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to provide turning movements for public access to both sides of the roadway, see Chapter 910, Intersections At Grade. ## 960.02 Analysis A list of existing median crossovers is available from the Headquarters (HQ) Access and Hearings Unit. The Statewide Master Plan for Median Crossovers can be found at: 1MasterPlanXoversHistory.pdf. The general categories of vehicles recognized as legitimate users of median crossovers are: law enforcement and official services vehicles, these include emergency, traffic service, and maintenance vehicles. In both urban and rural areas, crossovers may be necessary for law enforcement operations. In urban areas with a high occupancy vehicle lane adjacent to the median, crossovers may be considered for law enforcement. See Chapter 1050. Median Crossovers Design Manual M 22-01 Page 960-2 May 2006 to allow vehicle deceleration and acceleration to occur off the travel lanes, documentation is not required. • Provide adequate stopping sight distance for vehicles approaching the crossover area. Because of the unexpected maneuvers associated with these inside access points and higher operating speeds commonly experienced in the inside travel lanes, use conservative values for stopping sight distance. (See Chapter 650.) • Provide adequate intersection sight distance at crossover locations where authorized user vehicles must encroach on the travel lanes. (See Chapter 910.) • For the crossing, use side slopes no steeper than 10H:1V. Grade for a relatively flat and gently contoured appearance that is inconspicuous to the public. • Consider impacts to existing drainage. • Do not use curbs or pavement markings. • Flexible guide posts may be provided for night reference, as shown in the Standard Plans. • Consider the terrain and locate the crossover to minimize visibility to the public. • Vegetation may be used to minimize visibility. Low vegetation, with a 3-foot year-round maximum height is recommended for this purpose. (See Chapter
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1300). • In locations where vegetation cannot be used to minimize visibility to the traveling public and there is a high incidence of unauthorized use; appropriate signing such as “No U-Turns” may be used to discourage unauthorized use. • A stabilized all-weather surface is required. Urban crossovers for a high occupancy vehicle enforcement plan are usually paved. Paving at other types of crossovers may be paved when justified. Paving of crossings is determined on a case-by-case basis. ## 960.04 Approval All approved crossover locations will be designated on the Statewide Master Plan for Median Crossovers. A committee consisting of the Assistant Regional Administrator for Operations or Project Development, the Washington State Patrol Assistant District Commander, the HQ Access Engineer and the FHWA Area Engineer or their designees, will be responsible for establishing and updating this plan as appropriate. Contact the Access and Hearings Unit for interim review and approvals for the following: proposed new crossings, relocation of previously approved crossings, or removal of crossings that are no longer necessary. To expedite the team process, provide pictures of the existing crossings and the interchanges on a strip map. Include MP locations and spacing between existing and planned crossings and interchanges. The use of SR view at the team meeting helps the members determine which crossings may remain, which need to be relocated, and which to eliminate. Regional Administrators or their designee, are responsible for the design and construction of median crossovers. Prior to construction of the opening, submit the documentation of the crossover need and the design data (together with a right of way plan showing the opening in red) to the State Design Engineer for right of way or limited access plan approval. Construction may not proceed prior to approval. (Refer to the DDP checklist.) After notification of approval, the
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HQ Right of Way Plans Section sends the region a revised reproducible right of way or limited access plan which includes the approved crossover location. ## 960.05 Documentation A list of documents that are to be preserved [in the Design Documentation Package (DDP) or the Project File (PF)] is on the following web site: Design Manual Auxiliary Lanes May 2006 Page 1010-1 Chapter 1010 Auxiliary Lanes 1010.01 General 1010.02 References 1010.03 Definitions 1010.04 Climbing Lanes 1010.05 Passing Lanes 1010.06 Slow-Moving Vehicle Turnouts 1010.07 Shoulder Driving for Slow Vehicles 1010.08 Emergency Escape Ramps 1010.09 Chain-Up Areas 1010.10 Documentation ## 1010.01 General Auxiliary lanes are used to comply with capacity requirements; to maintain lane balance; to accommodate speed change, weaving, and maneuvering for entering and exiting traffic; or to encourage carpools, vanpools, and the use of transit. For signing of auxiliary lanes, see the Traffic Manual and the MUTCD. Although slow-vehicle turnouts, shoulder driving for slow vehicles, and chain-up areas are not auxiliary lanes they are covered in this chapter because they perform a similar function. For additional information, see the following chapters: Chapter Subject 910 turn lanes 910 speed change lanes at intersections 940 speed change lanes at interchanges 940 collector-distributor roads 940 weaving lanes 1050 high occupancy vehicle lanes ## 1010.02 References Laws – Federal and state laws and codes that may pertain to this chapter include: Manual on Uniform Traffic Control Devices for Streets and Highways , USDOT, FHWA; including the Washington State Modifications to the MUTCD , Chapter 468-95 WAC, (MUTCD) > Revised Code of Washington (RCW) 46.61, Rules of the Road Design Guidance – Design guidance included by reference within the text includes: Traffic Manual, M 51-02, WSDOT Supporting Information – Other resources used or referenced in this chapter include: A Policy on Geometric Design
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of Highways and Streets (Green Book), AASHTO, 2001 Emergency Escape Ramps for Runaway Heavy Vehicles , FHWA-T5-79-201, March 1978 Highway Capacity Manual (Special Report 209), Transportation Research Board NCHRP Synthesis 178, Truck Escape Ramps ,Transportation Research Board ## 1010.03 Definitions auxiliary lane The portion of the roadway adjoining the through lanes for parking, speed change, turning, storage for turning, weaving, truck climbing, passing, and other purposes supplementary to through-traffic movement. climbing lane An auxiliary lane used for the diversion of slow traffic from the through lane. design speed The speed used to determine the various geometric design features of the roadway. emergency escape ramp A roadway leaving the main roadway designed for the purpose of slowing and stopping out-of-control vehicles away from the main traffic stream. Auxiliary Lanes Design Manual Page 1010-2 May 2006 lane A strip of roadway used for a single line of vehicles. lateral clearance The distance from the edge of traveled way to a roadside object. operating speed The speed at which drivers are observed operating their vehicles during free-flow conditions. The 85th percentile of the distribution of observed speeds is most frequently used. posted speed The maximum legal speed as posted on a section of highway using regulatory signs. passing lane An auxiliary lane on a two-lane highway used to provide the desired frequency of safe passing zones. roadway The portion of a highway, including shoulders, for vehicular use. shoulder The portion of the roadway contiguous with the traveled way, primarily for accommodation of stopped vehicles, emergency use, lateral support of the traveled way, and use by pedestrians and bicycles. slow -moving vehicle turnout A widened shoulder area to provide room for a slow-moving vehicle to pull safely out of the through traffic, allow vehicles following to pass, and return to the through lane. traveled
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way The portion of the roadway intended for the movement of vehicles, exclusive of shoulders and lanes for parking, turning, and storage for turning. warrant A minimum condition for which an action is authorized. Meeting a warrant does not attest to the existence of an unsafe or undesirable condition. Further justification is required. ## 1010.04 Climbing Lanes (1) General Climbing lanes normally are associated with truck traffic, but they may also be considered in recreational or other areas that are subject to slow-moving traffic. Climbing lanes are designed independently for each direction of travel. Generally, climbing lanes are provided when the requirements of two warrants speed reduction and level of service are exceeded. The requirements of either warrant may be waived if, for example, slow-moving traffic is demonstrably causing a high accident rate or congestion that could be corrected by the addition of a climbing lane. However, under most conditions, climbing lanes are built when the requirements of both warrants are satisfied. (2) Warrant No. 1 - Speed Reduction Figure 1010-2a shows how the percent and length of grade affect vehicle speeds. The data are based on a typical truck. The maximum entrance speed, as reflected on the graphs, is 60 miles per hour. This is the maximum value regardless of the posted speed of the highway. When the posted speed is above 60 miles per hour, use 60 miles per hour in place of the posted speed. Examine the profile at least 1/4 mi le preceding the grade to obtain a reasonable approach speed. If a vertical curve makes up part of the length of grade, approximate the equivalent uniform grade length. Whenever the gradient causes a 10 mile per hour speed reduction below the posted speed limit a for typical truck for either two-lane or multilane highways, the
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speed reduction warrant is satisfied (see Figure 1010-2b for an example). (3) Warrant No. 2 - Level of Service (LOS) The level of service warrant for two-lane highways is fulfilled when the upgrade traffic volume exceeds 200 vehicles per hour and the upgrade truck volume exceeds 20 vehicles per hour. On multilane highways, use Figure 1010-3. (4) Design When a climbing lane is justified, design it in accordance with Figure 1010-4. Provide signing and delineation to identify the presence of the auxiliary lane. Begin climbing lanes at the point where the speed reduction warrant is met and end them where the warrant ends for multilane Design Manual Auxiliary Lanes May 2006 Page 1010-3 highways and 300 f ee t beyond for two-lane highways. Consider extending the auxiliary lane over the crest to improve vehicle acceleration and sight distance. Design climbing lane width equal to that of the adjoining through lane and at the same cross slope as the adjoining lanes. When ever possible, maintain the shoulder width for the class of highway. However, on two-way two-lane highways, the shoulder may be reduced to 4 fee t,with justification. ## 1010.05 Passing Lanes (1) General Passing lanes are desirable where a sufficient number and length of safe passing zones do not exist and the speed reduction warrant for a climbing lane is not satisfied. Figure 1010-5 may be used to determine whether a passing lane is recommended. (2) Design When a passing lane is justified, design it in accordance with Figure 1010-6. Make the lane long enough to permit several vehicles to pass. Passing lanes longer than 2 mi les can cause the driver to lose the sense that the highway is basically a two-lane facility. Where practicable, locate passing lanes on an upgrade to increase their efficiency. Passing lanes are preferably
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four-lane sections; however, a three-lane section may be used. When a three-lane section is used, alternate the direction of the passing lane at short intervals to ensure passing opportunities for both directions and to discourage illegal actions of frustrated drivers. Make the passing lane width equal to the adjoining through lane and at the same cross slope. Full-width shoulders for the highway class are preferred; however, with justification, the shoulders may be reduced to 4 f ee t. Provide adequate signing and delineation to identify the presence of an auxiliary lane. ## 1010.06 Slow-Moving Vehicle Turnouts (1) General On a two-lane highway where passing is unsafe, a slow-moving vehicle is required (See RCW 46.61.427 ) to turn off the through lane wherever a safe turnout exists, in order to permit the vehicles following to proceed. A slow-moving vehicle is one that is traveling at a speed less than the normal flow of traffic, behind which five or more vehicles are formed in a line. A slow-moving vehicle turnout is not an auxiliary lane. Its purpose is to provide sufficient room for a slow-moving vehicle to safely pull out of through traffic and stop if necessary, allow vehicles following to pass, then return to the through lane. Generally, a slow-moving vehicle turnout is provided on existing roadways where passing opportunities are limited, where slow-moving vehicles such as trucks and recreational vehicles are predominant, and where the cost to provide a full auxiliary lane would be prohibitive. (2) Design Base the design of a slow-moving vehicle turnout primarily on sound engineering judgment and Figure 1010-7. Design may vary from one location to another. A minimum length of 100 f ee t provides adequate storage, since additional storage is provided within the tapers and shoulders. The maximum length is 1/4 mi le including
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tapers. Surface turnouts with a stable unyielding material such as BST or HMA with adequate structural strength to support the heavier traffic. Locate slow-moving vehicle turnouts where at least design stopping sight distance ( See Chapter 650) is available, decision sight distance is preferred, so that vehicles can safely reenter the through traffic. Sign slow-moving vehicle turnouts to identify their presence. When a slow-moving vehicle turnout is to be built, document the need for the turnout, the location of the turnout, and why it was selected over a passing or climbing lane .Auxiliary Lanes Design Manual Page 1010-4 May 2006 ## 1010.07 Shoulder Driving for Slow Vehicles (1) General For projects where climbing or passing lanes are justified, but are not within the scope of the project, or where meeting the warrants for these lanes is borderline, the use of a shoulder driving section is an alternative. Review the following when considering a shoulder driving section: • Horizontal and vertical alignment • Character of traffic • Presence of bicycles • Clear zone ( See Chapter 700) (2) Design When designing a shoulder for shoulder driving, locate where full design stopping sight distance (speed/path/direction decision sight distance is desirable) and a minimum length of 600 feet are available. Where practicable, avoid sharp horizontal curves. The minimum shoulder width is 10 feet, with 12 feet preferred. When barrier or other roadside objects are present, the minimum width is 12 feet. The shoulder width depends on the vehicles that will be using the shoulder. Where trucks will be the primary vehicle using the shoulder, use a 12-foot width; when passenger cars are the primary vehicle, a 10-foot width may be used. Shoulder driving and bicycles are not compatible. When the route has been identified as a local, state, or regional significant bike route,
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shoulder driving for slow vehicles is undesirable. Adequate structural strength for the anticipated traffic is necessary and may require reconstruction. Select locations where the side slope meets the requirements of Chapter 640 for new construction and Chapter 430 for existing roadways. When a transition is required at the end of a shoulder driving section, use a 50:1 taper. Signing for shoulder driving is required. Install guideposts when shoulder driving is to be permitted at night. Document the need for shoulder driving and why a lane is not being built. ## 1010.08 Emergency Escape ## Ramps (1) General Consider an emergency escape ramp whenever long, steep down grades are encountered. In this situation, the possibility exists of a truck losing its brakes and going out of control at a high speed. Consult local maintenance personnel and check traffic accident records to determine if an escape ramp is justified. (2) Design (a) Type. Escape ramps include the following types: • Gravity escape ramps are ascending grade ramps paralleling the traveled way. They are commonly built on old roadways. Their long length and steep grade can present the driver with control problems, not only in stopping, but with rollback after stopping. Gravity escape ramps are the least desirable design. • Sand pile escape ramps are piles of loose, dry sand dumped at the ramp site, usually not more than 400 f ee t in length. The deceleration is usually high and the sand can be affected by weather conditions; therefore, they are less desirable than arrester beds. However, where space is limited they may be suitable. • Arrester beds are parallel ramps filled with smooth, free-draining gravel. They stop the out-of-control vehicle by increasing the rolling resistance. Arrester beds are commonly built on an up grade to add the benefit of gravity to
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the rolling resistance. However, successful arrester beds have been built on a level or descending grade. • The Dragnet Vehicle Arresting Barrier. (See Chapter 710 for additional information.) (b) Location. The location of an escape ramp will vary depending on terrain, length of grade, and roadway geometrics. The best locations include in advance of a critical curve, near the bottom of a grade, or before a stop. It is desirable that the ramp leave the roadway on a tangent at least 3 mi les from the beginning of the down-grade. Design Manual Auxiliary Lanes May 2006 Page 1010-5 (c) Length. Lengths will vary depending on speed, grade, and type of design used. The minimum length is 200 f ee t. Calculate the stopping length using the following equation: > L = V20.3(R±G) Where: L= stopping distance (ft) V= entering speed (mph) R= rolling resistance (see Figure 1010-1) G= grade of the escape ramp (%) Speeds of out-of-control trucks rarely exceed 90 mph; therefore, an entering speed of 90 mph is preferred. Other entry speeds may be used when justification and the method used to determine the speed are documented. > Material R > Roadway 1Loose crushed aggregate 5Loose noncrushed gravel 10 Sand 15 Pea gravel 25 Rolling Resistance (R) > Figure 1010-1 (d) Width. The width of each escape ramp will vary depending on the needs of the individual situation. It is desirable for the ramp to be wide enough to accommodate more than one vehicle. The desirable width of an escape ramp to accommodate two out-of-control vehicles is 40 fee t and the minimum width is 26 f ee t. (e) The following items are additional considerations in the design of emergency escape ramps: • If possible, at or near the summit, provide a pull-off brake-check area. Also, include
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informative signing about the upcoming escape ramp in this area. • A free-draining, smooth, noncrushed gravel is preferred for an arrester bed. To assist in smooth deceleration of the vehicle, taper the depth of the bed from 3 inches at the entry to a full depth of 18 to 30 ininches in not less than 100 f ee t. • Mark and sign in advance of the ramp. Discourage normal traffic from using or parking in the ramp. Sign escape ramps in accordance with the guidance contained in the MUTCD for runaway truck ramps. • Provide drainage adequate to prevent the bed from freezing or compacting. • Consider including an impact attenuator at the end of the ramp if space is limited. • A surfaced service road adjacent to the arrester bed is needed for wreckers and maintenance vehicles to remove vehicles and make repairs to the arrester bed. Anchors are desirable at 300-foot intervals to secure the wrecker when removing vehicles from the bed. A typical example of an arrester bed is shown in Figure 1010-8. Include justification, all calculations, and any other design considerations in the documentation of an emergency escape ramp documentation. ## 1010.09 Chain-Up Area s Provide chain-up areas to allow chains to be put on vehicles out of the through lanes at locations where traffic enters chain enforcement areas. Provide chain-off areas to remove chains out of the through lanes for traffic leaving chain enforcement areas. Chain-up or chain-off areas are widened shoulders, designed as shown in Figure 1010-9. Locate chain-up and chain-off areas where the grade is 6% or less and preferably on a tangent section. Consider illumination for chain-up and chain-off areas on multilane highways. When deciding whether or not to install illumination, consider traffic volumes during the hours of darkness and the
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availability of power. ## 1010.10 Documentation The list of documents required to be preserved in the Design Documentation Package (DDP) or the Project File (PF) can be found on the following web site: > Auxiliary Lanes Design Manual Page 1010-6 May 2006 > Speed Reduction Warrant (Performance for Trucks) > Figure 1010-2a Design Manual Auxiliary Lanes May 2006 Page 1010-7 Speed Reduction Warrant (Example) > Figure 1010-2b Given: A two -lane highway meeting the level of service warrant, with the above profile, and a 60 mph posted speed. Determine: Is the climbing lane warranted and, if so, what length? Solution: 1. Follow the 4% grade deceleration curve from a speed of 60 mph to a speed of 50 mph at 1,200 feet. The speed reduction warrant is met and a climbing lane is needed. 2. Continue on the 4% grade deceleration curve to 4,000 feet. Note that the speed at the end of the 4% grade is 35 mph. 3. Follow the 1% grade acceleration curve from a speed of 35 mph for 1,000 feet. Note that the speed at the end of the 1% grade is 41 mph. 4. Follow the -2% grade acceleration curve from a speed of 41 mph to a speed of 50 mph, ending the speed reduction warrant. Note the distance required is 700 feet. 5. The total auxiliary lane length is (4,000-1,200)+1,000+700+300=4,800 feet. 300 feet is added to the speed reduction warrant for a two-lane highway. (See the text and Figure 1010-4.) > Speed (mph) > 1200' 4000' > 60 mph 50 mph 35 mph 41 mph 50 mph Auxiliary Lanes Design Manual Page 1010-8 May 2006 Level of Service Warrant - Multilane Figure 1010-3 Level of Service Warrant - Multilane Figure 1010-3 Design Manual Auxiliary Lanes TF Draft 3/29/2006 1010-9 Design Manual
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Auxiliary Lanes May 2006 Page 1010-9 Auxiliary Climbing Lane Figure 1010-4 Auxiliary Climbing Lane Figure 1010-4 Auxiliary Lanes Design Manual 1010-10 TF Draft 3/29/2006 Auxiliary Lanes Design Manual Page 1010-10 May 2006 Warrant for Passing Lanes Figure 1010-5 Warrant for Passing Lanes Figure 1010-5 Design Manual Auxiliary Lanes TF Draft 3/29/2006 1010-11 Design Manual Auxiliary Lanes May 2006 Page 1010-11 Auxiliary Passing Lane Figure 1010-6 Auxiliary Passing Lane Figure 1010-6 Auxiliary Lanes Design Manual 1010-12 TF Draft 3/29/2006 Auxiliary Lanes Design Manual Page 1010-12 May 2006 Slow-Moving Vehicle Turnout Figure 1010-7 Slow Moving Vehicle Turnout Figure 1010-7 Design Manual Auxiliary Lanes TF Draft 3/29/2006 1010-13 Design Manual Auxiliary Lanes May 2006 Page 1010-13 Typical Emergency Escape Ramp Figure 1010-8 Auxiliary Lanes Design Manual Page 1010-14 May 2006 Chain Up/Chain Off Area Figure 1010-9 Chain-Up/Chain-Off Area Figure 1010-9 Design Manual Auxiliary Lanes TF Draft 3/29/2006 1010-15 Design Manual M 21-01 Pedestrian Design Considerations May 2006 Page 1025-1 Chapter 1025 Pedestrian Design Considerations 1025.01 General 1025.02 References 1025.03 Definitions 1025.04 Policy 1025.05 Pedestrian Facility Design 1025.06 Documentation ## 1025.01 General Pedestrians are present on most highways and transportation facilities, yet their travel mode differs vastly and sometimes is in conflict with the requirements for vehicular travel. Pedestrian travel is a vital transportation mode. It is used at some point by nearly all citizens and is the main link to everyday life for many others. Pedestrians vary in their physical abilities; this variation must be accommodated in design to allow near universal access. Keep the pedestrian space free of obstacles. In areas of heavy snowfall, avoid using the pedestrian space for snow storage. The challenge is to provide safe and efficient facilities that address these two interests within a limited amount of right of way. ## 1025.02 References (1) Law Laws and codes
