with ASTM E 436 before being installed in the normal maintenance operation. Where applicable, the designer should note this requirement on the plans. The Materials Bureau, through the Regional Materials Engineer, should be contacted for lot stocking and sampling instructions of box rail elements which are desired to be salvaged.

Contact the Design Quality Assurance Bureau should resetting or salvaging situations be encountered that are not covered by the above instructions.


6/28/2010 §10.5.7.4

10.5.7.4 Guide Rail Resetting Time Allowances Guide rail provides an important safeguard that is lost during the time that it is removed for resetting. To minimize the exposure period when this protective feature is not available, guide rail that will be exposed to traffic should not be taken down earlier than necessary and should be put back in service as soon as possible. The designer should include notes in the contract documents alerting the contractor to the duration requirements for any project where guide rail replacement, resetting, or new installations are required. Recommended durations for a variety of guide rail installation conditions are shown below in Table 10-9.

Table 10-9 Recommended Guide Rail Installation Time Allowances

Work Operation Allowable Out-of-Service Time Durations

AADT > 40,000 AADT < 40,000

Resurfacing/Roadside Safety 14 Calendar Days 21 Calendar Days

Guide Rail Replacement Projects 2 Calendar Days 2 Calendar Days

Reconstruction of Shoulder, Pavement, or Minor Culvert ( < 6 ft diam.) Embankment Work

21 Calendar Days 28 Calendar Days

Median Barrier/Rail, Pier Protection, or Bridge Approaches Major Culvert Reconstruction

Same Day, unless temporary protection provisions made.*

Same Day, unless temporary protection provisions made.*

New Guide Rail Locations** 14 Calendar Days 21 Calendar Days

* Must be satisfactory to EIC. Consult with Traffic & Safety for further guidance.

** Not extensions of existing runs. The designer should identify special situations, such as high accident locations, bodies of water, cliffs, etc., that may warrant shorter time durations or positive protection at all times. These areas should be described separately in the Special Notes, referenced by station or reference marker, and their allowable replacement durations specified. The designer should include the following notes, as needed, in the proposal as a Special Note.

SPECIAL NOTE GUIDE RAIL DOWNTIME RESTRICTIONS This contract contains restrictions on the amount of time that any run of guide rail may be out of service or that installation of new runs may be deferred. The Contractor is advised to be aware of these restrictions when preparing bids and scheduling work for this contract. Failure, as determined by the Engineer, to comply with the time frames specified will result in assessment of nonpayment for Item 619.01 Basic Maintenance & Protections of Traffic (or the appropriate item for special project types) for each calendar day during which the cited guide rail installation is not complete. In addition, liquidated damages will also be assessed at rates shown in Table 108-1 of Section 108.03. Guide rail shall not be removed from any location where traffic is being maintained until the Contractor or Sub-Contractor is prepared to fully install the new section of


6/28/2010 §10.5.7.4

rail and its terminals. The Contractor shall schedule operations to replace all rail on the same day as removed unless subsequent construction operations make it impractical to do so. Installation of the new rail shall begin as soon as practical after removal of the existing rail. Installation work on any individual location shall continue until all the railing at that location has been installed. When guide rail can not be replaced on the same day as removed, (1) the work area shall be delineated using the Overnight Shoulder Closure Details shown in the plans and (2) the guide rail shall be replaced within the guide rail replacement time duration for this contract, which is XX calendar days, except as noted below:

• The guide rail replacement duration shall be YY days for the following runs of rail: Station aa+bbb to cc+ddd, Right (or Left)

• The guide rail duration for installing the following runs of new guide rail shall

be Station eee+ff to ggg+hh, Right (or Left), ZZ days from Beginning of mobilization or Creation of feature to be shielded.

The guide rail replacement duration for a given existing run shall be measured from the first day that dismantling of the run begins to the day of complete installation of the rail and its end assemblies.

The designer should note the downtime restrictions below the guide rail tables on project plans that have such tables.


6/28/2010 §10.6

10.6 REFERENCES 1. A Guide for Erecting Mailboxes on Highways, 1994, American Association of State Highway and Transportation Officials, Suite 225, 444 North Capitol Street, N.W., Washington, D.C. 20001

2. An Informational Guide on Fencing Controlled Access Highways, November 1990, American Association of State Highway and Transportation Officials, Suite 225, 444 North Capitol Street, N.W., Washington, D.C. 20001

3. A Policy on Design Standards, Interstate System, January, 2005, American Association of State Highway and Transportation Officials, Suite 225, 444 North Capitol Street, N.W., Washington, D.C. 20001

4. A Policy on Geometric Design of Highways and Streets, 2004, American Association of State Highway and Transportation Officials, Suite 225, 444 North Capitol Street, N.W., Washington, D.C. 20001

5. ASTM E436 - Standard Method for Drop-Weight Tear Tests of Ferritic Steels, Volume 3.01, 1991, American Society for Testing and Materials, 1916 Race Street, Philadelphia, Pennsylvania, 19103-1187

6. Bridge Detail Sheets, Structures Design and Construction Division, New York State Department of Transportation, State Campus, Albany, New York, 12232 https://www.dot.ny.gov/main/business-center/engineering/cadd-info/drawings/bridge-detail-sheets-usc

7. Guidelines for the Adirondack Park, Third Edition, August 2008, New York State Department of Transportation, https://www.dot.ny.gov/divisions/engineering/environmental-analysis/manuals-and-guidance/greenbook

8. NCHRP Report 230 - Recommended Procedures for the Safety Performance Evaluation of Highway Safety Appurtenances, 1981, Michie, J. D.,Transportation Research Board, 2101 Constitution Ave, N.W., Washington, D.C. 20418 9. NCHRP Report 350 - Recommended Procedures for the Safety Performance Evaluation of Highway Features, 1993, Ross, H. E., et al., Transportation Research Board, 2101 Constitution Ave, N.W., Washington, D.C. 20418 10. NCHRP Synthesis 178 - Truck Escape Ramps, 1992, Witheford, D. K., Transportation Research Board, 2101 Constitution Ave, N.W., Washington, D.C. 20418 11. NYSDOT Client Report 37, Performance of Cable Median Barrier on the Palisades Interstate Parkway, January 1989, Tyrell, A. B. & Bryden, J. E., Engineering Research and Development Bureau, New York State Department of Transportation, State Campus, Albany, New York, 12232 12. (MUTCD) Manual on Uniform Traffic Control Devices, refers to a combination of two documents: the national MUTCD and the New York State Supplement. MUTCD 2003 Edition with Revisions Number 1 and 2 Incorporated, dated December 2007,

https://www.dot.ny.gov/main/business-center/engineering/cadd-info/drawings/bridge-detail-sheets-usc

https://www.dot.ny.gov/main/business-center/engineering/cadd-info/drawings/bridge-detail-sheets-usc

https://www.dot.ny.gov/divisions/engineering/environmental-analysis/manuals-and-guidance/greenbook

https://www.dot.ny.gov/divisions/engineering/environmental-analysis/manuals-and-guidance/greenbook


6/28/2010 §10.6

Federal Highway Administration http://mutcd.fhwa.dot.gov/ NYS Supplement to the National Manual on Uniform Traffic Control Devices, Office of Traffic Safety and Mobility, New York State Department of Transportation, 50 Wolf Road, Albany, New York, 12232 , Published as Transportation Title 17B (NYCRR) by Thomson West (800-344-5009)

https://www.nysdot.gov/portal/page/portal/divisions/operating/oom/transportation-systems/traffic-operations-section/mutcd 13. NYSDOT Research Report 145 - Movable Concrete Median Barrier: Risk Analysis of Deflection into Opposing Traffic, December 1988, Bryden, J. E. & Bruno, N. J., Engineering Research and Development Bureau, New York State Department of Transportation, State Campus, Albany, New York, 12232 14. New York State Standard Sheets, Design Quality Assurance Bureau, New York State Department of Transportation, 50 Wolf Road, Albany, New York, 12232 (https://www.nysdot.gov/portal/page/portal/main/business-center/engineering/cadd-info/drawings/standard-sheets/606-guide-railing) 15. Policy on Highway Lighting, December 1979, NYSDOT Traffic and Safety Division, 50 Wolf Road, Albany, New York, 12232 (https://www.nysdot.gov/portal/page/portal/divisions/operating/oom/transportation-systems/repository/policylight.pdf) 16. Procedure for Managing Projects, Third Working Draft, September 1991, Program and Project Management Division, New York State Department of Transportation, 50 Wolf Road, Albany, New York, 12232 17. Research Report 83 - Crash Tests of Sharply Curved Light-Post Guiderail, July 1980, New York State Department of Transportation in cooperation with FHWA, New York State Department of Transportation, State Campus, Albany, New York, 12232 18. Roadside Design Guide, 2006, American Association of State Highway and Transportation Officials, Suite 249, 444 North Capitol Street, N.W., Washington, D.C. 20001 19. Project Development Manual, Project Development Section, New York State Department of Transportation, 50 Wolf Road, Albany, New York, 12232 https://www.nysdot.gov/divisions/engineering/design/dqab/pdm 20. Standard Specifications - Construction and Materials, 2008, Design Quality Assurance Bureau, New York State Department of Transportation, 50 Wolf Road, Albany, New York, 12232 https://www.nysdot.gov/main/business-center/engineering/specifications/2008-standard-specs-us 21. Transportation Research Record 1258 - Roadside Safety 1990, Performance Evaluation of a Movable Concrete Barrier, 1990, Glauz, D. L., Transportation Research Board, 2101 Constitution Ave, N.W., Washington, D.C. 20418 22. Transportation Research Record 1302 - Roadside Safety Features 1991, Single-Slope Concrete Median Barrier, 1991, Beason, W. L. et al., Transportation Research Board, 2101 Constitution Ave, N.W., Washington, D.C. 20418 23. Transportation Research Record 1367 - Development and Evaluation of Roadside


https://www.nysdot.gov/portal/page/portal/divisions/operating/oom/transportation-systems/traffic-operations-section/mutcd

https://www.nysdot.gov/portal/page/portal/divisions/operating/oom/transportation-systems/traffic-operations-section/mutcd

https://www.nysdot.gov/portal/page/portal/main/business-center/engineering/cadd-info/drawings/standard-sheets/606-guide-railing

https://www.nysdot.gov/portal/page/portal/main/business-center/engineering/cadd-info/drawings/standard-sheets/606-guide-railing

https://www.nysdot.gov/portal/page/portal/divisions/operating/oom/transportation-systems/repository/policylight.pdf

https://www.nysdot.gov/portal/page/portal/divisions/operating/oom/transportation-systems/repository/policylight.pdf

https://www.nysdot.gov/divisions/engineering/design/dqab/pdm

https://www.nysdot.gov/main/business-center/engineering/specifications/2008-standard-specs-us

https://www.nysdot.gov/main/business-center/engineering/specifications/2008-standard-specs-us


6/28/2010 §10.6

Features, ADIEM: Low Cost Terminal for Concrete Barriers, 1992, Ivey, D. L. & Marek, M. A., Transportation Research Board, 2101 Constitution Ave, N.W., Washington, D.C. 20418 24. Utility Reimbursement, Highway Design Manual Chapter 13, Appendix G, Design Quality Assurance Bureau, New York State Department of Transportation, 50 Wolf Road, Albany, New York, 12232 https://www.nysdot.gov/portal/page/portal/divisions/engineering/design/dqab/hdm/hdm-repository/hdm13app_g.pdf 25. Weighted Average Item Price Reports, Office of Engineering, New York State Department of Transportation, 50 Wolf Road, Albany, New York, 12232 https://www.nysdot.gov/portal/page/portal/divisions/engineering/design/dqab/waipr

https://www.nysdot.gov/portal/page/portal/divisions/engineering/design/dqab/hdm/hdm-repository/hdm13app_g.pdf

https://www.nysdot.gov/portal/page/portal/divisions/engineering/design/dqab/hdm/hdm-repository/hdm13app_g.pdf

https://www.nysdot.gov/portal/page/portal/divisions/engineering/design/dqab/waipr

APPENDICES A. SPOT EVALUATION OF DESIRABLE CLEAR ZONE WIDTHS B. SUPPORT OF GUIDE RAIL OVER SHALLOW OBSTRUCTIONS C. BARRIER IMPACT TESTING AND ITS RELATION TO IN-SERVICE

PERFORMANCE

ROADSIDE DESIGN - APPENDIX A 10A-1

6/28/2010 §10A

SPOT EVALUATION OF DESIRABLE CLEAR ZONE WIDTHS

10A.1 INTRODUCTION Roadside conditions change almost continuously from station to station along a highway. Factors such as embankment height and slope, ROW widths, development, and context vary rapidly over short distances. It is not reasonable to expend the resources that would be needed to determine the best clear zone width at each change in conditions. Still, there may be some instances where it is appropriate to evaluate the desirable clear zone width at a specific location, such as when various widths can be obtained and a basis is needed to determine what would be appropriate. The following procedure discusses the Spot Evaluation of Desirable Clear Zone Widths. 1. Basic Recovery Width, BRW. This is a numeric value (selected from Table 10-1) representing the basic width of recovery area that should be provided for given traffic volumes, design speeds, and slopes ranging from 1:3 cut slopes to 1:4 embankment slopes. Slopes in this range are considered recoverable since a driver may be able to recover control of an errant vehicle and return to the roadway. (Smooth cut slopes steeper than 1:3 may generally be included as part of the clear zone, provided there are smooth slope transitions between the roadway and the slope. This remains an area requiring the use of good judgment.) The BRW does not take into account curvature, nonrecoverable slopes, or accident history. The BRW values will generally, but not always, provide adequate width for recovery of errant vehicles. See Figure 10-2b for an example of a compound slope solution. 2. Nonrecoverable Slope. Traversable, but nonrecoverable slopes may be present in the clear zone, but may not be credited towards meeting the Basic Recovery Width needs. See Figure 10-2a. 3. Curve Corrected Recovery Width, CCRW. This width takes into account the effects of horizontal curvature. It is obtained by multiplying the Basic Recovery Width by the appropriate horizontal curve correction factor, Koc for the outside of curves. Table 10-2 presents the curve correction factors. It is desirable to apply the curve correction factor where long tangent sections of highway are followed by curves, and particularly when those curves have rated speeds* 10 or more mph less than the prevailing or anticipated operating speed on the tangent. The horizontal curve correction factor, Koc, should also be applied when the curve is at the bottom of a long downgrade or obscured by a crest vertical curve and there is an increased possibility of a driver being "surprised" by the curve. (On existing facilities, refer to the 3R Standards for additional alternatives for dealing with problem curves, such as providing more superelevation or signage.) See Figure 10-2c. * The rated speed is the maximum speed at which a vehicle can travel a superelevated curve without

exerting any side friction. The rated speed, Vr , may be calculated as the square root of (.15Re), where R is the radius of the curve in feet, e is the superelevation in percent (e.g. 6, 8, etc.), and Vr is in miles per hour.


6/28/2010 §10A

Figure 10A-1 Clear Zone Terminology and Nonrecoverable Slopes


6/28/2010 §10A

4. Clear Runout Width, CRW. This is the width that should be provided at the toe of a traversable, nonrecoverable fill slope. The minimum value of this width should be 8 ft to accommodate the width of a passenger vehicle. Otherwise, the width should be such that, when added to the width of the graded shoulder and any other recoverable width above the nonrecoverable slope, the Basic Recovery Width or, where appropriate, the Curve Corrected Recovery Width is attained. Refer to Fig. 10-1.

5. Desired Minimum Clear Zone Width, CZDM. This is the larger of the following, as appropriate:

• Basic Recovery Width

• Curve Corrected Recovery Width

• The sum of the Clear Runout Width plus the width from the traveled way to the toe of the traversable but nonrecoverable slope

6. Design Clear Zone Width, CZD. Selection of the Design Clear Zone Width should be made by an engineer experienced in roadside design. The selected value should take into account the Desired Minimum Clear Zone Width, environmental effects and cost considerations. Generally, the spot Design Clear Zone Width on a new project will equal or exceed the Desired Minimum, on reconstruction projects it will range at and below the Desired Minimum, and on 3R projects it will frequently not meet the Desired Minimum.

Spot clear zone width evaluation should involve the following steps.

1. Select the cross section to evaluate and note the parameters that will affect the desirable clear zone width.

2. Use the project design speed and the Average Annual Daily Traffic to obtain the Basic Recovery Width, BRW, from Table 10-1.

3. If the cross section is within a problem or "surprise" curve, as discussed in Section 10.2, and the clear zone being considered is on the outside of the curve, multiply the BRW on the outside of that segment by the appropriate horizontal curve correction factor, Koc, (see Table 10-2) to obtain the Curve Corrected Recovery Width, CCRW.

4. If any traversable but nonrecoverable slopes cut into the recovery width, determine an appropriate Clear Runout Width, CRW, to extend beyond the base of the slope.

5. Using the Desired Minimum Clear Zone Widths (maximum clear width obtained from steps 2, 3, and/or 4) and taking into account environmental effects, topography, adjacent development, right of way availability and other cost considerations, the engineer should select an appropriate Design Clear Zone Width, CZD, for that spot.


6/28/2010 §10A

Figure 10A-2a Sample Clear Zone Calculations-Cases I & II (Nonrecoverable Slopes)


6/28/2010 §10A

Figure 10A-2b Sample Clear Zone Calculations-Case III (Rock Cut)


6/28/2010 §10A

Figure 10A-2c Sample Clear Zone Calculations-Case IV (Ramp Curve)


6/28/2010 §10A

Figure 10A-2d&e Sample Clear Zone Calculations-Plan & Section of Runout Width

ROADSIDE DESIGN - APPENDIX B 10B-2


Appendix B

Support of Guide Rail Over Shallow Obstructions

Design Quality Assurance Bureau Originally Issued January 2004

(Converted to US Customary Units on 8/28/2008)


6/28/2010 §10B

Appendix B

Support of Guide Rail Over Shallow Obstructions

Table of Contents

1. Background 10B-3

2. General 10B-3

3. Use of this Guidance 10B-4

3A. Cable Guide Rail 10B-5

3B. W-Beam on Weak Posts 10B-9

3C. Box Beam 10B-13

3D. W-Beam on Heavy Posts 10B-17

3E. Base Plates for Weak Post Rail Systems 10B-20

3F. Concrete Barrier 10B-22

3G. Lateral Offsets 10B-23

3H. Payment Considerations 10B-24


6/28/2010 §10B-1.0

1.0 Background: For several decades, it has been the Department’s general practice to provide barriers where a highway crosses a culvert. These barriers could be guide rail, culvert rail or bridge rail, depending on the size and other geometric details of the culvert involved. Unfortunately, it was not always clear which type of rail should be used in a given circumstance. When the National Cooperative Highway Research Program issued their Report 350 –Recommended Procedures for the Safety Performance Evaluation of Highway Features (NCHRP 350), it was endorsed by FHWA. FHWA went one step further to require that all barriers and terminals used on federal-aid highway projects should meet the NCHRP 350 test criteria or be judged capable of passing them. As a result, extensive testing was performed on existing highway barrier systems. Acceptable bridge rail and highway guide rail systems were developed or existing systems were validated. Because the testing process is expensive and our culvert rail was relatively seldom used, it did not appear to make economic sense to perform the expensive testing necessary to confirm its ability to pass the new crash test criteria. Taking into consideration the possibility that it might not have passed, the decision was made to drop culvert rail as a barrier option at culverts. Consequently, any barrier placed at a culvert should now be provided either as highway guide rail or as bridge rail. This present guidance is intended to define the range of circumstances where it is appropriate to provide guide rail. Whenever the culvert size and geometry do not meet the conditions described herein, any barrier needs should be met with a bridge rail option. Guidance on the appropriate bridge rail for a given situation should be obtained from the Structures Division. Since the use of guide rail at culverts often introduces the problem of the culvert preventing posts from being driven to their normal depths, it made sense to extend the guidance to include other obstructions to driving as well. Therefore, this guidance describes acceptable methods of dealing with situations where the presence of a shallow obstruction, such as a culvert, boulder, or utility line, prevents driving guide rail posts to their normal depths at their normal locations. 2.0 General: If the obstruction is identified early enough and is of limited extent, it may be possible to shift the entire run of rail slightly so that the obstruction is straddled and no other modifications are required. The most common choices for supporting guide rail over a shallow obstruction are to move, shorten, or add posts to support the rail system. However, these options may only be selected if there will be no fixed objects or snagging holes (see the fourth and subsequent paragraphs of this subsection, below) within the deflection distance of the guide rail. For conditions not meeting this requirement, refer to guidance from the Structures Division. If posts cannot be moved or added to eliminate the conflict with the shallow object, then it may be reasonable to weld a base plate to the bottom of the post and bolt the base plate to a concrete base. This concrete base may be either one constructed for that purpose, or may be the obstruction itself, assuming it is acceptable to bolt to that specific culvert or footing. While providing base plates for multiple posts may be necessary in some cases, the practice should be avoided. Where a base plate and bolting option is used, it may be assumed that the resulting rail deflections will be similar to the standard deflections. The typical base plate details for weak posts are covered in Section E of this document. Base plates for heavy posts are covered on Standard Sheet M606-10R2. In rare instances, shallow rock may be encountered over broad areas. When this occurs, post hole locations should be drilled to normal depth, posts should be inserted without soil plates, and the holes should be backfilled with gravel or sand. Alternatively, consideration may be

ROADSIDE DESIGN – APPENDIX B 10B-4

10/13/2017 §10B-3.0

given to using concrete median barrier in place of guide rail, since its embedment depth is only 9 inches. Refer to Section F for safety considerations related to concrete barrier. Since some of the modifications identified in the following sections should be assumed to increase the deflection distance of the guide rail, that system should be reevaluated to determine if any rigid fixed objects (such as headwall or wingwall projections, utility poles, or trees) would be within its deflection distance. Fixed objects within the deflection distance should be removed or a stiffer barrier system should be substituted, specifically one with a deflection less than the distance to the fixed object. See Highway Design Manual Table 10-3 for the standard highway guide rail deflections. In addition to fixed objects that project above grade, consideration must be given to “holes” that a vehicle’s wheel might snag in, possibly resulting in a rollover accident. For guiderail systems that have large deflections, there is the potential for high-speed errant vehicles to deflect the rail, slow, and then snag on fairly narrow “holes” in the embankment. For this reason, no openings with widths over 3 feet, such as culvert ends, should be permitted within the deflection distance of rails with standard deflections of 5 feet or more, unless the opening is covered with a grating to prevent a vehicle’s tires from snagging. For guide rail systems with standard deflection distances less than 5 feet (HPBO and box beam with 3 foot and 3’-1½” post spacings), the potential for vehicles snagging in holes is significantly reduced. If the vehicle is not going fast, the rail deflection is significantly reduced and the consequences of a snag are lowered. If an impacting vehicle is going fast, the vehicle usually loses contact with the ground at impact and it is over an opening for such a brief moment that its tires do not have an opportunity to move down into the “hole” enough to produce a snagging condition. For these reasons, wider openings are permissible within the deflection distances of more rigid rails. Therefore, for guide rail systems with standard deflection distances less than 5 feet, no ungrated openings with widths over 10 feet should be permitted within their deflection distance. Regardless of the above allowances, unless peak flow and debris indicate otherwise, most culverts exposed to traversal by errant vehicles should be flush with the embankment surface and grated for traversability, if their width is greater than 1.5 feet and less than 5 feet. When these openings are behind guide rail and debris accumulation is judged to be a problem, it may not be necessary to cover the entire height of the opening, but it is desirable for the grating to extend 1.5 feet beyond the deflection distance. For smaller transverse culverts, the minimum grating may consist of #8 reinforcing bars welded together on 12 inch centers. This rebar mat was “crash” tested for transverse culvert configurations and judged satisfactory for covering openings up to 5 feet by 7.5 feet. Note that, by increasing the bar size to #9, satisfactory results were calculated for openings measuring up to 10 feet by 17 feet. 3.0 Use of this Guidance: Sections A through G of this document describe options for supporting rail over shallow obstructions. Section H addresses payment for those measures. To use this guidance, select the best modification to address the shallow obstruction, check the deflection to verify that the barrier system choice is acceptable, and make any modifications to the post design as indicated. If a check of the deflection distance indicates that the barrier selection is not appropriate, a different barrier system should be used. In some instances, the extent of the obstruction and the proximity of openings (particularly at large, shallow box culverts) may require that bridge rail be used. Refer to guidance provided by the Structures Division for those treatments.


