landscape-guide_.pdf

PDF 3 MB Posted Apr 9, 2026

Attached to: Landscaping Hwy. 331 from Short Ave. - Bay Grove Rd.
Solicitation number: 9-26
Issued by: Walton County, Florida

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Written by GovTribe AI · Apr 13, 2026

This is a landscape maintenance guide document related to Walton County, Florida's landscaping services contract for Highway 331 from Short Avenue to Bay Grove Road. The document outlines routine landscape maintenance requirements to ensure the long-term health, appearance, and functionality of the designated highway corridor. The guide provides comprehensive specifications for vegetation management, including standards for turf maintenance, shrub and tree care, mulch application, irrigation system management, and pest control protocols. The contract term is for one (1) year, with the county seeking qualified vendors to maintain the landscaped areas according to the detailed specifications contained within the guide.

The document establishes performance standards and maintenance schedules that contractors must follow throughout the contract period. Specific maintenance activities include regular mowing frequencies, edging protocols, debris removal requirements, fertilization schedules, and seasonal adjustments to care practices. The guide includes quality standards and inspection criteria that contractors must meet to maintain compliance. Cost proposals and pricing terms are to be submitted by qualified vendors according to the county's procurement timeline, though specific pricing amounts and funding sources are not detailed in this guide document itself. The guide serves as the technical specifications document that prospective bidders must reference when preparing their proposals and cost estimates for this one-year landscaping maintenance contract.

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\0095-71.00 April 14, 19954-1

Section 4

DESIGN PHASE

The following will be accomplished during this phase:

• Prepare highway landscape plans that are in compliance with FDOT standards and criteria.

• Consider needs of other transportation users.

• Prepare landscape design for retention/detention areas.

• Prepare traffic control plans.

• Select plant material for highway landscape plan - trees, shrubs, grass, ground cover and wildflowers.

• Identify noxious plants for removal.

• Prepare irrigation system design (if required).

\0095-71.00 April 14, 19954-2

HIGHWAY DESIGN STANDARDS

The first consideration of any highway improvement plan must be safety. AASHTO has adopted design policies to provide safe and efficient highway designs. These have been adopted by the State of Florida for use on all streets and highways within the State. The FDOT design policies, procedures and guidelines are developed around the AASHTO design policies. These Federal and

State design policies, procedures and guidelines must be followed in the development of highway landscape plans. (See Section 7, REFERENCES, of this manual for the reference listing.)

The Florida Highway Landscape Guide should be used in the design of highway landscape projects to coordinate the application of approved highway design standards in the development of highway landscape plans. Its goal is the design of safe, aesthetically pleasing highways that emphasize a

"view of and from the road". Also, the FDOT Roadway Plans Preparation Manual and FDOT, Rule

Chapter 14-40, Highway Landscape Improvements, must be followed in the development of highway landscape plans.

The services of a Registered (Florida) Landscape Architect shall be required as follows. In conformance with Florida Statutes, Chapter 481.329(7), Exceptions; Exemptions from Licensure, "Persons who perform landscape architectural services not for compensation, or in their capacity as employees of municipal or County governments, shall not be required to be licensed pursuant to this part. However, persons who are hired under the title "landscape architect", by any State, County, municipality, or other governmental unit of this State after June 30, 1988 shall be required to be licensed pursuant to this part. Nothing therein shall preclude a County or municipal employee from performing the functions of this part for his governmental employee under a different title".

The FDOT and the government Agency will need to work together in the design phase of the project.

The goal is an economical and feasible plan that meets safety guidelines and provides an aesthetically pleasing highway. To achieve this overall goal, each Agency needs to understand the other's specific concerns and objectives. There must be a willingness to discuss and reach consensus on issues.

\0095-71.00 April 14, 19954-3

Horizontal Clearance

The horizontal clearance requirements of FDOT design policies, procedures and standards must be followed in the development of plans for landscape improvements. The standard typical section for new urban highways provides a width of 3.6 m from the edge of the through lane to the right-of-way line. This is not enough width to allow the use of trees. Smaller alternate plants, ground cover and grasses may be used in these areas, or the typical section modified to provide a wider roadside area.