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(both federal and state) that may pertain to this chapter include the following: 23 Code of Federal Regulations (CFR) Part 652 28 CFR Part 35 28 CFR Part 36, Appendix A, as revised July 1, 1994 49 CFR Part 27 (Authority: Section 504 of the Rehabilitation Act of 1973, as amended – 29 USC 794) Manual on Uniform Traffic Control Devices ,USDOT, FHWA; including the Washington State Modifications to the MUTCD, Chapter 468-95 WAC, (MUTCD). > htm Revised Code of Washington (RCW) 35.68, “Sidewalks, Gutters, Curbs and Driveways – All Cities and Towns” RCW 35.78, “Streets – Classification and Design Standards” RCW 46.04.160, “Crosswalk” RCW 46.61.235, “Crosswalk” RCW 46.61.240, “Crossing at other than crosswalks” RCW 46.61.261, “Sidewalks, Crosswalks – Pedestrians, Bicycles” RCW 47.24.010, City streets as part of state highways, “Designation – Construction, maintenance – Return to city or town” RCW 47.24.020, City streets as part of state highways, “Jurisdiction, control” RCW 47.30.030, “Facilities for Non-Motorized Traffic” RCW 47.30.050, “Expenditures for Paths and Trails” (2) Design Guidance The following contain guidance that is included by reference within the text: Roadside Manual , M 25-30, WSDOT Standard Plans for Road, Bridge, and Municipal Construction (Standard Plans), M 21-01, WSDOT Understanding Flexibility in Transportation Design – Washington , WSDOT, 2005 (3) Supporting Information The following were used in the development of this chapter or contain additional information: A Policy on Geometric Design of Highways and Streets (Green Book), AASHTO, 2001 Accessible Rights-of-Way; A Design Guide , U.S. Access Board, Washington D.C. Pedestrian Design Considerations Design Manual M 21-01 Page 1025-2 May 2006 Building a True Community: Accessible Public Rights-of-Way (Draft,) U.S. Access Board, Washington D.C. Design Guidance, Accommodating Bicycle and Pedestrian Travel. A Recommended Approach, USDOT Policy Statement, 2001 Designing Sidewalks and Trails for Access Part II of II: Best Practices
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Design Guide , USDOT, FHWA, 2001 Guide for the Planning, Design, and Operation of Pedestrian Facilities , AASHTO, 2004 Highway Capacity Manual , Transportation Research Board (TRB), 2000 Pedestrian Facilities Users Guide – Providing Safety and Mobility, FHWA, 2002 Pedestrian Facilities Guidebook: Incorporating Pedestrians into Washington’s Transportation System , OTAK, 1997 ## 1025.03 Definitions accessible route A continuous unobstructed pedestrian route that connects accessible elements and spaces of a building or facility. Exterior accessible routes include parking access aisles, sidewalks, sidewalk ramps, and crosswalks at vehicular ways, walkways, ramps, paths, trails, and lifts. ADA An abbreviation for the Americans with Disabilities Act of 1990. The ADA is a civil rights law that identifies and prohibits discrimination based on disability. The ADA requires public entities to design new facilities or alter existing facilities, including sidewalks and trails that are accessible to people with disabilities. ADAAG ADA Accessibility Guidelines. The guidelines contain requirements that apply to new construction and alterations. Refer to the following web site: > PROWGuide.htm Bituminous Surface Treatment (BST) Abituminous surface treatment, also known as a seal coat or chip seal, is a thin protective wearing surface that is applied to a pavement or base course. BSTs can provide a waterproof layer to protect the underlying pavement; increased skid resistance; a fill for existing cracks or raveled surfaces; an anti-glare surface during wet weather; and an increased reflective surface for night driving. BSTs are primarily used for preventative maintenance and waterproofing of the existing pavement. crosswalk A crosswalk is defined as: 1. The portion of the roadway between the intersection area and a prolongation or connection of the farthest sidewalk line or, in the event there are no sidewalks, then between the intersection area and a line ten feet therefrom, except as modified by a marked crosswalk (RCW
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46.04.160). 2. (a) That part of a roadway at an intersection included within the connections of the lateral lines of the sidewalks on opposite sides of the highway measured from the curbs or in the absence of curbs, from the edges of the traversable roadway, and in the absence of a sidewalk on one side of the roadway, the part of the roadway included within the extension of the lateral lines of the sidewalk at right angles to the center line. (b) Any portion of a roadway at an intersection or elsewhere distinctly indicated as a pedestrian crossing by lines on the surface, which may be supplemented by contrasting pavement texture, style, or color. (MUTCD, 2003) curb extension A curb and sidewalk bulge or extension out into the parking lane, or shoulder used to decrease the length of a pedestrian crossing and increase visibility. detectable warning A tactile surface that can be detected by vision-impaired pedestrians. The detectable warning signals a change in the pedestrian environment, where the pedestrian is moving into a vehicular traffic area, railroad crossing, or vertical drop-off at a transit loading facility. The only acceptable warnings are truncated domes. The detectable warning must contrast with the surrounding surface. flangeway gap The space between the inner edge of a rail and the crossing surface. The gap is of sufficient space to permit a rail car wheel to pass through; approximately 3 inches. If there is insufficient space, a derailment is possible. Design Manual M 21-01 Pedestrian Design Considerations May 2006 Page 1025-3 landing A level area, 4 feet by 4 feet (not steeper than 2% slope in any direction), at the top and bottom of a pedestrian ramp. midblock pedestrian crossing A marked pedestrian crossing located between intersections. pedestrian facilities Walkways such as sidewalks, highway shoulders, walking
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and hiking trails, shared-use paths, pedestrian grade separations, crosswalks, and other improvements provided for the benefit of pedestrian travel. Pedestrian facilities are intended to be accessible routes. pedestrian refuge island A raised area between traffic lanes that provides a place for pedestrians to wait to cross the roadway. Wheelchair access (cut-through) must be provided in all pedestrian refuge islands. raised median A raised island in the center of a road used to restrict vehicle left turns and side street access. Pedestrians often use this median as a place of refuge when crossing a roadway. Raised medians must include wheelchair access (cut through). rural area An area that meets none of the conditions to be an urban area. suburban area A term for the area at the boundary of an urban area. Suburban settings may combine the higher speeds common in rural areas with activities that are more similar to urban settings. traffic calming A set of self-enforcing engineered techniques designed to reduce the speed and aggressiveness of traffic. Strategies include lane narrowing, sidewalk extensions, surface variations, and visual clues in the vertical plane. train dynamic envelope The clearance required for a train and its cargo overhang due to any combination of loading, lateral motion, or suspension failure. truncated domes Truncated domes are small raised protrusions of between 7/8 inch and 1 7/16 inch in diameter and 3/16 inch in height arranged in a distinctive pattern that is readily detected and recognized by a vision-impaired person using a cane for guidance. The Standard Plans show the appropriate pattern and dimensions. urban area An area defined by one or more of the following: • An area including and adjacent to a municipality or other urban place having a population of 5000 or more, as determined by the latest available published official federal
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census (decennial or special), within boundaries to be fixed by a state highway department, subject to the approval of the FHWA. • Within the limits of an incorporated city or town. • Characterized by intensive use of the land for the location of structures and receiving such urban services as sewer, water, and other public utilities and services normally associated with an incorporated city or town. • With not more than 25% undeveloped land. ## 1025.04 Policy (1) General Pedestrian facilities are required along and across sections of state routes and city streets, and are an integral part of the transportation system. FHWA policy (23 CFR 652.5) suggests that safe bicycle and pedestrian facilities be given full consideration on all federal aid highway improvement projects. Provide ADA-compliant pedestrian facilities on highway projects unless one or more of the three conditions below are met: • Pedestrians are prohibited by law from using the facility. • The cost of the improvements is excessive and disproportionate to the original need or probable use (as a guide, more than 20% of the project estimate). In these instances, evaluate options to modify the scope of the pedestrian improvements or investigate funding for a separate pedestrian project. Any improvement must comply with ADA accessibility requirements. Include documentation of the results of the investigation for funding a separate pedestrian project. • Low population density or other factors (such as a lack of pedestrian generators within a quarter-mile radius of the project) indicate there is no need. Pedestrian Design Considerations Design Manual M 21-01 Page 1025-4 May 2006 Consider whether the project is within a city or an urban growth area that is intended to be ultimately developed as an urban density area, which will be served by urban services including transit. Inside incorporated cities, design pedestrian facilities
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in accordance with the city design standards adopted in accordance with RCW 35.78.030. Exceptions to adopted design standards require a deviation approved by the designated authority identified in Chapter 330. (2) Jurisdiction When city streets form a part of the state highway system within the corporate limits of cities and towns, the city has full responsibility for and control over any such street beyond the curbs and, if no curb is installed, beyond that portion of the highway used for highway purposes. (See RCW 47.24.020.) Proposed projects that will damage or remove existing sidewalks or other walkways within the city’s jurisdiction must include reconstruction of these facilities. This jurisdictional distinction does not relieve the agency (or agencies) initiating a project from addressing ADA compliance. The title to limited access facilities within incorporated cities and towns remains with the state. Within these areas the state maintains full jurisdiction, responsibility, and control as provided in RCW 47.24.20. (3) Full Access Control Walking and hiking trails and shared-use paths within the right of way are separated from vehicular traffic with physical barriers. These facilities can connect with other facilities outside the right of way once proper documentation has been obtained. Contact HQ Real Estate Services to determine the required documentation. Grade separations are provided when the trail crosses the highway. (4) Partial or Modified Access Control Walking trails and shared-use paths may be located between the access points of interchanges or intersections. Pedestrian crossings are usually either at grade with an intersecting crossroad or a grade separation. Consider midblock pedestrian crossings at pedestrian generators when the roadway has the characteristics associated with an urban area and appropriate operational and geometric characteristics that allow for a crossing. Consider providing sidewalks at signalized intersections. Evaluate extending sidewalks on a project-by-project basis. (5) Managed Access Control
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In rural areas, paved shoulders are usually used for pedestrian travel. When pedestrian activity is high, separate walkways may be provided. Sidewalks are used in urban growth areas where there is an identified need for pedestrian facilities. Consider providing sidewalks at signalized intersections. Evaluate extending sidewalks on a project-by-project basis. Trails and paths, separated from the roadway alignment, are used to connect areas of community development. Pedestrian crossings are typically at grade. (6) ADA Compliance Detectable warnings are required on all vehicular roadway and railroad crossings intended for pedestrian use. Improvement projects address the construction of a new roadway or produce major modifications to an existing roadway. In these projects, the pedestrian’s needs are assessed and included, when applicable. Develop the pedestrian facilities consistent with the requirements listed in Figure 1025-2, using the ADA Standards for Improvement Projects column. Preservation projects on state highways (except for BSTs) are considered alterations of the roadway. Address pedestrian needs and include, to the maximum extent feasible, access for persons with disabilities. If an existing sidewalk ramp adjacent to the roadway meets the ADA minimums for preservation projects in the Preservation Projects column in Figure 1025-2, no further action is required. If an existing ramp does not meet the ADA minimums, then it will need to be removed and constructed or modified to meet the standards for improvement projects, unless installing truncated domes would meet requirements. Design Manual M 21-01 Pedestrian Design Considerations May 2006 Page 1025-5 It is not always feasible or even possible to build pedestrian facilities to full ADA standards (as shown in the column ADA Standards for Improvement Projects) in preservation projects or alterations. When this is the case, the ADA minimums for preservation projects are applicable. In these circumstances, the alteration shall provide the maximum physical accessibility feasible. Any
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altered features of the facility that can be made accessible shall be made accessible. When a preservation project is going through an area with pedestrian facilities that meet these requirements, no other action is necessary at this time. The agency (or agencies) initiating the project is responsible for funding this work. ## 1025.05 Pedestrian Facility Design (1) Facilities The type of pedestrian facility provided is based on local transportation plans, the roadside environment, pedestrian volumes, user age group, safety-economic analysis, and continuity of local walkways along or across the roadway. Sidewalks can be either immediately adjacent to streets and highways or separated from them by a buffer. The type of walkway also depends on the access control of the highway as follows: (2) Pedestrian Travel Along Streets and Highways (a) General. Examples of various types of pedestrian walkways are shown in Figures 1025-3a and 3b. A generalized method of assessing the need for and adequacy of pedestrian facilities can be found in Figure 1025-4. These guidelines do not establish minimum requirements. Consider a study which addresses roadway classification, traffic speed, crash data, pedestrian generators, school zones, transit routes, and land use designation to assist in facility choices. The minimum clear width for an ADA-accessible route is 4 feet. Utility poles and other fixtures located in the sidewalk can be obstacles for pedestrians with disabilities. To the maximum extent possible, provide a continuous unobstructed route for pedestrians with disabilities. When an unobstructed route is not feasible, provide an ADA-compliant route around these obstructions. When relocation of these utility poles and other fixtures is necessary in a project, determine the impact of their new location on any pedestrian walkways. Utility vaults and junction boxes with special lids are used for installations in sidewalks to reduce tripping hazards. Improvement projects might provide opportunities
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to eliminate existing utilities that are obstructions in the pedestrian route. Hanging or protruding objects within the walkway present obstacles for pedestrians with visual impairments. The minimum vertical clearance for objects overhanging a walkway, including signs, is 7 feet. Objects that protrude more than 4 inches into the walkway are considered to be obstacles, and warning devices are necessary. Wall-mounted and post-mounted objects that protrude 4 inches or more into the walkway between 27 inches and 80 inches above the sidewalk shall be equipped with warning devices detectable by persons with impaired vision using a cane. Where the walkway is located behind guardrail, cut off protruding guardrail bolts or install a rub rail to prevent snagging on the bolts. Specify these construction requirements in the contract. Provide a smooth finish to vertical concrete surfaces adjacent to a pedestrian facility to prevent snagging or abrasive injuries from accidental contact with the surface. (b) Shoulders. Paved shoulders are an acceptable pedestrian facility along rural roadways. Pedestrian activity is usually minimal along rural roadways. Determine if the roadway’s shoulders are of sufficient width and condition to permit safe travel for pedestrians. In urban areas, a shoulder can provide a buffer between the vehicle and the pedestrian facility. Paved shoulders are preferable for an all-weather walking surface and for ADA compliance. A 4-foot-wide shoulder is acceptable where pedestrian activity is minor. Wider shoulders, up to 8 or 10 feet, are desirable along high-speed highways, particularly when truck volumes are high or pedestrian activities are high. Longitudinal travel along shoulders with cross Pedestrian Design Considerations Design Manual M 21-01 Page 1025-6 May 2006 slopes greater than 2% can be difficult for people with mobility disabilities. Horizontal curves are usually superelevated and can have cross slopes steeper than 2%. The shoulders on these curves often have
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the same cross slope as the roadway. In rural areas, the probability of a shoulder being used by someone in a wheelchair is remote. However, if pedestrians use the shoulder frequently, consider flattening the shoulder cross slope or provide a separate pedestrian route. (See Chapter 640 when flattening the shoulder slope.) (c) Shared-Use Paths. Shared-use paths are used by pedestrians and bicyclists. Shared-use paths that function as sidewalks must comply with ADA sidewalk requirements. Pedestrian facilities differ from bicycle facilities in their design requirements and goals, and they are not always compatible. When it is determined that a shared-use path is in the best interests of both groups, see Chapter 1020, “Bicycle Facilities.” (d) Walking Trails. Walking trails are considered on a project-by-project basis. Trails that function as sidewalks are required to meet ADA standards, and they may be unpaved. Unpaved trails, to the maximum extent possible, shall be firm and stable allowing potential wheelchair accessibility. (See Figure 1025-1 for trail width, vertical clearance, and grade guidelines.) The clear area is the cross-sectional area of the trail that is cleared of limbs, exposed roots, brush, and other obstacles that might be obstructions. > Clear Area > Trail Width Maximum > Grade > Walking Trail 8' high & 6’ wide 4' 10% > * Note: > When grades of 5% or more are used, provide 5-foot-square resting areas adjacent to the trail every 200 feet. Walking Trail Guidelines > Figure 1025-1 (e) Sidewalks. Details for raised sidewalks are shown in the Standard Plans . Wherever appropriate, make sidewalks continuous and provide access to side streets. The most desirable installation for the pedestrian is a sidewalk separated from the traveled way by a planted buffer strip. Consider buffer strips of 4 feet for collector routes and 6 feet for arterial routes. If
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trees or shrubs are included, make sure they do not limit the visibility of motorists or pedestrians or pose hazards for persons with disabilities. (See Chapter 920.) Shoulders, bike lanes, and on-street parking can also be used to provide an adequate buffer zone for pedestrian facilities. The minimum clear width for the sidewalk is 5 feet. (See the Standard Plans .) Where a sidewalk is separated from the traveled way with only a curb, the minimum sidewalk width is 6 feet. Wider sidewalks are preferable in areas of high pedestrian traffic, such as a central business district (CBD), and along parks, schools and other major pedestrian generators. Sidewalks 10 to 15 feet wide may be more appropriate at these locations. Coordinate with the city for appropriate sidewalk width and participation. In areas with heavy snowfall, consider wider sidewalks or a sidewalk with a buffer to provide snow storage and to minimize the disruption to pedestrian travel. Sidewalks and trails must be maintained to ADA requirements; thus, ensure that maintenance access is not obstructed. Consider limiting or consolidating driveways (vehicle access points). Driveways are to be constructed in accordance with ADA requirements, or provide an ADA-accessible route. (See Chapter 1420 for access control information, and the Standard Plans for vehicle approach details and ADA requirements.) Consider sidewalk enhancements such as unobstructed visibility for both motorists and pedestrians to encourage walkway use and increase pedestrian comfort. Design Manual M 21-01 Pedestrian Design Considerations May 2006 Page 1025-7 A grade of 8.33% or less is required when the sidewalk is on an independent alignment and does not follow an adjacent roadway grade. Sidewalks located adjacent to a street or highway shall not exceed that facility’s grade. On roadways with prolonged severe grades, provide railings and, to the maximum extent possible, level landings adjacent
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to the sidewalk at approximately 200-foot intervals as resting areas for people with physical disabilities. Design sidewalks with cross slopes no more than 2%. Steeper cross slopes are difficult for people in wheelchairs to negotiate. The side slope adjacent to the sidewalk is a critical design element. (See Figures 1025- 3a and 3b.) On embankment slopes of 4H:1V or flatter, provide a 1-foot widening at the back of the sidewalk. On steeper embankment slopes, provide a 4-foot embankment widening or use a sidewalk design with a 2-foot widening and a raised 4-inch-high lip at the back edge of the sidewalk. When the adjacent roadway has a posted speed of 35 mph or less and there is a vertical drop-off of 2 feet 6 inches or more directly behind the sidewalk, provide a pedestrian railing when embankment widening is not possible. (See Figure 1025-3b.) Pedestrian railings are not always designed to withstand vehicular impacts or redirect errant vehicles. When a vertical drop- off is present on a higher-speed roadway, the Design Clear Zone is the primary consideration and a crash-worthy traffic barrier is required if within the Design Clear Zone. (See Chapter 700.) Where the walkway is adjacent to a vertical drop-off and is separated from the roadway, consider installing the traffic barrier between the traveled way and the walkway. The pedestrian railing is then installed between the walkway and the vertical drop-off. (f) Vehicle Bridges and Underpasses. Provide provisions for pedestrians on vehicle bridges and underpasses where pedestrians are not prohibited; contact the HQ Bridge and Structures Office. Provide either raised sidewalks or ramps on the approaches to bridges when there are raised sidewalks on the bridge. The ramp is constructed of either asphalt or cement concrete and has a slope of 20H:1V or flatter. These ramps can also be
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used as a transition from a raised sidewalk down to a paved shoulder. The ramp provides pedestrian access and mitigates the raised, blunt end of the concrete sidewalk. In underpasses where pedestrians are not prohibited, providing sidewalks and maintaining the full shoulder width is desirable. When bridge columns are placed on either side of the roadway, consider placing the walkway between the roadway and the columns for pedestrian visibility and security. Adequate lighting and drainage are important for pedestrian safety and comfort. (g) Railroad Crossings. Crossing railroad tracks can be difficult or even impossible for a person who requires a wheelchair, crutches, or walking aids for mobility. The concrete or rubber railroad crossings required to permit vehicle travel are extended into the shoulders of the roadway to enhance pedestrian travel. When a raised sidewalk is adjacent to the roadway, provide ramps to bring the pedestrian walkway down to the same grade as the roadway. Whenever possible, make crossings perpendicular to the tracks. In this type of installation, the truncated domes are placed at the outside edges of the train’s dynamic envelope and are not placed at the bottom of the sidewalk ramp. Keep flangeway gaps to no more then 2.5 or 3 inches. (3) Pedestrian Crossings At Grade (a) General. The chart in Figure 1025-5 provides recommendations for determining pedestrian markings based on vehicular traffic volume and speed. Minimum lighting requirements and additional requirements are also recommended in this chart. Pedestrian crossings are permitted along the length of most highways. Pedestrian crossing of all legs of an intersection is also permitted. An illegal pedestrian crossing only occurs when signs prohibit a particular crossing at an intersection or the crossing occurs between two adjacent signalized intersections. (See RCW 46.61.240.) When considering prohibiting a pedestrian crossing, ensure a reasonable alternative crossing is
