Code of Vermont Rules › Agency 14 - AGENCY OF TRANSPORTATION › Sub-Agency 010 - TRANSPORTATION BOARD › Chapter 019 - VERMONT STATE STANDARDS FOR THE DESIGN OF TRANSPORTATION CONSTRUCTION, RECONSTRUCTION AND REHABILITATION ON FREEWAYS, ROADS AND STREETS › Section 14 010 019 - VERMONT STATE STANDARDS FOR THE DESIGN OF TRANSPORTATION CONSTRUCTION, RECONSTRUCTION AND REHABILITATION ON FREEWAYS, ROADS AND STREETS

Current through June, 2024
1.0
			 INTRODUCTION
1.1 THE PURPOSE OF
			 DESIGN STANDARDS
The following Vermont State Standards for Construction,
				Reconstruction, and (where specified) Rehabilitation of Roadways and Bridges
				have been designed with two purposes in mind:
. To provide clear technical direction to the designers of
				transportation projects in Vermont.
. To achieve roadway and bridge designs which provide access,
				mobility and safety for users, and which are also sensitive to the social and
				environmental context of Vermont.
These Standards reflect changes to transportation policy on the
				state and national levels as initiated by the Federal government in the 1991
				Intermodal Surface Transportation Efficiency Act (ISTEA) legislation, the goals
				of the 1995 Vermont State Long Tange Transportation Plan (LRTP), modifications
				of the Project Development (Scoping) Process, and inter-agency planning
				agreements between the Vermont Agency of Transportation (VAOT), the Vermont
				Agency of Natural Resources (VANR), the Vermont Division for Historic
				Preservation (VTDHP), and others.
These Standards present the physical design parameters and
				guidelines of bridges and roadways in Vermont. In some cases they change and in
				other cases they augment the Standards previously used by the VAOT, and the
				American Association of State Highway and Transportation Officials (AASHTO). In
				the following chapters, design standards are organized by roadway functional
				classification. For each classification geometric values and "Special Design
				Guidelines" are presented for specific guidance for the design of roadways in
				sensitive situations.
The Standards have been designed to be flexible and to allow
				and encourage creative methods to minimize impacts on scenic, historic,
				archaeological, environmental and other important resources. This will give the
				VAOT greater ability to conform to State and Federal statutes, rules and
				regulations, to ensure that projects are designed to fit the Vermont context,
				to ensure that projects minimize environmental impacts, and to maximize the
				public benefit of transportation improvement investments. The inclusion of
				Rehabilitation Projects within these standards is intended to augment both
				"Preservation" and "3R" Standards which are a separate document. These
				standards apply in both philosophy and, where specified in detail to those
				standards.
These Vermont State Standards are based upon the assumption
				that contextual and situational issues for each project must be identified
				early in the design process, before geometric values are selected. These issues
				are then considered at each step throughout the design process. This process
				will allow for the successful integration of both "quantitative" parameters and
				"qualitative" issues.
All transportation projects in Vermont must be designed to
				minimize negative impacts on natural resources, historic, scenic or other
				community values, while also providing reasonable roadway widths, grades, sight
				distances, etc. At the same time, roadway improvements have the potential to
				positively contribute to the local, regional and state-wide economy of Vermont.
				By providing for the efficient movement of goods and services and by building
				facilities that provide access to and complement and enhance the State's
				historic and visual character, the State's economic interests are furthered. In
				order for this to be accomplished, the design of new transportation facilities
				in Vermont must balance multiple factors:
. The physical attributes of roadways which are important for
				user safety.
. The transportation planning policies guiding the region and
				community.
. The need for access to, and mobility along, a roadway.
. The presence of historic sites and districts.
. The presence of natural resources and environmental
				factors.
. The social context of the communities within which the
				facility exists.
. The economic development needs of the community, region, and
				state.
