Section 2 Geometric Design Policy for Bridges...Geometric Design Policy for Bridges January, 2008...

January, 2008 2-1

Section 2 Geometric Design Policy for Bridges

2.1 Purpose

This policy provides the minimum requirements for bridge roadway and facility widths, vertical under-clearances and design live loads for NYSDOT projects. These standards have been developed to provide minimum safe geometrics for each application; primarily based on providing a level of geometric consistency between the bridge and the approach roadway and recognizing the highway functional classification and traffic that the bridge serves. This policy serves as the Department's standard for bridge widths on both Federal- and non-Federal aid-funded-projects and recognizes certain Federal approval requirements for bridges on the National Highway System.1

2.2 Geometric Design Policy Glossary

The following terms are specific to the Geometric Design Policy. For a more complete glossary, see the end of this manual.

Approach Roadway Width

The uniform width of the roadway on either end of the bridge. When determining the existing approach roadway width, measurements should be taken no closer than 30 m from the ends of the bridge.

Bicycle Facility Provision of space on a structure for the use of bicyclists, generally in the form of a usable shoulder, wide curb lane or striped bike lane. See Chapter 17 of the Highway Design Manual.

Bridge A structure, including supports, erected over a depression or an obstruction such as water, highway, or railway and having a track or passageway for carrying traffic or other moving loads, and having an opening measured along the center of the roadway of more than 20 ft. (6.08 m) between undercopings of abutments or spring lines of arches, or extreme ends of openings for multiple boxes. Multiple pipe configurations will qualify as bridges where the clear distance between openings is less than half of the smaller adjacent opening, and the total length along the center of the roadway is greater than 20 ft. (6.08 m).

1 Refer to the NYSDOT Project Development Manual Exhibit 4-2 for the Approval Matrix for projects on the NHS.

NYSDOT Bridge Manual

2-2 April, 2006

Bridge Rehabilitation

That type of work that is intended to enhance or restore the structural capacity, operational efficiency and/or serviceable life of an existing bridge. Rehabilitation will usually be accomplished by contract, although occasionally the same result will be achieved by the intensive efforts of maintenance forces. A bridge rehabilitation may include a varying degree of structural repair and/or restoration, including a complete deck replacement, or replacement of the entire bridge superstructure and portions of the substructure.

Bridge Project A construction project whose primary objective is to construct a new bridge or to replace, rehabilitate, or remove an existing bridge, or to repair the deck of an existing bridge. Some incidental highway work may be included on the approaches to the bridges, as a necessary transition between the bridge and the untouched existing highway.

Bridge Reconstruction

A vague term that should be avoided, but if that is impossible, it should be interpreted as that type of rejuvenation of an existing bridge that would include either replacement or rehabilitation.

Bridge Replacement

That type of work where an existing bridge is removed and is fully replaced at the same site, or at an adjacent location, by a substitute bridge, as part of the same project.

Bridge Widening A type of rehabilitation where the primary purpose is to provide additional traffic lanes on a bridge. Under this policy, bridge widening projects shall be subject to the same clear roadway width provisions as a new bridge.

Bridge Removal That type of work where an existing bridge, whether open to traffic, or closed, or collapsed, is fully or substantially removed from the site, without a substitute bridge being constructed as part of the same project. A bridge removed and replaced by a culvert or fill should be classified as bridge removal, as would the removal of a bridge and its substitution by the restoration or introduction of a grade crossing.

Geometric Design Policy for Bridges

April, 2006 2-3

Bridge Deck Repair

That type of work that is intended to return the structural deck of an existing bridge to a condition of suitable ride quality and/or safe wheel load capacity. The deck may be composed of concrete, steel or other material, and the type of construction may include monolithic decks as well as separate wearing surfaces over a slab. The restorative work may include overlay or separate wearing surfaces (with or without a waterproof membrane) over the whole deck area of the bridge or over substantial areas. For purposes of this policy, a complete bridge deck replacement should be classified as a bridge rehabilitation. Under this policy, bridge deck repair done in conjunction with other superstructure or substructure restoration work also should be classified as a bridge rehabilitation. A bridge deck repair project may include some incidental structure repair work that is related to the deck repair work (e.g., header or backwall repair).

Clear Roadway Width of Bridge

The clear distance between inside faces of bridge railing, or the clear distance between faces of curbs, whichever is less. The typical Department 125-mm brush curb (introduced at the bridge only) shall not be considered to reduce the rail-to-rail dimension.

Design Speed A speed determined for design and correlation of the physical features of a highway that influence vehicle operation. It is the maximum safe speed that can be maintained over the bridge and its immediate approaches, when conditions are so favorable that the design features of the highway govern. It is that speed which is appropriate for the particular circumstances, which may or may not be equal to the statewide limit or to the posted speed limit at the bridge site. The design speed is determined according to Chapter 2 of the Highway Design Manual.

Federal-Aid Project

A bridge or highway project that is to be funded, either entirely or partially, with Federal-aid funds.

Highway Project A construction project whose primary objective is to construct a new highway, or to reconstruct, or to restore and preserve, an existing highway. The project may include bridge work of any type that is incidental to the primary objective.

Narrow Bridge A bridge carrying two-way traffic, but less than 5.4 m in clear width between railing or curbs, or a one-way ramp less than 3.6 m wide.

National Highway System (NHS)

A network of major roads that were designated by the Federal Highway Administration in consultation with the individual states and signed into law in November 1995.2

2 A list of designated NHS Highways is contained in the “National Highway System Route Listing” and is maintained by the Highway Data Services Bureau of the Office of Technical Services.


2-4 April, 2006

New Bridge A bridge constructed to serve a new or relocated highway that is not intended to serve as a substitute for an existing bridge being removed as part of the same project. It shall be considered a new bridge when a bridge is constructed to ultimately become a substitute for an existing bridge which will be removed in a subsequent project.

One Lane Bridge A particular type of narrow bridge, carrying two-way traffic but less than 4.9 m in clear width between railing or curbs.

Pedestrian/Bicycle Bridge

A structure provided specifically for the travel of bicyclists and pedestrians, frequently as part of a shared use path facility.

Planned Improvements

Improvements to the roadway width projected within a 20-year planning horizon. They do not necessarily need to be programmed. These are, however, documented plans the Department or local municipality hopes to accomplish when funding becomes available and when it fits into the Region's or local agency's capital program. Whether or not there are planned improvements shall be addressed in the scoping documentation used to establish the project design criteria. Refer to the Project Development Manual for requirements on addressing planned improvements in project scoping and development.

Roadway That portion of a highway, including all through traffic lanes, auxiliary lanes, and shoulders, suitable for vehicular use. Also referred to as "surfacing" or "pavement."

Shoulder That portion of the roadway, graded but not necessarily paved or surfaced, for accommodation of stopped vehicles, for emergency use and for lateral support of subcourses and surface courses. For purposes of this policy, the shoulder shall refer to the usable shoulder (see Appendix 2A for illustrations of shoulders). For applying this policy, the existing approach shoulders should be measured no closer than 30 m from the ends of existing bridges. If the approach shoulder width varies, a determination must be made of what the most typical shoulder width is for that section of highway. Be aware that providing the typical width may cause the project limits to be extended slightly to widen the varying shoulder.

Sidewalks Space provided on a structure exclusively for the use of pedestrian travel, generally separated from the roadway by a raised curb. See Chapter 18 of the Highway Design Manual.

Surfaced Shoulder A roadway shoulder that is paved, or stabilized and maintained with a bituminous or other similar surface treatment.

Traveled Way That portion of the roadway exclusive of shoulders, designed for the movement of vehicles.


January, 2008 2-5

2.3 Clear Roadway Width Standards for Bridges

2.3.1 General

Unless specifically noted in the provisions, the geometric design standards provided in this section shall apply to all projects, whether or not the project is a Federal-Aid Project. For purposes of this policy the "AASHTO Policy" shall refer to the AASHTO A Policy for Geometric Design of Highways and Streets, 2004.

Bridge Approach Widths: Bridge widths shall be established consistent with Table 2-1, Clear Bridge Roadway Width Standards. For bridge replacements or rehabilitations that are not part of a highway project, the bridge widths determined from this policy shall also be used for the widths of any highway reconstruction work necessary on the bridge approaches. Approach widths for bridges that are part of a highway project shall be determined according to Chapter 2 of the Highway Design Manual.

Policy Exceptions: Unless there is a clear safety issue involved, bridge widths greater than the minimums described below should not be used, except where extenuating circumstances exist. The final decision for such policy exceptions will be made by the Regional Director responsible for design approval and documented accordingly. Bridges with adjacent prestressed box beams may have a greater width because of economic considerations as discussed in Section 9.2.1. The use of bridge widths for a particular project that do not meet the minimum requirements of this policy shall be documented as a nonstandard feature; approval must be requested from the Regional Director and/or FHWA and/or the Deputy Chief Engineer where required. Refer to the Highway Design Manual for requirements for justification of nonstandard features.

2.3.2 Railroad Bridges

Each individual railroad will be responsible for providing a trackage section showing horizontal offsets and clearance diagrams for the bridge. The distance between the centers of multiple tracks shall also be set by the railroad. The Rail Agreements Section in the Design Quality Assurance Bureau should be contacted to assist in obtaining these design parameters. Also, see Section 2.5.3 for more details.

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Facility Carried by the Bridge

Type of Bridge Work No Planned Improvement Planned Improvement

Interstate All Full approach roadway width, but not less than the AASHTO’s Interstate Standards, 2005, unless approved by FHWA. See Approval Matrix in the Project Development Manual.

Non Interstate Freeways All Generally match the approach roadway width, but no less than Chapter 8 of AASHTO’s A

Policy on Geometric Design of Highways and Streets, 2004.

New Full approach roadway width. If on the NHS, HDM Chapter 2 roadway widths shall be met.

Replace Wider of full approach width or approach plus 1.2 m clearance on each side.

Rural Arterial

Rehab If NHS, wider of full approach width or approach plus 1.2 m clearance on each side.

Full width of planned roadway. If on the NHS, HDM Chapter 2 roadway widths shall be met with the exception of long bridges. A minimum 1.2 m shoulder applies to long bridges (over 60 m in length).

New Full approach roadway width.

Replace

Match approach traveled way with shoulders not exceeding Table N of Appendix 2A nor less than 1.2 m on each side.

Minor Arterial (Non-NHS)

Rehab

Match approach traveled way with shoulders not less than 0.6 m on each side. Where cost-effective, match approach roadway section.

Full width of planned roadway. Nonstandard if does not comply with HDM Chapter 2 roadway widths with the exception of long bridges. A minimum 1.2 m shoulder applies to long bridges (over 60 m in length).

New Replace Urban Arterial

Rehab

Full approach roadway width. If on the NHS, HDM Chapter 2 roadway widths shall be met.

Full width of planned roadway. If on the NHS, HDM Chapter 2 roadway widths shall be met.

New

Replace

Full approach roadway width, but never less than Table R of Appendix 2A or greater than Table N of Appendix 2A.

Full approach roadway width, but never less than Table R of Appendix 2A or greater than Table N of Appendix 2A. Rural Local and

Collector Road and Street

Rehab

Desirable is to match full approach roadway width, but never less than Table X of Appendix 2A or greater than Table N of Appendix 2A. Regional Director may approve existing width.

Desirable is to match full approach roadway width, but never less than Table X of Appendix 2A or greater than Table N of Appendix 2A.

New

Replace

Full approach roadway width, but never less than Table R of Appendix 2A or greater than Table N of Appendix 2A.

Full approach roadway width, but never less than Table R of Appendix 2A or greater than Table N of Appendix 2A. Urban Local and

Collector Road and Street

Rehab

Desirable is to match full approach roadway width, but never less than Table X of Appendix 2A or greater than Table N of Appendix 2A. Regional Director may approve existing width.

Desirable is to match full approach roadway width, but never less than Table X of Appendix 2A or greater than Table N of Appendix 2A.

Pedestrian Minimum clear width should be 2.4 m. Recommended clear width of 3.7 m for structures with multiple usage such as bicycle and pedestrian traffic.

Notes: 1. Clear bridge roadway width measured between curb faces or when uncurbed, the bridge rails. 2. Approach roadway includes travel lanes and surfaced shoulders. Parking lanes on the approaches are not included in the

approach roadway width. However, they may be considered on bridges less than 15 m in length. 3. Approach sidewalks should be carried across the bridge if they are proposed on both sides of the bridge. The minimum

width of sidewalk is 1.7 m measured from the face of curb to the inside of the bridge rail. 4. When determining the appropriate width for a bridge on a local road or collector that has a different approach cross section

at each end of the bridge, consider neither the larger or smaller section as the control. Rather, determine the bridge width using both sections and select the one that provides the most economy, consistency, and safety.

5. See Appendix 2B for the One-Lane bridge replacement policy. 6. The accident experience and other operational conditions must be analyzed before determining that there are no planned

improvements or that the existing width can be retained.