6/28/2010 §10B-3A

3A. Cable Guide Rail Posts at Shallow Obstructions Cable readily permits the longitudinal repositioning or addition of posts, because a post may easily be fastened to the rail at any point along its length. Slight longitudinal repositioning of individual posts will not have a significant effect on the deflection distance. Therefore, if the obstruction to driving a post is fairly narrow, such as a small culvert or boulder, the post should be moved longitudinally by up to 2.5 feet. See Detail 1-B. Note that aesthetics may be an issue where the guide rail is being used on a tight radius (minimum radius for cable is 450 ft). If the post relocation introduces an objectionable jog in the curve, consideration should be given to using the additional post arrangement shown in Detail 1-C.

If the obstruction requires movement of a post by more than 2.5 feet, an extra post should be added, such that the moved post and the added post straddle the obstruction. Ideally, the posts should be spaced evenly at the third points of the length between the posts on either side. See Detail 1-C. If the obstruction is wider than two-thirds of the normal post spacing, the span width between the moved and the added post may be increased, but should not be more than 2.5 feet wider than the normal post spacing for the run. Some minor adjustment of the posts outside of the moved and added posts may be needed, but it should be remembered that more support is needed near the wider span. See Detail 1-D. If the obstruction to post driving is more than 2.5 feet wider than the normal post spacing, then the use of shortened posts should be considered. A maximum of 12 inches of post and soil plate may be cut off the bottom of a single post assembly without significantly affecting the deflection distance. See Details 1-G and 1-H. This amount applies to either standard posts, which have a normal embedment depth of 33 inches, or to extra long posts, which have a normal embedment depth of 54 inches. The amount cut off the bottom of any one post should not significantly exceed the amount needed to permit driving the post so that its top is at the correct height. To maintain the normal deflection distance in an area where two posts need to be shortened by up to 12 inches, additional posts should be added. Post spacing for shortened posts should not exceed 2/3 of the typical post spacing and the length of the spanned area should not exceed twice the normal post spacing. See Details 1-E and 1-F for examples. If a cable run with 8 foot post spacings (standard deflection = 8 feet) has a single post that needs to be shortened by more than 12 inches and all spacings are kept to the normal dimensions, then the deflection in that immediate area between the normal posts should be assumed to be 11 feet. See Detail 1-J. If the extent of the shallow obstruction(s) prevents the use of any of the above options, consideration should be given to modifying or removing the shielded feature, switching to a different barrier system, or bolting the posts to the obstruction or a constructed foundation as described in Section E. Consultation on selecting an option is available by contacting the Design Quality Assurance Bureau.


6/28/2010 §10B-3A

10B-1 Cable Guide Rail Adjustments over Narrow Shallow Obstructions to Post Driving

16’ NORMAL SPACING

TYPICAL OBSTRUCTION

2.5’

16’ NORMAL SPACING

2.5’ 2.5’

WHEN ENCOUNTERING OBSTRUCTIONS DURING PLACEMENT OF TYPICAL CABLE GUIDE RAIL POSTS, THE POST MAY BE PLACED A MAXIMUM OF 2.5’ OFFSET ON EITHER SIDE OF ORIGINAL TYPICAL POST SPACING AS SHOWN DASHED.

TYPICAL OBSTRUCTION

1/3 of 2 spacings = 10’ - 8” 10’ - 8” 10’ - 8”

16’ TYPICAL SPACING

IF OBSTRUCTION ENCROACHES BEYOND THE 2.5’ OFFSET ALLOWED, THEN TAKE THE DISTANCE OF TWO POST SPACINGS AND DIVIDE IT INTO THIRDS AS SHOWN BELOW.

DETAIL 1-A

DETAIL 1-B

DETAIL 1-C

(Normal Configuration)

13.5’ RESUME 16’ SPACING

RESUME 16’ SPACING

FOR DETAILS 1-A, 1-B, AND 1-C, ASSUME STANDARD DEFLECTION OF 3.3 M


6/28/2010 §10B-3A

Fig. 10B-2 Cable Guide Rail Adjustments over Wide Shallow Obstructions to Post Driving

2.5’ 2.5’

TYPICAL OBSTRUCTION

TYPICAL OBSTRUCTION

TYPICAL OBSTRUCTION


DETAIL 1-D

DISTANCE EXCEEDING TYPICAL SPACING PLUS 750 mm

DETAIL 1-E

DETAIL 1-F

16’ (TYP.)

DISTANCE EXCEEDING TYPICAL SPACING PLUS 2.5’ LESS THAN 2 TYPICAL POST SPACING

NOTE 1 NOTE 1 NOTE 1 NOTE 1

NOTE 1 NOTE 1 NOTE 1 NOTE 1 NOTE 1

BUT LESS THAN 2 TYPICAL POST SPACINGS

< TYPICAL SPACING PLUS 2.5’

IF OBSTRUCTION IS LARGER THAN 2/3 THE NORMAL SPACING, THEN FLANK THE OBSTRUCTION ON BOTH SIDES WITH POSTS UP TO A MAXIMUM SEPARATION 2.5’ GREATER THAN THE TYPICAL POST SPACING.

BETWEEN SHORTENED POST AND ANY OTHER POST TO BE LESS THAN 2/3 THE TYPICAL SPACING. POST SHORTENING

(18.5’ max if 16’ typical spacing) (10.5’ max if 8’ typical spacing)

RESUME TYPICAL SPACING

16’ (TYP.)

16’ (TYP.) 16’ (TYP.) 16’ (TYP.)

FOR DETAILS 1-D, 1-E, AND 1-F, ASSUME STANDARD DEFLECTION OF 11 ft

NOT TO EXCEED 12 inches


6/28/2010 §10B-3A

Figure 10B-3 Cable Guide Rail Adjustments Involving Only Post Shortening


DETAIL 1-G

DETAIL 1-J

FOR DETAIL 1-G, ASSUME STANDARD DEFLECTION OF 11 ft









POST SHORTENED BY MORE THAN 12 inches

ASSUME STANDARD DEFLECTION = 8 ft









POST SHORTENED BY LESS THAN 12 inches


DETAIL 1-H


6/28/2010 §10B-3B

3B. W-Beam on Weak Posts at Shallow Obstructions Unlike cable guide rail, W-Beam is fabricated with bolt holes that only permit fastening to posts at predefined points, 6’ - 3½” apart. Posts may be spaced at either 12’ - 6” or at 6’ - 3½”, depending on the deflection distance available behind the rail. In the following paragraphs, options for the 12’ - 6” spacings will be described first, followed by those for 6’ - 3½” spacings. As indicated on Standard Sheet 606-6, additional posts may be placed for added backup support and they need not, and actually should not, be fastened to the rail. (NOTE: Revisions to the weak post W-beam system placed beam splices between posts that are on 12’ - 6” spacings. The details herein show the traditional splice locations.) Normal Post Spacing of 12’ - 6”: If a single post encounters a shallow obstruction, that post may be shortened by cutting a maximum of 12 inches of post and soil plate off the bottom of the post assembly. See Detail 2-A. If a single post encounters a shallow obstruction that would require shortening the post by more than 12 inches, two additional posts should be added, one in each of the adjoining bolt holes on either side of the obstruction. The shortened post should be included for aesthetics. See Detail 2-B. If a shallow obstruction is found that would require shortening a post by more than 12 inches and the obstruction would also require shortening of a post placed at one of the adjoining bolt holes 6’ - 3½” away, backup posts should be provided on either side of the obstruction, provided they will not have to be spaced more than 12’ - 6” apart. The post location that would require a shortened post should receive that post, as it is needed for vertical support. See Detail 2-C. Normal Post Spacing of 6’ - 3½”: If a post encounters a shallow obstruction, a maximum of 12 inches of post and soil plate may be cut off the bottom of the post assembly before it is driven, and an additional piece of W-beam added behind the other rail sections, centered on the shortened post. See Detail 2-D. (If the shortened post occurs at a splice, extra holes will have to be drilled in the backup rail to accommodate the splice bolts. See Detail 2-E.) If the post would have to be shortened by more than 12 inches to drive it to the appropriate height, the clear area required for deflection distance behind the doubled rail, and for 10’ on either side of the affected post, should be increased from 6 feet to 8 feet. See Detail 2-F. If the post would have to be shortened by over 18 inches to drive it to the appropriate height, the above conditions would apply, but that post may be eliminated. If two consecutive posts encounter an obstruction that requires shortening each by less than 12 inches, the posts may be shortened accordingly, but the deflection distance should be increased from 6 feet to 8 feet over a length of 10’ in either direction. See Detail 2-G. If two adjoining posts encounter an obstruction that requires shortening of either by more than 12 inches, backup posts should be provided on either side of the obstruction, provided they will not have to be spaced more than 12’ - 6” apart. Since backup posts are not connected to the rail and therefore can not provide vertical support, any post location that would require shortened posts for vertical support should receive that post. The shortened posts should also be provided if they will be 2 feet away from the adjoining backup post. The deflection distance should be increased from 6 feet to 8 feet over a length of 10’ in either direction. See Detail 2-H.


6/28/2010 §10B-3B

Figure 10B-4 Weak Post W-Beam Guide Rail with 12’ - 6” Typical Post Spacing – Adjustments for Shallow Obstructions to Post Driving

12’ - 6”(TYP.)

6’ - 3” 6’ - 3” 6’ - 3”

DETAIL 2-A

DETAIL 2-B

12’ - 6” (TYPICAL POST SPACING)



POST SHORTENED BY LESS THAN 12 inches


12’ - 6” (TYP.) 12’ - 6” (TYP.)

6’ - 3” 6’ - 3”

TYPICAL BACKUP POST (NOT ATTACHED)

< 3’-3” 3’ - 3”

TYPICAL BACKUP POST (NOT ATTACHED)

DETAIL 2-C

FOR DETAILS 2-A, 2-B, AND 2-C, ASSUME STANDARD DEFLECTION OF 8 ft



6/28/2010 §10B-3B

10B-5 W-Beam Guide Rail With 6’ - 3½” Post Spacing Over Shallow Obstructions (1 of 2)

6’ - 3” 6’ - 3” 6’ - 3”

DETAIL 2-D

ADDITIONAL W-BEAM ADDED BEHIND RAIL SECTIONS

(TYPICAL POST SPACING)

6’ - 3” 6’ - 3” 6’ - 3”

DETAIL 2-E


(TYPICAL POST SPACING) (TYPICAL POST SPACING)

IF THE SHORTENED POST OCCURS AT THE SPLICE , EXTRA HOLES WILL HAVE TO BE DRILLED IN THE BACKUP RAIL TO ACCOMMODATE THE SPLICE BOLTS.

POST SHORTENED BY LESS THAN 12”

POST SHORTENED BY LESS THAN 12”


6’ - 3” 6’ - 3” 6’ - 3”

DETAIL 2-F

ADDITIONAL W-BEAM ADDED BEHIND RAIL SECTIONS (TYPICAL POST SPACING)

POST SHORTENED BY MORE THAN 1 ft

6’ - 3”

ASSUME STANDARD DEFLECTION =8 ft 10 ft 10 ft



FOR DETAILS 2-D AND 2-E, ASSUME STANDARD DEFLECTION OF 6 ft. IF BACKUP RAIL IS NOT INCLUDED, ASSUME STANDARD DEFLECTION OF 8 ft FOR 10 ft ON EITHER SIDE OF SHORTENED POST, AS IN DETAIL 2-F.


6/28/2010 §10B-3B

10B-6 W-Beam Guide Rail With 6’ - 3” Post Spacing Over Shallow Obstructions (2 of 2)

If a continuous obstruction is encountered that would require shortening two or more adjoining posts by over 18 inches, then consideration should be given to welding a base plate to the bottom of the posts and fastening the base plate to a concrete footing. (If the obstruction is a concrete structure that it is acceptable to bolt to, then it will not be necessary to place a separate footing.) If mowing behind the rail will be required, then consideration should be given to constructing the footing so that its surface acts as a vegetation control strip at ground level and extends approximately 20 inches behind the posts. Details of the base plate and footing for weak posts are shown in Details 5-A through 5-D.

DETAIL 2-H

6’ - 3” 6’ - 3” 6’ - 3”

DETAIL 2-G


POSTS SHORTENED BY LESS THAN 12 inches

6’ - 3”


10 ft 10 ft ASSUME STANDARD DEFLECTION = 6 ft


6’ - 3” 6’ - 3” 6’ - 3” (TYPICAL POST SPACING)

POST(S) SHORTENED MORE THAN 12 inches

6’ - 3”


10 ft 10 ft ASSUME STANDARD DEFLECTION = 6 ft


LESS THAN 12’ - 6”

BACKUP POSTS NOT CONNECTED TO RAIL

> 2 ft < 2 ft

POSTS SHORTENED BY MORE THAN 12 inches MAY BE ELIMINATED, IF: THEY ARE NOT NEEDED FOR VERTICAL SUPPORT AND THERE WILL BE A BACKUP POST WITHIN 2 ft OF THEIR LOCATION.


6/28/2010 §10B-3C

3C. Box Beam Posts at Shallow Obstructions

Box beam guide rail is designed to have significantly less deflection than either cable or weak post W-beam guide rail. The rigidity and mass of the beam contributes to the system’s stiffness, allowing beam action to span across several posts at the same time. Because of this combined action of the posts, it is acceptable, where necessary, to shorten a single post by as much as 12 inches, as in Details 3-A and 3-G, without assuming any significant increase in deflection distance. (Post shortening should not be done where extra length posts are needed due to the proximity of steep slopes.)

Normal Post Spacing of 6’: Where 6’ post spacings are being used, posts may be repositioned (but not removed) without increasing the assumed deflection distance, provided the following spacings are not exceeded: 10’ when no beam splice is included (Detail 3-B), and 8’ when a beam splice is included (Detail 3-C). New holes drilled in the box beam to permit fastening to the posts should be field galvanized (in accordance with the Standard Specifications) soon after drilling and prior to mounting the rail.

While the rigidity of box beam permits repositioning of its supporting posts up to the limits indicated in Details 3-B and 3-C, longer spans between supporting posts introduce the risk that the rail will bend too much when struck, allowing a vehicle to pocket. To minimize this possibility, it is permissible to stiffen the spanned area by bolting an additional length of box beam rail to the back side of the primary rail. The fastening should be done using four ¾” x 14” hex head bolts, or a continuously threaded bar, with washers. With the rail reinforced in this manner, a span of 13’ may be used between supporting posts as indicated in Details 3-D and 3-E. Note that the supporting posts will have to be set back 6 inches to accommodate the width of the backup piece of box beam rail.

If a shallow obstruction extends for up to 20 feet under a run of box beam with 6’ post spacings and does not require shortening any of the posts by more than 12 inches, then shortened posts may be used, but with 3’ post spacings above the obstruction, and an additional full length post(s) placed on either side of the obstruction as may be needed to ensure that the split spacing extends beyond the sides of the obstruction. See Detail 3-F for an instance where a full-length post is needed to extend the split spacing on the right side.

Normal Post Spacing of 3’: Where 3’ post spacings are being used, it is acceptable to skip a single post, if a shallow obstruction is encountered that would require shortening that post by more than 12 inches, but the deflection for a zone extending out to 10 feet on either side of the removed post should be assumed to increase from 4’ to 5’. See Detail 3-H.

If a shallow obstruction extends for up to 20’ under a run of box beam with 3’ post spacings and does not require shortening any of the posts by more than 12 inches, then shortened posts may be used, but the deflection for a zone extending out to 10’ on either side of the outside shortened posts should be assumed to increase from 4 ‘ to 5’. See Detail 3-J.


6/28/2010 §10B-3C

10B-7 Box Beam Guide Rail with 6’ Post Spacing over Narrow Obstructions to Post Driving

DETAIL 3-A POST SHORTENED BY 12 inches OR LESS

6 ft TYP.

DETAIL 3-C

LOCATION REQUIRING POST TO BE SHORTENED BY OVER 12 inches

6 ft TYP.

DETAIL 3-B

6 ft TYP.

8 ft MAX.

REPOSITIONED POST

SPLICE

LOCATION REQUIRING POST TO BE SHORTENED BY OVER 12 inches

6 ft (TYP.) 6 ft (TYP.)

10 ft MAX.

REPOSITIONED POST

SPLICE SPLICE

FOR DETAILS 3-A, 3-B, AND 3-C, ASSUME STANDARD DEFLECTION = 5 ft

DETAILS 3-B AND 3-C DIFFER IN THE LOCATION OF THE BEAM SPLICE.


6/28/2010 §10B-3C

10B-8 Box Beam Guide Rail with 6’ Post Spacing over Wide Obstructions to Post Driving

DETAIL 3-D

DETAIL 3-F

6 ft (TYP.)

SPLICE SPLICE

< 20 ft POSTS SHORTENED BY 12 inches OR LESS

3’ 3’ 3’ 3’

DETAIL 3-E

6 ft TYP. 6 ft TYP.

REPOSITIONED POST

SPLICE SPLICE

< 13 ft NOTE 1

NOTE 1: WHERE BOX BEAM SPANS EXCEED 10 ft, AS IN DETAILS 3-D AND 3-E, THE SPANNED LENGTH SHOULD BE SUPPORTED BY FASTENING AN ADDITIONAL BOX BEAM TO THE BACK SIDE OF THE PRIMARY RAIL. REGARDLESS OF WHETHER ANY SHORTENED POSTS ARE RETAINED FOR AESTHETICS, THE TOTAL NUMBER OF FULL LENGTH POSTS SHOULD BE UNCHANGED FROM THE NORMAL COUNT. THE BACKUP RAIL SHOULD BE SUPPORTED BY AT LEAST THREE FULL-LENGTH POSTS.

REPOSITIONED POST

6 ft TYP. 6 ft TYP.

REPOSITIONED POST

SPLICE

SPLICE

< 13 ft NOTE 1

REPOSITIONED POST

FOR DETAILS 3-D, 3-E, AND 3-F, ASSUME STANDARD DEFLECTION = 5 ft

6 ft (TYP.)


6/28/2010 §10B-3C

Figure 10B-9 Box Beam Rail with 3’ Post Spacing Over Shallow Obstructions

DETAIL 3-H

SINGLE LOCATION REQUIRING POSTTO BE SHORTENED BY 1’(Include post for appearances)

OVER

10’ 10’

ASSUME DEFLECTION = 5’

DETAIL 3-G

SINGLE LOCATION REQUIRING POST TO BE SHORTENED BY 1’UNDER

DETAIL 3-J

LOCATIONS REQUIRING POSTS TOBE SHORTENED BY 1’UNDER

TYPICAL POST SPACING 3 FOOT

10’ 10’

ASSUME DEFLECTION = 5’

ASSUME STANDARD DEFLECTION = 4’

TYPICAL POST SPACING 3 FOOT

TYPICAL POST SPACING 3’


6/28/2010 §10B-3D

3D. W-Beam on Heavy Posts at Shallow Obstructions W-beam does not possess great beam strength when impacted, particularly since the impacting vehicle has a tendency to flatten the corrugations, which essentially produces a sheet of steel with a very low section modulus. To limit the anticipated deflection of the HPBO system, it is designed with frequent strong posts that individually and successively act to redirect vehicles. These heavy posts might snag some impacting vehicles, so blockouts are provided to hold the rail well in front of the post and thereby limit the chances of that occurring. For similar reasons, it is important that the posts provide consistent lateral support to the rail, as a “soft” spot could permit an errant vehicle to penetrate into the line of the rail and contact a subsequent post. (That would be an example of the process referred to as “pocketing”.) Because of this significant reliance on each individual post, the removal, overshortening, or relocation of posts should be avoided. The normal heavy post is both wider and longer than the normal weak post. Where necessitated by shallow obstructions, up to 16½ inches may be cut from the bottom of a single heavy post (leaving 25½ inches of embedment) without assuming any significant increase in the deflection of the guide rail system. Because of the possibility of pocketing, post spacings should not be significantly increased and, where they need to be, the rail should be reinforced to minimize the existence of “weak spots.” Normal Post Spacing of 6’ - 3”: With 6’ - 3” typical spacings, the posts are typically not provided with soil plates. As mentioned above and illustrated in Detail 4-A, up to 16½ inches may be cut from the bottom of a single post without increasing the assumed deflection beyond the normal 4 feet. Where up to three successive posts need to be shortened by up to 16½ inches, each shortened post is to have a soil plate added and the amount removed from the bottom of each post should be minimized. See Detail 4-B. If a single post must be shortened by more than 16½ inches, then backup reinforcement may be used to maintain the deflection distance. If the shortened post is not at a beam connection, the reinforcing may be done by nesting an additional W-beam behind the rail, as in Detail 4-C, or, where the shortened post is at a beam connection, as in Detail 4-D, by including a reinforcing channel, preferably a C9 x 20 or an MC8 x 18.7, behind the rail. In the latter case, the posts on either side of the obstruction should have soil plates added to provide extra support for the channel-spanned area. Normal Post Spacing of 3’ - 1½”: In an HPBO run requiring 3’ - 1½” post spacings, up to three posts may be shortened by amounts not exceeding 16½ inches, but the deflection distance within 10’ of the shortened posts must be taken as 4 feet. See Detail 4-E. One or two posts may be shortened by more than 16½ inches, provided a reinforcing channel is placed behind the rail and its ends are supported by at least two full-length posts on either side of the spanned area. See Detail 4-F. As indicated on Standard Sheet 606-09, heavy posts may be further shortened to a minimum embedment depth of 18 inches, provided the entire embedment depth is encased in concrete with a diameter of at least 12 inches. If the shallow obstruction is even closer to the ground surface and is composed of sound concrete with sufficient structural strength, a base plate, as indicated on Standard Sheet 606-10, may be welded to the bottom of the post and bolted to the concrete.


6/28/2010 §10B-3D

10B-10 Accommodating Shallow Obstructions for HPBO W-Beam with 6’ - 3” Spacing

DETAIL 4-A

DETAIL 4-B

6’ - 3” 6’ - 3” 6’ - 3” (TYPICAL POST SPACING) (TYPICAL POST SPACING)


POST SHORTENED BY UP TO 16.5 inches

6’ - 3”

POSTS SHORTENED BY UP TO 16.5 inches ADD SOIL PLATES

DETAIL 4-C


POST SHORTENED BY OVER 16.5 inches


FOR DETAILS 4-A, 4-B, AND 4-C, ASSUME STANDARD DEFLECTION = 4 ft


6/28/2010 §10B-3D

Figure 10B-11 Accommodating Shallow Obstructions to Post Driving for HPBO W-Beam with Channel Backup and/or 3’ - 1½” Spacing

37.5” 37.5” 37.5” 37.5” 37.5” 37.5” 37.5” 37.5”

WITH 37.5” POST SPACINGS, USE SOIL PLATES

POSTS SHORTENED BY OVER 16.5 inches

POST SHORTENED BY OVER 16.5 inches

REINFORCING CHANNEL ADDED BEHIND RAIL SECTIONS

SOIL PLATES ADDED TO FLANKING POSTS

REINFORCING CHANNEL ADDED BEHIND RAIL SECTIONS *

* REINFORCING CHANNEL SUPPORT TO INCLUDE TWO FLANKING POSTS ON EACH SIDE WHEN TYPICAL SPACING IS 37.5”

DETAIL 4-E

37.5” 37.5” 37.5” 37.5” 37.5” 37.5” 37.5” 37.5”

WITH 37.5” POST SPACINGS, USE SOIL PLATES

POST SHORTENED BY UP TO 16.5 inches

10 ft 10 ft

ASSUME DEFLECTION DISTANCE = 4 ft DEFLECTION =2 ft DEFLECTION = 2 ft

DEFLECTION DISTANCE = 4 ft

DEFLECTION DISTANCE = 2 ft

37.5”

37.5”

DETAIL 4-D

DETAIL 4-F


6’ - 3”


6/28/2010 §10B-3E

3E. Base Plates for Weak Post Rail Systems

In some instances, it is appropriate to weld a base plate to the bottom of a weak post and bolt the base plate into concrete. The following factors should be considered:

1. It is significantly more difficult to replace a bolted post that has been struck by an errant vehicle than it is to replace a driven post.

2. It may not be acceptable to bolt to the “roof” of some concrete box culverts. The Structures Division should be consulted.

3. The base plate may be very difficult to replace if it is not at ground surface, particularly if it is well below an asphalt vegetation control strip.

