Manual of Aesthetic Design Practice

Manual of
Aesthetic
Design
Practice
Manual of
Aesthetic Design Practice
Highway Engineering Branch

September 1991
Lanarc Consultants Ltd.

Canadian Cataloguing in Publication Data
Main entry under title:
Manual of aesthetic design practice
Includes bibliographical references: p.

ISBN 0-7726-1370-2
1. Roads – British Columbia – Design and

construction. 2. Roadside improvement – British
Columbia. 3. Highway planning – British Columbia.
4. Landscape assessment – British Columbia.
I. British Columbia. Ministry of Transportation
and Highways. II. Lanarc Consultants.
TE177.M36 1991 625.7’25’09711 C91-092214-4

Acknowledgements
This manual was prepared with the following participants, whose input and guidance is grate-
fully acknowledged:
Ministry of Transportation and Highways
Jack Lisman, P.Eng., Director, Highway Engineering
Al Planiden, Manager, Roadside Development
Isobel Doyle, B.C., B.L.A., M.R.M., Roadside Development
Jane Waters, B.F.A., B.L.A., Roadside Development
We also wish to thank those who reviewed the draft document and gave comment:
Pat Bonser, P.Eng., Manager, Highway Design
Lanarc Consultants Ltd.
Landscape Architects/Land Planners
Brenda Grice, B.L.A., Principal
David Reid, B.L.A., Principal
C. Barry Lyseng, B.L.A., M.Sc. (Economics) Urban and Regional Planning
Marjorie Wiebe, B.L.A.
Douglas Backhouse, B.E.S., Dipl. L.S., M.I.A.
Jim Teneycke
Photographs in this manual are supplied courtesy of Ministry of Transportation and Highways and by Lanarc Consultants Ltd.
Graphics have been produced by Lanarc Consultants Ltd.
Table of Contents
A Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
How to Use This Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Aesthetic Design Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
B Aesthetic Classification System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
C Visual Resource Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

1.0 Scope of Visual Resource Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
2.0 Landscapes of British Columbia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
3.0 Landmarks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
4.0 Views . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
5.0 Visual Quality Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
6.0 Visual Absorption Capability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
7.0 Visual Interest: The Driver’s Experience
8.0 Integration of Guidelines into Highway Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
D Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
1.0 Integration of Alignment
2.0 Response to Topography
3.0 Driver Interest and Experience . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
4.0 Confusing Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39
5.0 Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
6.0 Response to Views . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43
7.0 Response to Vegetation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
8.0 Secondary Aesthetic Impacts - Climate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49
9.0 Secondary Aesthetic Impacts - Ecosystems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
10.0 Secondary Aesthetic Impacts - Adjacent Land Use . . . . . . . . . . . . . . . . . . . . . . . . . . .51
E Clearing and Grubbing – Vegetation Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53

1.0 Location of Disposal Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
2.0 Method of Clearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
3.0 Limits of Clearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
4.0 Selective Clearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
5.0 Clearing of Roadside Facility Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
F Earthworks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67
1.0 Location of Borrow Pits, Surplus Disposal, Ponds, and Basins . . . . . . . . . . . . . . . . . .68
2.0 Site Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
3.0 Integration with Adjacent Topography . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
4.0 Application of Earthwork Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74
Manual of Aesthetic Design Practice – Table of Contents Page i

G Revegetation – Vegetation Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83
1.0 Site Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
2.0 Operational Safety Distances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85
3.0 Response to Views from the Road . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86
4.0 Response to Views Toward the Road . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91
5.0 Response to Natural Vegetation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92
6.0 Response to Erosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94
7.0 Response to Climatic Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96
8.0 Response to Increased Traffic Volumes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
9.0 Response to Utility Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98
H Roadway Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99

1.0 Aesthetic Classification System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100
2.0 Integration of Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101
3.0 Location of Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .102
4.0 Scale of Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103
5.0 Form of Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104
6.0 Colour of Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105
7.0 Texture of Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106
8.0 Unity of Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107
9.0 Accents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .108
10.0 Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .109
I Roadside Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .123

1.0 Provincial Roadside Facility Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .124
2.0 Definitions of Roadside Facility Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .125
3.0 Aesthetic Classification System and Roadside Facilities . . . . . . . . . . . . . . . . . . . . . .130
4.0 Roadside Facility Spacing Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131
5.0 Roadside Facility Site Selection Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .132
6.0 Roadside Facility Design Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .136
7.0 Use of Professionals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .143
8.0 Summary of Roadside Facility Planning and Design Method . . . . . . . . . . . . . . . . . . .144
J Above Ground Utilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145

1.0 Scale of Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .146
2.0 Location of Utility Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .147
3.0 Integration with Adjacent Vegetation and Earthwork
4.0 Type, Placement, and Level of Illumination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .150
5.0 Artistic Application of Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .151
References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .153
List of Figures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .155
Manual of Aesthetic Design Practice – Table of Contents Page ii

Methods for mapping landscape units include: Foresee
* Review other mapping units currently produced.

Landscapes for B.C. Parks will be useful in iden-
tifing general landscape types. For mapping of
smaller units undertake a process to map, first,
the components of the visual landscape i.e.
landformitopography,vegetation cover, water
cover (density and pattern), and land use. Over-
lay these component maps, and identify areas
of homogeneity.
- Field check boundaries of landscape units. A

combination of low level flights and ground Figure C-12
inspections should be made. Refine the bound- Typical mapping of vegetation cover.
aries accordingly.
- Document the character of each landscape unit,

both in terms of the characteristicsof its land-
form, vegetation, water cover and land use, but
also by typical photographs. Use of video tech-
nology to record low level flights and field visit
observations is to be encouraged.
- Map landscape units and subunits at a scale

and on a base compatible with mapping by
other disciplines working on the project.
Recognize the data generated may have appli-

cation to other projects, and co-ordinate data
collection with the B.C. Ministry of Forests and
B.C. Ministry of the Environment standards.
Figure C-13
Mapping of slope class and landforms
Figure C-11
Sample mapping of water cover.
-
Section C -Visual Resource Management Manual of Aesthetic Design Practice
Page 16 Ministrv of Transoortation & Hiahwavs
Design practices in response to landmarks should: Methods for mapping of landmarks include:
- Avoid highway alignments which obscure or

come so close to attractor landmarks as to
- Field reconnaissance by the analyst is essential
to identify landmarks. Note: visual landmarks
hinder their use and enjoyment. Avoid highway such as mountain peaks or islands may be
alignments which focus tangents or long curves well outside the study area used by other
on detractor landmarks. disciplines, but may still be very significant
to the driver's experience of the highway.
* Manipulate highway alignments to focus tan-
gents on attractor landmarks, for visual interest. * Use of video technology for recording field ob-
servations on the ground and in low level flights
* Create landmarks in areas otherwise visually would be useful.
nondescript. Major highway structures such as
bridges, overpasses, rest areas, etc. could all * Solicit public input at meetings, to identify
be attractor landmarks with careful design. landmarks which might be known only to the
- Mitigate negative impacts on existing

local population, but which potentially could be
quite significant.
landmarks, by attention to detail highway align-
ment, vegetation or earthform buffers, or
relocationlcompensationfor the landmark.
- Map landmarks within the study area at the
same scale as landscape units. Note that a map
at a more broad scale may be required to iden-
tify significant landmarks outside the study area.
Computer based mapping of these landmarks
would be an asset, to allow easy transfer of
scale when considering alignment alternatives
and their relationship to distant landmarks.
Figure C-16
Typical landmark map.
-
Section C Visual Resource Management Manual of Aesthetic Design Practice
Page 18 Ministry of Transportation & Highways
5.0 Visual Quality Assessment
Assessment of relative visual quality of landscape units will be performed during

corridor and/or alignment selection.
Visual Quality is the overall impression retained after Methods for assessing visual quality include:
driving through, walking through or flying over an area
of land. * Review the landscape units and subunits
mapped earlier.
Some landscape units possess a higher visual quality
than others. With the visual quality of landscape units * Application of a reasoned and supportable
categorized and mapped as high, medium or low, rating system. This should be done by a profes-
highway engineers and consultants can assess the sional Landscape Architect, or related
visual impacts of highway developments by compar- discipline, with expertise in landscape aes-
ing the relative visual quality within different landscape thetics. A sample of a numerical rating system is
units through which proposed alignments pass. illustrated in Table C-1. This numerical system
is a format for a complex value judgement. As-
Note that each individual region in the Province should
sessing the relative visual quality of different
be acknowledged to have unique scenic attributes.
landscapes is by nature subjective. Designers
Consequently, for highway design purposes, it is the
should make an initial ranking of high, medium
relative quality among landscape units within a region
and low visual quality, then confirm and refine
or watershed which is a primary concern.
this judgement by comparison with the assess-
Design practices in response to visual quality assessments of public representatives. The best visual
ment should: quality ranking will be developed from consult-
ations with people from different backgrounds.
* Avoid areas of high visual quality.
* Summarize visual quality ratings on a map at
- Routing highways through areas of medium the same scale as the landscape unit mapping.
visual quality may provide an aesthetic ex-
perience with acceptable impacts. At the
same time, secondary road access to areas of
- Record the process and reasoning which led to
the visual quality ratings.
high visual quality will provide recreation ac-
cess.
- Create visual interest in areas of low visual

quality to enrich the driver's experience.
- Provide scenic pullouts, viewpoints, rest
areas and access to recreational oppor-
tunities. Major structures such as bridges
and overpasses could be attractor landmarks
when carefully designed.
* Screen or avoid unsightly areas
- Mitigate impacts of highway development on

high visual quality areas.
- Reduce visual impacts in these areas by care-
ful detailed alignment, retaining devices, and
detailed vegetation management.
Manual of Aesthetic Design Practice -

Section C Visual Resource Management
Ministry of Transportation & Highways Page 21
Criteria Governing Scenic Quality Rating Procedures
Criteria For Determining Scenic Value Scale

~
High Rating’ Moderate Rating’ LOW Rating’

~
.andfor1 High vedical relief as ex- 3 to 5 Steep canyons. mesas, 1 to 3 Low, rolling hills. foothills or -2 to 1
pressed in prominent cliffs, buttes; o r interesting flat valley bottoms. Inter-
spires or massive rock out- erosional patterns or esting detail landscape
crops, or severe suriace variety in size and shape of features few or lacking.
variation or highly eroded landform; or detail features
formations including major present and interesting
badlands or dune systems; though not dominant or ex-
or detail features dominant ceptional.
and exceptionally striking
and intriguing such as
glaciers.
~
/eget: A variety of vegetative 3t05 Some variety of vegetation, 1 to 3 Little or no variety or con- -2 to 1
ion types as expressed in inter- but only one or two major trast in vegetation.
esting forms, textures, and types.
patterns.
Vater Clear and clean appearing, 3 to 5 Flowing, or still, but not 1 to3 Absent, or present, but not -2 to 1
still or cascading white dominant in the landscape. noticeable.
water, any of which are a
dominant factor in the
landscape.
___ ~
:olour Rich colour combinations, 3 to 5 Some intensity or variety in 1 t03 Subtle colour variations, -1 to 1
variety or vivid colour; or colours and contrast of the contrast or interest;
pleasing contrasts in the soil, rock and vegetation, generally mute tones.
soil. rock, vegetation, water but not a dominant scenic
of snow fields. element.
idjacei Adjacent scenery greatly 3 to 5 Adjacent scenery 1 to 3 Adjacent scenery has little -2 to 1
Scenery enhances visual quality. moderatelyenhances over- or no influence on overall
ail visual quality. visual quality.
~ ~ ~
~
Scarcity One of a kind; or usually 3 to 5 Distinctive, though some- 1 to3 Interesting within its set- -2 to 1
memorable, or very rare what similar to others within ting, but fairly common
within a region. Consistent the region. within the region.
chance for exceptional
wildlife or wildilower view-
ing, etc.
~
:ultur, Free from aesthetically un- 3 to 5 Scenic quality is somewhat 1 to2 Modificationsare so exten- -3 to 1
dodific; desirable or discordant depreciated by inhar- sive that scenic qualities
ons sights and influences; or monious intrusions, but not are for the most part nul-
modificationsadd favorably so extensive that the scenic lified or substantially
to visual variety. qualities are entirely reduced.
negated or modifications
add little or no visual variety
to the area.
Composite Quality Rating Scores

A = 21 to 35 points
B = 8 to 20 points
C = -14 to 7 points
Note re timing : Rate for scenic quality under the most critical conditions, i.e. under highest seasonal use
ble C-1
:enic Quality rating criteria.
fter Yeomans, 1983, and USDl Bureau of Land Management, 1980.)
-
Methods of assigning Visual Absorption Capability - S = Slope -the steeper the slope, the lower
ratings include: the VAC in percent
- Review landscape units and subunits and iden-

tify: degree of slope, soil stability and erosion
- E = Soil stability and erosion potential -
positive factors raise VAC: negative factors
lower VAC
potential, vegetation regeneration potential, - R = Regeneration potential -the greater
vegetation diversity, and potential soil and the potential, the higher the VAC
vegetation colour contrast. - D 3: Vegetation diversity -the greater the
- Mapping additional landscape subunits if neces-
sary to identify areas which possess
-
diversity the higher VAC
C = Soil and vegetation colour contrast -
the lower the contrast the higher VAC
homogeneous qualities. Because factors such High VAC = 29-36 points
as vegetation diversity or vegetationlsoil colour Moderate VAC = 20 - 28 points
contrast may be quite localized, the VAC ratings Low VAC = 4-19 points.
may lead to generation of additional landscape
subunits. * Map VAC ratings in High, Medium and Low
- Assigning a VAC rating for each subunit. Afor-

mula for use as a guide is VAC = S x
categories on maps at the same scale as
landscape units.
I
(E+R+D+C), where: * Record the assessment process.
VAC VALUES
CHARACTERISTICS VERBAL NUMERICAL
Slope Steep: 60%+ LOW 1 (multiplier)

