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California State Department of Transportation
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Narrative
Many projects have alternatives or revisions that may affect the project length and description. Before starting detailed design, it is necessary that the project data be updated to reflect the Selected Alternative, as well as other revisions that may have occurred. Reviewing the project description and limits is the first detailed design task.
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Certification of the Final environmental document and approval of the Project Report completes the planning phase of project development. Now that the project is approved for design, a "1"(one)-Phase Expenditure Authorization should be obtained.
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Note: Additional FA-47s will be required if the project is segmented into smaller units for design and construction contracts.
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Before starting detailed design, it is essential to review the planning documents; design activities will be guided by these documents.
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It is important to obtain all available mapping that will be used for the project design. These maps should be digitized, where appropriate.
As-built plans provide base information and can be obtained in the district files, HQ Microfilm Services, or the Office of Structure Design.
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As the project proceeds through early design, additional information on the project may indicate a need to make adjustments to the horizontal and vertical alignments.
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A Freeway Agreement is not a static document. Revisions may occur during the design phase that require a change in the freeway geometrics, leading to a modification of the approved Freeway Agreement.
Revisions in local road closures, interchanges, separations, and frontage roads may require reevaluation of the environmental document.
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The Project Development Unit (and other appropriate units) should have made a number of field reviews prior to project approval. Field reviews should be continued.
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- Identify items requiring additional study
- Take photographs
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The Base Design Estimate was prepared at project approval. Design estimates should be closely monitored. The first step is to ensure that the Base Planning Estimate assumptions remain valid.
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- Is estimate based on the approved project?
- Is estimate prepared using the standard format?
- State Transportation Improvement Plan (STIP)
- State Highway Operations Protection Program (SHOPP)
- Traffic Systems Management Plan (TSMP)
- Status of Projects
- Project Management Control System
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The Critical Path Method (CPM) network and schedule should now be updated for the current project delivery date, fiscal year of construction, possible contract staging, etc.
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Estimates require constant monitoring. A project estimate may change significantly as a result of scope changes; this may require the processing of a Project Change Request (PCR). It is important to recognize that many minor changes that may not get quantified can collectively make a significant impact on the project estimate.
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During the planning process, many contacts were made with external organizations. Most of these contacts were made with appropriate local entities to discuss local concerns, and with other organizations to ensure that environmental issues were addressed.
During the design process, the contacts must be continued and expanded. Many organizations require detailed information, such as profiles, right of way widths, drainage facilities, etc.
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Traffic projections were obtained during the development of alternatives. These projections were required to determine the type and location of interchanges, the number of mainline lanes and frontage roads, intersection channelization, etc. Before the detailed geometrics can be developed, design year traffic data must be updated.
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The Design Designation is an expression of the basic factors controlling the design of a highway. It is normally prepared for the Project Report, but may require updating if traffic projections have changed significantly.
Equivalent Single-Axle Loads and Traffic Indices are calculated from traffic volumes and are used to determine the roadbed structural section.
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The development of alternatives during the planning phase involved an analysis of traffic demand and proposed improvements. The proposed improvements should now be analyzed with updated traffic data; this includes lane requirements, auxiliary lanes, High Occupancy Vehicle lanes, ramp metering, left-turn lanes, signal justification, etc.
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During the planning phase, strip maps were used to show alternatives. The strip maps should now be revised for use in the design phase.
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Now it is necessary to determine what additional surveys will be required to accomplish design. The request for preliminary aerial field control and coordinate control mapping should allow for six to eight months lead time. (Note: Additional time must be allowed for digitizing of topographic mapping.)
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Up to this point, design has centered on reviewing approved planning data and requesting updates, additional data, etc. It is essential that preliminary geometrics (interchanges, intersections, vertical and horizontal alignment, local roads, etc.) be established before continuing the process. This leads to completion of the geometric base maps, which become the foundation for skeleton layouts.
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At this point in the process, it is essential that preliminary geometrics (interchanges, intersections, vertical and horizontal alignment, local road system, etc.) be established. Before finalizing the geometric base maps (which will be used as the foundation for skeleton layouts), the project should once again be reviewed in the field - to check for features that could cause problems.
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The Maintenance Unit becomes the "owner" of the project when completed, and as such, has a vital interest in it. In addition, Maintenance personnel are the best source for learning about the existing roadway, drainage problems, access to areas for maintenance, etc.
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Drainage design is a lengthy process of utmost importance. It is imperative that drainage experts review the geometrics early on. They may be able to spot inherent problems that can be easily corrected at this stage.
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The Landscape Unit has had input on the project since initiation. Now is the time for a review of the proposed geometrics.
