engineering bulletin...title: highway design manual revision no. 76 – chapter 2 design criteria;...

New York State Department of Transportation

ENGINEERING BULLETIN

EB13-054

Expires one year after issue unless replaced sooner

Title: HIGHWAY DESIGN MANUAL REVISION NO. 76 – CHAPTER 2 DESIGN CRITERIA; CHAPTER 7 RESURFACING, RESTORATION AND REHABILITATION; AND CHAPTER 18 PEDESTRIAN FACILITY DESIGN- LIMITED REVISION

Target Audience : Manufacturers (18) Local Govt. (31) Agencies (32)

Surveyors (33) Consultants (34) Contractors (39) ____________( )

Approved: /s/Stephen A. Zargham_____________ Stephen A. Zargham, P.E. Director, Design Quality Assurance Bureau

11/21/13_ Date

ADMINISTRATIVE INFORMATION:

• Effective Date. Effective beginning for all 1R projects submitted for the letting of January 9, 2014 and for all other projects that will receive Design Approval on or after May 8, 2014, but may be applied prior to the effective date.

• Superseded Issuances. None. PURPOSE: To announce the availability of a Limited Revision No. 76 to Highway Design Manual (HDM):

• Chapter 2 Design Criteria • Chapter 7 Resurfacing, Restoration and Rehabilitation • Chapter 18 Pedestrian Facility Design.

TECHNICAL INFORMATION:

• HDM users should replace the pages modified by this revision with the versions dated 11/21/2013. The pages modified by this revision can be found in the HDM Revisions Log. The link to the revision log can be found below in the Transmitted Materials section of this EB.

• Pages summarizing the changes made by this revision are included in the front of the Chapter 2, 7 and 18 revisions.

TRANSMITTED MATERIALS: None.

• The pages modified by this revision can be found in the HDM Revisions Log at: https://www.dot.ny.gov/divisions/engineering/design/dqab/hdm/hdm-revised-logs

• The revision has been incorporated into the on line version of HDM Chapter 2 at: https://www.dot.ny.gov/divisions/engineering/design/dqab/hdm/chapter-2



BACKGROUND: This revision has been developed to implement the Department of Justice/Department of Transportation joint technical assistance on the Americans with Disabilities Act (ADA) requirements to provide curb ramps when resurfacing. Previous guidance exempted non-structural overlays/inlays of up to 2” (50 mm) from having to install curb ramps and crosswalks. Under the new directive, all full width surface inlays and overlays including micro-surfacing and thin lift overlays, cape sealing (chip seal

EB 13-054 of 2

with a double microsurfacing), and in-place asphalt recycling techniques that place or replace top courses on non-freeways require curb ramps and crosswalks to meet ADA where there are pedestrian crossings. Please refer to the following website for additional information: http://www.fhwa.dot.gov/civilrights/programs/ada.cfm CONTACTS:

• Questions on HDM Chapter 2 should be addressed to Mary Ricard, P.E. of the Design Quality Assurance Bureau at (518) 485-2216 or via e-mail at [email protected]

• Questions on HDM Chapter 7 should be addressed to Rick Wilder, P.E. of the Design Services Bureau at (518) 457-5922 or via e-mail at [email protected].

• Questions on HDM Chapter 18 should be directed to Nancy Alexander, R.L.A. of the Landscape Architecture Bureau at (518) 457-8316 or via email at [email protected].

• General questions regarding the Highway Design Manual should be directed to Dave Kent of the Design Quality Assurance Bureau at (518) 457-0520 or via e-mail at [email protected].

HIGHWAY DESIGN MANUAL

Chapter 2 Design Criteria

Revision 76

(Limited Revision)

November 21, 2013

11/21/2013

Section Changes 2.6.16 Section was revised to provide up to date information and references to revisions in Section

2.8. 2.8.1 Section was revised to provide up to date guidance on documentation needed for

nonstandard features, including pedestrian facilities. 2.8.3 Section 2.8.3 was revised (including revisions to Exhibit 2-15 and addition of Exhibit 2-15a). Exhibit 2-15 The Nonstandard Feature Justification Form was updated and guidance provided for

its use. Exhibit 2-15a Nonstandard Feature Justification Form for Pedestrian Facilities was added to aid in

documentation of non-standard features for pedestrian facilities, and guidance is provided for its use.

11/21/2013

Contents Page 2.1 INTRODUCTION ............................................................................................................ 2-12.2 PROJECT TYPES .......................................................................................................... 2-32.3 DESIGN CRITERIA SOURCES ...................................................................................... 2-3

2.3.1 A Policy on Geometric Design of Highways and Streets .......................................... 2-32.3.2 A Policy on Design Standards, Interstate System .................................................... 2-32.3.3 NYSDOT Bridge Manual .......................................................................................... 2-32.3.4 NYSDOT Guidelines for the Adirondack Park .......................................................... 2-42.3.5 Americans with Disabilities Act Accessibility Guidelines (ADAAG) .......................... 2-42.3.6 National Cooperative Highway Research Program (NCHRP) .................................. 2-4

2.4 FUNCTIONAL CLASSIFICATION OF HIGHWAYS ........................................................ 2-52.4.1 Interstates and Other Freeways ............................................................................... 2-82.4.2 Arterials .................................................................................................................... 2-82.4.3 Collector Roads and Streets ..................................................................................... 2-82.4.4 Local Roads and Streets .......................................................................................... 2-92.4.5 Other Roadways ........................................................................................................ 2-9

2.5 PROJECT DATA .......................................................................................................... 2-102.5.1 Traffic ....................................................................................................................... 2-102.5.2 Terrain ...................................................................................................................... 2-112.5.3 Special Routes ......................................................................................................... 2-12

2.6 CRITICAL DESIGN ELEMENTS .................................................................................. 2-142.6.1 Design Speed ........................................................................................................... 2-142.6.2 Lane Width ............................................................................................................... 2-152.6.3 Shoulder Width ......................................................................................................... 2-152.6.4 Bridge Roadway Width (Clear Roadway Width of Bridge) ....................................... 2-162.6.5 Grade ....................................................................................................................... 2-162.6.6 Horizontal Curvature ................................................................................................ 2-162.6.7 Superelevation ......................................................................................................... 2-172.6.8 Stopping Sight Distance (Horizontal and Vertical) ................................................... 2-172.6.9 Horizontal Clearance ................................................................................................ 2-182.6.10 Vertical Clearance ................................................................................................ 2-192.6.11 Travel Lane Cross Slope ...................................................................................... 2-192.6.12 Rollover ................................................................................................................ 2-192.6.13 Structural Capacity ............................................................................................... 2-192.6.14 Level of Service .................................................................................................... 2-192.6.15 Control of Access ................................................................................................. 2-202.6.16 Pedestrian Accommodation ................................................................................. 2-202.6.17 Median Width ....................................................................................................... 2-20

2.7 STANDARDS ............................................................................................................... 2-222.7.1 Interstates and Other Freeways ............................................................................... 2-222.7.2 Arterials .................................................................................................................... 2-272.7.3 Collector Roads and Streets .................................................................................... 2-342.7.4 Local Roads and Streets .......................................................................................... 2-422.7.5 Other Roadways ....................................................................................................... 2-49

2.8 REQUIREMENTS FOR JUSTIFICATION OF NONSTANDARD FEATURES ............. 2-612.8.1 Definition and Procedures ........................................................................................ 2-612.8.2 Technical Discrepancies .......................................................................................... 2-61 2.8.3 Documentation ......................................................................................................... 2-61

2.9 REFERENCES ............................................................................................................. 2-65

11/21/2013

. APPENDIX A- METRIC VALUES FOR STANDARDS ............................................................. 2-66

M2.7.1 Interstates and Other Freeways ........................................................................... 2-66M2.7.2 Arterials ................................................................................................................ 2-71M2.7.3 Collector Roads and Streets ................................................................................ 2-79M2.7.4 Local Roads and Streets ...................................................................................... 2-86M2.7.5 Other Roadways ................................................................................................... 2-93

LIST OF EXHIBITS

Exhibit Title Page 2-1 Functional Classification of Highways - Various Sources ........................................... 2-7 2-1a Horizontal Clearance ................................................................................................ 2-18 2-2 Design Criteria for Interstates and Other Freeways ................................................. 2-26 2-3 Design Criteria for Rural Arterials.............................................................................. 2-29 2-4 Design Criteria for Urban Arterials ............................................................................ 2-33 2-5 Design Criteria for Rural Collectors ........................................................................... 2-37 2-6 Design Criteria for Urban Collectors.......................................................................... 2-41 2-7 Design Criteria for Local Rural Roads ....................................................................... 2-44 2-8 Design Criteria for Local Urban Streets..................................................................... 2-48 2-9a Traveled Way Widths for Interstate Ramps ............................................................. 2-53a 2-9b Traveled Way Widths for Non-Interstate Ramps and Turning Roadways ............... 2-53b 2-10 Design Criteria for Turning Roadways ...................................................................... 2-54 2-11 Minimum Radii and Superelevation for Low-Speed Urban Streets ........................... 2-57 2-12 Minimum Radii for Design Superelevation Rates, Design Speeds, and emax = 4% ... 2-58 2-13 Minimum Radii for Design Superelevation Rates, Design Speeds, and emax = 6% ... 2-59 2-14 Minimum Radii for Design Superelevation Rates, Design Speeds, and emax = 8% ... 2-60 2-15 Nonstandard Feature (NSF) Justification Form ....................................................... 2-632-15a Nonstandard Feature (NSF) Justification Form for Pedestrian Facilities..................2-63a2-16 Design Criteria Table ................................................................................................ 2-64 M2-2 Design Criteria for Interstates and Other Freeways ................................................. 2-70 M2-3 Design Criteria for Rural Arterials.............................................................................. 2-74 M2-4 Design Criteria for Urban Arterials ............................................................................ 2-78 M2-5 Design Criteria for Rural Collectors ........................................................................... 2-81 M2-6 Design Criteria for Urban Collectors.......................................................................... 2-85 M2-7 Design Criteria for Local Rural Roads ....................................................................... 2-88 M2-8 Design Criteria for Local Urban Streets..................................................................... 2-92 M2-9a Traveled Way Widths for Interstate Ramps ............................................................. 2-97a M2-9b Traveled Way Widths for Non-Interstate Ramps and Turning Roadways ............... 2-97b M2-10 Design Criteria for Turning Roadways ...................................................................... 2-98 M2-11 Minimum Radii and Superelevation for Low-Speed Urban Streets ......................... 2-101 M2-12 Minimum Radii for Design Superelevation Rates, Design Speeds, and emax = 4% . 2-102 M2-13 Minimum Radii for Design Superelevation Rates, Design Speeds, and emax = 6% . 2-103 M2-14 Minimum Radii for Design Superelevation Rates, Design Speeds, and emax = 8% . 2-104

2-20 DESIGN CRITERIA

§2.6.17 11/21/2013

2.6.15 Control of Access

Control of access is defined as the regulated limitation of access rights to and from properties abutting the highway facilities. Control of access is measured by the degree to which access is controlled, that is, fully controlled, partially controlled, or uncontrolled. Control of access is a critical design element only for interstate highways, other freeways, ramps, and a portion of the cross road or service road at the ramp terminal. The control of access for interstates and other freeways is discussed in Appendix 8 of the Project Development Manual. The control of access at ramp terminals is discussed in Chapter 6 of this manual.

