As the departmental lead responsible for the design of the highway roadside, the Landscape Architecture Program (LAP) provides expertise in the planning, design, construction, maintenance and operation of transportation system improvements that:

Balance mobility, safety, maintainability and economic needs with adjacent land use and aesthetic, environmental, scenic and community values;

Improve motorized and non-motorized traveler safety through the design of context sensitive roadways and transit, bicycle, and pedestrian facilities;

Improve traveler and worker safety by providing design solutions that reduce the frequency and duration of maintenance worker exposure to traffic;

Improve traveler safety through the design of safety roadside rest areas and management of rest area system needs.

To make projects successful for the best overall public benefit, the project development process seeks to ensure that impacts to aesthetic, environmental, scenic and community values are evaluated and addressed in balance with transportation goals.

The profession of landscape architecture utilizes site planning and design techniques that work in harmony with both the constructed and natural environments. Landscape architects offer the project development team a broad range of skills to identify innovative design solutions that address often competing requirements.

Aesthetic Values

Landscape architects provide design expertise to protect and improve aesthetic values visible from and to transportation facilities. Community and departmental values may be incorporated into transportation projects by providing aesthetic reviews, visual impact assessments, comprehensive corridor plans and aesthetic design guidance.

Environmental Values

Landscape architects provide design expertise to integrate transportation facilities with the physical, natural and constructed environment, including: habitat conservation and restoration; conservation of agricultural lands; water conservation through the use of drought tolerant plants, inert materials and the design of irrigation systems using non-potable water sources; and storm water pollution prevention through erosion control techniques.

Landscape architects also provide design expertise in the selection and placement of planting provided to replace existing native or non-native planting removed by roadway construction activities. Replacement planting work includes restoration of native landscape areas, required mitigation planting, highway planting revegetation, and replacement highway planting projects. These projects help mitigate the environmental impact of roadway construction projects.

Scenic Values

As part of the environmental planning process, landscape architects assess potential adverse visual impacts of transportation projects adjacent to communities or natural scenic resources. Landscape architects work with permitting agencies, local communities, and the Project Development Team (PDT) to design creative mitigation measures. Landscape architects perform scenic resource evaluations and visual impact assessments, and provide design expertise to protect and preserve scenic resources.

Community Values

Landscape architects assist in integrating transportation needs with existing community goals and values by providing expertise in comprehensive corridor planning, urban design, historic preservation, and community involvement. Landscape architects assist in facilitating timely project delivery and building community consensus by implementing principles of community involvement and context sensitive design, including:

Harmonizing the roadway with existing topography and land uses;

Preserving and enhancing community character;

Meeting the needs of non-motorized travelers;

Preserving historic period resources such as historic landscapes;

Supporting the concept of incorporating transportation art and community identification.

Landscape architects contribute to the safety of the traveling public and Department maintenance workers by providing roadside improvement designs and recommendations with the goal of eliminating or minimizing worker exposure to traffic.

Improvements that enhance safety include: placing or relocating facilities that require recurrent maintenance activities to protected areas, or to areas outside the clear recovery zone. Typical examples include relocating irrigation controllers, backflow preventers, remote control valves, and similar facilities, to protected areas or adjacent to the right-of-way fence.

Improvements that reduce or eliminate recurrent maintenance activities include: recurrent pruning, graffiti removal, irrigation work, herbicide application and mowing. Typical examples include:

Removing plant material that encroaches upon sight distances;

Planting vines or using textures on noise barriers;

Automating manual irrigation systems;

Paving beneath guardrails and signs;

Paving slopes beneath bridge structures;

Paving narrow areas and extending gore paving;

Placing rock or other inert mulch materials.

Improvements that provide maintenance workers with safe access to roadway and roadside facilities requiring regular maintenance include: providing maintenance vehicle pullouts, maintenance access roads, and access gates for workers on foot or in vehicles.

Improvements that provide safety to the traveling public include: incorporating safety roadside rest areas into the transportation system where travelers can safely stop, rest and manage their travel needs. Safety roadside rest areas provide an excellent opportunity for the Department to communicate with travelers.

The Highway Design Manual contains design standards and guidelines concerning the planting and conservation of existing vegetation, the development of highway planting projects, and incorporation of scenic values in highway design. The manual also includes design standards and guidelines for Safety Roadside Rest Areas and Vista Points.

The Storm Water Quality Handbooks Project Planning and Design Guide provides design guidance for selecting and designing storm water quality Best Management Practices (BMPs) during the planning and design phase of a project.

The Standard Environmental Reference, Volume I: General provides guidelines in Chapter 27 for conducting Scenic Resource Evaluations and for performing Visual Impact Assessments during the project development process.

The Standard Environmental Reference, Volume I: General provides guidelines in Chapter 28 for historic property determinations of eligibility and identifying historic landscapes during the project development process.

The Encroachment Permits Manual contains procedures and guidelines for permitting work by others, including planting design, transportation art, community identification, and gateway monuments through permits.

The Construction Manual describes allowable options for materials and work methods called for in the project specifications for planting and irrigation.

The Maintenance Manual contains instructions about the maintenance of roadside vegetation and other roadside facilities.

The Landscape Architecture Standards Manual provides guidelines for the preparation of highway planting and irrigation plans, specifications and estimates (PS&E).

The Plans Preparation Manual and the CADD Users Manual provide guidelines for the preparation of highway planting and irrigation plans.

The Ready to List (RTL) & Construction Contract Award Guide provides the requirements necessary to make a project Ready to List for advertisement.

Division of Transportation Planning Public Participation Handbook contains the planning process to seek out and consider the needs of all stakeholders to maximize the potential and benefit of public involvement, and to adequately respond to and meet the requirements of federal and state legislation and mandates, and Department policies and goals.

Division of Transportation Planning Public Participation Inventory is a spreadsheet with Division's and functional units' methods of public notification and participation techniques.

The Main Streets: Flexibility in Design and Operations booklet emphasizes the Department's commitment and provides guidance on the safe, context appropriate design of State highways that function as community main streets.

Office of Project Management Project Communication Handbook is a tool to assist the project team in identifying internal and external stakeholders, and to enhance communication among all parties.

Director's Policy DP-22, provides guidance regarding "Context Sensitive Solutions" in the project development process.

Deputy Directive DD-31 provides guidance regarding "Protection of Scenic Corridors" in the project development process.

Deputy Directive DD-64 provides guidance regarding "Accommodating Non-Motorized Travel" in the project development process.

FHWA's Flexibility in Design provides guidance for creating transportation facilities that conserve and enhance environmental, scenic and community resources.

FHWA Executive Memorandum issued April 26, 1994: Memorandum on Environmentally and Economically Beneficial Practices provides guidance on using native plant material and integrated pest management techniques to conserve water and reduce pollution.

FHWA Executive Memorandum issued August 18, 1999: Guidance Implementing Executive Order on Executive Order 13112 Invasive Species provides guidance on implementing Executive Order 13112 signed by President Clinton on February 3, 1999.

Highway Planting

The term "highway planting" in this chapter is defined as new highway planting, replacement highway planting, highway planting restoration, highway planting revegetation, required mitigation planting, and irrigation system upgrade work. Highway planting addresses safety requirements, provides compliance with environmental commitments, and assists in the visual integration of the transportation facility within the existing environs.

Classified Landscaped Freeway

A classified landscaped freeway is a planted section of freeway that meets the criteria established by the California Code of Regulations Outdoor Advertising Regulations, Title 4, Division 6. This designation is used in the control and regulation of outdoor advertising displays.

Maintenance Access

Maintenance access improvements provide access for maintenance Workers that reduce potential conflicts between highway workers and traffic. Maintenance access design concepts include maintenance vehicle pullouts, maintenance access roads, stairways, access gates, additional paving of gore areas, and relocation of facilities.

Irrigation System Upgrade

Irrigation system upgrade work includes the conversion of manually operated irrigation systems to automatic or remote irrigation control systems (RICS), replacement of obsolete irrigation components, conversion of potable water irrigation systems to non-potable water, and the conversion of non-compliant backflow preventers to code compliant reduced-pressure backflow preventers.

Nonpotable water suitable for irrigation purposes shall be used when it is practical and the estimated capital outlay for the water system does not exceed 125% of all costs associated with using a potable water source. Costs in excess of 125% are to be justified on the basis of demonstrated cost savings over a 20-year life cycle, and when long term water quality and consistent supply can be established. Non-potable water includes untreated sources (wells, streams, rivers, underground water sources) as well as reclaimed water.

