Engineering Policy Guide - User contributions [en]

Category:242 Optional and Alternate Pavement Designs

2026-04-28T22:07:23Z

Legged1: /* 242.2 Life Cycle Cost Adjustment (LCCA) Factor */ RR4219

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'''<u><center>Examples and Results</center></u>'''
* [https://epg.modot.org/forms/general_files/DE/BCS/Bidding_Docs.pdf Bidding Documents]
* [https://epg.modot.org/forms/general_files/DE/BCS/Partial_Plans.pdf Partial Plans]
* [https://epg.modot.org/forms/general_files/DE/BCS/Bid_Results.pdf Bid Results]
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==242.1 Purpose of Alternate and Optional Pavement Bidding==
In an effort to get the best value, create a competitive environment for concrete and asphalt paving industries and promote innovation, MoDOT requires a concrete and asphalt option on the majority of contracts containing full depth pavement 7 inches or greater. If the combined total of all full depth pavements, for one or more projects under a single contract, is greater than 14,000 square yards or any single project has at least 7,500 square yards of continuous paving, all full depth pavement for all projects within the contract shall be set up as alternate pavement. Continuous paving is defined as one continuous, monolithic piece of full depth pavement with no breaks.

Alternate pavement requires a Life Cycle Cost Adjustment (LCCA) factor be calculated and applied to the asphalt alternate. If the full depth quantities do not meet the threshold for alternate pavements, the full depth pavement should be set up as optional pavement, with no LCCA factor.

No LCCA factor shall be applied for the alternate pavement quantity in the infrequent case of a composite pavement design bid against a full depth pavement design, such as for a widening project with a UBAWS on a PCC pavement versus a full depth HMA pavement.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" colspan="3" | Use of Life Cycle Cost Adjustment Factor for Alternate Pavements
|-
! style="background:#f5f5f5" rowspan="2" | '''Area of Pavement> 14,000 yd<sup>2</sup> total'''<br>(Combined area for all projects in single contract)<br>(Combined total of all SP and BP)<br>(Do not include shoulder quantity)
!! style="background:#f5f5f5" colspan="2" | '''Area of Pavement < 14,000 yd<sup>2</sup> total '''<br>(Combined area for all projects in single contract)<br>(Combined total of all SP and BP)<br>(Do not include shoulder quantity)
|-
| '''≥ 7,500 yd<sup>2</sup> Continuous in any single project within a contract''' || '''< 7,500 yd<sup>2</sup> Continuous in all single projects within a contract'''
|-
| style="background:#white" | Alternate with a LCCA || style="background:#white" | Alternate with a LCCA || style="background:#white" | Optional (No LCCA)
|}

==242.2 Life Cycle Cost Adjustment (LCCA) Factor==
Life Cycle Cost Adjustment (LCCA) Factor is the monetary difference in total future pavement rehabilitation costs, between asphalt and concrete, brought back to present worth value using a 5-year average of the most current Federal Office of Management and Budget (OMB) discount rate. The average rate will be limited to a minimum of zero. Since the anticipated future rehabilitation costs for asphalt exceed those for concrete, the LCCA factor, or cost difference between the pavement types, is added to the low asphalt bid for purposes of comparison with the low concrete bid. Anticipated future rehabilitation treatments for asphalt pavements are cold milling and overlay of the traveled way surface course only at 20 years and the entire surface, including the shoulders (Type A2 or thicker), at 33 years. Anticipated future rehabilitation treatments for PCCP are full depth pavement repair of 1.5% of the traveled way surface and diamond grinding of the entire traveled way surface at 25 years. The treatment types and timeframes used for calculating the LCCA were jointly agreed upon between MoDOT and the contracting industries.

The following figures show how the LCCA is applied.

<div id="examples"></div>
<center>[[image:AltPavement LCCA Asphalt.gif]]</center>
<center>[[image:AltPavment LCCA Concrete.gif]]</center>

MoDOT estimators prepare LCCA factors, for inclusion in the contracts' Job Special Provisions for projects containing alternate pavements, using current construction and material unit costs and the latest published OMB discount rates. Having knowledge of the LCCA factor allows contractors flexibility in bidding to enable use of the best valued material for the regional market.

===242.2.1 Alternate Categories for LCCA Factors===
The designer must determine if a project has a need for multiple LCCA factors. All common pavement types should be grouped under one LCCA factor. Circumstances for using LCCA factors other than the primary one for the mainline pavement include:
* asphalt pavements with different surface courses
* side roads and city streets
* A2 or thicker shoulders
* significant changes in directional truck traffic.

Ramps should normally be included with the mainline pavement. Type A3 shoulders do not receive an LCCA factor.

It is strongly recommended to not exceed three LCCA factors for a single project for the sake of simplifying bidding for the contractor. The following examples help explain how to determine the LCCA factor groupings:

'''Example 1: '''
: Mainline - 10,000 sy 11” SP125BSM or 9” PCCP
: Mainline Shoulder – 2400 sy A2
: Side Road – 6000 sy 7” BP-1 or 7” PCCP
: Ramps 4000 sy 10” SP125BSM or 8” PCCP

This example will have 3 sets of alternates with an LCCA, since the contract has three different non-shoulder pavement designs and the cumulative full depth pavement for all projects within a contract exceeds 14,000 yd<sup>2</sup>. The mainline and ramps will be one set of alternates, the side road would be one set of alternates and the A2 shoulder will be the other.

'''Example 2: '''
: Mainline – 7,044 sy 11” SP125C or 9” PCCP
: Mainline Shoulder – 1000 sy A3
: Side Road – 7,088 sy 7” BP-1 or 7” PCCP

This example will have 2 sets of alternates with an LCCA, since the contract has two different non-shoulder pavement designs and the cumulative full depth pavement for all projects within a contract exceeds 14,000 yd<sup>2</sup>. The mainline will be one set of alternates and the side road would be the other. The A3 shoulder will be optional in the roadway category.

