Category:Better Roads, Brighter Future
From Engineering Policy Guide
Building on the success of the Smooth Roads Initiative, MoDOT has announced its next plan for improving Missouri's highways..... Better Roads, Brighter Future.
So what does Better Roads, Brighter Future mean for MoDOT?
MoDOT's goal is to bring 85 percent of Missouri’s major highway system up to good condition by the end of 2011. The Better Roads, Brighter Future program will bring the next 3,300 miles of Major Routes (after the Smooth Road Initiative's 2,200 miles) to good or better condition by December 31, 2011. This program targets the highways that carry 80 percent of all travel on the state highway system, or an estimated 5,500 miles!
Project development guidance is presented here for the Better Roads, Brighter Future program, updated for 2008. The Better Roads, Brighter Future program is a resurfacing/rehabilitation program on these routes. Any new construction or major reconstruction project on these same routes will not be considered Better Roads, Brighter Future work and should be treated like a normal STIP project.
| References |
| Direction and Expectations for Missouri's Major and Minor Roads |
| Major Routes Map |
| SRI Lessons Learned |
| Traffic Control Plan Sheets |
| See Temporary Traffic Control for current work zone figures |
| Form D-2BS |
| Other Plan Sheets |
| Pavement Depth Transition |
| Widening and Resurfacing (D71) |
| Standard Plans |
| Rumble Strips |
| Pavement Marking |
Budget
| Economic Development, Transportation Improvements |
| Report 2002 |
| Economics of Highways |
| Report 2007 |
| Supplement 2003 |
| Report 2007 |
| Report 2003 |
| Summary 2007 |
| Report 2007 |
| See also: Innovation Library |
New "Better Roads, Brighter Future" Projects:
For each District, the complete package of new Better Roads, Brighter Future STIP resurfacing projects, shall have the following average costs:
- Non-Interstate - $127,000/lane mile, average for the total District program.
- Interstate - $315,000/lane mile, average for the total District program.
District Safety funds and Maintenance Operations resources can be used to supplement the scope and cost of the Better Roads, Brighter Future projects and will not count against the average lane mile cost.
Existing 07-11 STIP Resurfacing Major Route Projects:
Each District will deliver these projects for no more than the existing STIP budgets. Better Roads, Brighter Future guidelines can be used to reduce or adjust existing scopes.
Practical Design guidelines and principles apply to all existing STIP resurfacing projects regardless if on or under budget.
Corridor Consistency
Districts will collaborate on corridors that cross District lines. Typical sections on corridors will have logical termini (i.e. not the District lines but town to town). The route must look the same to the public. To achieve this, Districts must consider how the scope for a STIP job on a specific corridor compares to the Better Roads, Brighter Future scope for another job on the same corridor.
There will be continuity of level of service as described in the Direction and Expectations for Missouri’s Major and Minor Roads guidance.
Existing roadway typical sections, in good condition and not receiving a Better Roads, Brighter Future treatment may or may not be used to set the corridor consistency depending if the design keeps the District from meeting the average lane mile cost for the Interstate or non-interstate package.
Minimum Expectations
The following items are considered minimum expectations for our major routes and every effort is expected to achieve this in the Better Roads, Brighter Future program:
- Paved shoulders.
- Rumble strips.
- Lane line, edgeline, and roadside delineation.
- Improved median openings.
- FHWA inclusion in oversight project core teams.
FHWA Oversight
Programmatic approval is for Better Roads, Brighter Future work only. STIP projects will follow normal FHWA oversight process when applicable.
Safety Appurtenances (Concrete Barrier, Guardrail, Guard Cable, Impact Attenuators)
Guidance
Better Roads, Brighter Future surface treatment projects will include provisions for the installation, removal, or repair of safety appurtenances. Needed improvements to these devices will be identified through a field inspection of major routes and may be addressed through Better Roads, Better Future projects, a separate contract or via other means (e.g., in-house work or existing repair contracts), depending on the scope of the improvements and district resources.
Field Inspection
District staff will be responsible for the location (by log point and side of road), length, and type of device, as applicable, of all safety appurtenances on Major Routes (mainline and applicable ramps). Inspectors will also note the location and type of any improvements, as provided below, needed along these routes. This information may be used to prepare the supplemental contract(s), or to notify district operations staff of improvement needs. This information will aide in the development of a roadside inventory in TMS.
Minimum Scope of Work
The following items will be included in improvements associated with the Better Roads, Brighter Future as noted in the guidance above: (It will be the district engineer's discretion whether this work is performed by district forces, performed under a separate contract or included in the Better Roads, Brighter Future project scope.)
- Delineators/object markers will be installed on all safety appurtenances as specified in the standards. (Reference MoDOT's pamphlet Direction and Expectations for Missouri's Major and Minor Roads)
- Blunt ends at the upstream ends of bridges will be upgraded to crashworthy ends treatments.