Typical sections designed to provide an area for trees along the roadside of urban highways are discussed in Section 3, PROJECT DEVELOPMENT AND ENVIRONMENTAL PHASE (PD&E).

The typical curb and gutter urban median has adequate width to include trees in the median landscape plan.

The standard typical section for new divided, rural highways provides a minimum width of 17.0 m from the edge of the through lane to the right-of-way line. The horizontal clearance for high speed rural highways is 9.1 m from the edge of the through lane. This provides 7.9 m outside the horizontal clearance limits. Existing trees that are beyond the 9.1 m horizontal clearance limits may be retained. However, new trees are not normally installed within rural areas that are otherwise clear of fixed objects unless a special design is used to redirect errant vehicles. Therefore, standard typical sections for rural highways are not designed for the installation of new trees.

When the installation of trees and large trunk shrubs is an important part of plans to improve the landscape of rural highways, the typical section should be designed to accommodate them. This is discussed in Section 3, PROJECT DEVELOPMENT AND ENVIRONMENTAL PHASE (PD&E).

When the landscape plan includes the installation of trees along the roadside of rural highways, careful attention should be given to areas where there is a high probability of drivers running off the roadway. An example is a horizontal curve at the end of a long tangent section. These areas should be identified, and careful consideration given to them, during the landscape design.

The standard rural typical section provides a minimum median width of 12.0 m. The 9.1 m horizontal clearances for the roadways overlap on most rural medians. Therefore, the landscape plan for rural medians will not normally include landscaping with trees and large trunk shrubs.

\0095-71.00 April 14, 19954-4

When barrier walls or other rigid safety design features are used to redirect errant vehicles, trees and large trunk plants may be planted a minimum distance of 1.2 m behind them. When a guardrail is used, trees and large trunk plants may be planted a minimum distance of 1.5 m behind the face of the guardrail. These distances are measured from the center of the trunk to the safety feature, and not from the tree limbs. These safety design features are used to protect the motorist from other hazards. Barriers are considered a hazard themselves and are only used to protect the motorist from a greater hazard. They should not be used for the primary purpose of allowing trees within the horizontal clearance area. FDOT criteria and standards address back of guardrail landscape applications. See Figure 12.

Corner islands at intersections should be kept clear of trees and large trunk shrubs. Planters and other aboveground decorative items that are constructed of rigid materials like bricks, blocks, rocks, wood, etc., shall not be installed within corner islands or medians. These materials may be used at special emphasis points and focal areas along the roadside but must always meet horizontal clearance criteria.

Drainage

The clear zone areas must be traversable in the event an out-of-control vehicle leaves the pavement.

Ground levels should not be altered in such a way that the changes will have an impact on the clear-sight windows or constitute a hazard. Standard median and shoulder slopes should be maintained throughout the landscape project. Any changes to existing grades, elevations, or cross-slopes must be shown on the plans and explained in detail. Inward median slopes should be considered for water retention. The District roadway design engineer should be consulted about any proposed design changes.

If the landscape design includes any changes in the highway drainage system, a written drainage assessment report must be prepared. The report should document and explain the changes. The report should show all existing and proposed site conditions and include run-off calculations.

\0095-71.00 April 14, 19954-5

Figure 12

Any changes to drainage flow, drainage retention, drainage detention, revisions to cross-section, elevations and curb types must be included in the drainage assessment report. The landscape design must not block or restrict the flow of any drainage structure nor access to the structure. All drainage structures, existing and proposed, within the area of the proposed landscape improvements must be shown on the plans. The District drainage engineer must review and approve the drainage assessment report. If the landscape design does not affect drainage, a statement to this effect can be included in the letter of submittal. In this case, a drainage assessment report is not required.

\0095-71.00 April 14, 19954-6

Intersection Clear-sight

The landscape design must comply with the requirements of FDOT criteria and standards. In the development of landscape plans all intersecting streets must meet the clear-sight requirements of

FDOT criteria and standards. On divided highways, all driveway connections at median openings are to be treated as intersections.