Moderately Steep: 30-60% Mod 2 (multiplier)
Relativelv Fiat: 0.30% High 3 (multiplier)
High constraint value derived from high LOW 1

erosion hazard and/or high instability
hazard
Moderate constraint value derived from Mod 2
erosion hazard and/or instability hazard
Low constraint value as above Hioh 3
Vegetation Regeneration Low regeneration LOW 1

Potential
Moderate regeneration Mod 2
High regeneration High
L
IL
Vegetation diversity Non-vegetated, grasslands or brush Low
cover
Coniferous, deciduous, cultivated Mod
Diversified (mixed open and woodlands) High
High visual contrast between exposed LOW

soil and adjacent vegetation
Moderate visual contrast between ex- Mod
posed soil and adjacent vegetation (and
all hare. cultivate and diversified vegeta-
tion types)
Low visuai contrast between exposed High 3
soil and adjacent vegetation
Table C-2
Relative importance of VAC factors,(adapted from Blau. U .1979)
,
-
7.0 Visual Interest: The Driver's Experience
Preliminary corridor assessment and alignment selection will include an evaluation of

the visual interest provided for the driver, with a view to avoiding lengths of highway
which are both monotonous and unsafe.
Visual analysis techniques for many linear develop-

ments are similar. People travelling on highways will
Driver's Experience Staging Plan
react to the aesthetics of the surroundings. This sec-
tion deals with the view from the road by the driver -
Duration Point of Interest
the driver's experience.
(minutes)
Engineers, landscape architects, and consultants
must step back and imagine the experience of the Actual Average
driver when evaluating alignment alternatives, or 3 5 highway entrancelorientation
detail design of highway components. Will the driver's 10 5 curvilinear alignment
experience be pleasant, varied and interesting? 2 5 views to landmarks - mtn. peaks
Monotony creates unsafe drivers. It is therefore in the 5 5 tangent - passing opportunity
interest of safety, as well as aesthetics, that a varied 1 to 5 5 viewpoint pullout
and interesting driving experience be developed. An 2 5 tangent -scenery changes
alert driver is more likely to be a safe driver. 10 5 curvilinear alignment
8 5 split level median introduced
As a general rule highway engineers, and designers, 3 5 tangent focusing on landmark
should provide a renewed reason for driver interest at
1 to7 5 rest areaiviewpointfscale
least once every 5 to 10 minutes. These 'points of
interest' should be staged to maintain the driver's 10 5 curvilinear alignment
attention to the surroundings, the road and its naviga- 5 5 access to commercial services
tion. The spacing between points of interest may vary, - - destination or repeat above
but should always be sufficiently frequent to avoid 60 TO 70 MINUTES TOTAL TIME depending on stops
boredom and weariness. Note that the distance between points of interest will
vary with design speed, see Table C-4.
Table C-3 outlines an idealized driving experience.
Engineers and designers should review alternative
alignments, determine if there are areas of potential rble C-4
monotony in the routes, and assess what modifica-
tions to the alignment or design could be made to
relieve the potential monotony.
Time : Distance Relationship Time : Distance Relationship

Distance Required for View Time: 5 minutes
Fleeting Panoramic Design Speed Distance
(0.5sec) (5.0sec)
Design Speed minimum minimum 50 kmlhr 4.16 km
50 kmlhr 6.90 m 69.0 m 60 kmlhr 5.00 km
60 kmlhr 8.25 m 82.5 m 70 kmlhr 5.83 km
70 kmlhr 9.70 m 97.0 m 80 kmlhr 6.67 km
80 kmlhr 11.20 m 112.0 m 90 kmlhr 7.50 km
90 kmlhr 12.50 m 125.0 m 100 kmlhr 8.33 km
100 kmlhr 13.80 m 138.0 m 110 kmlhr 9.16 km
iable C-3
-
Methods of stimulating driver interest could include: Methods for Assessing Visual Interest include:
Varying the alignment style of the road between

tangential and curvilinear alignments.
- Review of potential corridor or alignment alter-
natives.
- Changing the cross section of the road, by ad-

ding a median, or by creating a split level
Identification of points of interest along each al-
ternative.
-
section.
Accessing views from the road. These may be

- Measuring the distance and determining the
time interval at the design speed between such
appreciated while driving the road, or may be ac- points.
cessed by pullouts or rest areas. This requires
careful alignment decisions, and selective - Identification of sections where the time interval
vegetation removal. will exceed 5 minutes.
- Focusing tangents on natural and created

landmarks.
* Assess what refinements or additions could be
made to reduce the time interval in those sec-
- Providing interpretive signage and related

rest areas. -
tions.
Suggestion of other alignment changes or addi-
- Providing direct access to roadside trails,

bikeways, parks, and picnic areas
tions which could improve the driver's
experience.
- Providing roadside rest areas and tourist infor-

* Ranking which alternatives are best in terms of
driver's experience.
-
mation centres.
Providing access to commercial facilities - vil-

- Documenting recommendations and mapping
points of interest at same scale as alignment
lages, service stations, tourist attractions and alternatives.
accommodations.
- Careful design of bridges, tunnels and overpas-

ses, and means to stop to appreciate these
structures.
* Aligning the road to move into a different

landscape unit, thereby creating a change in
scenery.
Manipulating roadside vegetation and planting

to create interest - leaving stands of trees in the
median, feathering the edges of clearings, or in-
stalling accent plantings
* Accent lighting for bridges, tunnel portals, road-

side waterfalls.
Manual of Aesthetic Design Practice Section C -Visual Resource Management

8.0 Integration of Guidelines into Highway Design
Visual Resource Management considerations will be integrated into the highway design
process in parallel with other considerations, from the time of project identification
through to completion of construction.
Visual resource management is only one factor being used for highway planning purposes. The op-
among many to be addressed in highway design. portunities and constraints maps should be supported
Successful design must balance factors such as high- by explanatory text, cross referenced to the supporting
way function, economics, political and cultural detailed maps and documents created in previous
jurisdictions, fisheries and wildlife, forestry, and visual resource management steps outlined herein.
recreation as well as aesthetics. Aesthetic considera-
tions cannot be adequately addressed after a highway Visual Impact Simulation
is designed, but must be incorporated throughout the
design process. Issues may arise during the course of design which
would benefit from simulation of visual impacts or
Visual Opportunities and Constraints opportunities. Computer programs exist to create im-
ages which represent fairly the appearance of an
To allow fair value judgments to be made, it is neces- alternative. Programs are able to plot a seen area and
sary for visual factors to be presented in a map form create a perspective image of major earthworks or
which is parallel with that of other factors. It is also clearing activities.
necessary to identify at what points in the design
process visual factors are best considered. Combining video cameras and software allows a video
image to be digitized, and then to have a second video
To allow integration with other disciplines, critical or drawn image superimposed. This creates video
visual factors should be summarized in a Visual Op- images of proposed changes, and is very useful for
portunities and Constraints Map. This map should visualizing the impact or benefits of alternatives from
highlight those visual factors which would be of most specific viewpoints.
significance to highway designers. These factors
might include: Simulation as described above should be used when
resolution of a specific issue is sought.
areas of high visual quality and low visual absorption
capability.
. dramatic edges of landscape units,
- attractor landmarks, and potential tangents which
would focus on them.
. attractor landmarks which will accommodate
recreational use and their access points.
. detractor landmarks, and extent of visual influence
. viewpoints.
significant existing viewsheds, and potential
. significant vegetation changes or clearings, eithei

natural or rnanrnade.
In general, the opportunities and constraints map
should summarize those elements which the visual
resource analysts suggest are important to the align-
ment and design of the highway. In complex cases, for
purposes of clarity, it may be necessary to create a
separate map for constraints, and a separate map for
opportunities.
These maps should be to the same scale as the maps
-
Aesthetic Design Process During Corridor Assessment:
Aesthetic factors should be incorporated into high- - Perform a visual resource inventory, including:
way design from the inception of a project to its con-
- landscape units and subunits.
struction completion. The following provides a
checklist for incorporating aesthetic considerations - landmarks.
into a typical highway design process. - views and viewsheds.
At Project Identification and prior to corridor selection * Complete visual resource assessments,
- Review the general scenic quality of the
landscape to be traversed.
including:
- visual quality assessment.

- visual absorption capability assessment.
Assess the type of users who will predominate
on the highway - tourist, recreational, commer-
cial, or commuter.
- Summarize visual opportunities and constraints.
- Assess the destinations along the highway-

- Incorporate visual factors in corridor alternatives.
urban, suburban, rural, resort area, through traf- * Review the visual impacts of corridor alterna
fic. tives, and recommend a preferred corridor.
- Determine the Aesthetic classification of the
highway or portion of the highway:
- Assess selected corridor, and suggest means to
improve corridor boundary.
- Baseline Highway
- Tourway
- Identify mitigating measures necessary.
- Parkwav - Record anticipated visual impacts of the

selected corridor, and in particular ensure that
directives for future planning and mitigating
measures are documented and highlighted to
planners at more detailed scales.

During Alignment Selection: During Detail Design:
- Review, update and complete visual resource

data base from corridor assessment. If no such
- Provide direction on detail design and im.
plementation of mitigating measures.
data base was generated, develop one.
* Monitor detail design of alignment, cross sec-
* Transfer visual resource data to the alignment tion and typical details. Consider refinements
planning scale. which accommodate recommended guidelines.
Summarize visual opportunities and constraints * Provide leadership in aesthetics of: detail design
relevant to alignment selection. of roadside facilities, roadside clearing and
grubbing, earthworks, structures, revegetation,
* Incorporate visual factors in identificationof and roadside facilities.
alignment alternatives.
- Review the visual impacts of alignment alterna-

tives, and recommend a preferred alignment.
* Produce cost estimates of roadside develop-
ment and mitigating measures. Ensure
appropriate budgets are allocated, and com-
- Assess selected alignment, and suggest means

to improve alignment in particular concerning
plete working drawings and specifications.
Ensure that aesthetic mitigating measures re.

visual interest and driver's experience. Locate quired as a result of one discipline's design
and perform preliminary design for rest areas, solutions are addressed in working drawings
pullouts, and other roadside facilities. and specifications of other appropriate dis-
ciplines.
* Identify mitigating measures necessary. Provide
cost estimate of required mitigating measures, During Construction:
and ensure that associated budgets are allo-
cated. - Provide field review services during clearing
and grubbing, to ensure that required buffer
- Record anticipated visual impacts of the
selected alignment, and in particular ensure that
areas remain and are protected, and that
vegetation management as prescribed is per-
dii-ectivesfor' future design and mitigating formed.
measures are documented and highlighted to
planners and designers at detailed scales. - Identify minor modifications to site grading for
slope rounding, rock outcrop treatment, or tree
belts.
- Supervise finished grading and revegetation in

the field.
After Construction:
Develop maintenance procedures which sup-

port and develop the aesthetic intents
developed in the previous stages.
- Provide the required resources to adequately

maintain this visual resource.
Note: Document project successes and failures for the

future informationof other Ministry personnel and con-
sultants.
Section C -Visual Resource Management Manual of Aesthetic Design Practice

10.0 Secondary Aesthetic Impacts - Adjacent Land Use
Consider responses to aesthetic impacts directly attributed to land use changes caused
by road alignment.
.I Avoid unproductive divisions of land .2 Minimize impact of temporary facilities

that encourage abandonment or leases to related to road construction.
uses deemed unsightly (eg. billboards).
Site borrow pits within median or right of way
-
*
Align to property boundaries. wherever feasible.
- Incorporate unproductive units of land into right-

of-way.
* Where not feasible to keep temporary facilities
(eg. borrow pits) within alignment, allow for a
retained or future vegetative screen of 20m
* Provide access to isolated sections of land. width and/or rehabilitative earthwork of a height
Such access might be separate from the control- necessary to screen the groundplane of the site.
led access highway if necessary.
* Intersect access road with the primary road
right-of-wayat a 90 degree angle. The tangent
of the access road at the intersection should be
no longer than 15m with the curve leading into
this tangent of no less than 15 degrees.
* Where locations permit, quarries and construc-

tion camp sites should be chosen for potential
develoment as roadside facilities.
'refer to EARTHWORKS and VEGETATION MANAGEMENT lor integration

with adjacent site conditions
Figure 0-71 Figure 0-72

Alignment should follow property boundaries where possible Borrow pits can be integrated into earthworkdesign within the
Small, isolated parcels should be purchased for right of way. right of way.

Section D Alignment
1.0 Location of Disposal Areas
Before clearing commences, decide location, method and access roads to slash
disposal areas.
.I Burn all slash whenever possible, and .3 Limit clearing access roads to within
bury only burnpile residue. required clearance areas wherever feasible.
.2 Integrate slash residue disposal location * Where not feasible, separate clearing roads by
with highways design and construction a 20m wide vegetative screen.
phasing. - Intersect access road with the primary road
right of way at a 90 degree angle. The tangent
* Locate slash residue in areas requiring non- of the access road at the intersection should be
structural fill during construction. no longer than 15m, with the curve leading into
this tangent of no less than 15 degrees.
- areas of non-structural fill
- uphill lee sites Revegetate routes not required for use after con-
- depressions within median struction.*'
- Locate slash residue in areas requiring

rehabilitation after highway construction
- borrow and waste pits

- temporary construction camps
- provide a vegetation screen of minimum 20 m
wide exclusive of all possible future clearing.'
- Do not use natural depressions outside of the

median or water bodies for disDosal of slash. 'referto EARTHWORKS (Site Preparation) forco-ordinalion of sires
"refer lo REVEGETATION forrevegelafion
Figure E - i
Where clearing access routes cannot be contained within the
right of way, separate the route from the highway by a 20 rn buffer.
-
Section E Clearing & Grubbing-Vegetation Management Manual of Aesthetic Design Practice
2.0 Method of Clearing
Determine the method of clearing in response to the required scale and level of detail
of clearing.
.1 Pay attention to direction of falling.
- fell toward centre of area to be clearedlaway

from selectively cleared or retained plants
- fell away from water bodies
.2 Specify method of clearing:
Manual and /or Horse, for:
- selective clearing for views, or selective thin-

ning of roadside vegetation.
- selective clearing of dead, dying and wind sus- Figure E-2
ceptible trees During felling operations be careful not lo disturb fragile areas.
- areas with difficult accessibility
- environmentally sensitive areas
- rest area walkways
- roads with I m limited clearing from pavement
edge within roadside facilities and along pit
/haul access roads.
Helicopter, for:
- areas with difficult accessibility

- environmentally sensitive areas
Vehicle, for:
- large scale clearance

- road with limited l m clearing from the pave-
ment edge which cannot be cleared by
manual and/or horse due to scale, economics,
and unavailability of other means.
.3 Bury or dispose of off-site all

non-combustible debris remaining after
burning.