- Guardrail length of need will be corrected when the existing length fails to shield high accident locations (accident rate > statewide rate).
- Guardrail turned down sections and BCTs will be upgraded to crashworthy end treatments when the current installation is damaged beyond functionality or is located in a high accident location (accident rate > statewide rate). Appropriate length of need will also be addressed at these locations. For all other turned down end sections or guardrail sections short on length of need left in place, documentation of the justification for leaving these end sections in place shall be placed in the Project file.
- Removal of safety appurtenances where the hazard(s) for which the appurtenance was originally installed is no longer present or has been removed through other activities related to the Better Roads, Brighter Future (e.g., upgrade of sign installations to crashworthy standards).
- Repairs to safety appurtenances that are damaged, in poor aesthetics, or no longer functional due to field conditions (e.g., erosion).
Contract Provisions
The contractor shall retain all damaged or replaced safety appurtenances.
Vertical Clearance and Depth Transitions
- Maintain existing vertical clearance under bridges with sub-standard vertical clearances.
- Maintain a standard vertical clearance under bridges with standard vertical clearances.
- Standard depth transition sheet will be provided by Central Office.
- Butt joints for all transition sections.
- Use 1 in. in 50 ft. pavement depth transition.
- Milled depth transitions at beginning and end of job.
- Milled depth transitions at all bridge ends.
Traffic Control/Workzone Issues
- Design and manage temporary traffic control measures in accordance with normal practices.
- On Call Law Enforcement shall be used were necessary and appropriate.
- Develop a temporary traffic control plan for each project (See Temporary Traffic Control).
- Incorporate JSP-02-06 WORK ZONE TRAFFIC MANAGEMENT PLAN into each project proposal. Use traffic capacities to determine precautionary work times noted in Section 3.3.
- Limit length and number of work zones to areas of active work or areas where work will be occurring within a reasonable amount of time.
- Limit work zone speed limit reductions to areas and times of need.
- Minimize traffic exposure to rough surface, uneven pavement, bump, low shoulder, and edge drop-off conditions.
- Allow contractors as much flexibility as possible to complete the project.
- No median crossovers for construction will be allowed on interstate routes.
Median Crossovers/Openings
- Emergency crossovers - See Maintenance and Emergency Crossovers.
- Expressway median openings – as possible, within the program budget, median openings should be upgraded to the appropriate type. At a minimum, any location on the High Severity Intersection list will be upgraded. (Reference TMS - High Severity Intersection list or consult District Traffic Staff).
- Expressway median openings – pave these to match with mainline overlay. Grinding jobs – use shoulder treatment if applicable.
- Carry shoulder/auxiliary lane treatment through this area.
- Limit hand work required on entrance radii, aprons, and islands.
Rumble Strips
- See Rumble Strips, Direction and Expectations for Missouri's Major and Minor Roads, and 2008 Roadway Visiblity Direction for application of rumble strips.
- Construct rumble strips with pavement marking in the strip where possible.
- Where shoulder thickness or noise is an issue, the District Engineer has the discretion to not build rumble strips. For system wide safety improvements such as rumble strips and stripes a higher level of discussion/collaboration with the Central Office is necessary prior to the District Engineer’s approval of a design exception to omit such safety improvements from a project. Documentation in the project file is required.
- Centerline Rumble Strips on all 2-lane Major Routes with 1-3/4 in. overlays or greater.
Snowplowable Raised Pavement Markers (SPRM)
- SRPMs will no longer be installed on any roadways. All existing SRPMs are to be removed in the contract, unless otherwise approved by the District Engineer to remain in place.
- On milling/asphalt overlay jobs and overlay-only jobs, remove existing SRPMs. The cost of the removal of SRPM’s on these projects will be considered included in the contract unit price for resurfacing.
- On diamond grind projects with existing SRPMs, remove existing SRPMs and grind entire width of pavement, unless otherwise approved by the District Engineer to remain in place. Removal will be paid with separate bid item set up in contract.
- Good or better pavement sections that do not have contracts will have existing SRPMs removed at a later date.
- 2-lane 2-way routes will not have SRPMs installed.
- Contractor will keep any SRPMs removed.
- If SRPMs remain in pavement, they must be maintained at the District’s expense, i.e. lenses replaced, checking they are solid in the pavement.
Striping
- Type 2 tape will be installed by the 3M contract on the lane lines and other marking between the edge lines on major divided highways.
- Temporary Raised Pavement Markings (RPMs) for the pavement markings covered by the 3M contract, primarily lane lines will be considered the final striping on projects. Per Standard Plans 620.10A a quantity for Type 1 and Type 2 temporary raised pavement markings (RPMs) (pay items 620-80.64 and 620-80.65) should be specified in project for lane lines or other markings covered by the 3M contract.
