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Revision Date April 25, 2008 June 20, 2008 July 28, 2008

August 18, 2008 November 13, 2009

August 18, 2011 Sept 26, 2012 April 27, 2015 Feb 3, 2020

ACCESS AND ROADSIDE MANAGEMENT

STANDARDS

2008 Edition

Access and Roadside Management Standards (ARMS) Manual is published by the South Carolina Department of Transportation (SCDOT) Traffic Engineering Division.

This manual is not intended to present all of the information that is needed by a permittee or designer; however, this document does provide a majority of the information needed for encroachments onto the right-of-way of the SCDOT. For specific projects or specific design elements, the permittee or designer may need to reference other SCDOT or national publications to perform a fully comprehensive analysis of the project.

As the need arises, this publication is revised, updated, and distributed within the Department. All parties are responsible for obtaining the most current edition.

South Carolina Department of Transportation Traffic Engineering 955 Park Street, PO Box 191 Columbia, SC 29202-0191 www.scdot.org http://www.scdot.org/

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ACCESS AND ROADSIDE MANAGEMENT STANDARDS

2008 EDITION

Summary of Significant Changes

In 1957, due to the enormous increase in the volume of traffic on the highway and the large number of accidents caused by unregulated entrances of highways, the South Carolina State Highway Department drafted Standards for Driveway Entrances to Highways. This publication was updated in 1976 and remained the standard until 1991 when the South Carolina Department of Transportation (SCDOT) published the Access and Roadside Management Standards, or ARMS Manual. It was updated in 1996 which is the edition that is currently being utilized. In 2004, Traffic Engineering identified the need for more comprehensive standards in step with current highway and land development practices in the region and nation. As a result, Traffic Engineering began a full scale update of the ARMS Manual. A committee was formed of representatives from Headquarters and District Traffic Engineering, Maintenance, Pre- Construction, and Hydrology to review the ARMS Manual and recommend changes to the current information and the addition of new concepts. The following items have been considered as the most significant changes to the manual.

1) Access Waivers (Chapter 1, Section 1E, Page 12): Recognizing that minimum criterion may not always be practical, a process has been established to approve exceptions to the access guidelines. If an applicant for an encroachment permit seeks a waiver, an access waiver request form (provided in Appendix C) shall be filled out and attached to the encroachment permit. The request should describe the undue hardship that will be placed on the applicant if a waiver is not granted. The Resident Maintenance Engineer (RME) should coordinate the waiver with the District Engineering Administrator and appropriate office at Headquarters. A waiver will only be granted if it is determined that:

1. Denial of the waiver will result in loss of reasonable access to the site.

2. The waiver is reasonably necessary for the convenience and welfare of the public.

3. All reasonable alternatives that meet the access requirements have been evaluated and determined to be infeasible.

4. Reasonable alternative access cannot be provided.

5. The waiver will not result in any violations of pedestrian accessibility in accordance with the ADAAG.

When a waiver is approved, the reasons for granting the waiver and any recommendations given by the Department shall be clearly stated and included in the Department files. Restrictions and conditions on the scope of the permit should be imposed as required in order to keep potential safety hazards to a minimum. The encroachment permit may contain specific terms and conditions providing for the expiration of the waiver if in the future the grounds for the waiver no longer exist. An Access Waiver should be included in the Appeal Process Request detailed in Section 2E.

2) Driveway Classification (Chapter 3, Section 3A-1, Page 20): A classification system for driveways has been developed based on the number of trips that will be generated by the land use that the driveway serves. This classification system, shown in Table 3-3 (page 19) will guide the design of driveway elements including width and radii.

3) Driveway Spacing and Location (Chapter 3, Section 3C, Page 26): Driveway spacing requirements (Figure 3-7, Page 26) were increased based on current recommended practice in Transportation Research Board’s Access Management Manual. However, the old spacing requirements have been retained for driveways located on roadways with AADT<2000. Rather than measuring the spacing from the centerline of the driveways as in the 1996 ARMS, spacing will now be measured from the near edge of the driveways. This method will provide adequate spacing regardless of a drive’s geometry. In the case of large developments with outparcels, access for outparcels should be provided only internally; however, shared or individual driveways may be permitted provided twice the normal spacing requirements are met.

4) Access Placement in Interchange Areas (Chapter 3, Section 3C-4, Page 30): Access connections to crossroads in the vicinity of freeway interchanges has been addressed (Figure 3- 11, Page 30). Minimum spacing between the on and off ramp termini and the first access point is defined.

5) School Access Design (Chapter 4, Page 35): SCDOT Traffic Engineering’s Guidelines for School Transportation Design has been added as a new chapter to the manual. On-site stacking length requirements have been increased.

6) Street Intersections (Chapter 5, Page 41): Various elements of intersection design from the SCDOT Highway Design Manual have been summarized and added as a new chapter. These elements include intersection spacing, design vehicle considerations, approach grade and side slope, auxiliary lane design, and parking considerations.

7) Auxiliary Lanes (Chapter 5, Section 5D, Page 47): When adding turn lanes, the road should be brought up to the latest standards requiring the addition of 2 foot paved shoulders.

8) Traffic Impact Studies (Chapter 6, Page 53): A Traffic Impact Study is a specialized engineering study that evaluates the effects of proposed development on traffic conditions in an area. A chapter has been added describing when a traffic study is required and the information that should be contained in the study.

