Cover photosCounter-clockwise from top:

1. View of Maryland State Highway Administration stormwater management facility after retrofitting.2. Utah DOT’s 12300 South Project addresses transportation needs while balancing the CSS philosophy.3 Context-sensitive bridge reconstruction over the Big Fork River along Minnesota’s Trunk Highway 38,

Edge of the Wilderness National Scenic Byway Corridor.4. Typical byway rest area with interpretive kiosk along Minnesota’s Edge of the Wilderness National

Scenic Byway Corridor.5. Reconstruction of Colorado’s Berthoud Mountain pass presented numerous environmental, design, and

aesthetic challenges.

AASHTO Center ForEnvi ronmenta l Exce l l enceBest Practices in Context-Sensitive Solutions

2005 Competition

American Association of State Highway and Transportation Officials

© 2006 by the American Association of State Highway and Transportation Officials.

All rights reserved. This book, or parts thereof, may not be reproduced in any form without written permissionof the publisher.

Printed in the United States of America.

ii Best Practices in Context-Sensitive Solutions A A S H T O

This report is sponsored by the American Association of State Highway and Transportation Officials’(AASHTO) Center for Environmental Excellence. The Center was developed in cooperation with theFederal Highway Administration to promote environmental stewardship and to encourage innovative waysto streamline the transportation delivery process. The Center is designed to serve as a resource fortransportation professionals seeking technical assistance, training, information exchange, partnership-buildingopportunities, and quick and easy access to environmental tools.

The work of the Center is directed by AASHTO staff and is overseen by an Advisory Board comprised ofthe following members:

Carlos Braceras, UT DOT, Chair

Donna Allan, MN DOT

Kathy Ames, IL DOT

Don Arkle, AL DOT

Gail D’Avino, GA DOT

Tim Hill, OH DOT

Gary McVoy, NY DOT

Dianna Noble, TX DOT

Neil Pedersen, MD DOT

Carol Lee Roalkvam, WS DOT

Len Sanderson, NC DOT

Fred Skaer, FHWA

Expert Review Panel

Kathy Ames Illinois Department of Transportation

Janet D’Ignazi Center for Transportation and the Environment, North Carolina State University

Eleanor Huber Maryland State Highway Administration

John Mettille Kentucky Transportation Cabinet

Sally Oldham Oldham Historic Properties, Inc., Portland, Maine

Harold Peaks Federal Highway Administration, Washington, D.C.

Melisa Ridenour Federal Highway Administration, Eastern Federal Lands Highway Division

Joe Sanchez New Mexico Department of Transportation

Patrick Shea National Park Service, Denver, Colorado

Shaun Van Doren Township of Tewksbury Committeeman, Oldwick, New Jersey

Best Practices in Context-Sensitive Solutions iii2 0 0 5

Contents

INTRODUCTION iv

INTEGRATION OF CSS PRINCIPLES IN TRANSPORTATION 1

WINNERS 3

Best Project: Minnesota Trunk Highway 38, Edge of the Wilderness National Scenic Byway Corridor 4

Best Program: Oregon Transportation Investment Act (OTIA III) State Bridge Delivery Program 8

Best Institutional or Organizational Change: New York State Department of Transportation Context Sensitive Solutions Implementation Initiative 12

NOTABLE PRACTICES 16

SR 179 Needs-Based Implementation Plan—Arizona DOT

Highway I Median Barrier Project—California DOT 18

Berthoud Pass Mountain Access Project—Colorado DOT 20

Stormwater Management Visual and Environmental Quality and Safety Program—Maryland State Highway Administration 22

US-131 S-Curve Replacement Project—Michigan DOT 24

I-580 Freeway Extension Project—Nevada DOT 26

Institutionalization of CSS—Utah DOT 28

ENTRANTS AND POINTS OF CONTACT 30

iv Best Practices in Context-Sensitive Solutions A A S H T O

Introduction

Successful transportation projects achieve mobility goals while improving the social and environmental contextwithin which they exist. In recent years, more and more transportation agencies across the United States have beenachieving these goals using context-sensitive solutions (CSS), and the results are quite impressive.

CSS is a collaborative approach that brings together a broad spectrum of stakeholders to develop a transportationsolution that fits within its physical setting, preserves natural and cultural resources, and meets the mobility andsafety needs of the community.

AASHTO’s Center for Environmental Excellence sponsored the 2005 Context-Sensitive Solutions Competition toshowcase exemplary projects, programs, and initiatives that achieve CSS principles.

In February 2005, AASHTO sent a solicitation to all State Departments of Transportation seeking examples ofefforts underway to integrate CSS principles with the planning and delivery of transportation projects, programs, andservices. We received 75 applications from 33 states.

After careful review, our expert panel of judges selected one winner in each of three categories: best project, bestprogram, and best in institutional change. These initiatives serve as models of the best innovations and collaborativeefforts in the nation in achieving context-sensitive solutions for transportation projects and programs. The panel alsoselected seven additional initiatives they considered worthy of recognition as notable practices.

CSS initiatives continue to advance along the continuum, from projects, to programs, to organizational integration.Transportation agencies and their partners are demonstrating that CSS is applicable across a range of efforts—fromroutine safety upgrades and emergency repairs to urban freeways and scenic byways. Innovative technologies, newmaterials, and process improvements are providing better options for integration of sustainable, environmentallyfriendly transportation solutions that can result in substantial cost savings.

These winning transportation projects, programs, and initiatives demonstrate exemplary efforts in CSS that willserve as models for achieving transportation solutions that fit the natural and human environment while achievingmobility and safety goals and enhancing community values.

The practices documented in this report illustrate the art of the possible in developing transportation solutions thatare truly sensitive to the social and environmental context within which they exist—representing the best in con-text-sensitive solutions.

John HorsleyExecutive DirectorAmerican Association of State Highway and Transportation Officials

Best Practices in Context-Sensitive Solutions 1

Integration of CSS Principles in Transportation

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Context-sensitive solutions (CSS) considerthe total context within which a trans-portation improvement project will

exist. CSS is a collaborative, interdisciplinaryapproach that involves all stakeholders to developa transportation facility that fits its physical settingand preserves scenic, aesthetic, historic, and environmental resources, while maintaining safetyand mobility.

The AASHTO Center for Environmental Excellence’s Best Practices in Context-SensitiveSolutions Competition showcases outstandingexamples of the work being done throughout thecountry to integrate CSS principles with the planning and delivery of transportation projects,programs and services.

The award winners and notable practices demonstrate how transportation agencies andtheir partners, working with their communities,can succeed in meeting mobility needs while pro-moting community values and enhancing the socialand environmental context in which transportationfacilities co-exist.

SELECTION PROCESS

The competition was open to all governmentalentities—including state and local transportationagencies, transit agencies, metropolitan planningorganizations, and resource agencies. AASHTOreceived 75 applications from 33 states; three win-ners and seven notable practices were selected.

The expert review panel carefully considered theapplications and selected projects based on thedegree to which CSS principles were successful. Inevaluating the applications, judges looked not onlyat the outcome of the project or program, butalso at the process used to achieve CSS.

2 Best Practices in Context-Sensitive Solutions

CRITERIA

The review panel judged each application basedon the following criteria:

• Addressing transportation needs using CSSprinciples and effectively using resources;

• Use of partnering, collaboration, and multi-disciplinary approaches;

• Incorporation of community values andimproving community assets;

• Achieving compatibility with the natural andbuilt environment; and

• Measuring effectiveness in meeting CSS goals.

CATEGORIES

Winners were selected in each of three categories:

Project-Oriented Activities: Collaborative effortsto plan, design, construct, operate, and maintain amajor project that reflects CSS principles. Exam-ples included, but were not limited to urbanstreetscapes and community livability features;

aesthetic treatments and amenities on facilities;exceptional outreach and inclusive collaborativedecision-making processes during project planning,development, design, and construction.

Program Approaches: Organizational policiesand programs that illustrate CSS principlesthroughout a program or function, applying tomultiple projects. Examples included systematicallyapplying CSS to project planning, design, construc-tion, operation, or maintenance, including CSSpolicies, guidance, and training.

Institutionalization or Organizational Change:Efforts made to make permanent the changes inattitudes and organizational structures that helpinstitutionalize CSS practices in the agency’s pro-gram of activities. Examples included changing mis-sion statements, strategic plans, policies andprocedures; providing educational programs;establishing partnering relationships with trans-portation interest groups; using environmentalquality assurance and control procedures; andusing performance measures.

