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Home My WebLink AboutTulaneDriveInn&Suites_7tif1� GENERAL NOTES* zvl 121 X — t. THE DETECTAFAX WARNING SHALL BE PROVIDED BY TRUNCATED DOMES, 2. DETECTABLE WARNING 70 BE CLASS A-3 CONCRETE (CLASS A-4 IF PRECAST) COVERING THE FULL WIDTH OF THE EDGE OF PAVEMENT AT X X SAME AS TOP Of CURB WITH SLIP RESISTANT INTEGRAL SURFACE RAMP FLOOR BY 2 FOOT IN LENGTH IN THE DIRECT" Of PEDESTRIAN + THIS COMEINED (PARALLEL PERPENDICULAR) DESIGN FOR ALTERATIONS TRAVEL. OTHER TYPES OF MATERIAL WITH THE TRUNCATED DOMES DETECTABLE USED WITH ADJOINING BUFFER STRJP LANDING AT BOTTOM OF TWO SLO SIG.'S WARNING MAY BE USED WITH THE APPROVAL OF THE ENGINEER. TYPE A 3. SLOPM SIDES OF CURB RAMP MAY BE POURED MONOLITHtCALLY WITH RAMP PERPENDICULAR FT.ODR OR BY USING PERMISSIBLE CONSTRUCTION JOINT WITH REQUIRED BARS, 3: 4, IF RAMP FLOOR IS PRECASt,HOLES MUST BE PROVIDED FOR DOWEL BARS SO THAT ADJOINING FLARED SIDES CAN HE CAST IN PLACE AFTER PLACEMENT OF CL PRECAST RAMP FLOOR. PRECAST CONCRETE SHALL BE CLASS A-4. . . . . . . 5, REQUIRED BARS ME TO BE NO. 5 X 8" PLACED t' CENTER TO CENTER ALONG BOTH SIDES OF THE RAMP FLOOR, MID-DEPTH OF RAMP FLOOR, MIMMUNI CONCRETE COVER Mz". 6, E TRANSiTTDNS ADjACENT TO CURB RAMPS CURB I CUREI AND CUTTER OP Lail LAJ FOR CURB / CURB AND GUTTER, ARE INCLUDED IN PAYMENT FOR TYPE B 7. CURB RAMPS ARE TO 9C LOCATED AS SHOWN ON THE PLANS OR AS DIRECTED PARALLEL tIP BY THE ENGINEER. THEY ARE TO HE PROVIDED AT INTERSECTIONS WHEREVER AN ACCESSIBLE ROUTE WITHIN THE RIGHT Of WAY OF A 14CHWAY FACLITY CROSSES A CURB REGARDLESS OF WHET14ER SIDEWALK IS EXISTING, PROPOSED, 6 OR NONEXISTENT, THEY MUST BE LOCATED WITHIN PEDESTRIAN CROSSWALKS AS SHOWN ON PLANS OR AS DIRECTED BY THE ENGINEER, AND SHOULD NOT RE LOCATED BEH'ND VEHICLE STOP LINES, EXISTING LIGHT POLES, FIRE CONTINUOUS .' �Vy, Z HYDRANTS, DROP INLETS, ETC. ACCESSIBLE ROUTES PROVIDE A UNOBSTRUCTED, STABLE, FIRM AND SLIP RESISTANT PATH CONNECTING ALL 12M Y" ACCESSIBLE ELEMENTS OF A FACILITY THAT CAN BE APPROACHED, ENTERED XK 0 AND USED BY PEDFSTRI 8, RAMP$ MAY BE PLACED ON RADIAL OR TANGENTIAL SECTIONS PROVIDED THAT M" AT X 2" HIGHER THAN THE CURB OPENING IS PLACED WITHIN THE LIMITS OF THE CROSSWALK AND fUGE OF PAVEMENT THAT THE Si.OPE AT THE CONNECTION OF THE CURB OPENING IS AT )K)K SAME AS TOP OF CURB PERPENDICULAR TO THE CURB, 9, TYPICAL CONCRETE SIDEWALK IS 4*' THICK. W"EN THE ENTRANCE RANCANNOT TYPE C ACCOMMODATE THE TURNING REQUIREMENTS OF ANTICIPATED HEAVY TRUCK PARALLEL & PERPENDICULAR TRAFFIC, REFER TO STANDARD CC-13, COMMERCIAL ENTRANCE (HEAVY < 0 TRUCK TRAFFIC) FOR CONCRETE DEPTH. 10, WHEN CURB RAMPS ARE USED N CONJUNCTION WITH A SNARED USE PATH, THE MINIMUM WIDTH SHALL BE THE WIDTH OF THE SHARED USE PATH 1.6" - 2A" TRUNCATED DOME- *0000 , C-C A 0 0 8 C) 0 0 0 0 0 0 0 a y 6W Z pl- 0 0 0 C 0 0 0 0 0 0 0 0 00 0 00 OT W to 0 0 0 0 0 0 0 0 0 0 0 0 00 0, 0 0 0 0 t000000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0002 0 0 0 2 6 0 0 0 0 0 0 0 0000 00 Od 000 5OZ - 657 OF BASE DIAMETER 0 0 0 0000 0 0 0 0 0 0 ON R 0 0 0 0 0 0 00 0 0 0 0 0 0 0 1.4" .Bkq6fAmETEk DAM_ ___ Y LIMITS TRUNCATED DOME DETECTABLE WARNING DETAIL DETAIL TYPE C PARALLEL & PERPENDICULAR APPLICATION MINIMUM RAMP LENIGTH ROADIWAY GRADE IN FEET IN PERCENT _47 CURB _T 6" CURB _ _ = _4 Q 2 NOTE. THE RE 'OWED LENGTH OF A PARALLEL RAMP IS Lt TEDi TO * FEET, REGARDLESS OF THE SLOPE, 03 Edition Page 2B-7 Once the decision has been made to install two-way stop control, the decision regarding the