9) Sight Distance (Chapter 7, Page 59): The intersection sight distance section from the SCDOT Highway Design Manual has been added as a new chapter to this manual. This chapter will replace the sight distance tables from the 1996 ARMS.

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TABLE OF CONTENTS

CHAPTER 1 — INTRODUCTION

1A PURPOSE

1B AUTHORITY

1C SEVERABILITY

1D DEFINITIONS

1E DESIGN EXCEPTIONS AND ACCESS WAIVERS

CHAPTER 2 — ENCROACHMENT PERMITS

2A APPLICATION AND REQUIREMENTS

2B REVIEW AND APPROVAL

2C PERFORMANCE BONDS

2D CONDITIONS AND LIMITATIONS

2E ENCROACHMENT PERMIT APPEAL PROCESS REQUEST

CHAPTER 3 — DRIVEWAYS

3A GENERAL

3B DRIVEWAY DESIGN ELEMENTS

3C DRIVEWAY SPACING AND LOCATION

3D MEDIAN CROSSOVERS

3E TEMPORARY DRIVEWAYS

CHAPTER 4 – SCHOOL ACCESS DESIGN

4A GENERAL

4B ON-SITE STACKING

4C NUMBER OF SCHOOL DRIVEWAYS

4D DESIGN CONSIDERATIONS

4E ROADWAY WIDENING IMPROVEMENTS

4F MISCELLANEOUS RECOMMENDATIONS

CHAPTER 5 – STREET INTERSECTIONS

5A GENERAL

5B SPACING REQUIREMENTS

5C DESIGN CONSIDERATIONS

5D AUXILIARY LANES

CHAPTER 6 – TRAFFIC IMPACT STUDIES

6A GENERAL

6B STUDY REQUIREMENTS

CHAPTER 7 – SIGHT DISTANCE

7A GENERAL

7B BASIC CRITERIA

CHAPTER 8 –TRAFFIC CONTROL DEVICES

8A GENERAL

8B TRAFFIC SIGNALS

8C PAVEMENT MARKINGS

CHAPTER 9 –ROADSIDE ENCROACHMENTS

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9A MAILBOXES

9B SIGNS

9C LIGHTS AND REFLECTIVE SURFACES

9D ROADWAY LIGHTING

9E GATEWAY MONUMENTS FOR INTERSTATE HIGHWAYS

9F UTILITIES

9G VISIBILITY ENHANCEMENT

9H HISTORICAL MARKERS AND BLUE STAR MEMORIAL HIGHWAY SIGNS

CHAPTER 10 — DRAINAGE

10A GENERAL REQUIREMENTS

10B DESIGN AND DISCHARGE

10C MAINTENANCE AND SAFETY CONSIDERATIONS

10D NPDES CONSIDERATIONS

10E PERMIT APPLICATION REQUIREMENTS

CHAPTER 11 — ENVIRONMENTAL

11A GENERAL REQUIREMENTS

11B PERMITTING REQUIREMENTS

CHAPTER 12 — BRIDGES, CULVERTS, AND RETAINING WALLS

12A GENERAL REQUIREMENTS

12B PRELIMINARY COORDINATION

CHAPTER 13 — CONSTRUCTION

13A GENERAL

13B INSPECTION AND APPROVAL

CHAPTER 14 — LANDSCAPING GUIDELINES

14A INTRODUCTION

14B POLICY…………………………

14B GUIDANCE………………………

APPENDICES

APPENDIX A - TYPICAL DRAWINGS

APPENDIX B - SCDOT PERSONNEL CONTACT INFORMATION

APPENDIX C – ENCROACHMENT PERMIT APPLICATION INFORMATION

APPENDIX D – ENGINEERING DIRECTIVES

APPENDIX E – LANDSCAPING GUIDELINES

APPENDID F – ADDITIONAL TRIP GENERATION INFORMATION

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LIST OF FIGURES

Figure 3-1: Angle of Intersection

Figure 3-2: Critical Dimensions in Driveway Design

Figure 3-3: Inadequate Driveway Design

Figure 3-4: Medium Volume Driveway Approach Grade

Figure 3-5: Recommended Driveway Throat Lengths

Figure 3-6: Driveway Median Design

Figure 3-7: Minimum Driveway Spacing

Figure 3-8: Driveway Connections on Opposite Sides of the Roadway

Figure 3-9: Corner Clearances

Figure 3-10: Minimum Radius Offset Requirements

Figure 3-11: Minimum Spacing for Freeway Interchange Areas

Figure 3-12: Flag Lots and Alternative Access

Figure 3-13: Driveways with Median Crossovers

Figure 4-14: School Driveway Spacing

Figure 4-15: School Drive Width and Radii

Figure 5-16: Street Alignment

Figure 5-17: Traffic Signal Spacing

Figure 5-18: Roadway Angle of Intersection

Figure 5-19: Point of Tangency Offset

Figure 5-20: Offset Intersection Legs

Figure 5-21: Typical Auxiliary Lane Taper Lengths

Figure 5-22: Offset Left-turn Lanes

Figure 7-23: Sight Triangles

Figure 7-24: Sight Triangles on Divided Facilities

Figure 7-25: Sight Distance for a Stopped Vehicle Turning Left on a Major Road ... 68