Section E Clearing & Grubbing-Vegetation Management
3.0 Limits of Clearing
Allow for field adjustments to the clearing line, by clearing in stages as below:
.I First, clear control line of alignment.

alignment reconsidered
/--
Unknown ravine
- for control line survey.
- for cross-section surveys.
.2 Second, clear so as to retain existing

vegetation in the outer 10% of the distance
between control line and the limit of
clearing line.
- stake the no-cutho-fill line and make minor

Figure E-4
field adjustments.
Ref ne a gnnient to a v o n spcc a topograpny or IeatLfes
- assess specimen vegetation, rock outcrops, revea en oJr ng contro I nc sLrvey, prior lo mass site clear ng
water bodies and natural banks to be retained.
- consider salvage of selected plant specimens
in areas not to be retained, for potting, storage
and revegetation at construction completion.'
- assess plant material requiring removal for
design speed setbacks.**
- reassess proposed limit of clearing line, prior
to removal of vegetation to the no-cut/no-fill
line."'
Figure E-5
Inspect the outer 10% of the proposed.clearingto find landscape
features which might be saved by minor readjustment to
proposed grading.
'referto CLEARING AND GRUBBiNG lorplanfslorage andplanting techni-

ques.
'*refer fo CLEARING AND GRUBBiNG (Seieclive Clearing) lor setback re-

quiremenls
"'refer lo CLEARiNG AND GRUBBING (Roadside Facililies). and ROAD-

SiDE FACILITIES for details of clearing for ail funclions of facililies
Figure E-3
Initially, clear only the lines required for control line and cross "'reler to EARTHWORKS, REVEGETATION. and ROADWAY STRUC.
section survey. TURES (Retaining Waik) lor implicalions of slope design and retention
-
Section E Clearing & Grubbing-Vegetation Management Manual of Aesthetic Design Practice
.3 Mark vegetation to be selectively .4 Clear within remainder of right-of-way
cleared to the proposed clearing line. and/or within scenic easement outside
right-of-way only those areas deemed
necessary and so marked in the field.***
Figure E-6 Figure E-8

Prior to clearing the outer lo%, assess visual screen and noise Finished clearing should respect objectives for visual, and
abatement requirements.‘ environmental factors, in addition to engineering requirements.
‘refer to ALIGNMENT (Secondary Aesthetic Impacts) for widths
“refer to CLEARING AND GRUBBING (Selective Clearing)and

Figure E-7 REVEGETATION ior details
Assess dead, dying and wind susceptible plantings, removing
only those which pose a threat to the area within paving edge, “‘reier to CLEARING AND GRUBBING (Roadside Facilities) and ROAD-
future above ground utility lines, sight lines and sight triangles.“ SIDE FACILITIES lorseparate clearing and grubbing policies andpractices
Manual of Aesthetic Design Practice Section E -Clearing & Grubbing-Vegetation Management

Ensure that the minimum angle of clearing
equals that of the area of effective vision.
* Minimize views of adjacent timber cuts and un-

sightly land uses.
- Minimize the view toward the road, especially in

extreme cut/fill situations.
_I
Minimize views to timber cuts uphill from the road
1 \ , lirnbing 01 Ireesdiowsviews
Figure E-24
Techniques for screening downhill timber cuts can be quite
different than for uphill cuts.
Figure E-25
Careful selective clearing and leave areas can screen fill banks
and retaining walls.

Section E Clearing & Grubbing-Vegetation Management
5.0 Clearing of Roadside Facility Areas
Clearing and grubbing of roadside facility areas must be carried out with attention to
detail, as warranted by the close inspection from pedestrians.
.I Clear in stages to allow for

reassessment of aesthetic potential.
Step 1 - Produce construction information including:

detailed site contour survey, complete detailed
site analysis, site plans, and grading plans.
Step 2 - After construction drawings have been prepared,
clear the centre line of accessiegress alignment
and through lane of parking, perform detailed
centre line and cross section survey, and refine
road alignments and grading accordingly.
Step 3 - Field assess the site plan. Stake out major site
plan elements, including building sites, recreation
areas and views, and parking areas. Make adjust-
ments to site plan in response to existing condi-
tions and site features. Flag vegetation blocks,
rock outcrops, water bodies and natural elements
to be retained.
Step 4 - Complete mass clearing to limits of parking and
building locations, ensuring that leave areas in
parking lot islands and near buildings are
protected.
Step 5 - Lay out no-cuffno-fill line, and make minor adjust-
ments to grading plan in the field, and then clear
to no-cuffno-fill line
Step 6 ~ Mark individual trees to remain or areas to be
selectively cleared. Complete selective clearing of
these areas. Clear all remaining dead, dying and
wind susceptible trees, except where a snag is
sound and serves habitat enhancement.
Section E -Clearing & Grubbing-Vegetation Management Manual of Aesthetic Design Practice

3.0 Integration with Adjacent Topography
Reflect the natural conditions of the adjacent terrain.
.I Avoid a constant width of grading.

- Feather the ends of the slope.
- Vary the angle of slope over the length of the
slope.
- provide a transition from the maximum angle
of slope to blend in with the adjacent site, with
warp typical of adjacent natural terrain.
- warp the slope to acknowledge drainage chan.
nels or "lay backs". Slopes will reflect angle
of repose of soil.
. Round the toe and top of slope,
- create "lay backs", where cut slope exceeds - provide a minimum radius of 3m at the top of
5 seconds in length at highway design speed. slope to blend the midpoint angle of slope to
The warp, width of mouth, and length should the adjacent undisturbed site.
be typical of adjacent natural terrain. - provide a minimum radius of 3m at the toe of
the slope to blend the midpoint angle of slope
to the adjacent undisturbed site.
Figure F-10
At natural drainage channels, blend the slope to create
'lay-backs'.
\
\
orslope
--
--
Figure F-ll
Typical feathering of the ends of a slope. Typical rounding at top and bottom of slope.

Section F Earthworks
.5 Berms
- Provide effective but attractive screening to
- Avoid erratic and monotonous screening of un-
sightly views.*
mitigate headlight glare.*'
- berms, specifically installed to mitigate head-

light glare, should be a minimum length of
- construct berms for a minimum length equal 60m and a maximum length equal to 10
to 0.5 seconds at highway design speed, and seconds at highway design speed.
a maximum length equal to 10 seconds at
highway design speed. - provide gaps between berms not exceeding
20m.
- warp side slope of berm, with a maximum
slope of 43,at a distance equal to 0.5 - warp side slope of berm with a maximum
seconds minimum, 5 seconds maximum, and slope of 4:1, at a distance equal to 0.5
3 seconds maximum at highway design speed. seconds minimum, and 3 seconds maximum
at highway design speed.
- vary the height of berm from a minimum 1.5117
above the finished grade elevation of the high- - vary the high point of the berm from a mini-
way. mum 1.5113above the finished grade elevation
of the highway, to a minimum 1.Em where
- provide gaps between berms not exceeding
commercial truck traffic predominates.
20m.
Integrate berm with adjacent terrain.
- vary the distance between the pavement edge

and the toe of the berm slope at a minimum
distance of 1Om.
- alternately, align the berm to not be parallel
with the road. Align berm 5 degrees mini-
mum, 15 degrees maximum off parallel, with
minimum curve radius between tangents of
5m.
- minimum width of warp at toe of slope should
be equal to 0.5 seconds at highway design
speed.
*<efertoALIGNMENT for appropriate location for berms
"refer to VEGETATION MANAGEMENT forcombined or allernele use

where these measures prove inadsquate.
. d= 60m nun i o s e c rnax &20m max ~
Figure F-28
Construct berms with a varying height, length and alignment to
avoid visual monotony.
Manual of Aesthetic Design Practice Section F - Earthworks

.6 Uphill Slopes .8 Avalanche Barriers
. Limit lengths of constant uphill slopes beside

the highway..
- Integrate avalanche barrier with adjacent ter-
rain.*
- warp the slope and/or create "laybacks" - blend ends of barrier into adjacent slopes.
where slope exceeds distance equal to 5 - feather the end of slope.
seconds at highway design speed.
- Warp slope to tie into existing grade at the end

of tangent.
- blend "lee" side slope with ditch bank slope to
give appearance of one contiguous slope.
- provide a warp, or varied slope, to the ''lee''
side of avalanche barriers which exceed 5
sec. in length. Maximum side slope should be
.7 Downhill Slopes 4:l. Minimum width of warp at toe of slope
should be 0.5 seconds or greater at highway
. Relax base standards for earthworks where cir- design speed.
cumstances warrant.
- consider use of retaining structures where Wfer above for transition of slopes at end, foe and top
earthwork required to meet grade is excessive
in scale.
- consider use of retaining structures where ex-
isting vegetation may be retained to screen
road and downhill earthworks.
- consider use of retaining wall to allow for
encroachment of vegetation for variety of
enclosure along roadside.
. .
Figure?-29
Blend the ends of the avalanche barrier into adiacent terrain.
'refer to REVEGETATtON for alternate methods ofproviding variety to Figure F-30

SioDes. Feather the toe and warp side slopes on the lee side of the
barrier.
-
Section F Earthworks Manual of Aesthetic Design Practice
.9 Retaining Structures
. Provide a consistent and visually clean sil-
houette at top of wall. (Applicable to upslope
and downslope conditions.)
- top of wall should follow natural terrain to be
retained, or reflect roll of natural terrain typical
to the region.'
- for cribbing construction, step elevation of
top of wall up or down in equal increments. elevation bollam 01 retaining wall is
veflicaliy parallello the road
- for poured in place construction, maintain
consistent top of wall, or alternately maintain
top of wall at constant slope, for distance Figure F-31
stated below. Elevation of typical retaining structure.
- irrespective of natural terrain to be retained.
avoid "roller-coaster" effect. Maintain step-
pinglsloping of wall up or down for a minimum
length equal to 0.5 seconds at highway design
speed. Constant sloped top of wall should
change from up to down slope with 5m mini-
mum radius.
- meet top of wall with fill for entire length of
wall.
- Fit bottom of wall to adjacent terrain. "(Ap-

plicable only to upslope conditions)
- parallel the bottom of wall elevation with that
of highway elevation. Seclion
- commence slope, at 4:1 maximum, at bottom
of wall l m in front of wall. **I
- wrap earthwork around the end of wall.
Grade earthwork from typical bottom of wall Figure F-32
elevation, commencing at a maximum of one- Section through typical retaining structure.
third of the total length of the wall, from the
end of the wall, at a maximum 3:l slope.
- at the end of wall, the earthwork should meet
the top of wall. Alternatively, if a no post traffic
barrier must be placed at the end of the wall,
the wall height should be equal and integrated
flush with the traffic barrier. Material may be
retained behind the traffic barrier.
'refer to REVEGETATION forrevegefafionat top of wall.
"refer lo HIGHWAY STRUCTURES for height of walls
*"*refer to REVEGETATION for revegetation at bonorn of retaining slruc-

lures.

.10 Bridges
- Screen the spring point of the bridge from the

approach angle of highway. Heighten the
dramatic relief once on the bridge.
- maintain cut as close as feasible to the road.
* Alternatively, visually open a view from the ap-

proach angle of the highway.
- grade so that the view is opened toward the

bridge.
- provide terrace for viewing of bridge commen-
-
surate to safety requirements. Provide a Create a terrace at bridge spring point.
terrace 15m minimum width, 20m minimum
length, at a maximum cross slope of 6%. This
will accommodate revegetation andlor future
possible pulloutirest area.
.11 Overpasses
* Accentuate intended silhouette of overpass

design.
- limit slope under a span to 2:l maximum,
feathering ends of slope to adjacent terrain.
- retaining devices should be integrated with ad-
jacent traffic barriers and tapered into
adjacent slopes.
.12 Interchanges
. .
* Treat ramps and adjacent terrain as one in-
tegrated form. Figure F-34
Emphasizedesign speed changes with earthworks.
- where applicable blend ramp slope into
retained pond, slough, and marsh, or created
retention basin.
- slope ramp side slopes at 4:l maximum.
- Emphasize decreasing or increasing design

speed of ramp.'
- flattenside slopes of ramp and ditches in

proportion to desired increase in speed.
- steepen side slopes of ramp and ditches in
proportion to desired decrease in speed.
- decrease the distance between the pavement
edge and the toe of berms in proportion to
desired decrease in speed.
'refer foALIGNMENT for maximum heights allowed wrlhinsight tfiangles

and distances.
-
Section F Earthworks Manual of Aesthetic Design Practice
.13 Roadside Facilities
Avoid ditches directly adjacent to roadside

facility access road, parking areas, and
walkways.
- preferably, align ditches to the facilities site

perimeter.
* Minimize the visual impact of ditches which

must appear adjacent to roads, parking areas,
and walkways.
- set back ditch top of slope 1.5m from edge of
pavement edge or walkway.
- maintain the minimum possible depth of ditch.
- width of ditch, measured from top of slope to
top of slope, should be six times the depth of
ditch.
- Eliminate ditches wherever possible.
- facilitate drainage over pavement.