appropriate reet to stop should be based on engineering judgment. In most Cases, the street carrying the lowest volume of iffic should be stopped, A STOP sign should not be installed on the major street unless justified by a traffic engineering study. ipport: The following are considerations that might influence the decision regarding the appropriate street upon hich to install a STOP sign where two streets with relatively equal volumes and/or characteristics intersect: A. Stopping the direction that conflicts the most with established pedestrian crossing activity or school walking routes; B. Stopping the direction that has obscured vision, dips, or bumps that already require drivers to use lower operating speeds; C. Stopping the direction that has the longest distance of uninterrupted flow approaching the intersection-, and D, Stopping the direction that has the best sight distance to conflicting traffic. The use of the STOP sign at highway - railroad grade crossings is described in Section 8B.08. The use of the FOP sign at highway-light rail transit grade crossings is described in Section 10C.04. ection 211.06 ffQ"Ign PImmot tandard: The STOP sign shall be Installed on the IrIght side of the approach to which it applim When the STOP gn is installed at this required location and the sign vWhility is restricted, a Stop Ahead sign (see Sedlon C.29) shall be installed In advance of the STOP sign. The STOP sign shall be located as dose as practical to Ow Intersection it regulates, while optimizing its isibility to the road user it is intended to r",Wate. STOP signs and YIELD signs shall not be mounted on the same post. uidance: Other than a DO NOT ENTER sign, no sign should be mounted back-to-back with a STOP sign in a manner fat obscures the shape of the STOP sign. upport: Section 2A.16 contains additional information about separate and combined mounting of other signs with TOP signs, uidance: Stop lines, when used to supplement a STOP sign, should be located at the point where the road riser should op (see Section 313.16). If only one STOP sign is installed on an approach, the STOP sign should not be placed on the far side of the Itersection. Where two roads intersect at an acute angle, tbe'STOP sign should be positioned at an angle, or shielded, so iat the legend is out of view of traffic to which it does not apply. Where there is a marked crosswalk at the intersection, the STOP sign should be installed in advance of the roqswalk line nearest to the approaching traffic, Iptiow At wide-throat intersections or where two or more approach lanes of traffic exist on the signed approach, bservance of the stop control may be improved by the installation of an additional STOP sign on the left side of ic road and/or the use of a stop line, At chatinclized intersections, the additional STOP sign may be effectively laced on a cliannelizing island. scrt C -12 DETECTABLE WARNING SURFACE 7 G 5 'TYPE B (PARALLEL) APPLICATION D7 VIRCINIA DEPARTMENT OF TRANSPORTATION 2D3.06 O5 1 NEW. 1 /04 V. 7/05 I I 1J ID I r% L" L_ fn I I %J " "J I lift - 111- -1-1 - GENERAL NOTES VIRGINIA DEPARTMENT OF TRANSPORTATION pox l.J1N':11GNAL1ZE) 1NTR'-C`TI0N'_' VIRGINIA rf-1AR7)X_,NI OV TRA!,ISPORIATION RR W a zvl 121 X — 2 AT )K 2" H;C ER T14AN L0 EDGE OF PAVEMENT AT X X SAME AS TOP Of CURB , + THIS COMEINED (PARALLEL PERPENDICULAR) DESIGN FOR ALTERATIONS BE USED WITH ADJOINING BUFFER STRJP LANDING AT BOTTOM OF TWO SLO SIG.'S WITH 60" X 60' WIN, DWNSIONS. THE SHORT PERPENDICULAR RUN TO T STREET CAN