The sight datum line for clear-sight windows is established from the point of the driver's eye on the side street to the point of the driver's eye on the main highway. The design location for the end of the datum line on the side street is 1,070 mm above the pavement at the driver's stop location 6.1 m from the through lane. The design location for the end of the datum line on the main highway is

1,070 mm above the pavement at the point being checked. A clear-sight window must be maintained

1,500 mm above and 470 mm below the sight datum line. The drivers stopped on the side street and the drivers on the main highway approaching the intersection need clear-sight windows to see each other. See Figure 13.

The trunks of trees within the limits of clear-sight on the main highways, and the combination of tree trunks and shrubs, should not block more than 50 percent of a driver's view of a passenger car stopped on the side street. The trees should be spaced to provide the driver on the main highway a view of at least 66.6 percent of a passenger car stopped on the side street.

Vertical curves and grades can have an impact on the clear-sight window. The bottom branches of trees may have to be raised and maximum height of shrubs may have to be lowered when vertical curves or grades are within the clear-sight limits. The clear-sight window of 1,500 mm above and

470 mm below the sight datum line must be maintained. See Figures 14 and 15.

When the roadways of a divided highway are at different elevations, the clear-sight window must be designed to provide a clear-sight window for both roadways.

\0095-71.00 April 14, 19954-7

Figure 13

\0095-71.00 April 14, 19954-8

Figure 14

\0095-71.00 April 14, 19954-9

Figure 15

The maximum height of shrubs and minimum height of lower tree branches is based on the sight datum line. All measurements relating to the clear-sight window must be made from the sight datum line. See Figures 16 and 17.

When developing a landscape plan that includes the planting of trees within an urban median, the intersection influence area must be considered. The intersection influence area includes the approaches to the intersection through the limits of its turn lanes and tapers. Trees should not be located in the median within the intersection influence area.

\0095-71.00 April 14, 19954-10

Figure 16

\0095-71.00 April 14, 19954-11

Figure 17

\0095-71.00 April 14, 19954-12

The driver on the cross-street will use one of two approaches when crossing a divided highway.

When traffic volumes are light, the driver will select a gap between traffic from both approaches on the main highway and cross the highway in one step. However, when the traffic volumes increase, gaps of sufficient length for a safe crossing may not be available between traffic from both approaches. In this case, the driver will select a gap in the traffic approaching from the left, cross to the median, stop, and then select a gap in the traffic approaching from the right to complete the crossing. Therefore, clear-sight windows are needed at the driver's stopped position on the cross-street and at the driver's stopped position within the median.

The design and maintenance of the clear-sight windows within the limits of clear-sight for intersections are important. In selecting plants for installation within the limits of clear-sight for intersections, the designer must consider the manpower requirements to maintain the plants to meet the clear-sight window criteria. If only limited manpower will be available for maintenance of the landscaping, then shrubs and flowers should be restricted to those that will not exceed the maximum height or can be maintained below the maximum height with the projected manpower. Shrubs that are not maintained at or below their maximum height control can result in a continuous sight blockage.

All existing median openings should be reviewed in the development of the landscape plans. The access classification of the highway should be used in this review. The closure of median openings to comply with the highway access classification should be considered. Any median opening that does not presently serve a driveway or street should be a prime candidate for closure. The clear-sight window must be provided for all remaining full-access median openings, even if there are no streets or driveway connections at the openings. This is necessary as median openings are prime locations for future driveway connections. At median openings with directional left turns, the left turn clear-sight window must be provided (FDOT Standard Index No. 546).

Traffic Control Devices

The driver traveling along the highway needs a clear view of highway signs and traffic signals. The placement and visibility of traffic control devices are based on the Federal Highway Administration's

Manual on Uniform Traffic Control Devices for Streets and Highways (MUTCD). A traffic

\0095-71.00 April 14, 19954-13 engineer, or person responsible for traffic control, should review all highway landscape plans to assure that the visibility of traffic control devices complies with the MUTCD.