Best Practices in Context-Sensitive Solutions 3

Winners

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The panel found that the winning applicantsdemonstrated a broad scope of context-sensitive features, ranging from innovative

public involvement strategies to efficient use ofmaterials and new technologies. Effective CSSapproaches illustrated creativity and innovation,demonstrating that time savings and cost savingscan be achieved while meeting the needs of com-munities and the environment. Whether on a proj-ect, a program, or throughout an institution, thesesuccessful initiatives demonstrated an end-to-endvision for achieving context-sensitive solutions.

BEST PROJECT

Minnesota Trunk Highway 38, Edge of the Wilderness National Scenic Byway Corridor

BEST PROGRAM

Oregon Transportation Investment Act (OTIA III)State Bridge Delivery Program

BEST INSTITUTIONAL CHANGE

New York State Department of Transportation

Context Sensitive Solutions ImplementationInitiative

NOTABLE PRACTICES

SR 179 Needs Based Implementation Plan—Arizona DOT

Highway I Median Barrier Project—California DOT

Berthoud Pass Mountain Access Project—Colorado DOT

Stormwater Management Visual and EnvironmentalQuality and Safety Program—Maryland StateHighway Administration

US-131 S-Curve Replacement Project—Michigan DOT

I-580 Freeway Extension Project—Nevada DOT

Institutionalization of CSS—Utah DOT

4 Best Practices in Context-Sensitive Solutions A A S H T O

Computer visualization study exploring flexibility in design of the roadway cross-section to achieve context-sensitive roadway improvements. Photo and Visualization Credit: SHE, Mike Fraser.

Best ProjectMINNESOTA TRUNK HIGHWAY 38, EDGEOF THE WILDERNESS NATIONAL SCENICBYWAY CORRIDOR

The 47-mile Minnesota Trunk Highway 38(TH 38) Edge of the Wilderness NationalScenic Byway Corridor weaves around

lakes and wetlands, allowing travelers to experi-ence Minnesota’s northern woods. Faced with theneed to reconstruct the aging highway, theMinnesota Department of Transportation(Mn/DOT) developed partnership alliances withFederal, state, and local stakeholders to guide theplanning, scoping, and design process associatedwith the corridor. The resulting corridor recon-struction project exemplifies context-sensitivesolutions, balancing safety, mobility, environmental,and community values.

Trunk Highway 38, which runs through theChippewa National Forest, was originally devel-oped in the 1920s to replace a parallel logging rail-road. Mn/DOT sought to reconstruct thesubstandard roadway to enhance safety and effi-ciency in the early 1990s. Mn/DOT initiallyassumed that flattening and straightening out the

road consistent with higher design speeds wouldbe crucial to the logging industry, the majoremployer using the corridor.

But during an extensive outreach campaign togather input from the community, the agencyfound that the mill owners wanted the road tosupport commerce, but not at the expense of theneighboring resorts whose businesses relied onpreserving the scenery.

“We don’t need to get to the mill ten minutesfaster if our neighbors, who run resorts, need thescenery to rent their cabins,” the mill owner said.“What we need is a year-round, 10-ton road thatwill allow us to run our trucks throughout theyear, even in spring (without road restrictions).We don’t need ten minutes a day; we need 10-tons every day! I don’t care if we have to drivearound every swamp and over every hill, just fixthe road so it can support commerce.”

Computer visualization study exploring flexibility in design of the roadway cross-section to achieve context-sensitive roadway improvements. Photo and Visualization Credit: SEH, Mike Fraser.

Best Practices in Context-Sensitive Solutions 5

A BETTER SOLUTION

Meetings with the industry, the public, and agencypartners produced a better solution.

Mn/DOT focused on maintaining the two-laneroadway and existing alignment, and incorporatingspot upgrades where safety improvements wereneeded. This significantly reduced the amount ofvegetation that needed to be cleared. The projectincorporated four-foot paved shoulders with arumble strip and an additional two feet of rein-forced soft shoulder to improve safety and accom-modate bicyclists, while reducing the impacts ofthe roadway on the land.

The public and interagency working groups strivedto develop solutions, not only for the transporta-tion system, but also for managing the land adja-cent to the highway. The effort resulted in acompletely coordinated schedule of improvementprojects for the whole corridor, including

transportation, recreation, water quality, and economic development.

VISIONS AND GOALS

Mn/DOT said the vision and goals for the corridorwere developed and outlined in three relateddocuments:

• The Corridor Management Plan, which ad-dressed safety, visual quality, recreation, waterquality, vegetation/timber management, andeconomic development;

• The Byway Investment Plan which listed priorityprojects, anticipated completion dates, and pos-sible coordinators and funding sources; and

• The Forest History Interpretive Plan, which tookinventory of resources along the byway, gaverecommendations for improvements and guidedthe designation and location of interpretive sitesand other features.

6 Best Practices in Context-Sensitive Solutions

This corridor interpretive park and trailhead site along the Bywaylinks users to a multi-use trail that crosses the river and links toother area trail systems. Photo Credit: Mn/DOT, Neil Kveberg.

Separate multi-disciplinary teams, led by Mn/DOT,the U.S. Forest Service, Minnesota Department ofNatural Resources and other agencies, researched23 different social, environmental, and economicresource areas. They inventoried the existingcharacter of each resource, analyzed the potentialimpacts and benefits resulting from proposedtransportation improvements, and made recommendations for each.

VITAL PUBLIC OUTREACH

The work teams also engaged the public directly.The teams used many state-of-the-art outreachtechnologies, such as computer-visualization stud-ies to help communicate alternative constructionconcepts to the public.

One of the most effective communication tech-niques was a low-tech solution. Mn/DOT handedout inexpensive disposable cameras to local BoyScouts and Girl Scouts, who took pictures of ele-ments of the corridor that they liked or disliked.Their photos were mounted on posters with

short narratives of why each particular photo wastaken. The agency said the scouts’ photos were agreat catalyst for public discussions and input.

The design team was able to incorporate the com-munity’s preferences into flexible design solutions.

COST SAVINGS AND FUNDING

SOURCES

Mn/DOT achieved significant cost savings on theproject by collaborating with other agencies in thedevelopment of the road, recreation facilities, andother amenities.

The actual cost of the highway work was consid-erably less than anticipated because the recon-struction, particularly grading, used designflexibility at specific locations rather than applyingconservative standards on a corridor-wide basis.

In addition, a variety of funding sources weretapped to incorporate context-sensitive featuresand interpretive sites along the corridor. Alongwith state highway improvement funds, federalTransportation Enhancement funds were used todevelop context-sensitive features and interpre-tive sites to further reinforce the “sense of place.” Forest recreation dollars were used todevelop interpretive turnouts, rest areas, boataccess sites and parallel trails. Municipal fundswere used to improve urban segments, sidewalks,

Best Practices in Context-Sensitive Solutions 7

and streetscapes. And private money from utilitieswas used to bury utilities along the entire corridor.

MEASURES OF SUCCESS, LESSONS

LEARNED

The planning, design, construction, and manage-ment of the TH 38 corridor have met all five ofthe measures of CSS success established byMn/DOT: community acceptance, environmentalcompatibility, engineering and technical functional-ity, financial feasibility, and timeliness of delivery.

As a result of the TH 38 project, Mn/DOTlearned several lessons that it will continue toapply as it implements further improvements inthe corridor:

• Let the public define the project.

• State non-negotiable design criteria up-front.

• Make the regulators part of the planning anddesign team as “co-creators.”

• Apply flexibility in design to balance conflictingobjectives and to address issues that are uniqueto the context.

By using a CSS approach, Mn/DOT was able tofocus improvements where they mattered the mostto people. The resulting improvements have con-tributed to significantly reduced accidents, enhancedmobility, greatly reduced cost, and context-sensitiveoutcomes—all well ahead of schedule.

CONTACT:Karl Weissenborn Senior Landscape Architect Minnesota Department of Transportatione-mail: karl.weissenborn@dot.state.mn.us

VIEW FROM THE CSSCOMPETITION PANEL

The values-driven approach of the TH-38project was effective at protecting resourceswhile ensuring transportation safety and func-tionality. Mn/DOT worked with the landmanagement agencies to look to the futureto establish a “sense of place” in the corri-dor. This is an excellent example of a projectthat was informed by the requirements ofthe Scenic Byways program, yet it provides“universal lessons” in achieving context-sensitive solutions.