'''Example 3: '''
: Mainline – 4,000 sy 8” SP125C or 7.5” PCCP
: Side Road – 5,000 sy 8” BP-1 or 7.5” PCCP
: 2 Outer Roads – 3,200 sy and 2,800 sy 8” BP-1 and 7.5” PCCP

This example will have 2 sets of alternates with an LCCA, since the contract has two different non-shoulder pavement designs and the cumulative full depth pavement for all projects within a contract exceeds 14,000 yd<sup>2</sup>. The mainline will be one set of alternates and the side and outer roads would be the other.

'''Example 4: '''
: Mainline – 4,000 sy 8” BP-1 or 7.5” PCCP
: Side Road – 5,000 sy 6” BP-1 or 6” PCCP

This example will be set up as optional, since the total full depth pavement area does not exceed 14,000 yd2 and has less than 7,500 yd<sup>2</sup> of continuous paving in any of the single projects., The contract line items would be 401.00-05 Optional Pavement (8”BP vs 7.5”PC) and 401-99.05 Optional Pavement (6”BP vs. 6” PC).

===242.2.2 Information Required for Completion of LCCA===
Separate traveled way and total area of pavement quantities should be provided for each surface mix and binder type for each route. The following information is necessary:
:1) Area of Traveled Way - consists of the area within the travel lane (area of new full depth between the pavement markings) for each set of alternates per mix design and binder grade (see the above typical for details). A good check of the calculated traveled way is that the area should be less than the total area of pavement quantity.
:2) Total Area of Pavement – Needed for each set of alternates and can usually be obtained from a project’s plans Quantity Sheets or proposal (per mix design and binder grade).
:3) Type of Asphalt Pavement Surface Mix (mix design and binder grade).

===242.2.3 Time Frame for LCCA Completion===
Districts need to supply the information required for completion of the LCCA factors in the transmittal memorandum that is included with the PS&E submittal by the PS&E due date. This will allow time for the Design Division reviewer to check the submittal, send any review comments as necessary and forward a request to the estimator within the time allotted.

To ensure there is sufficient time to prepare an accurate LCCA by the due date, a request for LCCA should be submitted to the estimators a minimum of one week prior to the notice with all the required information. This will allow time to receive material quotes, which may take a few days to receive and the use of the most current binder price.

==242.3 Plans and Estimates for Projects with Alternate Pavements ==
<div style="float: right; margin-left: 75px; margin-right: 30px;"> [[Image:242.3_01-2025.png|right|450px]] </div>

Plans and estimates for projects with alternate pavements should have:
* Typical sections for both alternates, including station limits, and all side road connections.
* All pay items for full depth alternate pavements shall be in square yards for the entire pavement.
* One set of quantities sheets with separate sheets for the items associated with each alternate.
* Using the "Bidtabs.net" program, the quantities for pavement and other items associated only with the asphalt alternate (designated as "Alternate A") should be designated as "Section 02" and the quantities for pavement and other items associated only with the concrete alternate (designated as "Alternate B") should be designated "Section 03". For A2 shoulders or thicker use "Section 04" for the shoulder type that corresponds with "Section 02" and "Section 05" for the shoulder type that corresponds with "Section 03". This will enable summation of the appropriate subtotals to compile an estimated total cost per alternate. If the project had multiple pavement alternates, the 2nd pavement alternate would be “Section 6” and “Section 7”. For shoulder rumble strips, include the bituminous rumble strip pay item with the asphalt alternate, and the concrete rumble strip pay item with the concrete alternate.
* Job Special Provision ALTERNATE FOR PAVEMENTS should be inserted in the Job Special Provisions. The LCCA factor is calculated by the Central Office.
* For projects that the pavement team has provided alternates for base and pavement designs, then the job special provision ALTERNATE TECHNICAL CONCEPT – GRADING, BASE AND PAVING may be inserted to give the contractor base and pavement thickness options.

==242.4 Plans and Estimates for Projects with Optional Pavements==
Plans and estimates for projects with optional pavements should include:
* Typical sections for both options, including station limits, and all side road connections.
* All pay items for optional pavements shall be in square yards and included in the roadway section. For BP pavements use 401-99.05 and for SP pavements use 403-99.05. Be sure to use a description what pavement options it covers.
* Shoulder rumble strips should be paid for by pay item 626-99.09 Optional Rumble Strips per station and be included in the roadway section.
* The plans should include a note that states that contrast marking will be required for the concrete option at no direct pay.
* Job Special Provision OPTIONAL PAVEMENTS should be inserted in the Job Special Provisions.
* For projects that the pavement team has provided alternates for base and pavement designs, then the job special provision ALTERNATE TECHNICAL CONCEPT – GRADING, BASE AND PAVING may be inserted to give the contractor base and pavement thickness options.

==242.5 Selecting a Controlling Pavement Thickness for Base and Subgrade Profile==
Below are design guidelines for determining the subgrade and base profile elevations for different project scenarios:

===242.5.1 Separate Grading and Paving Projects with 12 in. or 18 in. Rock Base ===
Subgrade profile and cross sections should be designed for the thicker pavement design. If the thinner pavement design is constructed, the contractor will be responsible for maintaining the profile grade. In the paving project the addition of subgrade material for the thinner pavement design will be paid for as Subgrading and Shouldering, Class 2.

===242.5.2 Separate Grading and Paving Projects with Type 1, 5 or 7 Base===
Subgrade, profile and cross sections should be designed for the thinner pavement design. If the thicker pavement design is constructed, the contractor will be responsible for maintaining the profile grade. In the paving project the removal of subgrade material for the thicker pavement design will be paid for as Subgrading and Shouldering, Class 1. Crossroad structures should be designed to accommodate a minimum cover based on the thicker pavement design.

===242.5.3 Combined Grading and Paving Project===
Subgrade profile and cross sections should be designed for the thinner pavement design. The contractor will be responsible for maintaining the profile grade for either pavement design with no direct pay. Crossroad structures should be designed to accommodate a minimum cover based on the thicker pavement design.