Conventional Highways

Highway planting, funded and maintained by the Department on conventional highways, is limited to planting that provides: safety improvements (headlight glare screening, delineation of the roadway, fire suppression, and wind breaks), erosion control/storm water pollution prevention, highway planting revegetation, and required mitigation planting.

Freeways, Controlled Access Highways and Expressways

Highway planting is warranted on freeways, controlled access highways and expressways under any of the following conditions:

On new freeways, controlled access highways and expressways - areas impacted by new highway construction where adjacent properties are developed at the time of highway construction contract acceptance;

On existing freeways, controlled access highways and expressways - areas impacted by major modifications to the existing highway where adjacent properties are developed at the time of highway construction contract acceptance;

Where adjacent properties were developed on or before June 30, 1987;

To satisfy Memorandum of Understanding (MOU) or Memorandum of Agreement (MOA) between the Department and another governmental agency;

To mitigate for environmental impacts in compliance with environmental commitments, agreed to, for example, as a part of project development, resource agency permit requirement or court order;

To provide planting necessary for revegetation, erosion control, storm water pollution prevention or traffic safety improvements (headlight glare screening, delineation of roadway, fire suppression, and wind breaks).

Adjacent properties are considered "developed" when the streets or buildings are in place, or when the adjacent properties have approved construction permits. Parks and open space are not considered developed property unless they are an integral component of a planned development.

Highway planting along freeways, controlled access highways and expressways, that exceeds these provisions, will only be permitted when funded and maintained by others.

Separate Contract Requirement for Highway Planting Work on Roadway Construction Projects

Highway planting having an estimated cost of $200,000 or more, in conjunction with or resulting from a roadway construction project, must be accomplished by separate contract and must include three years of plant establishment. This policy applies to all highway planting projects within the State operational right-of-way regardless of the funding source. The estimated cost of highway planting is the total sum of the contract lump sum item for Highway Planting and the contract lump sum item for Irrigation Systems.

Highway planting having an estimated cost of less than $200,000, in conjunction with or resulting from a roadway construction project, may remain with the parent roadway construction project and must include one year of plant establishment. Exceptions to this policy must receive concurrence from both District Maintenance and the District Landscape Architect (LA), and be approved by the Landscape Architecture Program (LAP).

The cost limit which triggers the separate contract requirement for highway planting work may be adjusted for inflation by the LAP.

Exceptions to the separate contract requirement policy may be granted by the Principal, LAP, when there is a demonstrated benefit to the State to combine planting with road construction under a single contract, or the planting work is legally required to be installed with the roadway construction contract. Submit exception requests to the LAP using the form entitled "Fact Sheet Exception to Separate Contract Policy for Highway Planting" in Appendix D of this Manual. Exception requests must be approved by the LAP prior to approval of the Project Report.

Funding Limitations

The maximum cost per hectare {acre} for highway planting work, and the maximum cost per hectare {acre} for water assessment fees for highway planting projects have been established, and are adjusted annually, by the LAP. These values establish the Department funding limit for highway planting and water assessment fees. Required mitigation planting, traveler and worker safety, and roadside management items are not included in the maximum cost per hectare {acre} limit for highway planting.

Exceptions to this policy must be approved by the Principal, LAP, and may be considered where the highway planting work is funded and maintained by others; where a higher level of highway planting is required due to legal agreements; to replace planting originally provided by others; or for planting of narrow roadside areas such as vine planting on noise barriers.

Planting with Noise Barriers

Planting should be incorporated as an integral component of noise barrier work to discourage graffiti and address visual impact issues. Wherever graffiti removal or other visual issues represent an ongoing maintenance concern, consideration must be given to covering new or existing noise barriers with vines and/or placing plants to screen the noise barriers to reduce worker exposure and life-cycle maintenance costs related to graffiti removal.

Planting associated with noise barrier construction must be programmed and funded as part of the parent project. The cost of the work should be identified in the initiation document for the parent project. This planting must be programmed to be under construction within two years after highway construction contract acceptance. For specific information regarding project programming, refer to Chapter 9 "Project Initiation" of this manual.

Plant Establishment

A plant establishment period is a duration of time that allows newly installed plant material to reach a state of maturity, requiring minimal ongoing maintenance for survival. A plant establishment period typically includes the removal of litter and trash, weeding, water application, irrigation repair, replacement of plant material that dies, and other activities required to ensure the long-term survival of plant material.

FHWA regulations require a plant establishment period of sufficient length for the expected survival of new plant material in the highway environment on all projects that include highway planting.

Plant establishment periods for highway planting performed in conjunction with a roadway construction project must follow the policy described in "Article 1 - General Policy, Highway Planting, Separate Contract Requirement for Highway Planting Projects".

Plant establishment periods for highway planting performed under a separate contract from a roadway construction project must be three years in length. Plant establishment periods for required mitigation planting may exceed three years when required by the permit. Exceptions to this policy must receive concurrance from both District Maintenance and the District LA and approved by the Landscape Architecture Program (LAP).

Replacement Highway Planting

Replacement highway planting replaces vegetation installed by the Department or others, that has been damaged or removed due to transportation project construction. Replacement highway planting may also include irrigation modifications and/or replacement. The Department will replace vegetation (including planting by others) damaged or removed by State transportation construction activity. Vegetation will be replaced at a rate and size determined by the District LA.

If a highway construction project, funded by others, is proposed for an area in which the operational right of way is currently planted, the project proponent must provide replacement planting equal to the current allowable maximum cost per hectare {acre}. If they desire, the project proponent may provide replacement planting which exceeds the current allowable maximum cost per hectare {acre}. See "Maintenance Responsibilities - Planting by Others" of this document regarding maintenance responsibilities for planting which exceeds the maximum cost per hectare {acre}.

If there is limited space for replacement planting due to transportation construction, replacement planting may be installed outside the limits of the parent highway project. Replacement planting may be located outside the State operational right-of-way if it is in a public space within the adjacent community. The District LA and the appropriate public agency should negotiate and agree on the location of this planting and the terms of the maintenance agreement.

Replacement highway planting required due to the impacts of a roadway construction project must be programmed in conjunction with and funded from the parent project. The cost of highway planting work should be identified in the project initiation document for the parent project. The Project Approval and Environmental Document phase of work for the parent project should include the planting project within its project scope. Replacement highway planting must be under construction within two years of acceptance of the highway contract that damaged or removed the existing planting. For specific information regarding project programming, please refer to Chapter 9 "Project Initiation" of this manual.

Required Mitigation Planting

Required mitigation planting provides planting and other work necessary to mitigate environmental impacts due to roadway construction. The word "required" indicates that the work is necessary to meet legally required environmental mitigation or permit requirements.

Examples of work involved in mitigation planting may include:

Creation, restoration or enhancement of habitat such as wetlands, oak woodlands, etc.

Creation, restoration or enhancement of specific habitat for sensitive species such as elderberry plantings for the Valley Elderberry Longhorn Beetle or nesting habitat for Least Bell's Vireo.

Required mitigation planting may be performed within the operational right-of-way, immediately adjacent to the highway or at an offsite location as determined by the permit.

A planting project for required mitigation due to the impacts of a roadway construction project must be programmed and funded as part of the parent project. The cost of required mitigation planting should be identified in the project initiation document for the parent project. This planting must be under construction within two years of acceptance of the highway contract that damaged or removed the existing planting, unless otherwise specified. For specific information regarding project programming, please refer to Chapter 9 "Project Initiation" of this manual.

Highway Planting Revegetation

Highway planting revegetation provides planting as mitigation for native vegetation damaged or removed due to a roadway construction project. Highway planting revegetation may include irrigation systems as appropriate.

Highway planting revegetation, required due to the impacts of a roadway construction project, must be programmed and funded as part of the parent project. The cost of the work should be identified in the project initiation document for the parent project. This planting must be programmed to be under construction within two years after acceptance of the highway contract. For specific information regarding project programming, please refer to Chapter 9 "Project Initiation" of this manual.