- Shoulder temp RPMs are still incidental (at Contractor’s expense) per Standard Specification 620.2.5 Temporary Pavement Marking for Milling, Grinding and Resurfacing Operations. Note: To avoid confusion in the payment of temporary RPMs on the mainline versus the shoulders, a note should be added on the quantity sheet specifying that the quantity of temporary RPMs itemized in the project are for the striping to be done by others.
See the 2008 Roadway Visibility Direction for the current guidelines.
Delineation
- All white flexible delineators will be replaced. This will be accomplished either when associated with a resurfacing project or by District forces.
- All guardrail, guard cable and barrier walls will be delineated. The delineation should be included in projects wherever possible. This will be accomplished either when associated with a surfacing project or by District forces.
- Delineation of guardrail, guard cable, barrier walls, interchanges and mainline divided highways will be according to the following specifications and standard drawings.
| Delineator Type | Application Standards | Standard Specifications | Standard Drawings |
|---|---|---|---|
| Guard Rail | All guardrail within 2 ft. of the edge of shoulder | 606.10.2.3 1065.2 1065.4 | 606.00 6 of 16 |
| Guard Cable | All 3 strand guard cable | 606.50.2.5 1065.4 | 606.41 4 of 6 |
| Channel Post Delineators | All interchanges mainline non-interstate at 0.1 mi. intervals | 903 1044.3 1065.3 1065.4 | |
| Barrier Wall | 50 ft. spacing on top of barrier walls | 617.30 1065.2 1065.4 | 617.10 1 of 7 |
| Emergency Reference Markers | 0.2 mi. intervals on interstates only | 903.03 10 of 12 |
Signing
- Signs should be ordered 4-6 weeks in advance of installation needs.
- Roadway improvement contracts should not include any additional signing improvements than what is required.
- Upgrading of the signs and/or their supports to current standards on major roads will be performed by District forces.
Ramps
- Better Roads, Brighter Future work will include ramps on mainline pavement treatment projects when warranted. Consideration should be given to ramp condition and if warranted should be addressed up to the crossroad. Guidelines concerning guardrail, striping and shoulder will apply.
Shoulders
- Provide a paved shoulder on all major routes. Existing aggregate shoulders will have a hard surface or combination of hard surface and aggregate.
- It is the expectation that there will be limited grading on these projects.
- Use Bituminous Pavement mix (BP-1) on inside and outside shoulders of divided Major Routes.
- In-place recycling is an option that can be considered.
- Avoid Right of Way acquisition to increase shoulder widths.
- Less than a 4 ft. shoulder requires a design exception.
- Shoulders requiring an overlay shall have milled rumble strips, if thickness allows.
- Taper thickness to a minimum of 3/4 in. at shoulder point to avoid guardrail height adjustment, if necessary.
- Edge drop off will be addressed per MoDOT standards either in the contract or by District Operation forces. All edge drop offs shall be pulled up within 60 calendar days of project acceptance. Low Shoulder or Shoulder Drop-Off signs (see Standard Plan 619.10 are to remain up until such time as the foreslope has been pulled up to the new shoulder point. Timely collaboration/communication between the Project Office and District Maintenance is essential when work will be performed by our Maintenance forces.
Sharing Resources and Consultants
- No consultants or MOUs (on-call contracts).
- Districts are to use other districts, if necessary, to help to complete design, construction inspection and maintenance activities of these projects.
- Districts will communicate directly with each other, no Division coordination
Request for Environmental Services (RES)
- One standard RES will be required for each project
- All projects will be CEs (programmatic)
- Although this work will be CEs we still need to be alert to the potential affect it may have on Threatened and Endangered Species or known Cultural Resource sites.
- Based on project locations and descriptions, the Environmental Section will provide sensitive areas to district with recommendations for the needed restrictions on contractor activities.
Utilities
- Major impact or adjustments are not anticipated.
- Adjust manholes in urban areas with rings for overlays.
- Taper cross slope of asphalt to match flow line of drop inlets (DI) and curb and gutter, unless the DI is within the driving lane, then adjust DI top elevation.
- Utility Clear Letters will not be required for Better Roads, Brighter Future projects. The Utility JSP with utility contact information included, will be required in the contract documents.
Traffic Signals
See Basic Types of Signal Control and Other Design Aspects of Traffic Signals - Detectors.
- Signal loops damaged by milling operations can be replaced within Better Roads, Brighter Future resurfacing contract work.
- Installation of video detection should be considered if signal loops are milled up with existing pavement.
- Use signal loops in place if existing pavement is overlaid with asphalt.
- Contact the district traffic engineer to locate loops or for guidance on presence of other loops installed by others. (i.e. count loops, advance loops, automated enforcement loops.)