- facilitate drainage by underground pipe or
drain.
- Facilitate access by the physically challenged to

site.
- maintain 20:l maximum slope for parking

areas, and internal roads. ~f
6-
- maintain 8:i maximum slope for curb ramps.
- maintain 2O:l maximum slope for primary Figure F-35
Align ditches at roadside facilities to be the least visible, usually at
walkways. Where required, primary walkways the site perimeter.
may be 12:1, with maximum distance between
landings 9m, landings minimum 3m in length.
A 920mm high rail on one side should be
provided.
- maintain 1O:l maximum slope for secondary
walkways (no rails, personal assistance).
- maintain 303 maximum slope for a 1.8m dis- Pedest~anlRecrealion
Area-
tance on all sides of picnic tables, seating,
and facility entrances.
* Emphasize desired road speeds and attention

to pedestrian/vehicle conflicts.
- maintain 600mm maximum height of vegeta-
tion above finished road elevation, within sight
triangles at the intersection of roads.
- maintain 300mm maximum height above
finished road elevation, within sight triangle at
Figure F-36
the intersection between roads and parking
Earthwork techniques can emphasize roadway speed limits and
areas and walkways. reduce pedestrianlvehicleconflicts.

2.0 Operational Safety Distances
Proposals for revegetation must recognize and maintain operational highway design
safety requirements.
.1 Maintain safety setbacks. .2 Maintain height restrictions within sight

triangle at intersections and sight distance
. Limit plantings of trees whose mature diameter areas.
exceeds 1OOrnm to the following setback distan.
ces. These setback distances can and should
be relaxed where retaining walls and traffic bar-
- Specify plant material whose mature height will
not exceed 600mm above the finished elevation
riers are proposed. of the highway within critical sight distance
90km/h or greater = 10m from pavement edge areas.
80-90 km/h = 7m from pavement edge
60 - 80km/h = 6m from pavement edge
60km/h or less = 2m from pavement edge
- Emphasize desired increase or decrease of

design speed by modifying tree setback dis-
tance accordingly.
- Maintain minimum vertical clearance of 5m over

pavement. Revegetation proposals should in-
corporate tree species with a natural branching
structure which can accommodate this require-
ment.
- Provide setbacks to treeline for special condi-

tions as follows:
passing distance to allow minimum pass-
ing sight distance at design speed 'refer to REVEGETATION and CLEARING AND GRUBBING for required
safety Setbacks.
signs minimum horizontal setback dis-
tance of 2m or as necessary so as
not to obscure reading of the sign
intersections distance required to respond and

react
driveways & minimum horizontal distance of 2m

access roads
rail crossings distance, measured from the

(uncontrolled) crossing of the minimum stopping
distance for the highway design
speed and, distance, measured
from the crossing, travelled by the
train equivalent to the interval re- SIGHT DISTANCES AT NON-SIGNALIZED CROSSINGS
quired for the vehicle to stop.
Railway Act Regulations for sight Figure G-2
distances must be adhered to. Vegetation within the area of sight triangles should be kept less
than 300 mm height above the level of pavement. Refer to the
Ministry of Transportation and Highways Landscape Policy.
Manual of Aesthetic Design Practice - -

Section G Revegetation Vegetation Management
- Screen unsightly land uses i.e.: (junkyards,
garbage dumps, quarries, and field
minimumwidth of enective
intraduced plant material
camps) where visible within 1.5km

from highway.
- provide a 20m minimum planted buffer of a
height and length necessary to screen the en.
tire groundplane of the site.
. Screen the parking areas and yard operations

of all other commercial businesses immediately
adjacent to the highway.
- provide a 3m width minimum of dense

evergreen vegetation, of a height necessary For unsightly land uses, provide a20m minimum planted buffer
to screen the groundplane of the commercial
business. Height should not exceed that
which would screen view of business sign
from the highway.
- Where no opportunity to screen unsightly view

exists, evaluate opportunity of providing attrac-
tive feature which diverts attention.
- open attractive views in the opposite direction.

- alternatively, provide exceptional plant display
with distinctive grasses, wildflowers,
groundcovers, and flowering shrubs within
right of way.
Figure G-11
For normal commercial business screen parking areas and yard
operations.
Figure G-9 Figure G-18

Typical screen between roadway and unsightly adjacent land use. Where screening of businessescannot be accomplished,
consider providing of alternate visual focus.

.3 Reflect natural vegetation habitat.
* Undulate the forest edge,
- avoid straight lines within planting pattern and

at planting edge.
- Fragment the forest edge by providing tree

clumps as transition to forest edges, on cut and
fill slopes, and as visual relief and landmarks in
open areas.
- provide a clump 10m minimum in diameter,
maintaining a distance between forest and
tree clump approximating the average dis- Figure G-21
tance occurring in natural vegetation. Fragment the lorest edge
- provide a distance of 10m minimum where
naturally occurring fragmentation of forest
does not occur.
* Feather the forest edge.

- reflect the natural gradation of forest edge (eg,
from forbs and grasses, and shrubs, through
pioneer trees, to mature forest). Plan! any one
area at 3m minimum width.
- where slope exceeds 3:1 begin feathering of
forest edge 1m beyond rounding of slope.
.4 Specify plant material which is hardy and

fast growing, drought, salt, pollution and
wind tolerant, requires low maintenance,
and establishes quickly.
Figure G-22
Feather the forest edge.
Native plant material is generally preferable in
rural conditions.
- native plant material, typical to region,
provides best selection of material to meet
local conditions.
- Plant native plants to minimize maintenance.
- plant in masses, limit number of species to

five.
Figure G-23
Revegetationshould create a transition from grasses through to
mature trees.

1.0 Aesthetic Classification System
Select appearance standards for structures in accordance with the Aesthetic

Classification of the highway.
Summary of Roadway Structure Guidelines by Aesthetic Classification
Parkway Tourway Baseline Highway
Bridges, overpasses, curvilinear form, colour to curve and tangent form, economical form, colour,
avalanche sheds and match natural setting, colour to match natural set- texture, minimum spans,
tunnels highly textured finish, ting, moderate use of tex- minimum detail, mini-
highly detailed, "see- ture, moderately detailed, mum accents, minimum
through handrail, accents "see-through" handrail, lighting.
and decorative lighting. some accents and decora-
tive lighting.
Retaining walls curvilinear form, colour to curve and tangent form, angular form, economi-
match natural setting, colour to match natural set- cal colour and texture,
heavily textured, highly ting, moderately textured, minimum detailing,
detailed, custom designed moderately detailed, cus- simple custom design
handrail where required. tom designed handrail handrail where required.
where required.
Traffic barriers absolute minimum amount, "see-through" type pre- minimum amount,
"see-through" type ferred in view areas, stan- economical type, colour
preferred, custom colour dard colour and finish. and finish.
and finish.
Safety handrail custom design, material to custom design, economical basic design, economical
reflect local theme, custom material, custom finish. material with basic finish.
colour and finish.
ible H-1
Summary of Guidelines for Roadway Structures. This summary is based on definitions developed in Section B - Aesthetic Classification
System. More detailed guidelines are outlined in Section H-10
-
Section H Roadway Structures Manual of Aesthetic Design Practice
- Design accent features at the entrance and mid-
point of major structures:
* Lighting of major structures can take innovative
forms:
- gateposts or similar features can mark the - incorporate lighting designs to be integral with
entrance to major bridges. the design of the structure - avoid add-on light-
- arches can provide spectacular entrances to ing standards.
tunnels or avalanche sheds. - ensure that fixtures on structures are low
glare - especially if close to the driver's field of
vision.
- consider accent lighting of structures, either
by uplighting or by suspended lights, to create
nighttime landmarks.
Guidelines by Aesthetic Classification for Bridges, Overpasses, Avalanche Sheds and Tunnels
Form curvilinear form, with arch curve and tangent form, simple structural form,
spans or innovative struc- with curved flares at minimum odd number of
tures column tops, CUNed skirts spans
Colour (may be accent colour to match natural set- same as for Parkway economical colour of
colour if landmark is ting, eg. coloured concrete construction material eg.
desired) or painted metal natural concrete
Texture highly textured, eg. stone, medium texture, eg. ex- economical texture, eg,
barnboard concrete, ribbed posed aggregate concrete, rubbed finish concrete
or bush hammered finish, sand blasted concrete
or other rustification
Level of Detailing highly detailed, small moderately detailed, some simple articulation, little
repeating panels repeating patterns detail
Accents design accents to entran- same as for Parkway, but minimum design accents
ces and midspan smaller scale.
Handrailfkaffic Barrier custom design, highly custom design, moderately "see-through" or solid,
detailed, "see-through'' detailed, semi-open. economical
Bridge Slope Protec- highly textured finish, e.g. moderately textured finish, economical paved finish
tion rubble or cobble paving e.g. exposed aggregate or revegetation of non-
concrete, precast pavers. visible areas
Recreation amenities trail access to local fea- same as for Parkway no special recreation
tures, pullout to access amenities unless condi-
trail and view structure tions warrant
Decorative Lighting provide decorative lighting same as for Parkway economical or no
of visible structure decorative lighting
ible H-2
Jidelines by Aesthetic Classificationfor Bridges, Overpasses, Avalanche Sheds and Tunnels

Section H Roadway Structures
- Provide for drainage and landscape at the top
and bottom of the wall:
* Avoid use of handrail on walls except where
necessitated by public access to the top of the
wall:
- backfill slopes should not exceed 2 1 for
revegetation. - consider creating a handrail/balustradeby ver-
- drainage at base of upslope walls should be
tically extending the wall structure.
piped, to avoid the appearance of a ditch at - design handrails in concelt with the wall using
the base of the wall. similar or complementary materials. Avoid add-
- allow for landscape installation at the top and on standard handrail details, as these will look
bottom of the wall, to reduce the visual height out of place on top of a wall.
of the wall.
* Design guidelines by Aesthetic Classification for
retaining walls are shown in Table H-3.
Guidelines by Aesthetic Classification for Retaining Wails

Form curvilinear form, both curve and tangent form, angular form.
horizontal and vertical. both horizontaland vertical.
Colour match to natural setting same economical colour of

e.g. coloured concrete. material e.g. natural con-
crete.
Texture highly textured, e.g. stone, moderately textured, e.g. economical texture, e.g.
barnboard concrete, ribbed sand blasted concrete, ex- rubbed finish concrete,
or bushammered concrete, posed aggregate concrete. galvanized bin wall.
or other rustification. Bin Bin wall with textured con-
wall with textured concrete crete veneer.
veneer.
Level of Detailing highly detailed. moderately detailed. simple detailing.
Accents includes accent pilasters, moderate use of accents. no use of accents.

arches and cap.
Handrail custom design, highly custom design, moderately simple design, paint
decorative. decorative. finish minimum.
ible H-3
Guidelines by Aesthetic Classificationfor Retaining Walls

* Bicycle routes can be developed in different for.
mats and should be implemented as
appropriate for each circumstance.
- for Tourway and Parkway highway develop-
ment consideration should be given to sepa-
rate bikepath alignments if policy and funding
permits.
- for baseline highway developments where
shoulder bicycle routes are most appropriate
consider providing intermittent sections of lOcm width
Soiid while lane marking
separate bikepath alignments to create visual
interest.
Figure H-34
Asrnooth paved shoulder along rural highways can be signed as
a bicycle route.
~ 3.6M
Traiiic Lane
+Paved
2Ocm widlh
solid white lane marking /
Figure H-35
Bike lanes have preferential use for cyclists.
1.5 M one way

or
2.4 M iwo way
4.0 M
+ Separalion from highway
rnayvaly 1.5 M min.
bike lane
.
Figure H-33 Figure H-36

With the Shared Roadway alignment motorists and bicyclists Bike paths with separate alignment are preferable in Toutway and
share the same lanes. Parkway situations.