4. There may be problems with the long term strength of welded and bolted connections, so their use should be limited to cases where other choices would be problematic.

5. Welding and bolting is significantly more expensive than normal post driving, particularly when a concrete foundation must also be provided.

6. If a concrete base must be constructed, it should have its top flush with final grade and be wide enough to function as a vegetation control strip, if one is needed.

7. A grout pad may be needed to set the plate level and the guide rail post vertical.

If it is determined that a base plate option is needed, an acceptable base plate may be made from steel plate with dimensions of 10” x ½” x 8” and bolt holes as indicated in Detail 5-A. When a new concrete slab must be poured, it should be massive enough that, when the guide rail is struck, failure of the rail to post connection and bending of the post will occur, rather than extraction of the slab. Typically, this may be assumed to be 3.5 cubic feet of concrete per foot of rail, with a minimum of ¾ cy for a single slab. Anchorage may be achieved either by drilling and grouting the bolts into the cured slab (drilling and grouting specification 586.01), or by setting the bolts during the pour, in which case the minimum embedment length should be 12 inches. See Detail 5-B. When fastening to an existing concrete footing, two 7/8 inch grouted or expansion bolts, F568 galvanized Class 8.8 or 8.8.3, and a minimum embedded length of 12 inches should be used. See Detail 5-C. When fastening to the top of a box culvert less than 13.5 inches thick, the bolts should extend through the concrete and a matching plate and nuts should be provided on the underside of the culvert’s top. See Detail 5-D.


6/28/2010 §10B-3E

Fig. 10B-12 Acceptable Base Plate Design & Bolting Options for Weak Post Guide Rail Systems

2 inch holes, grouted per 586 specifications

Galvanized M24 studs or deformed bars

1.5 in holes (Grouting per 586 specification for corrosion protection is recommended)

½ inch Plate

Provide thin layer of non-shrink grout, if required for plate leveling

Note: All bolts to receive galvanized heavy hex nuts. Nuts are to be double nutted to prevent loosening by vibration or casual vandalism. Tack weld size should facilitate subsequent nut removal and post replacement.

1 ft

C L 1 1/8 inch Hole

3 inch (cover)

DETAIL 5-A

DETAIL 5-B

DETAIL 5-C DETAIL 5-D

2 in

1 ft

10 inches

8 inches

1.5”

S3x5.7 Weak Post for Guide Rail Support

Steel Plate ½ “ Minimum Thickness

6.6 mm

3’ - 3”

For stability at impact, minimum foundation slab length to be 5’ - 3”

New Concrete Foundation Slab Cast at Grade

Galvanized M24 Studs F568 Cl. 8.8 or 8.8.3

Reinforce top of slab with #8 reinforcing bars at 12 inches each way

Anchorage to Box Culvert Slab Anchorage to Existing Slab


6/28/2010 §10B-3F

3F. Concrete Barrier In some shallow obstruction situations, it may be reasonable to substitute concrete barrier for guide rail. Concrete barrier has the advantages of requiring much shallower embedment depths than guide rail (9 inches vs. 33”) and being much less likely to need repair after most impacts. Its low deflection distance may also make it unnecessary to provide grate over a culvert end. It has the disadvantages of producing a more severe impact when struck by an errant vehicle, being more expensive, more difficult to transition to, and more visually obtrusive. Given the above advantages and disadvantages, the following factors would increase the desirability of substituting concrete barrier for guide rail over shallow obstructions.

• A rail system would have to have several posts bolted to a concrete foundation.

• Traffic volumes and accident history indicate that there would be frequent damage to bolted posts requiring expensive and time-consuming repairs.

• The shielded objects are close to the line of the barrier, therefore requiring use of a barrier with little deflection.

• Sufficient level space is available to flare back the ends of a concrete barrier.

If, after evaluation of the above factors, it is judged that a concrete barrier will be used over the shallow obstructions to post driving, then the Jersey-shape Pier Protection details shown on Standard Sheet M606-19, as of this HDM revision, may be adapted for that purpose. The normal adaptations would be to use full sections of concrete barrier rather than concrete half sections, and to eliminate the use of backup measures.


6/28/2010 §10B-3G

3G. Lateral Offsets

Infrequently, situations may be encountered where shallow obstructions do not extend for any significant distance behind the rail. For instance, a wing wall may extend in the direction of the rail and interfere with the normal post location. In such instances, it may be acceptable to place a post farther back from the line of the rail and provide blockouts to make up the offset distance.

The following factors constrain the use of this option.

1. At the setback position, the post must have enough soil support to provide the needed lateral support to the rail. Guidance on the soil support requirements is contained in Table 10-4 of the Highway Design Manual.

2. The amount of offset must be limited. When the rail is struck, the post will bend at the base. If too much blocking-out is provided, there will be a tendency for the rail to be lifted as the blockout rotates toward the vertical. If the rail is raised too much, vehicles with low front end geometries will be able to pass under the rail, allowing them to snag on a heavy post system, or to enter the shielded area of a weak post system. In a worst case, the rail could pass through a windshield.

3. Consideration must be given to the interaction between the blockout and the vehicle. Unlike blockouts on HPBO where the stiffness of the system allows the rail to essentially shield the vehicle from the blockout, impacted weak post systems typically separate the rail from the post. When this occurs, the vehicle often strikes the post. If the blockout separates from the post, it could potentially enter the passenger compartment. If the blockout does not separate, it may contribute to snagging of the vehicle. Consequently, the fastening of the blockout to the post should be strong enough to prevent the blockout separating from the post when the post is struck, but weak enough to allow the blockout to be ripped from the post when the vehicle engages the blockout.

Based on the above considerations, the following limitations should be applied to lateral offsetting.

1. At the setback position, each post must have adequate soil support. 2. If only one post is being set back, its maximum offset should not exceed 20 inches. 3. If more than one post needs to be set back, the maximum offset of any one post

should not exceed 12 inches. 4. The maximum length of rail supported by offset posts should not exceed 24 feet. 5. Blocking out of cable guide rail should be avoided. However, if it is judged

necessary, blockouts may built up from sections of standard box beam, cut to 10 inch lengths. The blockouts should be oriented vertically to prevent the accumulation of debris which could retain water and promote rusting. The blockouts should be drilled to accept the typical three J-bolts on the face that is in contact with the cables. The blockouts should be drilled to permit fastening to the posts using the top and bottom holes normally provided in the posts to receive the J-bolts.

6. The blockouts for weak post W-beam may be made from treated wood, approved plastic blockouts, or from box beam as above, except that the blockouts should be 14 inches in length. If box beam is used, the blockouts should be joined to each other and the post in the same manner as described above. The connection to the rail should be as shown on Standard Sheet for Corrugated Beam Guide Railing. If treated timber blockouts are used, the width of the blocks should be approximately 5½ inches (commercially available 6x6 timbers). A 3/8 inch deep by 2½” wide rabbet should be cut in the side that will receive the post. Bolting should be similar to that


6/28/2010 §10B-3G

indicated for standard blockouts for Heavy Post Blocked Out (HPBO) W-Beam. If the offset requires the use of more than one wooden block, the blockouts should be toenailed together with #12 galvanized finishing nails to prevent the blocks from rotating about the single bolt.

7. The blockouts for box beam guide rail may be made from 10 inch lengths of box beam fastened to the posts in the same manner described above for cable guide rail blockouts. However, the holes drilled in the blockout should be positioned to place the top of the blockout flush with the top of the post. The angle used to seat the rail should be connected between the rail and the blockout in a manner similar to that indicated on the standard sheet for Box Beam Guide Rail.

8. If an HPBO system needs to have a post or posts offset farther than the distance provided by the standard blockout, the additional offset may be achieved by incorporating additional standard blockouts and using a longer bolt. To prevent the blockouts from rotating about the bolt, the blocks should be fastened together with either galvanized nails or screws.

3H. Payment Considerations In general, designers specify the required areas of coverage for a run of guide rail and do not address the placement of individual posts. Consequently, it is not reasonable for designers to address potential post driving conflicts with narrow obstructions, since they would have no way of knowing whether the posts would straddle that obstruction or not. The burden is therefore on the contractor to be aware of the observable potential conflicts and to bid accordingly. This responsibility is spelled out in the Standard Specifications, Section 102-04 No Misunderstanding, which states that, “The bidder agrees that its proposed contract prices include all costs arising solely from existing conditions shown, or specified in the contract documents...or readily observable from a site inspection...” Where potential conflicts with post driving are identified during design, the nature of those conflicts should be indicated in the contract documents, preferably including notes on the plans. This is more important for features that are not readily apparent by a visual inspection of the site, such as buried utilities or footings. When it is known that special provisions will need to be constructed to support the railing, such as the furnishing of a concrete slab and the bolting of posts to that slab, the details should be provided in the contract plans. In some instances, obstructions to post driving will be encountered that could not reasonably have been predicted from a reasonable site investigation. Typically, this will be the case with unanticipated boulders or shallow bedrock. In these instances, payment should be determined in accordance with Standard Specification section 109-16, Changed Conditions and Delay Provisions, subsection A, 1, Different Site Conditions, which requires written notification of parties when unanticipated conditions are encountered. The specification further charges the Engineer with investigating the conditions and determining the need for cost or time adjustments and their amount.

Appendix 10C

Barrier Impact Testing and Its Relation to In-Service Performance

Table of Contents

Section Page

1.0 Introduction 10C-3

2.0 Crash Testing Standards 10C-3

2.1 Test Levels 10C-3

2.2 Test Conditions for Test Level 3 10C-3

2.3 Changes from NCHRP350 to MASH 10C-4

3.0 Limitations of TL3 Crash Testing 10C-4

3.1 Vehicles 10C-4

3.2 Speeds 10C-4

3.3 Topography 10C-4

3.4 Vehicle Orientation 10C-4

3.5 Barrier or Terminal Installation 10C-4

4.0 In-Service Performance of Barriers and Terminals 10C-5

4.1 Absence of Implied Warranty 10C-5

4.2 Forced Compromises and Safety Conflicts 10C-5

4.3 Common Contributing Factors to Unfavorable Outcomes 10C-6

5.0 Afterword 10C-7

ROADSIDE DESIGN - APPENDIX C 10C-2

6/28/2010 §10C


6/28/2010 §10C-2.2

1.0 Introduction: Designers are not required, nor expected, to be familiar with the testing processes that are used to develop the barrier, attenuator, and terminal systems that are used in their roadside designs. However, this appendix is provided as a convenience for the many designers who have expressed an interest in developing a basic understanding of these matters. 2.0 Crash Testing Standards: There have been three successive testing standards that affected the barrier and guide rail systems that are and will be on New York’s highways.

1. NCHRP 230 – The National Cooperative Highway Research Project’s Report 230 was issued in March 1981 as the “Recommended Procedures for the Safety Performance Evaluation of Highway Appurtenances”

2. NCHRP 350 – Report 350 was issued in 1993 as a replacement for NCHRP230. The last word of the title was changed to “Features”.

3. MASH – The “Manual for Assessing Safety Hardware” was issued in 2009 as a replacement for Report 350.

In NCHRP 230, barrier design parameters were based on crash tests with an 1800 lb car as the small test vehicle and a four-door, 4500 lb sedan as the large test vehicle. Since then, vehicle preferences changed to the extent that NCHRP was issued with a 2000 kg pickup truck specified as the large test vehicle. Changes were also made to the crash testing criteria. As a result, several long-accepted barrier systems failed the crash testing and some aspects of the barrier design became more complex. As an interpretation and expansion of a resulting FHWA mandate, all barriers and terminals installed within the clear zone on the NHS and other high-speed arterials had to pass, or be judged by FHWA to be capable of passing, the NCHRP 350 tests, for projects advertised after September 1998. Traditional terminals may still be used on these high-speed highways, provided the terminals are located close to, at, or beyond the limit of the clear zone.

2.1 Test Levels: There are various levels of test severity corresponding to the situations where a barrier will be used. Test Levels 1 through 3 involve impacts with vehicles roughly bracketing passenger vehicle weights: small cars to large pickup trucks. Test Levels 4 through 6 involve progressively heavier or less stable trucks.

1. TL-1 may be used where the vehicle operating speeds will be 30 mph or less. 2. TL-2 may be used where the vehicle operating speeds will be 45 mph or less. 3. TL-3 is used in New York State as the normal test level for all other highways except

for bridge railings and pier protection. In practice, TL-3 devices are also used for most low-speed highways, rather than using separate TL-2 or TL-1 systems.

4. TL-4 uses single-unit trucks with weights around 11 tons. It is the general criteria for bridge rails in New York State

5. TL-5 uses large tractor-trailer trucks weighing approximately 40 tons. It is the test level required of bridge rail on routes with high volumes of heavy truck traffic.

6. TL-6 is seldom applied in practice. The test involves a heavy tanker truck with a tank center of gravity nearly 7 feet above grade. In practice, this loading needs to be resisted by stout concrete walls about six feet tall. New York does not require TL-6 barriers.

Test Levels 1 and 2 and 4 through 6 will not be discussed further here. 2.2 Test Conditions for Test Level 3: Essentially all guide rail and terminals placed on state highways in the last decade have been systems tested in accordance with NCHRP350’s Test Level 3. All vehicle speeds for Test Level 3 were 100 kph (62 mph) impacts. For


6/28/2010 §10C-3.2

longitudinal barriers, two impacts were used: a 2000P (4400 lb pickup) impacting at an angle of 25 degrees and an 820C (1800 lb car) impacting at 20 degrees. For terminals and crash cushions, a broader array of impact directions and contact locations needed to be tested. Impacts were required both on the leading end of the systems and on the side. End impacts were required at angles of 0 degrees (in line with the run) and 15 degrees. Side impacts were run at 15 degrees and 20 degrees. Side impact locations were positioned to determine where the terminal was capable of redirecting a vehicle, rather than allowing it to “gate” through the terminal. Additional tests were sometimes required to ensure that pocketing would not happen at the juncture between the terminal (or attenuator) and the barrier. If snagging was possible on reverse-direction impacts, a test had to be run with the test vehicle impacting the side of the terminal as the vehicle was traveling the opposite direction. For all tests, the vehicle was to be tracking in a straight line into the article (barrier, terminal) being tested. 2.3 Changes from NCHRP350 to MASH: The primary change was made in recognition of the increasing weights of the vehicles on our highways. The light car increased in weight from an 820C to an 1100C (2425 lb car). The pickup truck, which also serves as a surrogate for minivans and SUVs, increased from a 2000P to a 2270P (5000 lb pickup). Additional relevant changes include the following.

• The side impact angle for small vehicles was increased from 20 to 25 degrees.

• The impact angle for the length of need test was also increased from 20 to 25 degrees.

• For end impacts, the oblique angle test was changed from a fixed 15 degrees to the angle between 5 and 15 degrees presumed most critical for the system.

Numerous other changes were made, but are not particularly significant to this appendix. 3.0 Limitations of TL3 Crash Testing 3.1 Vehicles: In the real world, crashes can come in a wide variety. The vehicles involved include motorcycles, small cars, sedans, mini-vans, SUVs, pickups, panel trucks, large vans, and heavy tractor-trailers. Crash tests at Test Level 3 use only two discrete examples from a broad spectrum of possible vehicles. While the two examples are meant to bracket the majority of the vehicles on the highway, the tests do no cover the high and low ends. As a consequence, barriers and terminals designed to TL3 criteria are not designed to be forgiving to motorcyclists and are not designed to redirect large trucks hitting at significant angles. 3.2 Speeds: Operating speeds often exceed the posted speeds. Furthermore, vehicles traveling at the high end of the operating speeds on any given highway are over-represented in the accident statistics. Particularly on high-speed freeways, operating speeds of 70 to 80 mph are not uncommon. However, the maximum impact speed at any test level is only 62 mph. Considering that the impact energy varies as the square of the velocity, many actual crashes will distinctly exceed the energy that the barrier’s strength was designed for.


6/28/2010 §10C-4.2

3.3 Topography: The testing criteria have consistently required that the tests be conducted on level ground. Particularly for terminals, this provision is critical to ensuring that the vehicle remains upright after the impact. In the real world, it will be uncommon for there to be a broad level area behind either a terminal or the barrier, particularly on secondary highways. 3.4 Vehicle Orientation: In many accidents, the driver of an errant vehicle has engaged in some form of avoidance maneuver prior to striking a barrier or terminal. As a result, the vehicle may be spinning, sliding sideways, leaning, or nosing downwards. The required crash tests do not incorporate any of these conditions. Rather, the test vehicle is traveling in a straight line (“tracking”) with no braking occurring. 3.5 Barrier or Terminal Installation: The testing of a given system is performed on an assumed typical installation of that system. In practice, there will be many sites that do not permit the system to be installed as tested, typically because of limited longitudinal space for the system, curvature of the road, shallowly buried utilities, or abrupt slopes. As a result, there will be many situations where engineering judgment must be used to install a modification of a standard system. Some sites require major adaptations of the system. Crash testing is rarely performed on these modifications. 4.0 In-Service Performance of Barriers and Terminals 4.1 Absence of Implied Warranty: The presence of a guide rail, concrete barrier, terminal, or attenuator carries no implied warranty that a favorable outcome will result when the article is impacted. Similarly, there is no warranty that an installed system meets current crash testing criteria. A given installed system is not required to meet standards that evolved after it was installed. In some circumstances, a given system may be judged sufficiently outmoded that it should be replaced when the first good opportunity presents itself, such as when a major project is undertaken on that stretch of highway. In rarer circumstances, the performance of an existing system may be considered sufficiently unsatisfactory that replacement, modification, or removal of the system should take place, even if there is no other work needing to be done at those locations. Finally, installation of a system at a given location does not require that the system be installed to prevailing standards at that time. As stated earlier, there are many circumstances where the site does not permit the standard installation details to be used. In those circumstances, engineering judgment must be used to modify the system so that it will both fit within the site constraints and provide a reasonable balance between competing safety considerations. Strength (to ensure vehicle capture or redirection) and yielding (to minimize deceleration severity) are two such commonly conflicting considerations. 4.2 Forced Compromises and Safety Conflicts: It is not possible to design a barrier or terminal that will perform well in all circumstances, particularly where high speeds are involved. Often, conflicts must exist between competing safety considerations. A few of many possible examples follow.

• To safely redirect large trucks, concrete barriers are required. However, a concrete barrier will not yield when struck by a passenger vehicle, making such an impact much more dangerous than an impact with a steel barrier that can yield and redirect the vehicle much less harshly.


2/13/2010 §10C-4.3

• A motorcyclist sliding into any barrier is at severe risk, but much more so when sliding into the posts of a guide rail system. While a “rub rail” could be installed to prevent motorcyclists from impacting directly into the posts, the presence of such an element could largely compromise the performance of the guide rail for passenger vehicles which tend to be much more frequent “customers” of the guide rail. When impacted, guide rails tend to lean back. When the top rail leans back, the rub rail would tend to remain near the bottom of the post, providing an element for the cars tires to climb. As a result of the lean of the main rail and the “step” provided by the rub rail, the chances of passenger vehicles being launched over the rail would be greatly increased.

• An HPBO system is much less likely than a cable system to let a vehicle with a low front end geometry pass under the rail. However, passenger vehicles will experience much more severe lateral decelerations on the heavy post system than on a cable system.

4.3 Common Contributing Factors to Unfavorable Outcomes: 1. Excessive Speed: When impact speeds significantly exceed 62 mph several bad

outcomes may occur. a. A barrier may deflect more than under normal conditions, allowing the vehicle

to contact the object that the barrier was shielding. b. The strength of the barrier may be exceeded, allowing it to rupture. This is

typically most likely with w-beam (corrugated) weak or heavy post blocked out guide rail.

c. Most of the terminals designed to satisfy NCHRP350 are designed to absorb a certain amount of impact energy. If the vehicle’s energy significantly exceeds that amount, the terminal may not function as desired.

2. Vehicle Lean: Vehicles that are turning sharply or skidding sideways will lean significantly, reducing their stability for overturning. If a vehicle is leaning significantly when it contacts a rail, the rail needs to provide only a mild amount of tripping force to allow the vehicle to roll sideways over the rail. In some instances, the vehicle may have rolled even without the rail contact.

3. Nosing Down: A significant number of passenger vehicles are designed with aerodynamics in mind. Unfortunately, this often includes a sleek profile with a low front end. When a vehicle brakes, it tends to tip forward, placing the front end even lower to the ground. In some cases, the front of the vehicle may be lowered to the point where it will be below the guide rail. This may permit the vehicle to slide under the rail to the point where the rail impacts the windshield or even penetrates the passenger compartment. While this is a potential problem with all steel rails it may be most likely with cable guide rail systems.

4. Lateral Skids: While statistical studies vary, there are a significant number of accidents, particularly at high speeds, where the vehicle will at some point be skidding sideways. This can be a significant problem if the vehicle runs into the end of an energy-absorbing terminal such as an SKT, ET2000, WyBET, or BEAT (any terminal with an impact head). These terminals, in absorbing impact force, also apply a force to the vehicle. The crash-tested designs apply this force to the front of the vehicle where the momentum of the engine and the strength of the front of the vehicle shield the driver from the impact point. If a vehicle slides into such a terminal sideways, the force is applied through the weak side of the vehicle and into the passenger compartment without benefit of the crumple zone at the front of the vehicle. Consequently, adverse outcomes are not unlikely for high-speed crashes where the vehicle moves sideways into an energy-absorbing terminal.


6/28/2010 §10C-5.0

5. Side Slopes: By themselves, side slopes may make the final contribution needed to allow an accidental excursion to turn into a serious rollover accident. If a vehicle is in a lateral skid towards a shoulder break, the abrupt loss of vertical support for the outside tires may allow the lean to convert to a roll. For vehicles with high centers of gravity, such as pickups or SUVs with oversized tires or chassis raised for off-road use and many large trucks, simply crossing a shoulder break at a shallow angle may permit enough roll inertia to develop that the vehicle will overturn even on a relatively mild 1:3 or 1:4 slope. If a vehicle is at risk for overturning as it crosses the shoulder break, impacting an energy-absorbing terminal with the front, traffic-side corner of the vehicle is likely to apply a destabilizing force that will significantly increase the likelihood of a rollover happening.

5.0 Afterword: Crash testing criteria only establish a minimum threshold of performance for guide rail, concrete barriers, terminals, and attenuators. They do not ensure that an approved system will provide acceptable results for the full range of installation conditions and accident circumstances that will occur. A given approved system may barely meet some criteria while easily meeting others. Different systems will vary in their appropriateness for a given set of site conditions. However, beyond generalities, it is not possible to calculate any clear boundary separating the appropriate uses of two systems. Instead, engineering judgment must be applied to the selection process.


Chapter 14 - Orders, Resolutions, and Agreements

Revision 90 (Full Revision)

September 1, 2017

ORDERS, RESOLUTIONS AND AGREEMENTS

09/01/17

Section Changes GENERAL Full revision

ORDERS, RESOLUTIONS AND AGREEMENTS

09/01/17

Contents Page

14.1 GENERAL………………………………………………………………………………................1

14.1.1 Orders…………………………………………………………………………………………1 14.1.2 Resolutions…………………………………………………………………………………..2 14.1.3 Agreements……………………………………………………………………………….….2 14.1.4 Using This Chapter………………………….……………………………………………...1

14.2 INDEX TO EXAMPLES………………………………………………………………………......3 14.3 JURISDICTIONAL SITUATIONS REQUIRING THE USE OF ORDERS, RESOLUTIONS

AND/OR AGREEMENTS………………………………………………………………….……..7 14.4 EXAMPLES………………………………………………………………………………..…..…18

ORDERS, RESOLUTIONS, AND AGREEMENTS 14-1

09/01/17 §14.1.1

14.1 GENERAL

The New York State highway system includes routes designated as state highways, expressways, interstates, and the New York State Thruway. It also includes roads and highways maintained by counties, cities, towns and villages. Outside of the City of New York, the New York State Department of Transportation (NYSDOT) is responsible for the design, construction, and maintenance of highways designated as state highways, expressways, and interstates, as well as county highways that were constructed or improved by the state.1 The state may also have responsibility for highways constructed at the joint expense of the state, as required by law. Also included in the state’s responsibilities are the design, construction, and maintenance of designated arterials through certain cities. Some highways under NYSDOT control pass through, connect to and/or abut highways and properties controlled by other entities, including municipal subdivisions, public authorities, incorporated municipalities, and Indian nations. The state must work cooperatively with other entities. During design or construction of a state project, public or private owners may petition that their own projects be included with a state project. Local authorities may work cooperatively with NYSDOT to advance their own projects. The state may also decide to undertake a project on a non-state route at no cost to a public or private owner if it is necessary for public safety, or for a state project to proceed. These situations require the coordination of responsibilities and the demarcation of future maintenance responsibilities with public and/or private owners, including counties, cities, towns and villages. This coordination must be formalized in orders, resolutions, and/or agreements, to ensure the payment of local costs and to provide clarity in ongoing maintenance jurisdiction.