At signalized intersections, the traffic signal assigns the right-of-way; however, the need for intersection sight distance remains. A traffic signal may malfunction, protected phases (green arrows) may not be provided for left turns, right turns on red may be allowed or the traffic signal may be operated in a flashing mode during low volume hours. When these conditions exist, intersection sight distances are needed. A variance to the intersection sight distance requirements may be considered when the traffic signal provides protected right-of-way for all movements and right turns on red are prohibited. The report requesting a variance must document that a variance will not endanger public safety and must be signed and sealed by a professional engineer. See the Roadway

Plans Preparation Manual, Chapter 23, for examples of letters of request for variance approval.

Pedestrians

The safety and comfort of pedestrians must be considered in the development of landscape plans.

A safe, comfortable and aesthetically pleasing environment can make walking a more desirable means of transportation. Drivers on the roadway, and pedestrians walking along the sidewalks or crossing the roadway, need a clear view of each other. It is necessary for the driver to be able to see and react to pedestrians entering the roadway and for pedestrians to be able to make a safe crossing.

Clear-sight windows must be provided for all pedestrian crossings.

A landscape, with trees along the roadside that shade the sidewalks, provides a comfortable and pleasant walking environment. However, to provide the necessary horizontal clearance and clear-sight areas the trees should be between the sidewalk and right-of-way line. In urban areas, this will normally require additional rights-of-way. See Section 3, PROJECT DEVELOPMENT AND

ENVIRONMENTAL PHASE (PD&E), "Typical Sections for Landscaping".

The design should maintain all sidewalks and pedestrian crossing areas free of obstruction.

Sidewalks should be maintained free of all growth. The bottom limbs of trees overhanging the sidewalk should be at least 3.0 m above the sidewalk.

\0095-71.00 April 14, 19954-14

Needs of Persons with Disabilities

The needs of persons with disabilities must be considered in the development of landscape plans.

Special considerations are required to allow them to safely use the highway facilities. It is critical that clear-sight windows be maintained to allow the drivers to see them enter the roadway. Sight problems, reaction times and crossing speeds of disabled users makes this essential. Accessibility to features like pedestrian push-buttons and handicap ramps must be maintained. There should be no obstruction to prevent persons with disabilities from using the highway facilities. All landscape improvements must comply with the standards of the Americans with Disabilities Act of 1990.

Bicycles

When developing landscape plans, the designer needs to consider the needs of the cyclist. This should include the elderly and younger inexperienced cyclist who use the sidewalks, and the more experienced cyclist who uses the roadway. When the sidewalk and the landscape is properly designed for safe use by all pedestrians, it will provide a safe facility for the older and inexperienced cyclist. Designated and undesignated bike lanes should be maintained free of all growth and debris.

Clear-sight windows should be provided for all locations where cyclists cross the roadway. If possible, shaded areas should be provided for bike paths and lanes. When tree limbs extend over separate bike paths, they should be at least 3.0 m above the bike path. When they extend over designated or undesignated bike lanes within the roadway, they must be at least 4.4 m above the pavement. See Figure 18.

Public Transportation

Safe and comfortable bus stops and shelters may increase the use of public transportation. The location of all bus stops and shelters should be identified on landscape plans. The area around the benches and shelters may be landscaped with trees to provide shade. However, the benches and shelters along with the trees must be located outside the horizontal clearance limits. Clear-sight windows should be checked for all locations within the limits of intersection sight distance. If horizontal clearance and/or clear-sight requirements can not be satisfied within the existing right-of-way, management of the transit system should be contacted to see if other arrangements are possible.

\0095-71.00 April 14, 19954-15

Figure 18

Lighting

Highway Lighting . Night visibility should be considered. Highway lighting is designed to provide uniform distribution of lighting. The highway landscape design should be coordinated with the highway lighting design to assure that the landscaping does not interfere with uniform distribution of light.

Landscape Lighting. Opportunities to provide lighting to accentuate roadway and/or median landscaping may present themselves. This type of lighting should be used sparingly and should create a soft, uniform flood light effect. The following issues should be reviewed and resolved prior to installation of any accent lighting within the FDOT right-of-way:

• Provide a layout of where lighting is to be located along with fixture type, wattage, method of switching on/off and electrical source.

• Review existing sources of light for conflicts, glare, hot spots, etc.

\0095-71.00 April 14, 19954-16

• Ensure the lighting is absolutely safe for pedestrians and vehicles.