.7 Safety Handrail
- Basic design requirements for safety handrail
- Design handrails for bridges and walls as an in-
tegral part of the design of the bridge or wall,
above a slope or vertical drop exceeding 1 5 1
are as per National Building Code, which re-
quires that:
not as a standard detail.
- Minimize the use of safety handrail, using it only

when:
- handrails be non-climbable
- and that a lOOmm diameter spherical object
will not pass through the handrail.
- pedestrians may be adjacent to the drop.
f Handrail requirements for physically challenged
- and the drop is 2:l or steeper, with the height
of drop exceeding 2m. in roadside facilities, are in addition to the above.
- or the drop is steeper than 1.5 :1, and ex-
ceeds a height of 450mm.
- Design handrails to be pleasant to the touch
- top rail should be smooth, rounded, and free

* Basic design requirements for safety handrail of slivers or vertical interruptions to a hand-
above a slope 2:1 or steeper if height of drop ex- hold.
ceeds 2m are: - top rail should have rounded corners at end of
railing. Avoid angular changes in direction on
height 1067mm the top rail.
space between horizontal members 450mm
space between vertical members with - avoid use of chain link fencing for handrails
continuous horizontal bars
space between vertical members
without horizontal bars
3000mm
lOOmm
- Design guidelines by Aesthetic Classification for
safety handrails are shown in Table H-5.
* Consider custom design of handrail to respond

to its proposed site and region.
- use materials or design form prevalent in the

region or locale e.g. timber, nautical theme,
marsh theme.
Guidelines by Aesthetic Classification for Safety Handrails
Parkway Toulway Baseline Highway

Form custom design custom design simple' design, standard
adapted to conditions
and adjacent structures
Material timber, metal, or alternate same as for Parkway metal pipe rail, radius
decorative materials ends
Coiour custom colour or finish custom colour painted, neutral colour to
blend with adjacent
natural setting
I
Table H-5
Guidelines by Aesthetic Classification for Safety Handrails

1.O Provincial Roadside Facility Program
A Provincial Roadside Facility Program is in place, including a Provincial Master

Development Plan, and RegionaVDistrict Implementation Plan for Roadside Facilities.
.1 The Provincial Roadside Facility Master .3On-going coordination of provincial and

Development Plan identifies the following: local plans will be to create a
comprehensive and evolving Provincial
. Current inventory of facilities Roadside Facility Program.
- A spacing plan for roadside facilities, including
recommendationsfor additions, deletions, and
.4Planning for location and site selection of
upgrading of safety rest areas. roadside facilities for new highways will be
- Design guidelines and standards for features

common to roadside facilities.
performed concurrently with alignment
design.
.2 Regional and District Implementation

Programs include:
- A review of potential roadside facility sites.
- A site selection process, which will include

preliminary conceptual design for alternate
sites, and a documentation of rationale for selec-
tion of preferred sites.
Capital cost estimates for construction of road-

side facilities, and recommended priorities and
time lines for financing and construction.
-
Section I Roadside Facilities Manual of Aesthetic Design Practice
2.0 Definitions of Roadside Facility Types
Identify proposed roadside facilities as one of Safety Rest Area - Class A, B,or C, or
Pullout as defined below.
.I Safety Rest Areas .2 Pullouts
Safety Rest Areas in B.C. will be one of three classes as Pullouts are widenings of the road shoulder to allow short
outlined below: term stops for up to three vehicles per pullout. Pullouts may
often be at minor views or points of interest. Facilities at
Safety Rest Area Class A- pullouts may include:
information or interpretive signage
Class A Safety Rest Areas will be major full service facilities * litter receptacles
on major tourist routes in the province. Features will include:
* safety handrails
permanent building
- flush toilet facilities and wash basins
. pullouts do not have toilet facilities
. minimum 2 men's, 3 women's units
. various other rest area amenities
Safety Rest Area Class B-
Class B Safety Rest Areas will be smaller facilities, includ-
ing:
small toilet building(s)
. one or two units minimum for menlwomen.
. toilets to be water or chemical flush type.
. other amenities as site allows
Safety Rest Area Class C-
Class C Safety Rest Areas will have a minimum level of
facilities in remote, low use areas only, including:
. Pit toilets, or chemical vault privies
. no potable water supply
. litter receptacles
- minimum of other amenities

Section I Roadside Facilities
3.0 Aesthetic Classification System and Roadside Facilities
Select spacing and appearance standards for roadside facilities in accordance with the
Aesthetic Classification of the highway.
.I Section B of this report introduces an

Aesthetic Classification System which
provides for all roads in B.C. to be
categorized as one of:
. Baseline Highway
Tourway
* Parkway
Table I-1 Summarizes the recommended frequency of

various roadside facilities for the above classes of highway.
Refer to Part 4 of this Section for more detailed standards.
Typical Frequency of Roadside Facilities

Safety Rest Area, 1 perhour 1 per hour 1 per hour if no other

Class A stops with public wash-
rooms exist.
Safety Rest Area, 1 - 3 per hour 1 - 3 per hour if, and where, significant
Class B or C views or points of inter-
est exist.
Pullout 6 per hour'or as conditions 3 - 6 per hour* or as condi- where conditions warrant
warrant tions warrant
Total opportunities to 8 - 10'' on two-lane high- 5 - lo** on two-lane high- minimum 1 per hour
stop per hour ways, 2 - 5 on freeways ways, 2 - 5 on freeways
- * regularly spaced pullouts may not be applicable to high speed 4-lane or freeway situations. However, provision for safe
stopping by vehicles should be provided where attractive views exist along the freeway, so that motorists making
unsanctioned stops do not present a hazard.
. ** quantity of stop opportunities may be reduced if other public washroom facilities or stop opportunities exist along the
route e.g, commercial service station, restaurants, public park. Areas which are exclusive to the general public do not
qualify as stop opportunities e.g. private resorts, commercial tourist attractions.
ible 1-1
Typical Frequency of Roadside Facilities
-
4.0 Roadside Facility Spacing Plan
Prepare a roadside facility spacing plan which identifies the approximate distribution of
roadside facilities along each highway route.
.I Roadside facilities will be considered for .3 Spacing and frequency of roadside

all limited access highway developments facilities will follow the above guidelines, as
outside municipal boundaries (villages, augmented by the considerations below:
towns, cities) in the province.
- Utilities
.2 Use Table 1-1 as a guide to the - Are utility services available or feasible for the
approximate frequency of various types of roadside facility? Water supply? Wastewater
roadside facility in different highway disposal? Electrical?
aesthetic classifications.
* Traffic Type
- Safety Rest Areas, Class A should generally
occur within an interval of 1 hour driving time
- What mix of traffic type is on the highway?
Commercial / Recreational/Commuter ?
(approximately 80 km).
* Spacing & Volume
- This spacing will be affectedby the availability
of other rest areas, existing community or -What frequency, mix of types and spacing of
commercial facilities, available sites, and roadside facilities will be required?
other uses to be combined with the rest area. - How does this relate to existing roadside
- The maximum spacing between opportunities facilities along the route, including those out-
for motorists to access a rest facility (private side of the province?
or public) should not exceed 100 km. - What services might be provided by existing
- Safety Rest Areas, Class B or C should

communities or commercial developments
readily accessible to the motorist?
generally be located where the setting or oppor-
tunity dictates, with an objective of between one
and three such facilities per hour along
- Tourism
Parkways and Touiways. - What demands or opportunities are there for

tourist information along the route?
- Pullouts should be located where conditions
warrant, with an objective of six pullouts per
- Can roadside tourism information facilities be
located to provide the best tourism advantage
eg. just prior to attractions or communities?
hour on Parkways, and three to six per hour on
Touiways. - Maintenance
- pullouts may not be appropriate in high speed
- Can a high level of maintenance of the road-
four lane highways, but in these cases a prac-
side facility be provided?
tical means of providing safe stopping loca-
tions at minor viewpoints or recreation
- Is the site reasonably accessible to main-
tenance contractors or personnel, to provide
attractions must be given, so that the traffic
regular and economical maintenance?
which stops does not create a hazard. Paved
shoulders may meet this requirement. Where
paved shoulders are not provided, then some
form of pullout would be necessary at key
- Quality of Service
points. - What quality of service may be provided at the

roadside facility? Flush toilets?
- Can a rest area be combined with a scenic
viewpoint, or with a high amenity site eg.
waterfront?
- Can a rest area also accommodate other
facilities, eg. weigh scales

5.0 Roadside Facility Site Selection Process
Complete a site selection process which incorporates roadside facility programming,

conceptual plans of alternate sites, and objective means of site selection.
.1 Write an outline facility program for each

* The facility program should list the objectives,
highway facility.
components, functional requirements and
- Table 1-2 provides a guideline for such a pro-
capacity of the required facilities.
gram for safety rest areas and pullouts. - Review existing and proposed private sector or
- Adapt the guidelines given in Table 1-2 to reflect
the needs and priorities of the route and the
other facilities along the route to ensure that
highways facilities will not duplicate those al-
Safety Rest Area Safety Rest Area Pullout

Class A Class B or C
Separation from high. landscaped island, c/w landscaped island, clw optional separation is-
way lanes solid screen of vegetation semi-transparent screen of land
and/or earthworks vegetation and/or
earthworks
Form of parking two areas, one each for one area, parallel oversize short term parallel park-
truckloversize and pas- parking, angle car parking ing only
senger car
Capacity of parking as required, maximum 60 as required, maximum 30 3 vehicles, parallel park-
cars, 20 oversize cars, 10 oversize ing
Finish of parking paved, curb, underground paved, with one of curb, paved, surface drainage,
storm drainage wheel stop or posts to effective separation of
separate vehicle and vehicular and pedestrian
pedestrian areas, limited areas if pedestrian areas
underground storm are included
drainage
Washrooms flush toilets, washbasins water or chemical flush N/A
toilets to health inspector's
approval
Pedestrian Circulation primary, secondary and ter- primary and secondary in accordance with need
tiary walk system walk system minimum and opportunity
Picnic area mandatory optional, only in areas with N/A
wash basins
Food concessions optional - only i f per- N/A N/A
manently staffed by non-
highways personnel, by
written contract
(cont'd on next page)
ble 1-2
iideline Facility Program
-
S a fe ty Rest Area Safety R est Area Pullout
Class A Class B or c
Interpretive facilities in permanent building@), permanent outdoor sig- permanent outdoor sign-
and permanent outdoor nage to MTH approval ing to MTH approval if
signage to MTH approval applicable
Tourist information in permanent buildings, permanent outdoor sig- permanent outdoor sig-
and permanent outdoor nage to MTH approval nage to MTH approval if
signage to MTH approval applicable
(no outlets for pamphlet
distribution should beout of
doors)
Building design custom architectural standard MTH design NIA
design, exterior to respond
to site and regional influen-
ces, floor plan similar to
MTH standard design
Telephone accessible 24 hours a day, free standing kiosk i f NIA
inside or outside building, telephone utility available
undergrounddistribution on highway, underground
distribution
Electrical supply and light parking areas and light privy area and interior NIA
lighting building area, low height if power available on the
decorative fixtures, under- highway, fixtures on privy
ground distribution building, underground dis-
tribution
Water supply potable water to buildings, potable water supply if NIA

drinking fountain, public available
tap, and irrigation system -
supply by well or alternate
to health inspector's ap-
proval
Wastewater disposal septic field or alternate to septic field or pump-out N/A

health inspector's approval privies for Class B, pit
privies for Class C, all to
health inspector's approval
Litter control provide litter containers dis- provide litter containers ad- provide litter container
tributed along pathways, jacent to parking areas and and program for regular
with central collection picnic area, accessible for litter pickup
depot in screened location garbage collection
separate from public areas
Pet exercise area separate from foodlpicnic NIA NIA
area and building
Other features to con- sani-dump, culturallhistori- culturallhistorical markers, culturallhistorical

sider if demand war- cal exhibits, benchedseat- viewing decks markers
rants ing areas, flower
gardenslshrub display,
telescopes, playground
Other facilities which viewpoint, information NIA NIA

may be combined areas, weigh scales, toll
plaza (nearby), access to
secondary road
Table 1-2 (cont'd)

.2 Collect base data for each route, at a .3 Select candidate sites.
scale and detail adequate to allow
identification of potential roadside facility - The emphasis in roadside facility planning and
location should be on selecting the highest
sites (e.g. 1:5000). Data collected should
quality site possible.
include:
- topography and physical features

- Primary considerations in the site selection
process should be:
- vegetation pattern
- water features and drainage patterns - site amenity, including views, attractive vegeta-
- viewpoints accessible from the highway tion, and water features or other recreational
- historical and cultural attractions along the amenities if available
route - available utilities if required eg. availability of
- interpretive opportunities along the route water, and appropriate methods of waste-
- recreation opportunities along the route water disposal
- soil and geotechnical patterns, hazard zones - reasonable adherence to the intent of spacing
- cadastral information and general ownership plans
status and land use - adequate size and terrain to accommodate
- Agricultural Land Reserve boundaries programmed uses, and for reasonable access
and geometrics. In high speed four lane
- utility services available along the route
developments, space from the nearest inter-
- To limit data gathering expense for Baseline
Aesthetic Class highways, it may be feasible to
change to the ramps for a roadside facility
should be 1.6 km minimum, unless the road-
side facility is serviced by the interchange
limit data collection to study areas identified by - limited impact on environmental quality, or en-
the roadside facility spacing plan created earlier. vironmentally sensitive areas
- freedom from unsurmountable physical con-
straints of soil stability / geotechnical condi-
tions, groundwater, geological or climatic
hazards
- reasonable land acquisition costs and owner
co-operation. Compatibility and good separa-
tion from adjacent uses
- Take advantage of unique site opportunities to

create memorable facilities, eg.
- changes in vegetation communities

- interesting landforms or topography
- water features
- historical or cultural features
- nature interpretation opportunities
.4 Field visit candidate sites.

- It is imperative that designers/ planners visit
candidate sites to assess attributes and oppor-
tunities.
- It may be possible to limit the number of can-

didate sites to a reasonable quantity for further
investigation, based on the field visit.
~~
-
.5 Conduct thorough site analysis of each .7 Determine each candidate site's
remaining candidate site indicating physical availability of utility services, including:
features and unique aesthetic qualities
including: - water
- wastewater disposal
- electrical
- slopes
- telephone
- physical features / topography
- climatic and microclimate considerations
- soil and geotechnical considerations .8 Compare candidate sites by objective
- drainage patterns means, including:
- utilities / services available
- obtain base data at 1 :lo00 scale to allow as-
- relative capital cost
sessment of site features indicating:
- relative maintenance cost
legal survey and existing utility infor - relative range of facilities offered
mation - relative attractiveness to users
' - relative environmental impact
existing contours at an interval of l m
- relative contribution to the highway aesthetic
or smaller
experience
survey of existing vegetation - compatibility with staging plan
- perceived cost benefit
.6 Produce functional relationship diagram,
access alignment study, and design .9 Select preferred sites.
concept for each candidate site.
- if no sites appear to be large enough to ac-
commodate all required elements, consider an
* Functional relationship diagrams (bubble or additional location, i.e increase frequency of
schematic plans) allow the planner to envision rest areas.
how the site might be developed in the coarsest - sites selected may include rest areas, view-
sense. points, information areas, and pullouts as
- Several different bubble diagrams might be at-

tempted for each site, to assess the capability
identified in the spacing plan.
.I 0 Document the base data generated,

of the site.
alternatives considered, and rationale for
- Record any special problems or opportunities the selection made.
which become evident as a result of the func-
tional relationship diagrams. - Pass information on to detail design team if dif-
ferent than the site selection team.
Select the most promising relationship diagram,
and proceed with road alignment geometry
studies.
- determine whether reasonable horizontal and
vertical curves can access the site.
- keep in mind that roadside facilities are a slow
speed environment, and that highway stand-
ard geometrics need not rigidly apply.
- Proceed to add the proposed siting of buildings,

parking, pedestrian walk systems, and picnic
areas or other facilities as identified by the pro-
gram. Refine these into an overall design
concept for the site.