“With early engagement and listening,Mn/DOT used broad public and stakeholderinvolvement to better inform the understand-ing of context and the determination of pur-pose and need for proposed improvementprojects along the TH 38 corridor. Conse-quently, and in applying all of the key princi-ples of CSS advocated by the agency,Mn/DOT demonstrated flexibility in design totailor and focus solutions and improvementswhere the public placed the highest valuesand received the most return or value-addedfor the investments.”– Minnesota Department of Transportation

Active community and stakeholder involvement is a focus of the OTIA III State Bridge Delivery Program. ODOT held visual standards workshops to ensure that the bridge repairsand replacements are a good fit for their specific community.

8 Best Practices in Context-Sensitive Solutions A A S H T O

Best ProgramOREGON TRANSPORTATION INVESTMENTACT (OTIA III) STATE BRIDGEDELIVERY PROGRAM

Faced with the need to repair over 300 statehighway bridges, the Oregon Department ofTransportation (ODOT) developed an

unprecedented bridge repair and replacement program, including a context-sensitive solutionsapproach to address transportation goals as wellas community and quality-of-life goals for the citizens the state.

Under the 2003 Oregon Transportation Invest-ment Act (OTIA III), the state legislature provided$1.3 billion to repair or replace the aging highwaybridges over the next eight to ten years. In orderto complete the project in the timeframe man-dated by the Legislature, ODOT developed theOTIA III State Bridge Delivery Program. The inno-vative program includes a collaborative permit-streamlining effort, in which ODOT obtained aprogrammatic permit for the entire bridge pro-gram instead of individual permits for each bridge.

The goal of the Bridge program is an improvedstate transportation infrastructure that reduceslimitations on trade and economic progress whileinstilling a socially and environmentally responsibleculture of sustainability. To achieve this goal,ODOT will implement the program using aContext Sensitive and Sustainable Solutions (CS3)decision-making framework, focusing on commu-nity values to shape a new generation of bridges.

CSS PLUS SUSTAINABILITY

CS3 combines the existing CSS design philosophywith the concept of sustainability, an approach thatis unique to ODOT. The traditional CSS approachconsiders the entire situation within which a trans-portation improvement project exists. Sustainabil-ity is defined as using, developing, and protectingresources for current and future generations.

Located in the Rogue River National Forest, the Rogue River Bridge is one ofmore than 300 bridges being repaired or replaced in a context-sensitive mannerunder Oregon’s progressive OTIA III State Bridge Delivery Program.

Best Practices in Context-Sensitive Solutions 9

By combining the two concepts, ODOT says theCS3 approach will help meet the five goals of thebridge delivery program: maintaining mobility;stimulating Oregon’s economy; employing efficientand cost-effective delivery practices; buildingprojects that are sensitive to their communitiesand landscape; and capitalizing on fundingopportunities.

CS3 merges eight diverse disciplines under oneumbrella: economic stimulus, diversity, cost-effectiveness, mobility, public involvement,environmental justice, environmental programmanagement, and sustainability. A “task lead” manager is responsible for integrating thesediverse management systems with ODOT’s existing project delivery structure.

STREAMLINED PERMITS,PERFORMANCE MEASURES

As a key part of the initiative, ODOT has used astreamlined permitting process to efficiently andeffectively deliver the bridge program. Throughearly collection of environmental baseline informa-tion at each bridge project location and collabora-tion with regulatory agencies, ODOT obtained aprogrammatic permit for the entire bridge pro-gram instead of individual permits for each bridge.

Using the new CS3 approach, ODOT collaboratedwith a broad range of stakeholders to develop a single set of environmental performance standards for the bridge program. The resulting“one-process” approach for more than 300bridges provides a single set of performance standards that addresses a wide range of environmental resources.

The bridge program is committed to employing a diverse workforce and stimulating Oregon'seconomy while being responsive and sensitive to the environment.

10 Best Practices in Context-Sensitive Solutions

In the planning stage of the bridge program,ODOT collected environmental data for all thebridges in the program. The resulting Environmen-tal Baseline Reports document the current statusof environmental resources before design andconstruction starts. The bridge program standardsmeet the requirements of 14 different state andFederal environmental laws, including the CleanWater Act, the Endangered Species Act, and theNational Historic Preservation Act.

ODOT has used the bridge pro-gram as the impetus todevelop a statewide con-servation and mitigationstrategy, including devel-opment of at least threewetland mitigation banksdesigned to address themitigation needs of the bridgeprogram as well as the needs of theagency’s other construction and maintenanceprograms. Bridge design selection will considernot only the transportation needs of the commu-nity, but also opportunities for wildlife habitatsuch as bat roosting spots underneath bridges.

The streamlined permitting effort is expected toyield potential savings of approximately $50.2 mil-lion, 15 percent of the initial design costs, and mayreduce the program’s overall schedule by as muchas one or two years.

ECONOMIES OF SCALE

A key strategy in implementing the program is grouping bridge projects into bundles. Thisachieves economies of scale and expeditesconstruction time, which reduces impacts onmobility, including freight. Bundling projects alongcorridors allows ODOT to receive early inputfrom the community and others directly affectedby the bridge work, reducing costly project delays.

The bundling strategy allows theexpertise and capacity of

Oregon’s design firms to be tapped, as bundles of various sizes and bridgetypes are matched to thefirms’ experience and

abilities. The variety ofbundle sizes enables a

greater number of consultantsand contractors to be more competi-

tive and spreads the work to more companies.

PUBLIC INVOLVEMENT IS KEY

ODOT has actively engaged its stakeholdergroups in the planning process and will continueto do so during design and construction of thebridge program. A three-tier assessment of bridgebundles has been developed to determine theappropriate level of public involvement for eachbundle. A 13-step project development processincludes multiple communication-points forresource agencies and the local community toprovide input during the scoping, design, and construction of each bridge.

Best Practices in Context-Sensitive Solutions 11

A variety of tools have been used to communicateto the public and key stakeholders during planningand design of the bridge program, including openhouses and visualization exercises.

For example, a series of community meetingsalong the Columbia River Gorge National ScenicArea corridor is generating input the agency isusing to create design guidelines.

Communications about the bridge program,including contracting opportunities, data gatheredin environmental baseline reports, and programinformation, are available on program-relatedInternet sites.

MEASURING PERFORMANCE

Process and outcome measures are outlined inODOT’s CS3 draft framework to gauge the suc-cess of CS3 strategies.

Performance measures are used to gauge effortsincrementally and to provide insights for adaptivemanagement strategies. Adaptive managementrelies on experience and knowledge gained frommonitoring key criteria and adjusting decision-making or activities incrementally.

As of April 2005, 50 bridges were in constructionand 52 were in design. Construction will continuethrough 2011. According to ODOT, the CS3

approach is critical to delivering these bridge proj-ects on time and within budget, while also meetingcommunity and environmental goals.

CONTACT:Michael D. Wolfe Oregon Department of TransportationMichael.d.wolfe@odot.state.or.us

VIEW FROM THE CSSCOMPETITION PANEL

The expert panel felt the Oregon Bridge pro-gram’s comprehensive approach to combin-ing CSS and sustainability on over 300 bridgeprojects “hit the ball out of the park.” Thepanel commended streamlining benefits ofthe single permit as well as outcome-basedstandards and extensive stakeholder involve-ment. Panelists said the initiative demon-strated a “remarkable” CSS approach on amajor infrastructure rebuilding effort.

“Using the Context Sensitive and SustainableSolutions (CS3) approach for implementingthe bridge program results in transportationsolutions that reflect social values, maintainsafety and mobility, support economic pros-perity, achieve responsible stewardship of thenatural environment, and optimize long-termperformance of the state’s transportation sys-tem. In essence, the bridge program enhancesthe quality of life for all Oregonians.”– Oregon Department of Transportation

12 Best Practices in Context-Sensitive Solutions A A S H T O

Best Institutional or Organizational ChangeNEW YORK STATE DOT CSSACHIEVEMENTS INITIATIVE

Officials host a public information meeting to discuss reconstruction of NYSRoutes 173 and 91, in the Town of DeWitt, NY.