==242.6 Specifying One Pavement Type==
The core team should always provide pavement options that allow flexibility in bidding to enable use of the best valued material for the regional market.

Occasionally, reasons exist to specify one type of pavement instead of optional or alternate designs. These may include circumstances such as:
* widening existing pavements where different pavement types introduce safety and durability issues
* underground utilities where using one pavement type eliminates the need to relocate
* maintaining cross drainage across pavement structure
* project staging and project scoping regarding long-range transportation goals.

In consideration of these reasons and others, the core team may determine there is a need to specify one pavement type over another on a project. The core team decision, which will include the concurrence of the Pavement Team member and the Design Liaison Engineer, is documented with a memo in eProjects.

In other unique circumstances, the selection of one pavement type is made because of preference by a stakeholder or outside entity or, because of factors other than the aforementioned reasons, without concurrence by the Pavement Team member and/or Design Liaison Engineer. For these instances, the district core team will document the reasons why one pavement type was selected in eProjects.

When one pavement type is included in a MoDOT contract for any of the above mentioned reasons, the State Design Engineer and State Construction and Materials Engineer should be informed of reasoning for the decision to ensure consistent communication with industry.

File:AltPavment LCCA Concrete.gif

2026-04-28T22:02:17Z

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616.20 Work Zone Safety and Mobility Policy

2026-04-24T17:24:00Z

Legged1: /* 616.20.9 Work Zone Transportation Management Plan */ grammar

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MoDOT is committed to providing safe and efficient movement of both motorized and non-motorized traffic through or around temporary traffic control zones and protecting workers and equipment located within those areas. As such, MoDOT focuses on the visibility of temporary traffic control devices and traffic flow through work zones located on the state highway system. Our staff and partners’ attention to improved work zone visibility and mobility, from the preliminary planning stages through the end of all work, results in safer work zones with minimal impact on the traveler - a benefit to all.

=616.20.1 Goals=
Compliance with the guidelines outlined in this article enables MoDOT and its partners to meet the following work zone goals:
# Provide an environment conducive to roadway user and worker safety.
#* Work toward zero work zone fatalities.
#* Reduce crashes in all types of work zones.
# Minimize impact of work zones on roadway user.
#* Limit traffic delays to 15 minutes or less.
#* Provide customers real-time work zone information.

=616.20.2 Fundamental Principles=
Worker safety is a top priority. The safe and efficient movement of roadway users is an integral element of every incident management, construction, maintenance, permit and utility operation. Consideration of the following principles enhances the performance of the temporary traffic control zone:
* Preparing a temporary traffic control plan and communicating it to all responsible parties prior to occupying the site.
* Providing those whose actions affect the temporary traffic control zone with training appropriate to their level of responsibility.
* Employing the same basic safety principles used to design permanent roadways.
* Avoiding frequent or abrupt geometric changes.
* Minimizing delay and disruption.
* Scheduling and coordinating operations.
* Providing adequate warning, delineation, and channelization in advance of and through the area affected.
* Providing positive guidance.
* Providing for safe operation of work.
* Performing some daytime activities is preferrable than activities at night due to low light or other visual requirements to perform the work safely (ei. line of sight for operators, dropoffs, etc.).
* Encouraging use of alternative routes.
* Assuming drivers will only reduce their speeds if they clearly perceive a need to do so.
* Providing for reasonably safe passage of bicyclists and pedestrians.
* Providing recovery areas where practical.
* Coordinating operations with those having jurisdiction over any affected cross streets, railroads, or transit facilities.
[[image:616.14.3 2013.jpg|baseline|right|375px|thumb|<center>'''Involving the media to assist in information dissemination'''</center>]]
* Ensuring continuation of emergency services.
* Communicating with and providing reasonable accommodations for adjoining property owners.
* Providing and maintaining temporary traffic control devices in good working order, reasonably consistent with the temporary traffic control plan, and effective.
* Monitoring performance of the transportation management plan and modifying as needed.
* Inspecting and maintaining temporary traffic control devices.
* Removing, covering, or turning; and turning off all unnecessary temporary traffic control devices.
* Maintaining a record of any crashes or incidents.
* Storing unused equipment and material in such a manner to reduce the probability of being hit.
* Involving the media to assist in information dissemination.
* Keeping the public, local businesses, trucking and transit associations, government entities, etc. informed of work zone activities.
* Employing incident management strategies.
* Pursuing innovative technologies for advancement of safety and mobility in work zones.

=616.20.3 Organization and Responsibilities=
[[Image:616.14 MoDOTCentralOffice 001.jpg|right|250px]]

==616.20.3.1 Central Office==
Central Office Highway Safety/Traffic, is responsible for coordinating with other Divisions to develop work zone policies and guidelines, identifying and communicating issues related to the condition, design and usage of temporary traffic control devices, as well as the set-up, maintenance, general appearance and functionality of work zones. Responsibilities include:

* Providing work zone direction and guidance.
* Sharing best practices
* Ensuring that worker safety is not compromised for mobility of traffic.
* Evaluating the effectiveness of work zones quarterly by tracking the percent of work zones meeting traffic flow and visibility expectations and reporting the results in the Tracker. Refer to [[#616.14.5 Tracking Measures|EPG 616.14.5 Tracking Measures]] for more information.
* Performing quality assurance inspections and reviews of work zones on a routine basis and district work zone reviews on an annual basis. Video recording during work zone reviews shall follow [[#616.14.3.4 Work Zone Review Team | EPG 616.14.3.4 Work Zone Review Team ]] guidance for video recording.
* Evaluating work zone safety by tracking the number of fatalities and injuries in work zones annually.
* Continually pursuing improvement of work zone safety and mobility processes and procedures by analyzing the data collected through the above tracking mechanisms.
* Maintaining a database capturing work zone activities occurring on highways across the state and conveying pertinent information to the public via an [http://traveler.modot.org/map/ interactive external website].
* Managing a database of work zone inspection results and providing access to this information via TMS.
* Educating all MoDOT personnel (designers, quality assurance personnel, construction inspectors, flaggers, workers, supervisors, etc.) on work zone guidelines to an appropriate level for the job decisions each individual is required to make. This includes providing training courses and periodic updates reflecting changing industry practices and MoDOT processes and procedures.