TABLE 2-1 Clear Bridge Roadway Width Standards


April, 2006 2-7

2.3.3 Miscellaneous Bridge Width Considerations

Curbs: For curbed highways and streets, the full curb-to-curb width and the curbing should generally be carried across the bridge. The full shoulder dimension or curb offset dimension will be measured to the face of curb. If a concrete barrier is used, a separate stone curb is not used on the bridge and the offset dimension is taken to the inside edge of the barrier.

On structures that introduce a curb where one is not present on the highway approach, a minor curb encroachment is allowed into the shoulder for structures with steel railing systems. Railing systems will be allowed a 125 mm encroachment, with the full shoulder dimension being measured to the face of railing.

On structures with sidewalks, the minimum sidewalk width does not include the width of the curb. The minimum dimension from face of rail or barrier to face of curb is 1.7 m. This dimension is arrived at by taking the minimum 1.525 m sidewalk width and adding 0.175 m for the width of the curb on the highway approach. The face of curb on the bridge and the highway approach should line up.

It is no longer recommended that encroachments be allowed on concrete barriers in determining the curb to curb width of the bridge.

Stage Construction: In order to maintain minimum traffic lane widths during construction, it is sometimes necessary to build a wider structure than required for the permanent condition. Depending upon the magnitude of the widening, wider permanent shoulder or sidewalk widths may result. The railing/barrier line should normally be placed at the fascia with a transition to the highway section taking place on the approach.

For projects that must accommodate truck traffic during staging, the minimum recommended temporary travel lane width is 3.3 m. Where low volumes of passenger vehicles traveling at low speeds are anticipated, temporary travel lanes as narrow as 2.75 m may be considered. The use of temporary structures for the maintenance of pedestrian traffic should be considered prior to making a new structure much wider than necessary.

Twin Structures: Many major highways have medians that vary in width from some minimal dimension to distances in excess of 30 m. When building new, widening existing, or rehabilitating existing structures, the joining of the structures between these opposing alignments should be considered. Two factors are used as evaluation criteria:

1. If the distance between the median edges of the two opposing travel lanes is less than 7.3 m, the median should be closed. However, once the total bridge width exceeds 30 m, the use of a longitudinal open joint at the center line of the median is recommended.

2. If the maintenance and protection of traffic scheme is best addressed by the closure of a median larger than the previous identified 7.3 m dimension, then the median should be closed and the use of a longitudinal joint considered.


2-8 April, 2006

Curved Alignments: There are four possible configurations to consider when a curved highway alignment is to be carried on a bridge (See Figure 2.1). The relationship of the beam, fascia line and railing or parapet would fall into one of the following cases:

Case I Straight beams Straight fascia line Straight railing/fascia line Case II Straight beams Straight fascia line Curved railing/parapet line Case III Straight beams - variable overhang Curved fascia line Curved railing/parapet line Case IV Curved beams Curved concentric fascia line Curved concentric railing/parapet line

Steel girders will usually follow Case III or Case IV depending on the radius of curvature.

Prestressed concrete slab and box unit structures will normally be built in accordance with Case I or II. Case I will allow the anchorage for the railing/barrier to be located at a fixed location. Case II will require varying the anchorage location.

Prestressed concrete I-beams or Bulb-tee units would be fabricated straight and could follow Case I, II, or III, with Case III the preferred option. When Case III is selected, consideration must be given to the width of the top flange and the width of the concrete deck slab overhang.

For bridges with sidewalks, the curb should follow the curved alignment and the railing/barrier should follow the fascia line. Provisions must be made on the approach to properly transition the railing/barrier line on the structure to the typical highway railing system.

In circumstances where a sharply curved roadway is carried by a straight bridge the railing/barrier should follow the curve of the roadway to avoid confusion to the motorist.

When using a straight fascia and a curved railing/barrier, consideration should be given to the deck area that would be exposed behind the back of the railing/barrier. If this area gets too large it can become a safety concern.


April, 2006 2-9

Figure 2.1 Curved Alignment Layout


2-10 January, 2008

Miscellaneous: A reduction in shoulder widths may be considered for long viaduct type structures. For these structures consideration may be given to reducing the 3 m or 2.4 m right shoulder to a minimum of 1.8 m. The possibility of vehicle breakdowns should be accommodated with minimum shoulder widths of 1.2 m left and 1.8 m right.

In urban areas, parking lanes are not normally carried across bridges and shall only be considered for bridges less than 15 m.

In urban areas, sidewalk widths greater than the minimum may be carried across the structure.

2.4 Vertical Clearances

2.4.1 Over Highways for Highway, Pedestrian, and Overhead Sign Structures

Minimum vertical clearance requirements over highways help accommodate the movement of large vehicles for maintenance operations, utility work, and the transport of people, products, construction equipment, military equipment for national defense, etc. To facilitate the movement of large vehicles, the Federal government established a 4.9 m vertical clearance network that consists of the National Highway System (NHS), with a few exceptions. The NHS includes:

C All routes on the Interstate System. C The Strategic Highway Corridor Network (STRAHNET) and its highway connectors to major

military installations. The STRAHNET includes highways important to the United States strategic defense policy and which provide defense access, continuity, and emergency capabilities for the movement of personnel, materials, and equipment in both peace time and war time.

C Other major routes, as established by the 1995 NHS Act. The following portions of the NHS are exempted from the 4.9 m vertical clearance route:

C Parkways. C Portions of the New York State Thruway, I-90, and I-190 (See Appendix 2C.) C All NHS routes within an urban area which has a federally approved 4.9 m vertical clearance

routing (The approved 4.9 m vertical clearance routes were distributed by G. Cohen’s 12/11/97 memo to the Regional Program and Project Managers.) Note that portions of the STRAHNET within the urban area must still have a 4.9 m vertical clearance.

The Regional Planning and Program Management Group should be contacted to determine if the route is part of the 4.9 m vertical clearance network.

Vertical clearances shall be established consistent with Table 2-2 Vertical Clearance Over Highways (Travel Lane and Paved Shoulder). If the minimum vertical clearance cannot be met, a nonstandard feature justification, prepared in accordance with the Highway Design Manual, Chapter 2, Section 2.8, is required. Appendix 2C of the Bridge Manual describes the substitute 4.9 m network for which no exception to the 4.9 m vertical clearance can be entertained. Appendix 2D contains the special procedures for nonstandard vertical clearances over the Interstate System.

January, 2008 2-11

Highway System Crossed

Type of Work on Bridge

Over Highway

Functional Classification / Designation3 of Highway

Crossed

4.9 m Exemption

Vertical Clearance

Minimum Desirable Nonexempt 4.9 m 5.05 m

Interstate NHS

New, Replacement & Rehabilitation w/structural deck replacement

Rural Freeway, Urban Freeway where there is no designated route, or part of the 4.9 m designated route for urban area. Exempt 4.3 m or

existing, whichever is greater

4.45 m or existing, whichever is greater

Urban Freeway Principal Arterial not part of the 4.9 m designated route for that urban area.

N/A 4.3 m or existing, whichever is greater

4.45 m or existing, whichever is greater

Rehabilitations w/o structural deck replacement

All N/A 4.3 m 4.45 m

NHS Routes where there is no designated route, or part of the 4.9 m designated route for urban area.

N/A 4.9 m 5.05 m

New, Replacement & Rehabilitation w/structural deck replacement Where there is a designated

route, Urban NHS Routes not part of the 4.9 m designated route for that urban area.

N/A 4.3 m 4.45 m

NHS Parkways (except Region 10 Parkways North of Route 27)

N/A 4.3 m 4.45 m

Parkways in Region 10 north of Route 27

N/A 3.8 m 3.95 m

Rehabilitations All (except Region 10 Parkways north of Route 27)

N/A 4.3 m 4.45 m

w/o structural deck replacement

Parkways in Region 10 north of Route 27

N/A 3.8 m 3.95 m

New, Replacement & Rehabilitations w/o vertical clearance posting

All N/A 4.3 m 4.45 m

Non-NHS Rehabilitation w/ vertical clearance posting

All N/A As approved by Regional Director

N/A

Notes: 1. The minimum vertical clearance for all pedestrian bridges is 300 mm over the minimum vertical clearance determined using

this table. An additional 150 mm is desirable for future resurfacing. 2. The minimum vertical clearance for overhead sign structures is 300 mm over the minimum vertical clearance determined

using this table. An additional 150 mm is desirable for future resurfacing. Note that bridge mounted signs shall have a minimum vertical clearance equal to the bridge.

3. The federally approved 4.9 m vertical clearance routes through urban areas were distributed by G. Cohen’s 12/11/97 memo to the Regional Program and Project Managers.

4. Refer to Appendix 2C for bridges over the Thruway, I-90, I-190, I-290 and I-81 that are exempt from the 4.9 m vertical clearance network. A minimum vertical clearance of 4.3 m shall be used for these bridges. Additionally, a nonstandard feature justification for using less than 4.9 m vertical clearance shall be prepared. The justification is to be based on the exempt list and approved in accordance with the TEA-21 matrix to satisfy FHWA administrative requirements. Note that per FHWA, a vertical clearance of less than 4.3 m cannot be justified.

TABLE 2-2

Vertical Clearance Over Highways (Travel Lane and Paved Shoulders) 1,2


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2.4.2 Railroad Grade Separations

The standard minimum vertical clearance above operating mainline railroad tracks shall be 6.71 m. On occasion, a higher clearance may be justified for certain corridors where existing clearances are higher. See Chapter 23, Section 23.10.1 of the Highway Design Manual for additional discussion. For track other than mainline and where clearance is restricted by other bridges, a minimum less than 6.71 m may be allowed. Additional information is contained in the NYSDOT’s “Branchline Vertical Clearance Policy” issued June 10, 1993. The Office of Structures will provide guidance, with the cooperation of the Office of Design.

Vertical clearances over superelevated railroad tracks may need to be increased because of the effect of the superelevation. Because of superelevation, the clearance diagram is rotated so that its base is on a plane passing through both rails. The necessary increase in vertical clearance is small but needs to be accounted for. The typical railroad clearance diagram is shown in Figure 2.5. Specific requirements of a railroad shall be determined prior to final design.

2.4.3 Waterways

A thorough hydraulic design is required for all new and replacement stream bridges, to assure that an adequate hydraulic opening is provided for a 50 year design flood and for the passage of ice and debris.

Any stream structure that provides a minimum freeboard of 600 mm for the 50-year flood shall be considered as satisfying normal hydraulic clearance requirements. However, where that 600-mm minimum freeboard is difficult or costly to provide, an analysis and evaluation should be accomplished to determine whether a minimum allowable freeboard of less than 600 mm may be appropriate. Items to be investigated should include: history of debris, changes in water surface elevations, consequence of debris clogging, potential damage, and the degree of difficulty or the amount of extra cost necessary to provide the full 600-mm freeboard. In an extreme case, negative freeboard could be accepted for a replacement of an existing bridge that is already inundated by the 50-year design flood, but in no case shall the proposed negative freeboard exceed the existing negative freeboard.

It is important to understand that there is no absolute minimum freeboard requirement or standard which must be met to satisfy a specification or regulation. Whatever minimum allowable freeboard is finally chosen, in accordance with accepted practice and application of these guidelines, should be considered as meeting all State requirements and standards.

2.4.4 Navigable Waterways

The only waterway in New York State that has prescribed requirements for vertical clearances is the New York State Barge Canal System. The minimum requirements are as follows:


April, 2006 2-13

C Champlain Canal, Cayuga-Seneca Canal, and Erie Canal (west of Three Rivers) have a minimum vertical clearance of 4.72 m above maximum navigable pool elevation. The channel depth shall be no less than 3.7 m from normal pool elevation.

C Oswego Canal and Erie Canal (from Waterford west to Three Rivers) have a

minimum vertical clearance of 6.1 m above maximum navigable pool elevation. The channel depth shall be no less than 4.3 m from normal pool elevation.

NOTE: Variances for reductions will not be granted for channel depth or vertical clearance standards.

Bridges undergoing replacement or major rehabilitation that do not currently provide these minimum requirements shall be designed to comply with the prescribed vertical clearances. In some instances, the existing bridge exceeds the minimum clearances. This does not always mean that a replacement or rehabilitation project may reduce the existing vertical clearance. Coordination with the N.Y.S. Canal Corporation in early project development is required to determine the acceptable vertical clearance.

Other navigable waterways such as the Hudson River (south of Albany), St. Lawrence River/Seaway, etc., may fall under the jurisdiction of other local, state and federal agencies, commissions, and /or authorities. These agencies may have their own requirements for vertical clearance to be provided or may desire to increase or decrease the existing vertical clearance. In instances that involve a state owned bridge, coordination between all the interested parties is necessary to achieve the most appropriate vertical clearance.

Vertical clearance for other navigable waterways may be determined in many ways; i.e. existing, upstream and downstream clearances, type and size of vessels utilizing the waterway, etc. This information is also valuable in considering the need to provide pier protection (refer to Section 2.5 - Horizontal Clearances: Under-Bridge Features). Ordinary High-Water elevation for nontidal or Mean High Water for tidal areas will be used when determining minimum vertical clearance. Water depth will be determined from Normal Pool Elevation in nontidal waters or Mean Sea Level in tidal areas.