2.6.16 Pedestrian Accommodation

Pedestrian accommodation is defined as the provision of facilities to ensure safe pedestrian movement within and through the project area. These facilities consist of sidewalks, ramps, pedestrian crossings, and other facilities designed specifically for pedestrian use. Pedestrian accommodation is a critical design element whenever a pedestrian facility exists or is determined to be needed (see HDM Section 18.5). Note that a highway shoulder is not typically considered a pedestrian facility as it is intended to meet other needs and requirements (see Sections 2.6.3 and 18.6.2). However, pedestrians are entitled to use shoulders per Section 1156 of the NYS Vehicle and Traffic Law. The standards for pedestrian accommodations are concerned with the usability of those accommodations by persons with disabilities and are established by the United States Access Board. These standards are incorporated into HDM Chapter 18. Refer to Section 2.8 of this Chapter for the procedures for preparing pedestrian facility nonstandard features justification.

2.6.17 Median Width

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 critical design element 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.

DESIGN CRITERIA 2-61

'2.8.3 11/21/2013

2.8 REQUIREMENTS FOR JUSTIFICATION OF NONSTANDARD FEATURES

2.8.1 Definition and Procedures

A nonstandard feature (NSF) exists when the established design criterion for a critical design element is not met. An existing feature may be nonstandard or a nonstandard feature may be created as part of the proposed work. In either case, all nonstandard features to be retained or created must be listed, justified, and approved in accordance with this chapter and the ProjectDevelopment 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 (per 23 CFR 625). Instead, the design speed shall be determined in accordance with Section 2.7 and any nonstandard critical design elements individually justified.

In addition to the critical design elements addressed in this chapter there are other design elements or parameters with recommended values that must be considered. These elements may be important and can have a considerable effect on the project. Any decisions to vary from recommended values or accepted practices for these elements must be explained and documented as nonconforming features in the design approval documents. Refer to Chapter 5, Section 5.1 for further information on these nonconforming features.

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. Document how the facility will be made accessible to the extent practicable within the scope of the project on Exhibit 2-15a.

2.8.2 Technical Discrepancies

There are technical discrepancies between the metric and U.S. customary values in AASHTO's APolicy 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. Completion of Exhibit 2-15 (2-15a for pedestrian facilities), and inclusion in the body of the

DAD or as an appendix to the DAD.

2-62 DESIGN CRITERIA

11/21/2013 '2.8.3

Similar features with similar accident histories may be justified with a single form. 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. Guidance for completing Exhibits 2-15 and 2-15a is shown below. A. Guidance for Completing Exhibit 2-15: Project Type: When a project has more than one work type (e.g., 3R and reconstruction), the project type listed here should correspond to the work type at the location of the nonstandard feature. Location: Identify location(s) using stationing. Accident Analysis: The information presented here should agree with the discussion in the Safety and Accident Analysis section of the DAD. If the NSF does contribute to an accident problem, the above section can reference the discussion in the Safety and Accident Analysis section of the DAD rather than repeating it. Cost Estimates: This section must always be filled out. The cost to fully or partially meet standards need only be a “ballpark” estimate. The cost for incremental improvements should examine the cost to bring the feature a significant step closer to standard values, e.g., improving a 2 ft shoulder to 5 ft when the standard is 8 ft. Measures to Mitigate the Potential Adverse Effects of the NSF: List proposed measures which WILL be added to the project to mitigate the NSF. Social, Economic & Environmental factors that weigh in the decision to retain or propose the NSF: For example, “Improving the curve radius would adversely impact a heavily used city park.”

Recommendation: Briefly summarize what the project will do, such as: “The project will incrementally improve the shoulder width from 2 ft to 5 ft.” The relevant section(s) in the DAD may be referred to rather than including the whole discussion in Exhibit 2-15. B. Guidance for Completing Exhibit 2-15a: General: Use a separate form (Exhibit 2-15a) for each facility type (e.g., sidewalk, curb ramp, pedestrian ramp). Only one form is required to justify all nonstandard elements on a given facility type. Physical Constraints: The Physical Constraints listed in Section 2 on Exhibit 2-15a are derived from Section R202.3.1 of the July 26, 2011 Proposed Accessibility Guidelines for Pedestrian Facilities in the Public Right of Way (PROWAG). Contact the DQAB, Project Development Section with questions regarding the use of these constraints. Explanation of Physical Constraint: If removal of the physical constraint is not possible, then this should be documented in this section.

DESIGN CRITERIA 2-63

'2.8.3 11/21/2013

Exhibit 2-15 Nonstandard Feature (NSF) Justification Form (for Pedestrian Facilities, use Exhibit 2-15a) PIN:

Route No. & Name:

Project Type:

Design Classification:

ADT (Design Year)

Design Speed

DHV (Design Year)

% Trucks:

1. Description of Nonstandard Feature

Type of Feature (e.g., horizontal curve radius):

Location: Standard Value:

Existing Value:

Proposed Value:

Design Speed:

2. Accident Analysis

Current Accident Rate:

acc/mvm or acc/mev

((Note 1) Statewide Accident Rate: acc/mvm or acc/mev

(Note 1)

Is the NSF a contributing feature to identified accidents? Choose YES or NO

YES NO

If YES, describe how the feature contributes to accidents

3. Cost Estimates

Cost to Fully Meet Standards: $

Cost(s) For Incremental Improvements: $

4. Measures to Mitigate the Potential Adverse Effects of the NSF (e.g., curve warning signs for a non-standard horizontal curve; ITS for non-standard LOS, etc.)

5. Compatibility with Future Plans for Adjacent Segments

6. Social, Economic & Environmental factors that weigh in the decision to retain or propose the NSF

7. Recommendation

NOTES:�1.��Use�accidents�per�million�vehicle�miles�(acc/mvm)�for�linear�highway�segments;�use�accidents�per�million�entering�vehicles�(acc/mev)�for�intersections.�

2-63a DESIGN CRITERIA

11/21/2013 '2.8.3

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

PIN: Project Type:

Project Description:

Location of NSF:

1. Nonstandard Feature

Facility Type:

Sidewalk/Walkway

Describe Other Feature (e.g. pedestrian crossing): Curb Ramp

Ramp

Other (describe at right):

Element: Standard from HDM Chapter 18 Existing Condition Proposed Condition

Clear Width with Passing Spaces

Running Slope/Grade

Cross Slope

Vertical Changes (Discontinuities)

Horizontal Openings

Other: Explain

2. Physical Constraints

Check all that apply

Existing Terrain

ROW Unavailability

Presence of Underground Structure(s)

Adjacent Developed Facilities

Drainage

Presence of Notable Natural or Historic Feature

Other

3. Explanation of Physical Constraint

Provide explanation on why HDM Chapter 18 cannot be met and how proposed facility will conform to standards to the extent practicable (possible). Describe how the Physical Constraint(s) identified in 2 above preclude(s) full compliance.


Chapter 7 - Resurfacing, Restoration

And Rehabilitation (1R, 2R & 3R)

Revision 76

November 21, 2013

Section Change 7.1 Revised to address ADA as required by FHWA and DOJ. 7.2.1 Added bullet for the designer to ”review the GIS layer is at

P:\GIS\Planning\ADA by Region for locations within the project limits for identified non-compliant ADA curb ramps.”

Added bullet to “All curb ramps and crosswalks within the resurfacing limits shall be in reasonably close conformance with the ADA requirements in HDM Chapter 18 of this manual. 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. If the ADA work will require ROW acquisition (easements or fee takings) the ADA and resurfacing work must be progressed as a 2R or larger project. ADA Reporting shall be completed by each Regional Office per Section 7.9 of this chapter.”

Exhibit 7-1 Added row for ADA work. Revised rows for “pavement marking” and

“rumble strips” per EI 13-021. 7.3.2 Revised surface score from 6 to 5 for pavements that will have a cold in-

place recycling (CIPR) treatment. Clarified that CIPR is not permitted in a freeway 1R project.

7.3.2 Revised bullets on lane and shoulder width to comply with EI 13-021.

Lanes and shoulders should be restriped as appropriate rather than only consider appropriate restriping.

7.3.2 Added bullet “Where existing rumble strips (e.g., MIARDs and CARDs)

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.”

Added bullet “All curb ramps and crosswalks within the resurfacing limits

shall be in reasonably close conformance with the ADA requirements in HDM Chapter 18. Where curb ramps need to be installed, or curb ramps need to be replaced, confirm with the Regional Land Surveyor that the work will be within the highway boundary or progress a 2R or larger project in those segments.”

Exhibits 7-4 & 7-8 For Arterials, Truck Access Routes, and High-Speed Collectors required

11’ lanes where design speeds are 50 mph or more for consistency with EI 13-021.

Exhibits 7-5 & 7-9 Allowed a maximum width of 11’ lanes and 4’ shoulders for high-speed

low-volume routes with 10% or more trucks for consistency with EI 13-021. Adjusted speeds to 50 mph to match AASHTO and HDM definitions of high speed and low speed.

Section 7.7.1 Added ADA curb ramps to work to be done before or during the paving contract, as appropriate.

Exhibit 7-12 Added ADA curb ramps to work to be done before or during the paving

contract, as appropriate. 7.9 Added new section 7.9 on “ADA REPORTING FOR NONFREEWAY 1R,

2R & 3R PROJECTS” Exhibit 7-13 Added new Exhibit based on tables in current capital projects. 7.10 Changed Section number for References.

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 .............................................. 7-6

7.3 FREEWAY AND NON-FREEWAY 1R PROJECTS ........................................................ 7-7

7.3.1 Definition of 1R ................................................................................................... 7-7 7.3.2 1R Requirements ............................................................................................... 7-7

7.4 FREEWAY AND NON-FREEWAY 2R PROJECTS ............................................................ 7-9

7.4.1 Definition of 2R ................................................................................................... 7-9 7.4.2 2R Requirements ............................................................................................... 7-9

7.5 NON-FREEWAY 3R PROJECTS ...................................................................................... 7-12

7.5.1 Definition of Non-Freeway 3R .......................................................................... 7-12 7.5.2 Design Criteria (Critical Design Elements and Other Design Parameters) ..... 7-15 7.5.3 Horizontal Curve Evaluations .......................................................................... 7-24

7.6 FREEWAY 3R PROJECTS ................................................................................................ 7-26

7.6.1 Definition of Freeway Resurfacing, Restoration & Rehabilitation (3R) ........... 7-26 7.6.2 Geometric Design Standards ............................................................................ 7-27 7.6.3 Design Criteria ................................................................................................... 7-28

7.7 PROJECT DELIVERY ........................................................................................................ 7-32

7.7.1 Timing of Resurfacing Safety Work ................................................................... 7-32 7.7.2 Preparation of Contract Documents & Implementation .................................... 7-32

7.8 SAFETAP REPORTING FOR 1R AND 2R PROJECTS ................................................. 7-34 7.9 ADA REPORTING FOR NONFREEWAY 1R, 2R & 3R PROJECTS ............................. 7-35 7.10 REFERENCES ............................................................................................................... 7-36 APPENDIX A - Metric Version of Chapter 7

RESURFACING, RESTORATION AND REHABILITATION

LIST OF EXHIBITS 7-1 Resurfacing ADA and Safety Assessment Form ......................................................... 7-4 7-2 2R Screening/Scoping Checklist ................................................................................ 7-10 7-3 Non-Freeway 3R Screening/Scoping Checklist ............................................................ 7-13 7-4 Minimum Lane and Shoulder Widths for Rural Highways ............................................ 7-17 7-5 Lane and Shoulder Width for Widening Rural Highways .............................................. 7-17 7-6 Horizontal Curvature ...................................................................................................... 7-18 7-7 Minimum Stopping Sight Distance (SSD) ..................................................................... 7-19 7-8 Minimum Lane and Shoulder Width for Urban Highways ............................................. 7-22 7-9 Lane and Shoulder Width for Widening Urban Highways ............................................. 7-22 7-10 Mainline Critical Design Elements Based on "Standards of the Day" .......................... 7-30 7-11 Ramp Critical Design Elements Based on "Standards of the Day" .............................. 7-31 7-12 Timing of ADA and Safety Related Work for Resurfacing Projects .............................. 7-33 7-13 Sidewalk and Curb Ramps ............................................................................................ 7-34

RESURFACING, RESTORATION, & REHABILITATION 7-1

11/21/2013

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.