14.1.1 Orders

Orders are directives by the Commissioner of Transportation or his or her designee that are authorized by law and related to certain types of highway projects. Orders should be issued when they are required or authorized by law. Orders may relate to state construction or to the ongoing maintenance and/or control responsibility of elements on the state highway system and/or on a related off-system improvement that is completed in connection with a state project.

Uses of Orders are:

• To reiterate, restate or remind counties, cities, towns and villages of their maintenance responsibilities for such project elements as sidewalks, sewers, water mains, curbs, paved gutters, conduits, and other appurtenant features on state routes by law; or

• To transfer maintenance responsibility of a section of the state highways to a county, town, city or a village after realignment for a corrective action; and

• To declare that the state will have control and maintenance jurisdiction over selected local routes to be used as detours during the construction of a nearby project.

1 In New York City, interstates, expressways, and arterial highways built by NYSDOT are normally transferred to the maintenance jurisdiction of the City of New York. Cities outside of New York City frequently maintain arterials pursuant to maintenance agreements.


09/01/17 §14.1.3

14.1.2 Resolutions

Resolutions are expressions of an agreement, a request, decision or opinion by or within a municipal or corporate body set forth in a formal document that may serve as the basis for action by NYSDOT in connection with a project. Some municipal resolutions are a necessary component in order to comply with federal funding requirements2. Under state law, resolutions are used by municipalities to have their projects considered by the Commissioner and included in the Department’s projects3. The results of these actions are to have municipal projects designed and constructed as parts of the Department’s project. However, some of these improvements may or may not be parts of the state highway system.

In a resolution, the municipal board of supervisors, city council, and town or village boards represent the citizens of their respective counties, cities, towns, or villages. In a public benefit or a private corporation, a board of directors is the governing body. The declared expressions of these bodies in resolutions therefore represent what the municipality or corporation has agreed to do. All resolutions are required to be certified by the chief executive, secretary, or clerk of that body. Resolutions or something similar are required for all municipal projects applications for federal funding, obtained through NYSDOT, that will result in project features that will become a local maintenance responsibility.

14.1.3 Agreements

Agreements concerning state highway projects are contracts that express an exchange of consideration between the involved parties for the future delivery of one or more improvements related to state highway construction. Agreements are most often between NYSDOT and local government, Utilities4, railroads, public authorities, and/or private owners. An agreement should have a subject or a description of the work to be done and the money or materials to be exchanged or delivered.

An authorized official of the municipality or incorporated party is required to sign agreements. Typically, the authority of the person signing for a municipality or corporation must be supported by a resolution of the governing body to establish that the signer is acting on behalf and with the support of the elected assemblies or Board.

The funding source, and whether the State or a municipality does the work, have important implications on the administration of agreement-related projects, and on the writing of their agreements. Funding may be provided by one of the parties or by some combination of federal, state, and/or local sources. No local public agency funds are used for projects on routes beyond or outside their area of responsibility. For local projects with no federal aid, the costs are borne by the local authority. Where there is federal funding, the local authority may only be required to pay their share of the project costs, which may or may not include a state contribution. Some of these agreement-related projects may be state administered, when the work is done using state

2 23 U.S.C. § 106(b) 3 N.Y. Highway Law § 10-27 4 Utilities are capitalized to refer to utility companies. Agreements between the State and Utility

or for municipal utilities are addressed in Chapter 13 of the Highway Design Manual.



09/01/17 §14.1.4

forces or contractors, or locally administered, when the work is done using local agencies’ forces or contractors.

For locally-administered projects using federal funds, there is added risk and complexity in administering these projects successfully, consistent with federal statutes, laws, regulations, and policies. These federal requirements are intended, for example, to protect the environment, enable highway workers to earn prevailing wages, or help iron and steel industries compete in the global economy. Since state DOTs are responsible for ensuring that federal aid funds for locally-administered projects in their states are expended in accordance with federal statutes and regulations, the agreements and subsequent oversight for these projects are more involved. To avoid jeopardizing federal transportation aid, NYSDOT has a dedicated Local Program Bureau to manage agreements of this type.

This chapter provides agreement shells for: 1. Locally-funded projects that a municipality wants included with the state’s projects, where

the state is to administer the project

2. Situations when state (NYSDOT) projects will provide for the removal, relocation and replacement of municipal features or facilities5 on the state’s right of way; the projects may be either state- or federally-funded

3. State-funded maintenance arterial projects contracted to municipalities; and

4. Municipal lighting agreements and resolutions.

The purpose of these agreements is to secure a binding commitment that the local government will provide any required local contribution and will fulfill their part of the contract. And, for projects with federal funds, that the municipalities will perform the required maintenance work for the useful lives of the completed projects. All federal requirements regarding the use of federal funds are monitored in these cases by the Department through its field staff and signed contractors’ agreements.

14.1.4 Using This Chapter

Examples of orders, resolutions or agreements are included in this chapter. A description of situations in which it is appropriate to use each order, resolution or agreement is provided (“USE WHEN”), along with references to the relevant forms. These example documents have been composed with variables located within “square brackets.” The user may select the appropriate value, deleting any unused values and the brackets. For example: “Resolution of the [Village Board, Town Board or Common Council – choose one]” can represent any of these: “Resolution of the Village Board,” “Resolution of the Town Board,” “Resolution of the Common Council.” These examples are not exhaustive and when a situation arises that is not covered, the Department’s legal staff should be consulted.

5 Utilities are excluded and are addressed using the information in Chapter 13 of the HDM.


09/01/17 §14.1.4

Users should be guided by the following points:

1. Some projects may require multiple orders, resolutions, and agreements, and may be required at more than one phase of a project.

2. Orders are issued by the Department when they are authorized by law, and they are served upon the local government. Where orders are required or authorized by law, they should be used.

3. Resolutions from local governments should conform to the format contained in this manual. Such resolutions are normally prepared by local governments. However, to ensure that resolutions meet Department (and often federal) requirements, it is usually advisable to suggest the language and work with each local government. The resolutions in this chapter should be viewed as examples and may be altered by the municipalities. When resolutions are returned to the Department, they should be reviewed to make sure they contain the necessary commitments.

4. Municipalities are to return resolutions to the project manager(s) assigned to the project, or to an appropriate Main Office bureau, who would then be responsible for all internal distributions.

5. Agreements are the products of negotiation. Final agreements must conform to the format that the Department requires, but designers are encouraged to share agreement templates in the negotiation process. Agreements must be reviewed when they are returned, in order to assure that the agreements meet the necessary requirements.

6. Because multiple governmental entities may be stakeholders in a state highway project, their representatives should be engaged early in the project development phase. Local representatives should be told what orders will be issued, and what agreements and/or resolutions may be required. The required forms should be completed and provided to the representatives when their cooperation is necessary.

7. For detour orders, it may be helpful to get written concurrence from the local municipality to use the detour before the orders are issued.

8. Orders, resolutions and agreements serve to define ownership and maintenance jurisdiction for projects after project completion. It is important to prepare and obtain the necessary agreements and resolutions, and to issue the appropriate orders, during the design phase of the project, rather than after the project is completed. It may be necessary to issue an order regarding a feature that a municipality maintains after construction, or when a need arises.

.


09/01/17 §14.2

14.2 INDEX TO EXAMPLES

Example No: Title

14-1 Betterment Project Agreement and Resolution for Municipally-

funded Work Requested by the Municipality to be Performed in

Connection with a State Project

14-2 Betterment Project Agreement and Resolution for [Federally/State]

Funded Municipal Project Where the State is to Perform the Work

and the Municipality to Pay its Share of the Municipal Cost

14-3 Agreement and Resolution for Maintenance, Repair and Energizing

of Highway Lighting

14-4 Agreement and Resolution for Maintenance and Repair of State

Arterial Highways (Outside the City of New York)

14-5 Order for Transfer of State Maintenance to Municipality of Frontage,

Marginal or Service Roads upon the Completion of a Project

14-6 Resolution for Excessive Highway Deviation when Highway is

Relocated

14-7 Order Concerning State Control and Maintenance of Detour over

Local Roads or Streets

14-8 Order of Transfer of Maintenance Responsibility of Various Items on

State Highways to Municipality

14-9 Order of Transfer of State Maintenance Responsibility of a Removed

or Discontinuous Section of a Re-aligned State Highway to a

Municipality

14-10 Resolution by County Approving Controlled Access for County

Roads

14-11 Resolution for County to Acquire R.O.W.

14-12 Resolution to Amend State and/or Local Highway System

14-13 Order Altering, Relocating, or Closing Intersection(s) with Local

Highways

14-14 Resolution Accepting Traffic Control Report

14-15 Resolution for City Approval of Arterial Location Plans


09/01/17 §14.2

14-16 Resolution for Approval of Plans and Specifications of Arterials

through Cities

14-17 Order Transferring Jurisdiction of Completed Interstate Highway,

Expressway, Parkway or Arterial in the City of New York to the City

of New York

14-18 Resolution to Sell Lands Acquired for State Highway

14-19 Resolution to Amend County Highway Inventory


09/01/17 §14.3

14.3 JURISDICTIONAL SITUATIONS REQUIRING THE USE OF ORDERS, RESOLUTIONS AND/OR AGREEMENTS

(14-1) TITLE: Betterment Project Agreement and Resolution for Municipally-funded Work Requested by the Municipality to be Performed in Connection with a State Project

USE WHEN: Political subdivision desires to construct/upgrade/ replace local features, to have the work performed by the state, and to pay the cost of their work in connection with a state project. Although utility improvements are technically "betterments" under Highway Law Section 10(27), the Highway Design Manual prescribes separate procedures and the HC-140 Agreement for that purpose. The 14-1 agreement should be used for other kinds of betterments that a municipality may request to be included with a state project.

AUTHORITY: Highway Law Section 10(27)

DESCRIPTION: This agreement is to have the municipality pay all costs for its work in return for having the state deliver the work described in the municipal project plans.

The resolution is to attest that the local government, acting through their elected Officials:

(1) Is requesting to have their project be included with a State’s project before both projects are bid on;

(2) Is committed to paying the cost of their improvement; and

(3) That, at the end of construction and acceptance, will assume responsibility for the maintenance of their facilities.

WHEN OBTAINABLE: Before Phase VI6

DISTRIBUTION: 4 total: 1 to Main Office; 1 to regional office; 1 to municipality and 1 to Office of State Comptroller (OSC)7.

6 The recommended guidance is to have all agreements, resolutions and orders addressed before, or at

the latest, at Phase VI - Final Plans, Specifications and Estimates (PS&E).

7 To avoid encountering a need for more original after the agreement is completed, the recommended guidance is to have four originals if the following four parties are involved: NYSDOT region, municipality, Main Office, and Office of State Comptroller (OSC), if required. NYSDOT and the OSC require originals. For orders, an original must be in the Department file. Transfers of maintenance

jurisdiction only become effective upon MAILING a certified copy to the local officials.


09/01/17 §14.3

(14-2) TITLE: Betterment Project Agreement and Resolution for

[Federally/State: choose one] Funded Municipal

Project Where the State is to Perform the Work and

the Municipality to Pay Its Share of the Municipal

Cost

USE WHEN: The Department is constructing a project where the municipality already has facilities (excluding utilities8, but typically consisting of bridges, pavements or highway appurtenances) that are impacted by a Department project or that qualify for replacement in kind by the Department at no cost to the municipality. The municipality requests local feature upgrades to be included in the work. The municipality must pay the local share for the municipal betterment.


DESCRIPTION: Agreement to share cost and responsibility is part the judgment of the Commissioner and part the requirements for federal-aid for a municipal project.

The resolution is to attest that the local governments:

(1) Are in agreement with the work that is being done on the reconstruction of their features;

(2) Will be responsible for their share of the cost of improvement of local features, and

(3) Will be responsible for the maintenance costs of the features/facilities.

WHEN OBTAINABLE: Phase II

DISTRIBUTION: 3 to Main Office; 1 to regional office

8 Utilities are addressed in Chapter 13 of the HDM and would not be addressed here.


09/01/17 §14.3

(14-3) TITLE: Agreement and Resolution for Maintenance, Repair

and Energizing of Highway Lighting

USE WHEN: Political subdivision desires to have highway lighting installed on state highway and the Department is willing to help. Subject to local municipality willing to pay the costs of the ongoing responsibility to maintain and energize the lighting for a period of not less than twenty-five years, the state may provide and install the lighting. The work will be done by the state.


DESCRIPTION: A municipality is embarking on an agreement. The responsibility of the municipality to maintain and energize the lighting will continue for the useful life of the lighting improvements and for a period of not less than twenty-five years.

The resolution is to transmit the municipality’s desire for lighting and to attest that their elected Officials will honor the agreement.

WHEN OBTAINABLE: Phase V or Phase VI

DISTRIBUTION: 3 to Main Office; 1 to regional office.


09/01/17 §14.3

(14-4) TITLE: Agreement and Resolution for Maintenance and

Repair of State Arterial Highways (outside the City

of New York)

USE WHEN: For designated streets, main routes or thoroughfares that have been constructed, reconstructed and improved outside of the City of New York, where the Commissioner has negotiated for local maintenance of an arterial highway, including control of snow and ice.

AUTHORITY: Highway Law Section 349-c(7)

DESCRIPTION: This agreement is sent to the city involved to maintain the arterial highway at a fixed amount yearly.

WHEN OBTAINABLE: When the need arises


(14-5) TITLE: Order for Transfer of State Maintenance to

Municipality of Frontage, Marginal or Service Roads

upon Completion of the Project

USE WHEN: Project will combine, connect, alter, relocate, or terminate an existing highway, and the municipality will be responsible for the maintenance and control of frontage, marginal, or service road(s) upon the completion of the project.


DESCRIPTION: This is to have a municipality or municipalities maintain portions of the above types of improvements when they are not deemed to be a part of the state highway system.

WHEN TO BE SENT: Phase V

DISTRIBUTION: Issued by Regional Office. Certified copy of order to be mailed to affected local government. Copy to Main Office with proof of mailing.


09/01/17 §14.3

(14-6) TITLE: Resolution for Excessive Highway Deviation When

Highway is Relocated

USE WHEN: Construction, reconstruction, or improvement will result in the relocation of an existing state highway to a new location that deviates from the location of the existing highway for a continuous length in excess of one mile, as measured along the center line of the existing highway.

AUTHORITY: Highway Law Section 30(1)(b)

DESCRIPTION: If there is a plan during the construction, reconstruction or improvement of a state highway to have the referenced highway relocated, and the new alignment deviates from the existing highway for a continuous length in excess of one mile, as measured along the centerline of the existing highway, a resolution of concurrence from the County Board of Supervisors is required to advance the design to construction.

WHEN OBTAINABLE: Phase II



09/01/17 §14.3

(14-7) TITLE: Order Concerning State Control and Maintenance of Detour over Local Roads or Streets

USE WHEN: Traffic will be detoured through local streets or roads for a period of more than two weeks during the construction of a state highway project.9

AUTHORITY: Highway Law Section 42

DESCRIPTION: This order directs any local municipality that local roads or streets used as detour, necessitated by a state highway project, and that the roads and streets will be maintained and controlled by the state as state highways during the course of the project.


DISTRIBUTION: Issued by regional office. Certified copy of order to be mailed to affected local government. Copy to Main Office, with proof of mailing.

(14-8) TITLE: Order of Transfer of Maintenance Responsibility of

Various Items on State Highways to Municipality

USE WHEN: Sidewalks and/or other appurtenances along state highways in towns and/or villages will be the responsibility of the municipality upon project acceptance.

AUTHORITY: Highway Law Section 10(24) (various improvements, generally), Highway Law Section 46 (villages - any improvement), Highway Law Section 140 (sidewalks in towns), Highway Law Section 327 (highway lighting) or Highway Law Section 349-c (2.2) (sidewalks in cities)

DESCRIPTION: This order directs a municipality to be responsible for maintenance of appurtenances or improvements that are on the state highway system, whether or not the items were constructed, reconstructed, or installed in connection with a highway project.

WHEN TO BE SENT: At or before Phase V, or any time after construction when a need arises.


9 Order may not be required for detour duration of less than two weeks. Refer to Highway Law Section

42-a.


09/01/17 §14.3

(14-9) TITLE: Order of Transfer of State Maintenance Responsibility to a Municipality of a Removed or Discontinuous Section of a Re-aligned State Highway

USE WHEN: Project will include either the re-alignment of and/or the correction of dangerous conditions of an existing highway, or the discontinuance of part of a highway because of grade crossing elimination. At completion, the relinquished section of the roadway will be transferred to a municipality having jurisdiction for the area.

AUTHORITY: Highway Law Section 62 (improvement of alignment) or Highway Law Section 63 (grade crossing elimination)

DESCRIPTION: This order transfers the maintenance responsibility of a removed section of a state highway to a municipality having jurisdiction over the area. Designers should inform municipalities that may be affected by a transfer of jurisdiction that a section of highway is coming back to them. The transfer of any bridge or culvert must be to the municipality from which the abandoned section(s) originally came; to the village, if in a village; to the town, if not in a village, where the bridge or culvert is located.

WHEN TO BE SENT: At or before Phase V

DISTRIBUTION: Issued by regional office. Certified copy of order to be mailed to affected local government. Copy to Main Office with proof of mailing.

(14-10) TITLE: Resolution by County Approving Controlled Access for County Roads

USE WHEN: Project requires that a new or an existing roadway passing through a municipality be designated as controlled access when needed for a federal-aid system or for the development of state highways.

AUTHORITY: Highway Law Section 29(1); Highway Law Section 30 (1)(a); Highway Law Section 117-b; Highway Law Section (118)(4).

DESCRIPTION: Some roads are to be constructed as controlled access highways.

WHEN OBTAINABLE: Phase I or earlier



09/01/17 §14.3

(14-11) TITLE: Resolution by County to Acquire R.O.W.

USE WHEN: Project includes construction or improvements to county or other local roads or highways including land acquisition.

AUTHORITY: Highway Law Section (118)(4); Highway Law Section (119)

DESCRIPTION: County highway is to be constructed, reconstructed, or developed as a state highway.

WHEN OBTAINABLE: Phase I or earlier


(14-12) TITLE: Resolution to Amend State and/or Local Highway

System

USE WHEN: When authorized by amendment to Highway Law Section 341, it becomes necessary to change ownership of existing local roads. This could involve a transfer from the State to a county or town or it could involve a transfer from a county or town to the State, or it could involve a swap of a state highway for a local road. Whatever the change, it must be authorized by amendment to state law, and it must be supported by a change to the local map, requiring a resolution from the governing body.


DESCRIPTION: Project calls for the transfer of improved local system to state highway system.

WHEN OBTAINABLE: Prior to Phase II



09/01/17 §14.3

(14-13) TITLE: Order for Altering, Relocating or Closing Intersection(s) with Local Highways

USE WHEN: Project includes alteration, relocation or termination of intersection(s) with local highway(s)


DESCRIPTION: Relocation of an intersection with a county road or town highway in the interest of public safety, or in connection with the development of any controlled access facility.



(14-14) TITLE: Resolution Accepting Traffic Control Report

USE WHEN: Project provides funding for traffic control or safety study that is to be prepared or secured by the Department.

AUTHORITY: Vehicle and Traffic Law Section 1675 (4); 23 CFR 450.206.

DESCRIPTION: Traffic control or safety study is to be undertaken for cities, villages, towns or counties when Office of Traffic Safety and Mobility advises that it is required.

WHEN OBTAINABLE: Phase V


(14-15) TITLE: Resolution for City Approval of Arterial Location Plans

USE WHEN: Arterial project in a city requires plans to acquire land be first transmitted to the city for approval.

AUTHORITY: Highway Law Section 349-c(2.5)

DESCRIPTION: This resolution is drawn after the city board acquiesces with the state’s plans for an arterial location.

WHEN OBTAINABLE: Prior to Phase IV



09/01/17 §14.3

(14-16) TITLE: Resolution for Approval of Plans and Specifications

of Arterials through Cities

USE WHEN: Project involves construction or improvements to

arterials through a city, requiring the city’s approval of

the design plans.

AUTHORITY: Highway Law Section 349-c(2.5); Highway Law Section

349-c(3.3).

DESCRIPTION: This agreement should be obtained as soon as the proposed location plans are approved and the design plans are developed.

WHEN OBTAINABLE: Phase V for (a) and Phase VI for (b)


(14-17) TITLE: Order Transferring Jurisdiction of Completed

Parkway, Arterial or Central Express Artery in the

City of New York to the City of New York.

USE WHEN: For designated parkways, arterials or central express arteries in the City of New York that have been constructed, reconstructed, and improved, and upon completion the Commissioner will transfer jurisdiction to the City of New York.

AUTHORITY: Highway Law Section 349-c(3.4)

DESCRIPTION: This order will be sent to the City as provided by law.




09/01/17 §14.3

(14-18) TITLE: Resolution to Sell Lands Acquired for State

Highway

USE WHEN: County government seeks to sell or otherwise transfer ownership of land that was once acquired for use as a state highway.


DESCRIPTION: a. Land acquired for state highway purposes cannot be sold or transferred without the consent of NYSDOT. Selling property so encumbered without permission would cloud the title of the new owner and make sale impossible.

b. This resolution is the preferred format for a county to request permission to sell the property that is no longer necessary for state transportation purposes.

WHEN OBTAINABLE: Not applicable


(14-19) TITLE: Resolution to Amend County Highway Inventory

USE WHEN: County government seeks to amend highway inventory data for their county by either adding or removing a county or town highway or bridge.

AUTHORITY: Highway Law Section 115.

DESCRIPTION: a. This resolution serves to support a revision of the county highway inventory that has replaced what Highway Law Section 115 calls a “map.”

b. A submission to the state revising the inventory should be supported by a resolution from the county government. Although the form of the resolution may vary, this sample is provided in the event that county officials want a template for preparing a resolution of their own.

WHEN OBTAINABLE: Not applicable

DISTRIBUTION: 1 to Main Office; 1 to regional office.


09/01/17 §14.4

14.4 EXAMPLES

Revised 2017

Example 14-1-1

MUNICIPALITY:

PROJECT ID NUMBER:

BETTERMENT PROJECT AGREEMENT.

COMPTROLLERS CONTRACT NO.

This Agreement, effective this / / between:

the New York State Department of Transportation (“NYSDOT”), having its principal office at 50 Wolf Road, Albany, NY 12232, on behalf of New York State (“State”)

and

the BSCCTS [Substitute appropriate one: Board of Supervisors, City Council, Town Board or Village Board] [of the MUNICIPALITY] of the CCTV [Substitute appropriate one: County, City,

Town or Village] of CCTVNAME [for County, City, Town or Village name] which is herein referred to as “the Municipality” or “the Municipality/Sponsor.”

WITNESSETH:

WHEREAS, pursuant to Highway Law §10 (27) the Commissioner of Transportation (the "Commissioner") may, upon the request of a Municipality/Sponsor, perform for and at the expense of such Municipality/Sponsor any work of construction or reconstruction, including the removal and relocation of facilities, provided the Commissioner deems it practicable to perform such work for such municipality/sponsor in connection with the performance of any work of construction, reconstruction or improvement under the Highway Law; and WHEREAS, pursuant to Highway Law §10 (27) the Municipality/Sponsor has requested NYSDOT to perform a municipal work described in Schedule A annexed to this Agreement (hereinafter called the "Betterment" or the “Municipal work”), in connection with project feature(s)10 that are eligible for inclusion in the state project, that are requested and approved by the Municipality/Sponsor, that are described as [Name or description of the project], and that will be owned by the Municipality/Sponsor; and WHEREAS, NYSDOT has estimated the cost of the requested Betterment work belonging to the Municipality/Sponsor; and WHEREAS, in connection with this Agreement and within 10 days after letting inclusive of the work contemplated by this agreement, the Municipality/Sponsor shall deposit with the

10 For utilities, use the Office of State Comptroller’s (OSC) approved forms in Chapter 13 of the HDM.


09/01/17 §14.4

State Comptroller, subject to the draft or requisition of the Commissioner, the amount of the such cost estimate in a manner set forth in this Agreement, to be expended on the costs of the project so requested and approved; and

WHEREAS, the Legislative body of the Municipality/Sponsor by Resolution [for Resolution No. XXXXX] approved the Municipality's/Sponsor’s entry into this Agreement (a copy of such Resolution is attached to this Agreement). NOW, THEREFORE, in consideration of the mutual covenants contained herein and other good and valuable consideration, the parties agree as follows:

ARTICLE 1: DOCUMENTS FORMING THIS AGREEMENT 1.0 Documents Forming this Agreement. This agreement consists of the following: Agreement Form - this document titled "Betterment Project Agreement";

Schedule "A" - Description of Project, funding and deposit requirements; Appendix "A" - New York State Required Contract Provisions Municipal Resolution(s) - duly adopted municipal resolution(s) authorizing Agreement on behalf of the Municipality.