6.0 Roadside Facility Design Process
Design and develop roadside facilities with attention to detail appropriate to the close
inspection which the facility will receive.
- Roadside facility design must pay attention to

an additional level of detail not appropriate to
* Designer should complete detailed on-site
analysis of:
highway design.
- views and vistas
- roadside facilities are unique in highway plan- - site character
ning as they are subject to viewing at either - health and type of existing vegetation
low traffic speed or by pedestrians - existing slopes, topography and drainage
- preservation of existing site character and - potential trail routings
response to aesthetic opportunities is impera- - existing microclimate areas
tive - existing wildlife
- the scale of the final facility relates to the - other site features
pedestrian and is thereby more intimate than
highway scale. The design process must * Specialized studies should be completed on:
reflect the increased level of detailed decision.
making required. - soil suitability, for
- The site planning and design process to ad-
dress this level of detail can be summarized as
'
bearing capacity, use as fill
' landscape topsoil
follows:
' sewage disposal suitability
.1 Complete detail survey and site analysis: - water supply, for
- Scale 1:250
" groundwater assessments or test
wells
* Contour interval 0.5m geodetic ' discussions with adjacent

municipalities or regional districts re
Survey should locate elements marked in the water supply
field by the designer, eg.: - properly acquisition issues, eg.
- tree groupings or individual trees legal boundaries

- rock outcrops
' easements and other encumbrances
- water features
- historical features ' appraised value
- existing trails
owner attitude towards disposition
- environmental issues, eg
wildlife habitat
* sensitive environmental areas
* Document these detailed site analyses for use

by the design and construction team.
Section I -Roadside Facilities Manual of Aesthetic Design Practice

.4 Complete preliminary detail design of .6 Complete preliminary building and utility
road/parking area alignment and grades: layouts.
- Meet the decelerationlacceleration and sight dis-

tance requirements of the highway.
- Building
-
- Relate to freeway profiles with access ramps.
produce general concept of building floorplan
and elevations.
- produce detailed site plan and grading plan
* Provide a visually interesting entrance to the for the area immediately around the building.
facility
- determine how existing vegetation can be

- Water
- mark location of well or other water supply on

used to advantage.
site plan.
- align roads and design grades to save desired
existing vegetation and site features. - design schematic distribution system, allowing
- plan drainage patterns to minimize the for irrigation supply connections if applicable,
and avoiding trees and landscape features to
amount and depth of ditches along entrance
remain with pipe routings.
ramps.
- provide a preduct plan to guide the installation
- Reduce visual scale of parking areas as much
as possible.
of sleeves for future irrigation if applicable.
This will require a conceptual layout of the ir-
rigation system.
- screen parking areas from highway
- leave islands of native or planted landscape
- Wastewater
and berms within larger parking areas, to - locate septic fields in conjunction with the
break down the expanse of pavement into overall site plan
small spaces.
- for rest areas produce a conceptual under- eg. locate septic fields under picnic
ground drainage plan, showing location of or open play areas.
drain inlets and storm collection system and
outfalls. Co-ordinate this with vegetation and consider splitting a large septic field
features to remain. into two smaller fields separated by
existing vegetation, to avoid an over.
- Produce a contour plan of the roadway and
parking area and environs, showing the integra- -
size clearing.
route sewer pipe around trees/features to
tion of the access roads and parking into the remain.
site. - consider required maintenance access routes
to facilities i.e. sewage tank or pumpout -
these could be combined with walkway align-
.5 Complete preliminary grading plans for ments to avoid unnecessary pavement or site
overall site. disruption.
* Extend the grading design exercise throughout - Electrical & Telephone

the balance of the facility site.
- locate pole drop in a low visibility location - not
- identify areas to be saved as no cutlno fill in a viewing area.
areas. - provide underground distribution throughout at
- produce contour plans around building, picnic rest areas or viewpointlinformationareas.
area, walkways, and other facilities. - route distribution around landscape features
- identify drainage pattern and any necessary to remain.
underground storm drainage.
- Note that overall site grading may identify some

problems which require refinement to the park-
ing areas or access road grading.

.7 Cost estimating .9 Field Reviews During Construction
- Produce detailed cost estimates for: * Provide field review and contract administration
services during construction as required by the
- landcost scope of the construction.
- capital cost
- maintenance and operation cost * Field review services should include:
- Confirm that budget has been allocated. - flagging of existing vegetationlfeatures to

remain.
* Confirm that costs are affordable within allo- - confirmation of protective fencing around
cated budget. same.
- field review during selective clearing opera-
. Select priorities to bring project within approved
-
tions.
field reviews during rough grading.
budget. - review of final rough grade prior to spreading
topsoil.
.8 Working Drawings and Specifications - review of topsoil placement.
- On approval of detail design and related

budgets, prepare working drawings including
-
-
review of selective pruning.
review of imported plant materials at the nurs-
ery.
- review of planting and tree staking in the field
the following:
- hydrostatic tests and pipe bedding review for
- site layout plans irrigation.
- site grading plans - coverage review for irrigation.
- site utilities - review for substantial performance.
- planting and vegetation management plans - review@)for maintenance performance.
- irrigation plans (if applicable) - review for final performance.
- road and utility profiles
- architectural plans, elevations and details for
buildings and structures
- construction details as required
- Produce written specifications and Special

Provisions:
- Invitation to Tender
- Instructions to Bidders
- Form of Tender
- Form of Contract
- Supplementary General Conditions
- Technical specifications
-
-
Page 142 Ministrv of Transoortation & Hiahwavs -~
7.0 Use of Professionals
Regional Managers are encouraged to appoint the appropriate specialist disciplines to

the planning and design of roadside facilities.
.1 The professionals involved and their

associated duties should include:
- Landscape Architect as project coordinator,

and responsible for overall planning and design,
site working and grading drawings, and field
reviews.
* Civil Engineer for utility supply, and detailed

design of roadway and utility systems, and bulk
fill and excavation aspects.
* Architect for design of buildings and overhead

structures. The Architect may be supplemented
by mechanical, structural and electrical en-
gineers in detailing of proposed site buildings.
* Environmental Specialist for assessment of

the implications of development for adjacent
waterbodies, fisheries, and wildlife.
.2 Appointment of Landscape Architects to

the project should be at the earliest
possible date during the alignment studies
for new highways. This early appointment
will allow roadside facility design to go in
tandem with highway design.
Manual of Aesthetic Design Practice Section I -Roadside Facilities

8.0 Summary of Roadside Facility Planning and Design Method
.I The Site Selection Process for rest areas .2 The Detail Design and Construction
should include: Process for rest areas should include:
- Spacing analysis. - Detail survey of rest area site, with 0.5 m con-
- Base data collection of topography, vegetation,

cadastrals, soils, visual analysis, airphotos for
tours, and location of special elements marked
in the field by the designer (eg. existing trees,
rock outcroppings, water features, historical fea-
study area. tures, trails, etc.)
- Identify candidate sites. - Refinement of schematic concept diagrams to

respond to detail survey.
*
-
Field visit candidate sites.
Analyze candidate site qualities.

- Field review of schematic concept by the
designer.
- Produce schematic concept diagrams for can-

didate sites.
Preliminary design of roadlparking area align-
ments and grades. Road grades should relate
to both the proposed freeway profiles, and exist-
* Determine availability of water, wastewater dis- ing topography, using the contour method.
posal, and electrical, by on site means or
connections to municipal systems. * Preliminary grading design of the overall site.
This will allow for relation of proposed buildings,
* Compare candidate sites by objective means. picnic areas, and landforms to existing topog-
raphy and to proposed roadways.
- Select preferred site(s)
-
- Document site selection process, and make
available all base data to rest area designers.
Preliminary utility and building layouts. These
should address the extent of underground storm
drainage and ditches, location of wells and sep-
tic field, routing of electrical supply, and siting
of buildings in relation to grades.
* Cost estimates and confirmation of budget and

scope of project.
* Working drawings to include site layout, site

grading, site utilities, planting, irrigation (if ap-
plicable), road and utility profiles, architectural
plans for buildings and structures, construction
details and specifications.
* Field reviews during construction, by the desig-

ner of the rest area, to encourage adherence to
the intent of the design and specifications. This
could be supplemental to the administration of
the Field Engineer.
-
1.O Scale of Structure
Specify structures, which will be of an appropriate scale and proportion, and which will
compliment the design speed, and the scale of the highway.
.I Adjust the height and proportion of utility

structures, recognizing that a structure
gains in physical prominence as design
speeds decrease.
.2 Adjust the height of light standards to

compliment the scale of the highway and
adjacent existing vegetation.
* Light standard height should not exceed dimen-

sion of the pavement width, where such height
limits are feasible.
Section J -Above Ground Utilities Manual of Aesthetic Design Practice

.4 Minimize the number of utility structures.
Use the widest practical spacing between fix

tures, commensurate with height of standard
and uniformity requirements.
- Combine lighting standards and other power

poles into a shared pole facility.
- Use other highway structures such as retaining

walls and exposed cliff faces, and bridge and
overpass infrastructure as replacements for light
standards.
Figure J-4
Locate poles and standards on curve and/or tangent to side of
road away from signiiicant views.
Figure J:5
Locate poles and standards to the inside curve, where views are
equal.
slandardslpoles are located to Outside
Figure J-6
When views along tangents are equal, locate standards and
poles to the side opposite the approaching curve's predominant
view.
-
Section J Above Ground Utilities Manual of Aesthetic Design Practice
3.0 Integration with Adjacent Vegetation and Earthwork
Integrate utility structures with adjacent landscapes and the characteristics of the
region in which they are found.
.1 integrate lighting standards and power .3 Parkway and Tourway lighting structures
and telephone poles with adjacent should be a colour which is responsive to
vegetation. the characteristics of the region in which
- Where clearing and grubbing of trees is re-

quired to accommodate utility structures provide
they are found.
* Respond to colour characteristicsof the region.

the minimum setback distance allowed. Suggested colours might be:
- Use existing and planted trees as backdrops to

utility structures which must be placed at road-
- medium khaki green or warm grey for forested
backdrop.
side. - medium khaki green or warm grey for wetland
backdrop.
.2 Integrate lighting standards and power - light khaki green or warm grey for grassland
backdrop.
and telephone poles with adjacent
earthwork. - The colour of lighting structures should be stand-
- Investigate opportunities of attaching utility lines

to cliff faces in confined places, or to avoid
ardized along a route.
obstruction of views
- Locate utility lines along a cliff top, rather than

running lines over the cliff top.
* Where utility lines must follow topography which

creates a silhouette of the line against the hori-
zon, locate lines behind a vegetative screen of
10m minimum width.
retain vegetation a1 front 01 poles
. ... .. ... ...

Figure J-7 Figure J-8
Consider attaching utility lines to cliff faces. Locate lines behind a vegetative screen where lines must follow
topography.
Manual of Aesthetic Design Practice Section J -Above Ground Utilities

4.0 Type, Placement, and Level of Illumination.
Determine the type, placement, and level of illumination to facilitate safe and aesthetic
night driving.
.I Minimize glare upon entering lit highway place smaller signs on

segments from unlit segments, and larger boards lo equal
width of larger Sign
between suburban and rural areas.
all signs are equal in width
* Diminish the spacing between light standards
until typical spacing is achieved, so as to diffuse
the sudden glare upon entering lit areas.
lighling bar equal length
- Utilize 'reduced glare' or 'sharp cut-off fixtures

in transition areas between unlit and lit zones.
10 cgns
.2 Minimize the glare or visual nuisance of

highly lit highway segments to adjoining
residences. Lighting for signage should match the length, scale and colour of
the sign.
Provide a treed screen of 1Om minimum width

between affected residences and highway light-
ing.
.3Provide adequate and complementary

scaled lighting for signs.
Signs not adequately visible by fluorescence

should be lit by attached overhead light, match-
ing the length, scale and colour of the sign.
.4Provide both safe and functional lighting

of all highway facilities.
- Light all parking areas, typical to illumination of
urban parking areas.
- Light immediate exterior area of all structures

within roadside facility areas, at an adequate
level to safeguard against vandalism of property
and attack on facility user.
Note: The type and level of illumination chosen is condition-
al with economics. Type and level of illumination must first
be commensurate to safety and functional requirement.
-
Section J Above Ground Utilities Manual of Aesthetic Design Practice
. U.S. Department of Transportation, Federal Highway
Administration, Bureau of Land Management, and
Colorado Highways, Colorado 1-70 Scenic Lands:
PreservingIEnhancing the Visibility from
Interstate 70 of National Resource Lands in
Colorado, Washington D.C., 1975.
. Administration,
US. Department of Transportation, Federal Highway
1-70: In A Mountain Environment,
Vail Pass, Colorado, prepared by Colorado
Department of Highways, 1978.
3 US. Department of Transportation, Federal Highway
Administration, Safety Rest Area: Operations and
Maintenance, prepared by Arizona Department of
Transportation, Washington D.C., 1980.
. US. Department of Transportation, Federal Highway
Administration, Safety Rest Area: Planning ,
Location, and Design, prepared by Minnesota
Department of Transportation, Washington D.C.,
1981.
. US. Department of Transportation, Federal Highway
Administration, Visual Values for the Highway
User: An Engineer’s Workbook, prepared by
Hornbeck, P. and Okerlund Jr., G., Washington,
D.C., 1973.
. Yeomans, W.C., Landscape Architecture and the
Visual Resource, sponsored by Environment and
Land Use Committee Secretarcat, Victoria, British
Columbia, 1975.
References Manual of Aesthetic Design Practice