Scenic Resource Evaluation

The environmental review process requires an analysis of a project's potential impact on scenic resources. Scenic resources such as large trees, rock outcroppings, scenic vistas, or structures with visual interest must be identified in a preliminary scenic resource review prepared during the Project Initiation Document (PID) phase of work. If this preliminary review identifies a significant impact on scenic resources, a Scenic Resource Evaluation (SRE) is prepared during the Project Approval and Environmental Document (PA&ED) phase of work. A proposed transportation improvement that damages or requires removal of a scenic resource, cannot be classified Categorically Exempt under CEQA. Specific information regarding determination of scenic resources is described in the Department's Standard Environmental Reference.

Visual Impact Assessment

An assessment to analyze visual impacts must be carried out when an initial review concludes that a proposed project may have an effect on a scenic resource or the visual environment. The visual assessment can document potential impacts and their significance. The assessment also provides recommendations for appropriate impact avoidance or mitigation strategies. District LAs are responsible for conducting the visual assessment, and should be contacted early in the project development process.

Wildflower Planting

California native wildflowers must be included with all projects with Federal participation that include planting work per Title 23 Code of Federal Regulations part 752.11. Highway planting to provide traffic safety improvements (see "Conventional Highways" above), revegetation, erosion control, and irrigation-only projects are exempt from this requirement.

The minimum level of native wildflowers required is one-quarter of one percent of the total funds expended for planting and irrigation work.

Project Reports must include a discussion of the proposed use of wildflowers and compliance with federal wildflower requirements. See Appendix D of this manual, "Preparation Guidelines for Project Report (New Highway Planting and Highway Planting Restoration), Section 6. Considerations Requiring Discussion, E. Use of Wildflowers."

The use of native wildflowers may not be appropriate under conditions such as the following:

Where native, non-endemic wildflowers are considered invasive to natural areas, or competitive with endemic native species.

Where native wildflowers would produce excessive dormant season fire fuel that increases the threat of wildfires and/or fire safety management will damage the wildflower resource itself.

Where wildflowers would not be compatible with the adjacent urban landscape environs.

Where the use of native wildflowers would result in poor planting design.

In areas where human impacts, such as trampling, would preclude successful establishment of native wildflowers.

Where irrigation necessary to sustain adjacent planting would lead to the decline of native wildflowers.

Other unique project related situations or conditions.

The Project Report must describe the specific reason why the use of native wildflowers is not appropriate with the project. In these situations, an estimate of the dollar value of the required wildflower element for the project must be included in the Project Report. These funds are to be tracked by the District for use in developing future native landscape restoration projects for compliance with the federal wildflower obligation.

Highway Planting Restoration

Highway planting restoration provides for replacement, restoration, and rehabilitation of existing vegetation damaged by weather, acts of nature or deterioration, to integrate the facility with the adjacent community and surrounding environs. Highway planting restoration also provides erosion control to comply with National Pollutant Discharge Elimination System (NPDES) permit requirements. These projects include strategies designed to protect the safety of motorists and maintenance workers by minimizing recurrent maintenance activities.

New Highway Planting

New highway planting provides planting to satisfy legal mandates, environmental mitigation requirements, Memoranda of Understanding or Agreement between the Department and local agencies, and for aesthetics and erosion control. New highway planting also includes roadside management strategies that improve traveler and worker safety by reducing the frequency and duration of maintenance workers exposure to traffic.

New highway planting required due to the impacts of a roadway construction project must be programmed and funded as part of the parent roadway project. The cost of the work should be identified in the project initiation document for the parent project. This planting must be programmed to be under construction within two years after highway construction contract acceptance. For specific information regarding project programming, refer to Chapter 9 "Project Initiation" of this manual.

New highway planting funded from a District's Minor program will only be allowed when approved by the District Director and adequate resources are committed for maintenance of the new planting and irrigation.

Beautification and Modernization

Beautification and modernization projects demonstrate new design concepts that improve highway corridor function and compatibility with the surrounding environs. These improvements serve to reduce repetitive maintenance tasks, increase worker safety, and improve highway facility life-cycle costs.

Modernization work typically includes updating or replacing aging, high maintenance roadside facilities such as sign structures, light standards and fencing; re-contouring slopes; and upgrading gore, median, and slope paving.

Beautification work typically includes providing aesthetic features for structures, barriers and bridge rails; pedestrian scaled street-side amenities; rural wild flower and tree plantings; and minor planting for aesthetics including the screening of distracting or objectionable views.

Roadside Enhancement

Roadside enhancement serves to enhance, preserve, or restore scenic and native landscape areas within or near roadsides. Examples of roadside enhancement work include structural modifications required for environmentally sensitive species, such as wildlife crossings, fisheries enhancements, or desert tortoise fencing, fish and wildlife preservation and protection, placement of historic markers, elimination of qualified junkyards, removal of nonconforming outdoor advertising signs, construction of vista points and roadside ecological viewing areas, scenic enhancements, relinquishment of environmental mitigation sites, and work required to comply with the Surface Mining and Reclamation Act of 1975.

Scenic Highways

The intent of the California Scenic Highway Program is to ensure the protection of highway corridors that reflect the State's natural scenic beauty. The Department has responsibility to cooperate with local governments in developing corridor strategies to accomplish this goal. If a transportation project occurs within the limits of an eligible or designated Scenic Highway, the District LA and/or Scenic Highway Coordinator must be contacted for review and recommendation.

State laws governing the Scenic Highway Program are found in the Streets and Highways Code, Section 260 et seq. The Department makes an official designation of a scenic highway when a local jurisdiction has demonstrated that the eligible State or county highway meets the standards for scenic quality and corridor protection. See "Guidelines for the Official Designation of Scenic Highways" (www.dot.ca.gov/hq/LandArch/scenic/shpg.htm) for specific information on the designation process.

Landscape Architecture Program (LAP)

The Principal Landscape Architect, LAP:

Establishes statewide State Highway Operation and Protection Program (SHOPP) levels and performance goals.

Designates "Landscaped Freeway" classifications.

Directs the development, implementation and evaluation of roadside management, traveler and worker safety, and context sensitive design strategies.

Directs policy development, reviews and evaluates District compliance.

Directs research for new materials and methods.

Reviews and approves design and policy exception requests.

Office of Landscape Architecture Coordination and Planning

The Chief, Office of Landscape Architecture Coordination and Planning:

Provides advisory support to the LAP Principal for SHOPP coordination.

Provides expert advice to Districts for preparation of program and project development guidelines.

Recommends approval of policies, procedures, plans and standards.

LAP District Coordinators:

Assist Districts with issues pertaining to policy and procedures involved in the preparation of project study reports, design concepts, project reports, design intent statements, fact sheets, and plans, specifications and estimates for compatibility improvement projects, including highway planting, rest areas, vista points, and other site development.

Assist the Principal, LAP in development of State Highway Operation and Protection Program (SHOPP), State Transportation Improvement Program (STIP) and other programming documents relating to project development.

Review and assist District compliance with objectives, policies, guidelines and standards.

Disseminate and interpret program and project development guidelines, policies, standards, and planting and irrigation system design concepts for compatibility improvements.

Review and make recommendations for exception requests to departmental standards for landscape architecture work.

The LAP Roadside Facilities Coordinator:

Recommends and maintains policies, guidelines, procedures and standards for rest area and vista point design.

Monitors compliance with Americans with Disabilities Act and Design Information Bulletin (DIB) 82.

Assists Districts and other programs with rest area, joint economic development and privatization efforts.

Coordinates rest area policies, standards and 10-year SHOPP needs.

Oversees the development and update of the statewide Rest Area System Master Plan.

Office of Roadside Management and Landscape Architectural Standards

The Chief, Office of Roadside Management and Landscape Architectural Standards:

Develops and maintains roadside management program objectives, policies and guidelines.

Coordinates improvement of roadside design standards among Headquarters functional units, communicates improvements to the Districts.

Monitors activities, objectives and strategies for roadside management issues by the Department and other agencies, organizations and manufacturers.

Initiates and oversees research, consultant studies, and quality improvement teams.

District Director

The District Director:

Ensures policy compliance with roadside programs and the compatibility of transportation facility improvements.

Delivers programed projects on time and within budget.

District Landscape Architect (District LA):

Identifies highway planting needs by developing and maintaining a current list of potential projects that qualify as new highway planting or highway planting restoration.

Identifies District roadside management needs for the roadside management program.

Prepares PS&E (Plans, Specifications, and Estimates) for highway planting work.

Prepares erosion control plans and special provisions for roadway improvement projects.