==616.20.3.2 District Offices==
[[image:102 map.jpg|200px|right]]

Each district develops and implements their own Quality Control/Quality Assurance plan to meet the requirements set forth in this article, and in accordance with applicable contract documents and guidelines provided in the Manual on Uniform Traffic Control Devices (MUTCD), the Engineering Policy Guide, [[616.23 Traffic Control for Field Operations|Traffic Control for Field Operations]], [[616.19 Quality Standards for Temporary Traffic Control Devices|Quality Standards for Temporary Traffic Control Devices]] and any other pertinent documents.

===616.20.3.2.1 District Engineers===
Responsibilities of District Engineers include:
* Designating a district work zone coordinator.
* Supporting the district work zone coordinator in performing assigned duties.
* Ensuring the appropriate district staff is trained in temporary traffic control to a level commensurate with their responsibilities and implement work zone policies and guidelines as set forth in this article.

===616.20.3.2.2 Community Relations' Managers and/or Customer Service Representatives===
Community relations managers and staff, working closely with all the above, are responsible for:
* Gathering and communicating to key stakeholders and the general public the work zone information.
* Updating regularly information needs (prior to, during, and after project is completed).
* Developing communication plans with appropriate staff.
* Disseminating information to both internal and external audiences via various methods as agreed on in the communication plan.
* Providing to all involved with customer feedback relating to the work zone.

===616.20.3.2.3 District Work Zone Coordinator===
The district work zone coordinator is a resource to be utilized by district staff to assist in designing and maintaining safe and efficient work zones. Responsibilities of district work zone coordinators include:
* Promoting lane closures during off-peak and/or nighttime hours when capacity is an issue. This should be considered when worker safety will not be compromised by lower visibility or nighttime conditions.
* Working with appropriate personnel to coordinate lane closures across district boundaries.
* Working with appropriate personnel to schedule work on multiple projects on the same route.
* Working with Project Development to reduce working days for projects requiring lane closures.
* Developing communication strategy/plan with district community relations staff for each work zone.
* Entering lane closures into the statewide work zone database.
* Providing district staff with input on work zone design and operation.
* Performing quality assurance of work zones to promote consistency and compliance with policies and guidelines.
* Monitoring work zone inspections and reviews and identifying areas of need for improvement. If the district requests to video record their work zone reviews, the District Work Zone Coordinator shall supervise the review processes and shall follow [[#616.14.3.4 Work Zone Review Team | EPG 616.20.3.4 Work Zone Review Team ]] guidance for video recordings.
* Conducting post construction reviews on major impact work zone projects to determine what successes they had and what improvements need to be implemented on future projects of similar impact.

===616.20.3.2.4 Project Core Team===
[[Image:104.1 Core Team.jpg|right|350px]]

Project core teams will review all projects before they are awarded to reduce work zone impacts on the public. Responsibilities of the project core team includes:
* Review [[media:616.14 WZ Questions 2018.docx|Work Zone Questions for the Core Team]] with the entire core team from the scoping stage through final plans.
* Conducting traffic analyses to identify work zone impacts to traffic flow and safety.
* Identifying strategies to minimize impact and maximize awareness.
* Developing a traffic control, traffic management, and public information plan, as needed.
* Scheduling lane closures during off-peak and/or at nighttime hours when capacity is an issue.
* Using innovative contracting and bidding options, when possible, to reduce project completion time.
* Evaluating and implementing schedules to reduce the number of working days needed to complete projects quicker.
* Using road closures and/or signed detours, when possible, to complete projects quicker.
* Considering the traffic effects of major sporting events and other special activities when planning work zones.
* Opening additional through lanes to reduce traffic effects when possible.
* Determining work zone speed limits are appropriate in active and non-active work zones.
* Incorporating provisions for real time travel information to the public through the use of [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.60_Portable_Changeable_Message_Signs_.28MUTCD_6F.60.29 changeable message signs (CMS)], [[910.3 Dynamic Message Signs (DMS) |dynamic message signs (DMS)]], highway advisory radio, [[:Category:910 Intelligent Transportation Systems |ITS]], etc.
* Include appropriate Advanced Work Zone traffic strategies as indicated by the enhanced Work Zone Impact Analysis spreadsheet (refer to [[616.13 Work Zone Capacity, Queue and Travel Delay#616.13.6.3 Smart Work Zone (SWZ) Strategy Selection|EPG 616.13 Work Zone Capacity, Queue and Travel Delay]]).

===616.20.3.2.5 Maintenance Operations===
Responsibilities of maintenance operations include:
* Requesting lane closures and height, width and weight restrictions approval from the appropriate district staff, as required, two working days prior to lane closures and 14 calendar days prior to roadway restrictions before beginning any non-emergency work.
* Scheduling lane closures during off-peak and/or nighttime hours when capacity is an issue.
* Considering the traffic effects of major sporting events and other special activities when planning work zones.
* Maintaining work zones in a neat, orderly and effective manner for the safety of highway workers and motorists.
* Scheduling multiple tasks in a single work zone, rather than scheduling multiple lane closures in the same area.
* Minimizing delay and disruption experienced during field operations.
* Performing quality control of work zones to determine compliance with policies and guidelines.
* Determining work zone speed limits are appropriate in active and non-active work zones.
* Informing the traveling public of travel times, as needed, through [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.60_Portable_Changeable_Message_Signs_.28MUTCD_6F.60.29 changeable message signs (CMS)] or [[910.3 Dynamic Message Signs (DMS) |dynamic message signs (DMS)]].
* Monitoring and adjusting traffic control measures, as needed, to improve traffic flow, visibility and workers and motorist safety.
* Updating the MoDOT traveler map.

