Geometric Design Practices for Resurfacing, Restoration, and Rehabilitation (2011)

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87 APPENDIX ED New York State Resurfacing Safety Assessment Form and Checklists Resurfacing Safety Assessment Form (Page 1 of 2) PIN = Date = Safety Assessment Team Design = Traffic = Maintenance = Y Element Guidance Comments The Following Elements Apply to Single and Multicourse Resurfacing Projects (1R, 2R, and 3R): Signing • Signs should be installed as needed in accordance with the MUTCD. Review for condition (retroreflectivity), location, post type (breakaway or rigid), and appropriateness (need). • Immediately notify the Resident Engineer of any missing regulatory or warning signs. Pavement Markings Pavement markings should be installed in accordance with the MUTCD. The adequacy of existing passing zones should be evaluated. Current EI’s and specifications must be followed. Delineation Delineation should be installed per the MUTCD. Sight Distance Trim, remove, or replace vegetation to improve substandard intersection sight distance, and horizontal and vertical stopping sight distance. Guidance: • Intersection Sight Distance - HDM §5.9.5.1 • Passing Sight Distance - HDM §5.7.2.2 • Horizontal & Sag Vertical SSD - HDM Chapter 2 and HDM §5.7.2.1 and HDM §5.7.2.4 Fixed Objects For 1R projects: Address obvious objects that are within the prevailing clear area and within the ROW based on engineering judgment from a field visit (e.g., tree removal on the outside of a curve or installation of traversable driveway culvert end sections). For 2R/3R projects: Reestablish the clear zone and remove, relocate, modify to make crash worthy, shield by guide rail/crash cushion, or delineate any fixed objects. For guidance on identifying fixed objects, refer to HDM §10.3.1.2 B. Guide Rail The following should be used to evaluate the need for guide rail and other roadside work. • HDM §10.2.2.1 - point of need • HDM Table 10-7 - acceptable guide rail height • HDM §10.3.1.2 B - guidance on determining severely deteriorated guide rail and non-functional guide rail • HDM §10.2.2.3 and Table 10-3 - barrier deflection distance • HDM §10.2.2 - design of new guide rail • Current EIs and EBs. Bridge Rail Transitions The Regional Structures Group, Regional Design Group, Main Office Structures, and Design Quality Assurance Bureau should be contacted, as needed, to help identify substandard connections to bridge rail and for the recommended treatment. Rail Road Crossing Contact Regional Rail Coordinator. Contact Office of Design if replacing crossing surface as required per HDM Ch 23. Rumble Strips On rural, high speed facilities (80 km/h or greater) consider shoulder rumble strips in accordance with HDM §3.2.5.4. Centerline rumble strips should be considered for similar facilities and where head-on and sideswipe rates are above average.

88 Resurfacing Safety Assessment Form (Page 2 of 2) Y Element Guidance Comments Shoulder Resurfacing Unpaved, stabilized shoulders should be paved in order to reinforce the edge of the traveled way, accommodate bicyclists, and increase safety. A 1:10 pavement wedge maybe used to transition between the travel way paving and a paved shoulder that will not be resurfaced on nonfreeways. Edge Drop-Offs Edge drop-offs are not permitted between the traveled way and shoulder. Where edge drop-offs will remain at the outside edge of fully paved shoulders and vehicles could have a wheel leave and return to the roadway, the edge is to be sloped at 1:1 or flatter and have a maximum height of ≤ 50 mm to help accommodate motorcycles and trucks. Superelevation Consult HDM §5.7.3. Identify where the recommended speed is less than design speed (use Section 2.6.1.1 of this manual). Improve superelevation (up to the maximum rate as necessary using AASHTO Superelevation Distribution Method 2) to have the recommended speed equal to the design speed. Where the maximum rate is insufficient, install advisory speed signs and consider additional treatments (e.g., chevrons, roadside clearing), as needed. The Following Are Additional Elements Where Multicourse Resurfacing (2R and 3R) is Recommended: Superelevation For Freeway projects, the superelevation is to be improved to meet the values in HDM Ch 2, Tables 2-13 or 2-14 (which utilizes AASHTO Superelevation Distribution Method 5). Speed Change Lanes Speed change lanes should meet AASHTO “Green Book” Chapter 10 standards. Clear Zone(s) Establish based on HDM §10.3.2.2 A for non-freeway and HDM §10.2.1 for freeways. Traffic Signals Signal heads should be upgraded to meet current requirements. Detection systems should be evaluated for actuated signals and considered for fixed-time signals. New traffic signals that meet the signal warrants may be included. Shoulder Widening Shoulders should be widened to 0.6 m on local rural roads and 1.2 m on other nonfreeway rural facilities for motor vehicle recovery, bicyclists, and pedestrians. Lane Widening Non-freeway lanes may be widened per HDM §7.5.3. New through travel lanes are not permitted. Design Vehicle Intersections should accommodate the design vehicle without encroachment into other travel lanes or turning lanes. Driveways Driveways shall meet the spirit and intent of the most recent “Policy and Standards for the Design of Entrances to State Highways” in Chapter 5, Appendix 5A of this manual. Turn Lanes Turn lanes should meet the requirements of HDM §5.9.8.2 Curbing Curbing must meet the requirements of HDM §10.2.2.4. For freeways, curbing that cannot be eliminated should be replaced with the 1:3 slope, 100 mm high traversable curb. Drainage Closed drainage work may include new closed drainage structures, culverts, and the cleaning and repair of existing systems. Subsurface utility exploration should be considered for closed drainage system modifications. Pedestrian & Bicycle Sidewalk curb ramps and existing sidewalks must meet HDM Chapter 18 requirements. Consider cross walks and pedestrian push buttons at signals. Minimum shoulder width of 1.2 m if no curbing. Other