ARTICLE 2: PROJECT: MUNICIPAL PAYMENT/DEPOSIT

2.1 NYSDOT will construct or cause to be constructed the Betterment work described in Schedule A annexed hereto in accordance with plans and specifications related thereto, as they may be amended or revised, and subject to such change orders as may be approved by NYSDOT in connection with its administration of the work and other work under the contract or contracts to be awarded by NYSDOT for or relating to the work under this Agreement. 2.2 The Municipality will deposit with the State Comptroller in a project escrow account the full amount of the estimate for the cost of the Betterment as described in Schedule A for payments by the Comptroller on account of Project costs. 2.3 Monies in the project account shall be paid on account of Betterment costs on the warrant of the State Comptroller on vouchers or requisitions approved by the Commissioner. 2.4 Upon completion and payment of the Betterment contemplated herein the Commissioner shall determine the costs thereof to be borne by the Municipality, and any excess of the deposit shall be paid to the Municipality on the warrant of the State Comptroller on vouchers approved by the Commissioner; and, in the event such costs exceed the amount of the deposit, the Municipality shall within 90 days of the receipt of notice from the Commissioner pay the amount of such deficiency to the State Comptroller. 2.5 The Municipality's/Sponsor’s performance of its obligations hereunder is to be financed from (check applicable source or sources if the municipal deposit is financed thereby):

the proceeds of one or more loans from [for name of Bank or financial institution or company] that the Municipality/Sponsor represents have been committed as evidenced by the commitment letters annexed hereto. The Municipality/Sponsor pledges proceeds of such loans to the performance of its obligations hereunder in amount sufficient to pay for Betterment costs hereunder;


09/01/17 §14.4

from amounts deposited by [name of Bank or financial institution or company] with the Municipality/Sponsor into a segregated account solely for the purpose of financing Betterment costs, pursuant to the Municipality's/Sponsor’s resolution establishing such account and providing for expenditures therefrom for such purpose;

by an irrevocable letter of credit, bond or other security (annexed hereto) acceptable to NYSDOT in the full amount of estimated Project Costs per Schedule A, solely for the purpose of paying Betterment costs and providing for expenditures therefrom or sight drafts thereon by NYSDOT negotiable through and acceptable to the State's depository bank for such purpose; or

from an escrow established pursuant to a written escrow agreement between the Municipality/Sponsor and the Company solely for the purpose of financing Betterment costs, pursuant to the Municipality's/Sponsor’s resolution authorizing such escrow Agreement and providing for expenditures therefrom for such purpose.

ARTICLE 3: PROJECT RESPONSIBILITIES 3.1 General Description of Work. The work of the Project consists generally of preliminary engineering and/or right-of-way incidental and/or right-of-way acquisition work and/or construction and/or construction supervision and inspection generally described below and contained in the work program attached hereto as Schedule A, and any additions or deletions made thereto by NYSDOT subsequent to the execution of this Agreement for the purposes of conforming to New York State requirements. 3.2 Design and Construction. The Project shall be designed and constructed in accordance with NYSDOT standards and specifications and subject to NYSDOT approval. Design shall be under the supervision of a professional engineer or architect licensed in this State. Construction shall be under the supervision of a professional engineer or architect or other professional as agreed to by NYSDOT. All improvements undertaken pursuant to this Agreement will be designed, with normal maintenance, to render any bridge provided or improved hereunder structurally sound for a minimum period of 30 years, and any highway provided or improved hereunder structurally sound for a minimum period of 20 years, and any appurtenances provided or improved hereunder structurally sound for a minimum period of 10 years. 3.3 Access, Control, Operation, Maintenance and Reconstruction of Project. NYSDOT and its contractors, responsible for the performance of the work pursuant to Schedule A, shall have such access to and control of the right of way related to the municipal work as it may require for the performance of such municipal work. The party with responsibility for construction provide for the maintenance of such construction phase Project at all times during such construction phase, until final acceptance thereof by NYSDOT. Thereafter Municipality/Sponsor shall be responsible for maintenance of the Betterment.

ARTICLE 4: MANNER OF PERFORMING WORK 4.1 Performing Work. NYSDOT shall accomplish the work of the Betterment either with its own forces or by contract let in accordance with applicable law. NYSDOT may contract with any person, firm, corporation or agency, either governmental or private, to accomplish the Betterment, in accordance with applicable law.


09/01/17 §14.4

4.2 Plans and Specifications. The contract plans and specifications prepared in connection with the Betterment shall be stamped with the seal of a professional engineer or architect licensed in the State of New York and shall be signed by such professional engineer or architect. All plans, specifications and estimates in connection therewith must be submitted to and approved by NYSDOT before any construction is initiated, but field surveys, mapping and the preparation of any other reports or documents as required may take place prior to such approval of plans, specifications and estimates. Approval of plans, specifications, estimates, contracts and change orders, as applicable, should not be construed as confirmation of the appropriateness of every engineering decision or technical detail represented thereby or contained therein, which are and remain the responsibility of the professional engineer or architect. 4.3 Public Use. The Betterment constructed or improved pursuant to this Agreement will be available at all times for use by the public and no signs or physical barriers to the contrary shall be erected by the Municipality subject to reasonable restrictions (e.g., a bike path or park being closed from dusk to dawn). 4.4 Design and Construction Standards. NYSDOT shall cause the Betterment to be designed and constructed in accordance with NYSDOT standards and specifications under the supervision of a professional engineer licensed in this State. 4.5 State Access. Construction contracts shall permit and require that contractors permit the NYSDOT to inspect the projects and work sites at any time deemed necessary by NYSDOT.

ARTICLE 5: ASSIGNMENT

5.1 Other than contracting for the performance of its responsibilities as contemplated herein, the Municipality covenants and agrees not to assign, transfer, sublet or otherwise dispose of this Agreement or any part thereof, or any of its right, title or interest therein, or its power to execute this Agreement without the prior written consent of the Commissioner of Transportation.

ARTICLE 5: REMEDIES 6.1 In the event that NYSDOT fails to commence the Betterment in accordance with the timetable identified in Schedule A, the Municipality may, with the consent of NYSDOT, elect to proceed with the Project and, if required, pursuant to a NYSDOT Highway Work Permit issued under Highway Law §52. In that event:

(a) Upon the draft or requisition of NYSDOT the deposit, removing any amount required to fund Betterment-related costs for work already commenced or performed hereunder (including closeout costs to conclude or transfer performance of the Betterment to the Municipality), shall be returned to the Municipality for the funding of the Betterment pursuant (for a State Highway System project) to such Highway Work Permit; and

(b) This Agreement shall be of no further force or effect except as to Betterment-related work initiated or performed hereunder to such point or required to close out or transfer to the Municipality the work so initiated.


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6.2 In the event that NYSDOT delays, does not proceed with or suspends construction of the Betterment for any reason whatsoever either within or outside its control, the Municipality's sole remedy or recourse shall be as described in Section 5.1 hereof. NYSDOT's decision, action or inaction that results in such delay, deferral or suspension shall not be deemed a breach of this Agreement and shall not be actionable for any reason or under any circumstances.

ARTICLE 7: TERM OF AGREEMENT; EARLY TERMINATION 7.1 Term of Agreement. As to the Project executed herewith, this Agreement takes effect as of the date of this Agreement as first above written. This Agreement takes effect as to the Project and phases(s) established in any duly executed and approved supplemental Schedule(s) A as of the date of such supplemental Schedule A. This Agreement shall remain in effect until final project closeout, or earlier termination of this Agreement in accordance with its terms. 7.2 Suspension or Termination.

7.2.1 For Convenience of NYSDOT. NYSDOT may without cause and for its convenience upon not less than seven (7) days written notice to the Municipality suspend NYSDOT’s performance under this Agreement or terminate this Agreement.

7.2.2 For Cause. NYSDOT may terminate this Agreement by written notice to the Municipality if, before Project completion, the Municipality discontinues its funding or any work required of it hereunder or if, for any reason, the commencement, prosecution or timely provision of the Project is rendered improbable, impossible, or illegal.

7.3 Force Majeure. The obligations of the parties hereunder shall be subject to force majeure (which shall include riots, floods, accidents, acts of God and other causes or circumstances beyond the control of the party claiming such force majeure as an excuse for non-performance) but only so long as, and to the extent that, such force majeure shall prevent the performance of the obligation or portion thereof so affected. 7.4 Notices. Any notice, request, instruction or other document deemed by either party to be necessary or desirable to be given to the other party shall be in writing, and may be given by personal delivery to a representative of the parties, or by mailing the same by registered or certified mail, postage prepaid, or by prepaid express courier to the address below in Article 9.

ARTICLE 8: ADDITIONAL PROVISIONS 8.1 Provisions required by law as contained in Appendix A, are attached hereto and made a part hereof as if fully set forth herein. 8.2 Entire Agreement. This Agreement constitutes the entire agreement of the parties and shall not be amended, altered or changed except in writing, duly executed and approved.


09/01/17 §14.4

ARTICLE 9: NOTICE REQUIREMENTS 9.1 All notices permitted or required hereunder shall be in writing and shall be transmitted either: (a) Via certified or registered United States mail, return receipt requested; (b) By facsimile transmission; (c) By personal delivery; (d) By expedited delivery service; or (e) By e-mail. Such notices shall address as follows or to such different addresses as the parties may from time-to-time designate: New York State Department of Transportation (NYSDOT) Name: Title: Address: Telephone Number: Facsimile Number: E-Mail Address: Municipality Name: Title: Address: Telephone Number: Facsimile Number: E-Mail Address: 9.2 Any such notice shall be deemed to have been given either at the time of personal delivery or, in the case of expedited delivery service or certified or registered United States Mail, as of the date of first attempted delivery at the address and in the manner provided herein, or in the case of facsimile transmission or email, upon receipt.


09/01/17 §14.4

By:_____________________________ For Commissioner of Transportation Agency Certification: In addition to the acceptance of this contract I also certify that original copies of this signature page will be attached to all other exact copies of this contract. Date:____________________________ Approvals: __________________________________ New York Attorney General By: ___________________________ __________________________________ New York Comptroller By: ___________________________ Pursuant to State Finance Law Section 112

IN WITNESS WHEREOF, the parties have caused this agreement to be executed by their duly authorized officials as of the date first above written.

MUNICIPALITY: By:__________________________________ Print Name:___________________________ Title:________________________________

MUNICIPALITY ATTORNEY: By:__________________________________ Print Name:___________________________


09/01/17 §14.4

SCHEDULE A DESCRIPTION OF PROJECT, FUNDING AND DEPOSIT REQUIREMENTS

Betterment should be linked to a State project, if not, explain: Description of the State project:

[Provide the contract number, PIN, brief title, project type, location, project limit, etc., etc. For example: The State project is Contract No. XX, titled XXXXXX, and is for the construction of XXXX in State Highway (S.H.) #XXXX in XXXXX County.]

Description of the Betterment:

[The CCTV [for County, City, Town or Village – choose one] of CCTVNAME [for the County, City, Town or Village name] by Resolution No. XXXXX adopted on the XXX day of MMM, 20XX, requested and authorized the State Department of Transportation to proceed with the necessary arrangements to incorporate the construction of WTYX [for Work type and funding; for example: any work type, excluding utilities, a municipality wants included with state project and the municipality will pay the cost] located on Route number XX, also known as ALTNAME [for alternative name of the Route if such exists], [at STA-WHEREAT [when at a specific location] or [extending from STA. X to STA. XX – when the work extends between station limits] - choose] [for a total ZZZ feet, meters or miles – choose, if necessary.]]

[The State in connection with this request has incorporated the local project with the work of PIN XXXXXX as set forth in the plans and specifications for said project, etc., etc...]

[Designers should take care to describe HERE any/all responsibilities for the DESIGN and/or CONSTRUCTION that will be borne by the MUNICIPALITY.] [For example: MUNICIPALITY shall be responsible for…]

Engineer’s Estimate $____________


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APPENDIX "A"

NEW YORK STATE REQUIRED CONTRACT PROVISIONS Provide the current New York state contract provisions here under.


09/01/17 §14.4

MUNICIPAL RESOLUTION Provide the Municipal Resolution(s) - duly adopted authorizing Agreement on behalf of the Municipality.


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Revised 2017

Example 14-1-2

RESOLUTION TO SHARE COSTS AND RESPONSIBILITIES OF LOCAL FEATURES.

RESOLUTION #XXXXXXXX

Resolution of the BSCCTS [Substitute appropriate one: Board of Supervisors, County Board, City Council, Town Board or Village Board] of the CCTV [Substitute appropriate one: County, City, Town or Village] of CCTVNAME [for County, City, Town or Village name] [in XXXX County; don’t include this bracket if resolution is from county] Agreeing to pay the costs and responsibilities of local features (Betterments) on or along HYW-NAME [for highway name] within the geographical jurisdiction of the CTV [for City, Town or Village] of CTVNAME [for City, Town or Village name];

WHEREAS, the New York State Department of Transportation under the project

identified as PDL [for project PIN XXXX, project description and project location; for example: PIN XXXX, which is an asphalt rehab project, located on Route number XX also known as ALTNAME [for alternative name of the Route if such exists] at STA. X to STA. XX [for station limits] for a total ZZZ ft./m/miles – if necessary] in the MUNICIPALITY of the CTV of CTVNAME;

WHEREAS, the BSCCTS of the CCTV of CCTVNAME has designed a FEATURENAME

[for features name] and the plans and specifications have been prepared and are hereby referred to as municipal work;

WHEREAS, the BSCCTS of the CCTV of CCTVNAME approves the plans of this

municipal work and desires to have this work included with the State project; and

WHEREAS, the State of New York has estimated the cost of the municipal work and has agreed to include this municipal work with the State project identified above and described in Schedule A provided the BSCCTS of the CCTV of CCTVNAME agrees to pay the cost of such Betterment(s);

NOW, THEREFORE the BSCCTS of the CCTV of CCTVNAME duly convened and does hereby:

1. RESOLVE that the BSCCTS does approve the cost estimate of its project to be performed by the State; and it is hereby

2. RESOLVED that the BSCCTS of the CCTV of CCTVNAME shall PRDESC [for maintain, repair, energize, etc., etc., – choose or substitute what should apply] such highway Betterment(s); and it is hereby further

3. RESOLVED that the BSCCTS will deposit with the State Comptroller in a project

escrow account the full amount of the estimate for the cost of the Betterment as

described in Schedule A of the Agreement for payments by the State Comptroller

for the Municipal work; and it is


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4. RESOLVED that in the event the cost exceeds the amount of the deposit, the

BSCCTS of the CCTV of CCTVNAME shall within 90 days of the receipt of notice

from the Commissioner pay the amount of such deficiency to the State

Comptroller; and any excess of the deposit shall be paid to the Municipality on the

warrant of the State Comptroller on vouchers approved by the Commissioner after

project close out; and

5. RESOLVED that the BSCCTS of the CCTV of CCTVNAME hereby authorizes the

XREP-PERSON [Person representing the Board] of the BSCCTS to enter into an

agreement with the State of New York and through the Commissioner of

Transportation to commit the BSCCTS of the CCTV of CCTVNAME to maintain at

its own expense the Betterment(s) on the above-identified project; and that such

agreement provides that maintenance shall include the repair and replacement of

equipment and the operation of such Betterment(s); and

6. BE IT FURTHER RESOLVED that the Clerk of this BSCCTS is hereby directed to

transmit four (4) certified copies of the foregoing resolution to the State

Department of Transportation addressed through:

Project Manager’s Name 50 Wolf Road Albany New York 12232

________________________________________ ____________ Clerk/Secretary Date


09/01/17 §14.4

Revised 2017

Example 14-2-1

MUNICIPALITY:

PROJECT ID NUMBER: BIN:

AGREEMENT FOR WORK ON LOCAL FACILITIES.

COMPTROLLERS CONTRACT NO.

This Agreement, effective this / / between:


and

the BSCCTS [Substitute appropriate one: Board of Supervisors, City Council, Town Board or Village Board] of the MUNICIPALITY of the CCTV [Substitute appropriate one: County, City,

Town or Village] of CCTVNAME [for County, City, Town or Village name] which is herein referred to as “the Municipality” or “the Municipality/Sponsor.”

WITNESSETH:

WHEREAS, pursuant to Highway Law §10 (24) the Commissioner of Transportation (the "Commissioner"), may at the expense of the state, or using federal funds, provide for the removal, relocation, replacement and reconstruction of any municipal facility, excluding utilities11, that are owned by any municipality, provided the Commissioner deems it practicable to perform such work for such Municipality/Sponsor in connection the performance of any work of construction, reconstruction or improvement under the Highway Law; and WHEREAS, in connection with the state project described as [Name or description of State’s project], the Commissioner has determined that the removal, relocation, replacement and/or reconstruction of certain municipal facilities should be included as part of the state project; and [Include the next WHEREAS if there is federal funding WHEREAS, pursuant to 23 USC Section 116 (c), there is a substantial public interest in and benefit to the performance of the local facilities, which will remain part of the Municipality/Sponsor’s facilities and will [preserve pavement condition, mitigate or improve traffic or safety conditions, and/or provide valuable services for the general public: choose or provide an appropriate justification]; and] WHEREAS, NYSDOT has estimated the municipal share of the cost of the work on the local facilities that are/will be owned by the Municipality/Sponsor with the estimate being based on the appraised value of such items or features [Include the text in the next or immediate brackets if there is federal funding] [and for federally funded projects, inclusive of federal share,

11 For utilities, use the Office of State Comptroller’s (OSC) approved forms in Chapter 13 of the HDM.


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the “the Commissioner of Transportation may agree to pay an amount not to exceed the state's share, based on its proportionate share of the cost of the entire highway project,” which is then applied to “the functional replacement cost of any of the aforesaid facilities owned by any municipal corporation,” and the rest paid for by the municipality] as described in Schedule A; and

WHEREAS, the Municipality/Sponsor shall deposit with the State Comptroller, subject to the draft or requisition of the Commissioner, the amount of the local share (if any) of such cost estimate in a manner set forth in this Agreement, to be expended on the costs of the project; and WHEREAS, the Legislative body of the Municipality/Sponsor shall by Resolution [for Resolution No. XXXXX] approve the Municipality's/Sponsor’s entry into this Agreement (a copy of such Resolution is attached to this Agreement).

NOW, THEREFORE, in consideration of the mutual covenants contained herein and other good and valuable consideration, the parties agree as follows:

ARTICLE 1: DOCUMENTS FORMING THIS AGREEMENT 1. Documents Forming this Agreement. This agreement consists of the following: Agreement Form - this document titled "Agreement for Work on Local Facilities;" Schedule "A" - Description of Project, funding and deposit requirements; Appendix "A" - New York State Required Contract Provisions Municipal Resolution(s) - duly adopted municipal resolution(s) authorizing Agreement on behalf of the Municipality.

ARTICLE 2: PROJECT; MUNICIPAL PAYMENT/DEPOSIT 2.1 NYSDOT will remove, relocate, replace and/or reconstruct the local facilities described in Schedule A annexed hereto in accordance with plans and specifications related thereto, as they may be amended or revised, and subject to such change orders as may be approved by NYSDOT in connection with its administration of the work and other work under the contract or contracts to be awarded by NYSDOT for or relating to the work under this Agreement. 2.2 The Municipality will deposit with the State Comptroller in a project escrow account the full amount of the local share (if any) of the estimated cost of the work to be performed as described in Schedule A for payments by the Comptroller on account of Project. 2.3 Monies in the project account shall be paid on account of municipal facilities costs on the warrant of the State Comptroller on vouchers or requisitions approved by the Commissioner. 2.4 Upon completion and payment of the work to be performed on local facilities contemplated herein the Commissioner shall determine the costs thereof to be borne by the Municipality, and any excess of the deposit shall be paid to the Municipality on the warrant of the State Comptroller on vouchers approved by the Commissioner; and, in the event such costs exceed the amount of the deposit, the Municipality shall within 90 days of the receipt of notice from the Commissioner pay the amount of such deficiency to the State Comptroller.


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2.5 The Municipality's/Sponsor’s performance of its obligations hereunder is to be financed from (check applicable source or sources if the municipal deposit is financed thereby):

the proceeds of one or more loans from [for name of Bank or financial

institution or company] that the Municipality/Sponsor represents have been committed as evidenced by the commitment letters annexed hereto. The Municipality/Sponsor pledges proceeds of such loans to the performance of its obligations hereunder in amount sufficient to pay for work to be performed on local facilities costs hereunder;

from amounts deposited by [name of Bank or financial institution or company] with the Municipality/Sponsor into a segregated account solely for the purpose of financing work to be performed on local facilities costs, pursuant to the Municipality's/Sponsor’s resolution establishing such account and providing for expenditures therefrom for such purpose;

by an irrevocable letter of credit, bond or other security (annexed hereto) acceptable to NYSDOT in the full amount of estimated Project Costs per Schedule A, solely for the purpose of paying the costs for work to be performed on local facilities and providing for expenditures therefrom or sight drafts thereon by NYSDOT negotiable through and acceptable to the State's depository bank for such purpose; or

from an escrow established pursuant to a written escrow agreement between the Municipality/Sponsor and the Company solely for the purpose of financing work to be performed on local facilities costs, pursuant to the Municipality's/Sponsor’s resolution authorizing such escrow Agreement and providing for expenditures therefrom for such purpose.

ARTICLE 3: PROJECT RESPONSIBILITIES

3.1 General Description of Work. The work of the municipal project consists generally of preliminary engineering and/or right-of-way incidental and/or right-of-way acquisition work and/or construction and/or construction supervision and inspection generally described in Schedule A below which are features known during State project design or work encountered during state project construction, and any additions or deletions made thereto depending on the condition of the features encountered in the field subsequent to or after the execution of this Agreement. 3.2 Design and Construction. The Project shall be designed and constructed in accordance with NYSDOT standards and specifications and subject to NYSDOT approval. Design shall be under the supervision of a professional engineer or architect licensed in this State. Construction shall be under the supervision of a professional engineer or architect or other professional as agreed to by NYSDOT. All improvements undertaken pursuant to this Agreement will be designed, with normal maintenance, to render any bridge provided or improved hereunder structurally sound for a minimum period of 30 years, and any highway provided or improved hereunder structurally sound for a minimum period of 20 years, and any appurtenances provided or improved hereunder structurally sound for a minimum period of 10 years. 3.3 Access, Control, Operation, Maintenance and Reconstruction of Project. The work on the related State’s project may be done by NYSDOT or by its contractor and either (doing the work) shall have such access and control of the right of way it may require for the performance of any of the work on the municipal project. If the municipal project is a construction phase


09/01/17 §14.4

project, the party doing the work shall provide for the maintenance of the projects at all times during such construction phase, until final acceptance. Municipality agrees that during the useful life of said work to be performed on local facilities, it will not alter, transfer, assign or otherwise dispose of such work to be performed on local facilities.