7-2 RESURFACING, RESTORATION, & REHABILITATION

11/21/2013

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 CIPR), or be approved on a case by case basis by the Regional Director when they approve the design approval document. 2. Americans with Disabilities Act (ADA) Compliance and Safety Assessment

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



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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 (see Exhibit 7-1) to be implemented before, at the time of, or soon after, construction (See §7.7.1 of this chapter). The designer on the team will also review the project for ADA compliance per Title VI 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 (generally the professional sealing the plans) 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 for identified non-compliant ADA curb ramps.

Examine the sites selected (generally the project designer will help facilitate the field visit).

Make recommendations for scope appropriate safety work (see Exhibit 7-1) based on 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 on-going or future projects. This will expedite the process and reduce paper work, e-mails, memos, and meetings.

All curb ramps and crosswalks within the resurfacing limits shall be in reasonably close conformance with the ADA requirements in HDM Chapter 18 of this manual. 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. If the ADA work will require ROW acquisition (easements or fee takings) the ADA and resurfacing work must be progressed as a 2R or larger project. 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.

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.


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Exhibit 7-1 Resurfacing ADA and Safety Assessment Form (Page 1 of 2)

PIN = Date = PIL, PII or HAL?

Safety Assessment Team Design = Traffic = Maintenance =

ADT = Posted Speed =

Element Guidance Comments The Following Elements Apply to 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 EI’s 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. See EI 13-021 to restripe 12’ and greater lane widths on low-speed highways with shoulders less than 4’ to widen the shoulder.

Delineation Install per the National MUTCD and NYS Supplement.

ADA Sidewalk curb ramps and crosswalks must be in reasonably close conformance to the requirements in HDM Chapter 18. Exceptions must be justified per HDM Ch 2, Section 2.8. Sidewalks and pedestrian signal upgrades are not required.

Rumble Strips

Include CARDs as required by EI 13-021. On rural, high-speed highways with 6’ or wider shoulders, consider shoulder rumble strips, particularly where there is a history of run-off-road crashes.

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

For 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). For 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 EI’s) 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.

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.


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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.

The Following Additional Elements Are 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 2-13 or 2-14 (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 §2.7.5.3

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 Chapter 5, Appendix 5A of this manual.

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

Sidewalk curb ramps and existing sidewalks must meet HDM Chapter 18 requirements. Consider cross walks and pedestrian push buttons at signals. Install pedestrian countdown timers as needed. Minimum shoulder width of 4’ if no curbing.


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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.

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 road safety assessment form is to be attached as required by PDM Exhibit 7-11.

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


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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 CPDM 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 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.

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,


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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 foot 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 and CARDs) 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 Safety Assessment Form (Exhibit 7-1) as outlined in Section 7.2.1 of this chapter.

All curb ramps and crosswalks within the resurfacing limits shall be in reasonably close conformance with the ADA requirements in HDM Chapter 18. Where curb ramps need to be installed, or curb ramps need to be replaced, confirm with the Regional Land Surveyor that a permanent or temporary easement or taking is not needed. Where ROW is needed, a 2R or larger project is required.

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.

Element Specific Bridge Work recommend by the Regional Structures Management Team may be include 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): The safety treatments are necessary to avoid degrading safety, or The safety treatments are practical and necessary to address existing or likely (i.e., a

reasonable likelihood of occurrence) safety problems.


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7.4 FREEWAY AND NON-FREEWAY 2R PROJECT 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.


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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. • For Interstates, the ETC+10 LOS must meet the criteria in HDM Chapter 2. Justify any non-

standard LOS. • For non-Interstates, 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)


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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.

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): NEPA Assessment Checklist is completed and the project is

determined to be either a NEPA Class II Programmatic Categorical Exclusion or a Categorical Exclusion with documentation and FHWA approval concurrence must be obtained.

NOTE: Only segments that meet all of the requirements above can be progressed as 2R.


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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.


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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. ESL's 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.



• New, longer, and/or wider auxiliary lanes through an intersection with minimal reconstruction work.

7- 14 RESURFACING, RESTORATION, & REHABILITATION

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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



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 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.

7. SAFETY ASSESSMENT - Perform a road safety Assessment as discussed in Section 7.2 of this chapter. Safety work that meet either of the following criteria are 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.



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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.


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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 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.H).

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.


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Exhibit 7-4 Minimum Lane and Shoulder Widths for Rural Highways

Critical Design

Elements

Local Roads & Low-Speed Collectors that are not Truck Access Routes

1

Arterials, Truck Access Routes

1, 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 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. 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.


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D. Bridge Roadway Width (Rural Highways)

The minimum bridge roadway width shall be determined from Section 2.3 of the Bridge Manual.

E. 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.

F. Horizontal Curvature (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

AADT (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 G of this chapter.

G. Superelevation (Rural Highways)


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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. H. 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 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

(ft) 1

20 115 All NO No Minimum Value

25

30

35

40

45

50

55

60

155

200

250

305

360

425

495

570

25

30

35

40

45

50

55

60

YES

21

80

115

155

200

250

305

360 Notes: 1. The minimum values are based on AASHTO's "A Policy on the Geometric Design of Highways

and Streets," 2004.


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I. Horizontal Clearance (Rural Highways)

Minimum equal to the greater of the shoulder width or 4’ from the traveled way to the vertical element.

J. Vertical Clearance (Rural Highways)

The minimum bridge vertical clearance shall be determined from Section 2.4 of the Bridge Manual.

K. Pavement Cross Slope (Rural Highways)

Travel lanes = 1.5% minimum to 3% maximum. Shoulders = 2% minimum to 8% maximum.

L. Rollover (Rural Highways)

Between travel lanes = 4% maximum. At the traveled way edge = 8% maximum. When the superelevation rate exceeds 6%, a maximum rollover rate of 10% at the edge of traveled way may be permitted. Refer to Chapter 3, Section 3.2.5.1 for further guidance.

M. Pedestrian Accommodation (Rural Highways)

To assure access for persons with disabilities, pedestrian facilities shall be located and constructed in accordance with Chapter 18 of this manual.


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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. Travel 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.

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.

D. Bridge Roadway Width (Urban Highways)



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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). 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.

Exhibit 7-9 Lane and Shoulder Width for Widening Urban Highways


Design Speed (mph)


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.


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E. 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.

F. Horizontal Curvature (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.

G. 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.

H. 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.


I. Horizontal Clearance (Urban Highways)

Minimum equal to the greater of the shoulder width or 1.5’ from the traveled way to the vertical element. At intersections, the minimum is equal to the greater of the shoulder width or 3’ from the traveled way (including turning lanes) to the vertical element.

J. Vertical Clearance (Urban Highways)

The minimum bridge vertical clearance shall be determined from Section 2.4 of the Bridge Manual


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K. Pavement 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.

L. Rollover (Urban Highways)

Between travel lanes = 4% maximum. At the edge of traveled way = 8% maximum.

M. Pedestrian Accommodation (Urban Highways)


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 2-14 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.


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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)


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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.


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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.


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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," January, 2005.). 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.


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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, Section 2.7.5.2, 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.


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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

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 and 2-14 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’.


7/2/2013

Exhibit 7-11 Ramp Critical Design Elements Based on "Standards of the Day"3,5


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




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 and 2-14 to determine 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”.


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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. 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 PDM 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.


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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.

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.


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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.


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7.9 ADA REPORTING FOR NONFREEWAY 1R, 2R & 3R PROJECTS The following table is required for projects (with and without plans) that repair, replace or install new sidewalk and curb ramps. The 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. Exhibit 7-13 Sidewalk and Curb Ramps

Sidewalk Location Width New or

Replacement Notes

Add Start Description Use Northing and Eastings/Westings

Add End Description Use Northing and Eastings/Westings

Curb Ramps Location Ramp

Type New or

Replacement Notes

Add Description Use Northing and Eastings/Westings

The coordinates should be within 10’ of the ramp or terminal sections of the sidewalk. Portable GPS devices, Google Earth, Live Maps, GIS or CADD files may be used to identify the coordinates. The sidewalk table does not need to account for driveways or intersections. An MS Excel file should be included in the ProjectWise folder for the EIC’s use during construction. Upon project completion, the EIC will update the table and forward the file to the Regional ADA Coordinator (which is usually the Regional Bicyclist/Pedestrian Coordinator) for use in updating the ADA Transition Plan.


Chapter 7 - Resurfacing, Restoration

And Rehabilitation (1R, 2R & 3R)

Appendix A – Metric Version

Revision 76

November 21, 2013

This Page Intentionally Left Blank.

CHAPTER 7A RESURFACING, RESTORATION AND REHABILITATION

Contents Page M7.1 INTRODUCTION .................................................................................................... 7-1A M7.2 PROJECT DEVELOPMENT ................................................................................. 7-2A

M7.2.1 Determining the Project Type ........................................................................... 7-2A M7.2.2 Project Process and Design Approval Document ............................................ 7-6A

M7.3 FREEWAY AND NON-FREEWAY 1R PROJECTS ................................................... 7-7A

M7.3.1 Definition of 1R ................................................................................................. 7-7A M7.3.2 1R Requirements ............................................................................................. 7-7A

M7.4 FREEWAY AND NON-FREEWAY 2R PROJECTS .............................................. 7-9A

M7.4.1 Definition of 2R ................................................................................................. 7-9A M7.4.2 2R Requirements ............................................................................................. 7-9A

M7.5 NON-FREEWAY 3R PROJECTS ........................................................................ 7-12A

M7.5.1 Definition of Non-Freeway 3R ........................................................................ 7-12A M7.5.2 Design Criteria (Critical Design Elements and Other Design Parameters)….7-15A M7.5.3 Horizontal Curve Evaluations ........................................................................ 7-24A

M7.6 FREEWAY 3R PROJECTS .................................................................................. 7-26A

M7.6.1 Definition of Freeway Resurfacing, Restoration & Rehabilitation (3R) ......... 7-26A M7.6.2 Geometric Design Standards .......................................................................... 7-27A M7.6.3 Design Criteria ................................................................................................. 7-28A

M7.7 PROJECT DELIVERY ................................................................................................... 7-32A

M7.7.1 Timing of Resurfacing Safety Work ................................................................. 7-32A M7.7.2 Preparation of Contract Documents & Implementation .................................. 7-32A

M7.8 SAFETAP REPORTING FOR 1R AND 2R PROJECTS ................................... 7-34A M7.9 ADA REPORTING FOR NONFREEWAY 1R, 2R & 3R PROJECTS ............... 7-35A M7.9 REFERENCES ................................................................................................... 7-36A

RESURFACING, RESTORATION AND REHABILITATION LIST OF EXHIBITS M7-1 Resurfacing Safety Assessment Form ....................................................................... 7-4A M7-2 2R Screening/Scoping Checklist .............................................................................. 7-10A M7-3 Non-Freeway 3R Screening/Scoping Checklist .......................................................... 7-13A M7-4 Minimum Lane and Shoulder Widths for Rural Highways .......................................... 7-17A M7-5 Lane and Shoulder Width for Widening Rural Highways ............................................ 7-17A M7-6 Horizontal Curvature .................................................................................................... 7-18A M7-7 Minimum Stopping Sight Distance (SSD) ................................................................... 7-19A M7-8 Minimum Lane and Shoulder Width for Urban Highways ........................................... 7-22A M7-9 Lane and Shoulder Width for Widening Urban Highways ........................................... 7-22A M7-10 Mainline Critical Design Elements Based on "Standards of the Day" ........................ 7-30A M7-11 Ramp Critical Design Elements Based on "Standards of the Day" ............................ 7-31A M7-12 Timing of Safety Related Work for Resurfacing Projects ............................................ 7-33A M7-13 Sidewalk and Curb Ramps .......................................................................................... 7-34A

RESURFACING, RESTORATION, & REHABILITATION 7-1A

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M7.1 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 (< 0.8 km), 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.