When landscape accent lighting is used along a highway that has roadway lighting, it should be designed to compliment the roadway lighting. Accent lighting shall not be directed towards the driver and should be designed to avoid bright spots of light in the driver's vision.

Utilities

The specific location of utilities must comply with FDOT's Standard Index No. 700 and the Utility

Accommodation Manual (Document No. 710-020-001).

Public safety must be the first consideration in any plan for changes to a highway. This includes the location of utilities and their relationship to highway landscaping. Both utilities and highway landscaping must meet the horizontal clearance requirements of the FDOT criteria and standards.

The clear-sight window must be maintained within the limits of intersection sight distance. In designing the clear-sight windows, all sight blockage must be considered. This includes utility poles within the limits of intersection sight distance. The spacing of trees in the landscape plan will have to be coordinated with the spacing of utility poles to assure that the clear-sight window is maintained.

The landscape plan must show all existing utilities aboveground and belowground that may be impacted by the landscape project. The landscape improvements cannot interfere with the safe installation, function or maintenance of existing and proposed utilities (aboveground or belowground). The landscape plan must assure that the landscape improvements can be installed safely without harm to persons or existing utilities. The requestor for a landscape permit must notify all utility companies that have utilities within the limits of the landscape project about the project.

A notification form should be obtained from the FDOT and used for this purpose. The applicant should obtain letters of no objections from the affected utilities. When highway beautification is an important element of a major highway improvement project, consideration should be given to locating all utilities underground.

Likewise, the safety of maintenance workers must be considered in the coordination of highway landscape and utility location plans. Trees within the vicinity of overhead utility lines should be located to provide safety for the maintenance of both. Underground utilities must be at least 0.8 m

\0095-71.00 April 14, 19954-17 below the ground level, and trees and shrubs must be located where they can be installed and maintained without endangering the workers or damaging the underground utility.

Planting trees in areas with overhead utilities requires working closely with the utility companies to develop mutually agreeable solutions to tree and utility conflicts. Cooperation and mutual understanding is the key to finding solutions to utility-landscape conflicts. Some suggestions for avoiding utility-landscape conflicts include: (see Figure 19)

• In no case should large growing trees be allowed to be planted under utility lines without first consulting the utility. All landscape plans should include overhead utility locations.

• Specify small growing trees, large growing shrubs, or trees which can be easily pruned back without much damage for planting under utility lines. Using small growing trees will help the utility company reduce their maintenance costs and avoid a "butchered" looking landscape. In some areas where aesthetics is a very important element, such as downtowns, historic districts, some residential areas, etc., ask the utility company to prune trees on a more frequent schedule. This allows trees tolerant of pruning, such as chinese elms, to be planted. Sometimes larger trees may be grown around utility lines if pruning is more frequent.

• Develop a partnership with the utility providers. The utility may assist in planting smaller trees and assume maintenance in consideration of not having to contend with large trees. Consider system redesign or relocation. In areas of very high aesthetic value, ask the utility to zig-zag their line from one side of a roadway to the other.

This creates "planting pockets" along both sides of the highway where large trees may be planted and not interfere with utilities. This option is best used where overhead lines are small and not visually intrusive. Guying easements may have to be obtained to support poles.

• Changing the configuration of utility lines may also be an option. In some cases, changing from a cross arm configuration to a more compact configuration reduces the area of conflict between trees and utility lines.

• In other cases, simply installing larger poles may allow enough room to plant larger trees under utility lines. The utility company design engineer may have suggestions on other ways of reconfiguring to reduce conflict.

\0095-71.00 April 14, 19954-18

Figure 19

Interchanges

The most common uses for interchanges are along freeways and to provide the necessary capacity at high volume intersections. Safety is a key element in the design of interchanges. Therefore, the design for improving the landscape within the interchange area should follow ideal design standards.

"Proposed plantings should be selected with regard to their ultimate growth. Improperly located shrubs or trees may seriously shorten sight distance on curves and seriously interfere with lateral sight distance between adjacent roadways". (AASHTO)

FDOT criteria and standards should be met or exceeded on interchange landscape design. Approval for variances to these standards within an interchange will be rare and require thorough documentation.