2.4.5 Miscellaneous Vertical Clearance Criteria

Thru-Truss - The end portals of all newly designed highway trusses shall allow for 4.9 m of vertical clearance plus an additional 150 mm to accommodate oversize vehicles and future overlays.

Flood Control Project - Where a bridge project crosses an established or proposed flood control project, the responsible agency (e.g., U.S. Army Corps of Engineers) will establish the desired vertical clearance over the Floodway Project Design Elevation. The Hydraulics Unit of the Office of Structures will provide assistance in obtaining the criteria.

Trails/Bikeways/Bridle Paths - Structures crossing over existing or proposed recreational trails shall provide a minimum of 2.5 m vertical clearance with 3.0 m preferred. The minimum vertical clearance over a bridle path is 3.0 m with 3.65 m preferred.


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Canal Trails - Along all sections of the canal system, access corridors are being established. This system of trails on the banks parallel to the canal should also provide, when possible, 3.0 m of vertical clearance. At locations with a trail on each side, a vertical clearance of at least 4.0 m should be provided, if possible, on at least one side. This will allow access for maintenance equipment such as small cranes and dump trucks. Early coordination with the Canal Corporation is recommended.

Extended Berm (Bench) - In places where an abutment has a larger than standard berm in front of the bridge seat a minimum clearance of 1.0 m is desired between the bottom of the low beam elevation and the top of the bench. This provides access for inspection of the underside of the superstructure.

Parkways - Table 2-1 shall be followed for vertical clearance requirements. However, many structures crossing parkways are required to be of certain configuration, i.e., arches, frames, etc. These configurations can significantly affect horizontal and vertical clearances. If there are considerable constraints on profile adjustments and if the required minimum vertical clearance is 4.3 m, it shall be provided over at least one lane. The remaining lanes may provide a lower minimum of 3.8 m.

Up to an additional 150 mm should be added to the vertical clearance for future resurfacing. Where the under roadway has previously been overlaid, some relief in the amount of vertical profile adjustment can be obtained by considering a reduction in the future overlay allowance. Existing pavement elevations near the bridge should be compared to the record plans and an existing thickness of overlay should be determined. This value should be compared to the normal 150 mm overlay allowance, and appropriate reduction in the future allowance be considered. Pavement overlay projects will require milling or removal of the existing overlay once the thickness approaches 150 mm.

If the existing vertical clearance is nonstandard, the need for improvement in the vertical clearances should be investigated during major rehabilitation (as defined in Section 19.1) or replacement projects involving the existing highways and structures.

2.5 Horizontal Clearances: Under-Bridge Features

2.5.1 Highway

Whenever possible, a substructure unit should be located to minimize the potential of vehicle impact as well as to lessen the effects of a hostile environment such as salt laden road spray and snow. The desired roadside horizontal clearances to fixed objects and recommended roadside clear areas shall be provided in accordance with the current AASHTO Roadside Design Guide and Chapter 10 of the Highway Design Manual. Piers located in narrow medians should be made parallel to the roadway whenever possible to allow for the possible future widening of the under roadway. In wider medians, a graded earth berm treatment should be used in the pier area. (See Figure 2.2 for details.)


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Figure 2.2

Schematic of a Median Berm


2-16 April, 2006

In urban areas, a minimum setback of 3.0 m from the face of curb to the face of any substructure unit should be provided. This corridor allows for sidewalk and utility placement independent of the roadway. Design speeds and class of highway may require greater setback distances. Refer to the Highway Design Manual for the recommended clear zone.

Horizontal stopping sight distance is also a critical design element. See Chapter 2 and Chapter 5 of the Highway Design Manual for more information.

2.5.2 Navigable Waterways

Waterways in New York State vary in type from intermittent streams to large lakes and rivers which can support navigation involved in interstate or foreign commerce. Actual navigation on these waterways may be nonexistent, strictly recreational (rafts/canoes) or mixed recreational and commercial. Jurisdiction for approval of work in these waterways may rest with the New York State Department of Environmental Conservation, the U. S. Coast Guard, U. S. Army Corps of Engineers, New York State Department of State, Adirondack Park Agency, Office of Parks and Recreation and Historic Preservation, United States Fish and Wildlife Service, National Marine Fisheries, National Park Service, or New York City Department of Environmental Protection.

In the early phases of project development, all projects involving a waterway should be evaluated by the NYS Department of Transportation’s Regional Environmental Coordinator. Procedures to be followed for locally administered projects can be found in Chapter 8 of the Procedures for Locally Administered Federal Aid Projects Manual (LAFAP). Table BTA-1, Appendix 8-2 of the LAFAP manual indicates the need to include a Coast Guard Jurisdiction Checklist. A copy of the Coast Guard Jurisdiction Checklist can be found in Appendix 2E of this manual.

Bridge projects that require fill and/or excavation in or adjacent to surface waters, including wetlands and special aquatic sites, or that impact state and federal rare, threatened or endangered species require early coordination with the Regional Environmental Contact. Regulatory permit conditions may influence the type of work performed. For example, replacing an existing single span with a precast reinforced concrete box requires prior approval from the Department of Environmental Conservation and the Corps of Engineers. For further information on permitting issues relating directly to the disturbances of surface waters and associated riparian areas, please refer to Chapter 4 of the Environmental Procedures Manual and Chapter 8 of the Highway Design Manual.

Waterways that support commercial navigational traffic typically require a formal Coast Guard Permit. The Coast Guard Compliance Unit of the Office of Structures will help determine the need, and normally prepare the paperwork, for a Coast Guard permit for state administered projects. For locally administered projects, it shall be the responsibility of the project sponsor or his designee to assemble the necessary permit documents and submit them to the appropriate Coast Guard District for their action. Access to the Coast Guard Bridge permit Application Guide is provided on the Internet through the Bridge Administration Web Page (http://www.uscg.mil/hq/g-o/g-opt/g-opt.htm)


April, 2006 2-17

Rivers that are designated for inclusion in the State or Federal Wild, Scenic and Recreational Rivers systems may have restrictions on the placement of piers within the banks of the river. Contact should be made with the appropriate Regional Environmental Coordinator prior to establishing span lengths.

The location of piers and pier protection systems for structures in the New York City/Long Island Region, the Lower Hudson River area, the Great Lakes Region, and the St. Lawrence River/Seaway should be handled on a case by case basis. Coordination with the appropriate Coast Guard District is required.

Early attention should be paid in determining the various types of permits needed and required supporting documentation. If identified too late, the permit process can become the critical path for a project.

The only waterway in New York State that has prescribed requirements for horizontal clearances is the New York State Barge Canal System. The following guidelines should be considered binding in designing new or replacement bridges over the canal system. Minor variances to the stated criteria may be granted on a case by case basis. Final decisions on variance requests will rest with the N.Y.S. Canal Corporation and N.Y.S. Dept. of Transportation.

1. Horizontal Clearance: Consideration should be given to hydraulic/hydrologic factors, canal curvature and local navigation conditions. Adverse site conditions which may merit an increase in horizontal clearance standards should be identified early in project development and all subsequent design reports. Adequate documentation must be provided (accident records, groundings, etc.) for considerations that will increase project cost due to required increases in the minimum stated criteria.

2. Access Trails: The lands adjacent to the Barge Canal System are being developed for recreational use by the public. Where appropriate, the placement of a new substructure shall accommodate an access trail beneath the structure. The elevation of this trail should be kept above ordinary high water whenever possible. Adequate vertical clearances shall also be provided (See Miscellaneous Vertical Clearance Criteria, Canal Trails). Minimum trail widths can be found in AASHTO’s Guide for the Development of Bicycle Facilities.

3. Defined Channel: The edge of channel is defined as the outside edge of the theoretical bottom angle. Therefore, in a typical earth section of 22.9 m, the channel is 22.9 m wide. Figures 2.3 and 2.4 show typical channel sections and minimum requirements for the location of a pier and pier protection system. All substructures, including cofferdams and fender systems, shall be placed a minimum of 1.5 m outside of channel limits. Encroachment upon earth or rock section channel limits will not be allowed. Please note that typical sections are subject to transition areas which will vary from the stated widths.


2-18 April, 2006

4. Pier Protection: Where barge traffic exists, all new or replacement substructures located in water depths exceeding 600 mm shall have an impact attenuator system around the pier(s). A typical system shall consist of a permanent steel sheeting cofferdam with a tremie seal and filled with screened gravel (a heavy-duty galvanized gabion cover in river sections is required). The minimum gravel fill requirement is 1.5 m from face of pier to inside edge of sheeting. Steel sheeting will extend to 900 mm above maximum navigable pool elevation. A rubber dock-fender system will be installed on the channel sides of sheeting and wrap around the face of the pier so that it extends at least one meter beyond the point at which the sheeting is parallel with the pier. The centerline of the rubber dock fender shall be located 450 mm above normal pool elevation. Should normal pool elevation and maximum navigable elevation differ by more than 600 mm, a second fender shall be placed at an elevation of 450 mm above maximum navigation elevation. In all cases the minimum horizontal clearance from centerline of pier to edge of channel shall be 4.9 m.

5. Where the potential for barge traffic exists, and construction of a pier does not require the use of a sheet piling cofferdam (i.e., areas that can be dewatered), any proposed bridge project shall consider using the same guidelines as above. This approach would allow the option of constructing an impact attenuator system at a future date and not encroach on channel limits. The minimum horizontal clearance of 4.9 m from centerline of pier to the edge of channel should be used.

6. Column pier configurations are not typically recommended for use on canal bridge projects. If column piers are chosen their use shall be limited to areas outside of the designated channel and shall be placed on a solid pier plinth that extends no less than one meter above maximum navigable pool elevation. In instances where an impact attenuator system is not required at this time, a rubber dock fender system is necessary to protect both vessel and structure from damage. Therefore, all substructures located in water depths exceeding 600 mm of depth (from normal pool) will have a rubber dock fender system installed. Installation requirements are the same here as they are for the impact attenuator system.

7. Rehabilitation Projects: Rubber dock fenders and/or an impact attenuator system for substructures located in the navigable portion of the canal should be considered on an individual basis and practicality of such an installation. It is also important to note that any rehabilitation work which will change the width of the superstructure, skew angle or alter existing horizontal and/or vertical clearances over the canal will require a U. S. Coast Guard bridge permit before construction may commence. When this occurs, navigation lights not previously required may become mandatory. Questions should be directed to the Office of Structures, Coast Guard Compliance Unit.

8. Permits: All bridges (permanent or temporary) constructed over the canal require a Section 9 bridge permit before construction may commence. The Office of Structures, Coast Guard Compliance Unit or the bridge owner or his designee is responsible for obtaining the bridge permit and coordinating with the U.S. Coast Guard.


April, 2006 2-19

2.5.2.1 Navigation Lights

The U.S. Coast Guard is the sole authority in determining the requirements for navigation lights. The Office of Structures, bridge owner, or the bridge owner’s designee is responsible for securing Coast Guard approval. Once approval of the lighting system is obtained, modifications cannot be made without additional Coast Guard review.

For fixed bridges required to have navigation lighting, each fascia of the superstructure shall indicate channel limits of passage through the structure for nighttime traffic. The edge of channel will be marked by a red channel margin light which shall show through a horizontal arc of 180 degrees. The center of channel will be marked by a green navigation light showing through a horizontal arc of 360 degrees. The focal plane (center of lens) of all navigational lights shall never be less than 150 mm below “Low Steel”. Navigation lights are not considered an encroachment on vertical clearances and should be placed over actual channel limits whenever possible.

Due to the variety of structure types and navigable conditions, some bridge locations may be exempted from displaying navigation lighting. The Office of Structures or the bridge owner or his designee will coordinate with the U. S. Coast Guard for proper lighting requirements.

2.5.2.2 Additional Navigation Aids

The U.S. Coast Guard is the sole authority in determining the requirements for numerous other aids to navigation. Ordinarily, they do not mandate such items but the possibility does exist. The Office of Structures, bridge owner, or the bridge owner’s designee is responsible for coordination with the Coast Guard. Possible items that may be required to be installed to aid navigation are retroreflective panels, pier lights, daymarks, radar reflectors, racons, painting of the bridge piers, and vertical clearance indicators.


2-20 April, 2006

Figure 2.3 – Typical Canal Channel Sections


April, 2006 2-21

Figure 2.4 Canal Pier Details


2-22 January, 2008

2.5.3 Railroads

For projects crossing railroads, it is desirable to carry the railroad's existing section or planned standard section under the bridge without alteration. However, FHWA has specified participation limits which determine the length of bridge they will fund. The Department concurs with these limits which are shown in Table 2-3. The distance from the centerline of the outside track to the 1 on 2 embankment shall be measured along a horizontal line at the top of rails at right angles to the track. In the case of superelevated tracks, the horizontal line is at the top of the high rail. This distance shall not exceed that shown in Table 2-3. For single track layouts, an off track maintenance roadway is provided on one side only. The railroad will specify the side. In multiple track situations, off track maintenance roadways may be required on both sides. The railroad shall specify a need for two roadways and identify their locations.