7- 2A RESURFACING, RESTORATION, & REHABILITATION

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M7.2 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. M7.2.1 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 1 km) 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 1 km 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, or be approved on a case by case basis by the Regional Director when they approve the design approval document. 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




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project review of paving sites by a team of qualified Department staff for the purpose of deciding the scope appropriate safety work (see Exhibit M7-1) to be implemented before, at the time of, or soon after, construction (See §M7.7.1 of this chapter). The designer on the team will also review the project for ADA compliance per Title VI 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 (generally the professional sealing the plans) and any other members, (e.g., Maintenance for VPP projects) as deemed appropriate, shall be formed. The Safety Assessment 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 never 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 for identified non-compliant ADA curb ramps.

Examine the sites selected (generally the project designer will help facilitate the field visit).

Make recommendations for scope appropriate safety work (see Exhibit M7-1) based on 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 on-going or future projects. This will expedite the process and reduce paper work, e-mails, memos, and meetings.

All curb ramps and crosswalks within the resurfacing limits shall be in reasonably close conformance with the ADA requirements in HDM Chapter 18 of this manual. 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. If the ADA work will require ROW acquisition (easements or fee takings) the ADA and resurfacing work must be progressed as a 2R or larger project. ADA Reporting shall be completed by each Regional Office per Section M7.9 of this chapter.

Complete the Resurfacing ADA and Safety Assessment Form in Exhibit M7-1. A key element in this process is the documentation of safety related work. The form summarizes the safety 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 M7.2.2 for project documentation). For 3R projects, the form helps identify basic safety improvements.

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 M7.8 of this chapter.


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Exhibit M7-1 Resurfacing Safety Assessment Form (Page 1 of 2)

PIN = Date = PIL, PII or HAL?

Safety Assessment Team Design = Traffic = Maintenance =

ADT = Posted Speed =

Element Guidance Comments The Following Elements Apply to 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 EI’s and specifications must be followed. See EI 13-021 to restripe 2.7 m’ & 3.0 m lane widths on high-speed highways to 3.3 m where a 1.2 m minimum shoulder can be retained. See EI 13-021 to restripe 3.6 m and greater lane widths on low-speed highways with shoulders less than 1.2 m to widen the shoulder.

Delineation Install per the National MUTCD and NYS Supplement.

ADA Sidewalk curb ramps and crosswalks must be in reasonably close conformance to the requirements in HDM Chapter 18. Exceptions must be justified per HDM Ch 2, Section 2.8. Sidewalks and pedestrian signal upgrades are not required.

Rumble Strips

Include CARDs as required by EI 13-021. On rural, high-speed highways with1.8 m or wider shoulders, consider shoulder rumble strips, particularly where there is a history of run-off-road crashes.

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

For 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). For 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 EI’s) 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.

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.


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Exhibit M7-1 Resurfacing 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 0.6 m 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 maybe used to transition between the travel way paving and a paved shoulder that will not be resurfaced. Requires milling a longitudinal rebate.

Edge Drop-Offs

Edge drop-offs are not permitted between the traveled way and shoulder. Shoulder edge drop offs >50 mm 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.

The Following Additional Elements Are 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 2-13 or 2-14 (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 §2.7.5.3

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 0.6 m min on local rural roads and low speed collectors. 1.2 m min is used for other non-freeway rural facilities for crash avoidance, bicyclists, and pedestrians.

Lane Widening

Non-freeway lanes may be widened per HDM Exhibits M7-5 and M7-9. 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 Chapter 5, Appendix 5A of this manual.

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, 100 mm 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

Sidewalk curb ramps and existing sidewalks must meet HDM Chapter 18 requirements. Consider cross walks and pedestrian push buttons at signals. Install pedestrian countdown timers as needed. Minimum shoulder width of 1.2 m if no curbing.


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3. Project Type Selection The CPDM defines the process and technical considerations for selecting of the recommended pavement treatment. Refer to Sections 7.3 through 7.6 to determine which project type fits the recommended pavement treatment.

M7.2.2 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 M7.8 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 road safety assessment form is to be attached as required by PDM Exhibit 7-11.

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


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M7.3 FREEWAY AND NON-FREEWAY 1R PROJECTS M7.3.1 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 CPDM to determine the recommended pavement treatment selection. M7.3.2 1R Requirements 1R projects must meet the following requirements:

For freeways, pavement treatments cannot substantially impact the pavement elevation (50 mm maximum overlay) and are limited to binder and top treatments. Cold in place recycling (CIPR) is not permitted. Pavement work can include:

o 1 course overlay/inlay (50 mm 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 (100 mm max mill and fill) via D contract only. o a 1 course inlay (50 mm max) with a 1 course overlay (50 mm max) to provide a

100 mm 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.

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,


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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. Lane and shoulder widening are not permitted except where narrow shoulders in uncurbed areas are restored to 0.6 m 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 0.6 m wide, is not permitted.

Low-speed segments (≤40 MPH speed limit) with 3.6 m lanes and shoulders less than 1.2 m, should be restriped to 3.3 m 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 1 km 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 2.7 m or 3.0 m lanes, should be restriped to 3.3 m travel lanes provided a 1.2 m 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 1 km in length, should only be restriped where they will help establish lane width consistency with adjacent segments. Note that 2.7 m and 3.0 m lanes have 1.25 to 1.45 times the crash rate of 3.3 m 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 and CARDs) 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 Safety Assessment Form (Exhibit M7-1) as outlined in Section M7.2.1 of this chapter.

All curb ramps and crosswalks within the resurfacing limits shall be in reasonably close conformance with the ADA requirements in HDM Chapter 18. Where curb ramps need to be installed, or curb ramps need to be replaced, confirm with the Regional Land Surveyor that a permanent or temporary easement or taking is not needed. Where ROW is needed, a 2R or larger project is required.

The non-pavement work must be performed in accordance with Sections M7.7.1 of this chapter.

A design approval document is prepared in accordance with Section M7.2.2 of this chapter.

Element Specific Bridge Work recommend by the Regional Structures Management Team may be include 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 M7-12): The safety treatments are necessary to avoid degrading safety, or The safety treatments are practical and necessary to address existing or likely (i.e., a

reasonable likelihood of occurrence) safety problems.


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M7.4 FREEWAY AND NON-FREEWAY 2R PROJECT M7.4.1 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., 1 km 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. M7.4.2 2R Requirements The 2R requirements are contained in Exhibit M7-2. 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.

7-10A RESURFACING, RESTORATION, & REHABILITATION

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Exhibit M7-2 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 1.0

kilometer 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. • For Interstates, the ETC+10 LOS must meet the criteria in HDM Chapter 2. Justify any non-

standard LOS. • For non-Interstates, 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.



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)


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Exhibit M7-2 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



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 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 2R project, a 3R or other type of project should be progressed.

6. SAFETY ASSESSMENT - Perform a road safety assessment (Exhibit M7-1) as discussed in Section M7.2 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): NEPA Assessment Checklist is completed and the project is

determined to be either a NEPA Class II Programmatic Categorical Exclusion or a Categorical Exclusion with documentation and FHWA approval concurrence must be obtained.



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M7.5 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. M7.5.1 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 1 km 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 M7.7 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 M7-3 for requirements and guidance on the scope of work for a non-freeway 3R project.


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Exhibit M7-3 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 1 km

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. ESL's 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 3.3 m 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.



• New, longer, and/or wider auxiliary lanes through an intersection with minimal reconstruction work.


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Exhibit M7-3 Non Freeway 3R Screening/Scoping Checklist (Page 2 of 2) 4. GEOMETRIC DESIGN CRITERIA SCREENING - • Non-freeway 3R standards in HDM §M7.5.2 • 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



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 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.

7. SAFETY ASSESSMENT - Perform a road safety Assessment as discussed in Section M7.2 of this chapter. Safety work that meet either of the following criteria are 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.



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M7.5.2 Design Criteria (Critical Design Elements and Other Design Parameters)

1. General - Sections M7.5.2.1 and M7.5.2.2 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 criterion 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 1 km 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 50 mm for more than 150 m.

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.


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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 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 M7.5.2.1.H).

M7.5.2.1 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 M7-4. 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 M7-4, and the widths for Exhibit M7-5.

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. 3.3 m and 3.6 m 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 M7-4. 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 M7-4, or the width from Exhibit M7-5.

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 3.6 m lanes to 3.3 m to provide a 1.2 m minimum shoulder.


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Exhibit M7-4 Minimum Lane and Shoulder Widths for Rural Highways

Critical Design

Elements

Local Roads & Low-Speed Collectors that are not Truck Access Routes

1

Arterials, Truck Access Routes

1, and High-Speed Collectors

Qualifying

Highways 2

Travel Lane 2.7 m Low speed (<80 km/h) = 3.0 m

High speed (≥80 km/h) = 3.3 m 3.6 m

Shoulder 5 0.6 m 1.2 m 1.2 m 3

Parking Lane 2.1 m 2.1 m 2.1 m

Two-Way Left-Turn Lane (TWLTL) 3.3 m 3.3 m 3.6 m

Turning Lane 2.7 m 3.0 m 4 3.0 m Notes: 1. Routes designated as Access Highways on the national network of Designated Truck Access


Highways (1982 STAA highways). 3. For Qualifying Highways on Rural Collectors, a 0.6 m minimum shoulder width may be used if the

current AADT is under 400 based on Chapter 2, Section 2.7. 4. 2.7 m turn lanes may be used where design speed is less than 80 km/h. 5. Refer to Chapter 2 of this manual for desirable widths.

