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Context Sensitive Solutions

Case Studies

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Listed below are examples of success stories, best practices, and/or innovative tools/approaches. This section will grow as entries are submitted or links to other sites with useful examples are provided. If you believe your agency has utilized a best practice/approach that others could learn from, please submit a short description to AASHTO (including any pertinent links) on the Share Info with AASHTO form. Please note that currently submissions are only being accepted from governmental entities.

ContextSensitiveSolutions.org

This website provides comprehensive information on context sensitive solutions, including an extensive collection of case studies. Link to http://contextsensitivesolutions.org/

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Colorado DOT

I-70 Mountain Corridor Project CSS Process

A collaborative process to ensure broad stakeholder involvement and consideration of environmental as well as community concerns has proven to be a key element in advancing a suite of multi-modal solutions for the Interstate 70 Mountain Corridor in Colorado.

On March 11, 2011, the Colorado Department of Transportation announced completion of the final Programmatic Environmental Impact Statement (PEIS) for a range of improvements to the 144-mile I-70 Corridor, a vital east-west interstate connection west of Denver and across the Rocky Mountains. This was the agency’s second attempt at a solution for the corridor, after a previous draft environmental document generated public opposition.

The PEIS is a Tier 1 NEPA document that looks at a variety of solutions for the corridor. The preferred alternative – which was developed through wide-ranging stakeholder collaboration – includes a menu of short-term and long-term multi-modal highway and transit solutions to improve transportation through the corridor, while incorporating numerous agreements for consideration of natural resources, wildlife habitat, historic resources, and community concerns.

The preferred alternative identified in the document includes three main elements: non-infrastructure components that can begin in advance of major improvements; an advanced guideway system (AGS) element that is dependent on further study and funding; and a range of highway improvements. The alternative is to be implemented in stages, ranging from a minimum program of local transportation improvements that can be addressed in the shorter term, to a maximum program of improvements – including potential for AGS – to meet projected capacity needs through 2050.

Stakeholder Collaboration

The preferred alternative is the product of years of collaboration among multiple stakeholders working alongside CDOT to identify transportation solutions to address growing congestion and projected future demand for travel along the corridor. It was developed by a group known as the “Collaborative Effort” – including representatives from local governments; highway users; and transit, environmental, business and recreation interests; as well as state and federal agencies.

Governor Signs the Collaborative Agreement

Colorado Governor Signs Collaborative Agreement. Photo: Colorado DOT

The Collaborative Effort team worked in conjunction with another group of stakeholders who were focused on incorporating CDOT’s commitment to context sensitive solutions as part of the corridor project. As part of that effort, CDOT worked in cooperation with seven counties; 27 towns; two National Forests; one ski corporation; six ski resorts; and thousands of residents, business owners, truckers, and commuters. The group developed a Context Sensitive Solutions Guidance that was used in developing the PEIS and will be followed for all future (Tier 2) projects in the corridor.

The CSS Guidance includes a commitment to form collaborative “Project Leadership Teams” on all corridor projects. For the Corridor PEIS, the Project Leadership Team formed task forces to address cultural resources issues, environmental issues, and community value issues. The task forces developed potential mitigation strategies for impacts to resources for incorporation into the PEIS.

Several memoranda of understanding and agreements were adopted outlining commitments, including:

  • A Landscape Level Inventory of Valued Ecosystem Components (ALIVE);
  • Stream and Wetland Ecological Enhancement Program (SWEEP); and
  • Section 106 Programmatic Agreement for consideration of historic resources.

Comprehensive CSS Guidance Website

The CSS Guidance for the corridor is housed on a comprehensive, interactive website. The site includes a context statement and core values developed by the CSS team, outlines the collaborative decision-making process to be used, and includes background information, maps, plans and legal commitments, as well as additional tools to implement CSS throughout the corridor.

The CSS Guidance also provides design guidelines, including overarching principles as well as more targeted engineering design criteria, areas of special attention, as well as aesthetic guidance to ensure a consistent vision for the corridor projects.

For more information on the CSS process for the corridor, link to the I-70 Mountain Corridor CSS website, and to the PEIS Appendix A, Context Sensitive Solutions. The entire PEIS – including technical reports and appendices – can be downloaded at http://www.coloradodot.info/projects/i-70mountaincorridor/final-peis/final-peis-file-download.html. For additional information on the project, contact CDOT’s I-70 Mountain Corridor Environmental Manager Wendy Wallach at wendy.wallach@dot.state.co.us.

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Florida DOT

Florida DOT Develops Traditional Neighborhood Development Handbook to Integrate Design Flexibility and Context Sensitivity

The Florida Department of Transportation has used the Traditional Neighborhood Development approach to help communities integrate land use and transportation to achieve increased livability when compared to Conventional Suburban Development, or “business as usual.”

For state DOTs, the challenge to transition from Conventional Suburban Development to Traditional Neighborhood Development often arises when the roadway standards engineers are required to meet for state roads do not provide the flexibility needed to design context sensitive solutions.

Traditional Neighborhood Development typically includes a range of housing types, a network of well-connected streets, public spaces, and a variety of amenities within easy reach of housing.

In 2001, recognizing the need for greater flexibility in design and engineering standards to pursue Traditional Neighborhood Development solutions for communities, Florida revised its “Manual of Uniform Minimum Standards for Design, Construction, and Maintenance for Streets and Highways” (last rev. 2013), commonly known as the “Florida Greenbook.”