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At this stage, hydrology studies and preliminary drainage design should begin.
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After the Final environmental document has been approved, mitigations for impacts on historic structures may be implemented in accordance with the Memorandum of Agreement (MOA) approved by the Advisory Council on Historic Preservation (ACHP).
A wide range of mitigations is available, the most common of which is recordation of a bridge because an eligible bridge is to be altered or demolished. Other mitigations include: transfer of a bridge to a local entity for off-system preservation, recordation of a building that is to be removed, moving a historic building to a new site. These mitigations are carried out in accordance with the terms of the MOA. Completion of the mitigations should be reported to the FHWA, the State Historic Preservation Office and ACHP to signify completion of the terms prescribed in the MOA.
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- Recordation by Photography Unit
- Bridge repair by Office of Structure Design
- Site acquisition by Right of Way
- Relocating structures by Right of Way
- Building repairs on new site or prior to transfer by Right of Way
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Data recovery studies are undertaken to mitigate project-related effects on archaeological resources that have been determined eligible for the National Register of Historic Places. The Federal Advisory Council on Historic Preservation approves data recovery as mitigation, after reviewing the Finding of Effect.
After approval of the Final environmental document, data recovery work can begin. The data recovery work is contracted to archaeological consultants.
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Mitigation measures included in the Final environmental document, or as conditions of permit approval, are implemented before, during, or after project construction - depending on agreements made with regulatory or resource agencies. Many mitigation measures require design work (fencing, retaining walls, landscaping, etc.) or inclusion in the project specifications (erosion control and construction restrictions).
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During the project approval process, the Right of Way Branch was involved in working with the PDT and providing realistic cost estimates. A R/W Data Sheet was prepared, which listed the number of parcels required, excess lands, anticipated relocation assistance, and other factors. Tentative right of way lines were drawn on maps for each alternative. This information must be transferred to the geometric maps.
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During the Project Study Report process, the Office of Structure Design (OSD) prepared Advanced Planning Studies for the project alternatives. These studies were updated during the Project Report phase.
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- Request an update of planning data and costs
- List the approximate date when Bridge Site Data submittals will be prepared and sent to OSD
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Railroad involvement is a long-term process. It is very important to determine railroad involvement in the earliest stages of design. Involvement can be more than a separation or at-grade crossing; it could be a drainage feature or temporary access.
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The District Railroad Liaison Agent coordinates contacts with the affected railroads. It is essential that project data, alignment, profiles, etc. be transmitted to the Office of Structure Design (OSD) in the early stages of the design process.
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The R/W Data Sheet (prepared during planning phase) identified potential railroad involvement. The Office of Structure Design must now confirm the involvement.
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During the Project Report phase, the scope was defined. However, when preparing geometric base maps, changes may occur that affect Environmental Approval.
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Section 148 of the Streets and Highways Code authorizes bus-loading facilities on freeways. Section 150 of the same Code authorizes provisions for mass public transportation facilities in freeway corridors.
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- The project will only include bus-loading facilities where they are in the public interest, and where their cost is commensurate with the public benefits to be derived from their construction
- If the agency desires to have bus-loading facilities, their reply should identify the locations and should include supporting data such as estimates of the number of passengers per day
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At the end of the planning phases, approval was obtained for a project with specific features. The approval allows the project to proceed through the design phase, provided there are no major changes. Scope or concept changes may require a new or Supplemental Project Report and environmental document.
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- Minor changes in project features may be approved by a Supplemental Project Report and a revised Environmental Approval
- Major changes in project features may require preparation of a new Project Report and environmental document
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When bus-loading facilities are requested by a local entity, the Public Utility Commission, a transit agency, or common carrier operating in the area, it is necessary to hold a bus-loading facility conference. A report should be prepared to document the decisions made at the conference.
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The bus-loading facility process began by obtaining input from local transit agencies, the Public Utilities Commission, and other interested entities. The facilities are designed to comply with the identified needs.
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After a consensus is reached on the proposed geometrics for bus-loading facilities, comments are obtained from the Traffic Unit.
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The selected Alternative was approved as part of the project approval process. Required revisions were made during the preparation of geometric base maps. Scope changes may have been approved by processing a Supplemental Project Report. The next step is to submit the geometrics to the Traffic Unit for review.
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Additional surveys were requested under Task D227, primarily to provide data to functional units in developing their portion of the project PS&E. Upon receipt of the surveys, it is necessary to transmit the data to the appropriate functional units.
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At this stage of design, geometric base maps are complete and review has been accomplished with appropriate functional units. The next step is to obtain comments from the OPPD Geometric Reviewer and OPPD Coordinator.