===616.20.3.2.6 Resident Engineers===
Resident engineers and staff will assess and manage projects during construction to ensure appropriate action is taken to reduce work zone impacts. Responsibilities of resident engineers include:
* Designating a trained person at the project level who has the primary responsibility, with authority, for implementing the [[#616.20.10 Work Zone Transportation Management Plan|EPG 616.20.10 Work Zone Transportation Management Plan]] (TMP) and other safety and mobility aspects of the project.
* Verifying all contractor personnel are trained in traffic control to a level commensurate with their responsibilities.
* Advising the appropriate district staff, as required, two working days before any work requiring a lane closure begins and 14 calendar days prior to the imposition of height, width and weight restrictions.
* Working with contractors to minimize lane closures.
* Determining work zones are neat, orderly and effective for the safety of highway workers and motorists.
* Minimizing delay and disruption experienced during construction.
* Performing quality control and assurance of work zones to promote consistency and compliance with contract documents, policies and guidelines.
* Determining work zone speed limits are appropriate in active and non-active work zones.
* Identifying the need for and disseminating work zone information to appropriate staff and external sources to increase public awareness.
* Informing the traveling public of travel times, as needed, through [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.60_Portable_Changeable_Message_Signs_.28MUTCD_6F.60.29 changeable message signs (CMS)] or [[910.3 Dynamic Message Signs (DMS) |dynamic message signs (DMS)]].
* Monitoring and adjusting traffic control measures, as needed, to improve traffic flow, visibility and workers and motorist safety.
* Allowing nighttime work (when conditions warrant) for construction activities that are not conducive to being performed safely at night.

===616.20.3.2.7 District Permit Staff===
Responsibilities of district permit staff include:
* Coordinating lane closure needs and height, width and weight restrictions with the permittee and reporting any requests to appropriate district staff, as required, two working days for lane closures and 14 calendar days for roadway restrictions before any non-emergency work begins.
* Scheduling lane closures during off-peak and/or nighttime hours when capacity is an issue.
* Determining work zones are maintained in a neat, orderly and effective manner for the safety of highway workers and motorists.
* Scheduling multiple tasks in a single work zone, rather than scheduling multiple lane closures in the same area.
* Minimizing delay and disruption experienced during permit activities.
* Performing quality assurance of work zones to promote compliance with policies and guidelines.
* Determining work zone speed limits are appropriate in active and non-active work zones.

==616.20.3.3 Work Zone Quality Circle==
The Work Zone Quality Circle consists of members from appropriate Central Office divisions, the districts and the FHWA-MO division. Responsibilities of the Work Zone Quality Circle include:
* Reviewing statewide work zone trends.
* Evaluating and recommending new devices, methods, and guidelines.
* Initiating, coordinating, and participating in annual work zone reviews.
* Communicating pertinent work zone information.

==616.20.3.4 Work Zone Review Team==
The Work Zone Review Team will consist of representatives of the Work Zone Quality Circle, Central Office divisions, districts, FHWA-MO division, and may consist of other non-state stakeholders. Responsibilities of the Work Zone Review Team include:
* Conducting annual reviews of work zone planning, design, implementation, management, and operation in multiple districts for compliance with this policy.
* Identifying strengths and weaknesses observed during the review.
* Communicating findings and recommendations to MoDOT management and personnel.

Work Zone Reviews:
* Work zone reviews may be captured by video recording (see below).
* Work zones shall not be visually inspected by looking at the recorded video; however, there may be times that warrant a team review of the video to complete inspection.
* The work zone review shall be documented and all the deficiencies that need to be corrected shall be communicated to the district.

Video Recording:
:'''Support.''' MoDOT uses video recordings for note taking purposes during mobile observations through work zones, construction zones, and during sign log activities. The files of these video recordings are deleted after they have been reviewed and observations documented in final reports.

:'''Standard.''' The camera shall be operated by a passenger in the vehicle, or the video camera shall be securely mounted inside the vehicle not requiring driver interaction once the recording is started, with the camera pointed forward out the front of the windshield. Hard mounted cameras shall not interfere with the airbag system of the vehicle.

:Video recordings for note taking purposes shall be reviewed within 5 business days after the video was collected after which point the video file shall be deleted. If the video file is not deleted within 5 business days, the file will be considered a video record and shall be retained for 3 months in accordance with MoDOT’s retention schedule 21526 Minutes-Verbatim Recordings.

==616.20.3.5 Federal Highway Administration==
Missouri Division - Responsibilities of FHWA-MO Division include:
* Providing guidance, training, and technology transfer facilitating compliance with emerging work zone regulations.
* Reviewing and reassessing MoDOT’s conformance with applicable work zone regulations.
* Participating as members of the Work Zone Quality Circle and the Work Zone Review Team.

==616.20.3.6 Contractor==
Responsibilities of contractors include:
* Designating a trained person at the project level who has the primary responsibility, with sufficient authority, for implementing the [[#616.20.10 Work Zone Transportation Management Plan|EPG 616.20.10 Work Zone Transportation Management Plan]] (TMP) and other safety and mobility aspects of the project.
* Training all contractor personnel in temporary traffic control to a level commensurate with their responsibilities.
* Advising the resident engineer, as required, at least two working days before any work requiring a lane closure begins and 14 calendar days prior to the imposition of height, width and weight restrictions.
* Working with the resident engineer to minimize lane closures.
* Determining work zones are neat, orderly and effective for the safety of highway workers and motorists.
* Minimizing delay and disruption experienced during construction.
* Performing quality control of work zones to promote consistency and compliance with contract documents, policies and guidelines.
* Recommending traffic control improvements to the resident engineer to address field conditions pertaining to traffic flow, visibility and workers and motorist safety.