Exhibit M7-5 Lane and Shoulder Widths for Widening Rural Highways


Design Speed (km/h)


Lane Width 2 (m)

Shoulder 3 Width (m)

Lane Width 2 (m)

Shoulder 3 Width (m)

Two-Lane Rural Highways

< 750 < 80 ≥ 80

3.0 3.3

0.6 1.2

2.7 3.0

0.6 0.6

750 - 2000 < 80 ≥ 80

3.3 3.6

0.6 1.5

3.0 3.3

0.6 1.5

> 2000 All 3.6 1.8 3.3 1.8

Multi-lane Rural Highways

< 2000 < 80 ≥ 80

3.3 3.3

0.6 1.2

3.0 3.3

0.6 0.9

2000 All 3.6 1.8 3.3 1.8

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 M7-4. Refer to Chapter 2 of this manual for

desirable widths.


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D. Bridge Roadway Width (Rural Highways)


E. 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.

F. Horizontal Curvature (Rural Highways) The design criteria for retention of horizontal curves is to be determined from Exhibit M7-6. Individual curves shall be analyzed in accordance with Section M7.5.3 of this chapter.

Exhibit M7-6 Horizontal Curvature

AADT (vpd)

Design Speed (km/h)

Design Speed2 minus 20 km/h

(km/h)

Minimum Radius (m)

e = 4.0% e = 6.0% e = 8.0%

750 or less All 141

over 750

30 10 141 141 141

40 20 141 141 141

50 30 221 211 201

55 35 33 31 29

65 45 64 59 55

70 50 86 78 73

80 60 135 123 113

90 70 203 184 168

100 80 280 252 229 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 25 km/h below the design speed and the

maximum superelevation rate as determined from Section 7.5.2.1 G of this chapter.


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G. 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. H. Stopping Sight Distance (Horizontal and Vertical for Rural Highways)

The minimum horizontal and vertical stopping sight distance (SSD) shall be determined from Exhibit M7-7. 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 associated operational or safety problem (e.g., headlight sight distance does not need to be checked). 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 M7-7 Minimum Stopping Sight Distance (SSD)

Horizontal SSD Vertical SSD

Recommended Speed or

Design Speed, whichever is

lower (km/h)

Minimum Horizontal

SSD (m)

Design Speed (km/h)

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 30 km/h

(m) 1

30 35 All NO No Minimum Value

40

50

55

65

70

80

90

100

50

65

75

90

105

130

160

185

40

50

55

65

70

80

90

100

YES

8

20

25

40

50

65

85

105 Notes:


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1. The minimum values are based on AASHTO's "A Policy on the Geometric Design of Highways and Streets," 2004.

I. Horizontal Clearance (Rural Highways)

Minimum equal to the greater of the shoulder width or 1.2 m from the traveled way to the vertical element.

J. Vertical Clearance (Rural Highways)

The minimum bridge vertical clearance shall be determined from Section 2.4 of the Bridge Manual.

K. Pavement Cross Slope (Rural Highways)

Travel lanes = 1.5% minimum to 3% maximum. Shoulders = 2% minimum to 8% maximum.

L. Rollover (Rural Highways)

Between travel lanes = 4% maximum. At the traveled way edge = 8% maximum. When the superelevation rate exceeds 6%, a maximum rollover rate of 10% at the edge of traveled way may be permitted. Refer to Chapter 3, Section 3.2.5.1 for further guidance.

M. Pedestrian Accommodation (Rural Highways)



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M7.5.2.2 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. Travel 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 M7-8. 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 M7-8, and the widths for Exhibit M7-9.

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. 3.3 m and 3.6 m travel lanes are desirable for high-speed highways with truck traffic.

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 3.6 m lanes to 3.3 m to provide a 1.2 m 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 M7-9.

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 M7-4. 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 M7-4, and the width for Exhibit M7-5.

D. Bridge Roadway Width (Urban Highways)



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Exhibit M7-8 Minimum Lane and Shoulder Widths for Urban Highways

Critical Design

Elements

Local Streets Collectors, Arterials & Truck Access Routes

1 Qualifying

Highways 2

Travel Lane 2.7 m 3,4 Low speed (<80 km/h 5) = 3.0 m 3

High speed (≥80 km/h 5) = 3.3 m

3.6 m

Curbed Shoulder 0 m 0 m 0 m

Parking Lane 2.4 m 2.4 m 2.4 m

Two-Way Left-Turn Lane (TWLTL)

3.3 m 3.3 m 3.3 m

Turning Lane 2.7 m 4 2.7 m 4 3.0 m Notes: 1. Routes designated as Access 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 (≤ 70 km/h) is 3.6 m. 4. For streets that do not have shoulders or at least a 0.3 m curb offset and allow truck or bus traffic,

a minimum lane width of 3.0 m is required. 5. Design Speed.

Exhibit M7-9 Lane and Shoulder Width for Widening Urban Highways


Design Speed (km/h)


Lane Width2 (m)

Desirable3 Shoulder or Curb Offset Width (m)

Lane Width2 (m)

Desirable3 Shoulder or Curb Offset Width (m)

One Lane, One-Way or Two-Lane Urban Highways

< 750 < 80 ≥ 80

3.0 3.3

0.6 1.2

2.7 3.0

0.6 0.6

750 - 2000 < 80 ≥ 80

3.3 3.6

0.6 1.2

3.0 3.3

0.6 1.2

> 2000 All 3.6 1.5 3.3 1.5

Multi-Lane Urban Highways

< 2000 < 80 ≥ 80

3.3 3.3

0.6 1.2

3.0 3.3

0.6 0.9

2000 All 3.6 1.5 3.3 1.5

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 M7-8.


10/12/2011 §7.5.2.2

E. 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.

F. Horizontal Curvature (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.

G. 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.

H. Stopping Sight Distance (Horizontal and Vertical) (Urban Highways)

The minimum horizontal and vertical stopping sight distance (SSD) shall be determined from Exhibit M7-7. 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 30 km/h 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.


I. Horizontal Clearance (Urban Highways)

Minimum equal to the greater of the shoulder width or 0.5 m from the traveled way to the vertical element. At intersections, the minimum is equal to the greater of the shoulder width or 0.9 m from the traveled way (including turning lanes) to the vertical element.

J. Vertical Clearance (Urban Highways)

The minimum bridge vertical clearance shall be determined from Section 2.4 of the Bridge Manual


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K. Pavement 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.

L. Rollover (Urban Highways)

Between travel lanes = 4% maximum. At the edge of traveled way = 8% maximum.

M. Pedestrian Accommodation (Urban Highways)


M7.5.3 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 2-14 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.


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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 25 km/h or the speed difference is more than 25

km/h 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 25 km/h 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 3.6 m) 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)


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M7.6 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 M7.6.3 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 100 mm. Truing and leveling shall not exceed 50% of the top course quantity. M7.6.1 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. M7.6.1.2 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 M7.6.3 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 1 km 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.


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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. M7.6.2 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 M7.6.3 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 M7.5, 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.


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M7.6.3 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," January, 2005.). 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 M7-10 and M7-11, 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, 100 km/h 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 M7.9 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.


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M7.6.3.1 Guidance on Mainline Critical Design Elements When "Standards of the Day" are used for existing features, refer to Exhibit M7-10 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. M7.6.3.2 Guidance on Ramp Critical Design Elements When "Standards of the Day" are used for existing features, refer to Exhibit M7-11 for the minimum values for the ramp design speed, maximum grade, horizontal curvature and stopping sight distance. Otherwise, ramps shall conform to Chapter 2, Section 2.7.5.2, 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.


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Exhibit M7-10 Mainline Critical Design Elements Based on "Standards of the Day"4,5


2001, 2004, 2011 1990 &1984 1965 1954

Versions of AASHO's & AASHTO's "A Policy on Design Standards - Interstate System"

1991 & 2005

1991 & 1967

1967 &

1965

1963 &

1956

Lane Width 3.6 m 3.6 m 3.6 m 3.6 m

Shoulder Width - Right Right (Mountainous Terrain)

Left

3.0 m 1.8 m 1.2 m

3.0 m 1.8 m 1.2 m 7

3.0 m 1.8 m

1.2 m 7

3.0 m 1.8 m

1.2 m 7

Grade1 - 100 km/h 110 km/h 115 km/h 120 km/h

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 -

100 km/h 105 km/h 115 km/h 120 km/h

6.0% 8.0% 411 m 368 m 499 m 466 m 635 m 582 m

-

6.0% 8.0% 411 m 368 m 499 m 466 m 635 m 582 m

-

6.0% 8.0% 385 m 348 m 452 m 409 m 553 m 498 m 672 m 602 m

6.0% 8.0% 385 m 348 m

- 553 m 498 m

-

SSD3 - 100km/h 105 km/h 115 km/h 120 km/h

174 m 197 m 223 m 250 m

160 m 168 m 191 m

-

145 m 168 m 183 m 205 m

145 m -

183 m -

Median Width - Rural Area Mountainous Terrain

Urban Area

11 m 3 m 3 m

11 m 4.9 m

1.2 m 8

11 m 4.9 m 1.2 m

11 m 4.9 m 1.2 m

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 and 2-14 to determine 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 1.2 m median consists of two 0.3 m left shoulders and a 0.6 m 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 3.0 m.


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Exhibit M7-11 Ramp Critical Design Elements Based on "Standards of the Day"3,5


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

80 km/h 90 km/h

100 km/h 110 km/h 115 km/h 120 km/h

40 km/h 50 km/h 50 km/h 50 km/h 60 km/h

-

40 km/h -

50 km/h 50 km/h 60 km/h

-

40 km/h -

50 km/h 50 km/h 50 km/h 60 km/h

40 km/h -

50 km/h -

50 km/h -

Grade - 40 km/h 50 km/h 60 km/h 65 km/h

70 km/h 80 km/h

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 - 40 km/h 50 km/h 60 km/h 65 km/h 70 km/h 80 km/h

6.0% 8.0% 44 m 41 m 70 m 65 m 104 m 94 m 148 m 135 m 201 m 152 m 255 m 232 m

6.0% 8.0% 44 m 41 m 70 m 65 m

104 m 94 m 148 m 135 m 206 m 187 m 259 m 233 m

6.0% 8.0% 44 m 41 m 70 m 65 m 104 m 94 m 148 m 135 m 272 m 183 m 336 m 226 m

6.0% 8.0% 44 m 41 m 70 m 65 m

104 m 94 m 148 m 135 m 272 m 183 m 336 m 226 m

SSD2 - 40 m/h 50 km/h

60 km/h 65 km/h 70 km/h 80 km/h

47 m 61 m 76 m 93 m 110 m 130 m

46 m 61 m 69 m 84 m 99 m

122 m

46 m 61 m 69 m 84 m 96 m 107 m

46 m 61 m 69 m 84 m 96 m 107 m

Notes 1. For curves with radii larger than the minimum radius, use Chapter 2, Exhibits 2-13 and 2-14 to determine 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 M7.6.3.2 of this chapter. 6. "Green Book" and “Blue Book" refer to the AASHTO and AASHO Policies referenced in Section M7.9 of this

Chapter. 7. For loop ramps, a 40 km/h design speed may be used based on Chapter 2 of this manual and the 1984 through

2004 AASHTO “Green Books”.


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M7.7 PROJECT DELIVERY M7.7.1 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. 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 m7.8 for the report out of the safety work to be performed, the location,

and when the work was completed. M7.7.2 Preparation of Contract Documents & Implementation Refer to the PDM 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 50 mm. VPP can be used for CIPR with a subsequent 50 mm 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 7.6 m from the centerline of the track in both directions.