Figure 7-26: Sight Distance at Skewed Intersection

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LIST OF TABLES

Table 1-1: Summary of Effects of Access Management

Table 2-2: Review of Applications

Table 3-3: Driveway Classification

Table 3-4: Driveway Widths and Radii

Table 4-5: On-Site Stacking Length Requirements

Table 4-6: Recommended Number of Drives

Table 5-7: Turn Type Design Vehicles

Table 5-8: Right-Turn Lane Lengths

Table 5-9: Left Turn Lane Lengths

Table 6-10: Guidelines for Determining the Need for an Impact Study

Table 7-11: Gap Acceptance Times, Left Turns from Minor Road

Table 7-12: Intersection Sight Distance, Vehicles Approaching from the Left and For

Vehicles Approaching from the Right on a Two-Lane Highway or Street Only

Table 7-13: Intersection Sight Distance For Vehicles Approaching from the Right on a

Four-Lane Highway with a TWLTL Only

Table 7-14: Gap Acceptance Times for Crossing Maneuvers

Table 7-15: Two-Lane Intersection Sight Distances

Table 7-16: Gap Acceptance Times for Left Turns on a Major Road

Table 7-17: Intersection Sight Distances, Left Turns from Major Road

Table 14-1: Horizontal Clearances for Shrubs …………………………………

Table 14-2: Horizontal Clearances for Small Trees ……………………………

Table 14-3: Horizontal Clearances for Large Trees……………………………

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CHAPTER 1 — INTRODUCTION

1A PURPOSE

These standards and guidelines have been developed to establish uniformity for encroachments upon roads in the South Carolina State Highway System so as to provide for the safe and efficient movement of traffic while allowing reasonable access to abutting property.

Access and Roadside Management Standards (ARMS) Manual is not intended to present all of the information that is needed by a permittee or designer; however, this document does provide a majority of the information needed for encroachments onto the State Highway System. For specific projects or specific design elements, the permittee or designer may need to reference other SCDOT or national publications to perform a fully comprehensive analysis of the project.

1A-1 History Driveways have long been recognized as major sources of conflict for traffic on public highways. In order to reduce these conflicts and address the need for basic access, legislation was enacted in 1956 to establish a permitting process for driveways, and a handbook was developed to regulate the location, design, and construction of driveways adjoining highways.

Reasonable access means that a property owner must have access to the public highway system, rather than being guaranteed that potential patrons should have convenient access from a specific roadway to the owner’s property.

1A-2 Need The above-mentioned standard recognized that the efficiency and safety of a highway depend to a large extent upon roadside interference and its detrimental effect upon the movement of traffic. However, recent years have brought changes in land use and developmental impacts to our highways. With higher traffic volumes came

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increased pressure to allow a variety of additional activities to occupy the roadside. The Department’s desire to satisfy the public’s need for efficient and safe traffic movement has to be weighed against property owners’ needs for adequate access while taking into consideration significant changes in traffic and roadside characteristics. Since the primary purpose of highways is to provide for the safe and efficient movement of traffic, control of access points on the roadside is paramount. Previous standards became inadequate for regulating the location, design, construction, operation, and maintenance of points of access to the State Highway System and other activities within highway rights-of-way. This necessitated the development of this revision to the ARMS Manual which contains more comprehensive standards in step with current highway and land development practices in the region and nation.

1A-3 Effects of Specific Access Management Techniques

Studies of the effects of access management on traffic operations have indicated that the techniques help increase safety, maintain desired speed, and reduce delays.

Table 1-1 summarizes the general safety and operation effects of specific access management techniques based on research to date.

Table 1-1: Summary of Effects of Access Management

Treatment Effects

Add continuous two-way left turn lane TWLTL

• 35% reduction in total crashes

• 30% decrease in delay

• 30% increase in capacity

Add nontraversable median

• >55% reduction in total crashes

• 30% decrease in delay

• 30% increase in capacity

Replace TWLTL with a nontraversable median

• 15%-57% reduction in crashes on 4-lane

• 25%-50% reduction in crashes on 6-lane

Add a left-turn bay

• 25%-50% reduction in crashes on 4-lane

• Up to 75% reduction in total crashes at unsignalized access

• 25% increase in capacity

Painted left turn improvement • 32% reduction in total crashes

Separator/raised divider for left turn • 67% reduction in total crashes

Add right-turn bay

• 20% reduction in total crashes

• Limit right-turn interference with platooned flow, increased capacity Increased driveway speed from 5 to 10 mph

• 50% reduction in delay per maneuver; less exposure time to following vehicles

Visual cue at driveways, illumination • 42% reduction in crashes

Prohibition of on-street parking • 30% increase in traffic flow

• 20%-40% reduction in crashes

Long signal spacing with limited access

• 42% reduction in total vehicle-hours of travel

• 59% reduction in delay

Source: Access Management Manual, Second Edition – Transportation Research Board, 2014

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1B AUTHORITY

These standards are enacted pursuant to Sections 57-5-110 and 57-5-1080 and 1090 of the Code of Laws of South Carolina (1976 as amended through the 2006 Session of the General Assembly) and with the approval of the South Carolina Department of Transportation Commission.

The SCDOT reserves the right to deny or revoke any encroachment that is deemed detrimental to the state highway system or public safety.

