Project Development Process Clause Samples
Project Development Process. The district landscape architect provides the PDT with recommendations regarding the vista point site location, scenic view orientation, and conceptual site design. Design concepts for vista points should be derived from an analysis of the local and regional setting, the historic and cultural context, and the natural environment. To ensure stakeholder collaboration in the development of new vista points, the PDT identifies, contacts, and engages external stakeholders (local communities, historical societies, tourism and recreational agencies, and Native American tribes) in assessing the natural, cultural, and aesthetic context of the project area and in the development of amenities such as interpretive displays. While Caltrans typically holds fee simple ownership of a vista point site, it may be necessary or desirable to construct a vista point on land owned by other State, federal or tribal agencies. Work to obtain right-of-way agreements or easements with other public agencies begins early in the project development process. During PA&ED, a preliminary site plan is prepared by the district landscape architect depicting the right-of-way, topography, pedestrian circulation, and all existing and proposed site features and amenities for all new and rehabilitation vista point projects. The preliminary site plan must be of a scale sufficient to show the location and arrangement of parking areas, walkways, benches, picnic tables, trash receptacles, interpretive signs, and all other site elements that compose the design. The preliminary site plan must be included in the project report. The safety and adequacy of ingress and egress to the site, and pedestrian and vehicular circulation within the site, must be demonstrated prior to programming. The proposed site must accommodate the traffic demand without diminishing the site’s environmental and scenic qualities. The Headquarters Division of Design is responsible for the design and approval of roadway geometrics. The district landscape architect is responsible for approving site selection, design concept, and site design for all vista points.
Project Development Process. General This article describes the project development process for highway planting projects. Refer to Section 3 “Safety Roadside Rest Areas” for information regarding the project development process for safety roadside rest areas. The project development process is defined as those activities that commence with the project initiation phase and end at the assembly of the final project records following project construction. Project development for all roadside facility work should be consistent with this chapter, as well as Part 2 – The Project Development Process (Chapters 8 through 15). The design of all roadside facilities should incorporate context-sensitive-solutions techniques using a collaborative, interdisciplinary approach involving stakeholders early and continuously. The goal is to achieve transportation improvements that integrate and balance aesthetic, environmental, scenic, and community values with transportation safety, maintenance, and performance goals. See Chapter 22 – Community Involvement for specific information regarding community involvement. The project development process for the design of roadside facilities should incorporate value analysis techniques that improve the quality and reduce the cost of these transportation improvements. Refer to Chapter 19 – Value Analysis for specific information regarding the value analysis process. Project Development Team Appropriate Caltrans’ functional units, especially maintenance (landscape specialists) personnel familiar with the project site, construction, the local community, and other external stakeholders should be contacted and invited to participate in the PDT. Refer to Chapter 8 – Overview of Project Development, for specific information on the PDT. Comprehensive Corridor Plan Where highway planting and other roadside improvements are proposed for a highway through a city or other jurisdictional limit, the district landscape architect will provide a copy of the comprehensive corridor plan, if available, to the local community, public agencies, and other affected stakeholders. The comprehensive corridor plan may be prepared by a consultant or other entity in cooperation with the community, public agencies, external stakeholders, and Caltrans’ functional units, and is compiled and finalized by the district landscape architect. The plan may consist of drawings, charts, maps, images, and narrative necessary to guide future roadside enhancement and roadway aesthetic features, including ge...
Project Development Process. Stage 1
(i) On securing the OMC’s approval for MPUIF support for the project, the PDC (in consultation with the ULB) would evolve a detailed plan for development of the project, including identification of the various issues that need to be addressed. The PDC would also advise and assist the ULB to procure the services of a technical consultant for developing the basic design and detailed engineering of the project, where required.
(ii) Simultaneously, the PDC, with support from the ULB, would work on establishing the current financials of the ULB and developing projections of the ULB’s financials.
(iii) On successful completion of all the above-mentioned aspects, the PDC along with the retained engineering consultant and the ULB would prepare a preliminary feasibility report.
Project Development Process. Processing Community Identification Proposals A community identification proposal is developed by the public agency, as described in Section 9, Article 1 “General Procedure,” that has jurisdiction over the area where the community identification will be placed. Public agencies should contact the Caltrans district community identification coordinator to develop a qualified final proposal for submittal to the District Director for approval, and then processed as an encroachment permit. Community identification included as part of a capital improvement project, will be reviewed and approved through Caltrans project development process, and as directed within these guidelines. Preliminary Proposal Review Public agencies seeking approval of community identification must first submit a preliminary proposal to the Caltrans district community identification coordinator. The coordinator reviews the preliminary proposal for safety, aesthetics, maintenance accessibility, message, and proper fit within the context of the transportation corridor. The preliminary proposal will be returned to the public agency for revision if Caltrans recommends changes at any time before final approval. Preliminary proposals must consist of plans, specifications and other necessary documents prepared by a licensed landscape architect, architect, or professional engineer and include: • A full description of the proposed community identification, including a model or scaled plans, elevations, sections and details necessary to convey location, view from all sides, materials, and construction or installation methods. Caltrans may furnish site data as required • Plans and details stamped by a licensed engineer if the proposal includes new structures or modification of existing Caltrans’ structures • Proposed location, showing existing topography, and dimensions and offsets to right-of-way lines, edge of pavement, centerline, and the clear recovery zone • Proposed color scheme, paint or stain materials, or protective coatings • Required environmental documentation • Material safety data sheet for proposed materials • Proposed message to be communicated • Proposed lighting • Specifications • Proposed traffic control plans and specifications • Proposed cost estimate • Proposed construction schedule • Projected lifespan • Proposed maintenance access plan • Preliminary maintenance agreement, including maintenance schedule After receiving the preliminary proposal, the district community identifica...
Project Development Process. General This article describes aspects of the project development process that are unique to safety roadside rest area projects. To be eligible for programming, new safety roadside rest areas must be identified in the current Safety Roadside Rest Area Master Plan. Safety Roadside Rest Area Partnership Projects Joint economic development demonstration projects are managed and guided by the Headquarters Landscape Architecture Program, with implementation by the districts. Proposals for joint economic development of new safety roadside rest areas by private partners or other public agencies should be coordinated with the Headquarters Landscape Architecture Program. Funding for joint economic development demonstration projects requires approval from the SHOPP Executive Committee. Caltrans does not have statutory authority to commercialize existing safety roadside rest areas. A viable safety roadside rest area joint economic development partnership may consist of a private or public partner that agrees to share in at least 50 percent of the total construction cost of a standard public safety roadside rest area facility, including, but not limited to, ramps, access roads, parking, utilities, architecture, landscape, lighting, signs, and fences. In conjunction with traditional safety roadside rest area facilities, the partner may fund, construct, maintain, and operate traveler-related commercial facilities, subject to State and federal laws, regulations, and requirements. The partner should maintain both the public and private facilities for an agreed-to term, generally 25 to 30 years. It is preferred that Caltrans or another public agency own the right-of-way underlying any facilities or improvements funded with State or federal funds. The partner may lease the land necessary for traveler-related commercial facilities from Caltrans or may construct those facilities on abutting land owned by others. FHWA regulations and the California Code of Regulations restrict or prohibit most commercial activities within controlled-access Federal-aid highways. Commercialized safety roadside rest areas are limited to locations along conventional highways or the area within one-half mile of a freeway ingress and egress. Rest area partnerships are of interest, both positive and negative, to the local community and rest area stakeholders. Local and regional business competition, goods-movement needs, environmental concerns, and employment opportunities for the disabled and blin...
Project Development Process