\0095-71.00 April 14, 19954-19

Special attention should be given to the design of the landscape within the gore of interchanges. The

"gore" is the area immediately beyond the divergence of two roadways, bounded by the edges of those roadways. The term "gore" refers to both the paved triangular area upstream from the approach nose and the graded area a few hundred feet downstream from the approach nose. The term "gore" general refers to the area between a through roadway and an exit ramp (see Figure 20). The term is also used to refer to the similar area between a through roadway and a converging entrance ramp.

The gore areas should only have grass and ground cover within the graded area between the ramp and main roadway. This area should be maintained as a recovery zone for errant vehicles. Trees may be installed behind guardrails or other rigid structures used on the bridge approaches. In all other areas of the interchange, trees must satisfy the horizontal clearance requirements of FDOT criteria and standards. All potential conflict points between vehicles travelling on the ramps and approaching roadways must meet clear-sight criteria. Special attention must be given to grades and horizontal curves in establishing the sight datum line for these conflict points. The clear-sight window of FDOT criteria and standards must be maintained throughout the limits of clear-sight at each point of conflict.

Figure 20

\0095-71.00 April 14, 19954-20

Retention/Detention Areas

A retention area retains water, holding it for long periods of time. A detention area is designed to detain water, holding it temporarily until it can percolate or be moved elsewhere. These holding methods are employed to filter run-off water and improve water quality.

An increasing number of retention areas are being created for on-site storage of storm water.

Retention areas have been viewed in the past primarily as a requirement for site plan approval and as a place to hold water. As a result, many retention areas simply were excavated, graded and sodded with little or no ecological or aesthetic consideration. Such a landscape is essentially barren.

Roadside retention area aesthetics and ecology have been neglected until recent years primarily because they are problematic areas to effectively landscape. The potential exists for these areas to be developed as functioning wetland systems; they then fulfill their design criteria (water storage, filtration, and recharge) and still contribute to the aesthetic quality of the landscape.

Retention areas exhibit many inhospitable environmental conditions including infertile soils, compaction, limerock overspills from paving, high temperature extremes from nearby paved areas, contaminated runoff and the extremes of prolonged inundation during rains followed by desiccation during droughts. While there exists no exact natural system with analogous conditions, there are native species which are rugged and well-adapted to such severe sites. Perhaps the closest natural parallels to retention areas are cypress swamp forests, wetland forests and freshwater marshes. Many of the plant species found in these areas are tolerant of a wider range of conditions than that of their natural communities. Innovative design of retention areas will use the natural wetland systems as models of success. Vegetation for wetland systems should be determined by water depth and will guide design when applied to retention areas. The vegetation of a wetland is typically populated by grasses, sedges and emergent aquatics with the standing water, then woody shrubs and small trees within the low areas and canopy trees along the higher elevation perimeter. Several native palm species occur in wetlands and are well suited for retention area landscapes. By following this layered approach, and selecting plant associations that are adapted to specific regions of the State, the retention pond landscape can meet aesthetic and design criteria. See Figure 21.

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Figure 21

Canals and drainage swales are similar to retention ponds and can be subject to extreme fluctuations in water levels. Canal banks and drainage ditches are frequently neglected areas of the landscape site which present unique problems and require a specialized approach. Maintenance of these areas is extremely difficult, nevertheless, they can be effectively landscaped with native and adapted wetland species which will contribute to their function and stability, while not interfering with access.

Detention areas have many of the same characteristics of retention area sites although they remain dry most of the time, filling up only occasionally for a limited period. They should be landscaped to compliment and enhance the balance of the surrounding site; however, the plant materials specified must be able to tolerate periodic standing water as well as drier conditions.

The design of retention/detention areas must be approved by several government Agencies. The design input of these Agencies and the District drainage engineer should be obtained during design.

This will make it easier to obtain their approval of the final design.

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Outdoor Advertising Signs

Outdoor advertising signs along State highway corridors have become part of the highway landscape.

The methods used by the FDOT to control location and permitting of outdoor advertising signs are covered under Florida Statutes, Chapter 479, Outdoor Advertising. The permitting and location of these signs under this law is rigorous and thorough; therefore, those signs which are permitted should be given due consideration when formulating the roadside landscape.