.......................... 26 Figure D-16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 36
urvilinear alignment, varying veg Do not encroach on water bodies closer than 7.5 metres.
setbacks, rounded slopes This roadway would be better with a vegetated buffer
between it and the river.
Figure C-25 . . . . . . . . . . 26
Experience 2: split m Figure D-I7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
vegetation. In this example care has been taken to preserve the
................................
Experience 3: one way curvilinear alignment.
Figure C-27 . . . . . . . . . . . .
26
. .26
vegetated edge adjacent to the lake.
Roadway alignment should not require clearing which

overwhelms the natural dimensions of waterbodies.
.
Figure D-18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
Experience 4: tangent, focu

FigureD-19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Figure C-28 ...................... 26 Bridges should become an extension of the curvilinear
Experience 5: viewp rmation area. alignment of adjacent roadways.
Figure C-29 . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Figure D-20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Experience 6: curvilinear alignment, more open Align road through natural gullies or created breaks.
countryside.
Figure D-21 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Figure D-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32 Anale the vertical aDDrOaCh into the valley at a minimum
Alian vertical and horizontal curves with co-incident of idegrees, to show a perceivable response to the valley.
miapoints.
FigureD-22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Figure D-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32 Angle the horizontal approach into the valley at a
Where vertical and horizontal curves do not coincide the minimum of 3 degrees, to expose views away from the
vertical curves should lead. road to the valley length and walls.
Figure D-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Figure D-23 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Arc and spiral highway design. Bridges should be designed as part of the horizontal and
vertical alignment of the adjacent road. This straight
Figure D-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32 bridge interrupts an otherwise graceful curvilinear
Consider separate alignments for divided highways alignment.
Figure 0-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33 Figure D-24 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Align tangents with land use and vegetation grid. Focus on landmarks such as mountains, predominant
Figure D-6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 hills, landmark trees. forests. shelterbelts.' and/oi
Tangents should focus on natural or man-made landmarks. landmark buildings
Figure D-7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure D-25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

Ideal angle and distance from landmark. Cross the edges of landscape units as this highway does
passing froma forested area in the foreground, to an open
Figure D-8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33 grassland, and back into the forest in the distance.
Skirt the edge of clearings and sensitive areas.
Figure D-26 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Figure D-9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Alternate between a sense of enclosure and long distance
Align roadway at the margin between scree slopes and views (eg. forest vs. agricultural clearings, or tree
vertical rock face. groupings within a predominantly open landscape.
Figure D-10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34 FigureD-27 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Terraced cut slopes allow for subsequent revegetation. Avaried median width can be used to enhance the
driver's interest and attentiveness.
Figure D-11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Respond to vegetation patterns while traversing hillsides. Figure D-28 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Alignment should change in response to significant visual
Figure D-12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34 features
Align road through natural gullies or created breaks to
follow natural terracing or linear rock strata. FigureD-29 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Limit the view of the road ahead within the area of
Figure D-13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 effective vision to no more than three changes in
The view to adiacent water bodies can substantially alignment.
enhance the diiving experience.
Figure D-30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Figure D-14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35 Avoid short vertical curves which may obscure the view to
Views from the roadway can be accommodated without oncoming traffic.
impacting the shoreline.
FigureD-31 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Figure D-15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35 In this photograph signs have been erected to warn
Where roadway alignments do impact on waterbodies motorists of restricted visibilty as a result of a short vertical
aesthetics of shoreline treatment should be given a high curvature.
priority.
List of Figures Manual of Aesthetic Design Practice

156 Ministry of Transportation & Highways
Figure D-32 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40 Fiaure D-49 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Avoid a sequence of grade changes which may appear as DO not align the road to focus on a powerline corridor at
a roller coaster. the end of a tangent.
Figure D-33 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40 Figure D-50 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Vertical (sag) curve should approximate horizontal curve Intersect the powerline with the road at the perpendicular
length. or at an angle no less than 30 degrees.
Figure D-34 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40 FigureD-51 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Vertical curve length should approximate length of In hilly or mountainous terrain, route the highway so that,
effective vision. from a distance of 0-1.5 km., the powerline, where it
intersects the road, will not appear above the horizon line
Figure D-35 .................................. .40 (eg. descending into a local low point with middleground
Provide a visual screen between frontage roads and backdrop)
highways.
Figure D-52 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Figure D-36 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40 Where cut has occurred within 3 years and when viewed
Align roads to avoid clearings at the ends of tangents. from a distance of 5-8 km, avoid alignments which focus
Figure D-37 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 the road on dominant lines of the cut.
Indicates minimum stopping sight distances at various Figure D-53 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
design speeds. (Taken from RTAC) When viewed from within 1.5 km., screen the area of the
cut in its entirety.
Figure 0-38 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
The grassed safety recovery area at the edge of this Figure D-54 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
roadway is provided to allow vehicles to make emergency Additional space is required to construct an adequate
stops. Typically these areas will not have slopes visual screen which could have concealed this timber cut.
exceeding 52.
Figure D-55 ................................... 45
FigureD-39 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Set aside a 20 m wide visual screen within the right of
Shrubs used for median planting can provide an additional way, exclusive of future road widening and clearing
measure of crash protection. requirements, OR require a 20 m wide perpetually
forested screen within the adjacent allocated timber
Figure 13-40 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42 license area.
For divided highways avoid convergent alignments where
headlights will shine into the path of oncoming traffic. FigureD-56 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Align tangents away from those commercial uses which
Figure 0-41 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42 are unsightly. For business operations immediately
In this photograph, vegetation within the median
minimizes the impact of headlights from oncoming traffic. adjacent to the road, provide room for a minimum 20 m
wide vegetative buffer. Buffer may take the form of an
Figure 0-42 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42 earthwork berm if appropriate to local terrain.
A raised berm between opposing directions of traffic will
FigureD-57 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
also limit the impact of headlightglare.
Buffers of native vegetation should be minimum 20m
Figure 0-43 .................................. .43 width in rural areas.
The 'Area of Effective Vision' is expressed
diagrammatically indicating a diminishing visual impact Figure D-58 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Alignment does not allow sufficient room to screen these
with increasing distance and greater angles away from
the direction of travel. commercial billboards on private property. More signs are
being erected in cleared areas to the right of the
FigureD-44 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 photograph. There is not sufficient right-of-way to
The area of effective vision will become longer and more establish a buffer zone.
directional with increased design speeds. Figure D-59 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
FigureD-45 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Some planting has been undertaken to screen this hydro
When viewed from distances up to 5 km., where utility installation. A more continuous planted buffer would have
corridors cut through forest, screen the groundplane of the been more successful.
cleared right of way with vegetation and earthworks.
Figure D-60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Figure D-46 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Where highways are aligned on upper slopes recognize
Make revegetation of the utility corridor where it intersects the opportunity to create spectacular viewpoints.
the road a priority. FigureD-61 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Figure D-47 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44 Skirt open spaces which provide views (eg. agricultural or
Viewed from a distance of up to 5 km., where corridors cut forest clearinas or open spaces associated with water
through forests, screen the groundplane of the cleared such as rivers, streams, oceans, lakes, reservoirs,
right of way. marshes, bogs).
Figure D-48 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44 Figure D-62 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

In treed areas, viewed from distances up to 1.5 km., Expose views for a minimum of 0.5 seconds for fleeting
screen the powerline support structure. views, 5.0 seconds for panoramic views
Manual of Aesthetic Design Practice List of Figures

Ministry of Transportation & Highways 157
Figure D-63 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 FigureE-6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Retain natural elements which provide a break from the Prior to clearing the outer 1O%, assess visual screen and
view for a minimum of 0.5 seconds, at irregular intervals noise abatement requirements.'
(5 minutes apart). maximum)
FigureE-7 .................................... 57
Figure D-64 .................................. .48 Assess dead, dying and wind susceptible plantings,
Align road along forest edges. Forested conditions require removina onlv those which Dose a threat to the area within
alignment to respond to changes in vegetation type and paving &ge,'future above ground utility lines, sight lines
density. and sight triangles."
Fiaure D-65 ................................... 48 Figure E-8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Alrgn roads parallel to hedgerows and make tangents Finished clearing should respect objectives for visual, and
focus on significant landmark trees. environmental factors, in addition to engineering
requirements.
Figure D-66 .................................. .48
This maple retained within the median contributes to the Figure E-9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
overall quality of the highway and to the driver's Vegetation closer to the highway can help slow down
experience. traffic where the design speed is reduced.
Figure D-67 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure E-10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
EXDOSe road surface to direct sunlight from east and Retain vegetation whose mature height will not exceed
south directions by alignments skirting clearings, providing 600mm above the finished elevationof the highway
for feathering of vegetation on south and east, and
decreasing amount of cut zones. Figure E-11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Selective clearing should be guided by highway safety
Figure D-68 . . . . . . . . . 49 requirements and aesthetic considerations.
Where aesthetics warra
pavement, review early morning sun angles to minimize Figure E-12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
icing. Adjust alignment andlor vegetation to reduce Clear lower limbs of overhanging trees to 5m clear height.
problems as identified. Figure E-I3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
........... Native vegetation retained within the median can help
reduce the impact on oncoming headlights.
oufflow needs additional care to create an aesthetically Figure E-I4 ................................... 60
satisfactory solution. Note how utility lines are concealed by Arbutus trees
Figure D-70 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . retained at the roadway edge
Roadway alignment should recognize and skirt sens Figure E-15 .................................. .60
habitat areas. Retain vegetation along the shores of waterbodies.
Figure D-71 . . . . . . .51 Figure E-16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Alignment sh ere Vary the edge of the clearing line to create an undulating
possible. Small, isolated parcels should be purchased for forest edge. Avoid a forest edge which has a regular
right of way. undulating pattern. Keep undulations random, and similar
FigureD-72 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . to adjacent natural conditions.
Borrow pits can be integrated into earthwork design Figure E-I7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
the right of way. Retain undisturbed root zone as required to protect trees
Figure E-I . . . .54 to remain from potential wind throwhazard
Where clearin thin Figure E-18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
the right of way, separate the route from the highway by a Tree clumps provide variety within forest clearings.
20 m buffer.
Figure E-19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
................................. 55 Clearing should emulate the natural forest edge transition
perations be careful not to disturb fragile from grasses to shrubs to pioneer trees to mature forest.
areas.
FigureE-20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Figure E-3 . . . . 56 Clear sufficient length and at an angle to expose the view
Initially, clear only the lines required for control line and at the design speed.
cross section survey.
Figure E-21 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Figure E-4 ................................... . 5 6 Limbing trees can offer filtered views.
Refine alignment to avoid special topography or features
revealed during control line survey, Drior to mass site FigureE-22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
clearing. In long clearings, consider retaining specimens or clumps
to break up the view.
Figure E-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Inspect the outer 10% of the proposed clearing to find Figure E-23 ................................... 63
landscape features which might be saved by minor Minimize views to timber cuts uphill from the road.
readjustment to proposed grading.

Figure E-24 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Fiaure F-13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72
Techniques for screening downhill timber cuts can be Avoid the appearance of unnatural steepness on short
quite different than for uphill cuts. slope lengths.
Figure E-25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63 Figure F-I4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72
Careful selective clearing and leave areas can screen fill These naturally occurring laybacks can be reproduced
banks and retaining walk during earthworks design and construction.
Figure E-26 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Figure F-15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72
In most roadways within roadside facilities, native Grade around rock or rock outcrops so as to maintain a
vegetation should be allowed to meet the pavement edge. natural appearance.
Figure E-27 . . . . . . . . . . . . . . 65 Figure F-I6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
Native veget should be removed Typical 'bell-mouth' swale and related feathering.
within a 5m radius of entrances to buildings or other
structures. Figure F-17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
Design earthworks to avoid damage to trees and
Figure E-28 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 vegetation to be retained.
Where picnic tables are located in the woods, allo
minimum of 1 m between table pads and trees. In this Figure F-18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
example one of these tables should have been located Avoid fill over the roots of trees to be retained as has been
further away from the existing trees. done in this photo.
Figure F-1 FigureF-19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74

Remove Ian Example of blasted rock face which simulates a natural
rock outcrop.
Figure F-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Borrow areas within the right of way can be shaped to Figure F-20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
resemble naturally occurring topography. Example of a smooth wall blasted rock face incorporating
benches for stability.
Figure F-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68
This substantial fill disposal site is largely concealed from Figure F-21 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
the highway because of the vegetation left at the roadway Avoid excessive depth of ditches.
edge.
FigureF-22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure F-4 69 Make ditch side slopes as flat as practical, and relate to
Borrow pits and access routes to pits can be screened by adjacent terrain.
vegetation. Locate borrow pit and access road to leave Figure F-23 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
effective vegetation buffer.
Ditch alignments need not be parallel with the edge of
Figure F-5 ................................... . 6 9 pavement. Ditches should respond to adjacent terrain.
This permanent quarry site would have been better Figure F-24 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
located further from the roadway edge and concealed
from view by a vegetated buffer. Consider perforated drains rather than ditches to drain
granular sub-base, where longitudinal slope is adequate.
Figure F-6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
This retention pond located within the riaht of wav could Figure F-25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76
have been designed to create a more naturalistidshape. Blend created ponds or created retention basins to
simulate naturally occurring depressions
Figure F-7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
Stockpile topsoil within the limits of cleared areas in well Fiaure F-26 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76
Mhimize the visual impact of ditches and steepness of
drained areas.
slopes in medians.
Figure F-8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 Figure F-27 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Topsoil samples should be collected from the site and
tested to determine nutrient content, texture, and structure.
Typical culvert end with concrete flare. See Fiaure A-4 for
aiternate example.
-
Figure F-9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Figure F-28 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
Topsoil should be retained for areas of high visibility,
which are most likely to be revegetated w j h trees or Construct berms with a varying height, length and
shrubs, such as interchanges. alignment to avoid visual monotony.
Figure F-10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,71 Figure F-29 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78

At natural drainage channels, blend the slope to create Blend the ends of the avalanche barrier into adjacent
terrain.
'lay-backs'.
Figure F-30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Figure F-I1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
Typical feathering of the ends of a slope. Feather the toe and warp side slopes on the lee side of
the barrier.
Figure F-12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
Figure F-31 .................... .79
Typical rounding at top and bottom of slope. Elevation of typical retaining structure.