1.2 HOW THE
			 STANDARDS WERE DEVELOPED
The standards presented in this document represent the work of
				the Vermont Design Standards Committee, established in 1994 as a part of the
				Long Range Transportation Plan. The group met regularly for over 21 months
				between April 1994 and January 1996. The meetings were focused on completing
				recommendations for revised standards based upon input from engineering,
				planning, and resources perspectives. The Design Standards Committee was
				comprised of representatives including VAOT staff from the engineering and
				planning divisions and legal units, the Agency of Natural Resources, the
				Division of Historic Preservation, Regional Planning Commissions, the Vermont
				Council on the Arts, the Preservation Trust of Vermont and the Federal Highway
				Administration. Numerous private citizens, from lay person to professional,
				also served on the committee.
1.3 ROADWAY CLASSIFICATION SYSTEM
Organization of the standards is based upon the State's
				"Functional Classification of Roads and Highways" currently in use by the VAOT.
				The Classifications include:
. Freeways
. Principal Arterials
. Minor Arterials
. Collectors
. Local Roads
For each classification, the user is provided with a narrative
				of the overall description of the classification as well as a series of general
				objectives and design issues inherent with the need to integrate the roadway
				design with the Vermont context.
The overriding theme throughout the Standards is the allowance
				of considerable flexibility in the application of standards to specific
				projects. For example, Freeways, which are a special class of Arterials, have
				mobility as the primary functional purpose. As functional classification
				changes from Arterials, through Collectors, to Local Roads, the emphasis
				gradually shifts from a mobility orientation to one of land access, and
				provides for greater flexibility in design.
Proportion of Service
[See graphic or tabular material in printed version]
1.4 PROJECT PLANNING STANDARDS:
			 LINKAGE TO THE PROJECT DEVELOPMENT PROCESS
The VAOT is obligated to be responsive to the legal and
				jurisdictional issues that exist within many roadway and bridge design projects
				including historical, archaeological, and environmental resources. The Agency
				has also committed itself through the Transportation Planning Initiative and
				Long Range Transportation Plan to work closely with local communities and
				regional planning commissions to consider local and regional issues in the
				development of roadway and bridge projects. This commitment has developed a
				public expectation that VAOT projects will balance multiple issues and
				interests, and address problems and opportunities that may go beyond
				conventional roadway design and engineering.
The primary tool for achieving responsive roadway and bridge
				design for a specific project relies initially on a systematic assessment of
				the community, land use, visual, historical, natural resource and cultural
				characteristics of the road and its surrounding corridors. Commitments made in
				the Project Development process need to be carried through the design process.
				However, in that some VAOT projects do not formally go through Project
				Development, the Project Development Process or a similar process should be
				followed to guide decisions made by project designers to anticipate the broad
				set of considerations that may arise in all types of road and bridge projects,
				including 3R, Preservation and other project categories.
Being responsive to local issues and the situational context is
				the responsibility of every VAOT project designer/design team.
1.5 TRANSPORTATION DESIGN IN THE
			 VERMONT CONTEXT
It is essential that all transportation facilities be designed
				as part of the total environment. Whatever the type of transportation facility
				or project, sound planning, engineering, and environmental design principles
				should be applied. Roads and bridges should be designed to specifically fit
				into the situational context of the area within which each will be constructed,
				i.e., city, town, village, suburban and rural areas.
In Vermont, the public has indicated a strong desire for
				roadway projects to respond to the natural, scenic, and cultural landscape. To
				provide optimum consideration of these elements, the natural and human "built
				environment" features in the vicinity of a specific project should be
				inventoried and analyzed to guide the roadway design development process. The
				inventory should include: topographical and physical characteristics; natural
				resources; recreational uses; potential, existing and future residential uses;
				historical resources; visual and aesthetic resources; landmarks; and existing
				and potential land uses. The analysis should draw relevant conclusions as to
				the needs for specific resource protection measures as well as opportunities to
				integrate those features into the roadway or bridge project at the earliest
				possible point in the design process. These factors should then be integrated
				with the geometric standards. The presence of some of these features allow for
				possible reductions or modifications to the geometric standards through
				"Special Design Guidelines". Those guidelines are described in this section and
				Section 1.8. The final design should reflect consideration of all these factors
				to produce a safe and attractive transportation facility that is compatible
				with the environment and the character of the community.