Once permitted and installed, outdoor advertising signs are provided by law with a viewing zone that must be respected in developing the highway landscape plan. FDOT, Rule Chapter 14-13, Vegetation Control and Outdoor Advertising Signs, outlines the criteria which must be applied to the placement and maintenance of proposed and existing vegetation. The purpose of this rule is to establish regulations and uniform guidelines covering the permitting of pruning, replacement or removal of selective vegetation on outdoor advertising signs along rights-of-way of the other State highway systems. The "viewing zone" provided under this rule means the area to the left and right of the outdoor display should be maintained for reasonable viewing of the display. This area is called the Vegetation Management Permit Area. See Figure 22 for an example of a right-hand and left-hand Vegetation Management Permit Area.

Other specific regulations for the retention of natural roadside growth and scenery, protection and conservation of native ecosystems, and prohibition of indiscriminate pruning or removal of vegetation are stated in Florida Statutes, Chapters 334.044(25), Department Powers and Duties, 335.167, State Highway Construction and Maintenance; Xeriscape Landscaping within Rights-of-way, 337.405(1), Trees or Other Vegetation within Rights-of-way of State Highway System; Removal or Damage; Penalty, and 369.25, Invasive Non-Native Plants: Prohibition; Study; Removal; Rules, and relate to the view-shed allowed for outdoor advertisements. In all cases the intent of the permit process was established by the legislature to allow for a minimum disturbance to the native vegetation in establishing the viewing zone.

In no case shall unpermitted signs be considered in the design process.

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Figure 22

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Maintenance of Traffic

Traffic control plans (TCP) must be developed for all highway landscape projects. When the highway landscaping is part of a highway project, the maintenance of traffic for the installation of landscaping will have to be coordinated with the maintenance of traffic for the highway improvements. The maintenance of traffic plan for the project should be one plan that addresses all elements of construction. The TCP must be prepared by a PE "certified" in TCP preparation.

When a project is for landscaping only, a maintenance of traffic plan will also be required. The maintenance of traffic plan must be in accordance with Chapter 10 of the Roadway Plans

Preparation Manual, Chapter 6 of the FHWA Manual on Uniform Traffic Control Devices for

Streets and Highways and the FDOT Standard Index, Series 600, Traffic Control through Work

Zones.

PLANT AND TURF GRASS USAGE

Native and Endangered Species

Native and endangered plant species are important to the State's ecology and have proven to be assets in the roadside landscape. These plant materials require little, if any, fertilizer or maintenance and are generally able to sustain themselves when located in proper growing conditions for the species.

As mentioned in Section 3, PROJECT DEVELOPMENT AND ENVIRONMENTAL PHASE (PD&E), these species, when existing, must be identified early to insure that they remain in place whenever possible. Nursery-grown native plant materials should be included in any plant design pallet. Many varieties are attractive, need no supplementary watering and require no pruning. Some varieties are also appropriate for urban median installation within the limits of intersection sight distance.

Native plants used in the right locations can provide additional benefits to the environment by reducing glare, discouraging weed growth and providing wind breaks. Water conservation is a necessity in Florida. Drought resistant native plants can provide an excellent buffer against the use of irrigation for landscape plants. Native plants are not limited to use in their natural habitat. Native plants will generally accept a better site than the one from which they occur naturally, and sometimes will accept a poorer one. Native species can be used in rural and urban highway landscapes.

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Availability of native plant material has been a limiting factor to the use of these plant materials, but the large demand for these species has encouraged the formation of many new native plant nurseries.

It is still wise to give advance notice to the native nursery industry when large quantities of uniform quality are required.

The use of these materials in the highway landscape must be encouraged throughout the FDOT.

Useful species are noted in the "Plant and Turf Grass Selection Guide" of this Section.

Xeriscape ™ Principles

Utilization of Xeriscape landscape techniques and methods is encouraged by Florida Statutes, Chapter 335.167, State Highway Construction & Maintenance; Xeriscape Landscaping within

Rights-of-way, FDOT, Rule Chapter 14-40, Highway Landscape Improvements and FDOT, Rule

Chapter 14-92, Florida Highway Beautification Council.