At the New York State Department ofTransportation (NYSDOT), context-sensitive solutions (CSS) represents more

than a philosophy; CSS is a way of doing business.NYSDOT has committed to improve the processby which it delivers projects and services, includinga comprehensive effort to incorporate context-sensitive solutions into its business practices.

Beginning in 1999, the agency assembled a multi-disciplined CSS team to advance the philosophythroughout the department. The CSS Teamincludes representatives from the agency’s designdivision and each of NYSDOT’s main officebureaus: landscape architecture, design qualityassurance, consultant management, and designservices. The team also has representatives fromeach of the DOT’s regions.

The results can be seen in a range of policies and practices that are instilling CSS principlesthroughout the agency, ensuring that transporta-tion solutions meet community needs and fitwithin their context.

CSS POLICY GOALS

Within NYSDOT, Engineering Instructions are the official means of communicating department policies and procedures related to design. Theagency’s CSS policy was set forth in 2001 in Engineering Instruction 01-020. The document sets forth the principles of CSS as they apply toprojects in the state.

The CSS philosophy is also advanced withinNYSDOT through an annual CSS award to recog-nize exemplary projects and share best practices;

Citizens get involved in plans to reconstruct NYS Route 146 at a publicinformation meeting in the Village of Altamont, NY.

The Court Street Bridge replacement, located in Owego, NY, was a winner of thestate's 2004 CSS Exemplary Project Award.

Best Practices in Context-Sensitive Solutions 13

a CSS web site with links to resources, best prac-tices and agency contacts; numerous CSS trainingcourses; and incorporation of CSS into theagency’s Project Development Manual, including a separate Public Involvement Manual.

Context-sensitive solutions will continue as a partof NYSDOT’s business processes through ongoingincentives and performance measures that willtrack progress in meeting CSS goals.

The Engineering Instruction establishes CSS goalsspecifying that the state’s projects should:

• Be in harmony with the community and pre-serve or improve the environmental, scenic, cultural, natural resources and economic viabilityof the area.

• Address both transportation and communityneeds as developed by a full range ofstakeholders.

• Incorporate early and effective publicinvolvement.

• Identify and address community issues through a continuous, structured format.

• Incorporate innovative and safe solutions thatadd value for the user and the community.

• Be designed, built, and maintained with minimaldisruption to the community.

IMPLEMENTATION GUIDELINES

Although the department states that implementationof CSS will vary by project or by program, the policydocument’s implementation guidelines call for:

• Full commitment to the process by NYSDOTmanagement and staff.

• Early establishment of an inter-disciplinary project team initiated in the planning stage andcontinued through construction.

• Development of a public involvement plan.

• Identification and involvement of the full range ofstakeholders in project scoping.

• Understanding of the landscape, the communityand valued resources prior to completion of thescoping process.

• Open and continuous communication with allstakeholders, tailoring the public involvementprocess to the individual project and communityneeds.

14 Best Practices in Context-Sensitive Solutions

• A full range of tools to communicate projectinformation (visualization, internet, etc.).

• Ensuring that multiple project alternatives,including community proposals, are fullyconsidered.

PUBLIC INVOLVEMENT PLANS

According to NYSDOT, the cornerstone of suc-cessful CSS is public involvement. The EngineeringInstruction calls for “early, effective, and continu-ous public involvement” that will foster meaningfulparticipation and a sense of ownership in the project development process.

The department stresses that all projects needsome form of public outreach. On smaller proj-ects, at the very least, drivers should be notifiedof projects that will affect their travel patterns.And the agency should coordinate with communi-ties when determining construction schedules.

To ensure effective public outreach, the depart-ment requires development of public involvementplans, and specifies that these plans should:

• Identify all stakeholders.

• Outline the methods that will be used to com-municate project information in an understand-able way to the public.

• Identify the community outreach and feedbackmechanisms to be used during all phases of theproject development process.

TRAINING PROGRAMS

The department also has developed numeroustraining courses on CSS principles for stakehold-ers both inside and outside the agency.

Topics of training include basics of CSS, placemak-ing, conflict resolution, public involvement, legalissues in design, and integrated decisionmaking.Training includes workshops held for DOTemployees and separate facilitated sessions formembers of the public.

NYSDOT worked in cooperation with the City of Saratoga Springs and the Depart-ment of Parks and Historic Preservation to achieve a solution that best fit theneeds of the community, the Saratoga National Park and the transportation needs. NYSDOT Region 1, Route 9, South Broadway, Saratoga Springs, NY.

Best Practices in Context-Sensitive Solutions 15

RECOGNITION AND PROMOTION

OF BEST PRACTICES

The CSS philosophy is reinforced throughoutNYSDOT through an annual CSS awards program.Launched in 2000, the awards are used as a toolto share best practices throughout the state andrecognize successful efforts to fit projects intotheir context.

Similar to a design competition, each of the state’s11 regional offices are invited to submit a projectfor consideration. The nominations are rated by ajury of CSS Team members. The winning projectsare highlighted in a portfolio, which also recog-nizes the other nominations.

In 2004, NYSDOT Region 6 was awarded for theCourt Street Bridge Replacement Project in thecategory of projects over $5 million. For projectsunder $5 million, Region 4 was recognized for theRiver Road Bridge Replacement Project. Sevenadditional projects were also recognized.

According to NYSDOT, there has been a notice-able improvement in the efficiency and effective-ness of their project delivery process as a result ofthe CSS initiative. The end results can be seenacross the state in projects such as those honoredin the CSS awards.

CONTACT:Patricia MillingtonSenior Landscape ArchitectNew York State DOTpmillington@dot.state.ny.us

VIEW FROM THE CSSCOMPETITION PANEL

The panel was impressed with NYSDOT’smix of institutional process changes marriedwith incentives, rewards, and sharing of bestpractices. NYSDOT has developed all of theCSS elements and has incorporated thoseinto its business practices. This initiativeoffers many useful tools that other states can“pick up and use.”

“CSS is not a separate process or set of standards. CSS is a philosophy that guidesNYSDOT in all phases of project develop-ment, from planning through project scoping,design and into construction and mainte-nance. CSS strives for outcomes that meettransportation service and safety needs, aswell as environmental, scenic, aesthetic, cul-tural, natural resource, and community needs.Context-sensitive projects recognize commu-nity goals, and are planned, scoped, designed,built, and maintained while minimizing disrup-tion to the community and the environment.”– New York State DOT Engineering Instruction

01-020

16 Best Practices in Context-Sensitive Solutions A A S H T O

Notable PracticesSR 179 NEEDS-BASED IMPLEMENTATIONPLAN-ARIZONA DOT

Widely recognized as one of the mostscenic drives in the United States, State Route 179 travels through the

city of Sedona in northern Arizona’s world-renowned Red Rock Country. Located halfwaybetween Phoenix and the Grand Canyon, SR 179offers views of towering red buttes in a highdesert landscape.

In 2003, the Arizona Department of Transporta-tion (ADOT) initiated an innovative approach toimproving the roadway called a Needs-BasedImplementation Plan. The 18-month process was a context sensitive solutions approach, consistingof a coordinated, collaborative team effort toassess needs and develop solutions for the nine-mile corridor. The process sought to balancesafety, mobility, and the preservation of scenic,aesthetic, historic, environmental, and other community values.

Throughout the process, ADOT solicited inputand involvement from the community using a variety of methods, such as advisory panels, focusgroups, workshops, a Web site, and charrettes.Citizens played an active role in the planning andwill continue to be involved through design andconstruction of the corridor.

The process began with an analysis of existing conditions to determine potential improvementsto the corridor based on the values of the com-munity and its present and future needs. Theprocess included an extensive and continuous dialogue with the community, as well as in-depthtechnical analysis of alternative improvementstrategies, known as planning concepts.

As part of the process, members of the commu-nity identified their core values and developed avision for the corridor. Based on these values, citizens participated in narrowing alternatives from more than 80 options down to a single preferred solution. The Inaugural Event for the State Route 179 improvement project was the

kick-off for ADOT's Needs Based Implementation Plan (NBIP) process, aninnovative approach to improving SR 179.

Best Practices in Context-Sensitive Solutions 17

Thousands of people participated in the Needs-Based Implementation Plan process. A series ofapproximately 50 public events were held over 18months. Approximately 150 people participatedon the project teams, including citizens, govern-ment employees, and consultants.

Through this extensive outreach process, ADOT partnered with the community to develop a preferred planning concept for a roadway that will fit into and enhance its naturaland built environment.