1C SEVERABILITY

If, for any reason, any phrase, clause, sentence, paragraph, section, subsection, figure, table, or other part of this manual of standards and guidelines should be decided by a court of competent jurisdiction to be invalid or unconstitutional, such judgment shall not affect the validity of these standards and guidelines as a whole, or any part thereof, other than the part so held to be invalid.

1D DEFINITIONS

Access – Entrance to and/or exit from land fronting on the public highway system.

Access Point – A location on a property frontage at which access is allowed by the Department.

Applicant – The owner of a property or his or her agent applying for an encroachment permit.

ADA or Americans with Disabilities Act of 1990 – Federal law prohibiting discrimination against people with disabilities. Requires public entities and public accommodations to provide accessible accommodations for people with disabilities.

Americans with Disabilities Act Accessibility Guidelines (ADAAG) – Provides scoping and technical specifications for new construction and alterations undertaken by entities covered by the ADA.

Auxiliary Lane – The portion of the roadway adjoining the through traveled way for purposes supplementary to through traffic movement including parking, speed change, turning, storage for turning, weaving or truck climbing.

Average Annual Daily Traffic – The total volume of traffic passing a point or segment of a highway facility, in both directions, for one year, divided by the number of days in the year.

Average Daily Traffic – A general unit of measure for traffic expressed as the total volume during a given time period, greater than one day and less than one year, divided by the number of days in that time period.

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Bicycle lane or bike lane – A portion of a roadway that has been designated for preferential or exclusive use by bicyclists by pavement markings and, if used, signs. It is intended for one-way travel, usually in the same direction as the adjacent traffic lane, unless designed as a contra-flow lane. (AASHTO Guide for the Development of Bicycle Facilities, 2012)

Collector Road – Functionally classified highway that is characterized by a roughly even distribution of their access and mobility functions.

Controlled-Access Highway – A highway over, from, or to which owners or occupants of abutting properties or others have no legal right of access except at such points and in such manner as determined by the Department.

Corner Clearance – The minimum distance, measured parallel to a highway, between the nearest curb, pavement or shoulder line of an intersecting public way and the nearest edge of a driveway excluding its radii.

Crossover – A paved or graded area in the highway median designed specifically for vehicles to cross the median of a divided highway.

Cross Slope – The slope measured perpendicular to the direction of (pedestrian) travel.

Crosswalk – (a) That part of a roadway at an intersection included within the connections of the lateral lines of the sidewalks on opposite sides of the highway measured from the curbs or in the absence of curbs, from the edges of the traversable roadway, and in the absence of a sidewalk on one side of the roadway, the part of a roadway included within the extension of the lateral lines of the sidewalk at right angles to the centerline; (b) any portion of a roadway at an intersection or elsewhere distinctly indicated as a pedestrian crossing by lines on the surface, which may be supplemented by contrasting pavement texture, style, or color.

Directional Median Opening – An opening in a restrictive median which provides for U-turns and or left-turn ingress and egress movements.

Divided Highway – A roadway that has separate traveled ways, usually with a depressed or CMB median, for traffic in opposite directions.

Department (SCDOT) – The South Carolina Department of Transportation.

Driveway – An access point that is not a public street, road, or highway.

Driveway Crossing – Extension of sidewalk across a driveway that meets the requirements of ADAAG.

Encroachment – Items placed within the existing right of way by persons other than the Department’s staff or authorized agents.

Edge of Travel Way – Roadway location on the outside edge of the edge line pavement marking. If an edge line is not marked, this location would be the edge of pavement.

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Flag Lot – A large lot not meeting minimum frontage requirements and where access to a public road is by a narrow, private right-of-way or driveway.

Freeway – The highest level of arterial. This facility is characterized by full control of access, high design speeds and a high level of driver comfort and safety.

Frontage – The length of that portion of a property which directly adjoins a highway.

Frontage Road – A roadway used to control access to an arterial, function as an access facility to adjoining property and to maintain circulation of traffic on each side of the arterial.

Full Median Opening – An opening in a restrictive median that allows all turning and through movements to be made.

Functional Area of an Intersection – The area beyond the physical intersection of two roadways that comprises decision and maneuvering distance, plus any required vehicle storage length. It includes the length of road upstream from an oncoming intersection needed by motorists to perceive the intersection and begin maneuvers to negotiate it. The upstream area consists of distance for travel during a perception-reaction time, travel for maneuvering and deceleration, and queue storage. The functional area also includes the length of road downstream from the intersection needed to reduce conflicts between through traffic and vehicles entering and exiting a property.

Highway, Street, or Road – A general term denoting a public way for purposes of vehicular travel, including the entire area within the right of way. (Recommended usage: in urban areas – highway or street, in rural areas - highway or road).

Intersection Sight Distance – The sight distance required within the corners of intersections to safely allow a variety of vehicular access or crossing maneuvers based on the type of traffic control at the intersection.

ITE – Institute of Transportation Engineers (www.ite.org)

Local Roads and Street – All public roads and streets classified below the collector level.

“May” – see “Shall,” “Should,” and “May.”

Median – The portion of a divided highway which separates opposing traffic flow.

Minor Arterial – A roadway that carries a mix of local and through traffic. It links Collectors, and sometimes Local Streets, with Principal Arterials.