Water conservation has become vitally important to Florida. As much as possible, landscape improvements along our highways should be designed to survive on natural rainfall. Water trucks may be used to establish newly planted materials or to augment rainfall during times of severe drought; but generally, landscapes must be able to sustain themselves. At the same time it is obvious that roadway medians and shoulders are not natural environments, but are designed to efficiently remove water and keep a roadway dry. Additionally, roadway pavement surfaces are hot and windblown, giving plants an extremely harsh environment in which to survive. Xeriscape principles will assist in developing landscapes that can withstand these conditions.

Xeriscape (pronounced "zer-i-scape") is water conservation through the careful selection, placement and maintenance of landscape materials. It is estimated that water consumption through landscape irrigation can be reduced from 30 percent to 80 percent by employing Xeriscape principles.

Xeriscape plant materials are drought-tolerant and do not require special attention in order to flourish. The following Xeriscape principles are a practical and essential consideration in the planning and design of Florida's highway landscapes.

• Appropriate choice of drought-tolerant native and adapted plant materials for the site. Plants with the same water requirements should be grouped together in the appropriate locations. Plants that like wet conditions should be planted in wetter

\0095-71.00 April 14, 19954-26 areas; plants that prefer dry soils should be grouped together in drier areas. The use of swales or low points in the topography should be considered for planting areas as they will provide more water.

• Improve the soil as necessary. Florida soils are mostly sand which does not absorb or hold moisture well. Clay soils, also found within the State, retain water much better. Analysis and addition of appropriate soil amendments will increase the soil's ability to retain water. Soils with organic matter also provide beneficial nutrients to the plants. When compost is added, it should be free of shredded plastic debris and other extraneous material, and properly tilled into the soil if used as an amendment.

Man-made water retentive soil amendments may also be used to supplement the compost or in its place.

• Efficient irrigation . Irrigation should be installed only if it is essential for the project. Well-planned irrigation systems, where appropriate, can save water. Sub-surface emitter type systems, required by Florida Statutes, Chapter 335.167, State Highway Construction and Maintenance; Xeriscape Landscaping within Rights-of-way, are most efficient for trees, shrubs, ground cover and flowers. Turf areas are best watered with low-gallonage, aboveground sprinklers. Water only where and when the plant materials need to be watered. Rain sensor devices are required to be installed to override the irrigation system when adequate rainfall has occurred.

Control water runoff by creating basins around plant material to collect water.

Under no circumstances shall water be allowed to overspray or seep into roadway.

Turf may be drought conditioned by only watering when signs of wilt occur, and then just enough to wet the soil in the root zone. This practice will develop a deep root system that can better withstand drought periods.

• Practical use of turf grasses. Drought-tolerant turf grass species should be used for roadway shoulders and large open areas. Grasses requiring more than natural water should only be used in high focal or specially selected areas.

• Appropriate use of mulches. Mulch is a porous material, usually organic, such as finely shredded wood chips, solid waste compost, or pine straw and bark. A 75 mm thickness of mulch placed on exposed earth surfaces will help to retain moisture, control temperature and unwanted vegetation, slow erosion, and enhance the uniform appearance of planting beds. Recycled mulch and solid waste compost are recommended where available. Avoid use of cypress bark mulches as the trees have been harvested for bark value only, rather than the bark as a byproduct.

• Proper maintenance. Xeriscape landscape installations should not be over-watered or over-fertilized; this decreases their tolerance for drought conditions and increases the risk of plant disease. A balanced nitrogen-potassium fertilizer with a formulation similar to 12-4-12 is recommended to support root growth and can help make turf more drought-tolerant. In addition, letting grass clippings decompose on the lawn adds the equivalent of one application of nitrogen. Turf grasses should be mowed

\0095-71.00 April 14, 19954-27 above 75 mm and with a sharp blade that will not shred the leaves and damage their vitality.

Where periodic flooding is a concern, careful selection of materials that can survive standing water must be considered. The County Agricultural Extension Service in your area can be of assistance in providing additional information.

Plant Life Cycle of Trees vs. Design Year

Unlike…

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