ARTICLE 4: MANNER OF PERFORMING WORK

4.1 Performing Work. NYSDOT shall accomplish the work to be performed on the local facilities that are either known to be present during design of the State project or encountered in the field during construction with its own forces or by the contractor involved with the related State project. NYSDOT may also contract out with any person, firm, corporation or agency, either governmental or private, to accomplish the work to be performed on local facilities, in accordance with applicable law. 4.2 Plans and Specifications. The plans, specifications and estimate of the betterment is either performed by NYSDOT or by a consulting firm managed by the State involved with the design of the State project in accordance with NYSDOT standards and specifications. The plans, specifications and estimate shall be stamped with the seal of a professional engineer or architect licensed in the State of New York and shall be signed by such professional engineer or architect. All plans, specifications and estimates in connection therewith must be submitted to the municipality for review and approval. Thereafter, the municipal work may be initiated. Approval of plans, specifications, estimates, contracts and change orders, as applicable, should not be construed as confirmation of the appropriateness of every project engineering decision or technical detail represented thereby or contained therein. The final project cost to the Municipality may decrease, remain the same or increase.

4.3 Construction Standards. NYSDOT or its contractor shall perform the work on local facilities, or cause the facilities to be constructed, in accordance with NYSDOT standards and specifications under the supervision of a professional engineer licensed in this State 4.4 Public Use. The work to be performed on local facilities constructed or improved pursuant to this Agreement will be available at all times for use by the public and no signs or physical barriers to the contrary shall be erected by the Municipality subject to reasonable restrictions (e.g., a bike path or park being closed from dusk to dawn). 4.5 State Access. Construction contracts shall permit and require that contractors permit the NYSDOT to inspect the projects and work sites at any time deemed necessary by NYSDOT.

ARTICLE 5: REMEDIES 5.1 In the event that NYSDOT fails to commence the work to be performed on local facilities in accordance with the development timetable identified in Schedule A, the Municipality may, with the consent of NYSDOT, elect to proceed with the Project and, if required, pursuant to a NYSDOT Highway Work Permit issued under Highway Law §52. In that event:

(a) Upon the draft or requisition of NYSDOT the deposit, net of any amount required to fund Betterment-related costs for work commenced or performed hereunder (including closeout costs to conclude or transfer performance of the work to the Municipality), shall be returned to the Municipality for the funding of the work pursuant (for a State Highway System project) to such Highway Work Permit; and


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(b) This Agreement shall be of no further force or effect except as to the work initiated or performed hereunder to such point or required to close out or transfer to the Municipality the work so initiated.

5.2 In the event that NYSDOT delays, does not proceed with or suspends construction of the work to be performed on local facilities for any reason whatsoever either within or outside its control, the Municipality's sole remedy or recourse shall be as described in Section 5.1 hereof. NYSDOT's decision, action or inaction that results in such delay, deferral or suspension shall not be deemed a breach of this Agreement and shall not be actionable for any reason or under any circumstances.

ARTICLE 6: TERM OF AGREEMENT; EARLY TERMINATION

6.1 Term of Agreement. As to the Project and phase(s) described in Schedule A executed herewith, this Agreement takes effect as of the date of this Agreement as first above written. This Agreement takes effect as to the Project and phases(s) established in any duly executed and approved supplemental Schedule(s) A as of the date of such supplemental Schedule A. Except as to the obligations in Articles 3 and 4, this Agreement shall remain in effect until final project closeout, or earlier termination of this Agreement in accordance with its terms. 6.2 Suspension or Termination.

6.2.1 For Convenience of NYSDOT. NYSDOT may without cause and for its convenience upon not less than seven (7) days written notice to the Municipality suspend NYSDOT’s performance under this Agreement or terminate this Agreement.

6.2.2 For Cause. NYSDOT may terminate this Agreement by written notice to the Municipality if, before Project completion, the Municipality discontinues its funding or any work required of it hereunder or if, for any reason, the commencement, prosecution or timely provision of the Project is rendered improbable, impossible, or illegal.

6.3 Force Majeure. The obligations of the parties hereunder shall be subject to force majeure (which shall include riots, floods, accidents, acts of God and other causes or circumstances beyond the control of the party claiming such force majeure as an excuse for non-performance) but only so long as, and to the extent that, such force majeure shall prevent the performance of the obligation or portion thereof so affected. 6.4 Notices. Any notice, request, instruction or other document deemed by either party to be necessary or desirable to be given to the other party shall be in writing, and may be given by personal delivery to a representative of the parties, or by mailing the same by registered or certified mail, postage prepaid, or by prepaid express courier to the address first mentioned below under Article 8.

ARTICLE 7: ADDITIONAL PROVISIONS 7.1 Provisions required by law as contained in Appendix A, are attached hereto and made a part hereof as if fully set forth herein. 7.2 Entire Agreement. This Agreement constitutes the entire agreement of the parties and shall not be amended, altered or changed except in writing, duly executed and approve


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ARTICLE 8: NOTICE REQUIREMENTS 8.1 All notices permitted or required hereunder shall be in writing and shall be transmitted either:

(f) Via certified or registered United States mail, return receipt requested; (g) By facsimile transmission; (h) By personal delivery; (i) By expedited delivery service; or (j) By e-mail.

Such notices shall be address as follows or to such different addresses as the parties may from time-to-time designate: New York State Department of Transportation (NYSDOT) Name: Title: Address: Telephone Number: Facsimile Number: E-Mail Address: Municipality Name: Title: Address: Telephone Number: Facsimile Number: E-Mail Address:

8.2 Any such notice shall be deemed to have been given either at the time of personal

delivery or, in the case of expedited delivery service or certified or registered United States Mail, as of the date of first attempted delivery at the address and in the manner provided herein, or in the case of facsimile transmission or email, upon receipt.


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By:_____________________________ For Commissioner of Transportation Agency Certification: In addition to the acceptance of this contract I also certify that original copies of this signature page will be attached to all other exact copies of this contract. Date: ____________________________ Approvals: __________________________________ New York Attorney General By: ___________________________ __________________________________ New York Comptroller By: ___________________________ Pursuant to State Finance Law 112

IN WITNESS WHEREOF, the parties have caused this agreement to be executed by their duly authorized officials as of the date first above written.

MUNICIPALITY: By:__________________________________ Print Name:___________________________ Title:________________________________

MUNICIPALITY ATTORNEY: By:__________________________________ Print Name:___________________________


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SCHEDULE A DESCRIPTION OF PROJECT, FUNDING AND DEPOSIT REQUIREMENTS.

Municipal Project should be linked to a State project, if not, explain: Description of the State project:

[Provide the contract number, PIN, brief title, project type, location, project limit, etc., etc.. For example: The State project is Contract No. XX, titled XXXXXX, and is for the construction of XXXX in State Highway (S.H.) #XXXX in XXXXX County.]

Description of the work to be performed on local facilities:

[The CCTV [for County, City, Town or Village – choose one] of CCTVNAME [for the County, City, Town or Village name] by Resolution No. XXXXX adopted on the XXX day of MMM, 20XX, requested and authorized the State Department of Transportation to proceed with the necessary arrangements to incorporate the construction of WTYX [Work type and funding: for example: rehabilitation of city bridge, asphalt on city street or any other municipal work federally funded, administered by the State wherein the municipality pays its proportionate share] located on Route number XX, also known as ALTNAME [for alternative name of the Route if such exists], [at STA-WHEREAT [when at a specific location] or extending from STA X to STA XX [for station limits] - choose] [for a total of ZZZ feet, meters or miles – if necessary.]]

[The State in connection with this request has incorporated the local project with the work of PIN. XXXXXX as set forth in the Plans and Specifications for said project – MODIFY AS TO ACTUAL CONDITION.]

[Designers should take care to describe HERE any/all responsibilities for the DESIGN and/or CONSTRUCTION that will be borne by the MUNICIPALITY.] [For Example: The MUNICIPALITY shall be responsible for…]

Engineer’s Estimate $____________ Federal Aid Eligible YES or No State Share (in dollars) $____________ Federal Share (in dollars) $____________ Local Share (in dollars) $____________


09/01/17 §14.4

APPENDIX "A" NEW YORK STATE REQUIRED CONTRACT PROVISIONS.

Provide the current New York state contract provisions herein.


09/01/17 §14.4

Revised 2017

Example 14-2-2

RESOLUTION TO SHARE COSTS AND RESPONSIBILITIES OF LOCAL FEATURES.


Resolution of the BSCCTS [Substitute appropriate one: County Board of Supervisors, City Council, Town Board or Village Board] of the CCTV [substitute appropriate one: County, City, Town or Village] of CCTVNAME [for County, City, Town or Village name] [in XXXX County; don’t include this bracket if resolution is from county] Agreeing to share costs and responsibilities of LCAL-FE [provide a brief description of local features here, or below when there are multiple items; for example: the construction of the FEATURENAME or the features listed below] on or along [State Highway, Arterial, Interstate, expressway – choose] within the geographical jurisdiction of the CTV [for City, Town or Village] of CTVNAME [for City, Town or Village name];

[Provide a brief description of each municipal feature involved here (LCAL-FE)]; WHEREAS, the New York State Department of Transportation under the project

identified as PDL [for project PIN XXXX, project description and project location; for example: PIN XXXX, which is an asphalt rehab project, located on Route number XX also known as ALTNAME [for alternative name of the Route if such exists] at STA. X to STA. XX [for station limits] for a total ZZZ ft./m/miles – if necessary] in the MUNICIPALITY of the CTV of CTVNAME;

WHEREAS, the BSCCTS of the CCTV of CCTVNAME desires to have the above

[feature or features] performed by the State; and

WHEREAS, the State of New York has agreed to include as a part of the State’s project the local features (work) described heretofore provided that the BSCCTS of the CCTV of CCTVNAME agrees to pay the cost of such work and maintain, repair and operate such feature(s)/facilities until such time as the COMMISSIONER, in his/her discretion, determines that such feature(s)/facilities are no longer necessary for such highway.

NOW, THEREFORE the BSCCTS of the CCTV of CCTVNAME duly convened and does hereby

1. RESOLVE that the BSCCTS of the CCTV of CCTVNAME does approve the above subject project; and it is hereby

2. RESOLVED that the BSCCTS of the CCTV of CCTVNAME shall PRDESC [for maintain, repair and energize – choose which applies] such highway Work; and it is hereby further

3. RESOLVED that the BSCCTS of the CCTV of CCTVNAME will deposit with the State

Comptroller in a project escrow account the full amount of the estimate for the cost of the

Work as described in Schedule A of the Agreement for payments by the Comptroller on

account of Project costs and the reimbursement to the municipality of any excess

amount of such deposit after project close out.; and


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4. RESOLVED that the BSCCTS of the CCTV of CCTVNAME hereby authorizes the

XREP-PERSON [Person representing the Board] of the CCTV to enter with the State of

New York and through the Commissioner of Transportation to commit the BSCCTS of

the CCTV of CCTVNAME to maintain at its own expense the Work on the above-

identified project; and that such agreement provides that maintenance shall include the

repair and replacement of equipment and the operation of such feature(s)/facilities; and

5. BE IT FURTHER RESOLVE that the Clerk of this BSCCTS is hereby directed to transmit

four (4) certified copies of the foregoing resolution to the State Department of

Transportation addressed through:




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Revised 2017 Example 14-3-1

AGREEMENT FOR INSTALLATION OF HIGHWAY LIGHTING FOR STATE HIGHWAY

IDENTIFIED AS

SR # LOCATION

P.I.N.

Agreement # D_______________

This Agreement, made this / / between:


and

the BSCCTS [Substitute appropriate one: Board of Supervisors, City Council, Town Board or Village Board] of the CCTV [Substitute appropriate one: County, City, Town or Village] of CCTVNAME [for County, City, Town or Village name] which is herein referred to as the “MUNICIPALITY”. WITNESSETH:

WHEREAS, pursuant to Highway Law §10 (24) the Commissioner of Transportation (the "Commissioner"), may at the expense of the state, or using federal funds, provide for the construction/installation of street lighting, provided the Commissioner deems it practicable to perform such work for such Municipality/Sponsor in connection with the performance of any work of construction, reconstruction or improvement under the Highway Law; and

WHEREAS, the COMMISSIONER proposes to RECON [for construct or reconstruct:

choose one] a State Highway pursuant to the New York State Highway Law, such highway being identified as PJ-LOC [for: the State Highway (S.H.) #XXXX in XXXXX County within the geographical jurisdiction of the MUNICIPALITY and geographical jurisdiction of CTVNAME [for City, Town or Village name] in WCTY [for: what county]]; and

WHEREAS, the MUNICIPALITY desires to have lighting on or along such highway within

the geographical jurisdiction of the MUNICIPALITY; and WHEREAS, it is recognized by the MUNICIPALITY and the COMMISSIONER that if the

MUNICIPALITY desires to have lighting on or along such highway within the geographical jurisdiction of the MUNICIPALITY, the MUNICIPALITY will have to maintain, repair and energize such lighting at its own expense; and

WHEREAS, the MUNICIPALITY by Resolution No. # adopted and approved the plan

for the installation, maintenance and energizing of said lighting and has provided such Resolution hereto, and has further authorized the BSCCTS [Substitute appropriate one: Board


09/01/17 §14.4

of Supervisors, City Council, Town Board or Village Board] of the MUNICIPALITY to execute this Agreement on behalf of the MUNICIPALITY; and

WHEREAS, the [BSCCTS of the CCTV of CCTVNAME] and the COMMISSIONER are

desirous of identifying the respective responsibilities of the parties with regard to the highway lighting system;

NOW, THEREFORE, in consideration of the mutual promises and benefits moving to the

parties, it is agreed as follows: ARTICLE 1: DOCUMENTS FORMING THIS AGREEMENT. The parties agree that the Agreement consists of the following:

a. Agreement: This document, entitled “Agreement for Maintenance, Repair and Energizing of Highway Lighting for State highway identified as” PJ-LOC [See above];

b. Schedule "A" - Description of Project, funding and deposit requirements; c. Appendix “A” - New York State Required Contract Provisions; d. Municipal Resolution(s): duly adopted resolution authorizing this agreement and the

appropriate municipal office to execute the Agreement and undertake the project on the terms and conditions set forth herein.

ARTICLE 2: PROJECT RESPONSIBILITIES.

2.1 The COMMISSIONER shall provide for the furnishing and placing of the following items in connections with a highway lighting system on the above mentioned highway:

a. Underground duct system, including conduit, pull boxes, handholds, and drainage pockets.

b. Ducts, pull boxes, and anchor bolts on structures. c. Foundation for light standards. d. Light standards and bracket arms. e. Luminaries, wiring, switches and ballasts and all other components necessary to

complete the lighting system.

2.2 Upon completion of construction of the above identified highway, the MUNICIPALITY shall, at its own expense, maintain the lighting system on or along such highway. Such maintenance shall include, but not be limited to:

a. Repair of equipment which may be damaged from any cause whatsoever. b. Replacement of equipment which may be damaged from any cause whatsoever, such

replacement material to be of equal character to the replaced equipment. c. Furnishing electric current for the lighting system during the customary night hours of

each day of the year, at no cost or obligation to the STATE. d. Pole attachment fees are the responsibility of the MUNICIPALITY. Payment of such

fees is to be made in accordance with the current Pole Attachment Agreement between the MUNICIPALITY and the utility company(s) involved.

ARTICLE 3: TERM.

3.1 This Agreement shall commence on _____________, 20__, and shall expire twenty-five (25) years after the date of final acceptance of the Project. The MUNICIPALITY shall continue to maintain the lighting system for the period of its useful life or until such time


09/01/17 §14.4

as the COMMISSIONER at his/her discretion determines that such lighting and/or the maintenance of such lighting system is no longer necessary for such State HAI [for: Highway, Arterial, or Interstate: choose].

3.2 The MUNICIPALITY agrees not to assign, transfer, convey, sublet or otherwise

dispose of this agreement or any part thereof, or its right, title, or interest therein, or its power to execute such agreement to any person, company or corporation without prior consent in writing to the COMMISSIONER except as herein provided by Resolution attached hereto.

3.3 The COMMISSIONER herewith extends his/her consent to the MUNICIPALITY

to establish a lighting district and transferring responsibility for maintenance of the lighting system and payment of ensuing energy cost to the MUNICIPALITY. . ARTICLE 4: REMEDIES.

4.1 In the event the MUNICIPALITY, without the prior consent of the COMMISSIONER, discontinues the energizing or discontinues payment for the energizing of the highway lighting system, which results in the STATE being required to pay the Federal government any moneys, as a penalty or otherwise, the MUNICIPALITY, upon notification by the COMMISSIONER of such requirement to pay, shall reimburse the STATE the amount of such required payment.

4.2 Further, it is expressly understood that the MUNICIPALITY shall indemnify and

save harmless the STATE from claims, suits, actions, damages and costs of every name and description resulting from the discontinuance of the energizing or discontinuance of payment for energizing of the lighting system by the MUNICIPALITY.

4.3 The COMMISSIONER or the COMMISSIONER’s representative may periodically inspect the highway lighting system provided and installed under the above identified project number to ascertain that the lighting system is being maintained in accordance with the terms of this Agreement and in condition satisfactory to the COMMISSIONER. The COMMISSIONER shall, in writing, notify the MUNICIPALITY of any observed deficiencies, listing such deficiencies within thirty (30) days of receipt of such notification. The COMMISSIONER or his/her representative shall arrange for a meeting to be held with the authorized representative of the MUNICIPALITY. At such meeting the COMMISSIONER or his/her representative and the authorized representative of the MUNICIPALITY shall discuss the means required to remedy the noted deficiencies. Based on the discussion, and based on the nature of the required remedial action, a reasonable time limit shall be mutually established by the COMMISSIONER or his/her representative and the authorized representative of the MUNICIPALITY for the satisfactory completion of remedial action by the MUNCIPALITY.

4.4 It is recognized by the parties hereto that failure of the MUNICIPALITY to

complete the required remedial actions within the agreed upon time limit may subject the MUNICIPALITY to certain penalties. If the equipment supplied and installed by the STATE for the above subject lighting system was done pursuant to a Federally aided and Federally reimbursable contract, and the MUNICIPALITY fails to make the remedial actions within the agreed upon time limit, no further Federally aided project shall be approved for the MUNICIPALITY until such time as the lighting system is restored to the level and condition of maintenance required by this Agreement. In addition, failure of the MUNICIPALITY to make


09/01/17 §14.4

such remedial actions may subject the MUNICIPALITY to loss of State aid for other municipal contract. ARTICLE 5: TERM OF AGREEMENT; EARLY TERMINATION. The term of this agreement shall extend for a period of twenty-five (25) years after the date of final acceptance for the Project. Prior to the expiration of the Agreement, the Municipality shall review the Agreement and determine whether it desires to continue maintaining said lighting system. If at any time after the useful life of the lighting the MUNICIPALITY, in its discretion, determines that it does not desire to maintain said lighting system, it will so notify the COMMISSIONER.

5.1 Where the MUNICIPALITY has no desire to maintain the lighting system, said

fixtures will be removed by the STATE at the expense of the MUNICIPALITY, unless the STATE has funds available to maintain, repair and energize said lighting system, and the COMMISSIONER, in his/her discretion, determines that such lighting is necessary for such State Highway. Upon notification by the COMMISSIONER of the removal cost, the MUNICIPALITY shall reimburse the STATE the amount specified. The cost of removal includes but is not limited to review and upgrading of roadway delineation features, including pavement markings, and any and all penalties, fees and/or other costs for unamortized fixtures which the STATE is required to pay the Federal Government.

ARTICLE 6: NOTICE REQUIREMENTS

6.1 All notices permitted or required hereunder shall be in writing and shall be transmitted either:

(a) Via certified or registered United States mail, return receipt requested; (b) By facsimile transmission; (c) By personal delivery; (d) By expedited delivery service; or (e) By e-mail.

Such notices shall address as follows or to such different addresses as the parties may from time-to-time designate: New York State Department of Transportation (NYSDOT) Name: Title: Address: Telephone Number: Facsimile Number: E-Mail Address: Municipality Name: Title: Address: Telephone Number: Facsimile Number: E-Mail Address:


09/01/17 §14.4

ARTICLE 7: PROJECT; MUNICIPAL PAYMENT/DEPOSIT

7.1 NYSDOT will the remove, relocate, replace and/or reconstruct the local facilities

described in Schedule A annexed hereto in accordance with plans and specifications related thereto, as they may be amended or revised, and subject to such change orders as may be approved by NYSDOT in connection with its administration of the work and other work under the contract or contracts to be awarded by NYSDOT for or relating to the work under this Agreement.

7.2 The Municipality will deposit with the State Comptroller in a project escrow

account the full amount of the local share (if any) of the estimated cost of the work to be performed on local facilities as described in Schedule A for payments by the Comptroller on account of Project costs and the reimbursement to the municipality of any excess amount of such deposit after project close out.

7.3 Monies in the project account shall be paid on account of facilities costs on the

warrant of the State Comptroller on vouchers or requisitions approved by the Commissioner. 7.4 Upon completion and payment of the work to be performed on local facilities

contemplated herein the Commissioner shall determine the costs thereof to be borne by the Municipality, and any excess of the deposit shall be paid to the Municipality on the warrant of the State Comptroller on vouchers approved by the Commissioner; and, in the event such costs exceed the amount of the deposit, the Municipality shall within 90 days of the receipt of notice from the Commissioner pay the amount of such deficiency to the State Comptroller.

7.5 The Municipality's/Sponsor’s performance of its obligations hereunder is to be

financed from (check applicable source or sources if the municipal deposit is financed thereby):

the proceeds of one or more loans from [for name of Bank or financial institution or company] that the Municipality/Sponsor represents have been committed as evidenced by the commitment letters annexed hereto. The Municipality/Sponsor pledges proceeds of such loans to the performance of its obligations hereunder in amount sufficient to pay for work to be performed on local facilities costs hereunder;

from amounts deposited by [name of Bank or financial institution or company above]

with the Municipality/Sponsor into a segregated account solely for the purpose of financing work to be performed on local facilities costs, pursuant to the Municipality's/Sponsor’s resolution establishing such account and providing for expenditures therefrom for such purpose;

by an irrevocable letter of credit, bond or other security (annexed hereto) acceptable

to NYSDOT in the full amount of estimated Project Costs per Schedule A, solely for the purpose of paying the costs for work to be performed on local facilities and providing for expenditures therefrom or sight drafts thereon by NYSDOT negotiable through and acceptable to the State's depository bank for such purpose; or

from an escrow established pursuant to a written escrow agreement between the

Municipality/Sponsor and the Company solely for the purpose of financing work to be performed on local facilities costs, pursuant to the Municipality's/Sponsor’s resolution authorizing such escrow Agreement and providing for expenditures therefrom for such purpose.


09/01/17 §14.4

IN WITNESS WHEREOF, the STATE has caused this instrument to be signed by the

said COMMISSIONER of Transportation and the MUNICIPALITY has caused this instrument to be signed by its authorized officer. Agreement No. ____________ Agency Certification - “In addition to the acceptance of this contract, I also certify that original copies of this signature page will be attached to all other copies of this contract.” APPROVED: MUNICIPALITY: _____________________________ By: ____________________________ Municipal Attorney (Title) STATE OF NEW YORK ) ) ss: COUNTY OF _________ ) On this ________ day of ____________, 20 ___, before me personally came _________________________________, to me known, who being by me duly sworn did depose and say that he/she is the __________________ of the Municipal Corporation described herein, and which executed the above instrument; that he/she knows the seal of such Municipality; that the seal affixed to said instrument is such corporate seal, that it was affixed by order of the legislative Body of said Municipal Corporation pursuant to a Resolution which was duly adopted on _________________ and to which a certified copy is attached and made a part hereof; and that he signed his name thereto by like order. ____________________________ Notary Public APPROVED FOR NYSDOT: APPROVED AS TO FORM: STATE OF NEW YORK ATTORNEY GENERAL By: ________________________ ________

For the Commissioner Date of Transportation By: _________________________________

Assistant Attorney General

COMPTROLLER’S APPROVAL:

By: __________________________________ For the New York State Comptroller Pursuant to State Finance Law §112


09/01/17 §14.4

SCHEDULE A DESCRIPTION OF PROJECT, FUNDING AND DEPOSIT REQUIREMENTS.

Is the project linked to a State project in the area? YES or No If linked to a State project, describe the State project:

[Provide the contract number, brief title, project type, location, project limit, etc., etc. For example: The State project is Contract No. XX, titled XXXXXX, and is for the construction of XXXX in State Highway (S.H.) #XXXX in XXXXX County.]

Description of the work to be performed on local facilities:

[The CCTV [City, Town or Village – choose one] of CCTVNAME [for the City, Town or Village name] by Resolution No. XXXXX adopted on the XXX day of MMM, 20XX, requested and authorized the State Department of Transportation to proceed with the necessary arrangements to incorporate the construction of the lighting system located on Route number XX, [also known as ALTNAME - Provide the alternative name of the Route if such exists], [from STA X to STA XX - for station limits]]

[The State in connection with our request has incorporated the local project with the work of PIN XXXXXX as set forth in the plans and specifications for said project.]