89 2R Screening/Scoping Checklist (Page 1 of 2) PIN: U 1. PAVEMENT TREATMENT SCREENING • No full-depth replacement of pavement except in localized areas (i.e., must be 1 km or less of continuous reconstruction and less that 25% of the project length). • At a minimum, shoulders, if any, must be restored to a satisfactory condition and be flush with the edge of traveled way. 2. CAPACITY SCREENING Through Capacity—A Level of Service (LOS) analysis is performed in accordance with HDM §5.2. Note: secondary data may be used if approved by the RPPM or Regional Traffic Engineer. • For Interstates, the ETC+10 LOS must meet the criteria in HDM Chapter 2. Justify any non-standard LOS. • For non-Interstates, the ETC+10 LOS is at least “D” or, the design approval documents that “The RPPM does not anticipate capacity improvements within ten years.” Non-Freeway Intersection Capacity—Intersections with observed operational or safety problems due to lack of turn lane or insufficient length of turn lane are analyzed in accordance with HDM §5.2. Note: secondary data may be used if approved by the RPPM or Regional Traffic Engineer. • New turn lanes needed at intersections (signalized and unsignalized) are to: • Meet the length required by HDM §5.9.8.2 or include an explanation for non-conforming lengths in the design approval document. • Meet the width requirement in M7.5.3.1 B for rural highways or M7.5.3.2 B for urban highways. • Meet the air quality requirements of Environmental Procedure Manual (EPM) §1.1. 3. GEOMETRIC DESIGN CRITERIA SCREENING • Non-freeway routes: 3R standards referenced in HDM §M7.5. • Interstate System or other freeways: HDM §2.7.1.1 as modified by §M7.6.3. • All non-standard geometric features are justified in accordance with HDM §2.8. • Non-conforming features (HDM §5.1) are listed in the design approval document with an explanation, as necessary. 4. GENERAL DESIGN SCREENING • Interstate System or other freeway routes meet the requirements of HDM §M7.6. • Roadside design meets the requirements for 3R projects in HDM §10.3. • Bridge work is eligible for the element-specific process. (Refer to PDM Appendix 7.)

90 2R Screening/Scoping Checklist (Page 2 of 2) 5. SAFETY SCREENING - A 3-year accident history review indicates the following: (This can be quickly accomplished using readily available products from the Department’s Safety Information Management System (SIMS) and the computerized TE-164 methodology). • The overall 3-year accident rate is less than the average rate for a comparable type of facility, as shown in SIMS. • The occurrence of Fatal, Injury, and combined Fatal+Injury accidents is not above average for similar type highways. • Locations listed on the regular Priority Investigation Location (PIL) list within the project limits are addressed. A PIL is considered addressed if it has been investigated in the last 5 years and the recommendations implemented or are incorporated into the proposed project. • Locations listed on the “Fixed Object & Run-Off Road” PIL list within the project limits are addressed. • Locations listed on the Wet-Road PIL list within the project limits are addressed. Note: Segments that do not meet all of the above shall undergo an accident analysis using the methodology in HDM §5.3. The accident analysis and recommendations should be attached to the design approval document as an appendix. If, based on the accident analysis, it is decided to undertake a safety improvement that cannot be implemented in a 2R project, a 3R or other type of project should be progressed. 6. SAFETY ASSESSMENT - Perform a road safety assessment (Exhibit M7-1) as discussed in Section M7.2 of this chapter. Safety work that meets either of the following criteria is to be implemented under the multi-course requirements: • The safety treatments are necessary to avoid degrading safety, or • The safety treatments are practical and necessary to address existing or potential safety problems. 7. PUBLIC OUTREACH SCREENING • Appropriate public involvement is done (see PDM Appendix 2) and community concerns are satisfactorily addressed. • No formal public hearings are required or held. 8. ENVIRONMENTAL SCREENING • SEQR (All projects): The project is determined to be a SEQR Type II [i.e., complies with 17 NYCRR 15.14(d) and 17 NYCRR 15.14(e)(37)]. • NEPA (Federal-Aid projects): NEPA Assessment Checklist is completed and the project is determined to be either a NEPA Class II Programmatic Categorical Exclusion or a Categorical Exclusion with documentation and FHWA approval concurrence must be obtained. NOTE: Only segments that meet all of the requirements above can be progressed as 2R.