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Negotiations with railroads can be lengthy and involved; it is essential to establish railroad right of way needs at an early date. Railroad companies require preliminary plan review prior to executing final agreements for conveyance of land, access rights, or payment.
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It is sometimes difficult to obtain adequate sites that can be used as contractor's yards during construction - particularly in areas where dust, noise and access problems are likely. The responsibility for obtaining a site rests with the contractor, but Caltrans' involvement during the design phase can expedite the process.
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The FHWA has been involved in project planning since early conceptual studies. For those projects on the Interstate System with construction costs exceeding one million dollars, it is essential that this involvement continue during the design stage. It is now necessary to obtain FHWA review of the geometric base map details.
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Some project features do not comply with mandatory design standards. The preferred procedure is to obtain approval at the Project Study Report phase or at least by the Project Report phase.
However, there are situations where exceptions to mandatory standards are identified during the design phase and a Fact Sheet must be processed.
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The authority to approve exceptions to advisory design standards has been delegated to the District Directors. Proposals for exceptions from advisory design standards not identified until the design phase should be discussed with the Project Development Coordinator during development of the approval documentation.
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The determination of final vertical and horizontal alignment is necessary for the completion of geometric base maps.
Earthwork quantities were estimated during various stages in planning studies. After determining the final vertical and horizontal alignment, and after verifying the adequacy of the tentative typical cross sections, calculate preliminary earthwork quantities. The alignments should provide the most economical earthwork balance.
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If the Selected Alternative has hazardous waste sites, a strategy meeting should be scheduled to determine a plan of action.
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Three courses of action for hazardous waste remediation can be followed:
Case 1: The owner has been contacted and made aware of the hazardous waste problem.
Case 2: The owner has not agreed to remediate the problem, and places the responsibility of cleanup on Caltrans.
Case 3: No responsible party can be found.
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Case 1: Monitor the owner investigation and remediation for completeness and timeliness.
Case 2: The Hazardous Waste Unit, with consultation from the Project Engineer, will process a task order for site investigation and determination of the extent of the problem (RI/FS - Remedial Investigation/Feasibility Study).
Investigate possible legal actions that may be taken against owner/responsible party to recover costs of investigation/remediation.
Case 3: Continue efforts to identify owner/responsible party.
The Hazardous Waste Unit, with consultation from the Project Engineer, will process a task order for site investigation and determination of the extent of the problem (RI/FS).
The Hazardous Waste Unit monitors the consultant performing the RI/FS.
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Detailed investigations have been completed to determine the extent of hazardous waste involvement and an alternative to accomplish remediation has been recommended. One of the following alternatives will apply:
Alternative 1 (Case 1)
The owner will remediate in accord with Caltrans' project schedules.
Alternative 2 (Case 2 and 3)
Caltrans has assumed remediation efforts.
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Alternative 1 (Case 1)
Schedule a meeting with the PDT, the Hazardous Waste Unit, Legal, the owner/responsible party, and other appropriate authorities to discuss and agree on the following:
- Evaluate owner's performance in investigation and remediation, including adherence to schedule
- If owner's progress is questionable, request owner to prepare a revised plan. A District Directorate decision may be required to determine if Caltrans should take over the Hazardous Waste remediation process. This decision will be based on the owner's ability to complete investigations and hazardous waste remediation in a timely fashion
- If Alternative 1 is not satisfactorily progressing according to schedule, Alternative 2 should be considered
Alternative 2 (Case 2 and 3)
Continue contracted Hazardous Waste investigation for Caltrans' remediation process and begin discussions to remediate the problem.
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For Alternative 1 projects, the owner accepted responsibility for the hazardous waste and developed a plan to remediate within the project schedule. It is now necessary to review the owner's performance.
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For Alternative 2 projects, Caltrans has the responsibility for hazardous waste remediation. The next step is to initiate and monitor the Remedial Investigation/Feasibility Study (RI/FS).
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After the Remedial Investigation/Feasibility Study (RI/FS) is complete, it is necessary to review Caltrans' remediation options for the specific project. The option selected is used to develop the Hazardous Waste Management Plan.
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After evaluation of the remediation options, a Caltrans' Hazardous Waste Management Plan (HWMP) should be developed.
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The owner has completed remediation on schedule and in compliance with owner's remediation plan.
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The Materials Report serves two important functions. It consolidates project site information obtained from soils, geological, and materials investigations into a permanent document. It provides recommendations relating to materials and potential materials problems on the project.
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This web site last modified August 13, 1997.
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