All concerned disciplines should collaborate at every stage of
				the transportation project planning, design, and construction process to
				realize the maximum potential from the project. The exchange of information and
				expertise is critical throughout project development. This shall include the
				full range of highway components or features, such as the roadway (the travel
				surface itself), the roadside (remainder of the right-of-way, with any natural
				vegetation and/or plantings), ancillary structures (such as bridges, culverts,
				and retaining walls), and highway appurtenances (such as fences, signs, lights,
				and traffic barriers). Community acceptance of a transportation project is
				often strongly influenced by the visual elements of the project as seen both in
				views from the project (the road view as seen by users), and view of the
				project (the road view as seen by project neighbors). All of these components
				must be properly coordinated with the existing cultural, historical,
				ecological, physical, and aesthetic considerations.
The following is an outline of design context situations in
				general categories that describe a range of land use contexts within which
				roads exist. With each situation, general themes and goals are provided to give
				the designer an initial framework to address roadway or bridge design in
				community context. These goals should be confirmed in coordination with local
				officials and the public, as well as with State and Federal agencies. Many of
				these goals are specifically derived from Vermont legislation (ACT 200, ACT 250
				decisions, etc.) and are an important translation from VAOT, VANR, ADCA and
				other agencies' policies into specific actions.
1.5.1 Large Towns and Cities
Roadway design projects in Vermont's large towns and cities
				present complex situations where the needs of through-traffic as well as
				destination traffic converge. In existing downtowns, the balance between
				mobility and the economic and cultural issues of "city streets" will need to be
				addressed. Frequently, road corridors in towns and cities are congested with
				multiple users (cars, trucks, pedestrians, bikes, etc.). Major corridor
				projects will continue to be expected to integrate all those users. At the same
				time, town and city roads function as a complete network; frequently individual
				problem areas are linked to others nearby and/or more distant contributing
				conditions.
New and reconstructed roads need to be compatible with the
				adjacent land uses and reflect the urban characteristics of the location.
				Elements of roads that should be included in engineering decisions are:
				preservation or enhancement of on-street parking; new or redefined pedestrian
				walkways and crossings; pedestrian scale and roadway lighting; coordinated
				VAOT, public street and other signage; preservation and enhancement of street
				tree plantings; and landscaping of adjacent public spaces and
				facilities.
Additionally, roadway projects along existing corridors
				entering large towns and cities may feature existing strip-development. New
				projects should be responsive to avoid proliferation of strip-development
				patterns by integrating roadway design features and land use development
				regulations. Fringe areas of large towns and cities with strip-developments
				should incorporate design treatments to reduce curb-cuts, promote safe
				pedestrian and bicycle traffic and establish urban character with appropriate
				street trees, lighting, and signage.
Frequently there are conflicts between driver speed, pedestrian
				safety and economic viability along roadway corridors in Vermont's cities and
				large towns. Speed control (traffic calming) techniques should be employed to
				moderate roadway speed. This may be accomplished through the use of visual
				elements in the street design, by providing channelizing islands or
				roundabouts, through proper placement and design of pedestrian crossings and
				through alignment modifications. Both roadway and bridge designs should use
				visual elements that define urban area gateways where roadway character and
				land use character changes coincide.
1.5.2 Small Towns and Villages
Throughout the state, small towns and villages have
				historically been sited along road corridors. Many of these roads are the "Main
				Streets" and "Elm Streets" that are the principal public streets that share
				uses for both through-traffic and local traffic. The identity of individual
				small town and village centers is an especially important characteristic in
				Vermont. For aesthetic, as well as safety reasons, it is essential for drivers
				to reduce speed in small town and village centers. Appropriate design
				techniques should be used to reinforce this behavior. Pedestrian circulation
				and on-street parking should be maintained or enhanced. By creative variation
				of highway alignment and cross-section, driver behavior can be influenced,
				scenic and community values reinforced, and greater safety achieved.