CONTACT:Jennifer Livingston, P.E.Senior Project ManagerArizona Department of Transportationjlivingston@azdot.gov

VIEW FROM THE CSSCOMPETITION PANEL

ADOT’s Needs-Based Implementation Plan isan excellent example of a transportationsolution driven by community values. Thetransportation agency worked hard to getpeople to understand the transportationissues and to develop solutions that meet theneeds of the community and the environ-ment. The SR 179 plan “is a good model ofwhat state DOTs can do.”

The Needs Based Implementation Plan process encouraged public participation through interactive activities and events, educational forums, surveys, community booths,newsletters, and outreach to media.

“Instead of ‘reacting’ to an alternative, thepublic ‘created’ the alternatives and how they were evaluated.”– Arizona DOT

18 Best Practices in Context-Sensitive Solutions A A S H T O

Notable PracticesHIGHWAY I MEDIAN BARRIER PROJECT-CALIFORNIA DOT

The concrete barrier designed for Highway I was extruded in place and was textured and colored to resemble a rock wall, blending in with the natural surroundings androck outcroppings in the area.

Safety considerations along a dangerousstretch of the scenic Highway I in San LuisObispo County, California, were the catalyst

for a unique and innovative context-sensitive solu-tion implemented by the California Department ofTransportation (Caltrans).

To address a high-accident rate, the DistrictTraffic Branch overseeing the five-mile corridorbetween San Luis Obispo and Morro Bay deter-mined that a concrete median barrier was neededto reduce the potential for collisions. Caltransreached out to the community to devise a solutionthat would address concerns about the visual andenvironmental impacts of the barrier.

Based on feedback from local groups, propertyowners, and community leaders, Caltrans imple-mented a newly patented method of texturing thebarrier so that it would fit into its surroundings.

Using a new technology of machine-rolling, the32-inch-high concrete barrier was extruded in-place and textured and colored to resemble arock wall. The barrier was designed to blend inwith the natural surroundings and rock outcroppings in the area.

The solution also addressed environmental con-cerns, such as wildlife crossings. Semi-circularopenings through the barrier were included atgrade to allow small-size animal crossings. Andwhere there was evidence of previous medium-sized animal crossings, openings were installed toallow the animals to cross.

This innovative technology and design solutioncost less than one-third of the cost of traditionalbarriers, and it was installed with a single-lane closure to minimize traffic impacts in the heavilytraveled corridor.

Best Practices in Context-Sensitive Solutions 19

VIEW FROM THE CSS COMPETITION

PANEL

Caltrans was willing to experiment with a new andinnovative technology to achieve the best solutionfor the context. This project demonstrates howcontext-sensitive solutions can be applied on a rou-tine safety improvement, and it shows the resultingbenefits to the community as well as transporta-tion, aesthetic, and environmental resources.

Innovative slip-form technology and design solutions allowed this valuable, attractive safetybarrier to be installed at less than one-third the cost of barriers using traditional methods.

By installing this attractive barrier, Caltransachieved its safety goals, reducing the potential forcross-median collisions and resulting injuries andfatalities. The barrier also requires less mainte-nance and is easier to repair than traditionalmaterials, reducing future exposure of highwayworkers to high-speed traffic and reducing theneed for lane closures.

This successful collaboration of eight communitygroups and organizations working with Caltrans’project development team addressed aestheticconcerns with a context-sensitive solution that stillincorporated all of the required safety features.

CONTACT:Marta BortnerCalifornia Department of TransportationPublic Information OfficerMarta_bortner@dot.ca.gov

The design of the barrier draws from existing historic rock walls of the city of San Luis Obispoand enhances the theme with specific forms andcolors consistent with the natural rock outcrop-pings and hillsides found along the rural highwaycorridor through the scenic Chorro Valley. Thisunique and visually appropriate barrier is consistentwith the high level of expectations of travelers alongthis All-American Road as designated by the FederalHighway Administration.– Caltrans

20 Best Practices in Context-Sensitive Solutions A A S H T O

Notable PracticesBERTHOUD PASS MOUNTAIN ACCESSPROJECT—COLORADO DOT

To minimize the impact to the forest, large retaining walls were built on bothfills and cut slopes along the Berthoud Pass.

US 40 in North Central Colorado, is a primary transportation route providing aneast–west connection across the Conti-

nental Divide in the Arapaho National Forest. Thehighway provides the primary access to the Win-ter Park Resort, a major ski area in the winter andone of the two gateways into Rocky MountainNational Park and other prime recreation areas innorthwestern Colorado.

Faced with safety concerns on the narrow, two-lane section of roadway between BerthoudFalls and Berthoud Pass Summit, ColoradoDepartment of Transportation (CDOT) workedwith other agencies and the public to find a context-sensitive solution.

Working at elevations up to 10,500 feet, CDOTfaced the challenge of widening the road andadding a guardrail to reduce the number andseverity of accidents while addressing a range ofenvironmental, aesthetic, and design challenges

along the highway. CDOT worked with the U.S.Forest Service and an interdisciplinary team of specialists to address highway safety concerns andenvironmental impacts while also enhancing visualand recreational aspects of the roadway.

One of the key components of the project wasconstruction of retaining walls. The walls werecarefully designed to avoid forest impacts, stabilizeslopes, improve aesthetics of the corridor, andreduce the risk of falling rocks. A terraced wallconfiguration with landscaped benches betweenthe walls was chosen to reduce the overall visualeffect of the walls.

Because the project was located along HoopCreek, improving water quality was a primary con-cern. Working with Federal, state, and local agen-cies and interest groups, CDOT created pavedsnow storage areas, directing most of the roadwaydrainage into sediment basins. This allowed theagency to capture an estimated 90 percent of thesand applied for traction during the winter months.

The design chosen for the roadway consists of three travel lanes, shoulder andsnow storage with barrier, and retaining walls—an engineering solution for theenvironment and for transportation.

Best Practices in Context-Sensitive Solutions 21

To address historic preservation concerns,CDOT worked closely with local interest groupsto help restore the original Hoop Creek Bridge.This bridge was later added to the Colorado StateRegister of Historic Properties.

CDOT also worked to address wildlife habitat con-cerns, constructing multiple wildlife underpasses atkey crossing areas along US 40. The agency com-mitted to monitor animals’ use of the underpassesand to modify the structures, if needed.

Ultimately, the project resulted in more than 50percent reduction in the number of accidents, and

has greatly reduced the severity of accidents thatdo occur. At the same time, the project substan-tially improved access while reducing environmentalimpacts and improving aesthetics, all while realizingsome $30 million savings in construction costs.

CONTACT:Ina ZismanResident EngineerIna.zisman@dot.state.co.us

“CDOT was able to come to an environmentallysensitive area, upgrade a narrow two lane, virtuallyshoulderless highway to three lanes with shoulders,and leave with a sense that the environment and thetraveling public are both winners.”– Brian Gilbert, CDOT Project Engineer

VIEW FROM THE CSS COMPETITION

PANEL

The Berthoud Pass project is an impressive example of acontext-sensitive solution in difficult mountain terrain withsignificant environmental challenges. CDOT was able toachieve significant environmental improvements, reduceaccidents by 50 percent, improve wildlife passage, andsave $30 million, all while using a multi-disciplinarycontext-sensitive approach.

The CDOT team, contractors, local elected officials, and business leaders attend theopening ceremonies for the Berthoud Pass project.

Walls along the mountain pass were terraced and landscaped with vegetation for functionalityand visual appeal.

22 Best Practices in Context-Sensitive Solutions A A S H T O

Notable PracticesSTORMWATER MANAGEMENT VISUAL ANDENVIRONMENTAL QUALITY AND SAFETYPROGRAM-MARYLAND STATE HIGHWAYADMINISTRATION

Before and after shot of MD 193 illustrates a visual and environmental quality retrofit on an existing stormwater management project.

Maryland State Highway Administration istaking an innovative approach to imple-menting context-sensitive solutions

across the state through integration of CSS princi-ples into its stormwater management facilities.

The overall highway development process in Mary-land already incorporates CSS processes and pro-vides for the stakeholder involvement. Throughthe Stormwater Management Visual and Environ-mental Quality and Safety Progam, the highwayadministration aims to combine principles of land-scape architecture with hydraulics engineering todesign stormwater facilities that fit within theircommunities and landscapes.