In the event that the railroad has, or plans to have, a wider cross section, Table 2-3 will govern at the bridge, and the railroad drainage ditch shall be piped through the embankment (See Figure 2.6). Greater dimensions may be justified on the basis of effective span arrangements and extraordinary drainage conditions, such as defined streams. In the event the railroad's actual existing or proposed section is less than that given in Table 2-3, the railroad's actual section shall be used.

For railroad sections that are in an earth cut, see Figure 2.7. When the railroad is in a rock cut, the distance to the toe of the highway embankment will be determined by the actual section and the characteristics of the rock (see Figure 2.8).


April, 2006 2-23

Figure 2.5 Railroad Clearance Diagram

*Check individual RR for acceptance of the clipped corners


2-24 January, 2008

Notes:

1. This detail applies for multiple track installations on a tangent. 2. This detail also applies to new track installation constructed simultaneously with new

structure construction. 3. W.P.1 is a working point used to establish the shoulder break length as shown in

Figure 3.1. 4. The 6.1 m-offset to the face of pier accommodates an off track maintenance

roadway. If multiple tracks exist, this offset may be required for both sides as well as between various sets of tracks.

5. Whenever possible, the pier and the highway embankment should be located to avoid established drainage ditches. When unavoidable, drainage pipes may be used to carry surface drainage through the embankment, The bottom of footing for a pier should be placed below the bottom of ditch elevation.

6. Any pier located within 7.62 m of the centerline of a set of tracks shall be protected by crash walls designed in accordance with current American Railway Engineering and Maintenance of Way Association (AREMA) specifications, or the requirements of the affected railroad.

Figure 2.6 Track on Embankment

(Section Perpendicular to Centerline of Track)


April, 2006 2-25

Notes:

1. This detail also applies to multiple track installations on a tangent. 2. W.P.2 is a working point used to establish the shoulder break length as shown in

Figure 3.1. 3. The 6.1-m offset accommodates an off track maintenance roadway. If multiple

tracks exist this offset may be required for both sides as well as between various sets of tracks.

4. Any pier located within 7.62 m of the centerline of a track shall be protected by crash walls designed in accordance with current American Railway Engineering and Maintenance of Way Association (AREMA) specifications or the requirement of the affected railroad.

5. When possible, piers should be kept out of ditch areas. The bottom of footing elevation for a pier should be placed below the bottom of ditch elevation.

Figure 2.7 Track in Cut



2-26 April, 2006

Notes:

1. This detail also applies to multiple track installations on a tangent. 2. The 6.1 m offset accommodates an off track maintenance roadway. If multiple

tracks exist, this offset may be required for both sides as well as between various sets of tracks.

3. Ditching through the structure area shall meet and match adjoining existing drainage ditches for both alignment and profile.

4. Any pier located within 7.62 m of the centerline of a track shall be protected by crash walls designed in accordance with current American Railway Engineering and Maintenance of Way Association (AREMA) specifications or the requirement of the affected railroad.

5. When possible, piers should be kept out of ditch areas. The bottom of footing elevation for a pier should be placed below the bottom of ditch elevation.

Figure 2.8 Typical Railroad Rock Cut Section



January, 2008 2-27

Lateral Distance from Centerline of Outside Track to 1 on 2 Embankment*

Railroad Section With Off-Track Maintenance Roadway

Without Off-Track Maintenance Roadway

Fill 8.55 m 6.10 m

Cut 9.15 m 6.70 m

Cut−Heavy Snow Area** 10.05 m 7.60 m * When the outer track is on a horizontal curve, increase these dimensions 25 mm for every degree

of curvature to a maximum of 450 mm. ** Heavy Snow Area - All portions of state except NYC area and Long Island.

TABLE 2-3

Piers located within 7.62 m of the centerline of a track shall be of heavy construction or be protected by a concrete crash wall in accordance with current American Railway Engineering and Maintenance of Way Association (AREMA) specifications.

Railroad Bridges−A typical single track, thru-girder bridge is shown in Figure 2.9. Presently, all railroads still require English units for all dimensions that are of interest to the railroad. This requires the use of double dimensions. The dimensions shown in Figure 2.9 are only for reference. Prior to final design, the railroad involved must provide an approved section. A general clearance diagram for railroad bridges is shown in Figure 2.5.

2.5.4 Miscellaneous Corridors

At times, besides being required to cross a major feature such as a roadway or river, the new bridge must accommodate secondary corridors. These corridors can range from a defined paved bikeway/walkway to a level area of natural ground which would allow passage under the bridge of such things as cattle and wildlife. This requirement should be identified in the design report as well as on the Bridge Data Sheet - Part 1.

A minimum corridor width and a desired headroom should be indicated if it becomes a control feature. Unpaved access roadways for fire, emergency or maintenance equipment also fall into this category.


2-28 January, 2008

Figure 2.9 Typical Thru-Girder Railroad Bridge

2.6 Live Loading Requirements

2.6.1 New and Replacement Bridges

When performing designs using the NYSDOT LRFD Bridge Design Specifications, new and replacement bridges shall be designed to carry not less than the AASHTO HL-93 live load and the NYSDOT Design Permit Vehicle.

When performing designs using the NYSDOT Standard Specifications (Blue Book), new and replacement highway bridges shall be designed to carry not less than the AASHTO MS23 (HS 25) live load.


January, 2008 2-29

2.6.2 Bridge Rehabilitation

Existing highway bridges should be rehabilitated to carry the AASHTO MS18 (HS 20) live load, unless economically unjustified.

Bridges whose superstructures are completely replaced while retaining all or part of the substructure will also be designed to carry the MS23 live load. Existing substructures to remain shall not be upgraded solely to accommodate the MS23 live load.

Where the MS18 (HS 20) loading cannot be economically justified, bridges should be rehabilitated to support an M18 (H 20) live load. In some cases, locally owned bridges or State-owned bridges carrying local roads may be rehabilitated to a lesser loading provided that heavy loads are anticipated to be rare. The minimum acceptable loading for a rehabilitated structure is M13.5 (H 15). Rehabilitation of any structure to a live loading less than MS18 must be expressly approved by the Regional Director.

2.6.3 Temporary Bridges

Temporary structures carrying vehicular traffic shall generally be designed for an MS18 live load. While an MS18 design live load is sufficient for all current legal loads, it is recognized that in a few situations, the design live load for temporary structures should be increased to the full MS23 design live load now used for permanent structures. This should be considered for only the following types of projects:

C Interstate or equivalent highways with very high Average Daily Truck Traffic (ADTT). Very high ADTT can generally be taken to be over 10,000.

C Interstate or equivalent highways where it is anticipated that the temporary structures will be in service longer than one year.

C Other locations that may have unique situations in regard to very heavy industrial truck traffic, anticipated very heavy permit vehicles or access to railroad yards and port facilities.

It is also recognized that some locations may not require a MS18 design live load for temporary structures. This would most often be the case for structures on parkways or in rural areas. However, locations in rural areas should be treated with caution since many low volume roads frequently carry heavy vehicles such as logging trucks, milk tankers and heavy farm machinery. Structures on parkways that will be in use over a winter season should also be treated with caution because snow removal equipment may approximate MS18 loading.

All uses of temporary structures with design live load less than MS18 need to receive approval from the Regional Structures Engineer. In certain circumstances, temporary structures designed for a live load less than MS18 will require posting. In no case will approval be granted for a design live load less than M13.5. In no case shall a temporary bridge on an NHS designated route be designed for less than MS18.

Place Standard Note #9 from Section 17.3 on the plans for all projects containing temporary structures.


2-30 January, 2008

2.6.4 Pedestrian Bridges

All pedestrian bridges will be designed in accordance with AASHTO prescribed loadings. Pedestrian bridges 1.83 m in width or greater that could have vehicle access should also be designed to accommodate an occasional vehicular load of 45 kN (M 4.5) distributed over a two axle arrangement; 9 kN front axle and 36 kN total for the rear axle. For pedestrian bridges with widths greater than 3.0 m, a 90 kN (M 9) vehicle load should be used; 18 kN front axle and 72 kN total for the rear axles. The provisions of the AASHTO Guide Specification for the Design of Pedestrian Bridges should be used.

2.6.5 Railroad Bridges

All structures carrying railroads will be designed for Cooper E-80 loading (U.S. Units), unless noted otherwise.

2.7 Alignment, Profile and Superelevation

2.7.1 Horizontal Alignment

The alignment of a bridge can be controlled by a highway realignment project or be set by the standards that are to be used for a bridge only replacement project. Three factors normally dictate the chosen alignment: class of highway, design speed and traffic volume. The requirements of each individual project should be reviewed prior to establishing the necessary horizontal and vertical control standards. If possible, the highway designer should avoid placing spiral alignments and compound curve alignments on structures. Conventional highway treatments such as spiral alignments, reverse curves and superelevation banking transitions, when used on a bridge, can complicate the design, increase cost and make construction difficult.

Severely skewed alignments can cause uplift, seismic design and maintenance problems, and may result in a structure that is considerably longer than the existing structure.

2.7.2 Profile

When selecting project standards, such as maximum grades and stopping sight distances, the highway designer should avoid placing a sag curve at the bridge location. If this is not possible, the bridge designer should avoid placing the beam itself on a sag and fabricating it with negative camber. The placement of a level (0%) grade on the bridge should be avoided. If possible, steel beams shall use haunches for sag correction with the top and bottom flanges remaining parallel on a vertical tangent. (See Section 8.9.1 for further discussion on sag cambers for steel bridges.)

Prestressed units shall not be subjected to negative camber. The only corrective measure which can be used for adjacent units is to vary the thickness of the wearing surface. If this procedure cannot accommodate the geometry of the curve in a reasonable manner, the use of the adjacent slab or box units is not recommended. Prestressed I-beam or spread box/slab units can use varying haunches to accommodate some sag vertical curvature.


January, 2008 2-31

2.7.3 Superelevation

Transitions in the cross slope of a bridge deck should be avoided whenever possible. When it has been determined that transition on the bridge is unavoidable, the following procedure is to be used:

The length of the transition shall be determined from the appropriate "Superelevation Table" found in the current edition of AASHTO's A Policy on Geometric Design of Highways and Streets. Maximum superelevation rates are 4% for urban conditions and 8% for rural conditions

Simple Circular Curve Alignments

Between 90% and 60% of the runoff shall be applied in the tangent and between 40% and 10% will be carried into the curve. The typical split is 70% - 30%. The runout will be applied to the tangent prior/after the runoff. See Figure 2.10 for sample banking diagram, and Figure 2.12 for banking details of a bridge deck.

Spiral/Circular Curve Alignments

The full required superelevation shall be obtained by the time the SC (Spiral to Curve) point is reached. Full superelevation will be carried through the circular curve until the CS (Curve to Spiral) point is met. The superelevation transition length (LT ) will consist of two parts; the length of spiral equal to the LS value in the appropriate "Superelevation Table" and an additional length of transition known as the Tangent Runout (TR).

LT = LS + TR

TR = L x (N.C.) eNreqd

See Figures 2.10 and 2.11

The Point of Rotation (POR) and the superelevation rates for the lanes and shoulders will be identified for each individual project. On a structure, the low-side shoulder will maintain the same cross slope as the adjacent travel lane. If the high side shoulder is broken back it should maintain a constant downward slope of 2%. For recommended rollover combinations see Highway Design Manual Figure 3-5.

When the slope exceeds 6% a breakback will not be allowed for adjacent concrete beams. The designer should consider other options for the structural system if a break-back is required. When the cross slope exceeds 4% Bulb Tee beams should not be used due to excessive haunch depths. AASHTO I-beams should be considered.

For bridges with reinforced concrete approach slabs, the shoulder transition from the 6% highway cross slope norm to the 2% cross slope on the bridge will be applied prior to the approach slab. The approach slab will be treated the same as the bridge deck. The difference of the grades for the high-side shoulder and the adjacent travel lane should never exceed 10%. The high shoulder will almost always be set at a 2% down slope.


2-32 April, 2006

The number and location of the breaks in the cross slope should be kept to a minimum, due to the limitations of deck finishing machines. If the travel lane and adjacent shoulder on the low side of the bridge are in transition, that is decreasing the cross slope, a break will be introduced when the transitioning cross slope reaches 2%. At that point the shoulder will retain the 2% down slope, and the travel lane will continue to transition until it reaches the required cross slope.

For buried structures such as box culverts, the standard highway section will be carried across the structure, if possible. The shoulders will be the same as on the highway sections. If necessary to provide minimum pavement thickness, the shoulder banking may be treated like a bridge deck shoulder.

Further information on superelevation and transitions can be found in Chapters 2 and 5 of the Highway Design Manual.


January, 2008 2-33

LT = Length of Transition = Runoff + Runout N.C. = Value of Normal Crown Banking P.O.R. = Point of Rotation e = Superelevation required for a specific horizontal curve Outside Edge = Larger radius of horizontal alignment P.C. = Point of Curvature

See Chapter 5 of the Highway Design Manual for Runoff and Runout Formulae.