Reviews and approves slopes steeper than 1:4 (H:V), {4:1 (V:H)}. The District LA's signature on the Storm Water Data Report at the conclusion of PID, PA&ED and PS&E affirms their review and approval.

As a Project Development Team (PDT) member, assists with the development of transportation improvements that are integrated with the surrounding environs and social context. The District LA coordinates stakeholder identification and collaboration, and provides recommendations for aesthetics, comprehensive corridor plans, context sensitive solutions, roadside management issues, storm water pollution prevention and visual impact assessments.

For highway planting projects provided by others, sends a copy of the planting plans and specifications to Headquarters Landscape Architecture Program, Landscape Classifications, for "Landscaped Freeway" determination.

Highway planting within the State right-of-way, including installation, plant establishment and maintenance, may be provided by others. Responsibility for installation, plant establishment and maintenance for these projects is shown in Figures 1 and 2.

Participation by others is normally accomplished through a Cooperative Agreement between the Department and the local agency. Refer to the Cooperative Agreements Manual for specific information.

The local agency should strive to implement a context sensitive project development process that considers early and continuous stakeholder input.

If requested by the local agency, the Department may perform, on a reimbursed basis, the services for which the local agency is responsible if the Department has sufficient reimbursed budget authority. If the Department performs project construction support, the project sponsor will reimburse the Department for its capital outlay support costs in the same proportion as the project sponsor's share of the total project capital cost unless other equitable arrangements are specified in the Cooperative Agreement. Refer to the Cooperative Agreements Manual for more information.

An Encroachment Permit is required whenever the project sponsor, its consultants, or its contractors work within the State highway right-of-way. In the case of easements, additional permits may also be required from the entity that granted the highway easement. Refer to the Encroachment Permit Manual for specific information.

Plans and specifications for highway planting projects provided by others within the State right-of-way are sent to Headquarters Landscape Architecture Program, Landscape Classifications, for "Landscaped Freeway" determination in accordance with the California Outdoor Advertising Act relative to the regulation of outdoor advertising displays.

General

Maintenance of highway planting outside the highway operational right of way (except for required mitigation planting) is the responsibility of others at no additional cost to the State.

Freeways, Controlled Access Highways and Expressways

Maintenance of warranted highway planting and required mitigation planting on freeways, controlled access highways and expressways (within the maximum cost per hectare {acre}) is the responsibility of the Department.

Maintenance of unwarranted planting on freeways, controlled access highways and expressways is the responsibility of others at no additional cost to the State.

Maintenance of warranted highway planting (except for required mitigation planting) on freeways, controlled access highways and expressways that exceeds the maximum cost per hectare {acre} is the responsibility of others at no additional cost to the State. Exceptions to this policy may be granted if the additional cost per hectare {acre} is due to factors that do not increase the maintenance effort required such as areas of rock blanket or larger plant material. Exceptions must be concurred with by the Deputy District Director (DDD) of Maintenance and approved by the Landscape Architecture Program (LAP).

Only one entity should be responsible for actual maintenance work at any one location. When both the Department and another entity have maintenance responsibilities within the same project limits, a Maintenance Agreement should be negotiated that results in an expenditure of the Department's funds and person years no greater than the Department would expend for its portion of the responsibility. Maintenance Agreements are implemented through the Encroachment Permit process.

When negotiating Maintenance Agreements between the Department and local entities, maintenance exchanges, as well as maintenance by others (including licensed landscape contractors and special programs groups), should be considered. To provide uniform application of policy, maintenance exchanges and maintenance by others must be approved beforehand by District Maintenance.

When planting is funded by others, and the most efficient and economical maintenance option is to use the Department's resources, the additional maintenance cost must be paid for by the other entity. This funding arrangement must be specified in a formalized agreement.

Where local public agencies are prohibited by statute from participating in maintenance work, the Department and the local agency will negotiate a Maintenance Agreement.

The Department may require the Permittee to secure utility sources. Performance bonds may be required to ensure that any installation, establishment, maintenance, and necessary restoration done by others will meet the Department's standards.

INSTALLATION
(including 3-year
plant establishment)

MAINTENANCE
(17 years or
perpetuity)

This article describes the project development process for highway planting projects. Please refer to Section 3 for information regarding the project development process for Safety Roadside Rest Areas.

The project development process is defined as those activities that commence with project initiation and end at the assembly of the Final Project Records following project construction. Project development for all roadside facility work should be consistent with this chapter, as well as Chapters 8-15, "The Project Development Process".

The design of all roadside facilities should incorporate context sensitive solutions techniques using a collaborative, interdisciplinary approach involving stakeholders early and continuously. The goal is to achieve transportation improvements that integrate and balance aesthetic, environmental, scenic, and community values with transportation safety, maintenance and performance goals. See Chapter 22 for specific information regarding Community Involvement.

The project development process for the design of roadside facilities should incorporate value analysis techniques that improve the quality and reduce the cost of these transportation improvements. Refer to Chapter 19 for specific information regarding the Value Analysis process.

A Project Development Team (PDT) is recommended for all highway planting projects. The PDT leader may be the Project Manager, District LA or Project LA. Appropriate Department functional units, especially Maintenance (Landscape Specialists) and Construction (personnel familiar with the project site), the local community, and other external stakeholders should be contacted and invited to participate in the PDT.

Preservation of aesthetic, environmental, scenic and community values that contribute to the character of the project location or reflect shared community values is encouraged. Typical examples of these resources include existing trees or other desirable vegetation, historic plantings, rock outcroppings, and environmentally sensitive areas. In preparing the Preliminary Environmental Analysis Report (PEAR) and Final Environmental Document the District LA will review projects that affect existing resources and consult with the PDT regarding the need and techniques for preserving and protecting these resources where appropriate.

Refer to Chapter 8, Section 4 of this manual, for specific information on the PDT.

Where highway planting and other roadside improvements are proposed for a highway through a city or other jurisdictional limit, the District LA will provide a copy of the Comprehensive Corridor Plan, if available, to the local community, local agencies, and other affected stakeholders. The Comprehensive Corridor Plan may be prepared by a consultant or other entity in cooperation with the community, local agencies, external stakeholders, and Department functional units, and is compiled and finalized by the District LA. The plan may consist of drawings, charts, maps, images, and narrative necessary to guide future roadside enhancement and roadway aesthetic features, including general concepts sufficient to determine types and levels of highway planting and maintenance responsibilities.

The Comprehensive Corridor Plan should be reviewed and updated periodically to address current issues with internal Department functional units, the local community, local agencies, and other affected external stakeholders.

Priority Rating Sheets are required to be submitted with the Project Study Report Data Sheet for all highway planting projects. Refer to Section 3 of Appendix E for guidance on the process for priority rating determination and completion of Priority Rating Sheets.

General

A project initiation document (PID) is required for the programming of all candidate Major projects into the State Highway Improvement Program (STIP) or the State Highway Operation and Protection Program (SHOPP). A Project Study Report (PSR) Data Sheet satisfies this requirement for both Highway Planting Restoration and New Highway Planting projects. Minor A and Minor B projects do not require a PSR. For Minor A projects, the Project Report (PR) serves as the project initiation document. For Minor B projects, please refer to the Service Contracts Manual, prepared by the Office of Service Contracts in the Administrative Service Center.

A PSR Data Sheet serves to identify the purpose and need for a project, including deficiencies in highway planting, traveler and worker safety, aesthetics, erosion control, storm water pollution prevention, traffic management requirements, and plant establishment needs. The purpose and need should be identified in the PSR in sufficient detail to provide for development of a detailed preliminary design plan and design concept during the PR phase of work.

Data collection performed during the PSR phase should include: field reviews, study of as-built plans, obtaining input from community, local agency and other external stakeholders, and an assessment of District Maintenance and other appropriate Department functional unit needs. Identification of critical project elements early in the project initiation process allows development of an accurate work plan. An accurate work plan provides a sound basis for evaluating and monitoring project cost, scope, schedule, and ensuring timely project delivery.

The LAP District Coordinator will review the Draft PSR to ensure conformance with Department policies and program goals.

See Appendix E of this manual for PSR Data Sheet format.

Cost Considerations

The cost of highway planting is limited to the current maximum cost per hectare {acre} as established by the LAP, unless allowed through the exception process. Traveler and worker safety features, roadside management items, traffic control, Storm Water Pollution Prevention Plan (SWPPP) items and the rental cost of the Resident Engineer's field office should not be considered as included in the cost per hectare {acre} of highway planting.