MUTCD – Manual on Uniform Traffic Control Devices.

Outparcel – Any lot created from an overall tract wherein the remaining tract is larger than any single lot created and wherein the conditions and locations of access to such lot from a public highway or street may be restricted and/or provided through easements granted by the larger tract holder.

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Offset – Related to displacement of a reference survey point; the horizontal distance between two other highway elements located at right angles (transverse) from the direction of travel.

Permit – A legal document in which the Department gives written permission for an encroachment by an applicant.

Permittee – The owner of a property or his or her agent to whom a permit is issued.

Principle Arterial – This functional class of street serves the major portion of through-traffic entering and leaving the urban area and is designed to carry the highest traffic volumes. Included in this class are fully controlled access facilities and partially controlled access facilities.

Right-of-Way – The land secured and reserved by the Department for the construction and maintenance of a highway and its appurtenances.

Road – See Highway, Street, or Road.

Roadway – The portion of a highway ordinarily used for vehicular travel, exclusive of the sidewalk, shoulder, or median.

“Shall,” “Should,” and “May”:

Shall – A mandatory condition. Where certain requirements in the design or application are described with the “shall” stipulation, it is mandatory when an installation is made that these requirements be met.

Should – An advisory condition. Where the word “should” is used, it is considered to be advisable usage, recommended but not mandatory.

May – A permissive condition. No requirement for design or application is intended.

Sidewalk – That portion of a street between the curb line, or the lateral line of a roadway, and the adjacent property line or on easements of private property that is paved or improved and intended for use by pedestrians.

Shared-Use Path – A path physically separated from motorized vehicular traffic by an open space or barrier and either within the highway right of way or within an independent right of way. Shared use paths may also be used by pedestrians, skaters, wheelchair users, joggers and other non-motorized users.

Sidepath – A shared use path located immediately adjacent and parallel to a roadway.

Sight Triangle – the area of visibility required on a corner to allow for the safe operation of vehicles, trains, pedestrians, and cyclists in the proximity of intersecting streets, rail lines, sidewalks, and bicycle paths.

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Speed – Operating – Operating speed is the highest overall speed at which a driver can travel on a given highway under favorable weather conditions and under prevailing traffic conditions without at any time exceeding the safe speed as determined by the design speed on a section-by-section basis.

Design Speed - Design Speed is a selected speed used to determine various geometric design features of the highway. Generally, the design speed is 5 MPH greater than the posted speed limit of a roadway. See RDM Sections

3.5.1.1 and 3.5.2 for further guidance.

Posted Speed Limit - The posted speed corresponds to the value shown on regulatory signs as specified and described in the Manual on Uniform Traffic Control Devices. The posted speed is typically based on traffic and engineering investigations where statutory requirements do not apply. The selection of a posted speed is based on many factors including but not limited to: the 85th percentile speed, roadside development, curb and gutter, crash data, highway functional class, and median type.

Advisory Speed Limit – Speed advised to motorists for a comfortable speed to navigate a certain situation.

Street – See Highway, Street, or Road.

Traffic Control Device – A sign, signal, marking, or other device used to regulate, warn, or guide traffic, placed on, over, or adjacent to a street, highway, pedestrian facility, or shared-use path by authority of a public agency having jurisdiction

TRB – Transportation Research Board.

Two-Way, Left-Turn Lane (TWLTL) – A lane in the median area that extends continuously along a street or highway and is marked to provide a deceleration and storage area, out of the through traffic stream, for vehicles traveling in either direction to use in making left turns.

1E DESIGN EXCEPTIONS AND ACCESS WAIVERS

Recognizing that meeting the minimum criteria may not always be practical, the

Department has established a process to identify and evaluate exceptions to geometric design criteria and access guidelines.

1E-1 Design Exceptions

An applicant can request a design exception when a proposed design does not meet AASHTO standards or the applicable criteria as given in the SCDOT Roadway Design Manual (SCRDM). The “controlling” design criteria are highway elements that are judged to be the most critical indicators of a highway’s overall safety and serviceability. The designer must seek a design exception or variance when the proposed design does not meet the Department or AASHTO standards for the following criteria:

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• Design Speed

• Lane Width

• Shoulder Width

• Horizontal Curve Radius

• Superelevation Rate

• Horizontal Curve Radius

• Stopping Sight Distance (SSD)*

• Maximum Grade

• Vertical Clearance

• Design Loading Structural Capacity

*applies to horizontal alignments and vertical alignments except for sag vertical curves.

The standard form for Design Exception Requests can be downloaded from the SCDOT website at http://www.scdot.org.

1E-2 Access Waivers If an applicant for an encroachment permit seeks a waiver from access standards provided in this manual, the request form contained in Appendix C shall be filled out and attached to the permit application. The access waiver shall be under the direct charge of and sealed by a registered South Carolina Professional Engineer with expertise in traffic engineering. The request should provide justification and describe the undue hardship that will be placed on the applicant if a waiver is not granted. The District Permit Engineer (DPE) should coordinate the waiver request with the District Engineering Administrator (DEA). A waiver will only be granted if it is determined that:

1. Denial of the waiver will result in loss of reasonable access to the site.

2. The waiver is reasonably necessary for the convenience and welfare of the public.

3. All reasonable alternatives that meet the access requirements have been evaluated and determined to be infeasible.

4. Reasonable alternative access cannot be provided.

5. The waiver will not result in any violations of pedestrian accessibility in accordance with the ADAAG

If a waiver is approved, the reasons for granting the waiver and any recommendations given by the Department shall be clearly stated and included in the Department files. Restrictions and conditions on the scope of the permit should be imposed as required in order to keep potential safety hazards to a minimum. The encroachment permit may contain specific terms and conditions providing for the expiration of the waiver if in the future the grounds for the waiver no longer exist.