Figure 2.10 Banking Simple Curve


2-34 April, 2006

Lt = Length of Transition L= Length of Spiral TR = Tangent Runout N.C. = Value of Normal Crown Banking P.O.R.= Point of Rotation e = Superelevation required for a specific horizontal curve Outside Edge = Larger Radius of horizontal alignment S.C. = Spiral to Curve Point T.S. = Tangent to Spiral Point

Figure 2.11 Banking Spiral Curve


April, 2006 2-35

Figure 2.12 Banking Details for Bridge Decks

(Break-Back Option Shown – See HDM Figure 3-5 for Full Bank Option)

January 2008 2A-1

Appendix 2A Bridge Roadway Width Tables

The tables included in the following two pages have been derived from Chapters V and VI of AASHTO’s A Policy on Geometric Design of Highways and Streets, 2004.

Tables N and R apply to new and replacement bridges on local and collector roads and streets. Table R provides minimum permissible widths, while Table N provides maximum widths regardless of the approach roadway geometry for non-NHS roadways. Table N also provides the maximum shoulder width for non-NHS minor arterial bridges where no improvements are planned.

See Section 2.3 and Table 2-1 for additional discussion on bridge roadway widths.

Table X applies to certain bridge rehabilitations on local and collector roads, see Table 2-1.

Additional clarifications:

1. All traffic is two-way.

2. The average daily traffic (ADT) in vehicles per day is always the design year traffic.

3. Refer to Project Development Manual (PDM) Appendix 5 for the design year for bridge work.

4. "Traveled way" is the portion of the roadway for the movement of vehicles, exclusive of shoulders.


2A-2 January, 2008

Table R Minimum Roadway Widths For New and Replacement Bridges (Non-NHS)

(Local and Collector Roads)

Design Volume (veh/day) Minimum Roadway Width of Bridge a

Under 400 Width of traveled way plus 0.6 m each side

400 - 1500 Width of traveled way plus 1 m each side

1500 – 2000 Width of traveled way plus 1.2 m each side b

Over 2000 Approach roadway width b

(Ref. AASHTO’s A Policy on Geometric Design of Highways and Streets, 2004, Exhibit 6-6)

Notes:

a Where the approach roadway width (traveled way plus shoulders) is surfaced, that surface width should be carried across the structures.

b For bridges in excess of 30 m in length the minimum width of traveled way plus 1 m on each side is acceptable.

Bridge Roadway Width Tables

January, 2008 2A-3

Table N

Maximum Width of Traveled Way and Shoulder (Non-NHS) (Local and Collector Roads)

Design Volume (veh/day)

Under 400

400 to 1500

1500 to 2000

Over 2000

Design Speed (km/h)

Width of Traveled Way (m)

30 6.0 6.0 6.6 7.2

40 6.0 6.0 6.6 7.2

50 6.0 6.0 6.6 7.2

60 6.0 6.6 6.6 7.2

70 6.0 6.6 6.6 7.2

80 6.0 6.6 6.6 7.2

90 6.6 6.6 7.2 7.2

100 6.6 6.6 7.2 7.2

- Width of Shoulder on Each Side of Road (m) a

All Speeds 1.2 b 1.5 1.8 2.4


Notes:

a The shoulder widths noted in this table also serve as maximum values for the shoulders on non-NHS minor arterials where no planned improvements are anticipated.

b Per HDM Chapter 2, Table 2-5, a 1.2 m shoulder is required where barrier is utilized.


2A-4 April, 2006

Table X Minimum Roadway Widths For Bridge Rehabilitations b

(Local and Collector Roads – Two Lanes)

Design Traffic (veh/day) Minimum Clear Roadway Width (m) a

Under 400 6.6

400 to 1500 6.6

1500 to 2000 7.2

Over 2000 8.4


Notes: a Clear width between curbs or railings, whichever is less, shall be equal to or greater than

the approach traveled way width.

b Table X does not apply to structures with a total length greater than 30 m. These structures should be analyzed individually by taking into consideration the clear width provided, safety, traffic volumes, remaining life of structure, design speed and other pertinent factors.

Bridge Roadway Width Tables

April 2006 2A-5

Figure 2A.1 Usable Shoulder Details

Appendix 2B One-Lane Bridge Policy

A. Objective: This policy sets forth criteria used to determine where it would be acceptable to replace an existing one-lane bridge by another one-lane bridge.

When an existing one-lane bridge has deteriorated beyond a point where rehabilitation is appropriate, an evaluation shall be made to determine whether closure of the road or removal of the bridge is an acceptable solution. If that evaluation indicates that the bridge is deserving of replacement, then a determination must be made of the number of traffic lanes to be carried by the proposed bridge. The objective of this policy is to govern that decision.

B. Definitions: Existing One-lane Bridge: One upon which two vehicles, traveling in the same or opposite direction, will not normally attempt to pass one another. The bridge may or may not be signed as a "One-lane Bridge". In the absence of recorded or observed experience, any bridge less than 4.9 m wide, curb to curb or rail to rail, shall be considered as a one-lane bridge. A ramp bridge, carrying traffic in only one direction, is not a one-lane bridge for the purpose of this definition.

Existing One-lane Road: One upon which two vehicles, traveling in the same or opposite direction, will pass one another only with care, usually by the slowing or stopping of one or both vehicles, and perhaps by the movement of one or both vehicles partially off the pavement surface, often accomplished at intermittent widenings which may occur naturally or which may be developed deliberately to facilitate such passing. In the absence of recorded or observed experience, any road measuring less than 4.9 m wide, edge to edge of roadway (including pavement plus graded shoulders), shall be considered as a one-lane road, unless it carries traffic in only one direction.

C. Requirements: An existing one-lane bridge may be replaced by another one-lane bridge if each of the following requirements are met:

1. The project must be controlled by Chapter V of the AASHTO Policy on Geometric Design of Highways and Streets - 2004.

2. The current two-way ADT must be less than 350, and the predicted ADT for the 30th year after completion of the project must be less than 500.

3. The current and anticipated future operating speeds must be not greater than 60 km/h.

4. An analysis of the three-year accident experience must reveal no more than one reported accident, with no accident being reported during that same period as being directly attributable to the narrowness of the existing one-lane bridge.

April, 2006 2B-1


2B-2 April, 2006

5. The replacement bridge and its approaches must be signed as a "One-lane Bridge" in accordance with the MUTCD.

6. Horizontal and vertical sight distances must be provided to allow approaching motorists to safely observe an opposing vehicle on the bridge or its far approaches.

D. Desirable Conditions: In addition to the above requirements, other relevant factors should be evaluated and considered before a final decision is made in favor of a bridge replacement to carry one-lane of traffic. Several of these factors are subjective in nature, and others may be very difficult to measure or identify with exactness. All should be treated as desirable conditions which should be met, but which are not absolute requirements. A list of such preferable conditions would include, but not be limited to, the following:

1. The local authorities should have no substantive objection to a one-lane bridge.

2. The existing two-way approach roadway should be one-lane wide and operating as a one-lane road (although this may be difficult to determine with confidence).

3. There should be no plans for the future improvement of the highway which would be expected to substantially alter existing operating conditions.

E. Supporting Documentation: Sufficient information should be supplied in the Scoping Phase so that the requirements and desirable conditions can be evaluated and a decision reached prior to the preparation of the Design Approval Document. If portions of that information are lacking, the final decision on the number of lanes may be made at a later time, but must, in any event, be resolved at or prior to Design Approval.

F. Justification: In order to achieve economics, one-lane bridge replacements shall be permitted when certain safety requirements have been met and certain conditions evaluated. Compared against the cost of a complete two-lane bridge, a minimum savings of 10 to 15 percent can be routinely expected, with appreciable greater savings when existing substructures can be retained.

G. Conclusion: When all requirements have been met, and when a final decision has been made to replace an existing one-lane bridge by another one-lane bridge, and when Design Approval, specifying that decision, has been obtained, the structural design normally shall produce plans for a bridge 4.3 m wide between railings, except that the replacement shall not be narrower than the existing one-lane bridge. Minor variations are permissible to account for the intricacies of particular structural components.

Appendix 2C Vertical Clearance over the New York State Thruway,

I-90 and Revised 4.9 m (16') Clearance Network

The current statewide 4.9 m (16') vertical clearance network in the west to east direction is described below:

State Route 17/I-86 from the Pennsylvania state line east to I-81, I-81 from Route 17/I-86 north to I-88, I-88 east to I-90 (Thruway exit 25A) and I-90 east to I-87 (Northway) in Albany (Thruway Exit 24); and State Route 17/I-86 from the Pennsylvania state line east to I-81, I-81 south to the Pennsylvania line, and I-84 east to the Connecticut state line.

As part of a December 12, 1991 agreement with FHWA, the Department made a commitment to provide 4.9 m (16') clearance on this network. Accordingly, regardless of funding sources, no exceptions will be entertained to the 4.9 m clearance requirement for bridges over the routes described above if the project involves:

C Bridge replacement or

C Bridge rehabilitation including deck replacement

Justification for retention of nonstandard clearance is required for bridges along the identified additional routes listed below:

1. I-90 from the Pennsylvania State line east to I-88 (Thruway Exit 25A) in the Capital District;

2. I-90 from I-87 Northway (Thruway Exit 24) east to the Massachusetts State line;

3. I-87 from Route 300 (Thruway Exit 17; I-84), north to I-87, Northway (Thruway Exit 24);

4. I-190 in the Buffalo-Niagara Falls area.

At the end of this appendix is a listing of the bridges along these particular routes. When a project involves one of the listed bridges whose clearance is 4.3 m (14') or greater but less than 4.9 m (16') and the existing clearance is not being diminished, the Region will request approval to retain the existing clearance in accordance with the TEA-21 Matrix.

The request should include the following nonstandard feature justification:

The structure carrying...over..., BIN...provides a minimum vertical clearance of .... This structure is one of those on the listing of structures in Appendix 2C of the NYSDOT Bridge Manual whose existing clearance can be retained as agreed by FHWA on December 12, 1991.

When a project results in reducing existing vertical clearance of bridge(s) listed, a full nonstandard feature justification will be required. FHWA has stated that the Department cannot approve any vertical clearance less than 4.3 m (14').

April, 2006 2C-1


Coordination with SDDC: Based on a January 27, 1998 letter from the Department of the Army, the Military Traffic Management Command, Transportation Engineering Agency (now Surface Deployment and Distribution Command (SDCC)) has concurred with a batch design exemption for the bridges along the above six routes as long as the existing clearances are not being diminished. All exceptions to the 4.9 m vertical clearance standard along the routes described in the first paragraph of this appendix are to be coordinated with the SDDC (see Appendix 2D). On other urban Interstate routes, where the 4.3 m vertical clearance standard applies, there is no requirement to coordinate with nor notify the SDDC.

This Appendix applies only to listed bridges and to those on the 4.9 m vertical clearance network described in this Appendix. Existing rules relative to vertical clearance continue to apply to all other bridges.

2C-2 April, 2006

Vertical Clearance

List of bridges over the Thruway, I-190, and I-90 with vertical clearance less than 4.9 m (16') that NYSDOT and FHWA have agreed to exempt from the 4.9 m (16') requirement by use of this Appendix.

