One of Caltrans' primary goals is to promote health through safe active transportation and reduced air pollution. Explore the policy documents listed below to better understand Caltrans guiding principles for making streets safer for people walking and rolling. Do you know of a Caltrans policy promoting safe active travel not listed here? Please e-mail us at safetrec berkeley. Project Development Procedures Manual. Provides the framework of policies and procedures for developing State highway improvement projects.
The manual is continuously updated to reflect changes in policy and procedures. See Chapter 31 for information about Non-motorized Transportation Facilities. Class IV Bikeway Guidance. Establishes design guidance and criteria around Class IV Bikeways. A list of features currently addressed by the manual include: lane width, shoulder width, shoulder type, center line rumble strips, horizontal alignment length, radius , grade roadside hazard rating, fixed objects, driveway density, median width sideslope, lighting, intersection skew angle and turn lanes.
Not all features in the manual are addressed for each facility type. Since this policy is very new, there is little experience with it to date. The Oregon DOT approves approximately design exception elements per year including RRR projects ; multiple exceptions may be approved for a given project.
The most common excep- tions are for shoulder width, lane width, and clear zones. It should be noted that the latter item, clear zones, is not one of the 13 controlling criteria; however, Oregon has established the clear-zone guidelines of the AASHTO Roadside Design Guide 39, 40 as an internal policy for which design excep- tions are required.
Oregon has also added a 6-ft sidewalk width to the controlling criteria and seeks exceptions, where Design element Number of design exceptions Percentage of design exceptions Shoulder widtha 78 Number of design exceptions requested by the Minnesota DOT to Oregon uses a centralized review committee to evaluate each proposed design exception prior to request- ing approval from the Chief Engineer.
Legislation enacted at the request of the trucking industry requires review of design exceptions that would restrict trucks by a Motor Car- rier Committee. Oregon uses the practical design philosophy and has adopted a Practical Design Guide. Oregon does not yet use the HSM in justifying design exceptions. The Tennessee DOT approves approxi- mately 10 to 12 design exceptions per year. Design exceptions might be used more often in Tennessee, but the onerous nature of the design exception process has become a barrier to the use of design exceptions.
For example, FHWA is requiring design exception reports to include the cost of complying with the con- trolling criteria, even when this cost is very expensive to esti- mate and would be impractical to build. The most common design exceptions in Tennessee are for shoulder widths on existing roads originally built with design criteria lower than current criteria, including bridge widths, and vertical alignment, particularly crest vertical curves.
The most common design exceptions are for shoulder width and horizontal alignment. It should be kept in mind that VDOT maintains much of the local rural highway system that would be under county juris- diction in other states. Virginia has begun using the HSM in design exception analyses. A VDOT representative stated that use of the HSM has modified the mitigation strategy for nearly every project to which it has been applied.
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Evaluation of the 13 Controlling Criteria for Geometric Design. Page 43 Share. Page 44 Share. Page 45 Share. Page 46 Share. Page 47 Share. Design will go more smoothly, and construction is less likely to experience lapses or needs for change orders.
For most projects, biweekly team meetings are sufficient. Other higher- level meetings such as community meetings may be needed as well. Team progress communication can keep others up to date and precipitate questions and comments that will help provide high value solutions. Each region is divided into specific areas with differing needs. Areas with urban freeways have specific plans and policy descriptions.
The plans list intended routine maintenance activities, weed control. Appendix D contains this document. WSDOT realizes that areas within the ROW frequented by illegal campers may contain biological and physical hazards in addition to the situations normally associated with construction and maintenance work. That goal may not be possible everywhere, but underneath bridges is a good starting point. Some are effective if incorporated into the original bridge design. Once a bridge is built, however, high- mesh security fencing installed retroactively can be an effective deterrent to setting up encampments.
Washington State Department of Transportation b. Figure 26 shows some of the issues associated with proximity to travel lanes in urban environments. It outlines specifics for traffic control scenarios and contains drawings related to each condition. Case Examples 41 Training for maintenance personnel covers the principles and practices of traffic control to enable a safer and more efficient operation of temporary traffic control in work zones.
The urban freeway roadsides UFRs for this synthesis are those roadsides associated with high visibility urban freeways with limited pedestrian access, such as wider medians, interchanges, and overpasses.
The UFR is part of a greater urban environment with broad social, political, economic, and environmental implications for management. There are numerous UFR stakeholders, such as their respective municipalities, residents, adjacent landowners and businesses, traveling public, and state DOTs, and each has specific requests, requirements, and considerations. Among these are an acceptable level of maintenance and stakeholder expectations for aesthetics.
State departments of transportation DOTs recognize their roadway systems are assets that need management and acknowledge that pavements and other infrastructure routinely require resurfacing, restoration, and rehabilitation because their integrity degrades over time.
However, the UFR and its respective urban freeway systems may not receive the same routine restoration. The vegetation installed at the time of roadway construction ages with the surrounding infrastructure. Decades after initial installation within the UFR, transportation agencies have mature landscapes that may be near the end of their life cycle. The inability to adequately access and maintain these areas can result in failure of planted vegetation, loss of investment, and public criticism of state DOTs.
As the size of these areas decreases, so does the ability of maintenance workers and equipment to safely access and maintain them. Based on feedback from you, our users, we've made some improvements that make it easier than ever to read thousands of publications on our website.
Jump up to the previous page or down to the next one. Also, you can type in a page number and press Enter to go directly to that page in the book. Flexi Traffic Sign Layout. PeMS Tutorial. Temporary Traffic Control Zones part 1 of 2.
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