Where the one-time, up-front water assessment and/or hookup fees exceed the maximum cost per hectare {acre}, a project of two hectares {five acres} or more will be considered only if the additional cost is paid by others. For projects under two hectares {five acres}, the assessment fee should be negotiated toward receiving the lowest rate possible. These charges should not be included in determining the cost per hectare {acre} of the proposed highway planting.

Design Concept

PSRs developed for highway planting projects must include a written design concept and may also include a conceptual design plan. The design concept must be compatible with the Comprehensive Corridor Plan, if available. The purpose of the design concept is to identify project purpose and need, together with methods to address these needs, and to ensure that Department objectives are achieved, including enhancing aesthetics, maintaining environmental, scenic, and community values, and enhancing traveler and worker safety.

The following should be considered during development of a design concept for highway planting projects:

Highway planting concepts such as: effects and extent of roadside clearing, weed control, soil preparation, plant establishment, maintenance and operational strategies, and water management strategies.

Coordination with external stakeholders, including community representatives and local agencies.

Land use information, including railroad, adjacent land use, zoning, and the location of adjacent commercial businesses and advertising displays.

Roadside development information, including:

Right of way limits;

As-built plans;

Locations of ditches, drainage basins, and other unplantable areas;

Prior design intent statements, prior planting history;

Prior environmental commitments; and planned highway construction.

Locations of subsurface and overhead utilities, including water, electrical service, high-risk utilities, and power lines.

Soil conditions, including soil structure and fertility, presence of ground water, and the presence of hazardous material such as aerially deposited lead.

Climatic conditions.

Aesthetic deficiencies, as well as existing defining aesthetic features of the corridor.

Storm Water Pollution Prevention, including storm water best management practices (BMPs) and Storm Water Data Report.

Water assessment fees and cost of water to be used during the length of the contract.

Water conservation techniques, including nonpotable water use, automation of manual irrigation systems through Remote Irrigation Control System (RICS), use of inert materials such as mulch, and the use of drought tolerant plant material.

Beautification and Modernization concepts, including the use of innovative materials, lighting, signage and clean-up of noise barriers, bridge abutments, or other structures.

Traffic management issues including the potential required staged construction, traffic control, requirements for nighttime construction, and the need for lane and shoulder closures.

Traveler and worker safety improvements including:

Relocating irrigation controllers, backflow preventers, mainline, remote control valves, laterals, and sprinklers to protected areas or adjacent to the right-of-way fence.

Removal or replacement of deteriorating trees or other plant material, and removal of plant material that encroaches upon required sight distances.

Planting of vines or the use of textures on noise barriers and retaining walls to deter graffiti.

Automation of manual irrigation systems, including controllers, valves and control and neutral conductors.

Providing maintenance vehicle pullouts, maintenance access roads, and access gates for workers on foot or in vehicles.

Placing mulch or installing rock blanket areas.

Design for Roadside Management improvements, including:

Paving beneath guardrails and signs.

Paving for narrow areas.

Paving of slopes beneath bridge structures.

Paving beyond the gore area.

Updating or removal of aging highway facilities. This work may include:

Replacing guardrail with concrete barrier.

Removing signs that are redundant.

Replacing signs that are nonstandard.

Removing or relocating pull boxes located in the shoulder or near the pavement edge.

Upon completion of a draft design concept, the PDT leader must request a review by the Project LA and Maintenance representative. The PDT leader will also arrange a meeting where members of the PDT discuss details of the design concept, including needs, deficiencies, priorities and costs. The Project LA should update the design concept to incorporate feedback from this meeting in preparation for review by the LAP District Coordinator who will verify conformance with Department policies, guidelines, and standards.

Design Exceptions

Approval of exceptions to Mandatory Design Standards is the responsibility of the Division of Design. Approval of exceptions is accomplished via the "Exceptions to Mandatory Design Standard Fact Sheet" process (see Chapter 21).

Approval of exceptions to Mandatory Design Standards must be sought as early as possible in the project development process, especially where the project concept or project cost estimate depend on the proposed design exceptions. As soon as nonstandard design features are identified, the Division of Design Geometric Reviewer or Division of Design Coordinator should be contacted to discuss the proposed nonstandard features. If an exception to a Mandatory Design Standard is required, approval must be obtained from the Division of Design Coordinator prior to PSR approval. The PSR should include a reference to the "Exceptions to Mandatory Design Standards Fact Sheet", with approval date. The Fact Sheet should not be attached to the PSR. It is considered to be an independent document.

Approval of exceptions to Advisory Design Standards should be handled in accordance with each District's procedure.

Design Intent Statement (DIS)

PSRs developed for highway planting projects should include a Design Intent Statement (DIS). The DIS is developed from the design concept. It explains the purpose for the planting and irrigation work, as well as maintenance requirements for use by Construction and Maintenance personnel. By referring to this statement, Construction and Maintenance can make decisions consistent with the original planting concept.

A DIS should be prepared for all projects that include highway planting, including planting performed by permit.

See Appendix EE of this manual for the DIS format.

The Project Report (PR) refines the project purpose and scope described in the PSR and design concept. Planting work included with transportation improvement projects must be addressed in the PR for the parent project. Separate planting projects, regardless of funding source or approval authority, are to conform to the responsibilities shown in Figures 1 and 2. Master PRs to cover several contiguous programmed projects on a single route may be acceptable when approved by the LAP. See Chapter 8 and Appendix K for specific information on PRs for roadway projects.

Planting Areas

The limits of planting need not necessarily coincide with the limits of developed properties. Where there is a gap less than 60 meters {200 feet} between developments, it is permissible to plant within the break. Such planting may be done to achieve corridor continuity with adjacent planting, retain Landscaped Freeway classification or to accommodate conditions such as the view from the road, the terrain, road alignment, traffic control signs, drainage, etc.

Preliminary Design Plan

The PR should include a preliminary design plan that graphically communicates the design intent as an attachment. This plan is useful in generating more accurate project cost estimates at the PR phase. The PDT must be provided the opportunity to review the preliminary design plan, providing input early in the development of the project.

Design Concept

The design concept should be updated during Project Approval & Environmental Document (PA&ED) phase.

Design Intent Statement (DIS)

The design intent statement should be updated during PA&ED phase.

Environmental Compliance

The PR should document key environmental issues, findings, assumptions, and commitments made to stakeholders during the PA&ED phase of work to ensure these key concepts are incorporated in the built project.

Highway planting and highway planting restoration projects do not typically require preparation of an environmental document, and are frequently classified as Categorically Exempt (CE) under CEQA and Categorically Excluded (CE) under NEPA. The landscape architect should consult the District Environmental unit to determine which environmental document, if any, is required for the project.

Highway planting projects not considered CE under NEPA or CEQA must include preparation of an environmental document to complete the PA&ED phase of project delivery. The environmental document must be attached to the PR-HP&R.

The Standard Environmental Reference (SER) Volume 1, Chapter 30 describes the criteria a proposed project must meet to be considered Categorically Excluded from NEPA, and the preparation and processing of the Categorical Exclusion (CE) documentation.

The Standard Environmental Reference (SER) Volume 1, Chapters 34, 35, and 36 describe the preparation and processing of CEQA-only Categorical Exemptions, Initial Studies, Negative Declaration and Environmental Impact Reports.

Approval Process

The District Director (or designee) is authorized to approve the PR.

Approval of the PR and completion of PA&ED signifies:

Authority to prepare the PS&E;

Approval of the draft Cooperative Agreement;

Authority to finalize negotiations on the Cooperative Agreement, if a pre-approved Cooperative Agreement was used. If a pre-approved Cooperative Agreement format was not used, a draft of the Cooperative Agreement must be submitted to the Division of Design, Office of Cooperative Agreements, for a legal and procedural review.

Three copies of the approved Project Report should be transmitted to the LAP.

Following approval of the Project Report, changes to the scope of work should be avoided. Scope changes may affect other design decisions. Even minor scope changes may require additional field review or coordination with resource agency staff. Accordingly, significant scope changes which occur following PR approval should be presented to the PDT for concurrence, and preparation of a Supplemental Project Report may be required.