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provided. Pedestrian Design Considerations Design Manual M 21-01 Page 1025-8 May 2006 (b) Crosswalks. Crosswalks, whether marked or not, exist at all intersections. An unmarked crosswalk is the 10-foot-wide area across the intersection behind a prolongation of the curb or edge of the through traffic lane. (See RCW 46.04.160.) A marked crosswalk is required when the intended pedestrian route is different than that cited in the RCW. (See Figure 1025-5.) At roundabouts and intersections with triangular refuge islands or offset legs, the desired pedestrian crossings might not be consistent with the definition of an unmarked crosswalk and markings become necessary. Inside city limits where the population exceeds 22,500, the decision to mark crosswalks resides with the city subject to approval by WSDOT of the installation and type. In unincorporated areas and within cities with populations less than 22,500, WSDOT has decision authority. Crosswalk lines are not to be used indiscriminately. Perform an engineering study before installing crosswalks away from highway traffic signals or stop signs. Evaluate the following factors at a minimum. Consider unmarked crossings as candidates for marking if: • The crosswalk would serve 20 pedestrians per hour during the peak hour, 15 elderly and/or children per hour, or 60 pedestrians total for the highest consecutive 4-hour period. • The crossing is on a direct route to or from a pedestrian generator, such as a school (see the MUTCD), library, hospital, senior center, community center, shopping center, park, employment center, or transit center. Generators in the immediate proximity of the highway are of primary concern. Pedestrian travel distances greater than 1/4 mile generally do not attract many pedestrians. • The comprehensive plan includes the development of pedestrian facilities in the project vicinity. • The location is 300 feet or more from another crossing. • The location has decision sight
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distance and/or sight distance will be improved prior to marking the crossing. (See Chapter 650, “Decision Sight Distance.”) • Safety considerations do not preclude a crosswalk. A significant pedestrian accident history may also warrant the installation or marking of a crosswalk. For marked crosswalks, the standard crosswalk marking consists of a series of wide white lines aligned with the longitudinal axis of the roadway. Crosswalk widths of at least 6 feet and 10 feet are preferred in central business districts. The lines are positioned at the edges and centers of the traffic lanes to place them out of the normal wheel path of vehicles. This type of crosswalk is a longitudinal pattern known as a Ladder Bar and is shown in the Standard Plans. Designers are encouraged to set back stop and yield lines to ensure visibility. Stop and yield line dimensions and placement shall conform to the MUTCD. Communities sometimes request specially textured crosswalks (consisting of colored pavement, bricks, or other materials) in community enhancement projects. These crosswalks do not always fall within the legal definition of a marked crosswalk and parallel white crosswalk lines might be necessary to define the crosswalk. (See the MUTCD or Local Agency Crosswalk Options web site, wsdot.wa.gov/eesc/design/designstandards/psl/PM-2/ pm-2.htm .) Provide a non-slip surface, appropriate for wheelchair use. When locating crosswalks at intersections, consider the visibility of the pedestrian from the motorist’s point of view. Shrubbery, signs, parked cars, and other roadside appurtenances can block the motorist’s view of the pedestrian. Figure 1025-7a illustrates these sight distance problems. When designing crosswalks and pedestrian signals, consider the needs of older pedestrians and pedestrians with disabilities, as they might walk at a significantly slower pace than the average pedestrian. Include countdown clocks where appropriate to assist older and disabled pedestrians to determine the time remaining
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to cross. Determine if there are pedestrian generators in the project vicinity that might attract older and disabled pedestrians. Consult with the region’s Maintenance Office regarding maintenance requirements for these devices. Design Manual M 21-01 Pedestrian Design Considerations May 2006 Page 1025-9 Consider the use of ADAAG-compliant audible pedestrian signals where suitable for pedestrian safety. Determine if there are pedestrian generators in the project vicinity that might attract hearing-impaired pedestrians for which audible signals are appropriate. Consult with the region’s Maintenance Office regarding maintenance requirements for these devices. (See Chapter 850 and the MUTCD for additional information.) Wide, multilane streets are often difficult for pedestrians to cross, particularly when there are insufficient gaps in vehicular traffic because of heavy volumes. Consider the use of raised medians with cut-throughs on roadways with the following conditions: • Two-way arterial street with high speeds and high average daily traffic (ADT), and large pedestrian volumes • The crossing distance exceeds 60 feet • Complex or irregularly shaped intersections The minimum width of a raised median refuge area is 4 feet to accommodate people in wheelchairs. Raised medians that exceed the minimum are encouraged. Raised medians are usually too narrow to allow the installation of ramps and a level landing. When the median is 16 feet or less in width, provide a passageway wide enough to accommodate wheelchairs through the median. This passageway connects with the two separate roadways and cannot exceed a grade of 5%. Truncated domes are required on both sides of a median cut-through. Design ramp terminals for both off-ramps and on-ramps as at-grade intersections. (See Chapters 910 and 940.) For pedestrian safety, design turn lanes to ensure that turning speeds are kept low and sight distance is not compromised. Consider the following measures to help reduce conflict: • Reduce turning radii
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• Prohibit right turns on red • Place crosswalks so they are visible and adjacent to the pedestrian facility • Use a separate left-turn phase in conjunction with a “WALK/DON’T WALK” signal • Restrict left turns at certain times • Shorten crossing distance • Use a raised median • Use pedestrian signals • Use signage • Place crosswalks as close as practicable to the traveled way • Provide pedestrian-level lighting The island used for channelized right-turn slip lanes can provide a pedestrian refuge, but may promote faster turning speeds. To reduce conflicts, keep the lane as narrow as practical and attempt to maintain a 90º intersection angle. (See Chapter 910 for more information about turn lanes, Chapter 940 for more information about interchange ramps, and Chapter 915 for information about pedestrian accommodations in roundabouts.) (c) Managing Traffic Speed and Flow. Curb extensions are a traffic calming measure that, when used appropriately, may increase pedestrian safety. In urban areas where vehicle speeds are in the range of 25 to 35 mph, a sidewalk curb extension is sometimes used as a traffic calming measure to help reduce traffic speeds. Parked cars can be a safety hazard for pedestrians by limiting driver visibility. Curb extensions can improve safety by placing the pedestrian at a more visible location, shortening the length of the pedestrian crossing, and reducing the pedestrian’s exposure time. Curb extensions can also increase the effective sidewalk width at intersections. Extend the curb to the width of the parking lane. Consider low-level landscaping that does not create a sight obstruction and an approach nose. At intersections with traffic signals, the curb extension can be used to reduce pedestrian signal timing. Examples of sidewalk curb extensions are shown in Figure 1025-7b and 1025-8. The right turn path of the design vehicle or the
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vehicle most likely to make this turn is a critical element in determining the size and shape of the curb extension. Sidewalk curb extensions tend to restrict the width of the roadway and can make right turns difficult for large trucks. Avoid interrupting bicycle traffic with curb extensions. If the route is identified as a local, state, or regional significant bike route, provide a Pedestrian Design Considerations Design Manual M 21-01 Page 1025-10 May 2006 minimum shoulder width of 4 feet. (See Chapter 1020 for additional information.) Do not use curb extensions in any of the following circumstances on state highways: • The Design Vehicle is required to encroach on curbs, opposing lanes, or same-direction lanes (see the Design Vehicle section in Chapter 910) • Shoulder parking is not present • The posted speed is above 35 mph Plantings that obstruct neither pedestrian’s nor driver’s vision may be used as traffic calming measures by creating the illusion of narrow streets. Consider motorist and pedestrian visibility and Design Clear Zone requirements. (See Chapter 700.) Traffic signal progressions can be used to address traffic speeds. Consider narrower lane widths on portions of non-NHS two-lane routes to reduce the expanse of visible pavement to the motorist and help slow traffic when the following conditions exist: • Within incorporated cities • High pedestrian use For minimum lane widths, see Chapters 430 and 440. (d) Midblock Crossings. On roadways with pedestrian crossing traffic caused by nearby pedestrian generators, consider a midblock pedestrian crossing. (See 1025.05 (3)(b) for crosswalk criteria and Figure 1025-5 for marked crosswalk recommendations at unsignalized intersections.) The installation of a midblock pedestrian crossing on a state highway, however, is a design deviation that requires approval and documentation. An example of a midblock crossing is shown in Figure 1025-9. Conditions that might favor
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a midblock crossing include: • Significant pedestrian crossings and substantial pedestrian and vehicle conflicts occur. • The proposed crossing can concentrate or channel multiple pedestrian crossings to a single location. • The crossing is at an approved school crossing on a school walk route. • The adjacent land use creates high concentrations of pedestrians needing to cross the highway. • The pedestrians fail to recognize the best or safest place to cross along a highway and there is a need to delineate the optimal location. • There is adequate sight distance for motorists and pedestrians. Midblock pedestrian crossings on state highways are not desirable at the following locations: • Immediately downstream (less than 300 feet) from an existing traffic signal where motorists do not expect a pedestrian to cross. • Within 600 feet of another pedestrian crossing. • Where pedestrians must cross three or more lanes of traffic in the same direction. (4) Sidewalk Ramps Sidewalk curb ramps are required at all intersections, unless pedestrians are prohibited from crossing the roadway and on midblock crossings where sidewalks are present. These ramps provide an easily accessible connection from a raised sidewalk down to the roadway surface. To comply with ADA requirements, these ramps are at least 4 feet wide and have slopes 12H:1V or flatter and a cross slope of not greater then 2%. Curb ramp flares do not exceed 10%. Examples of sidewalk curb ramps are shown in the Standard Plans. The lower terminus of the sidewalk ramp is always located at the beginning of a marked or unmarked crosswalk when separate ramps are used for each direction. A separate sidewalk ramp is preferred for each crossing because the crossing distance is shorter and people with vision impairments or in wheelchairs have fewer difficulties with this arrangement. A single diagonal
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ramp, serving two crossings, is sometimes necessary where right of way constraints make the installation of separate ramps infeasible. The use of a diagonal ramp requires the approval of the region’s Traffic Engineer. If Design Manual M 21-01 Pedestrian Design Considerations May 2006 Page 1025-11 inside an incorporated city, the city must approve the use of a diagonal ramp. In all cases, detectable warning strips are to be installed. Surface water runoff from the roadway can flood the lower end of a sidewalk ramp. Determine the grades along the curb line and provide catch basins or inlets to prevent the flooding of the ramps. Figure 1025-10 shows examples of how drainage structures are located. Verify that the drainage structure will not be in the path of a wheelchair user. A level landing is necessary at the top and bottom of a sidewalk ramp. The top landing is provided to allow a person in a wheelchair room to maneuver into a position to use the ramp or to bypass it. The lower landing allows a wheelchair user to transition from the ramp to the roadway crossing. In preservation projects, the landings must be at least 3 feet square. In new construction, a 4-foot-square landing is required. When right of way constraints are not an issue, provide a larger 5-foot-square landing. If the landing is next to a vertical wall, a 5-foot-wide clear area is desirable to allow a person in a wheelchair more room to maneuver. At signalized intersections, pedestrian push buttons are located near the sidewalk ramps for ADA accessibility. (See Chapter 850, “Traffic Control Signals,” for information on pedestrian requirements at traffic signal locations.) (5) Pedestrian Grade Separations (a) General. In extreme cases where pedestrian need is high, consider providing a pedestrian grade separation along freeways and other high-speed
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facilities. When considering a pedestrian structure, determine if the conditions that require the crossing are permanent. If there is a likelihood that the pedestrian activity generator might not exist in the near future, consider less costly solutions. Locate the grade-separated crossing where pedestrians are most likely to cross the roadway. A crossing might not be used if the pedestrian is required to deviate significantly from a more direct route. A structure might be underutilized if the additional average walking distance for 85% of pedestrians exceeds 1/4 mile. It is sometimes necessary to install fencing or other physical barriers to channel the pedestrians to the structure and reduce the possibility of undesired at-grade crossings. The Bridge and Structures office is responsible for the design of pedestrian structures. Consider grade-separated crossings under the following conditions: • Where there is moderate to high pedestrian demand to cross a freeway or expressway • Where there are large numbers of young children, particularly on schools routes, who regularly cross high-speed or high-volume roadways • On streets with high vehicular volumes and high pedestrian crossing volumes, and the crossings are extremely hazardous for pedestrians (b) Pedestrian Bridges. Pedestrian grade-separation bridges are more effective when the roadway is below the natural ground line as in a “cut” section. Elevated grade separations, where the pedestrian is required to climb stairs or use long approach ramps, tend to be underutilized. Pedestrian bridges require adequate right of way to accommodate accessible ramps. For the minimum vertical clearance from the bottom of the pedestrian structure to the roadway beneath, see Chapter 1120. This minimum height requirement can affect the length of the pedestrian ramps to the structure. To comply with ADA requirements, a ramp cannot have a grade exceeding 8.33%, and landings for resting areas are required every 2 feet 6
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inches of rise or every 30 feet. Landings are a minimum of 5 feet long and shall not be less than the ramp width. When ramps are not feasible, provide both elevators and stairways. Stairways are designed in accordance with the Standard Plans. Railings are provided on pedestrian bridges. Protective screening is sometimes necessary to prevent objects from being thrown from an overhead pedestrian structure. (See Chapter 1120, “Bridges.”) Consider a clear width of 14 feet when a pedestrian bridge is enclosed or shared with bicycles. (c) Pedestrian Tunnels. Tunnels are an effective method of providing crossings for Pedestrian Design Considerations Design Manual M 21-01 Page 1025-12 May 2006 roadways located in embankment sections. When possible, design the tunnel with a nearly level profile to provide complete vision from portal to portal. Pedestrians are reluctant to enter a tunnel with a depressed profile because they are unable to see whether the tunnel is occupied. Police officers also have difficulty patrolling depressed profile tunnels. Provide vandal-resistant daytime and nighttime illumination within the pedestrian tunnel. Installing gloss-finished tile walls and ceilings can also enhance light levels within the tunnel. The minimum overhead clearance for a tunnel is 10 feet. Provide a tunnel width between 12 and 18 feet depending on usage and the length of the tunnel. (6) Transit Stops The location of transit stops is an important consideration in providing appropriate pedestrian facilities. (Contact the local transit provider for additional information.) Newly constructed transit stops must conform to ADA requirements. (See Chapter 1060, “Transit Benefit Facilities.”) Ensure that the transit stop is accessible from the sidewalk or paved shoulder. A transit stop on one side of a street usually has a counterpart on the opposite side because transit routes normally function in both directions on the same roadway. Provide adequate crossing
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facilities for pedestrians. When locating transit stops consider the following: • ADT • Traffic speed • Crossing distance • Accident history • Sight distance If any of these suggest an undesirable location for a pedestrian crossing, consider a controlled crossing or another location for the transit stop. When analyzing high pedestrian accident locations, consider the presence of nearby transit stops and opportunities for pedestrians to safely cross the street. At-grade midblock pedestrian crossings are effective at transit stop locations on roadways with lower vehicular volumes. Pedestrian grade separations are appropriate at midblock locations when vehicular traffic volumes prohibit pedestrian crossings at grade. (See Figure 1025-5 for recommendations for marked crosswalks at unsignalized intersections.) ## (7) School Bus Stops School bus stops are typically adjacent to sidewalks in urban areas and along shoulders in rural areas. Determine the number of children using the stop and provide a waiting area that allows the children to wait safely for the bus. Children, because of their smaller size, might be difficult for motorists to see at crossings or stops. Determine whether utility poles, vegetation, and other roadside features interfere with the motorist’s ability to see the children. When necessary, relocate the obstructions or move the bus stop. Parked vehicles can also block visibility and parking prohibitions might be necessary near the bus stop. (8) Illumination and Signing In Washington State, the highest number of collisions between vehicles and pedestrians occur during November through February, when there is poor visibility and fewer daylight hours. Illumination of pedestrian crossings and other walkways is an important design consideration, because lighting has a major impact on a pedestrian’s safety and sense of security. Illumination provided solely for vehicular traffic is not always effective in lighting parallel walkways for pedestrians. Consider pedestrian-level lighting (mounted at a lower level) for
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walkways, intersections, and other pedestrian crossing areas with high nighttime pedestrian activity such as shopping districts, transit stops, schools, community centers, and other major pedestrian generators or areas with a history of pedestrian accidents. Design guidance for illumination is in Chapter 840. (See Chapter 820 and the MUTCD for pedestrian-related signing.) (9) Work Zone Pedestrian Considerations Providing access and mobility for pedestrians through and around work zones is an important design concern. In work zones, consider: Design Manual M 21-01 Pedestrian Design Considerations May 2006 Page 1025-13 • Separating pedestrians from conflicts with work zone equipment and operations. • Separating pedestrians from traffic moving through or around the work zone. • Providing pedestrians with a safe, accessible, and convenient travel path that duplicates, as closely as possible, the characteristics of sidewalks or footpaths. Ensure that walkways are clearly marked, pedestrian barriers are continuous, nonbendable, and detectable to persons with impaired vision using a cane, keep the pedestrian head space clear. Keep walkways free from pedestrian hazards such as holes, debris, and abrupt changes in grade or terrain. Keep wheelchair access along sidewalks clear of construction traffic control signs. Temporary pedestrian facilities within the work zone shall be detectable and include accessibility features consistent with the features present in the existing pedestrian facility. Consider the use of flaggers if pedestrian generators such as schools are in the work zone vicinity. Provide advance notification of sidewalk closures. Where transit stops are affected or relocated because of work activity, access to temporary transit stops shall be provided. For further information or guidance on work zone pedestrian considerations, see the MUTCD.) ## 1025.06 Documentation A list of documents that are required to be preserved in the Design Documentation Package (DDP) or the Project File (PF) can be found on the following web site: >
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Pedestrian Design Considerations Design Manual M 21-01 Page 1025-14 May 2006 Item ADA Standards for Improvement Projects (New, Reconstruction, or Modification) ADA Minimums for Evaluating Existing Facilities on Preservation Projects (Resurfacing or Paving) Sidewalk Ramps Truncated Domes Bottom 2 feet of ramp Bottom 2 feet of ramp Contrasting Colors Yes Yes Landings 1 48 inches square Min. 2 36 inches Min. 2Longitudinal Slopes 12H:1V (8%) 8H:1V 3Cross Slopes 48H:1V (2%) Minimum feasible Width 48 inches 2 36 inches 2Flare Side Slopes 10H:1V 4 10H:1V Accessible Routes Width 48 inches 5 36 inches Longitudinal Slopes 20H:1V (5%) 6,7 20H:1V(5%) 6,7 Cross Slopes 48H:1V (2%) Minimum feasible Ramps 8, 9 Landings 10 (Length) 60 inches 2 60 inches 2Longitudinal Slopes 12H:1V (8%)6 8H:1V 3Cross Slopes 48H:1V (2%) Minimum feasible Width 44 inches 36 inches Max. Rise Btwn. Landings 30 inches 30 inches Notes: 1. The slope of the gutter pan or roadway surface at the bottom of ramp cannot exceed 20H: 1V. 2. The width of the landing shall not be less than the ramp width. Provide a 60 inch x 60 inch landing when a change of direction is required at the landing. 3. 10H:1V to 12H:1V is allowed for rises up to 6 inches; 8H:1V to 10H:1V is allowed for rises up to 3 inches. 4. Exception: Where the width of the walking surface at the top of the ramp and parallel to the run is less than 48 inches, the maximum side slope shall be 12H:1V. 5. If the width is less than 60 inches, passing spaces at least 60 inches x 60 inches shall be provided at intervals not to exceed 200 feet. 6. If accessible route is adjacent to a roadway, then the slope is allowed to match the profile of the road. 7. Slopes exceeding
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5% must meet the requirements for ramps when accessible route is on a separate alignment and does not abut a roadway. 8. A ramp in this context is on a walkway on a separate alignment and does not abut a roadway. These ramps have slopes greater than 20H:1V. 9. Ramps shall have handrails, with the exception of curb ramps. 10. Landings required at top and bottom of ramp. ADA Requirements Figure 1025-2 Design Manual M 21-01 Pedestrian Design Considerations May 2006 Page 1025-15 Pedestrian Walkways Figure 1025-3a Pedestrian Design Considerations Design Manual M 21-01 Page 1025-16 May 2006 Pedestrian Walkways > Figure 1025-3b 5' - 0" min. Ped. walkway See Figure 1025-3a for slope treatment Cement concrete 1' - 0" Not steeper than 4:1 1' - 0" min. See Chapter 640 for ditch slope 2%* Biofiltration area Case G 6' - 0" min. 2%* Pedestrian railing Sidewalk Vertical wall Curb and gutter Case E When the wall is outside of the Design Clear Zone 6' - 0" min. 2%* Sidewalk Vertical wall Curb and gutter Traffic barrier Case F When the wall is within the Design Clear Zone Bridge (Ped) railing Slopes 2:1 or steeper 2%* Traffic barrier 6' - 0" min. Ped. walkway See Chapter 710 for lateral clearance Pedestrian railing 2' - 0" Case H * Not steeper than Pedestrian Walkways > Figure 1025-3b > Design Manual Pedestrian Design Considerations > 3/22/2006 Page 1025-18 Design Manual M 21-01 Pedestrian Design Considerations May 2006 Page 1025-17 Roadway Classification & Land Use Designation Sidewalk Recommendations Rural highways (outside urban growth areas) No sidewalk recommended. 4-foot-wide shoulders adequate. Suburban highways (one or less dwelling unit per acre) Sidewalk on one side desirable. 4-foot-wide shoulders adequate. Suburban highway (two to four dwelling units per acre) Sidewalks on both sides of roadway desirable.