BE PROTECTED BY A LANDSCAPED SETBACK OR CONNECTED TO THfSIDEWALK C14 WITH A WARPED SURFACE, 03 Edition Page 2B-7 Once the decision has been made to install two-way stop control, the decision regarding the appropriate reet to stop should be based on engineering judgment. In most Cases, the street carrying the lowest volume of iffic should be stopped, A STOP sign should not be installed on the major street unless justified by a traffic engineering study. ipport: The following are considerations that might influence the decision regarding the appropriate street upon hich to install a STOP sign where two streets with relatively equal volumes and/or characteristics intersect: A. Stopping the direction that conflicts the most with established pedestrian crossing activity or school walking routes; B. Stopping the direction that has obscured vision, dips, or bumps that already require drivers to use lower operating speeds; C. Stopping the direction that has the longest distance of uninterrupted flow approaching the intersection-, and D, Stopping the direction that has the best sight distance to conflicting traffic. The use of the STOP sign at highway - railroad grade crossings is described in Section 8B.08. The use of the FOP sign at highway-light rail transit grade crossings is described in Section 10C.04. ection 211.06 ffQ"Ign PImmot tandard: The STOP sign shall be Installed on the IrIght side of the approach to which it applim When the STOP gn is installed at this required location and the sign vWhility is restricted, a Stop Ahead sign (see Sedlon C.29) shall be installed In advance of the STOP sign. The STOP sign shall be located as dose as practical to Ow Intersection it regulates, while optimizing its isibility to the road user it is intended to r",Wate. STOP signs and YIELD signs shall not be mounted on the same post. uidance: Other than a DO NOT ENTER sign, no sign should be mounted back-to-back with a STOP sign in a manner fat obscures the shape of the STOP sign. upport: Section 2A.16 contains additional information about separate and combined mounting of other signs with TOP signs, uidance: Stop lines, when used to supplement a STOP sign, should be located at the point where the road riser should op (see Section 313.16). If only one STOP sign is installed on an approach, the STOP sign should not be placed on the far side of the Itersection. Where two roads intersect at an acute angle, tbe'STOP sign should be positioned at an angle, or shielded, so iat the legend is out of view of traffic to which it does not apply. Where there is a marked crosswalk at the intersection, the STOP sign should be installed in advance of the roqswalk line nearest to the approaching traffic, Iptiow At wide-throat intersections or where two or more approach lanes of traffic exist on the signed approach, bservance of the stop control may be improved by the installation of an additional STOP sign on the left side of ic road and/or the use of a stop line, At chatinclized intersections, the additional STOP sign may be effectively laced on a cliannelizing island. scrt C -12 DETECTABLE WARNING SURFACE 7 G 5 'TYPE B (PARALLEL) APPLICATION D7 VIRCINIA DEPARTMENT OF TRANSPORTATION 2D3.06 O5 1 NEW. 1 /04 V. 7/05 I I 1J ID I r% L" L_ fn I I %J " "J I lift - 111- -1-1 - GENERAL NOTES VIRGINIA DEPARTMENT OF TRANSPORTATION pox l.J1N':11GNAL1ZE) 1NTR'-C`TI0N'_' VIRGINIA rf-1AR7)X_,NI OV TRA!,ISPORIATION RR W a Z L0 0 + 0 X: C14 3: CL < Lail LAJ tAe 0 V) tIP 6 Z 0 < < 0 71) Z Z y 6W Z pl- 0 W to U_