Preliminary Design Preparation and Review

Following Project Report approval, the Project LA should prepare the preliminary design, including detailed design plans, construction details, special provisions, project cost estimate, plant list, and water management plan. Planting and irrigation design should be sufficiently developed and the plans should be complete and accurate enough (including design for traveler and worker safety features) to allow a detailed analysis of how well the deficiencies and justifications described in the Project Report have been addressed.

Upon 60% completion of the preliminary design, the Project Manager should request a review by the District LA. The District LA must ensure compliance with Department policies and standards discussed in Chapter 900 of the Highway Design Manual.

The Project LA should request plans, specifications, and project cost estimate information for any specialty portions of work such as structures, electrical, or traffic control. As specialty work is incorporated into the PS&E package, it should be reviewed for consistency and conformity with the entire submittal.

Following the District LA review, and incorporation of any response to comments, the Project Manager must request a review by District Maintenance, the LAP District Coordinator, and Headquarters Maintenance. A minimum of ten working days should be provided for this review.

Plans, Specification, and Estimate (PS&E) Preparation

Upon LAP acceptance of the preliminary design, the Project LA should prepare the PS&E documents. The Project LA should ensure that the final PS&E is reviewed by the LAP District Coordinator, the PDT, and all appropriate functions and disciplines prior to submittal of the PS&E to the District Office Engineer. A minimum of ten days should be provided for this review. During this review, the Project LA should coordinate and incorporate comments received from the various functions and disciplines into the PS&E.

Design Intent Statement (DIS)

During the development of the PS&E, the District LA should verify that the DIS is current and consistent with the PS&E, and should verify that copies of the DIS are forwarded to District Construction and District Maintenance, the LAP, Headquarters Maintenance, and other pertinent stakeholders.

PS&E Submittal and Ready to List Certification

PS&E submittal to the Division of Engineering Services Office Engineer (DES OE), and completion of the Ready to List (RTL) Certification form should follow the procedures listed in the Ready to List Guide, published by DES OE. The Ready to List form certifies that the requirements necessary for a project's listing and advertisement have been met.

Ready to List (RTL) Certification - Water for Planting and Irrigation Work

If highway planting is proposed for an area of the state subject to water shortage, the Project LA must obtain and provide the District Office Engineer with water availability documentation to accompany the RTL Certification form.

The Department is to employ cost effective and appropriate water conservation measures in the design, construction, operation and maintenance of transportation facilities. To implement this directive, the following procedures have been established for the RTL Certification and advertisement of highway planting and roadway construction projects that require water for planting and irrigation.

Documentation of water availability for planting and irrigation is not required with the project submittal unless a serious or critical water shortage exists.

Actions for Serious Water Shortage

A serious water shortage exists when a project's local or regional water storage has fallen to 50% of the historical average, or when the local water agency has mandated rationing. In these situations, written documentation must be obtained from the local water agency, verifying the availability of water for planting and irrigation.

Indicate with a checkmark on the RTL Certification form that the project is subject to a water shortage and water availability documentation is provided. Documentation of water availability must be submitted to the LAP, and a copy included with the project submittal to the Division of Engineering Services - Office Engineer (DES-OE).

If a serious water shortage is declared after the project is RTL Certified, the project will not be advertised until the District provides water availability documentation or the serious water shortage status is removed.

RTL Certified projects with a serious water shortage status will be reviewed by the LAP and the District LA to identify those likely to be reclassified as critical. Local communities should be alerted by the District of potential delays in the advertisement and award of these projects.

Actions for Critical Water Shortage

A critical water shortage exists when a project's local or regional water storage is 70% below the historical average, or when the local agency has mandated a 25% or greater reduction in water use. In these situations, written documentation must be obtained from the local water agency verifying the availability of water for planting and irrigation. Indicate with a checkmark on the RTL Certification form that the project is subject to a water shortage and water availability documentation is provided. Documentation of water availability must be submitted to the LAP, and a copy included with the project submittal to DES-OE.

Advertisement of projects proposed for areas under critical water storage status will be delayed until the critical water status is downgraded to serious, except for the following situations:

Projects that do not require water for planting and irrigation.

Required mitigation projects.

Projects that conserve potable water through rehabilitation of existing irrigation systems or the conversion of irrigation systems from potable to non-potable.

Projects funded and maintained by others such as Encroachment Permit and Local Measure work.

Projects where the planting items have been removed, or irrigation-only work is feasible.

Projects with new irrigation systems using only reclaimed water.

Exceptions to this policy regarding the advertisement of projects during water shortages may be granted by the LAP.

CTC "One Liners" and Fact Sheets

In preparation for CTC funding approval, "one-liners" and supporting Fact Sheets must be prepared for every project. Both must be submitted to the LAP District Coordinator via electronic mail when the Request for Funds is submitted. This occurs simultaneously with PS&E submittal to the Division of Engineering Services Office Engineer (DES OE). The "one-liner" and Fact Sheet must conform to the format in Appendix EE.

The Project LA should include the DIS, quantity calculations and project documents in the RE Pending file for hand-off to Construction.

The District LA, Project LA, or functional units should be prepared to support and answer any technical questions from Construction throughout the construction phase of work. Questions received directly from contractors, suppliers, or others outside of the Department should be directed to Construction for response.

Prior to issuing Contract Change Orders (CCOs) for any project that would affect highway planting or traveler and worker safety features, Construction should consult with the District LA or Project LA. The LA should review the proposed CCO with regard to its impact upon roadside facilities, stormwater pollution prevention, erosion control, and other roadside management issues and provide Construction with immediate support.

In an effort to continue to improve the quality and maintainability of highway planting projects, the Project Manager should schedule a minimum of three field reviews during construction for each project. These reviews should include the RE, Project LA, Landscape Specialist and Maintenance Manager or Maintenance Area Superintendent. Reviews should occur during the layout of the irrigation system, upon completion of planting, and at the final "walk through" during plant establishment.

Field review meetings should focus on completion of contract document requirements, and details that affect the safety, function, and maintainability of the completed project. Reviews should provide for timely and effective adjustments when necessary. The Project LA should prepare a brief memo to the appropriate District and Headquarters functional units to provide suggestions for improving future projects.

Just prior to construction contract acceptance, it is recommended the RE request assistance from a Landscape Maintenance representative and the Project LA to develop a punch list of items of work that do not meet contract requirements. Particular attention should be paid to incomplete contract work, permanent erosion control and other storm water pollution prevention work, which if not rectified, could result in additional maintenance to meet Regional Water Quality Control Board demands.

Upon Department acceptance of a New Highway Planting or Highway Planting Restoration project, the District LA and Project LA should meet with Maintenance for an operation review and to discuss lessons learned. In addition, the Project LA must provide the District Maintenance with a file that includes product and equipment data, names and phone numbers of contact persons, and the DIS.

The safety roadside rest area system is a safety component of the highway system providing roadside areas where travelers can safely stop, rest and manage their travel needs. Planned with consideration of alternative stopping opportunities such as truck stops, commercial services, and vista points, the rest area system provides public stopping opportunities where they are most needed, usually between large towns and at entrances to major metropolitan areas. In order to minimize the need for recurring maintenance activities, safety roadside rest areas are designed to support heavy use over many years.

Rest areas are unique pedestrian environments where motorists (many of whom are unfamiliar with the local area) get out of their vehicles and experience the local environment up close and on foot. Users may interact with other travelers, rest area maintenance crews, and perhaps law enforcement. Rest areas provide travelers with a lasting impression of California, and that impression should be positive.

Rest areas provide an opportunity for local communities, businesses and agencies (including those that manage tourism and recreational resources) to intercept travelers and provide information and communication links. In many areas of the state, rest areas can have a role in contributing to local economic development strategies.

The ideal site will balance preservation of scenic, environmental, and cultural features with mobility, safety, maintainability and economic design requirements. Environmentally sensitive areas and their features may be suitable sites but should be protected from degradation by construction, maintenance and public use.

Each rest area should reflect and be integrated with the aesthetic, environmental, scenic, and cultural features (terrain, geology, vegetation, history, architecture, archaeology, and colors) of the region in which it is located. Architecture and landscape architectural development demands a high level of attention to maintaining contextual integrity through appropriate design details. The Project Development Team (PDT) must consider the existing natural and social context to develop an appropriate expression of its unique qualities for use in rest area design.

The Department strives to work with local communities, trade and commerce organizations, the public, and other agencies, to ensure stakeholder collaboration in the development of rest area improvements.