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Sidewalk on one side recommended. Major arterial in residential area Sidewalks on both sides of roadway recommended. Collector or minor arterial in residential area Sidewalks on both sides of roadway recommended. Local street in residential area with less than one dwelling unit per acre Sidewalk on one side desirable. 4-foot- wide shoulders adequate. Local street in residential area with one to four dwelling units per acre Sidewalks on both sides of roadway desirable. Sidewalk on one side recommended. Local street in residential area with more than four dwelling units per acre Sidewalks on both sides of roadway recommended. Streets in commercial area Sidewalks on both sides of roadway recommended. Streets in industrial area Sidewalks on both sides of roadway desirable. Sidewalk on one side recommended. Sidewalk Recommendations > Figure 1025-4 Pedestrian Design Considerations Design Manual M 21-01 Page 1025-18 May 2006 Roadway Type Traffic Volume(ADT) Posted Speed 2 lanes 2 lanes, raised median a 4 lanes, raised median a,g 6 lanes, raised median a,g Less than or equal to 9,000 30 mph and slower Marked crosswalk Marked crosswalk Additional enhancement 35 mph to 40 mph Marked crosswalk Marked crosswalk Additional enhancement 45 mph and higher Additional enhancement Additional enhancement Active enhancement 9,000 to 15,000 30 mph and slower Marked crosswalk Marked crosswalk Additional enhancement 35 mph to 40 mph Marked crosswalk Marked crosswalk Additional enhancement 45 mph and higher Additional enhancement Additional enhancement Active enhancement 15,000 to 30,000 30 mph and slower Additional benhancement Additional enhancement Additional benhancement Active denhancement 35 mph to 40 mph Additional benhancement Additional enhancement Active enhancement Active denhancement 45 mph and higher Active eenhancement Active enhancement See note ‘C’. See note ‘C’. Greater than 30,000 45 mph and lower Active eenhancement Active enhancement Pedestrian f traffic signal Pedestrian f traffic signal * Inside city limits
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where the population exceeds 22,500, the decision to mark crosswalks resides with the city, subject to approval by WSDOT of the installation and type. Notes: a Raised refuge island, minimum 4 feet wide and 6 feet long. A TWLTL is not considered a median. b Consider active enhancement treatment for roadways exceeding 20,000 ADT. c Provide alternate routes for pedestrian crossings or construct a grade-separated facility. d Location may be approaching the need for a controlled crossing. A pedestrian signal may be appropriate, based on engineering analysis. e Raised refuge island required. f Refer to region’s Traffic Engineer for approval and design of a pedestrian traffic signal. g Facilities with four or more lanes that meet the crossing warrants require a raised median. Minimum Requirements (additive for each level) “marked crosswalk” * Marked and signed in accordance w/MUTCD Section 3B.17 & 2C.41 (signed @ crossing only) * Pedestrian-view warning signs * Illumination “additional enhancement” * Minimum requirements listed under “marked crosswalk” * Stop line in accordance w/MUTCD Section 3B.16 * Advance signing in accordance w/MUTCD Section 2C.41 “active enhancement” * Minimum requirements listed under “additional enhancement” * Pedestrian-actuated warning beacons; overhead for roadway w/4 or more lanes Note: For additional considerations that may be appropriate based on a site-specific engineering analysis, see Design Manual , 1025.05(3). Marked Crosswalk Recommendations at Unsignalized Crossings Figure 1025-5 Design Manual M 21-01 Pedestrian Design Considerations May 2006 Page 1025-19 Crosswalk Locations Figure 1025-6 Pedestrian Design Considerations Design Manual M 21-01 Page 1025-20 May 2006 Sight Distance at Intersections > Figure 1025-7a > Design Manual Pedestrian Design Considerations 3/10/2006 Page 1025-8 Pedestrian waiting to cross street Crosswalk Right turning vehicle Driver's line of sight Object blocking driver's line of sight Parked cars Conventional right turn curb radius Parked car obstructs line of sight Driver's line
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of sight Pedestrian waiting to cross street Crosswalk Approaching vehicle ## Obstructed line of sight Parked car blocking line of sight Stopping sight distance Sight Distance at Intersections > Figure 1025-7a Design Manual M 21-01 Pedestrian Design Considerations May 2006 Page 1025-21 Sight Distance at Intersections > Figure 1025-7b Pedestrian waiting to cross street Parked cars Eliminated parking stall Crosswalk Curb Extension Driver's line of sight Approaching vehicle Crosswalk Driver's line of sight Approaching vehicle Parked cars Pedestrian waiting to cross street Improved line of sight with small curb extension Improved line of sight with longer curb extension Stopping sight distance Stopping sight distance Pedestrian Design Considerations Design Manual M 21-01 Page 1025-22 May 2006 Curb Extension Figure 1025-8 Design Manual M 21-01 Pedestrian Design Considerations May 2006 Page 1025-23 Midblock Pedestrian Crossing Figure 1025-9 Pedestrian Design Considerations Design Manual M 21-01 Page 1025-24 May 2006 Sidewalk Ramp Drainage > Figure 1025-10 # Sidewalk ramps Sidewalk ramps Flow direction of surface runoff Flow direction of surface runoff Drainage feature (catch basin or inlet) Drainage feature (catch basin or inlet) Design Manual Right of Way Considerations May 2006 Page 1410-1 Chapter 1410 Right of Way Considerations • Easements that indicate other affected ownerships are added to the right of way/access plan. • Arrangements are made to obtain utility, railroad, haul road, detour routes, or other essential agreements, as instructed in the Utilities Manual and the Agreements Manual .• Right of way acquisition, disposal, and maintenance are planned. • Easements and permits are planned (to accommodate activities outside of the right of way). See Chapter 440 concerning design right of way widths. The widths may be modified based on Real Estate Services input but cannot be moved to coincide with property boundaries in anticipation of a total take. Jogs in the final
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widths of the right of way are held to a minimum. See Right of Way Manual Chapter 6 for discussion of remainders. All acquisition documents are processed through the Headquarters (HQ) Real Estate Services Office except temporary permits that are not shown on the Right of Way Plans and are not needed for the project (such as driveway connections). ## 1410.02 References (1) Law Laws and codes (both federal and state) that may pertain to this chapter include the following: Code of Federal Regulations 23 CFR Part 710 49 CFR Part 24 Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 as amended Revised Code of Washington (RCW) RCW 8.26, Relocation Assistance - Real Property Acquisition Policy Washington Administrative Code (WAC) WAC 468-100, Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, as amended 1410.01 General 1410.02 References 1410.03 Special Features 1410.04 Easements and Permits 1410.05 Programming for Funds 1410.06 Appraisal and Acquisition 1410.07 Transactions 1410.08 Documentation ## 1410.01 General Real Estate Services personnel participate in the project definition phase of a project to assist in minimizing right of way costs, defining route locations and acquisition areas, and determining potential problems and possible solutions. Due to the variables in land acquisition, the following categories of right of way costs are considered in the project definition phase. • Purchase costs (acquisition compensation). • Relocation assistance benefits payments. • Other Real Estate Services staff expenses (acquisition services, relocation services, interim property management services). Right of way cost estimates are made by Real Estate Services specialists. When the parcels from which additional right of way will be acquired are known, title reports (including assessors’ land areas) can be requested. Real Estate Services personnel also “make project field inspections at appropriate times throughout the development of a project to ensure
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adequate consideration is given to significant right of way elements involved (including possible social, economic, and environmental effects)” in accordance with the Right of Way Manual .During plan development: • Title reports are examined for easements or other encumbrances that would reveal the existence and location of water lines, conduits, drainage or irrigation lines, etc., that must be provided for in construction. Right of Way Considerations Design Manual Page 1410-2 May 2006 (2) Design Guidance The following contain guidance that is included by reference within the text: Agreements Manual , M 22-99, Washington State Department of Transportation (WSDOT) Plans Preparation Manual , M 22-31, WSDOT Right of Way Manual , M 26-01, WSDOT Utilities Manual , M 22-87, WSDOT ## 1410.03 Special Features (1) Road Approaches On managed access highways, the department will reconstruct legally existing road approaches that are removed or destroyed as part of the highway construction. New approaches required by new highway construction are negotiated by the region with the approval of the Regional Administrator. The negotiator coordinates with the region’s design section to ensure that new approaches conform to the requirements of Chapter 920 for road approaches. All new approaches will be by permit through the appropriate regional office. On limited access highways, road approaches of any type must be approved by the State Design Engineer before there is legal basis for negotiation by the Real Estate Services Office. When approved, approaches will be specifically reserved in the right of way transaction and will contain the identical limitations set by the State Design Engineer and as shown on the approved Right of Way and Limited Access Plan. (2) Cattle Passes The desirability of, or need for a cattle pass will be considered during the appraisal or negotiation process. A cattle pass will be approved only after
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complete studies of location, utilization, cost, and safety elements have proved its necessity. Upon approval, such an improvement and appurtenant rights will be established. Future right of access for maintenance is negotiated during acquisition. On limited access highways, approval of the State Design Engineer and the addition of a traffic movement note on the right of way / limited access plan (refer to Plans Preparation Manual )are required. (3) Pit, Stockpile, and Waste Sites These sites are investigated and planned as outlined in the Plans Preparation Manual . Detour and haul road agreements, approved by the Regional Administrator, are necessary when the state proposes to use city streets or county roads for the purpose of detouring traffic or hauling certain materials. See the Utilities Manual for detour and haul road agreement guidelines. (4) International Boundaries Construction proposed “within a 20-foot strip, 10 feet on each side of the international boundary,” must be coordinated between the department and the British Columbia Ministry of Highways and Public Works. Permission of the International Boundary Commission is required to work “within 10 feet of an international boundary.” Their primary concern is monumentation of the boundary line and the line of sight between monuments. They require a written request stating what will be done, when, and why; sent to 1250 23rd Street NW, Washington DC 20037. ## 1410.04 Easements and Permits (1) General If others request rights within existing WSDOT ownership, they are to contact the region’s Real Estate Services Office. Easements and permits to accommodate WSDOT activities outside the right of way usually fall into one of the categories defined below. Easements and permits are processed in accordance with the requirements of the Right of Way Manual . The region’s Real Estate Services Office drafts the legal descriptions for all easements and permits for
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acquisition of property and property rights. The HQ Real Estate Office drafts the legal description for all easements and permits for disposition of property or property rights . The region’s Real Estate Services Office either obtains or assists in obtaining easements and permits. The region is responsible for compliance with and appropriate retention of the final documents. Records of permanent property rights acquired are maintained by HQ Real Estate Design Manual Right of Way Considerations May 2006 Page 1410-3 Services. Easements and permits are to be shown on the contract plans in accordance with the Plans Preparation Manua l. The region’s Real Estate Services Office either obtains or assists in obtaining easements and permits. The region is responsible for compliance with and appropriate retention of the final documents. Easements and permits are to be shown on the contract plans in accordance with the Plans Preparation Manual . (2) Perpetual Easements Perpetual easements are shown on the right of way plans in accordance with the Plans Preparation Manual .(a) State Maintenance Easement. Used when the state is to construct a facility and provide all maintenance. Examples are slope and drainage easements. (b) Dual Maintenance Easement. Used when the state is to construct and maintain a facility and the owner is to maintain the remainder. Examples are; the surface area above a tunnel and the area behind a retaining wall or noise wall. (c) Transfer Easement. On occasion an easement must be acquired for transfer to another party. In this case contact the region Real Estate Services Office for early involvement. The right of way and limited access plan is modified to identify the party to whom the easement will be transferred. The department cannot obtain easements for transfer across lands under the jurisdiction of the Department of Natural Resources (DNR), and
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WSDOT cannot condemn for a transfer easement. (3) Temporary Easements Temporary easements are used when the state requires a property right of a temporary nature that involves either more than minor work or construction activities on privately-owned property. In the cases where the rights required or the work to be performed is not beneficial to the property owner, just compensation must be paid. When we are paying for the rights or when the encroachment is significant, temporary easements are shown on the right of way plans, in accordance with the Plans Preparation Manual .Consult the region’s Plans and Real Estate Services personnel for exceptions. If the easement is not mapped, mark and submit plans as follows: The region’s Project Coordinator’s Office provides a right of way plan with the required temporary easement(s) delineated in red to the region’s Real Estate Services Office. These plan sheets provide the following information: • Ownership boundaries. (Confirmation of ownership and parcel boundaries may be completed by a search of county records and mapping. A formal title report is required for temporary easements.) • Parcel number assigned to each ownership. • Sufficient engineering detail to write legal descriptions. • Statement of the intended use of each temporary easement area. In limited access areas, contact the HQ Access and Hearings Office. (4) Construction Permits Construction permits are used for temporary rights during construction. They are not used when WSDOT needs a perpetual right. A construction permit is only valid with the current owner and must be renegotiated if property ownership changes before construction begins. For private ownerships, a temporary construction easement is recommended. A construction permit is recommended for rights of entry to publicly owned property. Local agencies might require the use of specific forms when applying for these rights of entry. Regardless of the form
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or its name, the region is responsible for appropriate central storage of the original document. A construction permit is only valid with the current owner and must be renegotiated if property ownership changes before construction begins. For private ownerships, a temporary construction easement is recommended. Right of Way Considerations Design Manual Page 1410-4 May 2006 When there is a benefit to the property owner (e.g. driveway or parking lot approach improvements) the construction permit is usually obtained without the payment of compensation (donation or mutual benefits, for example). Consult the region’s Plans and Real Estate Services personnel for exceptions. ## 1410.05 Programming for Funds In relation to plan development, the phases in Figure 1410-1, apply to the authorization of stage programming. When federal funds are involved, special attention must be given to Federal Highway Administration (FHWA) requirements. When federal participation in right of way costs is anticipated, specific authorization must be obtained from the FHWA. The rules and procedures provided in RCW 8.26, WAC 468-100, and the Right of Way Manual must be followed to ensure federal and state participation. In many cases, for example, federal funds are contingent upon the department setting up a relocation advisory procedure for any owner or tenant who is displaced by an improvement and desires such assistance. Relocation advisory assistance is a function of the HQ Real Estate Services Office. ## 1410.06 Appraisal and Acquisition (1) All Highways In relation to plan development, the phases in Figure 1410-1, also apply to the authorization of right of way acquisition for all access highways. (3) Exceptions Exceptions can be made to the requirements in Figure 1410-1 if unusual hardships result for the individual or the state. The approval of right of way hardship action will be based on the individual parcel merit and is processed in
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accordance with hardship acquisition policy (Right of Way Manual ). ## 1410.07 Transactions (1) Private Ownerships Right of way is ordinarily acquired from private property owners by region-level negotiation between the owner and the right of way agent. (2) Utilities The region ascertains ownership of all utilities and makes arrangements for necessary adjustment, including relocation of portions of the utility, if necessary. Provisions for relocation or adjustment are included in the PS&E plans when: • The items are normal construction items and the department is obligated for the moving expense. • The utility requests that relocation be performed by the department and the department has approved the request. Readjustment may require the department to purchase substitute rights of way or easements for eventual transfer to the utility. Such rights of way or easements must be shown on the right of way plans with the same engineering detail as highway right of way. On limited access highways, if an approach is required for maintenance of a utility, the approach will be shown on the approach schedule. See the Utilities Accommodation Policy regarding location of and access to utilities. The negotiations with the utilities are often done by HQ Real Estate Services. Because of the considerable time required to obtain approvals, processing of utility relocation agreements must begin as soon as possible. (3) Railways Right of way is generally not acquired in fee from a railroad company. Instead, the state acquires a perpetual easement for encroachment or crossing. A construction and maintenance agreement may also be required. The easement must be shown on the right of way plan and identified by both highway and railroad stationing. Design Manual Right of Way Considerations May 2006 Page 1410-5 The HQ Design Office coordinates with the railroad design staff to determine a mutually agreeable location
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before the proposed easement is sent to Real Estate Services. The negotiations with the railroads are generally done by HQ Real Estate Services. Because of the considerable time required to obtain approvals, processing of railroad agreements must begin as soon as possible. The perpetual easement document is executed by the Director, Real Estate Services. (4) Federal Agencies Acquisition of right of way from most federal agencies must be negotiated and processed through several federal offices. Allow at least one year’s time for efficient and economical right of way acquisition. Depending upon the particular federal agency involved, special exhibit maps and other documentation may be required, and the right of way may be acquired as an easement rather than in fee. The negotiations with the federal agencies are generally done by HQ Real Estate Services. (5) Other State Agencies Acquisition from other state agencies must be negotiated and processed through the individual agencies or designees. Negotiations with other state agencies are generally handled by HQ Real Estate Services. As in the case of federal agencies, substantial time must be allowed for compliance with applicable statutes and regulations peculiar to the agency before right of way will be granted. (6) Condemnations Condemnation can result from a disagreement between the department and the owner as to a fair settlement or from a faulty title. Since several months might elapse between the filing of a condemnation case and a court decision, the Region Real Estate Services Office can be requested to investigate the possibility of obtaining a negotiated possession and use agreement as in the case of an emergency project, or when a sundry site is required immediately. ## 1410.08 Documentation A list of the documents that are required to be preserved [in the Design Documentation Package (DDP) or the Project File (PF)] is
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on the following web site: http//www.wsdot.wa.gov/eesc/design/projectdev/ Right of Way Considerations Design Manual Page 1410-6 May 2006 Plan Approval Plan Approval Programming of Funds for Appraisal and Acquisition Limited Access Highways PHASE 1 Access Report Plan State Design Engineer* approves Access Report Plan for prehearing discussion with county and/or city officials. The access report plan may be used for preparation of federal-aid program data for appraisals if federal funds are to be used for right of way acquisition. It may be used for requesting advance appraisal funds through the Planning and Capital Program Management for all projects with either state or federal funds. Program appraisals of total takes. (No acquisition.) PHASE 2 Access Hearing Plan State Design Engineer* approves Access Hearing Plan for use at a public access hearing. R/W information is complete. The access hearing plan may be used for the preparation of federal-aid program data for negotiations on federally funded projects, and for the preparation of true cost estimates and fund requests. Program all appraisals and acquisitions. Note: Do not appraise or purchase partial takes in areas subject to controversy. Appraise or purchase total takes only if federal design hearing requirements are met. PHASE 3 Findings and Order Plan No signature required. Results of Findings and Order Access Hearing are marked in red and green on Access Hearing plan and sent to HQ R/W Plans Branch. Program appraisals of partial takes where data is available to appraisers. Acquisition of total takes. PHASE 4 Final R/W and L/A Plan State Design Engineer* Approves final R/W and L/A plans or approves revisions to established R/W and L/A plans Program all remaining appraisals and all remaining acquisitions. Note: If appeal period is not complete, delay action in areas subject to controversy and possible appeal. Managed Access Highways PHASE 5 Final R/W Plan