==616.20.3.7 Permit Holder==
Responsibilities of permit holder include:
* Submitting a [https://www.modot.org/intent-work Notice of Intent to Perform Work] form to the respective MoDOT district office for all work on state highway right of way.
* Identifying a point of contact that shall be available 24 hours per day, seven days per week while the permittee maintains a presence on state highway right of way and that shall be capable of correcting any deficiencies in a timely manner.
* Designating a trained person at the work level who shall have the primary responsibility, with sufficient authority, for implementing the temporary traffic control plan and other safety and mobility aspects of the permit work.
* Training all permittee personnel in temporary traffic control to a level commensurate with their responsibilities.
* Notifying the appropriate district staff, as required, at least two working days before commencement of any work and 14 calendar days prior to the imposition of height, width and weight restrictions.
* Maintaining a copy of the temporary traffic control plan at the work site that prescribes the necessary traffic control measures for the work to be performed.
* Minimizing time of lane closures.
* Determining work zones are neat, orderly and effective for the safety of permit workers and motorists.
* Performing quality control of work zones to promote consistency and ensure compliance with temporary traffic control plan, policies and guidelines.
* Monitoring and adjusting traffic control measures, as needed, to improve traffic flow, visibility and workers and motorist safety.

==616.20.3.8 Temporary Traffic Control Product Manufacturers, Vendors, Suppliers and Trade Associations==

Responsibilities of temporary traffic control product manufacturers, suppliers, vendors and trade associations include:
* Developing innovative technologies, methods and materials that advance work zone safety and mobility.
* Providing input on specifications and standards.
* Advocating work zone safety to government officials, media and industry.
* Ensuring compliance of their products with specifications and standards.

==616.20.3.9 Law Enforcement==
[[Image:616.14.3.9.jpg|right|210px]]

Responsibilities of law enforcement entities include:
* Providing active and passive enforcement of law, as requested and needed, to promote safety and mobility in the work zone.
* Being knowledgeable of work zone components and operations and trained in traffic control to a level commensurate with their responsibilities.
* Identifying unsafe conditions.
* Taking appropriate measures to clear work zone incidents as quickly as possible.
* Documenting work zone incidents for future assessment of work zone impacts and development of corrective measures.

=616.20.4 Policy-Related Guidelines=
MoDOT’s Business Plan establishes safety as the top strategic issue for the department. This applies to both the individual working within the highway right of way as well as the one operating a motor vehicle affected by such work. To provide for the well-being of both the worker and the motorist in these temporary traffic control situations, minimum expectations have been established in the following documents.

[[:Category:616_Temporary_Traffic_Control|EPG 616 Temporary Traffic Control]] outlines procedures for the preparation of traffic control plans and provides guidance on the procedures and methods that are acceptable for implementation of those plans. EPG 616 supplements the [http://mutcd.fhwa.dot.gov/index.htm ''Manual on Uniform Traffic Control Devices''], (''MUTCD''), and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 616] by providing personnel with a convenient guide for the policies, procedures and methods presently acceptable in the development and inspection of traffic control plans for highway construction.

[[616.23 Traffic Control for Field Operations|EPG 616.23 Traffic Control for Field Operations]] (TCFO) contains information on the proper deployment of temporary traffic control measures on the state highway system and is based upon Part 6 of the MUTCD, as well as MoDOT policies and best practices. TCFO is applicable to incident management, maintenance, permit and utility operations performed on MoDOT right of way. A maintenance operation is considered any field operation performed by a MoDOT employee. TCFO is divided into two major parts. The first part contains basic temporary traffic control guidelines used on the state highway system. These guidelines provide insight into the development of the typical applications and may be used by supervisors to develop a temporary traffic control plan for a particular situation not covered by one of the typical applications. The second part contains the most common temporary traffic control plans needed for work accomplished within the highway right of way. These typical applications feature information on and a schematic of how the temporary traffic control zone is to be set up.

[[616.19 Quality Standards for Temporary Traffic Control Devices|Quality Standards for Temporary Traffic Control Devices]] contains quality standards that are applicable to all temporary traffic control devices (e.g., impact attenuators, truck mounted attenuators, signs, channelizers, barricades, warning lights, changeable message signs, flashing arrow panels, work zone traffic signals, lighting units, temporary pavement marking, temporary traffic barrier, etc.). The standards comply with MUTCD Section 1A-05. The quality standards set forth are to be used by those responsible for the installation, operation, maintenance and inspection of temporary traffic control devices as a guide to determine if those devices are acceptable for use on the state highway system.

[[910.3 Dynamic Message Signs (DMS) |EPG 910.3 Dynamic Message Signs (DMS)]] and [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.60_Portable_Changeable_Message_Signs_.28MUTCD_6F.60.29 EPG 616.6.60 Portable Changeable Message Signs ] provide specific guidelines for the use of all stationary dynamic message signs (DMS) and portable changeable message signs (CMS) used on the state highway system.

=616.20.5 Training=
All MoDOT personnel, contractors, law enforcement, and permittees will be trained in temporary traffic control design, deployment, operation, enforcement and maintenance commensurate with their level of responsibility. Individuals may gain this training through either department-provided courses or outside sources. MoDOT currently provides training on flagging, TMA operation, and basic and advanced technical principles pertaining to design, setup, maintenance, management and evaluation of work zones. Training will be updated to reflect changes in MoDOT philosophy and application. For training opportunities, individuals or companies may contact [http://sp/sites/ts/Pages/default.aspx Traffic] or [http://sp/sites/hr/Pages/default.aspx Human Resources Employee Development]. Available MoDOT training modules are:
* [[616.22 Advanced Work Zone Training|Advanced Work Zone Training]]
* [[616.5 Flagger Control (MUTCD Chapter 6E)|Flagger Training]]
* [[:Category:612 Impact Attenuators#612.1.1 Truck- and Trailer-Mounted Attenuators|Truck- and Trailer-Mounted Attenuators]]
* [[616.21 Work Zone Technician Training|Work Zone Technician Training]]
* [[616.26 Work Zone User Training|Work Zone User Manual, Web Version]]

=616.20.6 Process Review=
The [https://www.modot.org/work-zone-policies-and-tools quality assurance inspections] of work zones will routinely be conducted by Central Office and district staffs cover 23 specific items pertaining to the visibility of work zones and 10 specific items pertaining to traffic flow through work zones. Traffic will review quarterly the ratings of these 33 items to determine where MoDOT is managing work zones well and where improvement is needed. Based on those results, Traffic will develop new or refine existing work zone guidelines/policies/standards or provide that information to the Work Zone Quality Circle for review.