As part of the process, Maryland SHA has devel-oped and implemented a visual and environmentalquality and safety review and comment process forall stormwater management designs associated withprojects in the state. The process targets visually,culturally, and environmentally sensitive areas formore intensive review and design scrutiny.

Maryland SHA is working to integrate maintenanceneeds into stormwater management design criteriaand to develop environmentally responsible solu-tions to manage vegetation at stormwater facilities.The agency also is continuing work to retrofitexisting stormwater facilities to incorporate CSSprinciples.

Ongoing efforts include training workshops fordesign and maintenance personnel, an internal webpage, and development of Visual and Environmen-tal Quality and Safety guidelines. The guidelineswill encourage practices that reduce impacts tocommunities, such as selecting the appropriatetype of facilities for the context; eliminating stand-ing water to reduce mosquitoes; conducting sitevisits to the potential stormwater management siteto assess the surrounding character and visibility;careful vegetation management including nativevegetation; and designing the facilities using“curvilinear” landforms rather than monotonousshapes that mirror the right-of-way.

Best Practices in Context-Sensitive Solutions 23

Employing streetscape elements to blend the site into the neighborhood improved the visual quality of an existing stormwater management facility at Kirby Road near Clinton, MD.

The agency’s safety policy includes a “no-fencing”initiative—incorporating features such as 15-foot-wide submerged benches and maximum steepnessat slopes of 4:1. In addition to ensuring safety,these features allow easier access to maintenancecrews. Chain-link fences are required during con-struction at areas of temporary deep water, suchas sediment traps.

Through the Stormwater Management Visual andEnvironmental Quality and Safety Program, Mary-land SHA is working to incorporate CSS into thedesign and maintenance of its stormwater facilities

so that they are not only functionally superior, but also are considered enhancements to their communities.

CONTACT:Karen CoffmanVisual and Environmental Quality Program ManagerMaryland State Highway Administrationkcoffman@sha.state.md.us

VIEW FROM THE CSS COMPETITION

PANEL

Maryland’s effort to systematically address stormwatermanagement facilities to enhance visual and naturalresources is a unique CSS approach. The program is agood example of sensitivity to the natural environmentas well as community values through construction andmaintenance of facilities statewide.

By setting our sights on the visual, cultural,environmental, and safety impacts of ourdesigns, we are not only providing the regula-tory minimums, but we also impose our own,more restrictive standards upon the process. – Maryland State Highway Administration

24 Best Practices in Context-Sensitive Solutions A A S H T O

Notable PracticesUS-131 S-CURVE REPLACEMENT PROJECT-MICHIGAN DOT

The US-131 S-curve is a series of six bridgesthat carry more than 100,000 vehicles a daythrough the heart of Grand Rapids, Michi-

gan. In 1998, the structure required urgent repairsafter the collapse of the limestone formationsbeneath its piers.

Using a context-sensitive solutions approach, theMichigan Department of Transportation engagedthe community and worked with local agenciesand the city to reconstruct the highway andaddress immediate public safety concerns. In addi-tion to addressing traffic needs, challenges facingthis major urban reconstruction project includedimpacts to commerce and tourism, neighborhoodrevitalization issues, historic preservation, andenvironmental concerns

In 1999, after multiple meetings with neighbor-hood groups, the business community, Grand Val-ley State University, and city and local officials,

MDOT developed a plan to totally reconstructthis elevated freeway segment. The plan includedinterchange reconfiguration as well as adding lanesand full shoulders to improve traffic operation,safety, and access to downtown.

An effective public relations campaign allayed com-munity concerns about impacts to commerce, andcommuter, commercial, and tourist traffic. MDOTworked closely with the community to convey theurgency of the reconstruction effort without caus-ing undue alarm. The agency reached an agreementwith the community to construct the S-curveunder a total closure, shortening the duration ofthe project and significantly reducing costs.

Unique aspects of the project included:

• Attention to aesthetics, including coordinationwith Grand Valley State University to provideopportunities for public art on the S-curvestructure.

Aesthetic treatments and underground parking add to the visual appeal and functionality of the US-131 S-curve reconstruction.

Best Practices in Context-Sensitive Solutions 25

Artist renderings of the S-curve project wereused as visualization tools to communicate

possible treatments to stakeholders.

• Incorporation of improvements adjacent to theS-curve structure, including connecting two citystreets beneath the structure, constructingwalkways, and transit stops to serve the univer-sity campus, landscaping improvements, anddocumentation of archeological resourcesimpacted by the project.

• Coordination with state environmental agenciesto avoid impacts to fish reproduction, includingmeasures to minimize impacts to salmon, steel-head, bass, sturgeon, and other species.

• Recycling of 95 percent of the original materialsincluding concrete and steel that were usedthroughout reconstruction.

• Providing $8.6 million to compensate for demo-lition of the Star Building, which in addition toits significance as an historic structure, wasbeing used by the Public Museum of GrandRapids to store artifacts. The funds were usedto help construct a community archives andresearch center.

• Collaboration with the Grand River bands ofOttawa Indians on an archaeological dig, whichuncovered 42,000 artifacts from Indian groupsand early settlers.

CONTACT: Cynthia WarzechaTransportation Planner, Michigan DOTwarzechac@michigan.govA context sensitive approach allowed MDOT

to complete the $145 million dollar S-curveproject ahead of schedule, while minimizingdisruption to the community, addressing cul-tural and natural resources, and incorporatingaesthetic treatments. – Michigan Department of Transportation

VIEW FROM THE CSS COMPETITION

PANEL

The S-curve project provided an excellent exampleof context-sensitive solutions on an urgent recon-struction project. Public participation was outstand-ing and the project provided long-lasting value,addressing the transportation issues while beingsensitive to the environment and to communityconcerns. The competition panel said they werevery impressed with what MDOT did, how theydid it, and the outcomes.

26 Best Practices in Context-Sensitive Solutions A A S H T O

Notable PracticesI-580 FREEWAY EXTENSION PROJECT-NEVADA DOT

NDOT's public involvement program included a Stakeholder Working Group as a mechanism to keep project the community and interested parties directly involved.

The Nevada Department of Transportation(NDOT) has been planning since the 1970sto improve US 395 between Reno and Car-

son City to freeway standards. The undivided,four-lane highway is one of the worst safety haz-ards in the state, carrying 35,000 vehicles daily.The I-580 freeway extension is intended as a safealternative route, serving through-traffic as well asnearby communities.

Although portions of the controversial I-580 havebeen constructed, two decades have passed sinceapproval of the Environmental Impact Statement.Using a comprehensive, context-sensitiveapproach, NDOT was able to advance a plan forthe highway that addresses public concerns aboutimpacts to the environment and the community, aswell as funding constraints.

NDOT used an extensive interdisciplinary teamapproach, bringing together technical experts aswell as a stakeholder group representing 25 local,

state, and federal agencies, communities, businesses, and environmental advocates. NDOT led the stakeholder group through a decision analysis process, which included definingthe issues, developing evaluation criteria, measuring 26 alternatives against the criteria, and selecting a preferred alternative.

As a result of the stakeholder recommendations,the team selected an undivided six lane facility that would minimize the footprint of the roadway.It also included major design features to improveaesthetics, safety, the environment, and community livability.

Key context-sensitive features of the I-580 processand project included:

• Design charrettes with the stakeholder groupthat discussed options for landscaping, culvertdesign, and color and texture schemes for theconcrete and revegetation.

Best Practices in Context-Sensitive Solutions 27

• A project Web site, public open houses,newsletters, flyers, project hotline, and a seriesof focused ROW workshops, communicatedproject progress and milestones to the public.

• Reuse of all the material from the project,including soil, rock, boulders, and plants,throughout the project alignment.

• Safety features include automated anti-icingtechnology on four of the bridges, emergencyturn-around locations for incident management,and wide ditches and shoulders for snowremoval and storage. The 42-inch-high concretebarriers were designed to attenuate noise andincrease safety of the undivided alignment.

• Retaining walls and all concrete designed toblend into the desert hillside using coloring andtexturing techniques. Drainage culverts will havenatural looking openings, and special lighting willminimize light pollution in the area.

• Stormwater will flow to water quality basins orvaults for settlement of suspended solids beforedischarge into natural drainages.

Scheduled to open in late 2008, this impressive$300 million project includes eight and a half milesof six-lane wide expressway, seven major bridges,two interchanges, and three and a half million cubicmeters of earthwork. The Galena Creek Bridge willbe the longest, highest bridge in Nevada.