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Exhibit M7-12 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.

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. As an exception, safety work needed to supplement paving work completed near the end of the construction season may be deferred to the first couple of months in the following construction season if its completion within 12 months is impractical. Pavement markings, regulatory signs, warning signs, critical guide rail, and other work to mitigate an accident problem are not included in this exception.)

• 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 2 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.


§7.8 12/12/2012

M7.8 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 M7.7.1 of this chapter.


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M7.9 ADA REPORTING FOR NONFREEWAY 1R, 2R & 3R PROJECTS The following table is required for projects (with and without plans) that repair, replace or install new sidewalk and curb ramps. The 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 M7.2.1 of this chapter for when curb ramps are required and Section M7.7 for the timing of work performed by separate contracts. Exhibit 7-13 Sidewalk and Curb Ramps

Sidewalk Location Width New or

Replacement Notes

Add Start Description Use Northing and Eastings/Westings

Add End Description Use Northing and Eastings/Westings

Curb Ramps Location Ramp

Type New or

Replacement Notes

Add Description Use Northing and Eastings/Westings

The coordinates should be within 3 m of the ramp or terminal sections of the sidewalk. Portable GPS devices, Google Earth, Live Maps, GIS or CADD files may be used to identify the coordinates. The sidewalk table does not need to account for driveways or intersections. An MS Excel file should be included in the ProjectWise folder for the EIC’s use during construction. Upon project completion, the EIC will update the table and forward the file to the Regional ADA Coordinator (which is usually the Regional Bicyclist/Pedestrian Coordinator) for use in updating the ADA Transition Plan.


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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, and January, 2005, 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. Americans With Disabilities Act Accessibility Guidelines for Buildings and Facilities, 49

CFR Part 37, Appendix A, USDOT, 400 7th St. S.W., Washington, D.C. 20590. Reprinted Dec. 1993, Landscape Architecture Bureau, New York State Department of Transportation, for Department staff only.

5. Bridge Manual, Plan Sales, New York State Department of Transportation, 50 Wolf Road,

Albany, NY 12232. 6. Comprehensive Pavement Design Manual, Plan Sales, New York State Department of

Transportation, 50 Wolf Road, Albany, NY 12232. 7. Cross 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, Plan Sales, 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.


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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,

Traffic Engineering and Highway Safety Division, Operations Bureau, New York State Department of Transportation, 50 Wolf Road, POD 42, Albany, NY 12232.

16. Project Development Manual, Plan Sales, 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.


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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, and January, 2005, 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. Americans With Disabilities Act Accessibility Guidelines for Buildings and Facilities, 49

CFR Part 37, Appendix A, USDOT, 400 7th St. S.W., Washington, D.C. 20590. Reprinted Dec. 1993, Landscape Architecture Bureau, New York State Department of Transportation, for Department staff only.

5. Bridge Manual, Plan Sales, New York State Department of Transportation, 50 Wolf Road,

Albany, NY 12232. 6. Comprehensive Pavement Design Manual, Plan Sales, New York State Department of

Transportation, 50 Wolf Road, Albany, NY 12232. 7. Cross 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, Plan Sales, 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.


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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,

Traffic Engineering and Highway Safety Division, Operations Bureau, New York State Department of Transportation, 50 Wolf Road, POD 42, Albany, NY 12232.

16. Project Development Manual, Plan Sales, 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.


Chapter 18 Pedestrian Facility Design

(Limited Revision)

Revision 76

November 21, 2013

CHAPTER 18 PEDESTRIAN FACILITY DESIGN

Section General Changes effective May 24, 2013, except as noted 18.4 Alteration and Maintenance Activities have been updated to be consistent with

June 28, 2013 Department of Justice/Department of Transportation Joint Technical Assistance on the Title II of the Americans with Disabilities Act Requirements to Provide Curb Ramps when Streets, Roads, or Highways are Altered through Resurfacing. (Revised 11/21/13)

18.5.2 Added requirement for designers to “review GIS layer at P:\GIS Planning\ADA by Region for locations within the project limits for identified non-compliant ADA curb ramps.” (Revised 11/21/13)

18.5.5.2 The paragraph addressing pedestrian accommodation for facilities in or adjacent to districts and/or properties that are on or eligible for the National Register of Historic Places has been revised to be consistent with other Department guidance regarding historic properties.

18.5.5.3 Added reference to 1991 Americans with Disabilities Act Accessibilities Guidelines (ADAAG) for use with resurfacing projects. (Revised 11/21/13) Reference section has been updated to reflect issuance of 2011 Revised, Draft Proposed Accessibility Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG).

18.6.1 Revised paragraph addressing alteration projects, removing exception “(typically anything other than a 1R project)”. (Revised 11/21/13) Revised to be compatible with revised definitions for “Alterations” and “Maintenance Activities”. The paragraph regarding projects involving the reconstruction of one side of an intersection has also been clarified. (Revised 5/24/13)

18.6.1.4 Revised to clarify the Department’s obligations to comply with the Americans with Disabilities Act Accessibilities Guidelines (ADAAG) on projects involving districts and/or properties that are listed or eligible for the National Register of Historic Places. The guidance is now consistent with the Department’s Local Projects Guidance.

18.6.5.1 Added “on state highways” in “The Department’s preferred minimum clear width for pedestrian access routes on state highways is 5’. (Revised 11/21/13) Revised to be consistent with 2011 PROWAG, and to provide clarity on the need for, and minimum width of, sidewalk passing spaces. Exhibit 18-5 Passing Space has been revised.

18.7.1 Section title was changed. (Revised 11/21/13)

18.7.1.1 Section title was changed and existing section text was replaced with text providing standards for pedestrian crossings. (Revised 11/21/13)

18.7.1.3 Former Section 18.7.1.1 text was moved to this new section. (Revised 11/21/13)

CHAPTER 18 PEDESTRIAN FACILITY DESIGN

18.7.2.4.C Revised to require the consideration of raised crosswalks at multilane roundabouts. (Revised 11/21/13)

18.7.2.6 Revised to require the consideration of raised crosswalks at midblock crossings. (Revised 11/21/13)

18.7.3 Added information referencing sidewalk curb ramp details on ProjectWise. (Revised 11/21/13) Revised the minimum width for sidewalk curb ramps to maintain consistency with the 2011 PROWAG.

References Added a reference to the 2006 FHWA Memorandum, “Clarification of FHWA’s Oversight Role in Accessibility: Memorandum of Action”, and updated the PROWAG reference to reflect the 2011 draft. Updated references to MUTCD and Roadway Lighting Design Guide.

18-2 PEDESTRIAN FACILITY DESIGN

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18.4 DEFINITIONS For consistency in all Department projects, the following definitions will be used. The definitions marked with an asterisk are consistent with definitions established in the Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG). The ADAAG contains the standards that are used for the design of accessible pedestrian facilities on all Department projects. Alteration – A change to a facility within the public right of way that affects or could affect pedestrian access, circulation or use. An alteration triggers the requirement for accessibility compliance of pedestrian facilities to the extent practicable within the scope of the project. The Department of Justice (DOJ) and FHWA have determined an alteration is a change that affects or could affect the usability of all or part of a building or facility. Alterations of streets, roads, or highways include activities such as reconstruction, rehabilitation, resurfacing, widening, new traffic signal installation (including pedestrian traffic signals), and projects of similar scale and effect. Maintenance activities such as filling potholes are not considered alterations. *Blended Transition – Connections between the pedestrian access route and the street that have a running slope of 5% or less. Central Business/Walking District – Central Business/Walking Districts are characterized by high development densities, usually have a high transit mode share, large peak-period surges in pedestrian traffic volumes, limited street capacity, and up to 90% or more of all “on-street” mode share consists of pedestrian traffic movement. Detectable warnings - A walkway surface treatment that is detectable by visually impaired persons or persons with low vision. Detectable warnings consist of a standard pattern of small truncated domes located at closely spaced intervals. The detectable warnings provide a tactile cue that is noticeable by cane or underfoot at the boundaries between pedestrian walkways and vehicular ways. Intelligent Transportation System (ITS) – The application of modern technology and management systems to address multi-modal transportation needs, in particular to enable the more efficient operation and management of the transportation system. Logical Termini – Logical termini are rational end points for a transportation improvement. Most common termini are points of traffic generation, especially intersecting roadways. According to FHWA regulations, logical termini shall have “independent utility or independent significance, i.e., be useable and be a reasonable expenditure even if no additional transportation improvements in the area are made.” Maintenance Activities: The DOJ and FHWA have determined that maintenance activities include treatments that serve solely to seal and protect the road surface, improve friction, and control splash and spray are considered to be maintenance because they do not significantly affect the public’s access to or usability of the road. Refer to HDM Chapter 7, Section 7.1 for the types of treatments that are considered maintenance. In some cases, the combination of several maintenance treatments occurring at or near the same time may qualify as an alteration.

PEDESTRIAN FACILITY DESIGN 18-7

3/30/06

18.5.2 Pedestrian Data Acquisition The following factors should be considered during project scoping and discussed in the Project Scoping Reports and Design Reports. 1. Existing and expected land-use patterns and generators of pedestrian traffic:

Land use – residential, business/commercial, mixed commercial/residential, industrial, recreational, educational, agricultural, and open space.

Specific pedestrian traffic generators – residences, major employment centers, schools, parks, shopping plazas, malls, neighborhoods, health care facilities, colleges/universities, recreation areas, etc.

Transportation options that may require pedestrian linkage- bus stop locations, transit corridors and terminals, park-and-ride lots, parking garages, etc.

2. Existing and anticipated pedestrian characteristics:

User groups – i.e., commuters, students, shoppers, tourists, children, adolescents, elderly persons, and persons with disabilities.

Trip purpose – utilitarian (shopping/errands; commuting to work, school or place of recreation) or recreational (visiting friends, neighborhood riding, or touring.)

Frequency of use – daily, weekends, seasonal (as in tourist areas), peak time. Slower walking speeds – due to aging population, increasing distractions (e.g., cell phone

use, headphones, etc.), general decline in fitness, etc.

3. Existing site accommodations and characteristics such as: Locations of walkways/worn paths and their relation to pedestrian generators/

destinations. The location of incomplete walkways that adjoin or are located within the right of way,

and their relation to pedestrian generators and destinations. Locations where pedestrian facilities do not exist and their relation to pedestrian

generators and destinations. Existing pedestrian facility signs. The physical condition of the existing pedestrian facilities (including existing conditions

that limit access for people with disabilities, such as sidewalk lifts or other deteriorated situations). Designers should review the GIS layer at P:\GIS Planning\ADA by Region for locations within the project limits for identified non-compliant ADA curb ramps.

Any site constraints or structural features that reduce feasibility of constructing pedestrian facilities (including facilities providing access for people with disabilities).