The Work Zone Quality Circle will review statewide work zone trends and evaluate new work zone safety devices, methods and guidelines. Based on those reviews and evaluations, the Work Zone Quality Circle will make recommendations for improving the safety and mobility of work zones on MoDOT’s right of way.

The Work Zone Review Team will conduct audits of work zones on a rotation of each district every three years. These audits will consist of very detailed [https://epg.modot.org/index.php/616.19_Quality_Standards_for_Temporary_Traffic_Control_Devices inspections], covering the technical aspects of work zones in regards to managing visibility and mobility. The audits in each district will last approximately a week and cover all active work zones in that district. At the end of each audit, the Work Zone Review Team will share their findings with the district staff. Then upon completion of all of the audits for a given year, the results will be shared statewide to assist districts in assessing and managing their respective work zones. The findings will be provided to the Work Zone Quality Circle to take appropriate corrective action.

A Work Zone Meeting will be held annually to provide an overview of action taken in the past year and to discuss direction and initiatives for the upcoming year for work zones and related safety issues. The overview will, at minimum, cover the following items: new legislation laws and initiatives; MoDOT policy revisions and considerations, Tracker issues pertaining to work zones; new work zone innovations; specification changes; and new products. Representatives from each district and Central Office division are encouraged to attend.

=616.20.7 Significant Projects=
A significant project is one that, alone or in combination with other concurrent projects nearby, is anticipated to cause sustained work zone impacts greater than what is considered tolerable based on this policy and/or engineering judgment. Work zone impacts refer to work zone-induced deviations from the normal range of transportation system safety and mobility. The extent of the work zone impacts may vary based on factors such as, road classification, area type (urban, suburban and rural), traffic and travel characteristics, type of work being performed, time of day/night, and complexity of the project. These impacts may extend beyond the physical location of the work zone itself and may occur on the roadway on which the work is being performed, as well as other highway corridors or other modes of transportation.

During the initial planning and development stages for projects on the Statewide Transportation Improvement Program, projects will be considered significant by meeting one or more of the following criteria:

# It is an interstate project occupying a location for more than 3 days with either intermittent or continuous lane closures.
# The project is on a [[media:144 Major Highway System 2022.pdf|Major Route]] in an urban area.
# The project will cause capacity values to exceed those in the Work Zone Guidelines. Refer to [[616.25.MoDOT Work Zone Guidelines#Roadway Capacities|Roadway Capacities]].
::- Typically, mobile operations will not be significant projects.
::- Typically, if state route traffic is not affected during construction the project will not be significant.

During the delivery and development process, the [https://www.modot.org/work-zone-policies-and-tools transportation management strategy matrix] should be used to assist planners, designers and field operation and construction personnel in developing a [[616.20 Work Zone Safety and Mobility Policy#616.20.10 Work Zone Transportation Management Plan|Transportation Management Plan (TMP)]]. Another that should be used at the core team meetings is the [[media:616.14 WZ Questions 2018.docx|Work Zone Questions for the Core Team]].

Exceptions to significant project status may be requested to FHWA. Exceptions may be granted by FHWA based on MoDOT’s ability to show the specific project does not have sustained work zone impacts.

=616.20.8 Assessment of Work Zone Impacts=
[[image:616.14.9.jpg|right|290px]]

A [https://www.modot.org/work-zone-policies-and-tools transportation management strategy matrix] has been developed by MoDOT to assist planners, designers, permit staff and field personnel (e.g., maintenance forces, resident engineers, contractors, permittees) in choosing strategies to help with the safe and efficient movement of traffic in work zones. The traffic management strategy matrix consists of key questions to ask and identifies corresponding strategies to manage the work zone impacts of a project. The traffic management strategy matrix is a tool that should be used throughout all phases of a project, from the preliminary development stage to final construction of a project.

Some other tools that can be used alone or in combination to assess work zones impacts are located in [[616.30 Work Zone Capacity, Queue and Travel Delay|EPG 616.13 Work Zone Capacity, Queue and Travel Delay]]. Another that should be used at the core team meetings is the [[media:616.14 WZ Questions 2018.docx|Work Zone Questions for the Core Team]].

Additional information is available via the [http://ops.fhwa.dot.gov/wz/traffic_analysis.htm Work Zone & Traffic Analysis/Management] section of the FHWA Work Zone website. In addition, [http://ops.fhwa.dot.gov/wz/resources/final_rule/wzi_guide/wzi_guide.pdf ''Work Zone Impacts Assessment: An Approach to Assess and Manage Work Zone Safety and Mobility Impacts of Road Projects''] provides an overview of many of these work zone impacts analysis tools.

=616.20.9 Work Zone Transportation Management Plan=
The Transportation Management Plan (TMP) consists of strategies to manage the work zone impacts of a project. For non-significant projects, the TMP may consist of only a Traffic Control Plan (TCP) and any necessary Job Special Provisions (JSP). For projects that have been determined to have a significant impact (see [[#616.20.8 Significant Projects|EPG 616.20.8 Significant Projects]]), the TMP must include a TCP, JSPs, and an Executive Summary document that includes, at a minimum, a Transportation Operations (TO) component and a Public Information (PI) component. For additional information, see [[:Category:909 Transportation Systems Management and Operations (TSMO)|EPG 909 Transportation Systems Management and Operations]] for the Work Zone Management Guidebook and associated presentation.

