MINNESOTA DEPARTMENT OF TRANSPORTATION Engineering Services Division Technical Memorandum No TS-06 September 26, 2013

Transcription

1 MINNESOTA DEPARTMENT OF TRANSPORTATION Engineering Services Division Technical Memorandum No TS-06 To: Distribution 57, 612, 618, 650, and Electronic Distribution Recipients From: Jon M. Chiglo, P.E. Division Director, Engineering Services Timothy Henkel Division Director, Planning and Program Management Julie Skallman, P.E. Division Director, State Aid Subject: Expiration This Technical Memorandum shall continue in force until September 26, 2018 unless superseded or suspended before that date. Implementation The guidance and procedures in this Technical Memorandum are effective immediately for all new activities on MnDOT s long range plans, planning studies, new construction and reconstruction projects on Minnesota s Trunk Highway system. The guidelines and instructions are effective as examined and documented on a case by case basis, for MnDOT s preservation projects on Minnesota s Trunk Highway system. Asset preservation needs and other constraints (fiscal, right of way, etc.) must be balanced with consideration of competing objectives and creation of new assets and preservation needs, on a preservation project, in order to manage risks associated with diminishing MnDOT s asset preservation capabilities and effectiveness. Work sought and initiated by others, under a permit process with MnDOT, is obligated to follow the design and construction portions of the guidelines. To the maximum extent practicable, projects that are currently moving through planning and design phases should implement these procedures if Complete Streets considerations have not already been incorporated. Local road authorities are encouraged to adopt similar guidelines. Effective implementation and operation of Complete Streets relies upon multi-jurisdictional collaboration and responsibility for an integrated network of state and local roads that provide for mobility, safety and connectivity for each mode and all users throughout the network. Background and Introduction A 2009 study and report to the Legislature (in response to the legislative directive to study the costs, benefits and feasibility of implementing complete streets policy) found that it was feasible to adopt a

2 policy of Complete Streets for MnDOT trunk highways. The goal of Complete Streets should be to 1) develop a balanced transportation system that integrates all modes via planning inclusive of each mode of transportation (i.e., transit, freight, automobile, bicycle and pedestrian) and 2) include transportation users of all types, ages and abilities. One of the initial focuses of integrated modal planning should be to designate routes or corridors that would provide mobility and connectivity for each mode throughout the network. This network focus was a result of the report recognizing that Complete Streets does not mean all modes on all roads. A long-term goal of Complete Streets focuses on making multi-modal inclusion and design routine to minimize the need for retrofits to further the transportation system s capability to safely and conveniently serve all modes and all users of all abilities. A 2010 law directed MnDOT to implement a complete streets policy for the state trunk highway system after consultation with stakeholders, state and regional agencies, local governments, and road authorities. This policy affects virtually all phases of road activity on trunk highways from planning to maintenance. MnDOT was required to address relevant protocols, guidance, standards, requirements, and training, and integrate related principles of context-sensitive solutions. This technical memorandum provides guidance to planners and designers at MnDOT for incorporating Complete Streets principles at all phases of planning and project development in the establishment, development, maintenance, and operation of a comprehensive, integrated, and connected multi modal transportation network which is accessible and equitable and adapted to serve the needs of individuals regardless of how they choose to travel. Complete Streets considers the needs of pedestrians, bicyclists, transit users, motorists, commercial and emergency vehicles, hereby referred to as all users. This memo seeks to uphold, complement, and elevate existing state and federal laws and departmental guidance and direction that support an integrated, multimodal transportation system. Purpose The Technical Memorandum provides direction on the implementation of Complete Streets pursuant to Minn. Stat The Technical Memorandum also provides guidance to achieve the following transportation goals listed in (or envisaged by) Minn. Stat , Sub.2 : Minimize fatalities and injuries for transportation users throughout the state; Provide multimodal and intermodal transportation facilities and services to increase access for all persons and businesses and to ensure economic well-being and quality of life without undue burden placed on any community; Ensure that the planning and implementation of all modes of transportation are consistent with the environmental and energy goals of the state; Increase use of transit as a percentage of all trips statewide by giving highest priority to the transportation modes with the greatest people-moving capacity and lowest long-term economic and environmental cost; Promote and increase bicycling and walking as a percentage of all trips as energy-efficient, nonpolluting, and healthy forms of transportation. Consistent with MnDOT s mission of providing the highest quality, dependable multimodal transportation system, both the Minnesota GO Vision adopted in November 2011 and the Minnesota Statewide Multimodal Transportation Plan(SMTP) establish a vision for a transportation system that: Provides safe, convenient, efficient and effective movement of people and goods Is accessible regardless of socioeconomic status or individual ability The SMTP also establishes a statewide strategy of improving accessibility and safety for everyone traveling on, along and across roads. Guidelines Planning