An Access Waiver should be included in the Appeal Process Request detailed in Section 2E.

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CHAPTER 2 — ENCROACHMENT PERMITS

2A APPLICATION AND REQUIREMENTS

An encroachment permit must be obtained prior to any work on SCDOT right-of-way by an individual or agency other than the SCDOT or agent of the SCDOT. This includes non-routine maintenance of (see subsection 2D-5) and revisions to any existing encroachment. The applicant or his or her agent will be responsible for all requirements of the permit (see Appendix D, SCDOT Engineering Directive 17). The agent of the applicant shall be a person with actual or apparent authority conferred on him or her in writing by the applicant, who has been expressly granted the power to act in the place of and instead of the applicant, and upon whom the SCDOT may rely to do all acts within the scope of the encroachment permit.

2A-1 Application Applications for encroachment permits must be submitted through SCDOT’s

Encroachment Permit Processing System (EPPS).

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2A-2 Preliminary Site Plan Concurrence In cases such as large developments (e.g. industrial parks, shopping centers, large apartment complexes, or mixed use developments) where significant traffic volumes are expected, considerable time and effort often can be saved and the permitting time shortened when the Department and the local jurisdiction are involved in the early stages of development planning. In such cases, the Department recommends a preliminary site development plan and traffic impact study be submitted before the permitting process is begun. Preliminary plans and Traffic Impact Study should be submitted to the District Permit Engineer (DPE).

The Department may provide a document indicating concurrence with the preliminary site development plan. To receive the conceptual concurrence document, submit plans including: structure locations, access placement, internal traffic circulation, drainage requirements, and general grading. This document will expire one year from date of issuance and must be provided with the permit application. This concurrence will not indicate if threshold requirements for a Traffic Impact Study have been met as detailed in Chapter 6. Once submitted, the encroachment permit with all final requirements will be reviewed for approval.

2A-3 Coordination with Local Jurisdictions

In the event of a multi-county / jurisdiction encroachment, the county where the permit is submitted or where the majority of the work will be accomplished will be the lead county and will approve the permit after review by the Department in the other affected county or counties. Resident Maintenance Engineers (RMEs) are responsible for the inspection of work performed in their respective county. The encroachment permit shall reflect all work to be done on the right-of-way regardless of what entity requires the work to be done and copies of the approved permit will be sent to every county involved. The Department shall not issue a permit for an encroachment that meets local standards but violates the provisions of Access and Roadside Management Standards (ARMS) Manual. Similarly, the Department’s issuing of an encroachment permit does not relieve the applicant of the need to comply with local requirements, even if more restrictive.

2B REVIEW AND APPROVAL

The review and approval of all encroachment permits shall follow the guidelines outlined in SCDOT Engineering Directive 17 and this manual. Early submittal of the Application for Encroachment Permit will allow for proper review and approval prior to completion of design so that any required revisions can be incorporated into the construction plans. The time involved in reviewing applications will depend upon the complexity of the application. The RME / DPE will review and give approval for all applications for permits, unless otherwise provided in writing by the DEA. During the review, the RME / DPE will review the application to determine what, if any impact, the encroachment will have on future widening, relocation, or new-location projects. If necessary, the DPE will coordinate the review with headquarters as shown in Engineering Directive 17. Prior to approval of a permit, the RME / DPE should obtain written recommendations from the appropriate SCDOT offices. When a recommendation is required from another SCDOT office prior to approval of a permit application, the RME / DPE shall promptly forward the information necessary for making the

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recommendation to the appropriate office. All permits will be reviewed and returned as soon as practicable. Verbal approval will not be given to permit any work until an encroachment permit for the work has been issued. All extensions, amendments, or additions to existing permits must be in writing. The original application, with supporting documentation and the required recommendations and approval, shall be maintained at the issuing RME’s office as required by the department’s current records retention schedule.

2C PERFORMANCE BONDS

The Department may require a performance bond or letter of credit before issuance of an encroachment permit. Any such requirement shall be included in the special provisions of the permit, and evidence of the bond shall be attached to the permit. Coordination with the county or local government to determine the extent of their involvement may be necessary. The amount of the bond shall be equal to 1.5 times the estimated construction cost, or $5,000, whichever is greater. If a bond in this amount has been secured as required by the county or local government, proof of such bond shall be provided with the permit and may satisfy the Department requirement. The purpose of such a bond is to ensure compliance with all terms of the permit by providing, in cases of noncompliance, for any and all damages and costs incurred in collecting damages through legal or other appropriate means. A bond shall be released only when the work described on the permit has been completed to the satisfaction of the Department.