[Designers should take care to describe HERE any/all responsibilities for the DESIGN and/or CONSTRUCTION that will be borne by the MUNICIPALITY. For example: The MUNICIPALITY shall be responsible for…]

Engineer’s Estimate $____________ Federal Aid Eligible YES or No State Share (in dollars) $____________ Federal Share (in dollars) $____________ Local Share (in dollars) $____________


09/01/17 §14.4

APPENDIX "A" NEW YORK STATE REQUIRED CONTRACT PROVISIONS.

[Provide the current New York state contract provisions here.]


09/01/17 §14.4

MUNICIPAL RESOLUTION.

Provide the Municipal Resolution(s) - duly adopted authorizing Agreement on behalf of the Municipality.


09/01/17 §14.4

Revised 2017

Example 14-3-2

RESOLUTION TO SECURE INSTALLATION OF HIGHWAY LIGHTING.


Resolution of the BSCCTS [Substitute appropriate one: Board of Supervisors, City Council, Town Board or Village Board] [of the MUNICIPALITY] of the CCTV [Substitute appropriate one: County, City, Town or Village] of CCTVNAME [for County, City, Town or Village name] Agreeing to share costs and responsibilities of highway lighting (Work) on or along State highway within the geographical jurisdiction of the MUNICIPALITY; such highway identified as ID-HAI [for example: Highway name or alternative highway name] is under consideration under State project with PIN XXXX in the County of XXXXX.

WHEREAS, the New York State Department of Transportation under a project identified

as PIN XXXX on Route XX [for Route number] proposes to PTDOXXXX [for description of state’s project main focus, and at what location; for example: [construct, reconstruct, rehabilitate, etc. – choose], such and such along the above [State Highway, Arterial, Interstate – choose], in the Town or Village of XXXX [in XXXX County];

WHEREAS, the BSCCTS of the CCTV of CCTVNAME [Substitute those used above]

approves the project and desires to have highway lighting on this highway within its geographical jurisdiction; and

WHEREAS, the State of New York has agreed to provide as a part of the project the lighting accessories and installations described in Schedule A provided that the MUNICIPALITY of the CCTV of CCTVNAME agrees to maintain, repair and operate such highway lighting for a period of not less than twenty-five years.

NOW, THEREFORE the BSCCTS [of the MUNICIPALITY] of the CCTV of CCTVNAME duly convened and does hereby:

1. RESOLVE that [the Municipality of] the CCTV does approve the above subject project; and it is hereby

2. RESOLVED that [the Municipality of] the CCTV of CCTVNAME shall PRDESC [for maintain, repair and energize – choose which applies] such highway Work; and it is hereby further

3. RESOLVED that the BSCCTS [of the Municipality] will deposit with the State

Comptroller in a project escrow account the local/municipal share of the estimate for the

cost of the Work as described in Schedule A of the Agreement for payments by the

Comptroller on account of Project costs and the reimbursement to the municipality of

any excess amount of such deposit after project close out; and

4. RESOLVED that the BSCCTS [of the Municipality] hereby authorizes the XREP-

PERSON [Person representing the Board] of [the Municipality] of the CCTV to enter into

agreement with the State of New York and through the Commissioner of Transportation


09/01/17 §14.4

to commit [the Municipality of] the CCTV of CCTVNAME to maintain at its own expense

the Work on the above-identified project; and that such agreement provides that

maintenance shall include the repair and replacement of equipment, energizing and the

operation of such highway lighting; and

5. BE IT FURTHER RESOLVE that the Clerk of this BSCCTS is hereby directed to

transmit four (4) certified copies of the foregoing resolution to the State Department of

Transportation addressed through:




09/01/17 §14.4

Revised 2017

Example 14-4

AGREEMENT FOR MAINTENANCE AND REPAIR OF

STATE ARTERIAL HIGHWAYS

Passing through the

CITY OF XCCCX

In accordance with Article 349-c of the Highway Law.

THIS AGREEMENT made this XXXX day of MMM, 20XX by and between THE PEOPLE OF THE STATE OF NEW YORK (hereinafter called "State") acting by and through THE COMMISSIONER OF TRANSPORTATION (hereinafter referred to as "Commissioner"), whose headquarters is located in the Department of Transportation, 50 Wolf Road, in the City and County of Albany and State of New York, and the City of XCCCX (hereinafter called "City"), a municipal corporation in the County of ZZZZ acting by the MAYOR or other administrative head thereof (hereinafter referred to as "Mayor"), as follows:

WHEREAS the public streets, main routes or thoroughfares or any portion thereof (hereinafter called "Arterial Highways") which are generally described in Schedule "A" attached hereto and made a part hereof, (said Schedule "A" may be modified by a supplemental agreement hereto), and which are within the boundaries of the City, have been constructed by the State as provided and as designated in Article XII-B of the Highway Law, and

WHEREAS the Commissioner and the City are willing to enter into an agreement for the maintenance and repair of the arterial highways;

NOW, THEREFORE, in consideration of the mutual covenants and agreements between the parties, hereto,

WITNESSETH:

Article I. METHOD OF PERFORMANCE. The maintenance and repair of the arterial highways shall be performed by the City by employing the forces of the City and by using its equipment, or by its contractor, or by a combination of these two methods all under the supervision and subject to the approval of the Commissioner. All materials, machinery and tools that shall be necessary for performance under this agreement shall be provided by the City or by its contractor, as the case may be. Upon written consent by the Commissioner and subject to the provisions of any general, special or local law or ordinance, the City may, for performance of all or part of the work, award a contract pursuant to Section 144 of the State Finance Law.

Article II. AREAS GENERALLY EXCLUDED. The arterial highways generally described in Schedule "A" of this agreement shall not include service roads and pavement on intersecting street bridges.

Article III. GENERAL SCOPE OF THE WORK. The performance of Maintenance and repair of the arterial highways by the City, performed in accordance with the New York State Department of Transportation’s Maintenance Standards for Arterial highways, revised October 1, 1972, as


09/01/17 §14.4

amended which are made a part of the agreement by reference, shall include the following, viz:

(1) STREET OPENINGS AND PERMITS

The procedure and method for regulation of street openings (including street openings by the City) on and along the arterial highways shall be under the supervision of the Commissioner and shall conform to the Rules and Regulations on “Work Permits on State Highways, State-Owned Bridges and Culverts,” Subchapter B, Chapter IV, Title 17 of the New York Coder of Rules and Regulations that are and may be amended by the Commissioner of the Department of Transportation. This provision shall not be deemed to supersede or to modify any ordinance, law, rule or regulation of the City relating to street openings, but shall, in the discretion of the City, be deemed to be co-existent with this paragraph.

(2) CARE OF PAVED AREAS AND STRUCTURES

The City shall do all necessary work for (a) the care, surface treatment, protection and patching of the pavement or pavements together with curbs and gutters, and (b) the care, protection and repair of drainage facilities and of structures; all on the arterial highways as shown on the map in Schedule "A" which may be modified by a supplemental agreement as aforesaid.

(3) CARE OF GRASS PLOTS

The City shall cut and care for or shall provide for the cutting and caring of the grass, trees and other plantings at the locations specified and to the full extent of the right-of-way as shall be deemed by the Commissioner to be for the best interest of the public. The City and the Regional Director, who represents the Commissioner in the particular locality, may modify the provisions of this paragraph so as to make applicable to any affected areas within the right-of-way of the arterial highways, any local ordinances or rules relating to the cutting and caring for grass. The work shall be done in accordance with the Department of Transportation Maintenance Standards for Arterial Highways revised October 1, 1972, as amended.

(4) CONTROL OF SNOW AND ICE

The City shall perform the work of control of snow and ice on the arterial highways, and agrees to. conduct the work at all times with minimum interference with traffic and to provide reasonable passage and movement of vehicles over such arterial highways. This work shall be done in accordance with the Department of Transportation Maintenance Standards for Arterial Highways revised October 1, 1972, as amended.

(5) TRAFFIC CONTROLS

The City shall operate and care for traffic lights, directional guides and controls, and parking controls and shall perform the necessary repairs and alterations thereto; it being understood that the arterial highways are subject to the jurisdiction of the Traffic Engineering and Safety Division with relation to the installation of traffic lights and warning signs specifically by the State pursuant to the statute in such cases made and provided. This work shall be done in accordance with the Department of Transportation Maintenance Standards for Arterial Highways revised October 1, 1972, as amended.

(6) SERVICES REQUIRED AS A RESPONSIBILITY OF THE CITY

The obligations of the City for the maintenance and repair of the arterial highways, whether done by the City pursuant to this agreement or by the State because of the absence of such agreement, as the case may be, shall include as a responsibility of the City (a) the services of street lighting, cleaning, sweeping, and sprinkling, all of which services are deemed to be the normal maintenance of streets by such City, or (b) any work on or in connection with subsurface installations and structures that are owned and operated by any city, including sanitary sewers, gas mains, water lines and conduits and appurtenances thereto. No charge will be made by the City for any such services or work mentioned in this paragraph.


09/01/17 §14.4

Article IV. REPRESENTATION AS TO CONSTRUCTION. The State represents to the City that all design and construction of the arterial highways and the structures, facilities and appurtenances are adequate for the purposes of the normal use thereof, with requirements of reasonable maintenance and repair. In case of abnormal requirements of substantial replacement of part or all of the arterial highways, their facilities and appurtenances which were constructed by the State, the City shall forthwith report such condition to the Regional Director who represents the Commissioner in the particular locality. In the event that the City and the Regional Director disagree as to the obligation of the City to perform this work as part of the maintenance and repair provided herein, the City may appeal the disputed item or items to the Commissioner whose determination will be conclusive and binding upon the parties hereto.

Article V. FORMULA FOR PAYMENT TO CITY. The State shall pay annually to the City a sum to be computed upon the following formula, viz: at the rate of

(a) XX cents per square yard of the pavement area for an area of XXX square yards equals $XXXX.XX

(b) XX cents per square yard of the pavement area for an area of XXX square yards located on any elevated bridge, and which amount equals $XXXX.XX for a total sum of $XXXX.XX and also any additional amount as may be authorized and provided by Law.

One half of the sum as above mentioned shall be paid by the State to the City on June 1 and the balance of such sum shall be so paid on December 1.

Article VI. INSURANCE - AUTOMOBILE LIABILITY AND WORKMEN'S COMPENSATION. The City shall obtain automobile liability insurance as follows, viz:

1. Coverage on the equipment owned by the City and to be used for the purposes hereinbefore mentioned and at least with the following limits, viz: bodily injury liability of $100,000 per person and $300,000 for each accident, and property damage liability of $20,000 for each accident, each policy of such automobile liability insurance shall contain, by endorsement the following provisions, to wit:

It is agreed that with respect to operations under this agreement the policy and any endorsement attached thereto are amended as follows:

a. The word "automobile" as defined includes self-propelled land vehicles, trailers or semitrailers.

b. Such insurance as is afforded by the policy for Bodily Injury Liability and for Property Damage Liability also applies to the State of New York and the Commissioner of Transportation of the State of New York, as insured, with respect to the use by or for the named insured on behalf of the State or Commissioner of automobiles covered by the policy.

No liability is assumed by the State or Commissioner for the payment of any premiums stated in the policy or earned hereunder.

In the event of change or cancellation of the policy, ten days' written notice will be given by the company to the Commissioner of Transportation of the State of New York.

The inclusion of such insured shall not affect any recovery to which such insured would be entitled under the policy were he not so included.


09/01/17 §14.4

2. The City shall make such policies available for inspection during regular business hours as and when the Commissioner or his representative shall so require.

3. The City shall be responsible to procure the renewal of any such policy that shall expire during any season covered by this agreement.

4. The City agrees that the cost of the premiums of such policies is included in formula for payment at the rate or rates by the State to the City as herein-above provided.

5. The City shall furnish to the Commissioner a certificate or certificates of insurance showing that the workmen are protected by Workmen's Compensation insurance. In case the City provides for Workmen's Compensation insurance as a self-insurer or as a member of a mutual assessment plan, a certificate from the City to the State disclosing the method in force will be acceptable to the Commissioner.

6. The City shall require of any contractor a certificate or certificates of insurance, showing that coverage on the equipment owned by the contractor and to be used for the purposes hereinbefore mentioned is at least within the limits mentioned in subdivision "1" of this paragraph.

7. The City may request approval for a system of self-insurance to meet the obligations of this section.

Article VII. INDEMNIFICATION. As provided by Highway Law Section 349-c, the state shall indemnify and hold harmless such city for any and all liability for damages for personal injury, injury to property or wrongful death for losses arising from or occasioned by the manner of performance of the functions under any agreement with a city for the maintenance and repair of state arterial highways pursuant to this article. Provided however that in no event shall the state be obligated to defend or indemnify such city, in any action, proceeding, claim or demand arising out of the actual operation of a vehicle or other equipment while engaged in the operation of repair and maintenance under this agreement, nor any action, proceeding, claim or demand arising out of services of lighting, cleaning, sweeping and sprinkling any such public street, main route or thoroughfare or portions thereof nor any work on or in connection with subsurface installations and structures that are owned and operated by any city, including sanitary sewers, gas mains, water lines, and conduits, and appurtenances thereto, and provided further that:

(a) The city shall be entitled to representation by the attorney general in any claim described in the foregoing paragraph, provided, however, that the city shall be entitled to itself defend any such action, proceeding, claim or demand whenever the attorney general determines, based upon his investigation and review of the facts and circumstances of the case that representation by the attorney general would be inappropriate, or whenever a court of competent jurisdiction determines that a conflict of interest exists and that the city is entitled to be separately represented. Whenever the municipality is entitled to defend the action itself, the state shall reimburse the municipality for any and all costs and expenses, including, but not limited to, counsel fees and disbursements.

(b) The state shall indemnify and save harmless such city in the amount of any judgment obtained against such city in any state or federal court in any claim described in this article, or in the amount of any settlement of such claim, or shall pay such judgment or settlement; provided, however, that the act or omission from which such judgment or settlement arose occurred while the city was acting within the scope of its functions for maintenance and repair of state arterial highways; provided, further, that no stipulation of settlement of any such action, proceeding, claim or demand shall be made or executed without approval of the attorney general and of the commissioner of transportation or his designee. Payment of any claim made pursuant to settlement shall not exceed the sum of fifty thousand dollars. Nothing herein shall authorize the state to indemnify or save harmless with respect to punitive or


09/01/17 §14.4

exemplary damages.

(c) The duty to defend or indemnify and save harmless prescribed by this article shall be conditioned upon (i) delivery to the attorney general or an assistant attorney general at an office of the department of law in Albany or New York city and by delivery to the commissioner of transportation or his designee of a copy of any claim, summons, complaint, process, notice, demand or other pleading within ten days after such city is served with such document and (ii) the full cooperation of the city in the defense of such action, proceeding, claim or demand and in the defense of any action, proceeding, claim or demand against the state based upon the same act or omission, and in the prosecution of any appeal.

(d) The benefits of this article shall inure only to such city and shall not enlarge or diminish the rights of any other party nor shall any provision of this article be construed to effect, alter, or repeal any provision of the workers' compensation law.

(e) This article shall not in any way affect the obligation of any claimant to give notice to the state under section ten of the court of claims act or any other provision of law.

(f) The provisions of this article shall not be construed to impair, alter, limit or modify the rights and obligations of any insurer under any insurance agreement.

(g) Except as otherwise specifically provided in this article, the provisions of this article shall not be construed in any way to impair, alter, limit, modify, abrogate, or restrict any immunity available to or conferred upon any unit, entity, officer, or employee of the state or city of any other level of government, or any right to defense and indemnification provided for any governmental officer or employee by, in accordance with, or by reason of, any other provision of state or federal statutory or common law.

Article VIII. CONTRACT CLAUSES REQUIRED IN WORK. In case the City shall, with the consent of the Commissioner as aforesaid, let a contract for all or any part of such work, then it is understood between the parties hereto, that (1) this contract shall be void unless the Contractor shall comply with Section 222 of the Labor Law, and (2) the Contractor shall comply with the provisions of Sections 220 and 220-e of the Labor Law, as amended.

Article IX. TERM OF AGREEMENT. The term of this agreement shall be for the period beginning with the date hereof and shall be deemed to continue (1) until the City shall, by resolution, decide to discontinue this agreement effective at the expiration of not less than two (2) months from the date of the delivery by registered mail of a certified copy of such resolution to the Commissioner, and in such event the State shall pay to the City the arrears as provided in Article V hereof but pro-rated according to the number of months of repair and maintenance hereunder by the City since the payment on June 1 or December 1, as the case may be, and all other contractual provisions hereunder shall cease as determined on the date of expiration as aforesaid or (2) until an official order of cancellation of this agreement shall be issued by the Commissioner, pursuant to paragraph 9 of section 349-c of the Highway Law, with the pro-rata payment as aforesaid; whichever resolution or official order is earlier. Failure to comply with the above mentioned Department of Transportation Maintenance Standards for Arterial Highways, revised October 1, 1972, may be deemed cause for termination of the agreement.

Article X. AVAILABILITY OF FUNDS. The City specifically agrees that this agreement shall be deemed executory only to the extent of the monies available and no liability shall be incurred by State beyond the monies available for the purpose.

Article XI. During the performance of this contract, the City (hereinafter referred to as "Contractor") agrees as follows:

(a) The contractor will not discriminate against any employee or applicant for employment because of race, creed, sex, color or national origin, and will take affirmative action to insure that they are afforded equal employment opportunities without discrimination because of race,


09/01/17 §14.4

creed, sex, color or national origin. Such action shall be taken with reference, but not be limited to: recruitment, employment, job assignment, promotion, upgrading, demotion, transfer, layoff or termination, rates of pay or other forms of compensation, and selection for training or retraining, including apprenticeship and on-the-job training.

(b) The contractor will send to each labor union or representative of workers with which he has or is bound by a collective bargaining or other agreement or understanding, a notice to be provided by the State Division of Human Rights, advising such labor union or representative of the contractor's agreement under clauses (a) through (g) (hereinafter called "nondiscrimination clauses"). If the contractor was directed to do so by the contracting agency as part of the bid or negotiation of this contract, the contractor shall request such labor union or representative to furnish him with a written statement that such labor union or representative will not discriminate because of race, creed, sex, color or national origin and that such labor union or representative either will affirmatively cooperate, within the limits of its legal and contractual authority, in the implementation of the policy and provisions of these non-discrimination clauses or that it consents and agrees that recruitment, employment and the terms and conditions of employment under this contract shall be in accordance with the purposes and provisions of these non-discrimination clauses. If such labor union or representative fails or refuses to comply with such a request that it furnish such a statement, the contractor shall promptly notify the State Division of Human Rights of such failure or refusal.

(c) The contractor will post and keep posted in conspicuous places, available to employees and applicants for employment, notices to be provided by the State Division of Human Rights setting forth the substance of the provisions of clauses (a) and (b) and such provisions of the State's laws against discrimination as the State Commissioner of Human Rights shall determine.

(d) The contractor will state, in all solicitations or advertisements for employees placed by or on behalf of the contractor, that all qualified applicants will be afforded equal employment opportunities without discrimination because of race, creed, sex, color or national origin.

The contractor will comply with the provisions of Sections 291-299 of the Executive Law, and the Civil Rights Law, will furnish all information and reports deemed necessary by the State Commissioner of Human Rights under these non-discrimination clauses and such sections of the Executive Law, and will permit access to his books, records and accounts by the State Commissioner of Human Rights, the Attorney General and the Industrial Commissioner for purposes of investigation to ascertain compliance with these non-discrimination clauses and such sections of the Executive Law and Civil Rights Law.

(e) This contract may be forthwith cancelled, terminated or suspended, in whole or in part, by the contracting agency upon the basis of a finding made by the State Commission of Human Rights that the Contractor has not complied with these non-discrimination clauses, and the contractor may be declared ineligible for future contracts made by or on behalf of the State or a public authority or agency of the State, until he satisfies the State Commissioner of Human Rights that he has established and is carrying out a program in conformity with the provisions of these non-discrimination clauses. Such finding shall be made by the State Commissioner of Human Rights after conciliation efforts by the State Division of Human Rights have failed to achieve compliance with these non-discrimination clauses and after a verified complaint has been filed with the State Division of Human Rights, notice thereof has been given to the contractor and an opportunity has been afforded him to be heard publicly before the State Commissioner of Human Rights or his assignee. Such sanctions may be imposed and remedies invoked independently of or in addition to sanctions and remedies otherwise provided by law.

(f) The contractor will include the provisions of clauses (a) through (f) in every subcontract or purchase order in such a manner that such provisions will be binding upon each subcontractor or vendor as to operations to be performed within the State of New York. The


09/01/17 §14.4

contractor will take such action in enforcing such provisions of such subcontract or purchase order as the contracting agency may direct, including sanctions or remedies for non-compliance. If the contractor becomes involved in or is threatened with litigation with a subcontractor or vendor as a result of such direction by the contracting agency, the contractor shall promptly so notify the Attorney General, requesting him to intervene and protect the interests of the State of New York.

Article XII. The City specifically agrees, as required by the State Finance Law, Section 138, that it is prohibited by law from assigning, transferring, conveying, subletting or otherwise disposing of the agreement or of its right, title or interest therein, or its power to execute such agreement, to any other person, company or corporation, without the previous consent in writing of the Commissioner, except as such consent is provided for in Article I of this agreement. IN WITNESS WHEREOF this agreement has been executed by the State acting by and through the Commissioner, who has caused the seal of the Department of Transportation be affixed hereto, and the City has caused this agreement to be executed by its duly authorized officer and has hereunto affixed its seal on the day and year first above written.

Recommended by

_____________________________________ Director

Highway Maintenance Subdivision

Recommended by THE PEOPLE OF THE STATE OF NEW YORK (L.S.) __________________________________ BY_______________________________________ Director Commissioner of Transportation CONTRACTS BUREAU

City of ______________________________________ (Affix Seal)

Approved as to Form

BY_________________________________________ Attorney General


09/01/17 §14.4

Date ______________________________


09/01/17 §14.4

STATE OF NEW YORK )

) s s . : COUNTY OF ALBANY )

On this XX day of MMM, 20XX, before me personally came Mr./Ms./XXXXXXXX to me known and known to me to be the Commissioner of Transportation, the person described as such in and who executed the foregoing instrument and he /she duly acknowledged to me that he/she executed the same as such Commissioner of Transportation pursuant to the statute in such case provided

Notary Public

STATE OF NEW YORK ) ) s s . :

COUNTY OF )

On this XX day of MMM, 20XX, before me personally came Mr./Ms./XXXXXXXX to me, known who being by me duly sworn, did depose and say that he /she resides in New York State; and that he is the XXXX of the XXXXX, the municipal corporation described in and which executed the above instrument; that he knows the seal of said municipal corporation; that the seal affixed to said instrument is such corporate seal; that is was so affixed by order of the Common Council of said municipal corporation pursuant to a resolution which was adopted on MMM XX, 20XX; a certified copy of such resolution being attached hereto and made a part hereof; and that he signed his name thereto by like order.

Notary Public


09/01/17 §14.4

SCHEDULE "A" INCLUDING MAP

ARTERIAL HIGHWAYS IN THE CITY OF XXXXXXXXXXX

Pavement

area on

Pavement elevated

Name area bridge


09/01/17 §14.4

Revised 2017

Example 14-4-2

RESOLUTION TO

MAINTAIN ARTERIAL ROUTES THROUGH CITIES.

RESOLUTION #

ALDERMAN XXXXX [Alderman’s name] OFFERS THE FOLLOWING RESOLUTION AND MOVES ITS ADOPTION.