The California Code of Regulations, Title 21, Chapter 20, regulates the use of rest areas. Length of stay is limited to 8 hours during any 24-hour period. Camping is prohibited. Solicitation of money and the sale or merchandising of food, goods or services is prohibited, except for regulated newspaper vending, public telephones, commercial advertising, and vending machines operated by the blind under the California Department of Rehabilitation, Business Enterprise Program. Other uses and activities may be considered when required by statute or requested in writing and approved by the Landscape Architecture Program (LAP).

California Streets and Highways Code, Article 7, directs the California Transportation Commission (CTC) and the Department to plan, design, construct and maintain a system of rest areas on the State highway system, the costs payable from the State Highway Account. The Code also provides criteria for system planning:

In combination with other stopping opportunities such as truck stops, rest areas should be located where most needed and approximately thirty minutes apart.

Rest areas may be provided at entrances to large metropolitan areas.

Paired directional units should be provided on high-volume highways of four or more lanes; on all other highways, a single unit serving both directions should be provided.

On high-volume highways, more rest areas may be planned at strategic locations where needed.

The Department shall design only those rest areas that are reasonably economical, and that will provide motorists a safe place to stop for a short time during daytime and nighttime.

The size of the units may differ according to location and potential use.

Rest areas may include, depending on size and use, vehicle parking, picnic tables, sanitary facilities, telephones, water, landscaping, tourist information panels, traveler service information facilities and vending machines.

Rest areas shall not contain camping or recreational facilities.

The Department must post, to the extent feasible, missing children information provided by the Department of Justice.

The Department must authorize the placement of vending machines, in a manner consistent with Federal requirements. The Department will determine which rest areas are suitable for vending machines, determine the vending machine location(s) within each rest area and approve the design and construction of any structure(s) required.

The Department may accept grants and financial or other assistance for rest areas.

The Department may construct, operate and maintain up to six new rest area units as a "Joint Economic Development Demonstration Project," subject to the following:

There must be a public need for the rest area and the proposal must result in an economic savings to the State.

Contracts for construction and maintenance of these facilities shall be awarded through competitive bidding.

The Department may permit traveler-related commercial activities.

No alcohol may be sold within the rest area facilities.

Law enforcement responsibilities are the same as for the State Highway System.

A public hearing must be held for each project to allow the local community and other interested parties to comment.

Any money received for the Demonstration Project shall be deposited in the State Highway Account.

Safety Roadside Rest Areas contain public facilities used by pedestrians, including, but not limited to buildings, parking areas, sidewalks, curb cuts, curb ramps, telephones, vending machines and picnic tables and must conform with State and Federal accessibility requirements. For detailed information regarding the review process for pedestrian facilities on transportation projects, please refer to Design Information Bulletin (DIB) 82, available on the Division of Design website at http://www.dot.ca.gov/hq/oppd/dib/dibprg.htm.

The Safety Roadside Rest Area System Master Plan describes the ultimate rest area system, to be implemented as funding allows. The Master Plan identifies existing rest areas, new rest area needs, other stopping opportunities and proposed closures and relocations.

The 2000 Safety Roadside Rest Area System Master Plan includes 88 existing units and 76 proposed rest area locations. It also identifies the need to relocate 4 units, provide an additional unit at four existing rest areas and expand the parking capacity at 61 existing units to meet anticipated 20-year demand.

The LAP will consider recommendations for changes to the master plan upon request by the District Director. Districts should consider the requests of Federal, State and local agencies, Tribal governments, or non-federally recognized tribes. The LAP will coordinate departmental and CTC concurrence with all Master Plan revisions.

The purpose of the Rest Area Rehabilitation Program is to improve public health, safety, security, accessibility by persons with disabilities, and the operational maintainability of existing rest areas.

Rehabilitation of existing rest areas will occur in two stages:

Stage I Priorities

Compliance with accessibility requirements per DIB 82 (including accessible parking, paths of travel, rest rooms and other facilities).

Compliance with Cal-OSHA requirements (all-weather crew rooms, safe storage of equipment and supplies).

Utility system improvements (water, waste water, electricity).

Security enhancements (pedestrian lighting, surveillance cameras, California Highway Patrol drop-in office and designated parking).

Accommodation for the installation and operation of vending machines by the Department of Rehabilitation, Business Enterprise Program for the blind. This may include designated space for vending machines and storage, water and electrical conduits.

Repair or replacement of facilities when more cost effective than repair, beyond the scope of routine maintenance (structures, walk ways, irrigation systems, signs, etc.) to reduce maintenance requirements.

Restroom capacity.

Stage II Priorities

Stage II priority work will be initiated after system-wide completion of Stage I priorities. This work may include:

Enlargement or modification of on-site parking.

Rest area site relocation or comfort station replacement.

Landscape improvements.

Repair or replacement of facilities beyond the scope of routine maintenance (structures, walk ways, irrigation systems, signs, etc.) that were deferred from Stage I projects.

Geometric improvements for ramps, merge and diverge areas to meet current Department standards.

The purpose of the New Rest Area Program is to provide new, conveniently spaced rest areas and auxiliary parking facilities as an integral part of the State Highway System. New rest area projects must be consistent with the general locations as indicated on the current approved Safety Roadside Rest Area System Master Plan.

The priority of the New Rest Area Program is to provide for additional rest areas on the Interstate System where there are gaps of more than 162 kilometers {100 miles} between existing rest areas, where the closest rest areas are significantly in need of additional parking capacity and where unauthorized roadside parking is frequently observed. High priority needs include additional rest areas on Interstate 5 between Sacramento and San Diego, Interstate 80 between Sacramento and Oakland, and Interstates 8, 10, 15 and 40 in the desert areas.

In partnership with the private sector, auxiliary parking facilities that may alleviate overcrowding at nearby existing rest areas may be developed outside the right of way of controlled-access highways. Auxiliary parking facilities provide an alternative to expanding parking at existing rest areas where space is limited or the site is environmentally sensitive.

The Safety Roadside Rest Area System Improvement Team consists of representatives from Divisions and Districts with rest area planning, design, construction, maintenance and operation responsibilities, and includes representative stakeholders from agencies and organizations (e.g., CHP, trucking industry, automobile associations, other State agencies). The team meets periodically to coordinate rest area activities, improve the quality of rest area facilities and service to the public, and advance the Department's mission to improve mobility.

The Highway Design Manual, Chapter 900, Topic 903, describes design standards for new rest areas. Design standards specific to rest area rehabilitation are under development by LAP.

Division of Engineering Services TAEMW&W Memo to Designers 7-1, Project Delivery Guide, explains the architectural, electrical, mechanical, water and wastewater project delivery process from PS&E start to final Structures PS&E.

Caltrans Maintenance Manual provides policies and procedures for emergency and intermittent closures, and for closures due to routine or planned maintenance activities.

The American Association of State Highway and Transportation Officials (AASHTO) Guide for Development of Rest Areas on Major Arterials and Freeways, Third Edition (2000), provides useful guidance for rest area planning and design.

ARTICLE 2 - Responsibilities. New and rehabilitated safety roadside rest areas follow a specialized project development process due to their uniqueness. Districts, the Division of Engineering Services and the Landscape Architecture Program must work closely for safety roadside rest area project development. Due to the small size of the program, the needed architectural and structural expertise has been centralized within the Division of Engineering Services, Office of Transportation Architecture. Due to the limited expertise in the design of safety roadside rest areas, including site design, the Landscape Architecture Program provides design expertise to assist the Districts with project delivery.

Program Manager (Principal Landscape Architect)

The Principal Landscape Architect is the Program Manager for the roadside rest area program. The Program Manager develops, approves and maintains rest area planning policy and guidance for the statewide Rest Area System Master Plan, and sets priorities for new rest areas and rest area rehabilitation work.

The Program Manager recommends to the State Highway Operation and Protection Program (SHOPP) Manager, the planned rest area funding levels, performance objectives, and projects for inclusion in the Ten-Year SHOPP Plan and the biennial SHOPP. The Program Manager also recommends to the Division of Programming funding of rest area projects by the CTC.

The Program Manager is responsible for the development and consistent application of policy, procedures, practices and design standards. The Program Manager advises the Districts in project identification and development, prioritization of candidate projects and generally provides technical expertise. The Program Manager collaborates with the District to resolve programming, funding and design issues.