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R/W plan submitted to HQ R/W Plans Branch for approval. Program appraisals State Design Engineer* approves new R/W plans or approves revisions to established R/W plans. Program all appraisals and acquisitions. *Or a designee. Appraisal and Acquisition > Figure 1410-1 Design Manual M 22-01 Interchange Justification Report > May 2006 Page 1425-1 # Chapter 1425 Interchange Justification Report 1425.01 General 1425.02 References 1425.03 Definitions 1425.04 Procedures 1425.05 Interchange Justification Report and Supporting Analyses 1425.06 Documentation ## 1425.01 General This chapter provides guidance on Interchange Justification Reports (IJR), developing the required documentation for an IJR, and the sequence of an IJR presentation. The guidance is applicable to both Interstate and non-Interstate limited access routes. Engineers in the Washington State Department of Transportation (WSDOT) Headquarters (HQ) Access and Hearings Unit specialize in providing support for meeting the guidance provided in this chapter. They should be consulted early and frequently during the development of projects that require the types of documentation described herein. Federal law requires Federal Highway Administration (FHWA) approval of all revisions to the Interstate system, including changes to limited access. Both FHWA and WSDOT policy require the formal submission of a request to either break or revise the existing limited access on Interstate and state routes, respectively. An IJR is the document used to request a new access point or access point revision on limited access freeways in Washington State. The IJR is used to document the planning process, the evaluation of the alternatives considered, the design of the preferred alternative, and the coordination that supports and justifies the request for an access revision. The IJR is scalable to the complexity of the proposal (see Figures 1425-1, 2, and 3). A transportation proposal that requires a break in or revision to the existing limited access control, such as a new
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interchange, should begin with a study of the corridor to determine existing and future access needs. These needs then become part of the statewide plan, called the State Highway System Plan . The State Highway System Plan defines > Service Objectives, Action Strategie s, and costs to plan for, maintain, operate, preserve, and improve the state highway system for the next 20 years. Work that does not fit any of the action strategies will not be authorized or considered in the development of the Statewide Transportation Improvement Program (STIP) or any other budget proposal. (See Chapter 120.) Alternatives should be developed and evaluated. A final preferred alternative is then analyzed, selected, approved, designed, constructed, maintained, and monitored. The corridor study must evaluate existing local infrastructure and existing access points to determine whether an access point revision is necessary. The evaluation of the proposal begins by studying the corridor throughout the area of influence. For all complex projects (new or significantly reconfigured interchanges), WSDOT strongly advises that a support team be established to help integrate the planning, programming, environmental, traffic, safety, and design efforts that lead to development of a proposal. When a third party, such as a local agency, is proposing an access point revision, FHWA requires that a study team be formed. An IJR is a stand-alone document that includes the necessary supporting information needed for a request to break or revise the existing limited access. The IJR includes information about the proposed project, the new access or access point revision, and information about all other local and state improvements that are needed for the access to operate. The complexity of the report varies considerably with the scope of the proposed access point revision. For example, for minor ramp revisions, added on- and off-ramp lanes, and locked gates to
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sites normally accessed by another route, the approval request may be condensed to a letter format that includes adequate justification. An operational/safety analysis may be required to assure no adverse impacts to the Interstate or crossroad(s). Contact the HQ Access and Hearings Unit to determine the appropriate level of report documentation needed for all access changes. Interchange Justification Report Design Manual M 22-01 > Page 1425-2 May 2006 An IJR cannot be approved prior to the approval of the project environmental document. For example, a project environmental document might be an Environmental Impact Statement (EIS) or an Environmental Assessment (EA). Approval of these documents is signified by a Record of Decision for an EIS, or a Finding of No Significant Impact might be issued for an EA document indicating an EIS is not required. (Chapter 220 provides further discussion on project environmental documentation.) If the new or revised access proposal is found to be acceptable prior to the environmental approval, a finding of engineering and operational acceptability is granted by FHWA. Final approval of the IJR is granted concurrently with the appropriate environmental documentation. If the proposal is found to be acceptable after the project environmental document is approved, the IJR can be approved. On Interstate projects, a submittal letter shall be sent by the region through the WSDOT Access and Hearings Unit requesting final FHWA approval of the IJR. On non-Interstate projects, a similar process is followed, except that the WSDOT Assistant State Design Engineer grants the final approval, not the FHWA. Recognizing that the time period between the approval of the IJR, the environmental documentation, and the construction contract commonly spans several years, the approved IJR will be reviewed and updated if significant changes have occurred during this process. A summary assessment will be submitted to the HQ
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Design Office and FHWA for evaluation to determine whether the IJR needs to be updated. Contact the HQ Access and Hearings Unit to coordinate this summary assessment. ## 1425.02 References (1) Law Laws and codes (both federal and state) that may pertain to this chapter include the following: > Code of Federal Regulations (CFR) 23 CFR Part 450 (implementing 23 USC Section 111) 40 CFR Parts 51 and 93 (regarding federal conformity with state and federal air quality implementation plans) > United States Code 23 USC Section 111 (requires the U.S. Secretary of Transportation to approve access revisions to the Interstate System), 134 (Metropolitan Planning), and 135 (Statewide Planning) (2) Design Guidance The following contain guidance that is included by reference within the text: > Highway Capacity Manual , Special Report No 209 (HCM), Transportation Research Council > Local Agency Guidelines (LAG), M 36-63, WSDOT (3) Supporting Information The following were used in the development of this chapter or contain additional information: Forecasting and Methods Matrix (when available), WSDOT Notice of policy statement: “Additional Interchanges to the Interstate System,” Federal Highway Administration notice published in the Federal Register, October 22, 1990 (Vol. 55, No. 204) Notice of policy statement: “Additional Interchanges to the Interstate System,” Federal Highway Administration notice published in the Federal Register on February 11, 1998. (Vol. 63, No. 28) (accessible in gpo.gov/su_docs/fedreg/a980211c.html, under FHWA notices, “Interstate system, additional interchanges, policy statement, 7045-7047”) ## 1425.03 Definitions access A means of entering or leaving a public road, street, or highway with respect to abutting property or another public road, street, or highway. access break Any point from inside or outside the state limited access right of way limited access hachures that crosses over, under, or physically through the plane of the limited access, is an access break or
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“break in access” (including, but not limited, to locked gates and temporary construction access breaks). Design Manual M 22-01 Interchange Justification Report > May 2006 Page 1425-3 access point Any point from inside or outside the limited access hachures that allows entrance to or exit from the traveled way of a limited access freeway, including “locked gate” access and temporary construction access. access point revision A new access point or a revision of an existing interchange/intersection configuration. Locked gates and temporary construction breaks are also access point revisions. accident rate Accidents per one million vehicle miles traveled. alternatives Possible solutions to accomplish a defined purpose and need. These include local and state transportation system design options, locations, and travel demand management and transportation system management type-improvements, such as ramp metering, mass transit, and high occupancy vehicle (HOV) facilities. area of influence The area that will be directly impacted by the proposed action: freeway main line, ramps, crossroads, immediate off-system intersections, and local roadway system. assumptions document A document developed at the beginning of the study phase to capture access study assumptions and criteria such as traffic volumes, design year, opening year, travel demand assumptions, baseline conditions, and design year conditions. The document also serves as a historical record of the processes, dates, and decisions made by the team. baseline The existing transportation system configuration and traffic volumes for a specific year against which to compare possible alternative solutions. break See “ access break ” above. design year 20 years from the beginning of construction. ECS Environmental Classification Summary (Documented Categorical Exclusion). FONSI Finding of No Significant Impact (Environmental Assessment). freeway A divided highway that has a minimum of two lanes in each direction, for the exclusive use of traffic, and with full access control. limited access Full, Partial, or Modified
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access control is planned and established for a corridor and then acquired as the right to limit access to each individual parcel. need A statement which identifies the transportation problem(s) that the proposal is designed to address and explains how the problem will be resolved. An existing or anticipated travel demand that has been documented through the study process to require a change in access to the state’s limited access freeway system. no-build condition The baseline, plus state transportation plan and comprehensive plan improvements expected to exist, as applied to the year of opening, or the design year. proposal The combination of projects/actions selected through the project study process to meet a specific transportation system need. purpose General project goals such as: (1) improve safety, (2) enhance mobility, or (3) enhance economic development. Record of Decision Under the National Environmental Policy Act, the Record of Decision (ROD) accompanies the Final Environmental Impact Statement; explains the reasons for the project decision; discusses alternatives and values considered in selection of the preferred alternative; and summarizes mitigation measures and commitments that will be incorporated in the project. study area The transportation system area to study in both step one of the study process and for an IJR. The study area is a minimum of one interchange upstream and downstream from the proposal. support team An integral part of the IJR process consisting of an assemblage of people organized to develop and analyze solutions to meet the need of a proposal. Transportation Management Area (TMA) Urbanized areas with populations of 200,000 or greater are federally designated as Transportation Management Areas. Interchange Justification Report Design Manual M 22-01 > Page 1425-4 May 2006 travel demand Local travel demand constitutes short trips that should be made on the local transportation system, such as intracity roads and
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streets. Regional travel demand constitutes long trips that are made on the regional transportation system, such as Interstate, regional, and/or intercity/ interregional roads, streets, or highways. traveled way The portion of the roadway intended for the movement of vehicles, exclusive of shoulders and lanes for parking, turning, and storage for turning. trips Short trips are normally intracity. Long trips are normally interstate, regional, or interregional. ## 1425.04 Procedures Figures 1425-1 and 2 list the project types most likely to affect freeway safety and operations, requiring the submission of an Interchange Justification Report. Figure 1425-3 lists project types least likely to require the submission of an IJR. Consult the HQ Access and Hearings Unit early in the process for specific direction. Gaining concurrence and approval for an access point revision is a multistep process. The first step consists of a study. If the study shows that the purpose and need of the proposal cannot be achieved with improvements to the local infrastructure only, the next step would normally be an IJR. (See the IJR Flow Chart, Figure 1425-4.) (1) The First Step Study the transportation systems in the area. This study will identify the segments of both the local and regional network that are currently experiencing congestion or safety deficiencies, or where planned land use changes will prompt the need to evaluate the demands on and the capacity of the transportation system. The study area includes the affected existing and proposed adjacent interchanges/intersections upstream and downstream from the proposed access point revision. If it is documented that the proposal creates no impacts to the adjacent interchanges/ intersections, then analyze only through the area of influence. When the area of influence extends beyond the one interchange upstream and downstream, extend the analysis far enough to include the extent of the traffic impacts.
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Segments of the local and regional network within the study area will be evaluated for system improvements. Part of the study process is to identify local infrastructure needs and develop a proposal. The study must consider investments in local infrastructure improvements to meet the needs of the proposal, because those improvements may provide the desired solution. During the study process and while developing a proposal, it is important to use the data and analysis methods required for an IJR. If the study indicates that an IJR is warranted, the study data can be utilized in the IJR. Establish a support team for the study. This same support team would also be involved with the IJR process if the study shows that either a revision or a new access point is needed to meet the proposal purpose and need. The support team normally consists of the following: • FHWA Area Engineer for Interstate Projects • Region’s Design or Project Development Engineer or Designee • HQ Assistant State Design Engineer • HQ Access and Hearings Unit Engineer • HQ Traffic Office Representative • Representative From Local Agencies (city, county, port, or tribal government) • Recorder The support team is encouraged to call upon specialists as needed; for example: • Metropolitan Planning Organization (MPO) • Regional Transportation Planning Organization (RTPO) • WSDOT Region • Planning • Design • Environmental • Maintenance • IJR writer Design Manual M 22-01 Interchange Justification Report > May 2006 Page 1425-5 • WSDOT Headquarters • Design • Bridge • Traffic • Geotechnical • Project Proponent Specialists • Transit Agencies The support team’s role is to: • Develop a charter that includes the processes for reaching agreement, resolving disputes, and assigning responsibility for final decisions when consensus is not reached. • Develop purpose, need, and vision statements for the
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study. This should be consistent with the project environmental document. • Expedite the study step (and, if needed, the IJR development and review process) through early communication and agreement. • Agree on area of influence and travel assumptions for the study and, if an IJR is needed, for each of the alternatives being considered. • Develop the access assumptions document. • Provide guidance and support. • Evaluate data and identify possible alternatives for the proposal during the study and, if needed, for an IJR. • Contribute material for the report that documents the discussions and decisions. • Review results and determine whether an IJR is warranted. • Ensure the compatibility of data used in various studies. • Ensure integration of the Project Definition process, Value Engineering studies, public involvement efforts, environmental analyses, operational analyses, safety analyses, other analyses for the study (and, if needed, to prepare an IJR). This encourages the use of consistent data. • Address design elements. Status of known deviations must be noted in Policy Point 4. Deviations are discouraged on new accesses. (2) The Second Step Prepare a detailed IJR using the guidance in 1425.05, “Interchange Justification Report and Supporting Analyses,” and Figure 1425-4. The IJR addresses eight specific policy topics. (See Figures 1425-1 and 2 for exceptions.) In order of presentation, the topics are: 1. Need for the Access Point Revision 2. Reasonable Alternatives 3. Operational and Accident Analyses 4. Access Connections and Design 5. Land Use and Transportation Plans 6. Future Interchanges 7. Coordination 8. Environmental Processes The IJR is initiated early in the environmental process. Traffic analyses help define the area of impact and the range of alternatives. Since the traffic data required for the National Environmental Policy Act (NEPA) or the State Environmental Policy Act (SEPA) and the operational/safety analyses of the
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decision report are similar, these documents are usually developed together using the same data sources and procedures. (3) The Third Step Concurrence and approval of a new or revised access point is based on the IJR. The IJR contains sufficient information about and evaluation/ analysis of the proposal to provide assurance that the safety and operations of the freeway system are not adversely impacted. The region, with the help of the support team, prepares the IJR and submits four draft copies, including backup traffic data, for review. For a final IJR submittal, contact the HQ Access and Hearing Unit for the necessary number of copies. All IJRs are submitted to the HQ Access and Hearings Unit for review. Interstate IJRs are submitted by Headquarters to FHWA for concurrence and approval. Interchange Justification Report Design Manual M 22-01 > Page 1425-6 May 2006 Interstate access point revisions are reviewed by both Headquarters and FHWA. If they are found to be acceptable to FHWA, they are given a finding of engineering and operational acceptability. Some Interstate IJRs are reviewed and approved by the local FHWA Division Office. Other Interstate IJRs are reviewed and approved by the Federal Highway Administration in Washington, DC. Additional review time is necessary for reports that have to be submitted to Washington DC. (See Figure 1425-1.) If the IJR is finalized prior to the completion of the environmental process, it can be submitted for concurrence. Concurrence with the proposed Interstate access point revision can be made by FHWA in the form of a finding of engineering and operational acceptability. Final IJR approval by FHWA is provided concurrently with the appropriate final environmental decision: ECS, FONSI, or ROD (see definitions). For non-Interstate routes, the Assistant State Design Engineer’s approval is given concurrently with environmental approval. (See Figure 1425-4.) 1425.05
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Interchange Justification Report and Supporting Analyses Begin the IJR with an executive summary. Briefly state what access point revision is being submitted for a decision and why the revision is needed. Include a brief summary of the proposal. Formatting for the IJR includes (1) providing numbered tabs in the decision report for the policy points and appendices, and (2) numbering all pages including references and appendices. A suggestion for page numbering is to number each individual section, such as “Policy Point 3, PP3–4” and “Appendix 2, A2–25.” This allows for changes without renumbering the entire report. The IJR must be assembled in the policy point order noted in this chapter. On the bottom left of each page, place the revision date for each version of the IJR. As an individual page is updated, this revision date will help track the most current version of that page. Also, include the title of the report on the bottom left of each page. The use of comb binding is not allowed. The eight policy points, which apply to both urban and rural areas, are presented below. Guidance is provided for the most extreme condition—a new interchange in an urbanized area. The scope of the analyses and documentation need not be as extensive for more modest access point revisions. Factors that affect the scope include location (rural or urban), access points (new or revised), ramps (new or existing), and ramp terminals (freeway or local road). (1) Policy Point 1: Need for the Access Point Revision > What are the current and projected needs? Why are the existing access points and the existing or improved local system unable to meet the proposal needs? Is the anticipated demand short or long trip? Describe the need for the access point revision and why the existing access points
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and the existing or improved local system do not address the need. How does the proposal meet the anticipated travel demand? Provide the analysis and data to support the need for the access request. (a) Project Description. Describe the needs being addressed and the proposal. Demonstrate that improvements to the local transportation system and the existing interchanges cannot be improved to satisfactorily accommodate the design year travel demands. Describe traffic mitigation measures considered at locations where the level of service is (or will be) below service standards in the design year. The access point revision is primarily to meet regional, not local, travel demands. Describe the local and regional traffic (trip link and/or route choice) benefiting from the proposal. (b) Analysis and Data. The proposal analysis, data, and study area must be agreed upon by the support team. The assumptions document captures the specific items. Show that a preliminary (planning level) analysis, comparing build to no-build (baseline) data, was conducted for the current year, year of opening, and design year, comparing baseline, no-build condition, and build alternatives. Include the following steps: Design Manual M 22-01 Interchange Justification Report > May 2006 Page 1425-7 • Define the study areas. The study area normally includes one interchange upstream and downstream from the proposed system revision. If the proposal’s area of influence extends beyond those interchanges, the study area will be expanded accordingly. • Collect and analyze current traffic volumes to develop current year, year of opening, and design year peak hour traffic estimates for the regional and local systems in the area of the proposal. Use regional transportation planning organization-based forecasts, refined by accepted travel demand estimating procedures. Forecasts for specific ramp traffic can require other methods of estimation procedures and must be consistent with the projections of the travel demand models.