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2D CONDITIONS AND LIMITATIONS

2D-1 Traffic Safety and Operational Restraints Safety, efficient traffic operations, and pedestrian accessibility are important considerations in the review of Application for Encroachment Permits. In some cases, it may be necessary to restrict access because of safety concerns or issues or operational restraints due to geometry, vertical grades, horizontal curves, or other conditions.

Access at points within or near acceleration lanes or channelization may be restricted, limited, or prohibited. If operational or safety concerns exist, the application may be forwarded to the Director of Traffic Engineering for review.

2D-2 Land Use Changes and Redevelopment

When there is a change in land use and/or redevelopment, the Department reserves the right to require submission of a new Application for Encroachment Permit.

For example, a residential lot may be rezoned to allow for a professional office that will generate commercial traffic. In this case, the Department may require the existing access to be revised to better accommodate the expected traffic even if no significant building renovations are planned. In some cases, the number and/or width of driveways allowed may change depending upon the land use change and the current standards. The Department shall require that driveway locations being retained be rebuilt if the existing driveway violates ADAAAG. The Department shall require that driveways taken out of service be removed as a condition of granting access for a new land use. This provision will also apply to existing accesses when a property is redeveloped with the same general land use.

2D-3 Subdividing Large Parcels

Access to future subdivided parcels shall be considered in the initial Application for Encroachment Permit’s review process. The Department will not be obligated to allow direct access for any parcels that may be subdivided from a larger overall development at a later date.

2D-4 Setback

The site layout to which the driveway provides access shall be sufficient to provide for stopping, parking, and maneuvering of vehicles completely off the right-of-way without impacting the adjacent roadway. This may require the development to be sufficiently setback to provide adequate internal traffic circulation. The Department may require additional setback based on future roadway projects as detailed in the RDM. For specific driveway throat length requirements, see Section 3D-4.

2D-5 Maintenance Responsibilities

The owner shall be responsible for the maintenance of driveways and other access points, including any drainage structures, for areas within the rights-of-way of State maintained facilities. An encroachment permit is not required for routine maintenance such as mowing, patching potholes, clearing pipes and ditches, applying seal coating, and repairing minor erosion damage. The Department shall be responsible for the maintenance of permittee-provided crossovers, auxiliary lanes, and right-of-way.

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2D-6 Retrofitting by the Department The Department may require driveway accesses to be modified to conform to these standards. This may require that some driveways be narrowed, widened, restricted, relocated, or removed in order to correct safety and operational problems.

Preferably, such actions should be considered during the preconstruction phase. When this is required as part of a road improvement project, it will be done by the Department as part of the construction contract.

2D-7 Private or Commercial Use of Right-of-Way

Pursuant to Sections 57-7-210 and 57-25-10 of the Code of Laws of South Carolina (1976 as amended), erecting fruit and vegetable stands on the right-of-way, displaying automobiles for sale on the right-of-way, or any other private or commercial uses of the right-of-way are prohibited. Some exceptions, such as placing banners across the roadway, for which encroachment permits or letters of authorization have been issued in accordance with these standards are allowed. Businesses seeking to operate on sidewalk areas (e.g. sidewalk cafes, etc.) shall demonstrate that sufficient space remains open to pedestrian traffic and that no compromise to accessibility for person with disabilities will result.

2D-8 Transfer of Responsibility and Liability

When, for any reason, there is a change in property ownership, all responsibilities and liabilities of the owner as it pertains to these standards shall become those of the owner’s heirs, successors, or assignees upon the legal transfer of ownership.

2D-9 Stormwater Management and Sediment Control Plan

All applications for encroachment permits that includes changes to stormwater runoff or sediment shall include a drainage plan with supporting design computations and other requirements as described in Chapter 10. This plan shall also include measures for controlling erosion on the site and restricting the release of sediment to the highway.

2D-10 Structures On, Over, or Under SCDOT Maintained Roadways

All encroachment applications for placing structures over or under a state maintained roadway shall be submitted a minimum of sixty (60) days prior to the proposed construction date. The DEA shall be the approving authority for permits of this type. Prior to approval of the permit, the DEA should obtain a written recommendation from the Preconstruction Office. All applications for placing structures on, over, or under a state maintained roadway shall include attachments as specified in Chapters 10 and 13 of this manual.

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2D-11 Other Restrictions on Access Owners of private property which is separated from the highway right-of-way by railroad or utility right-of-way must have the railroad or utility company’s written approval prior to applying for the encroachment permit.

A controlled-access (full or partial) highway or frontage permits no legal right of access except at such points and in such manner as determined by the jurisdictional authority. On highways with partial control of access, points of access are restricted to driveways on a planned spacing in addition to normally provided interchanges and/or at-grade intersections. Access may be required to be from adjacent roads when direct access to the main highway is restricted or prohibited. This access is the responsibility of the applicant.

The median of a divided highway provides for safer, more efficient traffic movement by reducing accidents involving left-turn access maneuvers as well as head-on collisions. Access to adjacent property is provided by right-in and right-out maneuvers in conjunction with U-turn and crossing maneuvers at paved median crossovers. Crossovers are provided at a planned spacing and at intersections, and additional crossovers are not normally permitted at driveways. See Section 3D for more details on median crossovers.

2E ENCROACHMENT PERMIT APPEAL PROCCESS REQUEST

An Application for Encroachment Permit that is not approved under Section 2B may be appealed to the Deputy Secretary for Engineering within 60 days from date of denial. A letter to the Deputy Secretary for Engineering from the applicant shall be submitted in writing to the RME or DPE. An Access Waiver should be included and note which standard the appeal is requesting to waive.