WHEREAS, the State of New York has constructed the portion of the ARTNAMEX [Arterial name] Street or Arterial Highway, a part of proposed State Route NUMBERX [Route number] located on LOCX [for location], which is a part of F.A. Project No. PTXX as provided and designated in Section 349-e of the Highway Law; and

WHEREAS, pursuant to Subdivision 7 of Section 349-c of the Highway Law, the State of New York is willing to enter into an agreement with the City of CTYNAMEX [for city name] for the maintenance and repair of said ARTNAMEX Street described above; and

WHEREAS, the State of New York has submitted an agreement between the State of New York and the City of CTYNAMEX for the maintenance and repair of said portion of aforementioned Arterial Highway as presently constructed in the City of CTYNAMEX; and

WHEREAS, the City of CTYNAMEX is willing to enter into the aforesaid agreement with the State of New York for the maintenance and repair of said Arterial Highway; and

WHEREAS, the State of New York Department of Transportation agrees to pay the City of CTYNAMEX a sum of $X.XX per square yards for XXXXX square yards of pavement; and

[WHEREAS, the amendment to said agreement states:

This “WHEREAS” is for amendment, and if none then remove this paragraph beginning from the “WHEREAS.”]

NOW, THEREFORE, BE IT RESOLVED, that the Agreement between the State of New York and the City of CTYNAMEX for the maintenance and repair of ARTNAMEX Arterial Highway between its common junction with JCTX1 and JCTX2 [or provide other methods for the limits] is hereby approved and the Mayor is hereby authorized in accordance with Section 349-C, Subdivision 7 of the Highway Law, to execute said [Supplemental] Agreement on behalf of the City of CTYNAMEX and said Agreement shall be sealed and attested by the City Clerk and filed in the office of the City Clerk.

BE IT FURTHER RESOLVED: that the clerk of this Council is hereby directed to transmit three (3) certified copies of the foregoing resolution to the State Department of Transportation. ________________________________________ _______________

Clerk/Secretary Date


09/01/17 §14.4

Revised 2017

Example 14-5 ORDER FOR TRANSFER OF STATE MAINTENANCE TO MUNICIPALITY OF FRONTAGE, MARGINAL OR SERVICE ROADS CONSTRUCTED IN CONNECTION WITH CONTROLLED

ACCESS HIGHWAY.

OFFICIAL ORDER

PROJECT NUMBER: PROJECT DESCRIPTION/LOCATION:

APPROVED: __________________________ _____________ AUTHORIZED REPRESENTATIVE DATE COMMISSIONER OF TRANSPORTATION

SUBJECT: Transfer of Improved Intersection, Frontage, Marginal or Service Road to Municipality.

WHEREAS, Section 10, Subdivision (25) of the Highway Law of New York State provides, in part, that the Commissioner of Transportation shall "Have power to plan, designate, construct, alter, improve and vacate frontage, marginal and service roads in connection with the development of any controlled access facility” and that “any such frontage, marginal or service road or portion of intersecting highway, road or street upon which such work is completed shall, if not determined by the Commissioner of Transportation to be part of the State highway system shall be maintained by the municipality or the municipalities in which such road is located," and

WHEREAS, the Commissioner has undertaken to improve HWY-NAMEX [for name of Highway], a controlled access highway, and in connection therewith to construct the following described frontage, marginal or service roads:

[Provide a brief description of the frontage, marginal or service roads here]; and

WHEREAS, the said frontage, marginal or service roads are to be located within the Municipality of the CCTV [for County, City, Town and village - choose one] of CCTVNAME [for County, City, Town and village name - choose one], and in the judgment of the Commissioner of Transportation will not be deemed to be part of the State highway system; now therefore:

IT IS HEREBY ORDERED that, upon completion of construction of the above-described frontage, marginal or service road(s), it/they are hereby transferred to the Municipality of the CCTV of CCTVNAME and that such Municipality shall thereafter maintain this/these road(s) in accordance with the provisions of the Highway Law.


09/01/17 §14.4

Revised 2017

Example 14-6

RESOLUTION FOR EXCESSIVE HIGHWAY DEVIATION AFTER HIGHWAY REALIGNMENT.


Resolution approving the reconstruction of Prim-Hwy-NAMEXXX [Primary highway name] or Alt-

Hwy-Name [alternative name if one exists] in [what] County;

WHEREAS, plans for the reconstruction of a portion of Prim-Hwy-NAMEXXX in [what] County

uses an alignment which deviates from the location of the existing alignment for a continuous

length in excess of one mile as measured along the center line of the existing highway; and

WHEREAS, the Commissioner of Transportation of the State of New York has transmitted such

plans to the Board of Supervisors of the County of XXXX [same county as above] in accordance

with Highway Law Section 30 (1) (b),

NOW THEREFORE, BE IT RESOLVED, That the Board of Supervisors of the County of XXXX

duly convened in legal session held on the XXX day of MMM, 20XX do hereby approve the

location of the proposed changes to Prim-Hwy-NAMEXXX as shown on the plans identified by

Project Number XXX; and the said plans are in accordance with said Highway Law Section 30.

BE IT FINALLY RESOLVED: that the clerk of this [Board or Council – choose one] is hereby

directed to transmit three (3) certified copies of this resolution to the State Department of

Transportation

________________________________________ _______________



09/01/17 §14.4

Revised 2017

Example 14-7

DETOUR ORDER OVER LOCAL ROADS OR STREETS.

OFFICIAL ORDER


APPROVED: ____________________________ __________ AUTHORIZED REPRESENTATIVE DATE COMMISSIONER OF TRANSPORTATION

SUBJECT: Order Concerning State Control and Maintenance of Detour over Local Roads or Streets.

WHEREAS, the New York State Department of Transportation proposes to reconstruct:

[Describe project here.]

WHEREAS, in conformance with Section 42 of the New York State Highway Law, the New York State Department of Transportation proposes to utilize the following roads and streets as detours during the period of construction.

[Names of and description of sections of local roads to be used as detour];

WHEREAS, the New York State Department of Transportation will provide traffic control devices and make improvements or repairs when necessary to the above mentioned roads and streets to make them adequate to handle additional detour traffic;

NOW THEREFORE IT IS HEREBY ORDERED: that the [Board, Council, etc. – choose one] of the CCTV [County, City, Town or Village – choose one] of CCTVNAME [County, City, Town or Village – choose one] shall transfer the aforementioned highway(s) right-of-way to the Department of Transportation for the period of necessity only; after which, upon notification that the necessity no longer exists, it shall revert back to said municipality.


09/01/17 §14.4

Revised 2017

Example 14-8

ORDER OF TRANSFER OF MAINTENANCE RESPONSIBILITY TO MUNICIPALITY.

OFFICIAL ORDER


APPROVED: ____________________________ __________ AUTHORIZED REPRESENTATIVE DATE COMMISSIONER OF TRANSPORTATION

SUBJECT: Order of Transfer of Maintenance Responsibility of Various items on State Highways to Municipality.

Whereas, the New York State Department of Transportation [has constructed the or [proposes the construction, reconstruction, or improvement of - choose one] - choose one] RD-NAMEX [Road Name], SH Number, in the CCTV [Village, Town or City – choose one] of CCTVNAME [for City, Town or Village name – choose], XXX County; and

Whereas, the State XXPF [has included, will include – choose one] as part of the above mentioned project the [removal, relocation, and subsequent construction, reconstruction or improvement - choose which applies] of FEATURE-NAMEX [NAME OF THE FEATURES - sidewalks, curbs, paved gutters, conduits, facilities and/or appurtenances] pursuant to Highway Law Section 10 (22), Section 10 (24), Section 46 (villages), Section 140 (sidewalks in towns), Section 327 (highway lighting) or Section 349-c (2.2) (sidewalks in city); and

Whereas, pursuant to the aforementioned law, the FEATURE-NAME shall be maintained by the respective municipality that has jurisdiction over the area; and

NOW THEREFORE, IT IS HEREBY ORDERED, that upon final acceptance of the

completed project by the State, the FEATURE-NAMEX is hereby transferred to the BSCCTV [Village Board, Town Board or Common Council – choose one] of the CCTV of CCTVNAME; and it is further

ORDERED that the CCTV of CCTVNAME will maintain or is responsible for any cause to

maintain the relocated and/or replaced work of the municipal project performed as above stated and as shown on the contract plans.


09/01/17 §14.4

Revised 2017

Example 14-9

ORDER TO MUNICIPALITY OR POLITICAL SUBDIVISION

TO ASSUME JURISDICTION AND MAINTENANCE OVER

DISCONTINUED PORTIONS OF STATE HIGHWAYS RELOCATED

PURSUANT TO SECTION 62 OR SECTION 63 OF THE HIGHWAY LAW.

OFFICIAL ORDER


APPROVED: __________________________ ________

AUTHORIZED REPRESENTATIVE DATE COMMISSIONER OF TRANSPORTATION

SUBJECT: Transfer of Maintenance Responsibility of a removed or discontinuous portion of State highway to a Municipality.

WHEREAS, the New York State Department of Transportation has undertaken the repair, reconstruction or grade crossing elimination of a portion of HWY-NAME [Road or Highway Name], SH Number that includes a change in location for the improvement or a change in alignment of the state highway; and

WHEREAS the Commissioner of Transportation of the State of New York has determined to change the location of the alignment of a section of the said highway to increase the sight distance or to remove the effect of a dangerous condition on the said highway and

WHEREAS, the Commissioner of Transportation has discontinued maintenance on the portion of the state highway that is no longer necessary for the purposes of a state highway and has made the determination to transfer ownership and control of the aforementioned portion of the State Highway to the CTV [for city, town or village] of CTVNAME [for city, town or village name] in accordance with Highway Law Sections 62 or 63; and

WHEREAS, the discontinued portion(s) of the state highway is described below as follows:

[Listed here are the discontinued sections.] Those portions beginning at … [use Stations from the new available alignments in the Project Plans of the proposed design for the locations of the discontinued sections of the roadway and any bridge or culvert thereon.]

NOW, THEREFORE, IT IS HEREBY ORDERED that the maintenance and jurisdiction over the discontinued portion(s) are hereby transferred as follows:

the said section described above [and any bridge/ or/ culvert thereon– choose]

shall be maintained by the CTV of CTVNAME


09/01/17 §14.4

the [bridge/bridges/and /or/culvert/culverts – choose] thereon whose [location/ locations/ are/ is – choose] which [were/was – choose] maintained by the CTV of CTVNAME before the improvement of the section of highway by the State shall again be maintained by the CTV of CTVNAME;


09/01/17 §14.4

Revised 2017

Example 14-10

RESOLUTION FOR STATE CONTROLLED ACCESS HIGHWAY.

RESOLUTION # XXXXXX

Resolution introduced by Committee on Highways.

Resolution for approving the reconstruction of Route XXX and/or State Highway XXX in XXXXXX County as a controlled access highway;

WHEREAS the New York State Department of Transportation has prepared plans for the reconstruction of Route No. XXX1 and/or State Highway No. XXX2 in XXXXXX County as a controlled access highway in accordance with the provisions of Highway Law Sections 30 (1) (a), 117-B and 118 (4)

NOW, THEREFORE, BE IT RESOLVED that the Board of Supervisors of XXXXXX County does hereby approve the reconstruction of the following portions of Route XXX1 and/or State Highway No. XXX2 in XXXXXX County as a controlled access highway:

[Beginning at: Describe the project from the beginning Station to ending Station];

BE IT FURTHER RESOLVED: that the clerk of this Board is hereby directed to transmit three (3) certified copies of the foregoing resolution to the State Department of Transportation.

________________________________________ _______________



09/01/17 §14.4

Revised 2017

Example 14-11

RESOLUTION THAT COUNTY-NAMEX COUNTY SHALL BUY THE

NECESSARY RIGHTS OF WAY FOR CONSTRUCTION.

RESOLUTION #XXXXXXX

WHEREAS, the New York State Department of Transportation has given approval to include TXXX [for Project Title] that is about PDXXX [for brief description of project] in COUNTYNAMEX [for county name] County on the Federal Aid Secondary Program (County);

WHEREAS, “when requested by the Commissioner of Transportation, the board of supervisors shall also provide lands or rights or interests therein” pursuant to Highway Law Section 118 (4);

BE IT THEREFORE RESOLVED, that COUNTY-NAMEX County under Highway Law Section 118 and 119 shall acquire the necessary right of way for such construction;

BE IT FURTHER RESOLVED: that the clerk of this Board is hereby directed to transmit three (3) certified copies of the foregoing resolution to the New York State Department of Transportation.

________________________________________ _______________



09/01/17 §14.4

Revised 2017

Example 14-12

RESOLUTION TO

AMEND STATE AND/OR LOCAL HIGHWAY SYSTEM

RESOLUTION #

(a) APPROVING THE TRANSFER OF COUNTY ROAD NO. XX AND ADDING SAME TO THE STATE HIGHWAY SYSTEM.

and/or

(b) APPROVING THE TRANSFER OF STATE HIGHWAY NO. XX

AND ADDING SAME TO THE LOCAL HIGHWAY SYSTEM.

WHEREAS, Highway Law Section 341, subdivision [ENTER NUMBER CORRESPONDING TO COUNTY in Highway Law Section 341] relating to [COUNTY NAME] having been amended to [ADD/DELETE - choose] the HIGHWAY/ROAD described as follows:

[Recite description of Road/Highway to be added/removed from the State System as provided by law]

NOW THEREFORE, being in agreement with the amendment to Highway Law Section 341, the Board/Legislature of XXXXX County, does hereby enact as follows:

Section 1. The foregoing Road/Highway is hereby transferred to the State OR accepted from the State.

Section 2. The map of the county road system that is required by Highway Law Section 115 is hereby amended to reflect this change.

Section 3. This act shall take effect immediately.

NOW, THEREFORE, BE IT RESOLVED, that this Board of Supervisors act through

its chairman and Clerk who are authorized to act for this Board of Supervisors, do approve the above mentioned legislation; and

BE IT FURTHER RESOLVED: that the clerk of this Board is hereby directed to transmit four (4) certified copies of the foregoing resolution to the State Department of Transportation. ________________________________________ _______________



09/01/17 §14.4

Revised 2017

Example 14-13

ORDER FOR ALTERING, RELOCATING OR CLOSING INTERSECTION WITH LOCAL HIGHW AYS.

OFFICIAL ORDER


APPROVED: ________________________ __________ AUTHORIZED REPRESENTATIVE DATE COMMISSIONER OF TRANSPORTATION

SUBJECT: Order for Altering, Relocating or Closing intersection with Local Highway.

WHEREAS, under the provisions of New York Highway Law Section 10 (25) as amended, which provides in part, that the Commissioner of the Department of Transportation shall "Have power to combine, connect, alter, relocate, terminate and pave intersecting highways, road or streets;" and, also, that "The maintenance of any highway, road or street which is affected by this subdivision and which, in the judgment of the Commissioner, is not deemed to be a part of the State Highway system, shall be maintained by the municipality or the municipalities in which the road is located," and

WHEREAS, the Commissioner proposes to improve State Highway Route XXXX in XXXXX County, and in connection therewith to relocate the following streets or road:

[Provide description of streets to be affected: STREETNAME; XX+ number of feet Plus or minus to the right of existing and between what stations and so on for all streets]; and

WHEREAS said highways, roads or streets are to be located within the CCTV [for County, City, Town or Village] of XXXXX and in the judgment of the Commissioner of the Department of Transportation, will not be deemed to be part of the State Highway system.

NOW THEREFORE, IT IS HEREBY ORDERED that upon completion of construction of the above-described relocation, the CCTV of XXXXX will maintain such [road or roads] in accordance with the provisions of the Highway Law.


09/01/17 §14.4

Revised 2017

Example 14-14

RESOLUTION BY THE CCTV [Substitute one: County, City, Town or Village] of CCTVNAME [Substitute one of these: County, City, Town or Village name] ACCEPTING A

TRAFFIC CONTROL REPORT.


WHEREAS,

(Describe Exact Locations and Inventory of Equipment)

WHEREAS, the Federal Highway Administration, U. S. Department of Transportation has approved the allocation of Federal funds for use in connection with the above project; and

WHEREAS, the expenditure of State and Federal funds can only be justified if this facility provides for the safe and efficient movement of traffic; and

WHEREAS, the State Department of Transportation has prepared a Traffic Control Report dated MMM XX, 20XX, which outlines the traffic control measures deemed necessary for the safe and efficient operation of this facility.

NOW, THEREFORE, BE IT RESOLVED, that the BSCCTS [Substitute one: Board of Supervisors, City Council, Town Board or Village Board] [of the MUNICIPALITY] of the CCTV [for county, city, town and village – choose] of CCTVNAME [for county, city, town or village name – choose] duly convened and does hereby approve the Traffic Control Report, dated MMM, XX, 20XX, for the above described highway project, and does hereby agree to adopt the ordinances, rules or regulations necessary to effectuate the plan as indicated in said Traffic Control Report; and

BE IT FURTHER RESOLVED that no changes or modifications in the traffic control measures set forth in the Traffic Control Report insofar as they affect traffic on the State highway(s) or within 100 feet of the State highway(s) will be made at a later date without written approval of the State Department of Transportation.

BE IT FURTHER RESOLVED: that the clerk of this (Board, Legislature or Council) is hereby directed to transmit three (3) certified copies of the foregoing resolution to the State Department of Transportation.

________________________________________ _______________



09/01/17 §14.4

Revised 2017

Example 14-15

RESOLUTION FOR

APPROVAL OF LOCATION PLANS

CITY OF XXXXXXXXX, NEW YORK STATE.

RESOLUTION # XXXXXXXXX

WHEREAS, pursuant to Section 349-c, Subdivision 2.5 of the Highway Law, “whenever the commissioner deems it necessary to acquire property for the purpose of widening any such designated street, he shall transmit the plans generally describing the proposed location for said street to the governing body of such city in which such designated street or any portion thereof is located.” The governing body of such city shall approve such plans by resolution duly adopted by its members as the public interest shall require.

WHEREAS, in relation to the State Arterial Project described as:

[Provide brief description of project here: D##, Location, Project Type, project limits, etc. etc.]

BE IT RESOLVED by the Common Council of the City of XXXX, New York that the plans generally describing the proposed location for the above described Project as authorized by Highway Law Section 349-c are hereby approved; and

BE IT FURTHER RESOLVED that since the line and grade for the entire Project can be ascertained from these plans, the Common Council gives its approval to such lines and grades and to the acquisition and clearing of right of way for the above described Project in accordance with the Highway Law Section 349-c ; and

BE IT FURTHER RESOLVED that the provisions of this Resolution shall not be construed as approval of the designs, plans, and specifications for the construction, reconstruction or improvement of the above described Arterial, it being understood that this Common Council will receive, at some future date for approval from the New York State Department of Transportation, the designs, plans, and specifications for such construction, reconstruction or improvement; and

BE IT FURTHER RESOLVED: that the clerk of this Council is hereby directed to transmit four (4) certified copies of the foregoing resolution to the State Department of Transportation.

________________________________________ _______________



09/01/17 §14.4

Revised 2017

Example 14-16

RESOLUTION APPROVING

ARTERIAL PLANS AND SPECIFICATIONS

BY COMMON COUNCIL FOR

THE CITY OF XXXXXXXXX, NEW YORK.

RESOLUTION # XXXXXXXXX

PURSUANT to Highway Law Section 349-c (2.5) in relation to the PTXXX [project title] and about PDXXX [brief project description] in the City of XXXX, it is

RESOLVED: That since the plans generally describing the proposed location for the State Arterial Project titled: PTXXX have previously been approved by Resolution #XXXXX of the Common Council on XX day of MMM, 20XX; and the designs, plans, and specifications for the work of [construction, reconstruction or improvement: choose] of the above described arterial highway, as authorized in Section 349c of the Highway Law, are hereby approved.

BE IT FURTHER RESOLVED: that the clerk of this Common Council is hereby directed to transmit four (4) certified copies of the foregoing resolution to the State Department of Transportation.

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09/01/17 §14.4

Revised 2017

Example 14-17

ORDER FOR TRANSFER OF MAINTENANCE OF COMPLETED PARKWAY, ARTERIAL OR

CENTRAL EXPRESS ARTERY TO CITY OF NEW YORK.

OFFICIAL ORDER


APPROVED: _____________________ ____________ AUTHORIZED REPRESENTATIVE DATE COMMISSIONER OF TRANSPORTATION

SUBJECT: Transfer of Completed State Interstate Highway, Parkway, Arterial or Central Express Artery to the City of New York.

WHEREAS, [CHOOSE: (1) Highway Law Section 340-b, Subdivision 5 (c) provides, that "upon the completion by the state of a section or sections of interstate highways in the City of New York, the commissioner of transportation may by official order transfer jurisdiction for maintenance of interstate highways or completed portions thereof to the appropriate agency of the City of New York,” OR (2) Highway Law Section 349-c, Subdivision 3.4 provides, that "upon the completion by the state of a section or sections of parkways constructed by the state in the City of New York, the commissioner of transportation shall by official order transfer jurisdiction over the central express artery and adjacent landscape areas and over adjacent service roads to the City of New York;”] and

WHEREAS, the Commissioner has undertaken to improve HWY-NAMEX [name of Highway], HYW-TYPE [an interstate highway, a parkway, arterial or central express artery] described as follows:

[Provide a brief description of the interstate highway, parkway, arterial or central express artery]; and

WHEREAS, the said HYW-TYPE has been constructed and satisfactorily completed and is located within the City of New York;

NOW THEREFORE IT IS HEREBY ORDERED that jurisdiction over the above-described HYW-TYPE be transferred to the City of New York in accordance with the provisions of the Highway Law.


09/01/17 §14.4

Revised 2017 Example 14-18

RESOLUTION IN ACCORDANCE WITH THE PROVISIONS OF SECTION 65 OF THE HIGHWAY LAW

SALE OF LANDS ACQUIRED BY COUNTY FOR RIGHTS OF WAY FOR STATE HIGHWAY.

RESOLUTION # XXXXXXXX

WHEREAS, FNXXXX LNXXXX [First and Last Names of applicant] has requested that

certain lands as shown and described on a map entitled MNXXXX [Map Name] being Map No. MNXX, Parcel No. PNXX dated the XX day of MMM, 19XX or 20XX which said lands are a part of certain lands acquired by the County of CNTYN [for County name] from FNXXXX LNXXXX [First and Last Names of Grantor by Deed dated the XX day of MMM, 19XX or 20XX and recorded in the office of the Clerk of CNTYN [for County name] County in Liber LBXXX of Deeds at Page PXX as right of way for State Highway Number XXXXXX; and

WHEREAS, the lands so requested to be [sold, conveyed, granted, leased - choose] are

no longer used or useful for highway purposes and the strip of land retained for such highway purposes is not less than sixty feet in width; and,

WHEREAS, FNXXXX LNXXXX, the applicant, owner of property adjoining the same and

to whom the [sale, conveyance, grant, lease - choose] of the property shown on said map entitled RLDXXXX [for conveyance map name, number & date] will give the said applicant frontage immediately in front of his premises.

NOW, THEREFORE, BE IT RESOLVED that subject to the approval of the

Commissioner of Transportation of the State of New York, the lands shown and described on the map entitled RLDXXXX [for conveyance map name, number & date] be [sold, conveyed, granted, leased - choose] to FNXXXX LNXXXX; and

BE IT FURTHER RESOLVED that the County Land Assessor be and hereby is

authorized, upon the approval of the Commissioner of Transportation, to execute and deliver to FNXXXX LNXXXX a [(Quit Claim deed in statutory form) (lease)] of property shown and described on said map entitled MNXXXX. ________________________________________ _______________

Clerk/Secretary Date APPROVED ______________________________________ _______________ Commissioner of Transportation (or designee) Date


09/01/17 §14.4

Revised 2017

Example 14-19

RESOLUTION BY THE [COUNTY-NAMEX] COUNTY BOARD OF SUPERVISORS/LEGISLATURE TO AMMEND INVENTORY OF COUNTY ROAD

SYSTEM.

RESOLUTION NO. XXXXXXXX

WHEREAS, COUNTY-NAMEX [for county name] is required by Highway Law Section 115 to maintain a map of the county road system and to amend such map from time to time as changes to the system occur, and

WHEREAS, COUNTY-NAMEX maintains an inventory of the county road system that conforms to the inventory of the New York State Department of Transportation for CTYNAMEX [for County Name], and

WHEREAS, [changes, no changes - choose] have been made to the county road system since the last reported inventory to add or to reduce the overall mileage in the local system that have been recorded in an inventory to be submitted to the New York State Department of Transportation;

NOW THEREFORE BE IT RESOLVED that COUNTY-NAMEX County hereby amends the inventory of the county road system by making [such changes, no changes - choose] that reflect the current local system, and

BE IT FURTHER RESOLVED that the clerk of this Board/Legislature is hereby directed to transmit two copies of the amended inventory of the county road system to the New York State Department of Transportation, along with a copy of the foregoing resolution.

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