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Modeling must include increased demand caused by anticipated development. • Using existing information, identify the origins and destinations of trips on the local systems, the existing interchange/ intersections, and the proposed access. • Assign the appropriate travel demand to improvements that might be made to: • The local system (widen, add new surface routes, coordinate the signal system, control access, improve local circulation, or improve parallel roads or streets). • The existing interchanges (lengthen or widen ramps, add park and ride lots, or add frontage roads). • The freeway lanes (add collector-distributor roads or auxiliary lanes). • Transportation system management and travel demand management measures. • Describe the current, year of opening, and design year level of service at all affected locations within the study area, including local systems, existing ramps, and freeway lanes. (2) Policy Point 2: Reasonable Alternatives > Describe the reasonable alternatives that have been evaluated. Describe all reasonable alternatives that have been considered: the design options, locations, and transportation system management-type improvements such as ramp metering, mass transit, and HOV facilities that have been assessed and that meet the proposal design year needs. After describing each of the alternatives that were proposed, explain why reasonable alternatives were omitted or dismissed from further consideration. Future projects must be coordinated as described in Policy Point 7. (3) Policy Point 3: Operational and Accident Analyses > How will the proposal affect safety and traffic > operations at year of opening and design year? Policy Point 3 documents the procedures used to conduct the operational and accident analyses and the results that support the proposal. The preferred operational alternative is selected, in part, by showing that it will not have a significant adverse impact on the operation and safety of the freeway and the affected local network, or that the
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proposal impacts will be mitigated. Document the results of the following analyses in the report: • “No-Build” Analysis – An operational analysis of the current year, year of opening, and design year for the existing limited access freeway and the affected local roadway system. This is the baseline “no-build” condition, including state transportation plan and comprehensive plan improvements expected to exist. All of the alternatives will be compared to the no-build condition. • “Build” Analysis – An operational analysis of the year of opening and design year for the proposed future freeway and the affected local roadway system. Interchange Justification Report Design Manual M 22-01 > Page 1425-8 May 2006 • An accident analysis for the most current data year, year of opening, and design year of the existing limited access freeway and the affected local roadway system for the “no-build.” An accident analysis should also be performed for the “build” as well. The data used must be consistent with the data used in the environmental documentation. If not, provide justification for the discrepancies. (a) Operational Analyses. Demonstrate that the proposal does not have a significant adverse impact on the operation of the freeway or the adjacent affected local roadway system. If there are proposal impacts, explain how the impacts will be mitigated. Document the selected operational analysis procedures. For complex urban projects, a refined model might be necessary. As a minimum, an analysis using the current version of the latest accepted Highway Capacity Manual (HCM) is necessary. Any procedure used must provide a measure of effectiveness compatible with the HCM. WSDOT currently supports the following traffic analysis and traffic simulation software: • HCS • Synchro • Vissim • Corsim Refer to Design Manual Chapter 610, “Highway Capacity,” for more detail. FHWA must conduct its independent analysis using HCS. In
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those instances where HCS is not the appropriate tool to use and a simulation-type software is chosen, early coordination with FHWA is necessary. All operational analyses shall be of sufficient detail, and include sufficient data and procedure documentation to allow independent analysis during FHWA and HQ evaluation of the proposal. For Interstates, HQ must provide concurrence before it transmits the proposal to FHWA with its recommendation. Prepare a layout displaying adjacent interchanges/ intersections and the data noted below. The data should show: • Distances between intersections or ramps of a proposed interchange, and that of adjacent existing and known proposed interchanges. • Design speeds. • Grades. • Truck volume percentages on the freeway, ramps, and affected roadways. • Adjustment factors (such as peak hour factors). • Affected freeway, ramp, and local roadway system traffic volumes for the “no-build” and each “build” option. This will include: A.M. and P.M. peaks (noon peaks, if applicable); turning volumes; average daily traffic (ADT) for the current year; and forecast ADT for year of opening and design year. • Affected main line, ramp, and local roadway system lane configurations. The study area of the capacity analysis on the local roadway system includes documenting that the local network is able to safely and adequately collect and distribute any new traffic loads resulting from the access point revision. Expand the limits of the study area, if necessary, to analyze the coordination required with an in- place or proposed traffic signal system. Record the limits of the analysis as well as how the limits were established in the project assumptions document. Document the results of analyzing the existing access and the proposed access point revision at all affected locations within the limits of the study area, such as weave, merge, diverge, ramp terminals, accident sites, and HOV lanes;
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along the affected section of freeway main line and ramps; and on the affected local roadway system. In the report, highlight the following: • Any location for which there is a significant adverse impact on the operation or safety of the freeway facility, such as causing a reduction of the operational efficiency of a merge condition at an existing ramp; introducing a weave; or significantly reducing the level of service on the main line due to additional travel demand. Note what will be done to mitigate this adverse impact. Design Manual M 22-01 Interchange Justification Report > May 2006 Page 1425-9 • Any location where a congestion point will be improved or eliminated by the proposal, such as proposed auxiliary lanes or collector-distributor roads for weave sections. • Any local roadway network conditions that will affect traffic entering or exiting the freeway. If entering traffic is to be metered, explain the effect on the connecting local system (for example, vehicle storage). • When the existing local and freeway network does not meet the desired level of service, show how the proposal will improve the level of service or keep it from becoming worse than the no-build condition in the year of opening and the design year. (b) Accident Analysis. The Accident Analysis identifies areas where there may be a safety concern. The study limits are the same as for operational analyses. Identify and document all safety program (I2) locations. Identify and document accident histories, rates, and types for the freeway section and the adjacent affected local surface system. Project the rates that will result from traffic flow and geometric conditions imposed by the proposed access point revision. Document the basis for all assumptions. Demonstrate (1) that the proposal does not have a significant adverse impact on the safety of the
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freeway or the adjacent affected local surface system, or (2) that the impacts will be mitigated. The safety analysis for both existing and proposed conditions should include the following: 1. Type of Accidents • What types of accidents are occurring (overturns, rear-ends, enter-at-angle, hitting fixed object)? • What types of accidents are most prevalent? • Are there any patterns of accident type or cause? 2. Severity of Accidents (fatalities, disabling, evident injuries, property damage) 3. Accident Rates and Numbers • Document the number and rate of accidents within the study limits for existing and proposed conditions. • What are the existing and anticipated crash/serious injury/fatality rates and numbers by proximity to the interchange exit and entrance ramps? • How do these rates compare to similar corridors or interchanges? • How do these rates compare to the future rates and numbers? • What are the existing and anticipated crash/serious injury/fatality rates and numbers for the impacted adjacent and parallel road system (with and without the access revision)? 4. Contributing Factors and Conclusions • Document contributing causes of accidents and conclusions. What are the most prevalent causes? • Evaluate and document the existing and proposed roadway conditions for geometric design standards, stopping sight distance and other possible contributing factors. Would the proposal reduce the frequency and severity of accidents? (4) Policy Point 4: Access Connections and Design > Will the proposal provide fully directional interchanges connected to public streets or roads, spaced appropriately, and designed to full design level geometric control criteria? Wherever possible, provide for all directions of traffic movement. The intent is to provide full movement at all interchanges, whenever possible. Partial interchanges are discouraged. Less than fully directional interchanges for special-purpose access for transit vehicles, for HOVs, or to or from park-and-ride lots, will be considered on a case-by-case
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basis. Interchange Justification Report Design Manual M 22-01 > Page 1425-10 May 2006 A proposed new or revised interchange access must connect to a public freeway, road, or street and be endorsed by the local governmental agency or tribal government having jurisdiction over said public freeway, road, or street. Explain how the proposed access point relates to present and future proposed interchange configurations and the Design Manual spacing criteria. Note that urban and rural interchange spacing for crossroads also includes additional spacing requirements between the noses of adjacent ramps, as noted in Chapter 940. Develop the proposal in sufficient detail to conduct a design and operational analysis. Include the number of lanes, horizontal and vertical curvature, lateral clearance, lane width, shoulder width, weaving distance, ramp taper, interchange spacing, and all traffic movements. This information is presented as a sketch or a more complex layout, depending on the complexity of the proposal. The status of all known or anticipated project deviations must be noted in this policy point, as described in Chapter 330. (5) Policy Point 5: Land Use and Transportation Plans > Is the proposed access point revision compatible with all land use and transportation plans for the area? Show that the proposal is consistent with local and regional land use and transportation plans. Before final approval, all requests for access point revisions must be consistent with the metropolitan and/or statewide transportation plan, as appropriate. (See Chapter 120.) The proposed access point revision will affect adjacent land use and, conversely, land use will affect the travel demand generated. Therefore, reference and show compatibility with the land use plans, zoning controls, and transportation ordinances in the affected area. Explain the consistency of the proposed access point revision with the plans and studies, the applicable provisions of 23 CFR Part 450, and
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the applicable transportation conformity requirements of 40 CFR Parts 51 and 93. If the proposed access is not specifically referenced in the transportation plans, define its consistency with the plans and indicate the process for the responsible planning agency to incorporate the project. In urbanized areas, the plan refinement must be adopted by the metropolitan planning organization (MPO) before the project is designed. The action must also be consistent with the State Transportation Plan . (6) Policy Point 6: Future Interchanges > Is the proposed access point revision compatible with a comprehensive network plan? Is the proposal compatible with other known new access points and known revisions to existing points? The report must demonstrate that the proposed access point revision is compatible with other known new access points and known revisions to existing points. Reference and summarize any comprehensive freeway network study, plan refinement study, or traffic circulation study. Explain the consistency of the proposed access point revision with those studies. (7) Policy Point 7: Coordination > Are all coordinating projects and actions programmed and funded? When the request for an access point revision is generated by new or expanded development, demonstrate appropriate coordination between the development and the changes to the transportation system. Show that the proposal includes a commitment to complete the other noninterchange/ nonintersection improvements that are necessary for the interchange/intersection to function as proposed. For example, if the local circulation system is necessary for the proposal to operate, it must be in place before new ramps are opened to traffic. If future reconstruction is part of the mitigation for design year level of service, the reconstruction projects must be in the State Highway System Plan .Design Manual M 22-01 Interchange Justification Report > May 2006 Page 1425-11 All elements for improvements are encouraged to include a
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fiscal commitment and an anticipated time for completion. If the project is to be constructed in phases, it must be demonstrated in Policy Point 3 that each phase can function independently and does not affect the safety and operational efficiency of the freeway. Note the known funding sources, the projected funding sources, and the estimated time of completion for each project phase. (8) Policy Point 8: Environmental Processes > What is the status of the proposal’s environmental processes? This section should be something more than just a status report of the environmental process; it should be a brief summary of the environmental process. All requests for access point revisions on freeways must contain information on the status of the environmental approval and permitting processes. The following are just a few examples of environmental status information that may apply: • Have the environmental documents been approved? If not, when is the anticipated approval date? • What applicable permits and approvals have been obtained and/or are pending? • Are there hearings still to be held? • Is the environmental process waiting for an engineering and operational acceptability decision? ## 1425.06 Documentation A list of documents that are to be preserved in the Design Documentation Package (DDP) or the Project File (PF) can be found on the following web site: > Interchange Justification Report Design Manual M 22-01 Page 1425-12 May 2006 Project Type Support Team Policy Point Concurrence Approval 1 2 3 4 5 6 7 8 Interstate Routes New freeway-to-crossroad interchange in a Transportation Management Area (1) Yes 9 9 9 9 9 9 9 9 FHWA and HQ FHWA DC New partial interchange Yes 9 9 9 9 9 9 9 9 FHWA and HQ FHWA DC New HOV direct access Yes 9 9 9 9 9 9 9
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9 FHWA and HQ FHWA DC New freeway-to-freeway interchange Yes 9 9 9 9 9 9 9 9 FHWA and HQ FHWA DC Revision to freeway-to-freeway interchange in a Transportation Management Area (1)(2) Yes 9 9 9 9 9 9 9 9 FHWA and HQ FHWA DC New freeway-to-crossroad interchange not in a Transportation Management Area (1) Yes 9 9 9 9 9 9 9 9 HQ FHWA Revision to freeway-to-freeway interchange not in a Transportation Management Area (1)(2) Yes 9 9 9 9 9 9 9 9 HQ FHWA Revision to interchange (2)(3) Yes 9 9 9 9 9 9 9 9 HQ FHWA Revision to existing interchange—no adverse impacts to main line No (6) (6) 9 9 (6) (6) (6) (6) HQ FHWA Transit flyer stop on main line Yes 9 9 9 9 9 9 9 9 HQ FHWA Transit flyer stop on an on-ramp No 9 9 HQ FHWA Addition of entrance or exit ramps that complete basic movements at an existing interchange Yes 9 9 9 9 9 9 9 9 HQ FHWA Abandonment of a ramp (4) Yes 9 9 9 9 9 9 9 9 HQ FHWA Locked gate (7) No 9 (5) HQ FHWA Access breaks that do not allow any type of access to main line or ramps No 9 9 (5) HQ FHWA Pedestrian structure No 9 (5) HQ FHWA Construction/emergency access break No 9 9 9 9 Region FHWA Notes: (1) In Washington, designated Transportation Management Areas include Clark, King, Kitsap, Pierce, Snohomish, and Spokane Counties. (2) “Revision” includes changes in interchange configuration, even though the number of access points does not change. Changing from a cloverleaf to a directional interchange is an example of a “revision.” If the revision does not add new lanes and can be shown
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to have no adverse impacts, and the spacing and geometric control criteria requirements will be met, a modified IJR will be the acceptable document, meaning fewer than the eight policy points will be required. Consult the HQ Access and Hearings Unit for direction. (3) Revisions that might adversely affect the level of service of the through lanes. Examples include: doubling lanes for an on-ramp with double entry to the freeway; adding a loop ramp to an existing diamond interchange, replacing a diamond ramp with a loop ramp. If the revision does not have adverse impacts to the Interstate main line, and the spacing and geometric control criteria requirements will be met, a modified IJR will be the acceptable document. (4) Unless it is a condition of the original approval. (5) Update the right-of-way/limited access plan as necessary. (6) If the results of the operational analysis show an adverse impact to the main line, the remaining policy points must be fully, not briefly, addressed. (7) As part of Policy Point 1, include a narrative stating that all other alternatives are not feasible. Interstate Routes – Interchange Justification Report Content and Review Levels Figure 1425-1 Design Manual M 22-01 Interchange Justification Report May 2006 Page 1425-13 Project Type Support Team Policy Point Concurrence Approval 1 2 3 4 5 6 7 8 Non-Interstate Routes New freeway-to-crossroad interchange on a predominately grade-separated corridor Yes 9 9 9 9 9 9 9 9 Region HQ New freeway-to-freeway interchange Yes 9 9 9 9 9 9 9 9 Region HQ Revision to freeway-to-freeway interchange Yes 9 9 9 9 9 9 9 9 Region HQ New freeway-to-crossroad interchange on a predominately at-grade corridor No 9 9 Region HQ Revision to interchange (1) No 9 9 Region HQ Addition of entrance or exit ramps that complete
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basic movements at an existing interchange No 9 9 Region HQ Abandonment of a ramp (2) No 9 Region HQ Locked gate (4) No 9 (3) Region HQ Pedestrian structure No 9 (3) Region HQ Construction/emergency access break No 9 9 9 Region HQ Notes: (1) Revisions that might adversely affect the level of service of the through lanes. Examples include: doubling lanes for an on-ramp with double entry to the freeway, adding a loop ramp to an existing diamond interchange, and replacing a diamond ramp with a loop ramp. If the revision does not have adverse impacts to the main line, and the spacing and geometric control criteria requirements will be met, a modified IJR will be the acceptable document. (2) Unless it is a condition of the original approval. (3) Update the right-of-way/limited access plan as necessary. (4) As part of Policy Point 1, include a narrative stating that all other alternatives are not feasible. Non-Interstate – Interchange Justification Report Content and Review Levels Figure 1425-2 Interchange Justification Report Design Manual M 22-01 Page 1425-14 May 2006 Interstate actions that may not require an IJR or FHWA action. Project Type Examples/Comments Minor revision to existing freeway-to- freeway interchange To bring to standard Increasing the length of an exit ramp deceleration lane or entrance ramp acceleration lane To meet current geometric control criteria Relocating entrance or exit ramp gore points along the main line Adding an auxiliary lane between two adjacent interchange ramps Ramp terminal revision at the terminal connection with the crossroad, with no effect to the main line lanes of the interstate. New turn pocket(s), through lane(s), signalization, roundabout(s) Converting a one-lane ramp to two lanes with no effect on the through lanes of the Interstate If there are impacts to the main line, an IJR is
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required. Contact the HQ Access and Hearings Unit for direction. Transit flyer stops near the ramp terminals of on-ramps Complete Policy Point 3 first for all proposals. If Policy Point 3 shows impacts to the main line, complete the remaining Policy Points. Notes: The table above shows some, but not all, of the types of access revisions that normally do not require an Interchange Justification Report. All changes to limited access routes must receive the approval of the Assistant State Design Engineer. All access changes on Interstate routes must be approved by FHWA. If the following conditions are met, the proposal may be considered under lesser documentation: • A traffic analysis documents that there will be no adverse impact to the freeway main line. • The data used is consistent with the data used in the environmental analyses. • The access is designed to the design level required by the appropriate Design Matrix. • Access spacing meets requirements in Chapter 940. • The project is approved per Chapter 330 as part of the Project Summary approval process. The omission of the IJR is justified in the Design Documentation Package, with a copy sent to the state Access and Hearings Engineer after the Assistant State Design Engineer has concurred in writing. If Interstate, FHWA must concur. Interchange Justification Report Possibly Not Required Figure 1425-3 Design Manual M 22-01 Interchange Justification Report May 2006 Page 1425-15 Interchange Justification Report Process Flow Chart Figure 1425-4 Study of Local and State Transportation Systems Establish Study Support Team Conduct Traffic Data Need Analysis of local system The Study and Team Process Stop. No Revised or Added Access to the State System will be Allowed. Continue Study -Adding Combination of Local and Existing State System Interchange Improvements Do Local Improvements Meet Need? YES Continue Study -Adding