The addition of Chapter 19, Traditional Neighborhood Development, in 2011 to the Florida Greenbook formalized the state’s endorsement of context sensitive approaches to transportation and land use as standard practice. Chapter 19 focuses on network functionality and design standards that support communities. To supplement Chapter 19 and describe the why and how of Traditional Neighborhood Development, Florida DOT published the “Traditional Neighborhood Development Handbook” (2011) providing best practices and facilitating proper design for communities.

Though Florida DOT maintains Chapter 19 and the Traditional Neighborhood Development Handbook, implementation is at the local level. The Florida Greenbook was produced through committees made up of local representatives (e.g., public works directors, consultants, and engineers) while the Traditional Neighborhood Development Handbook was developed over time by experts. The two documents work together to implement the approach.

Lessons Learned

FDOT officials have identified the following key lessons learned from their Traditional Neighborhood Development efforts:

  • Balance: It is not easy to balance building state DOT roadways with the needs of the places those roads runs through. Having an established program that supports Traditional Neighborhood Development allows state DOTs to build roads and provide transportation, while simultaneously supporting communities to survive and thrive along roadways.
  • Justification: Standards like Chapter 19 and guidance like the Traditional Neighborhood Development Handbook help provide justification and backup for decision-making, such as when an engineer or lawyer needs clear direction on what is supposed to be done and can be done in a given situation. It is important to have roadway standards that match Traditional Neighborhood Development for successful implementation.
  • Economic Development: Realizing the potential for streets as economic development. Traditional Neighborhood Development is how you build roads that make money for your community, not just roads that move money through your community.
  • Barriers: Without Chapter 19 or the Handbook, many attempts at Traditional Neighborhood Development were running afoul of existing standards. It can be onerous for an engineer to have to apply for design exceptions every step of the way. With Traditional Neighborhood Development in the Florida Greenbook, the pathway is smoother.
  • Context: Providing Chapter 19 and the Traditional Neighborhood Development Handbook is one way a state DOT can show it understands the issue of context and encourage communities to consider the issue of matching streets to land use to create complete streets.

There is a common belief that roadway engineering standards are entirely based on safety (e.g., “a 12-foot lane is safer than 10-foot lane”) and apply to all conditions, and that deviations are unsafe. As a result, the flexibility that Chapter 19 and the Traditional Neighborhood Development Handbook provides may be initially received with skepticism by engineers and other community stakeholders.

To help stakeholders learn about the benefits of this flexibility, DOTs and local communities benefit from continued dialogue and discussion to understand the advantages of Traditional Neighborhood Development and to gain support and buy-in at all levels. Working through the changes together with emergency response, public works, and other local government stakeholders builds trust. The collaboration informs state DOTs about where locals are coming from and demonstrates that the state DOT is looking out for their interests.

“The Traditional Neighborhood Development Chapter and Handbook let folks build safe, complete, walkable streets that are normally difficult to do under conventional standards,” said DeWayne Carver, Florida DOT’s Chapter 19 technical expert. “If you want to encourage and permit traditional neighborhood development (new or old), then you need thoroughfare standards to match. The TND standards can help us save the great urban places we have in our state by putting the right roadway design in the right place.”

Current Efforts and Next Steps

Like Florida, other state DOTs are also embracing Traditional Neighborhood Development. North Carolina DOT has TND Street Design Guidelines and Massachusetts DOT completely rewrote their guidance for their entire department and highlights Traditional Neighborhood Development case studies in an online toolbox. Others, like Mississippi DOT and Vermont DOT, are implementing complete streets policies and moving towards similar programs.

At Florida DOT, officials have met with internal and external partners to determine what needs to be done differently to implement a complete streets policy. This will likely include a change in state standards to more closely align with Chapter 19 and the Traditional Neighborhood Development Handbook for locations that can use the approach.

The Florida DOT recognizes that Chapter 19 and the Traditional Neighborhood Development documents will soon be ready for revisiting, especially once Florida state standards are updated with complete streets policy. Committees that include local representatives will again be involved early to discuss and implement any needed updates to the Handbook.

For more information on Florida DOT’s Chapter 19 and Traditional Neighborhood Development Handbook, contact DeWayne Carver, State Bicycle/Pedestrian Coordinator, Roadway Design Office/Florida DOT at dewayne.carver@dot.state.fl.us.

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AASHTO Best Practice Award Winners

AASHTO Best Practices in Context Sensitive Solutions Competitions

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Links to Additional AASHTO Case Studies

AASHTO/FHWA Peer Exchange: Context Sensitive Solutions. Documents and presentations from the September 2006 peer exchange on context sensitive solutions are posted on AASHTO’s Center for Environmental Excellence Website. The peer exchange, held in Baltimore, Md., was sponsored by the AASHTO Center for Environmental Excellence in conjunction with the AASHTO CSS Task Force and the Federal Highway Administration. Over 260 participants from 46 states, the District of Columbia, Puerto Rico and Nova Scotia participated in peer exchanges, discussing the issues and challenges to implementation. During concurrent breakout sessions sixteen projects were presented to highlight the success of CSS. Participants had the opportunities to meet with other state representatives to initiate state action plans to further implement CSS within their state and agency. Project links are listed below:

Small Urban Projects

Rural Projects

Design-Build Projects

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Links to Additional Case Study Compilations

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Featured Case Study

  • Case Study Photo

    Florida DOT's Traditional Neighborhood Development Handbook provides best practices for facilitating community design.

    Read Case Study >Photo: Florida DOT

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