Existing right of way and availability of right of way. Existing surface conditions, drainage, pavement markings, crosswalks, pedestrian

signals, street lighting, signage, kiosks, and channelization. 4. Local or regional transportation plans which identify existing or proposed pedestrian

facilities. 5. Pedestrian accident history, including causes and site context (roadway description and

surrounding land use). Pedestrian accident history should include actual recorded incidents and local feedback on perceived safety. The absence of an accident history does not


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When accommodation of pedestrians is warranted, but there are extenuating circumstances that prevent doing so, then a nonconforming feature explanation is required and should be documented as described in the Highway Design Manual, Chapter 5, Section 5.1. The Regional Bicycle and Pedestrian Coordinator should agree with the nonconforming feature explanation that documents the reason(s) for the omission of pedestrian facilities. The presence of districts or other properties that are on or eligible for the National Register of Historic Places in the project area does not preclude new accessible pedestrian facilities in an area where such facilities are warranted. Pedestrian safety and accessibility are legitimate transportation concerns. Project designers should work with the Regional Cultural Resource Coordinator to consult with the State Historic Preservation Office as needed, to develop appropriate treatments consistent with the historic character and integrity of the National Register property. Refer to Section 18.6.1.4. When it is decided that existing pedestrian facilities require reconstruction or substantial rehabilitation but the work cannot reasonably be accomplished as part of a project under consideration, the Region should identify the need for the work on its existing facilities transition plan. (See 28 CFR Part 35 Nondiscrimination on the Basis of Disability in State and Local Government Services, Section 35.150). If the pedestrian facility is owned by a municipality or other government entity, the municipality or other entity should be advised in writing that they are responsible for the accessibility of the facility and that they should consider adding the necessary improvements to their facility transition plan. 18.5.5.3 Meeting Minimum Standards and Guidelines When the need to accommodate pedestrians is determined to exist, facilities intended for them should be designed, constructed, and maintained in accordance with current regulations, guidelines, and standards. The Department’s minimum standards and guidelines for pedestrian facilities are included or referenced in this chapter. Departure from pedestrian accommodation standards should be described as nonstandard features per Highway Design Manual Chapter 2, Section 2.6.16. Nonstandard pedestrian facilities need approval as nonstandard features in accordance with Highway Design Manual Chapter 2, Sections 2.6.16 and 2.8. The following references provide nationally accepted standards for pedestrian facilities.

The Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG) (www.access-board.gov) as supplemented by the 2011 Proposed Accessibility Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG) are the primary regulatory standards that govern the design and construction of all pedestrian facilities in all Department projects.1 It is important to note that in alteration projects, whenever pedestrian facilities cannot fully meet the standards outlined in the

1 The 2011 Proposed Accessibility Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG) are still “proposed” and have not been officially adopted or promulgated via the federal register. FHWA considers these draft guidelines as “best practices” meaning they must be referenced and used when possible and documentation provided if they cannot be used.

http://www.access-board.gov/


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18.6.1 Pedestrian Facility Design under the Americans with Disabilities Act (ADA)

The Department has a duty to construct, maintain, monitor, and update, any facility it owns or maintains to meet the most current ADA standards. The Rehabilitation Act of 1973 (Section 504) requires nondiscrimination in all federally assisted programs, services, and activities. This means the programs, services, and facilities must be available to and usable by persons with disabilities. The Americans with Disabilities Act (ADA) requirements for federal, state, and local governments extend and increase the requirements in Section 504 of the Rehabilitation Act. The ADA requirements are more stringent and require public facilities to be accessible regardless of the funding source. The ADA is a civil rights law that requires nondiscrimination in the provision of public programs and facilities. Title II of the ADA requires state and local governments to make their “programs” accessible. The provision of opportunities for pedestrian travel is considered a program. Therefore, where pedestrian facilities are provided, access must be provided for persons with all kinds of disabilities, including access to intersections, regardless of their configuration. To accomplish this, the ADA requires effective communication with persons with disabilities, and in order to meet this requirement, state and local governments must respond to requests from disabled persons. The U.S. Department of Justice’s ADA implementation regulations barring discrimination in state and local government services (28 CFR Part 35) require that “a public entity shall furnish appropriate auxiliary aids and services where necessary to afford an individual with a disability an equal opportunity to participate in, and enjoy the benefits of, a service, program, or activity conducted by a public entity. In determining what type of auxiliary aid and service is necessary, a public entity shall give primary consideration to the requests of the individual with disabilities” (28 CFR 35.149 and 35.150).

All pedestrian facilities designed, constructed, or altered, must meet or exceed the minimum requirements for design, construction, and alteration established in ADAAG. However, if full compliance is technically infeasible on alterations, the alteration must provide accessibility to the maximum extent possible. Refer to Section 18.4 for the definition of an alteration and Section 18.6.1.2 for guidance on Technical Infeasibility/Structural Impracticability.

ADA regulations require that sidewalk curb ramps must be constructed or reconstructed to meet current standards when new construction or alterations involve work at intersections where sidewalks lead to street crossings. If a project resurfaces the street, for accessibility purposes the curbs, curb ramps and pavement at the pedestrian crosswalk are in the scope of the project, but the sidewalks and pedestrian signals are not. Any of the features disturbed by the construction must be replaced so that they are accessible. Maintenance activities are not considered alterations. The connecting lengths of sidewalk between intersections must also be carefully examined for condition, accessibility, and continuity to determine the need for reconstruction, maintenance, or rehabilitation. These sections of sidewalks may not be required to be included in the scope of the resurfacing project, but should be included in the Regional


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Transition Plans which should have a reasonable estimated date for completion. Routine maintenance is the responsibility of the town, village, or city where the sidewalk is located. Refer to Section 18.14 for additional information about municipal maintenance responsibilities. For alteration projects, the Department is required to ensure that all pedestrian facilities within the scope and limits of the project meet current ADA standards, except for resurfacing projects which must meet the 1991 ADAAG. Any of the features disturbed by the construction are considered to be within the scope of the project and must be replaced so that they are accessible. Based upon the specific circumstances and scope of a project, the Department may not be required to address all facilities within an intersection. Any features along the affected pedestrian access route(s) on state roads not conforming to ADA requirements that are outside the project scope must be included in the Transition Plan (contact Regional Planning Group for information). Installation of a new signal (traffic and/or pedestrian) where none has previously existed triggers full compliance with ADA for whatever facilities are being controlled by the signal. When traffic signal upgrades, repairs or similar work involves the demolition and reconstruction of a pedestrian facility, the facility must be made to conform to the current accessibility standards. If the scope of the signal upgrade or repair project does not affect the pedestrian facility, no upgrades to the pedestrian facilities are required. For example, if the signal work requires the demolition of a small piece of sidewalk adjacent to the intersection, only that piece of sidewalk needs to be reconstructed to ADA standards, not the entire intersection. ADA regulations require that when private entities construct pedestrian facilities on the public right of way, the permit process should ensure that within the right of way, all elements and features of the pedestrian facility meet the accessibility requirements. The ADA does not require installation of ramps or curb ramps in the absence of a pedestrian walkway having a prepared surface for pedestrian use. Nor are curb ramps required inthe absence of a curb, elevation, or other barrier between the street and the walkway.

18.6.1.1 Additional Design Considerations for Persons with Special Needs In addition to mandated design requirements for persons with disabilities, the following are design considerations for areas where there are significant numbers of persons with special needs.

A. Older Persons For projects that occur in areas where there are nursing homes, senior citizen housing, medical facilities, etc.:


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technical infeasibility is made, the walkway cross slope and surface requirements must still comply with the appropriate ADAAG provisions. No blanket provisions for structural impracticability or technical infeasibility exist. Structural impracticability and/or technical infeasibilities should be identified as soon as possible. All structural impracticabilities and technical infeasibilities must be identified and documented in the design approval documents as discussed in HDM Chapter 2, Section 2.8.3. The designer must document that a pedestrian facility or element cannot meet the minimum requirements of the accessibility guidelines due to a specific structural impracticability or technical infeasibility. However, the design must ensure that each affected element is made accessible to the maximum extent feasible. See ADAAG Section 4.1.6 (1)(j). 18.6.1.3 Commercial or Public Buildings When projects affect pedestrian access from the public highway or from walkways along the public highway to adjacent commercial or public buildings or facilities, the Department’s obligations are as follows: 1. If a walkway, ramp, or stairway to a principal entrance of an existing commercial or public building or facility has to be removed in its entirety or requires structural alterations due to the necessary completion of the Department’s project and no other accessible route exists to that principal entrance, then the removed or altered walkway, ramp, or stairway must be replaced by an accessible route, meeting the ADAAG requirements for new construction, to the extent that it is technically feasible. If another accessible route to a principal entrance does exist, the walkway, ramp, or stairway may be replaced in kind or may be eliminated if the property owner agrees and if this alternative is consistent with the Building Code. In-kind replacements must otherwise meet applicable Department and Building Code requirements. 2. If grade changes require the addition of one or two steps to an existing stairway, the steps can be added without significantly affecting the accessibility of the entrance but the added steps must have riser and tread dimensions that match the existing stairway (note that this only applies if steps can be added without altering the structure of the existing stairway). Designers are cautioned that if work on a stairway is done off the right of way, a release must be obtained. Commercial property owners may be especially concerned about the potential of making their businesses less accessible. 3. If all, or portions of, a walkway or stairway to any nonprincipal entrance of a commercial or public building or facility are removed or structurally altered, the walkway or stairway may be replaced or altered in kind, consistent with applicable building code requirements. However, replacement stairways constructed by the Department must also meet the ADAAG requirements for stairs and the other requirements of Section 18.8.1. 18.6.1.4 National Register of Historic Places For projects that involve historic districts or other properties listed in or eligible for the National Register of Historic Places, the Department must comply with both the ADAAG accessibility


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18.6.4.4 Phased Development of Sidewalks In areas that are beginning to develop and sidewalks are not currently warranted, it is important to plan for future sidewalks. Items to consider are right of way acquisition for future sidewalks, deciding when to install sidewalks, and who will likely be responsible to fund and maintain the sidewalks. Municipalities may require private developers to provide pedestrian facilities with their site plan. In some cases, the sidewalks may not have termini at intersections or pedestrian generators. This should be considered staged construction that will temporarily leave incomplete sidewalks along some routes. This is not inappropriate, if the municipality has documentation of an intention to add pedestrian facilities to this area, as in a master plan or some other planning document. For further discussion, refer to Reference 12 listed in Section 18.15 References. The sidewalk should transition to the shoulder with a curb ramp. 18.6.5 Walkway Design Note: Channelization (access control) islands are not necessarily sidewalks, especially where they are isolated from sidewalk systems and are located in areas where sidewalks are not warranted. When these islands are used solely for access control, they do not need to conform to the minimum standards listed in this section. 18.6.5.1 Widths The Department’s preferred minimum clear width for pedestrian access routes on state highways is 5’ (1.525 m), exclusive of the curb. On structures, the preferred minimum dimension from the face of the bridge rails or barriers to the face of the curb is 5.5’ (1.7 m). These widths best accommodate continuous, two-way pedestrian traffic and are particularly desirable along state highways and in urban areas. Based on AASHTO Guide for the Planning, Design, and Operation of Pedestrian Facilities and the PROWAG, FHWA has approved a minimum clear width for pedestrian access routes of 4 ft. (1.2 m) plus passing spaces exclusive of the curb. Whenever the accessible width is less than 5 ft. (1.525 m), passing spaces are required at maximum intervals of 200 ft. (61 m). Passing spaces must be a minimum of 5 ft. x 5 ft. (1.525 m x 1.525 m) See Exhibit 18-5.” Driveways or other intersecting pavements can meet the passing space requirement if they meet accessibility requirements for cross slope and surface characteristics. Pedestrian facilities affected by Department actions that connect to adjacent properties from the pedestrian access route should be reconstructed to be consistent with minimum accessible widths.