CONTACT: Susan MartinovichDeputy Director, Nevada DOTsmartinovich@dot.state.nv.us

VIEW FROM THE CSS COMPETITION

PANEL

This project demonstrated the successful applica-tion of context-sensitive solutions in a freewayapplication, with a solid process and execution.The process involved citizens, using techniquessuch as training courses and visualization, to ensurethe road met the needs of the community.

Photo simulation of the Galena Creek Bridge, plannedas the longest, highest bridge in Nevada.

The I-580 project has successfully balanced thesafety, mobility, and operations needs of the trans-portation system with the needs and values of thenatural and built environment and the values of thecommunity. Stakeholders originally opposed to theproject became advocates for project advancement.– Nevada DOT

28 Best Practices in Context-Sensitive Solutions A A S H T O

Notable PracticesINSTITUTIONALIZATION OF CSS-UTAH DOT

Design details incorporated into the 12300 South project illustrate context-sensitive solutions that even Utah’s youngest citizens can appreciate.

Since 1999, Utah DOT has been working toinstitutionalize context-sensitive solutionsinto its business practices.

As one of the original context-sensitive designpilot states, Utah began with a “Futures Confer-ence,” gathering input on how the agency shouldconduct its business. At this conference, the term“context-sensitive solutions” was coined, advanc-ing the notion that transportation should gobeyond the traditional context-sensitive designconcept, and should extend from planning throughcontext-sensitive maintenance solutions.

The agency proceeded to begin implementing CSS, training leaders and supervisors in the principles. UDOT determined that public input isthe cornerstone of a successful CSS philosophy. A “defining moment” in its process was hiring Public Involvement Coordinators to work with citizens on transportation improvements in their communities.

Further institutionalization resulted from appoint-ment of a CSS director in the agency. This posi-tion oversees training within the agency, workingto incorporate the CSS philosophy into theagency’s strategic direction.

UDOT has adopted an overall strategy to applycontext-sensitive solutions with its communitypartners to achieve four strategic goals: “take careof what we have, make what we have work better,improve safety, and improve capacity.”

Key elements of the UDOT’s efforts include:

• Implementing a Public Involvement Plan duringthe design and construction phases for eachproject.

• Mandating that contractors hire public information managers on urban area projects;

• Holding public meetings at businesses and homes.

Best Practices in Context-Sensitive Solutions 29

UDOT’s Adopt-a-School program educates students about the importance of balancingtransportation and the environment, like the "xeriscaping" technique using drought-resistant plants (center) and the underpass beneath 12300 South (right).

• Choosing the best delivery systems for construction of a project, such as Design-Buildversus traditional Design-Bid-Build.

• Using stakeholder surveys to measure successof the CSS process.

• Using community committees to measure effectiveness of contractors during construction.

• Developing a user-friendly CSS web site.

• Providing “CSS Helpful Hints” cards to remindall employees of the principles of CSS.

CSS uses public input and early involvement toensure transportation projects respect communityvalues, are safe and efficient, and are in harmonywith natural, social, and economic environments.UDOT understands that listening and implementingusers’ ideas will sustain the system for the future. – Utah DOT

• Implementing an “Adopt-a-School” program toeducate students about balancing transportationand the environment.

The agency’s new logo, “UDOT: ConnectingCommunities,” now reflects the statewide CSSphilosophy.

CONTACT: Angelo PapastamosCSS DirectorUtah Department of Transportationapapastamos@utah.gov

VIEW FROM THE CSS COMPETITION

PANEL

UDOT’s CSS approach to integrating CSS acrossthe agency demonstrated a commitment to makecommunities better. UDOT incorporated perform-ance measures such as telephone surveys to ensurethat CSS “quality of life” goals are achieved.

30 Best Practices in Context-Sensitive Solutions

ARIZONA DOTSR 179 NEEDS-BASEDIMPLEMENTATION PLAN

Jennifer Livingston, P.E.Senior Project Managerjlivingston@azdot.gov

CALIFORNIA DOTDISTRICT 5—SAN LUIS OBISPO HIGHWAY 1MEDIAN BARRIER PROJECT

Marta BortnerPublic Information OfficerMarta_bortner@dot.ca.gov

COLORADO DOTBERTHOUD PASS MOUNTAINACCESS PROJECT

Ina ZismanResident EngineerIna.zisman@dot.state.co.usBROADWAY STREET TO BRIDGERECONSTRUCTION PROJECT

Tom NortonExecutive Director, Colorado DOTTom.Norton@dot.state.co.usCASTLEWOOD CANYONHISTORIC BRIDGE

Carrie DeJiacomoResident EngineerCarrie.dejiacomo@dot.state.co.usNEW PUEBLO FREEWAY

David MillerCDOT Project EngineerDavid.L.Miller@dot.state.co.usCDOT ENVIRONMENTALSTEWARDSHIP GUIDE

F. Yates OppermannEnvironmental Planning SpecialistFrancis.Oppermann@dot.state.co.us

CONNECTICUT DOTPROJECT 28-190/RT. 85 & 16INTERSECTION IMPROVEMENT

Arthur W. GruhnArthur.gruhn@po.state.ct.us

DISTRICT OF COLUMBIA DOTGEORGETOWN TODAY

Karyn Le BlancKaryn.LeBlanc@dc.govDCDOT CONTEXT SENSITIVE DESIGNGUIDELINES

Karyn Le BlancKaryn.LeBlanc@dc.gov

FEDERAL HIGHWAYADMINISTRATION

WESTERN FEDERAL LAND HIGHWAYDIVISIONMADISON-NORRIS, GRAND LOOP ROADVANCOUVER, WACraig DeweyDesign Operations EngineerCraig.Dewey@fhwa.dot.govWESTERN FEDERAL LANDS HIGHWAYDIVISIONREHABILITATION OF GTSR VANCOUVER, WADick GattenNPS Engineering Coordinatorrichard.gatten@fhwa.dot.gov

FLORIDA DOTI-4 RECONSTRUCTION PROJECT

Margaret SmithInterstate Project ManagerMargaret.Smith@dot.state.fl.us

ILLINOIS DOTSOUTH LAKE SHORE DRIVERECONSTRUCTION

Mike MatkovicBureau Chief ProgrammingMatkovicMJ@dot.il.govPRAIRIE PARKWAY PROJECT

Rick PowellProject EngineerPowellWR@dot.il.gov

IOWA DOTWILTON EB I-80 REST AREA

Mark MastellerChief Landscape ArchitectMark.Masteller@dot.iowa.gov

KANSAS DOTPARTNERSHIP PROJECT (P2)Julie LorenzDirector of Public Affairsjlorenz@ksdot.org

LOUISIANA DOTI-49 CONNECTOR

Kenneth A. PerretAssistant Secretary Office of Planningand Programmingkperret@dotd.louisiana.gov

MAINE DOTI-295 CONNECTOR ROAD

Raymond FaucherProject ManagerRaymond.faucher@maine.govRT. 201 IMPROVEMENT,MOSCOW-CARATUNKME RURAL ARTERIAL ON NATIONALHIGHWAY SYSTEM

Duane A. ScottProgram Managerduane.scott@maine.govRT. 26 SABBATHDAY LAKE SHAKER VILLAGEBYPASS

Raymond FaucherProject ManagerRaymond.faucher@maine.gov

MARYLAND DOTMD 175 (ANNAPOLIS ROAD) SAPPINGTONSTATE ROAD ROUNDABOUT

Catherine AgostinoProject Manager, Community DesignDivisioncagostino@sha.state.md.usMD 70 ROWE BLVD. BRIDGES OVERWEEMS AND COLLEGE CREEKS

Jeff RobertProject Managerjrobert@sha.state.md.usMD 75/UNION BRIDGE PROJECT

John GoverProject Manager, Community DesignDivisionwgover@sha.state.md.us

Entrants and Points of Contact

Best Practices in Context-Sensitive Solutions 31

US 1/COLLEGE PARK PLANNING STUDY

Nicole WashingtonProject Managernwashington@sha.state.md.usTHE STORMWATER MANAGEMENT VISUALAND ENVIRONMENTAL QUALITY ANDSAFETY PROJECT

Karen CoffmanVisual and Environmental QualityProgram Managerkcoffman@sha.state.md.us