3 Development of the State Highway Investment Plan and District Transportation Improvement Plans shall consider needs for all modes. MnDOT s modal plans should catalog system condition and needs so that projects may prioritize and work towards systems and networks that eliminate or minimize the impact of system and network gaps and barriers for all users. Successful statewide implementation of Complete Streets requires multijurisdictional coordination, collaboration, partnering and planning with local governments, Metropolitan Planning Organizations (MPOs), Regional Development Commissions (RDCs), and other implementing agencies to accomplish efficient and effective system planning for all modes and the connectivity that should be addressed at network, corridor and project levels. Coordination should also ensure cooperation with local entities to look for opportunities to address Complete Streets on their systems. MnDOT shall develop and offer training and technical assistance to collaboratively support local governments, MPOs, RDCs, and other agencies in the implementation of Complete Streets principles and best practices. MnDOT shall employ early, continuous and meaningful involvement of the public and the full range of affected stakeholders throughout its processes and shall reach out to populations who may be underrepresented or underserved by the transportation system. The stakeholders should include all populations covered under Title VI, ADA and other Civil Rights laws. Community and stakeholder interests will be addressed using transparent, effective and project appropriate public involvement processes. Project Development and Scoping Considerations, in regards to all modes and all users, shall be documented in the project development process scoping worksheets and documents. Plans and projects should consider future demand from all users along and across all corridors. These needs might be met in phased projects in the corridor. MnDOT shall consider all impacted users in project safety reviews, road safety audits, and intersection control evaluations. Projects that meet a threshold for considering Complete Streets (per the project purpose and need statements and secondary objectives and the scoping worksheets and documents) must document reasons for not incorporating Complete Streets improvements in project development. The documentation must be presented to MnDOT s State Design Engineer utilizing the required template for approval, with supporting data demonstrating the basis and need for project exemptions so that MnDOT can gain a better understanding of the number and types of projects that receive Completes Street consideration and the level of implementation. Refer to the exemptions section for additional information. Design Designers will use flexible design to provide and balance the needs of modal accommodation, safety, mobility, economy, design consistency, community values, environmental and energy goals, health and aesthetics. MnDOT s flexible design initiative intends to provide appropriate flexibility inherent in each design element

4 as well as design guidance to encourage solutions oriented toward facility performance and system-wide return on investment. Construction Designers shall use MnDOT adopted design standards and guidance as the design basis for projects and will consult A Policy on Geometric Design of Highways and Streets (AASHTO), Designing Walkable Urban Thoroughfares: A Context Sensitive Approach (ITE), and other peer reviewed guidance, as needed, to provide Complete Streets improvements. Look for low cost solutions on preservation projects to provide Complete Streets improvements. When there is a question in determining a design threshold, the appropriate modal and/or technical offices will be consulted to inform decision-making. Design exceptions and variances shall follow established MnDOT procedures. As directed by MnDOT s Field Guide, construction zones will provide alternative and accessible routes and detour provisions to perpetuate previously existing modes of travel, including pedestrians and bicyclists, when closing roads, bridges or sidewalks for construction projects and maintenance work that lasts more than three days. Coordinate with the Office of Freight and Commercial Vehicle Operations to ensure that oversize/overweight permitted loads are appropriately detoured. Operations and Maintenance Exemptions Work with local jurisdictions and transit providers to identify, and coordinate with, the jurisdictions responsible for providing appropriate maintenance and snow removal on all facilities including sidewalks, crossings, bridges, underpasses, and transit stops and hubs. In project development, design, construction, and operations and maintenance, MnDOT is not obligated to adhere to the Complete Streets guidlines when one or more of the following apply and the State Design Engineer has approved the exemption: Users are legally prohibited from using a roadway. (Where access is legally prohibited, project managers should consider opportunities to address or remove barriers to network connectivity and crossings that are important for serving nonmotorized and other modes, such as provision of Interstate crossings and/or colocated but separated facilities for non-motorized users who are prohibited from using the roadway itself.) Physical constraints and future travel and attractors demonstrate absence of current and future need. Because of the long life of bridge structures, careful consideration should be given before determining not to provide for other modes at the time a new structure is constructed. Detrimental environmental or safety impacts outweigh the benefits of enhanced multimodal access.

5 Constraints related to local government opposition or right of way acquisition requiring excessive expenditure of time, money and resources. Inability to negotiate and enter into an agreement with a local government to assume the operations and maintenance responsibility of the facility. Preservation projects in which risk analysis and fiscal constraints indicate MnDOT may significantly diminish critical preservation of existing assets by expanding scope and adding new Complete Streets assets on the projects. Emergency and routine or localized maintenance and repair work (debris removal, sweeping, pothole patching, sidewalk patching, joint and crack repair, etc.). Measurement and Evaluation Establish process indicators to evaluate the implementation of Complete Streets. Track established performance indicators that contribute to Complete Street goals. Questions For information on the technical contents of this memorandum, please contact Mark B. Nelson, MnDOT Multimodal Planning Director. Any questions regarding publication of this Technical Memorandum should be referred to the Design Standards Unit, DesignStandards.DOT@state.mn.us. A link to all active and historical Technical Memoranda can be found at To add, remove, or change your name on the Technical Memoranda mailing list, please visit the web page