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18.7.1 Pedestrian Crossing Standards and Dynamics 18.7.1.1 Grade and Cross Slope The maximum grade for pedestrian crossings is 5%. The maximum cross slope for crossings is 5%. Whenever possible, less cross slope should be achieved. 2% cross slope is desirable. 18.7.1.2 Pedestrian Crossing Speed The typical walking speed used in design for pedestrians is 1.2 m/s. However, there may be contextual situations that require the consideration of a longer crossing time (See Exhibit 18-11). Examples include pedestrian facilities serving nursing homes, elementary schools, or medical facilities. When determining the proper walking speed for crossing an intersection, project designers should consider pedestrians who may be disabled, or are age 65 years or older, and 14 years and younger. This information is available by county, from the NYS Statistical Year Book. For more information, see Reference 1 in Section 18.15. The AASHTO Policy on Geometric Design of Highways and Streets, and Guide for the Planning, Design and Operation of Pedestrian Facilities, along with the MUTCD guidance gives designers the option of using a slower walking speed such as 0.8 to 1.1 m/s. Exhibit 18-11 provides some examples of the length of time necessary to cross various distances by different pedestrian populations. Exhibit 18-11 Crossing Distances, Speeds, and Time

Crossing Distance

MUTCD Normal Crossing Time at

1.2 m/s

Older Adult Crossing Time at

0.9 m/s

Mobility-Impaired Crossing Time at

0.8 m/s 7.2 m (2 lanes*) 6 seconds 8 seconds 9 seconds 10.2 m (2 lanes w/bike lanes**)

8.5 seconds 11.3 seconds 12.75 seconds

13.8 m (3 lanes w/bike lanes**)






* Assumes a 3.6 m vehicular lane width. ** Assumes a 3.6 m vehicular lane width, and a 1.5 meter bicycle lane width. Adapted from: Pedestrian Facilities Guidebook, Washington State Dept. of Transportation, 1997.


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Cut-through splitter islands should not be included in roundabouts where pedestrian facilities are not necessary. Cut-through splitter islands should only be provided at roundabouts where a complete pedestrian system is included. C. Blind Persons and Vision-Impaired Pedestrians

There are no specific current practices for accommodating blind and vision-impaired pedestrians at roundabouts and channelized turn lanes. However, accessible pedestrian signals (APS), other traffic control devices, and geometric designs are typically installed at conventional intersections upon request of an individual or groups of individuals who would benefit by their existence.

Too little traffic, too much traffic, and traffic that doesn’t alternately stop and go can cause problems for pedestrians who are blind or have other vision impairments. Most blind pedestrians are trained to listen for surges of traffic parallel to their direction of travel (such as occurs at stop signs and signals at traditional intersections) in order to know when they have an opportunity to cross a street. These necessary acoustic cues do not occur at roundabouts and may be absent or confusing at channelized turn lanes. To date, most guidelines related to installation of APS are related to traditional intersections. These guidelines are not generally applicable to roundabouts or channelized turn lanes. However, it may be impossible for blind and otherwise vision-impaired pedestrians to obtain usable orientation and directional information about the crossings by using acoustic and other traditional cues and way-finding techniques. In short, it can be difficult or impossible for blind and otherwise vision-impaired persons to find pedestrian crossings at roundabouts and channelized turn lanes. It can also be difficult or impossible for them to successfully determine opportunities to safely cross these roadways unless geometric designs and/or traffic controls that provide crossing location information and safe crossing opportunities are implemented. Current research is now being conducted. NCHRP Project 3-78 will identify, test, and recommend a range of geometric design and/or traffic control device treatments with a potential to improve the ability of blind and other vision impaired pedestrians to safely cross at roundabouts and channelized turn lanes. Based on this research, designers should consider raised crosswalks at multilane roundabouts. See Section 18.6.1.1 for design recommendations to accommodate pedestrians who are blind or visually impaired.

18.7.2.5 Grade-Separated Pedestrian Crossings Grade-separated pedestrian crossings allow for the uninterrupted flow of pedestrian movement separate from vehicle traffic and can improve crossing safety when appropriately located and designed. Some options for grade-separated crossings include overpasses (bridges, elevated walkways) and underpasses (tunnels, below grade networks).


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There are issues of concern regarding grade-separated crossings. These crossings are quite expensive and may be visually obtrusive. Other concerns are the personal security of the users and the possibility of vandalism. There are also concerns regarding the ability to safely traverse these facilities during a mass evacuation. For more information, see References 10, 12, and 28 listed in Section 18.15. 18.7.2.6 Midblock Crossings Midblock crossings should be designed taking pedestrian, bicyclist, and motorist safety into consideration. Location and design details will depend upon the distance between signalized crossings, vehicle operating speeds, frequency and duration of crossable gaps at adjacent intersections with concurrent phasing, availability of pedestrian refuge islands, the locations of pedestrian trip generators (including transit stops), and the percentage of pedestrians who are elderly, disabled, and/or children. The project scoping reports and design reports should discuss the factors leading to a decision to install midblock crossings. NY State Vehicle and Traffic Law states that “When traffic control signals are not in place or not in operation, the driver of a vehicle shall yield the right of way, slowing down or stopping if need be to so yield, to a pedestrian crossing the roadway within a crosswalk on a roadway upon which the vehicle is traveling…”. Where midblock crossings are used, advance pedestrian crossing signs and pedestrian crossing location signs should be provided to warn motorists of pedestrian crossing activity. In-street signing, traffic calming, or signals may also be considered. (Note: See Traffic Engineering Directive OS 05-002 for information on in-street signing). All signs, crosswalk markings, signals, or traffic calming measures shall be provided in accordance with the MUTCD and Chapter 25 of the Highway Design Manual. Designers should consult with the Regional Traffic Engineer for additional guidance. In order to prevent a multiple-threat crash, it is recommended to use an advance stop bar/yield line at midblock crossings in multilane roads. Additionally, designers should consider raised crosswalks at midblock crossings. A multiple-threat crash is a situation that may occur when a driver in the first travel lane stops for a pedestrian, but blocks the line of sight between a pedestrian and a driver in the second travel lane. (See Exhibit 18-13.) Use of an advanced stop bar/yield line can open up the line of sight for the driver and the pedestrian. (See Exhibit 18-14.) Information on advanced stop bar/yield line can be found in Section 3B.16 of the National MUTCD. For more information on midblock crossing see References 4, 10, 12, 21, and 27 listed in Section 18.15.


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Ordinarily, ADAAG prohibits surface openings greater than 13 mm in the direction of travel along PARs. However, surface gaps at rail crossings are exceptions. These gaps must be at least 64 mm to safely accommodate rail car wheel flanges and, due to variations in load and wheel play, the gaps must be 75 mm or more to accommodate heavy freight trains. Research is ongoing to determine the best practice of accommodating both the railroad car wheel flanges and the pedestrian utilizing a wheel chair at Pedestrian/Rail Crossings. 18.7.3 Curb Ramps/Blended Transitions Note: Blended Transitions may be used singularly or in combination with curb ramps to connect the PAR to each pedestrian street crossing. The standards for curb ramps apply to blended transitions with the exception being the running slope of a blended transition should be 5% maximum. Guidance for the design of sidewalk curb ramps is found in the ADAAG and the 608 Series Standard Sheet “Sidewalk Curb Ramp Details.” In addition to the Department’s standard sheets on curb ramp design, the Department also has a collection of sidewalk curb ramp details on ProjectWise under the RESOURCE INFORMATION/SRTS and ADA Projects folder. For more information on curb ramp design, see Exhibit 18-16 and References 10 and 12 listed in Section 18.15. The Department’s standards for curb ramps are as follows:

The minimum width for sidewalk curb ramps is 4 ft. (1.2 m). Curb ramps should be constructed with the running slope no flatter than 5% and the

maximum traversable slope in the direction of pedestrian travel not to exceed 8.33%. However, in situations where the roadway itself exceeds 8.33%, the length of a parallel curb ramp does not have to exceed 4.5 m. The project designer may choose to continue the ramp at an 8.33% slope beyond the 4.5 m, or opt for a slope greater than 8.33% after the 4.5 m.

Curb ramps must be provided wherever accessible routes cross curbs. Curb ramps must be installed at all corners of intersections containing sidewalks. Perpendicular curb ramps (i.e., perpendicular to the flow of pedestrian traffic) must have a

level landing at the top. Grates, access covers and similar surfaces shall not be located on curb ramps, blended

transitions or landings. Curb ramps require the use of detectable warnings, see Section 18.7.4. Utilities, signs, and other fixed objects may not be placed in a curb ramp, or in a manner

that interferes with the use of the curb ramp. Single diagonal or depressed corner curb ramps serving two street crossing directions

should be avoided in new construction and should only be considered where conditions specifically require their use.


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18.15 REFERENCES 1. 2004 New York State Statistical Year Book, The Nelson Rockefeller Institute of

Government, SUNY, see page 35, Figure A-8, Resident Population-Percent Over 65, and Figure A-10, page 43, Resident Population-Percent Disabled, and Tables A-1, A-4, and A-11 on pages 3, 8 and 31 to derive Resident Population - Percent 14 and under, all by County (www.nysstatistics.org/yearbook).

2. Accommodating Bicycle and Pedestrian Travel: A Recommended Approach, A USDOT

Policy Statement on Integrating Bicycling and Walking into Transportation Infrastructure, USDOT and FHWA, 2000.

www.fhwa.dot.gov/environment/bikeped/Design.htm 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, DC 20001.

4. Alternative Treatment for At-Grade Pedestrian Crossings: An informational report by Nazir

Lalani and the ITE Pedestrian and Bicycle Task Force, August 2001, Publication No LP-629, Institute of Transportation Engineers, 1099 14th Street, NW, Suite 300 West, Washington, DC 2005-3438.

5. Americans With Disabilities Act Accessibility Guidelines for Buildings and Facilities, US

Access Board, 1331 F Street N.W., No. 1000, Washington, DC 20004-1111. (www.access-board.gov).

6. An Analysis of Factors Contributing to “Walking Along Roadway” Crashes: Research

Study and Guidelines for Sidewalks and Walkways, Publication No. FHWA-RD-01-101, February 2002, US Department of Transportation, Federal Highway Administration, Turner-Fairbanks Research Center, 6300 Georgetown Pike, McLean, VA 22101-2296

(www.walkinginfo.org/pdf/r&d/SidewalkReport.pdf) 7. Building Code of New York State, 2010 New York State Department of State, Division of

Code Enforcement and Administration. http://publicecodes.cyberregs.com/st/ny/st/b200v10/index.htm

8. Clarification of FHWA’s Oversight Role in Accessibility: Memorandum of Action; September 12, 2006, Frederick D. Isler, Associate Administrator of Civil Rights and King W. Gee, Associate Administrator for Infrastructure (http://www.fhwa.dot.gov/civilrights/memos/ada_memo_clarificationa.cfm)

9. Design and Safety of Pedestrian Facilities: A Recommended Practice of the Institute of

Transportation Engineers, March 1998, Publication No. RP-026A, Institute of Transportation Engineers,1099 14th Street, N.W.Suite 300 West Washington, DC 20005-3438. http://safety.fhwa.dot.gov/ped_bike/docs/designsafety.pdf