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Combination of Local, Existing and New State System Interchange Improvements Continue Study -Adding Combination of Local and Existing State System Improvements YES NO Do L&S Improvements Meet Need? NO End Study Phase, Begin Developing Interchange Justification Report Is Deficiency in Highway System Plan? YES Amend Highway System Plan? Conclude Study NO NO YES Draft Interchange Justification Report Routed to Region Technical Teams for Review See Next Page Interchange Justification Report Design Manual M 22-01 Page 1425-16 May 2006 Interchange Justification Report Process Flow Chart Figure 1425-4 Continued HQ Design Conducts Access Review See Previous Page HQ Design Conducts Geometric Review HQ Traffic Conducts Operational Review HQ State Design Engineer Approval of IJR Can HQ Endorse the IJR? YES HQ State Design Engineer Submits Report to FHWA for Review YES - Interstate FHWA Review of IJR and Independent Analysis of Report Traffic Data Can FHWA Endorse the IJR? Team Addresses and Resolves FHWA Comments FHWA DC Reviews IJR FHWA DC IJR Acceptance Finding of Engineering and Operational Acceptability by FHWA NEPA and IJR Approval Provided Concurrently by FHWA YES NO NO YES YES NO NO Amend IJR Requires FHWA DC Review of IJR? IJR is Acceptable to FHWA DC? Design Manual M 22-01 Surveying and Mapping May 2006 Page 1440-1 Plans Preparation Manual, M 22-31, WSDOT WSDOT Monument Database: ## 1440.03 Procedures For WSDOT projects, it is recommended that surveying activities include (if appropriate) but not be limited to the following items. (1) During the Project Definition Phase (a) Record any pertinent surveying information as detailed in the Design Documentation Check List at: (b) Research for recorded survey monuments existing within the project area. (c) Determine and prioritize project survey needs and tasks to be completed. Needs and tasks may include: • Cadastral issues • Right of way issues
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• Geodetic control issues • Photogrammetry issues • Other issues as needed (2) During Design and Development of the Plans, Specifications, and Estimates (a) The project manager and project surveyor hold a preliminary survey meeting, covering: • Project schedule • Anticipated survey requests For preliminary survey meeting specifics and roles and responsibilities of the project manager and project surveyor, see the Highway Surveying Manual. (b) Perform field reconnaissance, mark existing recorded survey monuments, and determine the location of possible new survey monuments. Also, mark found unrecorded monuments for preservation if practical. 1440.01 General 1440.02 References 1440.03 Procedures 1440.04 Datums 1440.05 Global Positioning System 1440.06 WSDOT Monument Database 1440.07 Geographic Information System 1440.08 Photogrammetric Surveys 1440.09 Documentation ## 1440.01 General The Washington State Department of Transportation (WSDOT) is permitted, by an agreement with the Board of Registration for Professional Engineers and Land Surveyors, to practice land surveying “under the direct supervision of a licensed professional land surveyor OR a licensed professional engineer.” (See Figures 1440-1a and b, Interagency Agreement.) ## 1440.02 References Revised Code of Washington (RCW) 58.09, “Surveys – Recording” RCW 58.20.120, “System designation – Permitted uses” RCW 58.24.040(8), “ . . . temporary removal of boundary marks or monuments” Washington Administrative Code (WAC) 332-120, “Survey Monuments – Removal or Destruction” WAC 332-130, “Minimum Standards for Land Boundary Surveys and Geodetic Control Surveys and Guidelines for the Preparation of Land Descriptions” Interagency Agreement Between the Washington State Department of Transportation and the Board of Registration for Professional Engineers and Land Surveyors (1990) Construction Manual, M 41-01, WSDOT Highway Surveying Manual, M 22-97, WSDOT # Chapter 1440 Surveying and Mapping Surveying and Mapping Design Manual M 22-01 Page 1440-2 May 2006 (c) Determine the impact to geodetic monuments and notify the Headquarters (HQ) Geographic Services Office .(d) Refer to the Highway
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Surveying Manual to: • Convert Washington State plane coordinates to project datum. • Document the procedure and combined factor used for converting between datums. • Determine survey collection methods. • Collect primary, secondary, and tertiary survey data. • Process and import secondary, tertiary, or other survey data into design software for use by designers. (e) Apply to the Department of Natural Resources (DNR) for permits for monuments that will be disturbed or removed (Chapter 1450). (f) Archive new primary and secondary survey control data in the WSDOT Monument Database and GIS, as appropriate, for future retrieval. (g) Ensure that all survey monuments within the project right of way are shown on the contract plans in order to avoid accidental damage. (h) Develop a Record of Survey (RCW 58.09) or a Monumentation Map as required (Chapter 1450). (3) After Construction is Completed (a) Complete a “Post Construction” survey as described in the Highway Surveying Manual and the Construction Manual .(b) Have the DNR Completion Report signed and stamped by the appropriate professional in direct charge of the surveying work, then file with DNR as described in Chapter 1450. ## 1440.04 Datums A datum is a geometrical quantity (or set of quantities) that serves as a reference, forming the basis for computation of horizontal and vertical control surveys in which the curvature of the earth is considered. Adjusted positions of the datum, described in terms of latitude and longitude, may be transformed into state plane coordinates. All engineering work (mapping, planning, design, right of way, and construction) for WSDOT projects is based on a common datum. (1) Horizontal WAC 332-130-060 states, “The datum for the horizontal control network in Washington shall be NAD83 (1991) [the North American Datum of 1983] as officially adjusted and published by the National Geodetic Survey of the
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United States Department of Commerce and as established in accordance with chapter 58.20 RCW. The datum adjustment shall be identified on all documents prepared; i.e., NAD83 (1991).” For further information, see the Highway Surveying Manual . (2) Vertical The North American Vertical Datum of 1988 (NAVD88) as defined by the National Geodetic Survey (NGS) is the official civilian datum for surveying and mapping activities in the United States. WSDOT has adopted this datum. For further information, see the Highway Surveying Manual . ## 1440.05 Global Positioning ## System A Global Positioning System (GPS) uses a constellation of satellites and earth stationed receivers to determine geodetic positions (latitude and longitude) on the surface of the earth. WSDOT personnel use this survey technology. (See the Highway Surveying Manual for more detailed discussions.) GPS technology is changing rapidly. The key point is for the designer and surveyor to select the best tool (GPS or conventional applications) for doing the survey fieldwork . Oftentimes a combination of GPS and conventional (Total Station) surveying is appropriate. Design Manual M 22-01 Surveying and Mapping May 2006 Page 1440-3 ## 1440.06 WSDOT Monument ## Database The WSDOT Monument Database provides storage and retrieval capabilities for data associated with survey control monuments set by WSDOT. This database supports and tracks the Report of Survey Mark and aids in fulfilling WSDOT’s obligation to contribute to the body of public record, thereby minimizing the duplication of survey work. The Report of Survey Mark provides data on specific GPS stations. (See Figure 1440-2 for an example of a Report of Survey Mark.) To access the WSDOT Monument Database, see the following web site: ## 1440.07 Geographic Information ## System The Geographic Information System (GIS) is a collection of information from many sources. Its purpose is to assemble data into a
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central database for the common good. The data is stored on many levels so that the desired information can be selected and combined to achieve the desired product. Surveying and photogrammetric data are vital elements of this system. ## 1440.08 Photogrammetric ## Surveys Photogrammetric surveys are performed to furnish topographic or planimetric maps and cross sections for use in the reconnaissance, location, and preliminary design phases of highway work. To use photogrammetric surveys for final design and construction requires that the ground be nearly bare to obtain the necessary accuracy. By using well-planned aerial photography in stereoscopic plotters, contours and other physical features are delineated on map sheets to a scale consistent with the accuracies or detail required. The usefulness of aerial photography is not limited to mapping. Taking the form of enlargements, mosaics, and digital images, it can be used as a visual communication tool (displays and exhibits) for planning, design, property acquisition, engineering, construction, litigation, and public relations. To obtain information on preparation, procedure, and programming of aerial photography and photogrammetric mapping and applications, contact the HQ Geographic Services Office . When requesting a photogrammetric survey, specify the desired units and check the units of the product. Allow for the time required to communicate the complex and detailed work request, develop the service, and accomplish the product. ## 1440.09 Documentation For documentation related to monuments, see Chapter 1450. Primary and secondary survey control data are archived in the WSDOT Monument Database and GIS when available. The documents required to be preserved in the Design Documentation Package (DDP) or the Project File (PF) can be found on the following web site: Surveying and Mapping Design Manual M 22-01 Page 1440-4 May 2006 Interagency Agreement Figure 1440-1a Design Manual Chapter 1440 1 of 4 FHWA Review DRAFT 7/29/05 Design
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Manual M 22-01 Surveying and Mapping May 2006 Page 1440-5 Interagency Agreement Figure 1440-1b Design Manual Chapter 1440 2 of 4 FHWA Review DRAFT 7/29/05 Surveying and Mapping Design Manual M 22-01 Page 1440-6 May 2006 Report of Survey Mark > Figure 1440-2 > Design Manual Chapter 1440 3 of 4 FHWA Review DRAFT 7/29/05 # Geographic Services Report of Survey Mark GENERAL MONUMENT INFORMATION Designation: GP29530-21 Monument ID: 8 State: WASHINGTON County: SNOHOMISH Region: NW Nearest Town: ARLINGTON Usgs Quad: ARLINGTON WEST T.R.S: 31N, 5E , 2 Corner Code: State Route: 530 Mile Post: 20.590 Station: Offset: Owner: GS Bearing: M ACCOUNTS INFORMATION BOOK PROJECT INVOICE 49 0L2030 23-94042 Description TO REACH THE STATION FROM THE INTERSECTION OF SR 530 AND SR 009 AT ARLINGTON, GO WEST 0.2 MILES ALONG SR 530 TO THE STATION ON THE RIGHT. IT IS LOCATED 1.1 METERS SOUTH OF A WITNESS POST, 33.5 METERS WEST OF THE APPROXIMATE CENTERLINE OF DIKE ROAD AND 1.2 METERS NORTH OF A GUARD RAIL. THE STATION IS A STANDARD WSDOT BRASS DISK SET IN A ROUND CONCRETE MONUMENT PROJECTING 0.2 FEET ABOVE THE GROUND. NOTE: 'POSITION UP-DATE BY OCCUPYING WITH G.P.S.' NOTE: TIED TO HPN 4/94. THIS IS A NAVD88 UPDATE. CURRENT SURVEY CONTROL DATUM LATITUDE UNIT LONGTITUDE UNIT NETWORK METHOD ACCURACY NAD 83/91 48 11 54.567381 N 122 08 03.530464 W PRIMARY GPS 2 CM Report of Survey Mark > Figure 1440-2 Design Manual M 22-01 Monumentation May 2006 Page 1450-1 # Chapter 1450 Monumentation 1450.01 General 1450.02 References 1450.03 Definitions 1450.04 Control Monuments 1450.05 Alignment Monuments 1450.06 Property Corners 1450.07 Other Monuments 1450.08 Documentation 1450.09 Filing Requirements ## 1450.01 General Proper monumentation is important in referencing a highway’s alignment, which is used to define its right of way. The department can contribute to the body
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of public records and minimize duplication of survey work by establishing and recording monuments that are tied to a state plane coordinate system and to a standard vertical datum. The department is required by law to perpetuate existing recorded monuments. (See RCW 58.09.) The department provides monuments for realignments and new highway alignments and perpetuates existing monuments impacted by a project. The Department of Natural Resources (DNR) is designated as the official agency for surveys and maps. New monuments set to establish property corners, highway alignment, etc., shall be recorded on a Record of Survey or Monumentation Map and filed with the DNR Public Land Survey Office and the appropriate county auditor or county engineer. All Records of Survey and Monumentation Maps are retained at DNR. Geodetic monuments are established and the Headquarters Geographic Services Office retains their placement records. Geodetic monuments are recorded on a Report of Survey Mark. These records are made available to the public on the internet by viewing: > Existing monuments are not to be disturbed without first obtaining the DNR permits required by state law. DNR allows the temporary covering of a string of monuments under a single permit. State law requires replacement of land boundary monuments after temporary removal according to permit procedures. Washington State Department of Transportation (WSDOT) control and alignment monuments may not be removed without replacement, unless the location of the original position is perpetuated by reference and the appropriate document(s) prepared and filed with the county and the WSDOT Right of Way Plans Branch. Other requirements pertaining to specific monuments are discussed below. Figure 1450-1 summarizes the documentation requirements for new and existing monuments. The region is responsible for identifying and locating all existing monuments; obtaining all required permits before any existing monument is disturbed; and the research
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to locate existing monuments as required by WAC 332-120-030, as follows: (2) Any person, corporation, association, department, or subdivision of the state, county or municipality responsible for an activity that may cause a survey monument to be removed or destroyed shall be responsible for ensuring that the original survey point is perpetuated. It shall be the responsibility of the governmental agency or others performing construction work or other activity (including road or street resurfacing projects) to adequately search the records and the physical area of the proposed construction work or other activity for the purpose of locating and referencing any known or existing survey monuments. Monumentation Design Manual M 22-01 Page 1450-2 May 2006 ## 1450.02 References Revised Code of Washington (RCW) 18.43 “Engineers and Land Surveyors,” RCW 58.09 “Surveys – Recording,” RCW 58.24 “State Agency for Surveys and Maps – Fees,” Washington Administrative Code (WAC) 332-120 “Survey Monuments – Removal or Destruction,” WAC 332-130 “Minimum Standards for Land Boundary Surveys and Geodetic Control Surveys and Guidelines for the Preparation of Land Descriptions,” Highway Surveying Manual, M 22-97, WSDOT “Manual of Instructions for the Survey of the Public Lands of the United States 1973 BLM, U.S. Department of Interior” ## 1450.03 Definitions monument As defined for this chapter, a monument is any physical object or structure which marks or references a survey point. This includes but is not limited to a point of curvature (P.C.), a point of tangency (P.T.), a property corner, a section corner, a General Land Office (GLO) survey point, a Bureau of Land Management (BLM) survey point, and any other permanent reference set by a governmental agency or private surveyor. removal or destruction The physical disturbance or covering of a monument such that the survey point is no longer visible or readily accessible. ## 1450.04 Control
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Monuments Horizontal and vertical control monuments are permanent references required for the establishment of project coordinates tied to the Washington State plane system and elevations tied to a standard vertical datum. By establishing and recording permanent control monuments, the department eliminates duplication of survey work and contributes to the body of public records. Horizontal and vertical control monuments are required for highway projects requiring the location of existing or proposed alignment or right of way limits. Monuments set by other agencies may be used if within 1 mile of the project, and the required datum and accuracy were used. When control monuments are required for a given project, show the existing and proposed control monuments on the contract plans. For horizontal control: • Use North American Datum 1983, revised 1991 (NAD83/91). • Use a minimum of second order, Class II procedures as defined in the Highway Survey Manual (M 22-97). • Provide two monuments near the beginning of the project. Where possible, when setting horizontal control, set points to act as azimuth points. Place points so that line of sight is preserved between them and in an area that will not be disturbed by construction. • Provide two monuments near the end of the project. • Provide a pair of monuments at about 3-mile intervals throughout the length of the project. For vertical control: • Use North American Vertical Datum 1988 (NAVD88). (See the Highway Surveying Manual for orders of accuracy required.) • Use at least second order procedures for primary vertical control within project limits as defined in the Highway Surveying Manual . Use third order for secondary control throughout the project. • Provide vertical control throughout the length of the project. Desirable spacing is at or near each milepost. Maximum spacing is 3 miles apart. All control monuments
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that are established, reestablished, or reset must be filed with the county engineer and the Department of Natural Resources (DNR). Submit a Record of Survey or a Monumentation Map that has been signed by the supervising, licensed, professional engineer or licensed, professional land survey or; if the monument is not used to reference right of way or land corners, submit a Report of Survey Mark. (See the Highway Surveying Manual for more detailed guidance on Control Monuments.) Design Manual M 22-01 Monumentation May 2006 Page 1450-3 ## 1450.05 Alignment Monuments Alignment monuments are permanent references required for the establishment or reestablishment of the highway and its right of way. Placing monuments at random points, in safe locations and tied to the Washington State plane coordinate system is recommended. (See the Highway Surveying Manual .) Establishment, reestablishment, or resetting of alignment monuments is required on the following highway projects: • New highway alignment projects • Highway realignment projects involving new right of way (monuments are only required for the realigned highway section) • Highway projects where alignment monuments already exist Before an existing alignment monument is reestablished or reset, a DNR permit is required. All alignment monuments that are established, reestablished, or reset must be filed with the appropriate county auditor or county engineer. The Record of Survey is filed with the county auditor in the county in which the monument is located and a recorded copy is sent to the Headquarters (HQ) Right of Way Plans Branch. The original Monumentation Map is filed with the county engineer of the county in which the monument is located and a recorded copy, with the filing signatures, is sent to the HQ Right of Way Plans Branch. The HQ Right of Way Plans Branch will forward a copy to DNR. ## 1450.06 Property
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Corners A new property corner monument will be provided where an existing recorded monument has been invalidated as a direct result of a right of way purchase by the department. The new property corner monument shall be set by or under the direct supervision of a licensed professional engineer or licensed professional land surveyor. The licensed land surveyor files the Record of Survey with the county auditor. A recorded copy of the Record of Survey is sent to the HQ Right of Way Plans Branch, and the HQ Real Estate Services Office. The licensed professional engineer files a Monumentation Map with the county engineer of the county in which the monument is located and a recorded copy is sent to the HQ Right of Way Plans Branch and the HQ Real Estate Services Office. ## 1450.07 Other Monuments A DNR permit is required before any monument may be removed or destroyed. Existing section corners and BLM or GLO monuments impacted by a project shall be reset to perpetuate their existence. After completing the work, a DNR Land Corner Record is required. Other permanent monuments established by any other governmental agency must not be disturbed until the agency has been contacted to determine specific requirements for the monument. If assistance is needed to identify a monument, contact the HQ Geographic Services Office. Resetting monuments must be done by or under the direct supervision of a licensed professional engineer or a licensed professional land surveyor. If a Record of Survey is prepared, it will be filed with the county auditor in the county in which the monument is located. If a Monumentation Map is prepared, it is filed with the county engineer of the county in which the monument is located and a recorded copy is sent to the HQ Right of
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Way Plans Section. The HQ Right of Way Plans Branch will forward a copy to DNR for their records. ## 1450.08 Documentation The documents required to be preserved in the Design Documentation Package (DDP) or the Project File (PF) can be found on the following web site: > Monumentation Design Manual M 22-01 Page 1450-4 May 2006 ## 1450.09 Filing Requirements (1) DNR Permit When a DNR permit is required, use the application form shown in Figure 1450-2a. The completed application must be signed by a licensed professional engineer or a licensed professional land surveyor and submitted to DNR. The DNR permit applications can be down loaded in TIFF, PDF, or Word format at the following web site: > Monumentation work cannot be done until DNR has approved the permit. In extraordinary circumstances, verbal authorization may be granted by DNR pending the issuance of a written permit. After resetting the monument, the survey method used must be filed with DNR using the completion report form shown in Figure 1450-2b. The form must be signed by a licensed professional engineer or a licensed professional land surveyor. (2) Documentation Map When a Monumentation Map is required, a plan sheet is prepared. Generally, the plan sheet is based on a right of way plan obtained from the HQ Right of Way Plans Branch.A Monumentation Map contains a description of all new and existing monuments indicating their kind, size, and location. In addition, it must contain the seal and signature of a licensed professional engineer or a licensed professional land surveyor. (See the Plans Preparation Manual .) A copy of a Monumentation Map is filed with the county engineer of the county in which the monument is located and a recorded copy is sent to the HQ Right of Way Plans Branch.