Scoping Memo; 4R; 3R; Conceptual; SIMS; Programming
- Traditional 3R/4R and Conceptual Plan reports are not necessary but proper documentation of project scope is necessary.
- Programmatic approval of scope.
- SIMS form on each project needs to be completed by district.
- Treat procedures similar to a contract level course project.
Design Exceptions
- Applies to Better Roads, Brighter Future funded work only. Other STIP work on Major Routes will follow normal process.
- Use existing geometric conditions
- Programmatic for:
- vertical clearance (maintain existing)
- use existing alignment.
- use existing clear zone, unless there is an accident history (greater than statewide rate) problem.
- use existing bridge rail design and height.
- use existing guardrail, if not damaged beyond functionality.
- use existing shoulders widths (It is not the intent to purchase R/W in order to construct wider shoulders.).
- use existing pavement cross-slopes and superelevations.
Contracting Issues
- Incentive/disincentive clauses not anticipated.
- Liquidated damages – set by central office.
- All contracts should be set up with a completion date.
- Contracts should not unreasonably restrict contractor operations unless absolutely necessary. (Ex: required night work, work zone length, working on one direction of freeway, etc.).
Plans Development
- 11 in. x 17 in. sketches only starting with projects let in January 2009.
- Log-miles is permissible, stationing preferable.
- Work zone/traffic control and JSP throw-in packets available if applicable.
- Widening and Resurfacing (D71) (See Vertical Clearance and Depth Transitions for depth transition to use on Better Roads, Brighter Future projects).
- Standard quantity sheets
- District will develop title sheet and typical sections
- District PM will sign and seal all sheets
- Need a contact person in each district.
- Central Office Contacts:
- System Management – Jim Brocksmith
- Program Delivery – Jim Smith, Dennis Heckman, Jay Bestgen, Todd Miller, Travis Koestner
Existing STIP jobs
- Pavement and shoulder designs shall be coordinated and reviewed by the Pavement Team.
- If an existing bridge replacement project is within a Better Roads, Brighter Future project limits, the bridge may be overlaid with the Better Roads, Brighter Future project pending coordination with Bridge Division and the Safe and Sound Program.
- Less than 11 ft. pavements require design exception.
Bridges
- Check status of Better Roads, Brighter Future Route Bridge with Safe and Sound Program. If the bridge is included in the Safe and Sound Program skip it.
- If the bridge meets the criteria for being smooth, skip it.
- If the bridge is rough, contact the Bridge Division for options and estimates for how to make it smooth. When you contact the Bridge Division, please have the county, bridge no. and information related to the current overlay on the bridge.
Pavement
- Minimal joint repair.
- Pavement repair work may be done by district forces prior to contract work or included in the contract.
- Overlay widths for thin overlays should match existing longitudinal joints (don’t design 14 ft. overlay on existing 12 ft. lanes).
- Pavement rehabilitation strategies shall be collaborated on with the Pavement Team.
- Pavement milling will be a limited rehabilitation strategy. Adding pavement structure is the preferred rehabilitation strategy.
- The Contractor will retain all millings. After the project has been awarded the District may negotiate with the Contractor for purchase of the millings.
- Existing STIP resurfacing projects or new Better Roads, Brighter Future projects should have a minimum 11 ft. lane widths.
Pedestrian, Bicycle and ADA
Consideration should be given to pedestrian, bicycle and ADA inclusion in each project scope. Documentation with justification in the project file is necessary when these items are not included in the project scope.
Programming
- All (Existing & New) Better Roads, Brighter Future Projects will require a check in the new Better Roads, Brighter Future checkbox or radio button in SIMS.
- All segments of Better Roads, Brighter Future projects will be landed in TMS through SIMS, both directions if appropriate.
- Better Roads, Brighter Future Projects will have traditional job numbers.
Railroad Crossings
Early collaboration with our Multimodal Operations Division is essential for determining appropriate treatments of improving roadways that have at-grade railroad crossing. Most of these crossings on state routes have active warning devices such as flashing light signals or flashing light signals and gates. When shoulders are widened or existing gravel or earthen shoulders are paved, the crossing surface will need to be lengthened, and the existing devices will need to be removed or replaced with longer gates of cantilevers. MoDOT is responsible for the cost of this work and this work can only be performed by railroad personnel due to their labor contracts; however in some instances the Multimodal Operations Division may be able to secure an agreement with the railroad or another local entity to cost-share in the project, so again involving them at the outset is very important. The cost to do this type of work can exceed $250,000 per installation and can take as much as 12 to 15 months to complete, depending on the railroad.
If after careful analysis of clear zones and accident history the district determines the shoulder work is not needed, then a shoulder transition from the section with wider shoulders thru the excepted crossing area would be designed. Guardrail to shield the crossing equipment may be warranted and should be discussed with Multimodal Operations and Design Divisions.