Figure F-32 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 Figure G-13 .................................. .90
Section through typical retaining structure. Typical planting at the base of bridge and overpass
support structures.
Figure F-33 . . . . . . . . . .80
Create a terrace at brid Figure G-14 .................................. .90
Provide shrub planting between median traffic barriers.
FigureG-15 ................................ ... 90
Provide for revegetation at the base and/or top of retaining
Figure F-35 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81 structures.
Align ditches at roadside facilities to be the least visible,
usually at the site perimeter. Figure G-16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
Provide planting within traffic islands and interchange
Figure F-36 . . . . . . . . ... . .81 loops.
Earthwork techniques pha
limits and reduce pedestrianlvehicle conflicts. FigureG-17 ................................... 91
Revegetation developed in conjunction with adjacent
Figure G-1 ............................. 84 landholders should provide a buffer between the highway
Once rough have been established topsoil will be and adjacent commercial or residential interests.
spread to depths required to ensure adequate plant
growth. FigureG-18 ................................... 92
Revegetation should consider and respond to the
Figure G-2 . . . . . . . . .............. ..85 character of existing vegetation.
Vegetation within the area of sight triangles should be
kept less than 300 mm height above the level of FigureG-19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
pavement. Refer to the Ministry of Transportation and The crown vetch used as groundcover in this photograph
Highways Landscape Policy. blends with the surrounding context.
FigureG-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 FigureG-20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
Where attractive views exist, limit the height - of foreground - Undulate the forest edge.
vegetation.
Figure G-21 . . . . . . . . . . .93
Figure G-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86 Fragment the forest edge.
Note that revegetation undertaken within the darkly
shaded areas of this 'Area of Effective Vision' diagram will Figure G-22 . . . . . . . . . .93
be more effective in screening and framing views. Feather the forest edge.
Figure G-5 . . . . . FigureG-23 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93

Revegetate to screen at convergence of alignments and Revegetation should create a transition from grasses
between highway and frontage roads which parallel within through to mature trees.
20m. FigureG-24 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
FigureG-6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87 A dense groundcover can reduce erosion and assist in the
Revegetate the open ends of tangents. stabilization of cut and fill slopes.
Figure G-7 . . . . . . 88 FigureG-25 ................................... 94
Screen the view to For large areas seed mixtures can be applied by
distance of within 5km. hydroseeders.
.......... ......... .88 FigureG-26 ................................... 95

5km of the In this situation grasses have not established. 'Deep
roadway will negatively impact the aesthetic quality of the rooting perennials are needed for this application.
driving experience.
FigureG-27 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure G-9 . . . . . . . . . . ..................... 89 Additional slope stability is provided by using aggressively
Typical screen between roadway and unsightly adjacent rooting plants and layering in plant material.
land use. FigureG-28 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
Figure G-10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89 In areas where snow drifting caused by high winds is an
For unsiahtlv land uses, provide a 20m minimum planted issue trees should be set back from the edge of pavement.
buffer.
FigureG-29 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure G-11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89 Vegetation can supplement other forms of noise
For normal commercial business screen parking areas abatement.
and yard operations.
FigureG-30 ................................... 97
Figure G-12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89 Where roadways pass close by residential areas
Where screening of businesses cannot be accomplished, revegetation should provide a screen against headlight
consider providing of alternate visual focus. glare.
FigureG-31 ................................... 98
Note setback distances from trees in this rural situation.

FigureG-32 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 Figure H-17 ................................. ,108
Note setback distances from trees in this urban situation. The balustrade of this bridge has repeating accents.
These aesthetic features can be adapted to the safety
Figure H-1 ................................... 101 requirements of modern bridges.
Note good fit of retaining structure into its setting, and
skilful use of drystone wall, seeded wildflower and trees. Figure H-I8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,109
Parallel structures should be designed as matching sets,
Figure H-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101 even if constructed in different phases.
Select materials which may be indicative of the region in
which the structure is placed. Figure H-19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .I09
Bridge handrails are the most visible part of the bridge
Figure H-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 structure and should receive special design attention.
Consider retaining walls where fills exceed 80% of the
height of adjacent vegetation. Figure H-20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,110
Example of a rural bridge slope finished to allow ease of
Figure H-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 maintenance
The wall in the background allows the vegetation
downslope to be retained. The foreground shows the Figure H-21 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,110
impact without the wall. Example of a more urban bridge abutment.
Figure H-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 Figure H-22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I 10
Bridging streams whenever possible is preferable to Provide pullouts or other recreation amenities associated
installing culverts. Bridges maintain the continuity of the with beautiful structures.
watercourse and help to minimize the impact of highway
construction on natural systems. Figure H-23 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
When possible, locate retaining walls downslope from the
Figure H-6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103 highway, to reduce visual impacts from the highway.
The impact of this bridge was reduced by splitting the
structure and allowing more light below. Figure H-24 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
Viewed from the road this retaining structure is completely
Figure H-7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,104 hidden.
Curvilinear forms are softer and more in context with rural
landscapes. Figure H-25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
An example of a retaining structure using locally available
Figure H-8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104 materials.
Skpension bridges can have a dramatic and positive
landscape impact. Figure H-26 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
The provision of a wide and varied median could have
Figure H-9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 avoided the requirement for a continuous traffic barrier.
This large bridqe
bridge structure is designed with a muted
'z
colour so that it blends with the hillside in the background. background FigureH-27 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Avoid the use of paint on concrete traffic barriers
114
Figure H-10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105

This retaining wall has not taken into consideration the Figure H-28 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I 14
characteristics of the surrounding landscape and the Locate traffic barriers to minimize their visual
strong white colour has a dramatically negative impact predominance
Figure H-11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 Figure H-29 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,115

A well designed culvert headwall - appropriate to a highly Consider installation of "see-through" forms of traffic
visible parkway site. barrier where views below the highway are frequent.
Figure H-12 .................................. 106 Figure H-30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,116

This retaining structure is well textured with linear planting Bicycle routes can be developed as an integral part of the
strips and vegetation. This scale of detail is appropriate highway.
when viewed at highway speeds. Figure H-31 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,116
Figure H-I3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 Bicycle routes can be constructed as separate alignments
Stone veneer in process. This would be appropriate on a where the conditions and level of use warrant.
Parkway project,' or area of close public inspection. Figure H-32 . . . . . . . . . . . . 116
Figure H - I 4 .................................. 106 The dimensions of a cyclist.
This lock-block with stone finish would be appropriate for Figure H-33 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I 17
a tourway project. W%h the Shared Roadway alignment motorists and
Figure H-I5 .................................. 107 bicyclists share the same lanes.
A good example of repetition of form and texture. FigureH-34 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure H-16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107 A smooth paved shoulder along .rural highways can be
This bridge structure will have the dominant vertical form signed a s a bicycle route.
of the piers repeated. FigureH-35 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Bike lanes have preferential use for cyclists.

Figure H-36 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117 Figure 1-14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,139
Bike paths with separate alignment are preferable in Provide interpretive display and photo opporiunity.
Tourway and Parkway situations.
Figure 1-15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .I39
Figure H-37 ............................ 118 Marsh outlook. Note deck to control access to marsh.
Minimize the paint on curbs, or develop higher
maintenance standards to minimize peeling, cracking Figure 1-16 .................................. .139
condition. A scenic overlook without adequate protection for
pedestrians.
Figure H-38 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Decorative paving should be installed in traffic islands and Figure 1-17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,139
medians where space is insufficient to allow planting. A scenic overlook with reasonable pedestrian protection.
Note innovative combination of post barriers and signage
Figure H-39 ,120
Wood post a Fisure 1-18 .................................. ,139
appropriate for wildlife fencing. Note that fencing is routed inierpretive signage grouped at the end of a short
through the trees in some cases. secondary path.
Figure H-40 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121 140

Consolidate several signs onto a single support structure.
Signs and sign lighting enclosures should be of equal Figure 1-20 .................................. ,140
length to create a clean silhouette. Secondary path located away from major circulation area.
140
Figure 1-22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,140

Typical Class A Safety Rest Area Schematic Plan. Note: Tertiary path. Emphasis in tertiary path design should be
Each Rest Area plan must respond to the local site. on exposing the natural attributes of the site.
Figure 1-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126 Figure J-1 . . . . . . . . . . . . . 147
Class A Safety Rest Area. In this example utility poles have been located away from
Figure 1-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127 the highway to preserve a particularly important view
Typical Class B Safety Rest Area Schematic Plan. Note: adjacent to a tourist facility.
Each Rest Area plan must respond to the local site. Figure J-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,147
Figure 1-4 . . . . . . . . . . . . . 127 In this example utility poles have been located on the
Class B Safety Rest Area. outside of a curve within the area of effective vision.
Figure 1-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128 Figure J-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,147

Typical Class C Safety Rest Area Schematic Plan. Note: This situation is much better where utility poles are not
Each Rest Area plan must respond to the local site. within the area of effective vision
Figure 1-6 ........................ 128 Figure J-4 . . . . . . . . . . . . . . . . . . . 148

Class C S Locate poles and standards on curve andlor tangent to
side of road away from significant views.
Figure 1-7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Typical Pullout Schematic Plan. Note: Each p FigureJ-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
must respond to the local site. Locate poles and standards to the inside curve, where
views are equal.
Figure 1-8 ............................... 129
Typical Pullout. 148
Figure 1-9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137 and poles to the side opposite the approaching curvek
Include provision for handicapped access and enjoyment predominant view.
in rest areas. Note the extended table top and slab at this
table. FigureJ-7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Consider attaching utility lines to cliff faces.
..................... I37
arking and picnic area Figure J-8 149
convenient, but with some separation. Locate lines behind a vegetative screen where lines must
follow topography.
Figure 1-11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Acustom designed building for a rest area. FigureJ-9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
Lighting for signage should match the length, scale and
Figure 1-12 . . . ,138 colour of the sign.
Create curbed
Figure J - I 0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,151
Figure 1-13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138 Illuminating this water cascade and bridge structure will
Avoid excessively large parking areas for car parking. create an hteresting night driving experience


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Manual of

Highway Engineering Branch

Lanarc Consultants Ltd.

Includes bibliographical references: p.

1. Roads – British Columbia – Design and

TE177.M36 1991 625.7’25’09711 C91-092214-4

Ministry of Transportation and Highways

Jack Lisman, P.Eng., Director, Highway Engineering

Al Planiden, Manager, Roadside Development

Isobel Doyle, B.C., B.L.A., M.R.M., Roadside Development

Jane Waters, B.F.A., B.L.A., Roadside Development

Pat Bonser, P.Eng., Manager, Highway Design

Lanarc Consultants Ltd.

Landscape Architects/Land Planners

Brenda Grice, B.L.A., Principal

David Reid, B.L.A., Principal

C. Barry Lyseng, B.L.A., M.Sc. (Economics) Urban and Regional Planning

Marjorie Wiebe, B.L.A.

Douglas Backhouse, B.E.S., Dipl. L.S., M.I.A.

B Aesthetic Classification System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9

C Visual Resource Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

E Clearing and Grubbing – Vegetation Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53

Manual of Aesthetic Design Practice – Table of Contents Page i

H Roadway Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99

I Roadside Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .123

J Above Ground Utilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145

List of Figures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .155

Manual of Aesthetic Design Practice – Table of Contents Page ii

* Review other mapping units currently produced.

- Field check boundaries of landscape units. A

- Document the character of each landscape unit,

- Map landscape units and subunits at a scale

Recognize the data generated may have appli-

- Avoid highway alignments which obscure or

- Mitigate negative impacts on existing

Assessment of relative visual quality of landscape units will be performed during

- Create visual interest in areas of low visual

* Screen or avoid unsightly areas

- Mitigate impacts of highway development on

Manual of Aesthetic Design Practice -

Criteria For Determining Scenic Value Scale

High Rating’ Moderate Rating’ LOW Rating’

Composite Quality Rating Scores

- Review landscape units and subunits and iden-

- Assigning a VAC rating for each subunit. Afor-

Slope Steep: 60%+ LOW 1 (multiplier)

High constraint value derived from high LOW 1

Vegetation Regeneration Low regeneration LOW 1

High visual contrast between exposed LOW

Preliminary corridor assessment and alignment selection will include an evaluation of

Visual analysis techniques for many linear develop-

Time : Distance Relationship Time : Distance Relationship

Varying the alignment style of the road between

- Changing the cross section of the road, by ad-

Accessing views from the road. These may be

- Focusing tangents on natural and created

- Providing interpretive signage and related

Suggestion of other alignment changes or addi-

- Providing direct access to roadside trails,