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The HQ Right of Way Plans Branch will forward a copy to DNR for their records. (3) Land Corner Record When a Land Corner Record is required, use the forms shown in Figures 1450-3a and 3b. The completed forms must be signed and stamped by a licensed professional engineer or a licensed professional land surveyor and submitted to the county auditor for the county in which the monument is located. Design Manual M 22-01 Monumentation May 2006 Page 1450-5 SET NEW WSDOT Control Monument Before: No permit required. After: File a copy of the Monumentation Map with the county engineer. Send the original to the HQ Right of Way Plans Branch. Alignment Monument Before: No permit required After: File a Record of Survey with the county auditor or a Monumentation Map with the county engineer. Send a copy to the HQ Right of Way Plans Branch. Property Corner Monument* Before: Engage a licensed professional land surveyor After: Licensed professional land surveyor files Record of Survey with county auditor or a licensed professional engineer files a Monumentation Map with the county engineer and sends a copy to the HQ Right of Way Plans Branch. DISTURB EXISTING* Control Monument Before: Obtain DNR permit. After: File a copy of the Monumentation Map with the county engineer. Send the original to the HQ Right of Way Plans Branch. Alignment Monument Before: Obtain DNR permit. After: File a copy of a Monumentation Map with the county engineer. Send the original to the HQ Right of Way Plans Branch. Section Corner, BLM, or GLO Monument Before: Obtain DNR permit. After: File Land Corner Record with the county engineer. Send a copy to the HQ Right of Way Plans Branch. All Other Monuments Before: • Obtain DNR permit. • Contact governmental agency After: File a copy of
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a Monumentation Map with the county engineer. Send the original to the HQ Right of Way Plans Branch. *Property corner monuments must be filed within 90 days of establishment, re-establishment, or restoration. Monument Documentation Summary > Figure 1450-1 Monumentation Design Manual M 22-01 Page 1450-6 May 2006 DNR Permit Application Figure 1450-2a # APPLICATION FOR PERMIT TO REMOVE OR DESTROY A SURVEY MONUMENT ## PERMIT NO. You are hereby authorized to remove or destroy the described survey monument(s): AUTHORIZING SIGNATURE/DATE (DNR or Other Authorizing Agency) APPLICANT INFORMATIO N: NAME: TELEPHONE NO: DATE: COMPANY OR AGENCY NAME AND ADDRESS: I estimate that this work will be finished by (date)__________. _________I request a variance from the requirement to reference to the Washington Coordinate System. (Please provide your justification in the space below.) The variance request is approved; not approved. (FOR DNR USE ONLY) Reason for not approving: ________________________________________________________________________________________ MULTIPLE MONUMENTS: ______Check here if this form is being used for more than one monument. You must attach separate sheets showing the information required below for each monument affected. You must seal, sign and date each sheet. ____________________________________________________________________ INDEXING INFORMATION FOR AN INDIVIDUAL MONUMENT: 1) THE MONUMENT IS LOCATED IN: SEC TWP RGE 1/4-1/4 2) ADDITIONAL IDENTIFIER: (e.g., BLM designation for the corner, street intersection, plat name, block, lot, etc.) ___________________________________________________________________ MONUMENT INFORMATION: Describe: 3) the monument/accessories found marking the position, 4) the temporary references set to remonument the position (include coordinates when applicable), and 5) the permanent monument(s) to be placed on completion (if a permanent witness monument(s) is set include the references to the original position). SEAL/SIGNATURE/DATE SIGNED (Form prescribed 2/94 by the Public Land Survey Office, Dept. of Natural Resources, pursuant to RCW 58.24.040 (8).) DNR Permit Application Figure 1450- 2a Design Manual M 22-01 Monumentation May 2006 Page 1450-7 DNR
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Completion Record Form Figure 1450-2b # COMPLETION REPORT FOR MONUMENT # REMOVAL OR DESTRUCTION (TO BE COMPLETED AND SENT TO THE DNR AFTER THE WORK IS DONE.) ______________________________________________________________________________________ _____I have perpetuated the position(s) as per the detail shown on the application form. _____________________________________ SEAL/SIGNATURE/DATE SIGNED OR ______I was unable to fulfill the plan as shown on the application form. Below is the detail of what I did do to perpetuate the original position(s). (If the application covered multiple monuments attach sheets providing the required information. Seal, sign and date each sheet.) _____________________________________ SEAL/SIGNATURE/DATE SIGNED DNR Completion Report Form Figure 1450 – 2b Monumentation Design Manual M 22-01 Page 1450-8 May 2006 Land Corner Record Figure 1450-3a # LAND CORNER RECORD __ ____ ___ ____ ___ ____ ___ ___ ____ ___ ____ ___ ____ ___ ____ ___ __ ______________________ GRANTOR/SURVEYOR/PUBLIC OFFICER: This corner record correctly represents work performed by me or under my direction in conformance with the Survey Recording Act. COMPANY OR AGENCY: ADDRESS: GRANTEE: PUBLIC SEAL/SIGNATURE/DATE ______________________________________________________________________________ LEGAL: TWP: RGE: CORNER CODE ADDITIONAL IDENTIFIER:(BLM designation, street or plat names, block, lot, etc.) COUNTY: _____________________________________________________________________________ : WASHINGTON PLANE COORDINATES: N: E: ORDER: ZONE: DATUM (Date of adjustment): ____________________________________________________________________________ CORNER INFORMATION: Discuss the history, evidence found, and perpetuation of the corner. Diagram the references; provide the date of work; and, if applicable, a reference to a map of record and/or the field book/page no. Use the back, if needed. This form is in compliance with the intent of RCW 65.04.045 and prescribed by the Public Land Survey Office, Department of Natural Resources - 1/97. DNR Land Corner Record Figure 1450 – 3a Design Manual M 22-01 Monumentation May 2006 Page 1450-9 Land Corner Record Figure 1450-3b MARK THE CORNER LOCATION BELOW AND FILL IN THE CORNER CODE BLANK ON THE OTHER
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SIDE: For corners at the intersection of two lines, the corner code is the alphanumeric coordinate that corresponds to the appropriate intersection of lines. For corners that are only on one line, the corner code is the line designation and the related line segment; i.e., a corner on line 5 between "B" and "C" is designated BC-5. For corners that are between lines, the corner code is both line segments; i.e., a corner in the SE1/4 of the SE1/4 of section 18 is designated MN 4-5. ___________________________________________________________________________________ RCW 58.09.060 (2) requires the following information on this form: an accurate description and location, in reference to the corner position, of all monuments and accessories (a) found at the corner and (b) placed or replaced at the corner; (c) basis of bearings used to describe or locate such monuments or accessories; and (d) corollary information that may be helpful to relocate or identify the corner position. __________________________________________________________________________________ SPACE FOR ADDITIONAL COMMENT: DNR Land Corner Record > Figure 1450 – 3b Design Manual M 22-01 Fencing May 2006 Page 1460-1 Where the anticipated or existing right of way line has abrupt irregularities over short distances, coordinate with Maintenance and Real Estate Services personnel to dispose of the irregularities as excess property (where possible), and fence the final property line in a manner acceptable to Maintenance. Whenever possible, preserve the natural assets of the surrounding area and minimize the number of fence types on any particular project. (2) Limited Access Highways On highways with full and partial limited access control, fencing is mandatory unless it has been established that such fencing may be deferred. Fencing is not required for modified limited access control areas, but may be installed where appropriate. Fencing is required between frontage roads and adjacent parking or pedestrian areas (such as
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at rest areas and flyer stops) and highway lanes or ramps unless other barriers are used to discourage access violations. On new alignment, fencing is not provided between the frontage road and abutting property unless the abutting property was enclosed prior to highway construction. Such fencing is normally part of the right of way negotiation. Unless there is a possibility of access control violation, fencing installation may be deferred until needed at the following locations (when in doubt, consult the Headquarters (HQ) Access and Hearings Engineer): • Areas where rough topography or dense vegetation provides a natural barrier • Along rivers or other natural bodies of water • In sagebrush country that is sparsely settled • In areas with high snowfall levels and sparse population • On long sections of undeveloped public or private lands not previously fenced 1460.01 General 1460.02 References 1460.03 Design Criteria 1460.04 Fencing Types 1460.05 Gates 1460.06 Procedure 1460.07 Documentation ## 1460.01 General Fencing is provided primarily to discourage encroachment onto the Washington State Department of Transportation’s (WSDOT’s) highway right of way from adjacent property and to delineate the right of way. It is also used to replace fencing that has been disrupted by construction and to discourage encroachment onto adjacent property from the highway right of way. Encroachment onto the right of way is discouraged to limit the presence of people and animals that might disrupt the efficient flow of traffic on the facility. Although not the primary intent, fencing does provide some form of separation between people, animals, the traffic flow, or other special feature s and, therefore, a small measure of protection for each. ## 1460.02 References > Plans Preparation Manual , M 22-31, WSDOT > Roadside Manual, M 25-30, WSDOT > Standard Plans for Road, Bridge, and Municipal Construction (Standard Plans), M
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21-01, WSDOT > Standard Specifications for Road, Bridge, and > Municipal Construction (Standard Specifications), M 41-10, WSDOT ## 1460.03 Design Criteria (1) General Fencing on a continuous alignment usually has a pleasing appearance and is the most economical to construct and maintain. The recommended practice is to locate fencing on or, depending on the terrain, 12 inches inside the right of way line. # Chapter 1460 Fencing Fencing Design Manual M 22-01 Page 1460-2 May 2006 (3) Managed Access Highways Fencing is not required for managed access highways. When highway construction will destroy the fence of an abutting property owner, originally constructed on private property, the cost of such replacement fencing may be included in the right of way payment. When the fences of several property owners will be impacted, it may be cost effective to replace the fences as part of the project. If fencing is essential to the safe operation of the highway, it will be constructed and maintained by the state. Examples are the separation of traveled highway lanes, and adjacent facilities with parking or pedestrian areas (such as rest areas and flyer stops ). (4) Special Sites Fencing may be needed at special sites such as pit sites, stockpiles, borrow areas, and stormwater detention facilities. Fencing is not normally installed around stormwater detention ponds . Evaluate the need to provide fencing around stormwater detention facilities when pedestrians or bicyclists are frequently present. Document your decision in the Design Documentation Package. The following conditions suggest a need to evaluate fencing: • Children or persons with mobility impairments are frequently present in significant numbers adjacent to the facility, such as a route identified in a school walk route plan, nearby residential areas, or near a park • Water depth reaches or exceeds 12 inches for several days’ duration
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• Side slopes into the facility are steeper than 3H:1V Fencing proposed at sites that will be outside WSDOT right of way requires that local ordinances be followed if they are more stringent than WSDOT’s. Wetland mitigation sites are not normally fenced. When evaluating fencing for wetland mitigation sites, balance the need to restrict human access for safety considerations (such as the presence of children), with the need to provide animal habitat. Other special sites where fencing may be required are addressed in the following chapters: • Chapter 1020, "Bicycle Facilities" • Chapter 1025, "Pedestrian Design Considerations" • Chapter 1120, "Bridges" (refers to protective screening) The type and configuration of the fence is determined by the requirements of each situation. ## 1460.04 Fencing Types (1) Chain Link Installation of chain link fence is appropriate for maximum protection against right of way encroachment on sections of high -volume highways under the following conditions: • Along an existing business district adjacent to a freeway • Between a freeway and an adjacent parallel city street • At locations where existing streets have been cut off by freeway construction • At industrial areas • At large residential developments • At military reservations • At schools and colleges • At recreational and athletic areas • At developed areas at the intersection of two limited access highways • At any other location where a barrier is needed to protect against pedestrian, bicyclist, or livestock encroachment in limited access areas For roadway sections in rock cuts, see Chapter 640. The Standard Plans contains details for the approved types of chain link fence. The recommended uses for each type of fence are as follows: (a) Type 3. A high fence for areas of intensified use, such as industrial areas, or school playgrounds. Use this fence for new installations
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of high fencing. It may be used within the Design Clear Zone. Design Manual M 22-01 Fencing May 2006 Page 1460-3 (b) Type 4. A lower fence for special use, such as between the traveled highway lanes and a rest area or flyer stop, or as a rest area boundary fence if required by the development of the surrounding area. This fence may be used along a bike path or hiking trail to separate it from an adjacent roadway. Justify why corrective action is not taken when existing fencing with a rigid top rail will be left in place within the limits of a proposed project. For those cases where a more rigid fence is required, contact the HQ Design Office. Coated galvanized chain link fence is available in various colors and may be considered in areas where aesthetic considerations are important. Coated ungalvanized chain link fence is not recommended. (2) Wire Fencing The Standard Plans and the Standard Specifications contain details for the two approved types of wire fence. The recommended uses for each type of fence are as follows: (a) Type 1. This fence is used in urban and suburban areas where improvements along the right of way are infrequent and future development is not anticipated. It may also be used adjacent to livestock grazing areas. The lower portion of this fence is wire mesh and provides a barrier to children and small animals. (b) Type 2. This fence is used in farming areas to limit highway crossings by farm vehicles to designated approaches. These areas include irrigation districts to prevent ditch riders, maintenance personnel, and farmers from making unauthorized highway crossings , and where new alignment crosses parcels previously enclosed by barbed wire. (3) Other Considerations Extremely tall fences (7 to 10 feet high) may be used
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in areas where there are exceptional hazards such as large concentrations of deer or elk. (See the region’s Environmental Services Office and the Roadside Manual concerning wildlife management. ) Metal fencing can interfere with airport traffic control radar. When locating fencing in the vicinity of an airport, contact the Federal Aviation Administration to determine if metal fence will create radar interference at the airport. If so, use nonmetallic fencing. Do not straddle or obstruct surveying monuments. ## 1460.05 Gates Keep the number of fence gates along limited access highways to a minimum. On limited access highways, all new gates must be approved as described in Chapter 1425. Usually such gates are necessary only to allow highway maintenance personnel and operating equipment to reach the state right of way without using the highway or freeway main line . Gates may be needed to provide access to utility supports, manholes, and the like, located within the right of way. Use gates of the same type as the particular fence, and provide locks to deter unauthorized use. In highly developed and landscaped areas where maintenance equipment is parked outside the fence, provide the double gate indicated in the Standard Plans. Where continuous fencing is not provided on limited access highways, Type C approaches (see Chapter 920) are normally gated and locked, with a short section of fence on both sides of the gate. ## 1460.06 Procedure Fencing is addressed in the access report, in accordance with Chapter 1430, and the Plans, Specifications and Estimates (PS&E) , in accordance with the Plans Preparation Manual . ## 1460.07 Documentation A list of documents that are to be preserved in the Design Documentation Package (DDP) or the Project File (PF) can be found on the following web site: Design Manual M 22-01 Index May 2006
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Page 1 Index A ABSORB 350, 720-4 ABSORB 350 impact attenuator, 720-14 Acceleration lane, 910-9, 940-7, 1055-6 Access hearing, 210-12, 1430-2, 1430-12 hearing plan, 1430-2, 1430-3 report plan, 1430-2, 1430-3 roundabouts, 915-14 Access connection. See Managed access categories, 1435-7 managed access, 1420-2, 1420-3 permit, 1435-8 spacing, 1420-2, 1435-14 spacing, corner, 1420-3 Access control, 120-7, 1420-1 achieving, limited, 1430-1 definitions, 1420-2 full, limited, 1430-3 limited, 1420-1, 1430-1 limits, 1430-15, 1430-16, 1430-17, 1430-18, 1430-19, 1430-20, 1430-21, 1430-22 managed, 1420-1, 1435-1 modified, limited, 1430-8 partial, limited, 1430-5 references, 1420-1 tracking system, 1420-2, 1420-4, 1430-1, 1430-2, 1435-1, 1435-2 vocabulary, 1420-5 Accessible route, passenger, 1055-8 Access Point Decision Report (APD Report), 1055-1 limited access, 1430-3, 1430-12 Accidents, 610-6 ADIEM 350 impact attenuator, 720-4, 720-14 Administrative appeal hearing, 210-15 ADT (average daily traffic), 700-1 Agency Request Budget (ARB), 120-14 Airport-highway clearance, 630-4 Airport System Plan, 120-12 Alignment horizontal, 620-1 vertical, 630-1 Analysis corridor, 325-7 deviation, 325-7 evaluate upgrade, 325-7 project, 325-7 risk, 325-7 Annual Average Daily Traffic (AADT), 610-2 Approaches full access control, 1430-3 limited access, 1420-2 modified access control, 1430-8 partial access control, 1430-5 railroad, 1430-11 road, 920-1, 1420-5 types, 1430-7 Approval findings and order, 210-14 materials source, 510-2 Arterial HOV, 1050-5, 1050-9 At grade intersections, 910-1 Auxiliary lanes, 620-4, 1010-1 chain-up area, 1010-5 climbing lanes, 1010-2 emergency escape ramps, 1010-4 left-turn, 910-6 passing lanes, 1010-3 right-turn, 910-8 shoulder driving for slow vehicles, 1010-4 slow moving vehicle turnouts, 1010-3 speed change, 910-9 two-way left-turn, 910-8 Index Design Manual M 22-01 Page 2 May 2006 B Barricades, 810-11 Barrier curbs. See vertical curbs Barrier delineation, 830-8 Barriers, traffic, 710-1, 1055-9 barrier deflections, 710-4 definition, 710-1 delineation, 830-8 dragnet, 710-19 flare rate, 710-5 length of need, 710-6 moveable, 810-10 shared use path (bicycle), 1020-13 shy distance, 710-4 steel backed timber guardrail, 710-18 stone guardwalls, 710-18 water filled
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barriers, 810-9 Barrier terminal buried terminals, 710-9 flared terminal, 710-9 nonflared terminal, 710-10 other anchor, 710-10 project requirements, 710-2 Barrier transition definition, 710-1 project requirements, 710-2 Beam guardrail. See Guardrail Berms, earth noise wall, 1140-2 Bicycle Advisory Committee, 1020-4 Bicycle coordinator, 1020-1, 1020-3, 1020-7, 1020-17 Bicycle facilities, 1020-1, 1020-7, 1055-8 access, 1020-6, 1430-5, 1430-8, 1430-10 alignment, horizontal, 1020-13 barriers, traffic, 1020-12 bicycle parking, 1020-7 bicycle route, 1020-1 bike lane, 1020-1, 1020-4, 1020-15 bike lanes cross freeway off and on-ramps, 1020-16 bike route, 1020-17 bikeway, 1020-1 bollards, 1020-15 bridges, 1120-4 clearance, 1020-8, 1020-14, 1020-15 crossings, 1020-8 design clear zone, 1020-13 design speed, 1020-13 drainage, 1020-15 drainage grates, 1020-17 intersections, 1020-8 lighting, 1020-7, 1020-15 maintenance, 1020-6 parking, 1020-16 pavement markings, 1020-15 planning, 1020-2 railroad crossing, 1020-12 roundabouts, 915-13 Rules of the Road (RCW 46.61), 1020-3, 1020-16 rural bicycle touring routes, 1020-2 shared roadway, 1020-2, 1020-4, 1020-17 shared use path, 1020-2, 1020-3, 1020-7 sidewalks, 1020-4 sight distance, 1020-13 signed shared roadway, 1020-2 signing, 1020-15 State Highway System Plan, 1020-2 storage facilities, 1020-7 structures, 1020-7, 1020-14 superelevation, 1020-13 traffic signals, 1020-11, 1020-17 tunnels, 1020-15 undercrossings, 1020-15 widths, 1020-7, 1020-15 Bollards, 1020-15 Boundaries, international, 1410-2 Brakemaster impact attenuator, 720-9 Bridge rails concrete safety shape, 710-19 project requirements, 710-3 thrie beam retrofit, 710-19 Bridges, 1120-1 approach slab, 1120-4 design, 1120-1 end slopes, 640-6 existing structures, 1120-1 geotechnical investigation, 510-11 horizontal clearance, 1120-2 location, 1120-1 medians, 1120-2 Design Manual M 22-01 Index May 2006 Page new structures, 1120-1 pedestrian and bicycle facilities, 1120-4 protective screening for highway structures, 1120-5 rail end treatment, 1120-4 railroad, 1120-2 site design elements, 1120-1 slope protection, 1120-5 slope protection at watercrossings, 1120-5 structural capacity, 1120-1 structure width, 440-9 vertical clearance, 1120-2 widths for structures, 1120-2 Bridge site data, 1110-1 check list, 1110-5 stream crossings, 1110-2 Bridle trail, 1020-1 Budgets, 120-14 Buffer-separated
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HOV lanes, 1050-1, 1050-3, 1050-9, 1050-11 Bus, passenger access, 1055-8 Bus facilities, 1060-1 access, 1430-5, 1430-7, 1430-10 berths, 1060-7 disabled accessibility, 1060-12 grades, 1060-11 intersection, 1060-12 lane widths, 1060-11 passenger amenities, 1060-10 paving sections, 1060-11 transfer/transit centers, 1060-7 turning path template, 1060-26, 1060-28 vehicle characteristics, 1060-11 Bus stops and pullouts, 1060-7 designation and location, 1060-8 far-side, 1060-8 flyer stop access points, 1055-5 flyer stops, 1055-4 mid-block, 1060-9 near-side, 1060-9 park and ride stops, 1055-5 placement, 1060-8 pullouts, 1060-9 C Caissons, 1130-2 Cantilever sign supports, 820-3 Capacity climbing lane warrant, 1010-2 roundabouts, 915-7 Capacity analysis, 915-7 Categories, 915-1 CAT impact attenuator, 720-1, 720-9 Cattle passes, R/W, 1410-2 Central Island, 915-12 Chain-off areas, 1010-5 Chain-up areas, 1010-5 Chain link fencing, 1460-2 gates, 1460-3 Channelization, 910-6 devices, 810-11 islands, 910-9 left-turn lanes, 910-6 right-turn lanes, 910-8 shoulder, 910-9 speed change lanes, 910-9 Circulating roadway, 915-10 City streets, 440-4 Classification functional, 440-3 terrain, 440-3 Clearance airport-highway, 630-4 bikeway, 1020-8 Clear run-out area, 700-1 Clear zone definitions, 700-1 recovery area, 700-2 roundabouts, 915-13 Climbing lanes, 1010-2 warrents, 1010-2 Closed circuit television cameras (CCTV), 860-1 Cloverleaf, 940-3 Coast Guard, U.S. (USCG), 1110-3 permit, 1110-3 Collector, 440-16 Collector distributor roads, 940-9 Combined hearings, 210-15 Index Design Manual M 22-01 Page May 2006 Commercial road approach, 920-3 Communication towers geotechnical investigation, 510-7 Comprehensive plans, 120-3, 120-5 Concrete barrier, 1055-9 concrete barrier terminals, 710-16 shapes, 710-15 Concurrent flow HOV lanes. See Nonseparated HOV lanes Condemnations, 1410-5 Cones, 810-11 Connection. See Access connection Connections, 940-7, 940-9 managed access, 1420-2, 1420-3 Construction permits, 1410-3 Contour grading, 1310-1 Controllers, signal, 850-8 Corner clearance, 1420-3 Corner clearance, managed access, 1435-6 Corridor hearing, 210-11 Corridor or project analysis, 325-7 County roads, 440-4 Crossroads, 910-2, 910-4 ramp terminal intersections, 940-9 Cross sections bridge end slopes, 640-6 drainage ditches in embankment areas, 640-6 interchange ramp,
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{
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940-5 roadways, 640-2 rock cuts, 640-4 side slope, 640-4 stepped slopes, 640-6 turning roadway width, 641-1 Cross slope roadways, 640-2 shoulders, 640-2 stepped slopes, 640-6 traveled way, 640-2 Crosswalks, 850-8 Crown slope for divided highways, 640-7 Curb cuts, 1020-12 shared use path, 1020-12 Curbs, 440-8 Current Law Budget (CLB), 120-14 Curves horizontal, 620-2 roadway widths, 641-1 vertical, 630-2 Cut slope, 640-4 D DDS. See Design Decision Summary Deceleration lane, 910-9, 940-8, 1055-7 Delineation, 830-1 guide posts, 830-7 pavement markings, 830-2 traffic barriers, 830-8 wildlife warning reflectors, 830-8 Department of Defense (DOD), 1120-3 Design elements, 325-5 exception (DE), 325-7 hearing, 210-12 level, 325-6 matrix procedures, 325-1 speed, 430-1, 440-4, 940-4, 1055-5 variance, 325-7 vehicle, 910-4, 1055-5 Design Clear Zone definition, 700-1 roundabouts, 915-13 Design considerations, 920-2 road approaches, 920-2 Design exception (DE), 325-7 Design Hourly Volume (DHV), 610-2 Design level, 325-6 Design matrix, 325-1 Design Elements, 325-5 design level, 325-6 procedures, 325-1, 340-4 Project Type, 325-2 selecting, 325-1, 340-4 terminology in notes, 325-7 using a matrix, 340-4 Design process and permit interaction, 240-17 Design template, 920-2 Design Variance Inventory System (DVIS), 325-7 Deviation, 325-7, 340-6 Diamond interchange, 940-3 Diamond symbols, 1055-10 Design Manual M 22-01 Index May 2006 Page Direct access ramp, HOV, 1050-2, 1050-3, 1050-5, 1050-9 HOV direct access, 1055-5 Directional Design Hour Volume (DDHV), 610-2 Directional interchange, 940-3 Disabled access, transit, 1055-8, 1060-12 Distribution facilities, 620-3 Ditches in embankment areas, drainage, 640-6 Ditch slope, 640-4 DMS, definition, 860-4 Documentation. See the last heading of most chapters Drainage, 940-4, 1210-1 Drainage ditches in embankment areas, 640-6 Drilled shafts, 1130-2 Drop lanes, 910-8 Drums, 810-11 Dynamic message signs (DMS), 860-4 E Easements perpetual, 1410-3 right of way, 1410-2 temporary, 1410-3 Element, design, 325-5 Elevators, 1055-8 Emergency escape ramps, 1010-4 Emergency vehicle preemption, 850-10 Endangered species, 210-7 Enforcement areas, 1055-5 Enhanced
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