91 Non Freeway 3R Screening/Scoping Checklist (Page 1 of 2) PIN: U 1. FUNCTIONAL CLASSIFICATION  Highway is not classified as an Interstate or other freeway as defined by Chapter 2, Section 2.4. 2. PAVEMENT TREATMENT SCREENING • No full-depth replacement of pavement except in localized areas (i.e., must be 1 km or less of continuous reconstruction and less that 25% of the project length). • At a minimum, shoulders, if any, must be restored to a satisfactory condition and be flush with the edge of traveled way. • Pavement treatments are to be designed to a minimum expected service life (ESL) of 10 years and desirably 15 to 20 years. ESL's of 5 to 9 years are non-conforming features that require an explanation. 3. CAPACITY SCREENING Through Capacity - A Level of Service (LOS) analysis is performed in accordance with HDM §5.2 Note: secondary data may be used if approved by the RPPM. The ETC+10 LOS will be at least “D” or the design approval documents that the RPPM or Regional Traffic Engineer does not anticipate capacity improvements within ten years. • Additional through travel lanes cannot be created/constructed. This includes restriping an existing 4-lane highway to 6 lanes, with or without widening the existing pavement. • Intermittent climbing and passing lanes are allowed. • New or existing Continuous Left Turn Median Lanes are to be a minimum of 3.3 m wide with minimal reconstruction work (e.g., through restriping, minor widening, changing a 4 lane road to a 3 lane road). NOTE: Additional through travel lanes substantially change the operating characteristics of the highway and violate the basic premise of the non-freeway 3R standards. Additionally, added travel lanes may create safety and operational problems, not only for the project segment, but at other locations within the highway system. Significant social, economic, and environmental concerns may also result from increasing the number of travel lanes. Intersection Capacity - Intersections with observed operational or safety problems due to lack of turn lane or insufficient length of turn lane are analyzed in accordance with HDM §5.2. Note: secondary data may be used if approved by the RPPM or Regional Traffic Engineer. • New turn lanes needed at intersections (signalized and unsignalized) are to: • Meet the length required by HDM §5.9.8.2 or include an explanation for non-conforming lengths in the design approval document per HDM §5.1. • Meet the width requirement in M7.5.3.1 B for rural highways or M7.5.3.2 B for urban highways. • Meet the air quality requirements of Environmental Procedure Manual (EPM) §1.1. • New, longer, and/or wider auxiliary lanes through an intersection with minimal reconstruction work. 4. GEOMETRIC DESIGN CRITERIA SCREENING • Non-freeway 3R standards in HDM §M7.5.3 • All non-standard geometric features are justified in accordance with HDM §2.8. • Non-conforming features (HDM §5.1) are listed in the design approval document with an explanation, as necessary.

92 Non Freeway 3R Screening/Scoping Checklist (Page 2 of 2) 5. GENERAL DESIGN SCREENING • Roadside design meets the requirements for 3R projects in HDM §10.3. • Bridge work is eligible for the element-specific process. (Refer to PDM Appendix 7.) • Medians may be widened or created with minimal reconstruction work. 6. SAFETY SCREENING - A 3-year accident history review indicates the following: (This can be quickly accomplished using readily available products from the Department’s Safety Information Management System (SIMS) and the computerized TE-164 methodology.) • The overall 3-year accident rate is less than the average rate for a comparable type of facility, as shown in SIMS. • The occurrence of Fatal, Injury, and combined Fatal+Injury accidents is not above average for similar type highways. • Locations listed on the regular Priority Investigation Location (PIL) list within the project limits are addressed. A PIL is considered addressed if it has been investigated in the last 5 years and the recommendations implemented or are incorporated into the proposed project. • Locations listed on the ‘Fixed Object & Run-Off Road’ PIL list within the project limits are addressed. • Locations listed on the Wet-Road PIL list within the project limits are addressed. Note: Segments that do not meet all of the above shall undergo an accident analysis using the methodology in HDM §5.3. The accident analysis and recommendations should be attached to the design approval document as an appendix. If, based on the accident analysis, it is decided to undertake a safety improvement that cannot be implemented in a 3R project (e.g., a new grade separation), a reconstruction or other type of project should be progressed. 7. SAFETY ASSESSMENT - Perform a road safety Assessment as discussed in Section M7.2 of this chapter. Safety work that meet either of the following criteria are to be implemented under the multi- course requirements: • The safety treatments are necessary to avoid degrading safety, or • The safety treatments are practical and necessary to address existing or likely safety problems. 8. PUBLIC OUTREACH SCREENING - Appropriate public involvement is done (see PDM Appendix 2) and community concerns are satisfactorily addressed. 9. ENVIRONMENTAL SCREENING - A SEQR type and NEPA classification are required. There are no restrictions on the environmental processing for 3R projects. NOTE: Only segments that meet all of the requirements above can be progressed as 3R.