MASSACHUSETTS DOTCOMMUNITIES FIRST POLICY

John BlundoChief Engineerjohn.blundo@state.ma.us

MICHIGAN DOTUS-131 S-CURVEREPLACEMENT PROJECT

Cynthia WarzechaTransportation Plannerwarzechac@michigan.govCONTEXT SENSITIVE SOLUTIONS

Mark Van Port FleetEngineer of Designvanportfleetm@michigan.gov

MINNESOTA DOTTH 38 EDGE OF THE WILDERNESSNATIONAL SCENIC BYWAY CORRIDOR

Karl WeissenbornSenior Landscape Architectkarl.weissenborn@dot.state.mn.usCSS AND TH61 NORTH SHORE HIGHWAYCORRIDOR

Gary MuellerSenior Landscape Architectgary.mueller@dot.state.mn.usCSS AND VISUAL QUALITY MANAGEMENT

Gary MuellerSenior Landscape Architectgary.mueller@dot.state.mn.us

MISSISSIPPI DOTCOAHOMA ARCHEOLOGY MITIGATION(CROSSROADS TO THE PAST) PROJECT

Bruce GrayBranch Director II, EnvironmentalDivisionbgray@mdot.state.ms.us

MISSOURI DOTRT. 367 LEWIS & CLARK BLVD. &CHAMBERS ROAD INTERCHANGE

Ed HassingerDistrict EngineerEd.Hassinger@modot.mo.govRT. 5/US RT. 40; BOONVILLE, MISSOURIBRIDGE REPLACEMENT

Robert ReederHistoric Preservation CoordinatorRobert.Reeder@modot.mo.gov

MONTANA DOTBOULDER MAINE STREET & BOULDER RIVERSOUTH (RURAL MINOR COLLECTOR)Vickie MurphyManagement Analyst, EngineeringDivisionvmrphhy@mt.gov

NEVADA DOTI-580 FREEWAY EXTENSION

Susan MartinovichDeputy Directorsmartinovich@dot.state.nv.us

NEW JERSEY DOTRT. 29 IMPROVEMENTS IN TRENTON

Steve LavelleProgram Managersteve.lavelle@dot.state.nj.usMAPLE AVENUE BRIDGE

Anthony DavisProject Manageranthony.davis@dot.state.nj.usRT. 1 PEDESTRIAN BRIDGE

Anthony DavisProject Manageranthony.davis@dot.state.nj.us

RT. 31 SECTION 6E/6FAnthony DavisProject Manageranthony.davis@dot.state.nj.usCSS IMPLEMENTATION TEAM

Anthony DavisProject ManagerAnthony.Davis@dot.state.nj.us

NEW MEXICO DOTNM 14, MADRID TO CERRILLOS

Joe J. SanchezContext Sensitive Solutions Managerjoe.sanchez@nmshtd.state.nm.us

NEW YORK DOTRECONSTRUCTION OF NY 25 (FRONT STREET)Subimal ChakrabortiRegional DirectorSCHAKRABORTI@dot.state.ny.usRT. 198 “GATEWAY”Kevin P. MarracinoActing Regional Structures Engineerkmarracino@dot.state.ny.usRT. 28 BRIDGE OVER MOOSE RIVER

Paul M. EvansRegional Landscape Architectpevans@dot.state.ny.usCSS INITIATIVE

Patricia MillingtonSenior Landscape Architectpmillington@dot.state.ny.us

OHIO DOTINTERSTATE 70/75 INTERCHANGE

Michelle MayProject ManagerMichelle.may@dot.state.oh.usMAUMEE RIVER CROSSING

Michelle MayProject ManagerMichelle.may@dot.state.oh.us

OREGON DOTOREGON BRIDGE REPLACEMENT PROGRAM,CONTEXT SENSITIVE AND SUSTAINABLESOLUTIONS

Michael WolfeMichael.d.wolfe@odot.state.or.us

32 Best Practices in Context-Sensitive Solutions

PENNSYLVANIA DOTEERIE EAST SIDE ACCESS HIGHWAY

William G. Petit, P.E.District ExecutivePennDOT Engineering District 1-0wpetit@state.pa.usMAIN STREET VIADUCT REPLACEMENT

Richard H. Hogg, P.E.District ExecutivePennDOT District 10-0rhogg@state.pa.usOLEY COVERED BRIDGE

Donald LerchAssistant District Executive for DesignPennDOT Engineering District 5dlerch@state.pa.usSHADAGEE CREEK BRIDGE, WAYNE COUNTY PROJECT

April HanonQuality CoordinatorPennDOT District 4-0ahannon@state.pa.usHOMETOWN STREETS/SAFE ROUTESTO SCHOOL

Larry KingDeputy Secretary for Planningdspila@state.pa.us

SOUTH CAROLINA DOT BICYCLE TOUR ROUTES

John V. WalshState Administrator for EngineeringDesignwalshjv@scdot.orgCOOPER RIVER BRIDGE REPLACEMENT

Robert F. ClairDirector, Special Projectsclairrf@scdot.orgI-73 ENVIRONMENTAL IMPACT STATEMENTPROJECT

Mitchell Metts, P.E.Program Managermettsmd@scdot.orgENGINEERING DIRECTIVEMEMORANDUM 22John V. Walsh, P.E.State Administrator for EngineeringDesignwalshjv@scdot.org

TENNESSEE DOT APPALACHIAN CORRIDOR JEd ColeChief of Environment and PlanningEd.Cole@state.tn.usI-40, KNOXVILLE

Ed ColeChief of Environment and PlanningEd.Cole@state.tn.usRT. 73, US 321 GATLINBURG GATEWAY

Ed ColeChief of Environment and PlanningEd.Cole@state.tn.us

TEXAS DOTREPLACEMENT OF THE LOW WATERCROSSING AT THE FRIO RIVER, FM 1120REAL COUNTY

Dianna F. Noble, PEEnvironmental Affairs DivisionDirectordnoble@dot.state.tx.usSAFETY REST AREA PROGRAM

Dianna F. Noble, PEEnvironmental Affairs DivisionDirectordnoble@dot.state.tx.us

UTAH DOT12300 SOUTH DESIGN BUILD PROJECT

Angelo PapastamosCSS Directorapapastamos@utah.govCSD FUTURES IMPLEMENTATION

Angelo PapastamosCSS Directorapapastamos@utah.gov

VIRGINIA DOTRT. 33 BRIDGE REPLACEMENT PROJECT

Mal Kerley, P.E.Chief EngineerMal.kerley@vdot.virginia.gov

WASHINGTON DOTCIVILIAN CONSERVATION CORPSGUARDRAIL ALONG SR 20Samih ShibayehSafety Research Engineershlbyhs@wsdot.wsdot.wa.govPACIFIC HIGHWAY SOUTH REDEVELOPMENTPROJECT

Samih ShibayehSafety Research Engineershlbyhs@wsdot.wsdot.wa.govSR 900 78TH STREET TO ISSAQUAADDITIONAL LANES

Lorena EngRegional Administratorengl@wsdot.wa.govROADSIDE CONFERENCE

Mark MaurerRoadside and Site DevelopmentManagermaurerm@wsdot.wa.govUNDERSTANDING FLEXIBILITY INTRANSPORTATION DESIGN DOCUMENT

Samih ShibayehSafety Research Engineershlbyhs@wsdot.wsdot.wa.gov

WEST VIRGINIA DOTTHEMATIC CONCEPT REPORT FOR DESIGNOF WEST VIRGINIA ROUTE 9Ben HarkHead of Environmental Section, Engineering Divisionbhark@dot.state.wv.us

WISCONSIN DOTMARQUETTE INTERCHANGE; I-43/I-94/I-794MILWAUKEE, WIDavid NguyenMega Project ManagerDavid.nguyen@dot.state.wi.us

WYOMING DOTCODY-YELLOWSTONEHIGHWAY PROJECT

Bob BondsEnvironmental CoordinatorBob.bonds@dot.state.wy.us

Above photo:Construction of Berthoud Pass Mountain Access project, Colorado DOT.

Back cover photo:Minnesota’s Trunk Highway 38, Edge of the Wilderness National Scenic Byway Corridor,Chippewa National Forest.

American Association of State Highway and Transportation OfficialsCenter for Environmental Excellence444 North Capitol Street, NWWashington, DC 20001environment.transportation.org

ISBN: 1-56051-313-6Publ. Code: BPCSS-1