RC BIN Feature Carried Feature Crossed Vertical Clearance Thruway

Milepoint

Metric Feet/Inches

11 1015970 Rte. 20 87IX 4.4 m 14'-6" 0014685

11 1022440 Old Rte. 32 87IX 4.4 m 14'-6" 0013954

11 1025320 443 443 11022005 87IX 4.5 m 14'-8" 0014247

11 1033101 87I 87I11081000 90I 4.3 m 14'-0" None

11 1033102 87I 87I11081000 90I 4.3 m 14'-0" None

11 1047510 396 396 11011064 87IX 4.4 m 14'-4" 0813461

11 5513349 912MX 87IX 4.5 m 14'-8" 0080000

11 5513500 Beaver Dam Road 87IX 4.3 m 14'-2" 0013542

11 5513520 Clapper Road 87IX 4.3 m 14'-3" 0013670

11 5513530 Wemple Road 87IX 4.3 m 14'-2" 0013804

11 5513580 New Scotland Ave. 87IX 4.3 m 14'-2" 0014431

11 5513600 Russell Rd. Co. 204 87IX 4.3 m 14'-1" 0014538

11 5513610 Schoolhouse Rd. 87IX 4.5 m 14'-8" 0014642

13 1018030 23A 23A13011324 87IX 4.7 m 15'-4" 0011001

13 1031060 81 81 13021199 87IX 4.3 m 14'-2" 0012221

13 1038060 144 144 13011008 87IX 4.3 m 14'-2" 0012756

13 1053550 9W 9W 13041188 87IX 4.6 m 15'-1" 0012369

13 5513180 Brick Schoolhouse 87IX 4.3 m 14'-1" 0010862

13 5513200 Old Kings Highway 87IX 4.6 m 15'-3" 0011257

13 5513220 CR 23B 87IX 4.4 m 14'-7" 0011364

13 5513230 NYSTA INT 21 87IX 4.3 m 14'-3" 0011389

13 5513290 New Balt Ser Rd 87IX 4.3 m 14'-1" 0012728

14 5513400 90I EB B-1 Ramp 87IX 4.4 m 14'-7" 0080659

April, 2006 2C-3


14 5513410 Woodward Road 90IX 4.3 m 14'-2" 0080778

14 5513420 Woodward Road 90IX 4.3 m 14'-0" 0080777

14 5513430 Bunker Hill Road 90IX 4.3 m 14'-0" 0080847

14 5513440 Bunker Hill Road 90IX 4.3 m 14'-0" 0080846

14 5513460 90IX 87IX 4.4 m 14'-6" 0080658

16 1038760 159 159 16011115 90IX 4.3 m 14'-2" 0015923

16 5513710 Putnam Rd 90IX 4.3 m 14'-2" 0015991

16 5513720 Gordon Road 90IX 4.3 m 14'-0" 0016104

16 5513760 Patsonvle-Rynexrd 90IX 4.3 m 14'-2" 0016703

16 7513690 D & H Railroad 90IX 4.4 m 14'-4" 0015893

23 1002380 5 5 23111027 90IX 4.3 m 14'-2" 0022820

23 1002770 5S 5S 23021156 90IX 4.1 m 13'-6" 0021635

23 5516010 River Road 90IX 4.6 m 15'-1" 0020661

23 5516080 Carder Lane Rd 90IX 4.5 m 14'-10" 0022668

23 5516130 Dyke Road CR 37 90IX 4.4 m 14'-5" 0022992

23 5523320 Pedestrian Bridge 90IX 4.6 m 15'-1" 0020990

24 1010590 13 13 24051330 90IX 4.4 m 14'-4" 0026173

24 5025670 46 46 24012024 90IX 4.3 m 14'-2" 0025709

24 5512730 Kirkville Rd 90IX 4.3 m 14'-1" 0027184

24 5512740 Fyler Road 90IX 4.3 m 14'-2" 0026937

24 5512750 Lakeport Rd 90IX 4.3 m 14'-2" 0026789

24 5512770 Gee Road 90IX 4.3 m 14'-3" 0026599

24 5512780 Indian Open Rd 90IX 4.4 m 14'-4" 0026303

24 5512790 North Main Street 90IX 4.4 m 14'-5" 0026201

24 5512800 North Court Street 90IX 4.3 m 14'-1" 0026005

24 5512810 Canal Road 90IX 4.3 m 14'-3" 0025790

24 5512830 Thruway Ramp at 34 90IX 4.3 m 14'-1" 0026150

25 1021050 30 30 25042001 90IX 4.3 m 14'-2" 0017386

2C-4 April, 2006

Vertical Clearance

25 5515780 Bulls Head Rd 90IX 4.4 m 14'-4" 0016970

25 5515790 Pattersonville Rd 90IX 4.3 m 14'-1" 0017088

25 5515820 Amsterdam Interch 90IX 4.3 m 14'-2" 0017359

25 5515840 Snooks Corners Rd 90IX 4.3 m 14'-1" 0017512

25 5515850 Fort Hunter Rd 90IX 4.4 m 14'-5" 0017747

25 5515890 Fultonville Int 90IX 4.4 m 14'-5" 0018217

25 5515940 Canajoharie Inter 90IX 4.6 m 15'-1" 0019410

26 1018830 26 26 26051155 90IX 4.3 m 14'-2" 0024850

26 1042230 233 233 26011068 90IX 4.4 m 14'-4" 0024366

26 1042260 31 31 26011066 90IX 4.3 m 14'-2" 0025227

26 1046709 365 365 26011040 90IX 4.3 m 14'-0" 0025306

26 5512860 Verona Interch 90IX 4.3 m 14'-3" 0025271

26 5512870 Westmoreland Int 90IX 4.3 m 14'-2" 0024320

26 5512880 Utica Interchange 90IX 4.3 m 14'-3" 0023285

26 5512890 Randall Rd 90IX 4.3 m 14'-3" 0025640

26 5512900 Sandhill Rd 90IX 4.3 m 14'-2" 0025540

26 5512920 Tilden Hill Rd 90IX 4.3 m 14'-3" 0025090

26 5512940 W. Moreland Lowell 90IX 4.3 m 14'-2" 0024786

26 5512950 Batlett Road 90IX 4.4 m 14'-5" 0024525

26 5512970 Cider St Co Rt 23 90IX 4.3 m 14'-3" 0024279

26 5512980 Judd Road 90IX 4.4 m 14'-5" 0024048

26 5513030 Leland Ave 90IX 4.3 m 14'-3" 0023296

26 7708960 Conrail 90IX 4.3 m 14'-1" 0023501

31 1021810 31 31 31081014 90IX 4.3 m 14'-2" 0031105

31 1023360 34 34 31053077 90IX 4.3 m 14'-2" 0030392

31 1024300 38 38 31043067 90IX 4.6 m 15'-2" 0030797

31 1034450 90 90 31021476 90IX 4.3 m 14'-0" 0031216

31 5510310 Thruwy Int 40 Ramp 90IX 4.3 m 14'-1" 0030419

April, 2006 2C-5


31 5510330 CR13B Oakland Rd 90IX 4.5 m 14'-8" 0030527

31 5510340 Townline Road 90IX 4.4 m 14'-6" 0030580

31 5510360 N Main St 90IX 4.3 m 14'-1" 0030733

33 1008520 11 11 33033008 90IX 4.3 m 14'-2" 0028190

33 1026099 690I 690I 33014014 90IX 4.3 m 14'-0" 0028837

33 1031659 81I 81I 33033012 90IX 4.4 m 14'-5" 0028271

33 1045210 298 298 33012038 90IX 4.4 m 14'-4" 0027837

33 1046870 370 370 33031136 90IX 4.3 m 14'-1" 0028636

33 1049830 Lemoyne Ave 90IX 4.3 m 14'-1" 0028175

33 1073150 Fr Rte 48 to 690I 90IX 4.4 m 14'-6" 0028840

33 2266610 Bikeway 90IX 4.4 m 14'-7" 0028268

33 5027410 CR7 Oswego St 90IX 4.3 m 14'-2" 0028567

33 5039140 173 X 90IX 4.3 m 14'-0" 0029249

33 5313210 Laird Rd 90IX 4.5 m 14'-10" 0029613

33 5510030 North Manlius Rd 90IX 4.4 m 14'-5" 0027329

33 5510050 CR54 Minoa - Sheps 90IX 4.3 m 14'-3" 0027448

33 5510070 CR136 Fremont Rd 90IX 4.4 m 14'-5" 0027601

33 5510080 Fly Road 90IX 4.4 m 14'-4" 0027739

33 5510090 Thruway Int35 Ramp 90IX 4.3 m 14'-2" 0027893

33 5510100 Thompson Road 90IX 4.4 m 14'-4" 0027914

33 5510120 CR70 Townline Rd 90IX 4.3 m 14'-0" 0028031


33 5510150 CR48 Buckley Rd 90IX 4.3 m 14'-2" 0028304


33 5510190 CR47 Morgan Rd 90IX 4.3 m 14'-1" 0028522


33 5510240 Van Buren Rd 90IX 4.3 m 14'-2" 0028963

33 5510250 Canton Street 90IX 4.2 m 13'-11" 0029206

2C-6 April, 2006

Vertical Clearance

33 5510260 Bennetts Crnrs Rd 90IX 4.3 m 14'-1" 0029452

35 1034320 89 89 35021339 90IX 4.3 m 14'-3" 0031596

35 1048150 414 414 35041334 90IX 4.3 m 14'-1" 0032015

35 5510400 CR101 Gravel Rd 90IX 4.3 m 14'-2" 0031746

35 5510420 Mid Black Brk Rd 90IX 4.3 m 14'-2" 0031857

35 5510430 Black Brook Rd 90IX 4.3 m 14'-1" 0031919


35 5510450 CR106 Birdsey Rd 90IX 4.3 m 14'-0" 0032108

35 5510460 Stone Church Rd 90IX 4.3 m 14'-3" 0032192

35 5510470 CR107 Whiskey Hil 90IX 4.3 m 14'-0" 0032314

35 5510480 CR108 Nine Foot R 90IX 4.3 m 14'-0" 0032416

35 5510490 Grange Hall Road 90IX 4.4 m 14'-4" 0032479

41 1015250 19 19 41031122 90IX 4.3 m 14'-2" 0037889

41 1022980 33 33 41023024 90IX 4.4 m 14'-5" 0038624

41 1028730 63 63 41043011 90IX 4.3 m 14'-1" 0039176

41 1030080 77 77 41021098 90IX 4.3 m 14'-0" 0040128

41 1042340 237 237 41011030 90IX 4.3 m 14'-2" 0038378

41 5315350 Indian Falls Rd 90IX 4.3 m 14'-2" 0039767

41 5315400 Slusser Rd CR30 90IX 4.3 m 14'-0" 0039670

41 5315660 Kelsey Road 90IX 4.4 m 14'-6" 0039339

41 5315680 State Street Road 90IX 4.4 m 14-6" 0038973

41 5315690 Bank St Rd CR13 90IX 4.4 m 14'-5" 0038873

41 5316050 West Bergen Rd 90IX 4.4 m 14'-5" 0038057

41 5516830 Ramp to Exit 48 90IX 4.3 m 14'-0" 0039013

41 5516920 Ramp to Exit 47 90IX 4.4 m 14'-6" 0037856

41 7707180 Conrail - PC RR 90IX 4.3 m 14'-0" 0038665

43 1011530 15 15 43031079 90IX 4.9 m 15'-11" 0036277

43 1023760 36 36 43031033 90IX 4.4 m 14'-4" 0037413

April, 2006 2C-7


43 1028910 64 64 43021063 90IX 4.8 m 15'-10" 0035525

43 1028980 65 65 43031078 90IX 4.3 m 14'-1" 0035825

43 1043340 386 251 43011183 90IX 4.3 m 14'-2" 0036899

43 5510600 Thwy Ramp Exit 46 90IX 4.3 m 14'-3" 0036244

43 5510830 Beulah Rd CR166 90IX 4.3 m 14'-1" 0037503

43 5510840 Winslow Rd CR188 90IX 4.3 m 14'-0" 0037241

43 5510850 Wheatland Ctr Rd 90IX 4.3 m 14'-3" 0037079

43 5510860 Union St 90IX 4.3 m 14'-1" 0036985

43 5510870 Middle Road 90IX 4.3 m 14'-3" 0036212

43 5510880 Pinnacle Road 90IX 4.4 m 14'-5" 0035979

43 5510890 Bloomfield Rd 90IX 4.9 m 15'-11" 0035570

43 5510900 E River Rd CR84 90IX 4.3 m 14'-3" 0036474

43 5510910 Mile Sq Rd CR70 90IX 4.3 m 14'-2" 0035411

44 1016470 Chapin-Pamyra 90IX 4.4 m 14'-5" 0033980

44 5510620 Thwy Ramp Exit 45 90IX 4.3 m 14'-0" 0035099

44 5510630 Exit 44 Ramp 90IX 4.4 m 14'-4" 0034713

44 5510640 Exit 43 Ramp 90IX 4.3 m 14'-3" 0034015

44 5510920 Log Cabin Road 90IX 4.4 m 14'-5" 0035236

44 5510930 Pumpkin Hook Rd 90IX 4.3 m 14'-3" 0034598

44 5510940 Farmington Rd CR8 90IX 4.3 m 14'-3" 0034501

44 5510950 Blacksmith Cor Rd 90IX 4.4 m 14'-4" 0034242

44 5510960 Port Gibson Rd C7 90IX 4.3 m 14'-2" 0033747

44 5510970 Kendall Rd CR25 90IX 4.3 m 14'-2 0033545

44 5510980 Marbletown Rd 90IX 4.3 m 14'-3" 0033115

44 5510990 Mott Road 90IX 4.3 m 14'-2" 0033030

44 5511000 Port Gibson R CR7 90IX 4.3 m 14'-2" 0033748

52 1015410 20 20 52011355 90IX 4.3 m 14'-2" 0046074

52 1027890 60 60 52013254 90IX 4.3 m 14'-1" 0046816

2C-8 April, 2006

Vertical Clearance

52 1030020 76 76 52011191 90IX 4.3 m 14'-3" 0049316

52 1048430 County Route 85 90IX 4.3 m 14'-2" 0045926

52 1050610 950D950D52011005 90IX 4.3 m 14'-2" 0049493

52 1050620 950D950D52011005 90IX 4.3 m 14'-1" 0049492

52 1090130 County Route 81 90IX 4.3 m 14'-3" 0046711

52 5011990 394 17 52011004 90IX 4.3 m 14'-3" 0048543

52 5047170 County Route 380 90IX 4.3 m 14'-3" 0047618

52 5090220 County Route 380 90IX 4.3 m 14'-2" 0047617

52 5511130 Wiley Rd 90IX 4.3 m 14'-0" 0049267