The Program Manager provides training related to the project development and design of safety roadside rest areas in an effort to enhance and improve the Department's technical expertise.

Program Advisor

The Program Advisor implements the day-to-day rest area responsibilities of the Program Manager. The Program Advisor recommends approval of rest area policies, procedures, plans and other standards, and the resolution of non-routine issues by the Program Manager.

LAP Roadside Facilities Coordinator

The LAP Roadside Facilities Coordinator recommends and maintains rest area design policies, guidelines, procedures, and standards, and assists the Districts by providing guidance, training, and participation in project-specific design charrettes. The Coordinator chairs the Safety Roadside Rest Area System Improvement Team, and maintains statewide liaison with internal and external stakeholders.

The LAP Roadside Facilities Coordinator is responsible to provide and distribute updated Rest Area policies to the District Rest Area Coordinators.

The LAP Roadside Facilities Coordinator monitors compliance with the Americans With Disabilities Act (ADA) and Design Information Bulletin (DIB) 82.

The LAP Roadside Facilities Coordinator assists the District LA, the Rest Area Architect and other Project Development Team (PDT) members to ensure an appropriate, context-sensitive approach to the planning of rest area sites, architecture and site furnishings.

The LAP Roadside Facilities Coordinator reviews Conceptual Site Plan, Schematic Site Plan, Architectural Building Concepts and Architectural Schematic Building Plans.

The LAP Roadside Facilities Coordinator oversees the development and updating of the statewide Rest Area System Master Plan, and guides the Districts in identifying Ten-Year SHOPP Plan needs.

LAP District Coordinators

LAP District Coordinators facilitate the project planning and development processes through review, liaison and coordination. In cooperation with the LAP Roadside Facilities Coordinator, the LAP District Coordinators assist the District LA and PDT members by providing guidance regarding policies, procedures, practices and standards.

The District Director

Ensures Project Delivery policy compliance when developing and implementing safety roadside rest area projects.

District Landscape Architect (District LA)

The District LA is responsible for identifying District rest area needs, recommending projects, and developing site plans for new and rehabilitated rest areas, including architecture, pedestrian facilities, and landscaping.

As a PDT member, the District LA assists the Architect with the architecture, layout, design and aesthetics of individual roadside rest areas. The District LA is primarily responsible for the development of the Conceptual Site Plan and Schematic Site Plan, and assists in the development of the Architectural Building Concepts and Architectural Schematic Building Plans.

The District LA is the first-line technical resource for questions regarding Design Information Bulletin 82 (DIB-82) accessibility requirements for site pedestrian facilities (excluding building work) for roadside rest areas. The District LA is responsible for coordinating the review of site pedestrian facilities in conformance with DIB-82.

Project Manager (PM)

The PM is responsible for managing a project's scope, cost and delivery schedule. The PM should communicate frequently with the District LA, Architect, LAP Roadside Facilities Coordinator, Maintenance, District Project Engineer and other functional units.

Responsible Charge Engineer

The District Responsible Charge Engineer (PE) is responsible for developing the civil engineering portion of the District PS&E package. The PE works closely with the District LA, Architect and the PDT to coordinate the District PS&E packages.

District Rest Area Coordinator

The District Rest Area Coordinator is a member of the Safety Roadside Rest Area System Improvement Team and serves as the District's focal point for coordinating rest area needs planning, project programming, traveler services (including vending and public information), maintenance, and partnerships with other agencies and the private sector.

The District Rest Area Coordinator provides liaison between Headquarters and the District, coordinating rest area issues across various program functional units (Planning, Design, Environmental, Construction, Operations, and Maintenance).

The District Rest Area Coordinator is designated by the District Director. At the District Director's discretion, separate Coordinators may be designated for Planning/Design and Maintenance/Operations.

A current list of District Rest Area Coordinators may be obtained from the LAP website: http://www.dot.ca.gov/hq/LandArch/.

The Rest Area Architect (Architect) is responsible for the development of architectural building design and building aesthetics.

As a PDT member, the Architect assists the District LA with development of site plans for new rest areas, rehabilitated rest areas that include new architecture, and with the modification of existing pedestrian facilities. In collaboration with the District LA on aesthetic and site planning aspects, and based on the District's aesthetic recommendations, the Architect is primarily responsible for the development of the Architectural Building Concepts and Architectural Schematic Building Plans, and assists in the development of the Conceptual Site Plan and Schematic Site Plan.

The Architect coordinates the work of building design disciplines within the Offices of Transportation Architecture (TA) and Electrical, Mechanical, Water and Wastewater (EMWW) during the planning and design phases and coordinates support through construction. The specialists include Structural, Electrical, Mechanical, Water and Wastewater engineers, Architects, building estimators and specification writers in the DES. The Architect provides design standards and coordinates the DES review and oversight of work performed by consultants.

The Architect is the first-line technical resource for questions regarding Design Information Bulletin 82 (DIB-82) accessibility requirements for architectural building work. For the DES portions of the PS&E, the Architect is responsible for review and approval of facility design in conformance with DIB-82, and for coordinating the State Fire Marshall review for fire code compliance.

This section describes aspects of the project development process that are unique to the Safety Roadside Rest Area Program.

To be eligible for programming, new rest areas must be identified in the current Safety Roadside Rest Area System Master Plan. Auxiliary parking facilities may be programmed where parking deficiencies have been identified in the current master plan.

Streets and Highways Code Section 226.5 provides for a Joint Economic Development Demonstration Project for up to six new rest areas. This Demonstration Project is managed and guided by the LAP, with implementation by the Districts. Proposals for joint economic development of new roadside rest areas by private partners or other agencies should be coordinated with the LAP.

The Department does not have statutory authority to commercialize existing rest areas.

A viable rest area joint economic development partnership may consist of a private or public partner that agrees to share in at least 50 percent of the total construction cost of the standard public rest area facility, including, but not limited to, ramps, access roads, parking, utilities, architecture, landscape, lighting, signs and fences. In conjunction with traditional rest area facilities, the partner may fund, construct, maintain and operate motorist-related commercial facility, subject to Federal and State laws, regulations, and requirements. The partner should maintain both the public and the private facilities for an agreed-to term, generally 25 to 30 years.

It is preferred that the Department or another public agency own the right of way underlying any facilities or improvements funded with State or Federal money. The partner may lease from the Department the land necessary for motorist-related commercial facilities or may construct those facilities on abutting land owned by others. State and Federal requirements, such as prevailing wages, apply to work funded by the Department.

FHWA regulations and the California Code of Regulations restrict or prohibit most commercial activities within controlled-access Federal-aid highways. Pending a change in Federal restrictions, commercialized rest areas are limited to locations along conventional highways or the area within one-half mile of a freeway ingress and egress.

Rest area partnerships are of interest, both positive and negative, to the local community and rest area stakeholders. Local and regional business competition, goods-movement needs, environmental concerns, and employment opportunities for the disabled and blind are among the issues of concern. Implementation of a successful partnership requires a willing partner, an economically feasible proposal, open communication, fairness to all interests, respect of the inherent risks and effort of private entrepreneurs, and attention to the concerns of all stakeholders.

The Department may enter into an agreement with the operator(s) of commercial or governmental facilities located along the State Highway System to designate those facilities as alternative rest area stopping opportunities, and to provide highway directional signs with text or logos indicating, for example, restrooms, gas, and/or food. One or more entities may participate jointly in the agreement. Agreements should include reasonable expiration and renewal terms.

Each alternative rest area stopping opportunity should consist of facilities that are clustered in a single, easily identifiable location. Unless they serve a single direction of highway traffic, Department-designated alternative stopping facilities should not be located closer than 32 kilometers {20 miles} apart.

To qualify for designation and highway signage as an alternative rest area stopping opportunity, the facility must meet the following criteria:

The facility must be located in an area designated by the Department as deficient in rest area opportunities. The location should correspond to a new rest area need as indicated on the current Safety Roadside Rest Area System Master Plan, or supplement the capacity of an existing rest area that is deficient in parking capacity.

The facility must provide adequate parking for automobiles and long vehicles (including commercial trucks), rest rooms, and drinking fountains, at no charge to the public.

Operators may designate a time limit for free parking, but motorists must be allowed at least 2 hours of free parking.

Public pay telephones must be available.

The aforementioned rest area features must be open and available to the public 24 hours per day, 7 days per week, and must be accessible to persons with disabilities.