Small towns and villages in Vermont are of historic
				significance, minimizing the impacts on the historic character is extremely
				important. Preservation of this character may include maintaining existing
				street trees and other landscape features, providing new street trees and
				landscaping and altering infrastructure including utilities, drainage, and
				overhead utility lines. Providing curbs should be employed where required to
				allow preservation of existing streetscape elements and narrower clear
				zones.
Establishing appropriate road sections should address the
				difference between the various types of streets commonly found in small towns
				and villages such as:
. Built-up "Main" streets with on-street parking, sidewalks and
				commercial blocks.
. Residential "Elm" streets with generous building setbacks,
				yards and continuous street trees.
. Intersections that include village public spaces with parks,
				churches, public buildings, etc.
Many of the design objectives of cities and large towns also
				apply to small towns and villages, but on a smaller scale. Those techniques may
				be employed in addition to those listed in this section.
1.5.3 Suburban Commercial/Residential
			 Corridors
Between the 1950s and late 1980s, many Vermont communities
				experienced commercial growth and development along major road corridors. As
				that development increased, along with increased population growth and changing
				patterns of commercial markets in the State, traffic conditions have
				deteriorated. Frequent turning movements, the use of undefined turning lanes,
				and the extensive lengths and numbers of curb cuts all combine to create higher
				levels of congestion with higher accident rates.
Roadway projects along these commercial corridors should be
				combined with local and regional planning efforts and land use regulations to
				improve traffic safety and reduce congestion, while still providing access to
				adjacent properties and improvements to corridor aesthetics.
Design treatment to reduce curb-cuts, promote safe pedestrian
				and bicycle traffic, preserve or provide new street trees, lighting, and
				signage should be employed along suburban corridors. Speed control (traffic
				calming) techniques including: channelizing islands, roundabouts, defined
				pedestrian crossings, alignment modifications and streetscape designs should be
				used to moderate roadway speed. Roadways with higher functional classifications
				through suburban corridors should create or redefine pedestrian walks and
				crossings and include streetscape elements. These elements may include:
				pedestrian scale and roadway lighting, coordinated street and other signage,
				tree plantings and other landscape features. In addition, access from the
				roadway to major public spaces and facilities should be defined through the use
				of these elements.
1.5.4
			 Rural Corridors
The vast majority of Vermont roads lie within rural corridors.
				The most prominent rural settings are: agricultural valleys, wooded hillsides
				and river valleys, and mountainous areas. Each of these situations has
				implications for roadway design that should be linked to aesthetic,
				topographical and land use considerations.
Preserving rural quality should be closely integrated with
				roadway design techniques. The relative location of the road may either enhance
				or detract from the landscape. Also, the materials and construction techniques
				employed may have similar positive or negative results. Some of the techniques
				that may be used to maximize the "fit" between the road and rural landscapes
				are: alignments that complement the natural topography; avoid bisecting open
				fields, agricultural lands, critical natural habitats and wetlands by aligning
				the road to fringe areas; avoiding the placement of guardrail that blocks
				extensive views and vistas; use of landscape features to blend roadways and
				bridges into the natural setting; use of locally available materials (stone and
				plant materials) to blend colors and textures into the setting; and, methods to
				protect, create and enhance vegetative buffers along shore lines and adjacent
				to wetlands and important natural habitats. Alternative strategies for slope
				retention should be employed to minimize visual impacts of crushed stone slopes
				through the use of more natural appearing treatments. Grading easements or
				additional right-of-way should be used to allow blending of roadway side slopes
				with the adjacent landscape. Bridge designs should consider the effects of:
				intrusion into the State's waterways; visual and public access to waterways;
				and appropriate pedestrian and bicycle crossings.