52 5511140 Forsythe Road 90IX 4.3 m 14'-1" 0048974

52 5511150 Rogerville Road 90IX 4.4 m 14'-4" 0048839

52 5511170 Walker Road 90IX 4.4 m 14'-5" 0048697

52 5511180 Hawley Street 90IX 4.3 m 14'-2" 0048586

52 5511200 Westfield Exit RP 90IX 4.3 m 14'-2" 0048500

52 5511210 McKinley Road 90IX 4.3 m 14'-2" 0048308

52 5511240 Pratt Road 90IX 4.4 m 14'-7" 0048133

52 5511250 Pratt Road 90IX 4.4 m 14'-6" 0048134

52 5511260 Walker Road 90IX 4.3 m 14'-0" 0047915

52 5511280 Walker Road 90IX 4.5 m 14'-9" 0047914

52 5511290 Pecor Street 90IX 4.3 m 14'-2" 0047817

52 5511310 Mathews Road 90IX 4.4 m 14'-4" 0047755

52 5511360 North Road 90IX 4.3 m 14'-1" 0047378

52 5511370 County Route 74 90IX 4.3 m 14'-2" 0047266

52 5511380 County Route 74 90IX 4.3 m 14'-3" 0047265

52 5511390 County Route 78 90IX 4.3 m 14'-3" 0047175

52 5511400 Chestnut Street 90IX 4.4 m 14'-5" 0047069

52 5511410 Chestnut Street 90IX 4.4 m 14'-5" 0047070

52 5511420 Temple Street 90IX 4.3 m 14'-2" 0047033

April, 2006 2C-9


52 5511430 Brigham Road 90IX 4.3 m 14'-2" 0046983

52 5511440 Fred-Dunkirk Intr 90IX 4.3 m 14'-1" 0046774

52 5511450 County Route 80 90IX 4.4 m 14'-6" 0046613

52 5511470 Newell Road 90IX 4.4 m 14'-5" 0046538

52 5511490 County Route 79 90IX 4.3 m 14'-3" 0046345

52 5511500 O’Brien Road 90IX 4.4 m 14'-4" 0046282

52 5511530 County Route 93 90IX 4.4 m 14'-7" 0045820

52 5511540 County Route 95 90IX 4.4 m 14'-6" 0045653

52 5511550 Silver Creek Intr 90IX 4.4 m 14'-6" 0045554

52 7707640 Conrail RR 90IX 4.3 m 14'-3" 0046466

53 1001579 5 5 53023025 190IX 4.4 m 14'-7" 0090498

53 1022859 33 33 53012016 90IX 4.4 m 14'-5" 0042157

53 1023160 33B 33B 53012017 90IX 4.3 m 14'-2" 0042210

53 1028230 62 62 53031234 90IX 4.3 m 14'-3" 0043485

53 1029910 75 75 53011182 90IX 4.3 m 14'-1" 0043665

53 1037620 130 130 53012016 90IX 4.6 m 15'-2" 0042364

53 103989C Scaj Exp Ramp 190IX 4.4 m 14'-7" 0090869

53 1043940 266 266 53012008 90IX 4.4 m 14'-5" 0091155

53 1044340 277 277 53011197 90IX 4.4 m 14'-6" 0041989

53 1044960 290I290I53011002 90IX 4.3 m 14'-3" 0091336

53 1045720 S Main St CR 9B 90IX 4.3 m 14'-3" 0044917

53 1045770 957 CX 90IX 4.3 m 14'-2" 0091967

53 1050660 951E951E53011006 90IX 4.4 m 14'-4" 0043403

53 1061120 249 249 53011020 90IX 4.3 m 14'-2" 0045177

53 1062961 219 219 3021255 90IX 4.4 m 14'-6" 0043043

53 1062999 Ridge Rd Interch 90IX 4.6 m 15'-0" 0042947

53 1063090 190IX 190IX 4.4 m 14’-6" 0090582

53 1063100 190IX 190IX 4.3 m 14'-2" 0090589

2C-10 April, 2006

Vertical Clearance

53 1063110 190IX 190IX 4.4 m 14'-7" 0090681

53 5045780 Long Road 190IX 4.3 m 14'-2" 0091932

53 5045800 324 324 53021055 190IX 4.3 m 14'-2" 0091546

53 5511640 Crittenden Road 90IX 4.3 m 14'-3" 0040545

53 5511650 South Newstead Rd 90IX 4.3 m 14'-3" 0040727

53 5511660 N Millgrove Road 90IX 4.4 m 14'-5" 0040944

53 5511670 Ransom Road 90IX 4.3 m 14'-0" 0041160

53 5511720 Rossler Street 190IX 4.6 m 15'-2" 0090037

53 5511730 Henry Street 90IX 4.3 m 14'-2" 0042540

53 5511860 Gunville Road 90IX 4.4 m 14'-4" 0041365

53 5511900 Youngs Road 90IX 4.3 m 14'-2" 0041835

53 5511950 Forest Road 90IX 4.4 m 14'-7" 0042012

53 5511970 290I EB TO 90I EB 90IX 4.3 m 14'-3" 0042033

53 5511980 Wehrle Dr CR 290 90IX 4.3 m 14'-0" 0042035

53 5512000 Cleveland Drive 90IX 4.4 m 14'-4" 0042070

53 5512010 George Urban Blvd 90IX 4.5 m 14'-10" 0042252

53 5512039 952Q952Q53011019 90IX 4.4 m 14'-7" 0042319

53 5512109 Rt400 Intch W I90 90IX 4.3 m 14'-2" 0042794

53 5512160 Depew Interchange 90X 4.4 m 14'-4" 0041727

53 5512170 South Ogden St 190IX 4.3 m 14'-2" 0090070

53 5512180 Weiss Street 190IX 4.3 m 14'-2" 0090106

53 5512290 Louisiana Street 190IX 4.4 m 14'-6" 0090413

53 5512310 Hardpan Rd CR492 90IX 4.4 m 14'-4" 0045029

53 5512320 Pontiac Rd CR490 90IX 4.3 m 14'-3" 0044778

53 5512340 Pedestrian Walk 90IX 4.5 m 14'-9" 0044710

53 5512350 Pedestrian Walk 90IX 4.4 m 14'-6" 0044711

53 5512360 Gowans Rd CR 489 90IX 4.3 m 14'-0" 0044652

53 5512370 Evans Ctr - Eden Rd 90IX 4.3 m 14'-2" 0044550

April, 2006 2C-11


53 5512390 Sturgeon Point Rd 90IX 4.3 m 14'-2" 0044369

53 5512400 Sturgeon Point Rd 90IX 4.3 m 14'-2" 0044368

53 5512420 North Creek Rd 90IX 4.3 m 14'-3" 0044181

53 5512430 Lakeview Rd CR65 90IX 4.4 m 14'-6" 0044076

53 5512440 Lakeview Rd CR65 90IX 4.5 m 14'-8" 0044075

53 5512450 Amsdell Rd CR 122 90IX 4.4 m 14'-7" 0043766

53 5512460 Access Rd Exit 57 90IX 4.4 m 14'-6" 0043622

53 5512470 Sowles Rd CR 162 90IX 4.4 m 14'-4" 0043560

53 5512500 Access Rd Exit 56 90IX 4.4 m 14'-6" 0043245

53 5512510 Lake Ave CR200 90IX 4.4 m 14'-4" 0043222

53 5512570 Porter Ave to 190I 190IX 4.4 m 14'-6" 0090666

53 5512620 US Army Corp 190IX 4.3 m 14'-3" 0090905

53 5512680 Dupont Access Rd 190IX 4.3 m 14'-0" 0091166

53 5512700 Staley Road 190IX 4.4 m 14'-6" 0091577

53 5512710 Baseline 190IX 4.4 m 14'-4" 0091646

53 5512720 Whitehaven Road 190IX 4.3 m 14'-1" 0091727

53 5516240 90I EB to 190 NB 90IX 4.3 m 14'-1" 0042618

53 5516250 190I SB to 90I EB 90IX 4.3 m 14'-1" 0042617

53 5516260 Pedestrian Bridge 190IX 4.3 m 14'-3" 0091120

53 5516270 Bedell Rd 190IX 4.3 m 14'-0" 0091839

53 552015G 950EX 190IX 4.4 m 14'-5" 0090535

53 6048500 438 X 90IX 4.3 m 14'-1" 0045431

53 6600030 5 Mile Strip Road 90IX 4.3 m 14'-1" 0045346

53 7045820 Penn Central RR 190IX 4.2 m 13'-9" 0091354

53 7708440 CNRR & City St 190IX 4.4 m 14'-6" 0090900

53 7714560 Penn Central RR 90IX 4.3 m 14'-3" 0042363

53 7714570 Balt Ohio Br 90IX 4.4 m 14'-5" 0043122

81 1016860 22 22 81061291 90IX 4.3 m 14'-2" 0082327

2C-12 April, 2006

Vertical Clearance

81 1029050 66 66 81011206 90IX 4.3 m 14'-0" 0081121

81 1045110 295 295 81011050 90IX 4.4 m 14'-7" 0081626

81 1050360 Rt 980D (Mass.) 90IX 4.4 m 14'-4" 0082409

81 5515230 Shaker Museum Rd 90IX 4.4 m 14'-5" 0081172

81 5515240 Albany Turnpike 90IX 4.5 m 14'-9" 0081289

81 5515250 County Road 79 90IX 4.3 m 14'-0" 0081328

81 5515270 987G Access Road 90IX 4.3 m 14'-0" 0081509

81 5515290 County Road 27 90IX 4.4 m 14'-5" 0081662

81 5515300 Sayre Hill Road 90IX 4.4 m 14'-4" 0081826

81 5515340 Red Rock Rd CR 79 90IX 4.3 m 14'-3" 0082029

81 7713280 Conrail 90IX 4.3 m 14'-2" 0081604

83 1045270 300 300 83011038 87IX 4.3 m 14'-2" 0006383

83 5514370 Exit/Entry Ramp 17 87IX 4.3 m 14'-3" 0006010

83 5514380 Meadow Hill Road 87IX 4.3 m 14'-1" 0006095

86 1019620 28 28 86012008 87IX 4.4 m 14'-5" 0009113

86 1022270 32 32 86021012 87IX 4.3 m 14'-2" 0006786

86 1022320 32 32 86021211 87IX 4.3 m 14'-3" 0008533

86 1022350 32 32 86023117 87IX 4.3 m 14'-2" 0010125

86 1045240 299 299 6011072 87IX 4.4 m 14'-4" 0007638

86 5515350 Freetown Road 87IX 4.3 m 14'-0" 0007068

86 5515370 Ohioville Road 87IX 4.5 m 14'-8" 0007345

86 5515380 Brookside Road 87IX 4.3 m 14'-3" 0007417

86 5515390 Thwy Access Ramp 87IX 4.4 m 14'-6" 0007601

86 5515400 Horsenden Road 87IX 4.4 m 14'-6" 0007865

86 5515410 Grist Mill Road 87IX 4.3 m 14'-3" 0008271

86 5515450 County Road 94 87IX 4.3 m 14'-2" 0008698

86 5515460 Lucas Tpk CR 50 87IX 4.3 m 14'-2" 0008928

86 5515510 Thwy Access Ramp 87IX 4.4 m 14'-5" 0009137

April, 2006 2C-13


2C-14 April, 2006

86 5515520 Sawkill Rd CR 42 87IX 4.3 m 14'-3" 0009188

86 5515540 L Katrine Rd CR90 87IX 4.3 m 14'-3" 0009527

86 5515550 Ruby Road 87IX 4.3 m 14'-3" 0009656

86 5515570 Mt Marion Rd CR34 87IX 4.3 m 14'-3" 0009807

86 5515580 Peoples Road 87IX 4.3 m 14'-2" 0010232

86 5515590 Malden Rd CR89 87IX 4.3 m 14'-2" 0010316

86 5515600 Katsbaan Road 87IX 4.3 m 14'-3" 0010404

86 5515610 Asbury Road 87IX 4.4 m 14'-4" 0010534

Appendix 2D Required Coordination with the Department of Defense

on Nonstandard Vertical Clearances over Interstate Routes

Introduction In 1998, the Federal Highway Administration (FHWA) informed the Department that the FHWA and Department of Defense (DOD) updated the interagency coordination when a project on an Interstate System roadway is to be advanced with a design exception to standard vertical clearances. This Appendix describes the NYSDOT procedures to provide this coordination. The procedures are based on the guidance in the included August 15, 1997, memo, “Vertical Clearance, Interstate System Coordination of Design Exceptions” from FHWA’s Associate Administrator for Program Development of the FHWA Regional Administrators and the Federal Lands Highway Program Administrator.

Requirements For projects on the Interstate System to be advanced with a design exception to the standard 4.9 m (16') vertical clearance, the NYSDOT or the New York State Thruway Authority will coordinate with the Surface Deployment and Distribution Command-Transportation Engineering Agency (SDDCTEA)1 during preliminary design, prior to requesting FHWA’s concurrence with the design exception. This coordination applies for all Interstate routes except:

1. Interstates in urban areas where another route provides the single 4.9 m (16') routing for the urban area. (These single 4.9 m (16') routings are identified for the New York City, Kingston, Albany-Schenectady, Utica, Syracuse, Rochester and Buffalo urban areas in the package from FHWA that the Planning and Program Development Group’s December 11, 1997, memo forwarded to the Regional Planning and Program Managers.)