An Application for Encroachment Permit that is approved with conditions cannot be appealed.

The letter should also include the basis for the appeal such as:

• No other reasonable access can be provided.

• Applicant took all reasonable steps to meet ARMS standard.

• The ARMS standard is not interpreted to fit the site circumstances.

• Undue financial hardship imposed upon applicant.

• Denial is significantly inconsistent with the ARMS standard application within the locality or region.

• Appropriate SCDOT process was not followed.

The RME or DPE will transmit the appeal letter, the permit application number and additional supporting documentation to the Deputy Secretary for Engineering for processing. The Deputy Secretary for Engineering will advise the applicant, RME or DPE the results of his/her ruling on the appeal.

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CHAPTER 3 — DRIVEWAYS

3A GENERAL

The AASHTO A Policy on Geometric Design of Highways and Streets (Green Book, 2011) states:

Driveways terminals are, in effect, low-volume intersections; thus, their design and location merit special consideration. The operational effects of driveways are directly related to the functional classification of the roadway which they provide access.

Ideally, driveways should not be located within the functional area of a roadway intersection or in the influence area of an adjacent driveway. The functional area extends both upstream and downstream from the physical intersection area and includes the longitudinal limits of auxiliary lanes. Appropriate engineering and safety factors should be considered in conjunction with these standards so that conditions unique to individual driveways are properly taken into account.

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3A-1 Driveway Classification The SCDOT classifies driveways according to the number of trips that will be generated by the land use that the driveway serves to help arrive at the appropriate design. Table 3-3 provides information regarding the classifications including land uses that might be expected to generate the specified volumes. The expected number of trips can be estimated using the latest edition of ITE’s Trip Generation Manual.

Table 3-3: Driveway Classification

Driveway Classification

Expected Trips

Example Land Use

Design Features

Low Volume

1-20 trips/day

1-5 trips/hour

Residential Drives (1-2 single family homes)

Typically designed with minimum requirements.

Medium Volume

21-600 trips/day

6-60 trips/hour

Small subdivisions with single family homes or apartments, small business or specialty shop

Typically designed with some higher volume features such as radial returns.

High Volume

601-4,000 trips/day

61-400 trips/hour

Convenience store, gas stations, or small shopping center

Typically designed with high volume features such as radial returns and turn lanes.

Major Volume

>4,000 trips/day

>400 trips/hour

Large shopping center or regional mall

Designed with high volume features including radial returns, turn lanes, and medians.

3B DRIVEWAY DESIGN ELEMENTS

3B-1 Angle of Intersection For safety and economy, driveways should generally be at or nearly at right angles to the main road. Driveways intersecting at acute angles need extensive turning roadway areas and tend to limit visibility, particularly for drivers of trucks. When a truck turns on an obtuse angle, the driver has blind areas on the right side of the vehicle.

Acute-angle driveways increase the exposure time for the vehicles crossing the main traffic flow. The angle of a one-way and two-way driveway exiting a property shall not be less than 70 degrees and preferably should be 90 degrees as shown in Figure 3-1.

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Figure 3-1: Angle of Intersection

3B-2 Width and Radii Driveway design is a critical component to the transportation system and essential to achieve efficient operations. Entry width, radius, and offset, as shown in Figure 3-2, are the key components to driveway design. The selected design vehicle should maintain a 2-foot clearance from the traveled way, curb line, or median during a right turn maneuver.

Figure 3-2: Critical Dimensions in Driveway Design

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One important goal of driveway design is adequately serving the entering and exiting maneuvers without encroachment into an opposing lane. The entry width is the most critical because it has to serve right turning and left turning vehicles and should be sufficient to allow a vehicle to enter without having to slow down nearly to a stop and allow a vehicles to enter and exit simultaneously. Inadequate driveway design creates conflicts that can be detrimental to safety and operations on the mainline (see Figure 3- 3).

Figure 3-3: Inadequate Driveway Design

The width of driveways, exclusive of any shoulder, should be based on various conditions including the type of highway facility, the driveway volumes, the driveway alignment angle, and the turning radii. Driveway radii should be designed to provide safety and ease of vehicle movement for the largest vehicle that will regularly use the driveway. Table 3-4 indicates recommended driveway widths and minimum radii for various types of driveways based on the driveway class. For low to medium volume driveways in curb and gutter or sidewalk sections, drop curb driveways are typically used.

Table 3-4: Driveway Widths and Radii

Driveway Class

Driveway Width (feet)

Minimum Radius

Returns (feet)

Low Volume 10 – 24 15

Medium Volume 24 – 40* 30 (40 Recommended)

High Volume 40** **

Major Volume ** **

* A 40 ft. driveway is usually marked with two exit lanes of 12 ft. width, with the balance of 16 ft. used for a single, wide entry lane. When a median divider is used, the throat width should be increased to maintain the same lane widths.

**Driveway widths, radii, and lane requirements are determined by a traffic study.

*** For one-way drives, use 14 to 18 feet depending on vehicle usage, width should not encourage two-way movement.

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Without guidance, typical drivers will position themselves in the center of the drive, which causes conflicts with entering…