2. Sections of I-90, I-87 and I-190, which were exempted from the 4.9 m (16') vertical

clearance as described in Appendix 2C. (NYSDOT will still have to prepare nonstandard feature justifications per the TEA-21 Matrix on these bridges as described in Appendix 2C.)

For projects to be advanced with a design exception to the standard vertical clearance over an Interstate route, except those routes noted in (1) and (2) above, the NYSDOT Region or Thruway Authority will coordinate with the SDDCTEA. This will be done late in Design

1 In previous editions of the Bridge Manual, the Department of Defense coordinating agency was the Military Traffic Management Command–Transportation Engineering Agency. In 2004, the name was changed to the Surface Deployment and Distribution Command–Transportation Engineering Agency. Because of on-going changes in the structure of the Department of Defense, the designer should verify the name and address of the Transportation Engineering Agency.

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Phase I by forwarding a copy (or applicable sections) of the draft Design Report, Design Report/Environmental Assessment or Design Report/Draft Environmental Impact Statement to the SDDCTEA for their review of the proposed nonstandard vertical clearance. This SDDCTEA coordination step is listed in the Design Phase I steps in the 1999 version of the Design Procedure Manual (DPM). FHWA and the Design Quality Assurance Bureau should be copied on this letter.

The SDDCTEA is to reply by letter or e-mail within 15 calendar days. If no reply is received within 15 calendar days, it is assumed they have no comment. The text of Chapter III.C.2.a of the “Full” Design Report should then be modified to state that coordination with the Department of Defense has occurred and whether or not the SDDCTEA replied. If they do reply, a copy of their response is to be included in the attached appendices of the design report as important correspondence received on the project. Appropriate consideration should be given to any SDDCTEA comments and the treatment of the nonstandard feature and/or the justification of the nonstandard feature modified accordingly. FHWA will consider any SDDCTEA comments in their evaluation of the retention of the non-standard vertical clearance.

The request for coordination should be addressed to:

Director Surface Deployment and Distribution Command Transportation Engineering Agency (SDDCTEA) Attention: MTTE-SA 720 Thimble Shoals Boulevard, Suite 130 Newport News, VA 23606-2574 (Telephone - 757-599-1117) (Fax - 757-5991560) A sample letter for this coordination with the SDDCTEA is included in this Appendix.

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Required Coordination with the Department of Defense

SAMPLE LETTER

State of New York

Department of Transportation Albany, N.Y. 12232

http://www.dot.state.ny.us Thomas Madison, Jr. George E. Pataki Commissioner Governor

William S. Brown, P.E. Regional Design Engineer NY State Dept. of Transportation State Office Building 1 Washington Drive Sample, New York 12201 October 12, 2005 Director Surface Deployment and Distribution Command Transportation Engineering Agency (SDDCTEA) ATTN: MTTE-SA 720 Thimble Shoals Boulevard, Suite 130 Newport News, VA 23606-2574 RE: PIN 9999.99 Route 33/I777 Interchange Town of Washington, Lincoln Co. Dear Sir/Madam This letter is to provide coordination in accordance with the Federal Highway Administration/Department of Defense interagency coordination procedures when a project on an interstate system roadway is to be advanced with a design exception to standard vertical clearance. The subject project, to reconstruct the Route 33/I777 interchange, includes retention of a nonstandard vertical clearance at the Francis Palmer Road Bridge over I-777. this nonstandard feature and the justification for its retention are described in Section III.C.2.a on page 19 of the attached draft of the Design Report/Environmental Assessment, dated October 2005.

April, 2006 2D-3

http://www.dot.state.ny.us/


SAMPLE LETTER Page 2 of 2 October 12, 2005 Please inform us of your comments on the retention of this nonstandard vertical clearance by responding by letter or e-mail. If we do not receive a response within 15 calendar days from the date of this memo, we will assume you have no comments. If you have any questions, please contact John Smith at (555)555-5555. A response by e-mail should be sent to [email protected]. Sincerely WILLIAM S. BROWN Regional Design Engineer WSB:bb bcc: Robert Arnold, Division Administrator Director, Design Quality Assurance Bureau, 50 Wolf Road, POD 23

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MEMORANDUM

U.S. Department of Transportation Federal Highway Administration

Subject: ACTION: Vertical Clearance, Interstate

System Coordination of Design Exceptions

Date: August 15, 1997

From: Associate Administrator for Program Development

Reply toAttn of:

HNG-14

To: Regional Administrators Federal Lands Highway Program Administrator

For almost 30 years, the Federal Highway Administration (FHWA) and the Military Traffic Management Command Transportation Engineering Agency (MTMCTEA) of the Department of Defense (DOD) have cooperated to meet the demands of military traffic on the Interstate System, particularly in the area of vertical clearances. This need has been met with the adoption of standards by FHWA for vertical clearance on the Interstate that require a clear height of structures over the entire roadway width, including the useable width of shoulder, of 4.9 meters for the rural Interstate. In urban areas, the 4.9-meter clearance is applied to a single route, with other Interstate routings in the urban area having at least a 4.3-meter vertical clearance.

In 1960, at the request of the DOD, and with the cooperation of the States, the above standards were established to accommodate military traffic on the Interstate. At that time, a large number of structures on the Interstate, constructed under previous criteria, existed which did not conform to the new minimum standard. The correction of all these deficiencies could not be economically justified. Consequently, in 1969, the MTMCTEA, the American Association of State Highway and Transportation Officials (AASHTO) (then AASHO) and the FHWA agreed to concentrate on a subset of the Interstate judged to be priority routes. The subset contained a significantly smaller number of deficient structures on 41 842 kilometers of the Interstate. The 41 842 kilometer priority network served about 95 percent of the major military installations.

Since then, the MTMCTEA has developed and continues to refine the Strategic Highway Network (STRAHNET). The STRAHNET report dated January 1991 was distributed to Regional Federal Highway Administrators by memorandum from the Director, Office of Environment and Planning dated March 22, 1991. Since 1991, there have been a few changes made to STRAHNET. These changes have been coordinated with the States and the field offices. Maps delineating the changes were distributed to the affected regional offices by HEP-l0. The STRAHNET is a system of highways that provides defense access, continuity and emergency capabilities for movements

April, 2006 2D-5


of personnel and equipment in both peacetime and wartime. The STRAHNET was based on quantifiable DOD requirements, addressing their peacetime, wartime, strategic, and oversize/overweight highway demands. The network consists of approximately 96 000 kilometers of highway. The STRAHNET has been incorporated into the National Highway System (NHS). Almost 75 percent of the system in the continental United States (about 70 000 kilometers) consists of roadways on the Dwight D. Eisenhower National System of Interstate and Defense Highways.

The currently established procedures require the FHWA to coordinate with the MTMCTEA when a clear height of structures of less than 4.9 meters is created as the result of a construction project or the project does not provide for the correction of existing substandard vertical clearance on the 41 842-kilometer priority network prior to approving the exception. For routes not on the priority network, coordination is not required although the FHWA policy provides that the MTMCTEA be notified of all exceptions to vertical clearance on the remainder of the Interstate System. The approval action for exceptions to vertical clearance has been delegated to the field offices, which can contact the MTMCTEA directly. When the State highway agency (SHA) has approval authority for design exceptions under one of the 23 U.S.C. 106(b) exemption provisions, coordination with the MTMCTEA is still required and may be accomplished through the FHWA or directly with the MTMCTEA.

The development of the STRAHNET, the establishment of Power Projection Platforms, base realignments, and the evolving role of the military have created a need to revise coordination procedures between the MTMCTEA and the FHWA, concerning exceptions to the vertical clearance requirements on the Interstate System. Therefore, the FHWA and the MTMCTEA have agreed that all exceptions to the 4.9-meter vertical clearance standard for the rural Interstate and the single routing in urban areas, whether it is a new construction project, a project that does not provide for correction of an existing substandard condition, or a project which creates a substandard condition at an existing structure, will be coordinated with the MTMCTEA beginning upon receipt of this memorandum. This agreement extends to the full roadway width including shoulders for the through lanes, as well as ramps and collector-distributor roadways in Interstate-to-Interstate interchanges. This change in effect eliminates the 41 842-kilometer priority network as a separate subset of the Interstate System. The revised coordination procedures do not change the standards adopted for the Interstate enumerated in "A Policy on Design Standards - Interstate System," AASHTO, July 1991, or the delegations of authority in FHWA Order M1100.1A.

A number of toll roads are part of STRAHNET by virtue of being incorporated into the Interstate System under the former provisions of Section 129(b) of Title 23, United States Code. While the FHWA does not have any particular "leverage" on the toll authorities to comply with Federal standards on non-federally funded projects, it is expected that the SHA's have established appropriate procedures to assure that proposed changes or alterations of the toll road will meet applicable policies established for the Interstate System. The working relationship should ensure the needs of the military are considered and that necessary coordination occurs.

A request for coordination may be forwarded to the MTMCTEA at any time during project development prior to taking any action on the design exception. It should include a time period of 10 working days (after receipt) for action on the request. The office initiating a request for coordination to the MTMCTEA should verify receipt of the request by telephone or fax. If the MTMCTEA does not respond within the time frame, the FHWA should conclude that the

2D-6 April, 2006


April, 2006 2D-7

MTMCTEA does not have any concerns with the proposed exception. If comments are forthcoming, the FHWA and the SHA will consider mitigation to the extent feasible.

A request for coordination should be addressed to:

Director Military Traffic Management Command Transportation Engineering Agency (MTMCTEA) ATTN: MTTE-SA 720 Thimble Shoals Boulevard, Suite 130 Newport News, VA 23606-2574 (Telephone: 757-599-1117, Fax: 757-599-1560)

The Federal Aid Policy Guide Non-regulatory Supplement, 23 CFR 625, Paragraph 7 of Transmittal 13 dated July 21, 1995, will be revised as appropriate at the earliest opportunity. Questions regarding this memorandum should be directed to William A. Prosser at 202-366-1332, or Robert C. Schlicht at 202-366-1317.

/s/ Thomas J. Ptak

Appendix 2E Coast Guard Jurisdiction Checklist

PIN _____________ Route______________________________ BIN______________ Waterway ______________________________________ County________________ This checklist is designed to help determine the need for a Section 9 Permit from the US Coast Guard for bridge construction projects. Final determination for such a need shall be verified by the N.Y.S. D.O.T. Main Office, Structures Division, Coast Guard Compliance Unit. (1) Is the noted waterway presently used (or susceptible to use in its natural condition or

by reasonable improvement) as a means to transport interstate or foreign commerce?

Yes ☐ No ☐

A "yes" answer for question 1 indicates a clear need for the noted permit. (2) Is the noted waterway subject to the ebb and flow of tide?

Yes ☐ No ☐

A “no” answer to question 1 but a “yes” answer to question 2 indicates a need for further discussion with the Coast Guard, or FHWA if federal funds are utilized.

Answers to the following questions will be used for information during discussions

with the U.S.C.G. This information will be used to request a determination and when necessary to supplement the data necessary for a public notice and formal permit process.

(3) Marine craft utilizing this waterway at or in the vicinity of the project site include: (CHECK ALL THAT APPLY) None ☐

Canoes/Rowboats ☐

Small Motorboats (15' max.) ☐

Medium Motorboats (20' max.) ☐

Large Vessels (over 21') ☐

Recreational ☐

Commercial ☐ (4) Give normal pool or ordinary water depths in vicinity of bridge: 0' to 2' ☐ 3' to 5' ☐ over 5' ☐

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2E-2 April, 2006

(5) Is there likely to be navigation passing under the existing bridge during periods of

poor visibility (i.e., nighttime, fog, bad weather, etc.)?

Yes ☐ No ☐

(6) Does the existing bridge have navigation lights?

Yes ☐ No ☐

(7) Does secondary lighting in the area provide a clear definition of the navigable channel and bridge opening?

Yes ☐ No ☐

(8) Does the waterway exhibit characteristics which may pose risk to navigation such as constricted navigation channel, piers in waterway, dams, rapids, etc.?

Yes ☐ No ☐

(9) Give minimum vertical clearance at mean high water (or maximum navigable pool elevation) for: A) Existing Bridge ____________________________ B) Downstream Bridge_________________________ C) Upstream Bridge ___________________________ (10) Give expected minimum vertical clearance at mean high water (or maximum

navigable pool elevation) for the Proposed Bridge_______________________. (11) Will this project utilize Federal funds?

Yes ☐ No ☐

This checklist was completed by: Title/Organization: Date: / / If the need for a permit has not been determined, forward a copy of this checklist to M.O. Structures Division, Coast Guard Compliance Unit. Determination: Permit ☐ No Permit ☐ Determination Date: / / Name: Organization: (D.O.T.-Regional Office, D.O.T.-Main Office, Coast Guard District, FHWA) Include a copy of this form in the Design Approval Document for the project after a final determination has been made.

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