A TCP shows the design and layout of the temporary traffic control measures to be used for facilitating road users through a work zone. The TCP should be consistent with MoDOT policies, guidelines and standards, and at minimum shall meet the provisions of Part 6 of the [http://mutcd.fhwa.dot.gov Manual on Uniform Traffic Control Devices (MUTCD)] and the work zone recommendations in Chapter 9 of the AASHTO ''Roadside Design Guide''. The TCP will maintain pre-existing roadside safety hardware at an equivalent or better level of condition than existed prior to project implementation.

In addition to the TCP, the necessary JSPs should be included to ensure the work zone operates as desired and so the contractor is aware of all contractual obligations in regard to work zone management. A variety of JSPs may be appropriate for the project including, but not limited to, Work Zone Traffic Management, Emergency Provisions and Incident Management, Zipper Merge, Work Zone Intelligent Transportation Systems (WZITS), and Law Enforcement.

<div style="float: right; margin-top: 5px; margin-left: 15px; width:300px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
'''<u><center>TMP Examples</center></u>'''
* [[media:616.14.10_Rte_50.pdf|Rte. 50 Lafayette Interchange]]
* [[media:616.14.10_Rte_54.pdf|Rte. 54 Missouri River Bridge]]
* [[media:616.14.10_TMP.pdf|Rte. 79 Bridge K-487 over Noix Creek]]
</div>

When a project is determined to be significant, the TO and PI components of the TMP should be addressed in the [[media:616.14.10 TMP.pdf|Executive Summary document]]. The TO component of the TMP shall include the identification of strategies that will be used to mitigate impacts of the work zone on the operation and management of the transportation system within the work zone impact area. The TO component should also include an incident management plan for the work zone impact area. The scope of the TO component should be determined by project characteristics and consist of the strategies derived through use of the [[media:616.14 WZ Questions 2017.docx|Work Zone Questions for the Core Team]] or the [https://www.modot.org/work-zone-policies-and-tools transportation management plan strategy matrix]. Strategies and responsibilities identified in the TO component to be performed by the contractor should be incorporated into the TCP or JSPs.

The PI component of the TMP shall include communication strategies that seek to inform affected road users, the general public, area residences and businesses, and appropriate public and transportation entities about the project, the expected work zone impacts and the changing conditions on the project. This may include real-time traveler information strategies such as changeable message signs, websites, and social media updates. The scope of the PI component should be determined by the project characteristics and the public information and outreach strategies identified through the use of the Work Zone Questions for the Core Team or the transportation management plan strategy matrix. Public information should be provided through methods best suited for the project and may include, but not limited to, information on the project characteristics, expected impacts, closure details, and commuter alternatives. Strategies and responsibilities identified in the PI component to be performed by the contractor should be incorporated into the TCP or JSPs.

The TMP should be developed and implemented in sustained consultation with all stakeholders (e.g., other transportation agencies, railroad agencies/operators, transit providers, freight movers, utility suppliers, police, fire, emergency medical services, schools, business communities, and regional transportation management centers).

The plans, specifications and estimates for the project shall include the entire TMP (if a significant project), including the Executive Summary, the TCP, JSPs, and appropriate pay item provisions for implementing the TMP, by individual pay items, lump sum payment or a combination of the two. In addition, the Executive Summary should be submitted as part of the electronic deliverables for the project.

The TMP, including the Executive Summary, should also be a point of discussion with the contractor at the project pre-construction meeting.

=616.20.10 General Public Information=
<div style="float: right; margin-top: 5px; margin-left: 15px; width:300px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
'''<u><center>[http://traveler.modot.org/map/ MoDOT's Traveler Information Map]</center></u>'''
</div>

In addition to the work zone-specific Public Information activities, MoDOT provides general work zone information to the public through various outlets. These include, among other things, publication of a statewide work zone map and work zone driving safety tips, posting of current work zone locations and conditions to the internet, promotion of Work Zone Safety Awareness Week, and advertisement of work zone safety-related messages via radio, television and billboards. Through these efforts, MoDOT positively influences work zone safety and mobility, as motorists gain access to information for their trip plans and promote awareness for work zones.

=616.20.11 Travel Time Information=
Travel time information is located in [[616.30 Work Zone Capacity, Queue and Travel Delay|EPG 616.13 Work Zone Capacity, Queue and Travel Delay]].

=616.20.12 Roadway Capacity Considerations=
Roadway capacity considerations is located in [[616.30 Work Zone Capacity, Queue and Travel Delay|EPG 616.13 Work Zone Capacity, Queue and Travel Delay]].

[[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.20]]

901.7 Light Source and Intensity

2026-04-02T18:12:05Z

Legged1: /* 901.7.5 Underpass Lighting */ typo

[[image:901.7.6 High Mast Lighting.jpg|right|225px|thumb|<center>'''High Mast Lighting'''</center>]]

{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="190px" align="right"
|-
|'''Figures'''
|-
|[[media:901.7.1.pdf|Fig. 901.7.1 Luminaire Locations For Lighting Island Noses]]
|-
|[[media:901.7.2.pdf|Fig. 901.7.2 Typical Lighting for Signalized Intersections]]
|-
|[[media:901.7.3.pdf|Fig. 901.7.3 Limit Of Silhouette Discernment Lighting]]
|-
|[[media:901.7.4.pdf|Fig. 901.7.4 Limit of Direct Reflectance Lighting]]
|-
|[[media:901.7.5.pdf|Fig. 901.7.5 Basic Lighting at Ramps]]
|}

==901.7.1 Light Emitting Diode (LED) Luminaires==

LED luminaires are used for fixed source lighting of roadways. Luminaire selection and use are as identified in MoDOT’s standard plans and specifications.

==901.7.2 Average Maintained Intensity==

The average maintained intensity is the average level of horizontal illuminance on the roadway pavement when the output of the lamp and luminaire is diminished by the maintenance factor.

Continuous lighting installations along freeways, urban arterials, expressways, and ramp connections thereto shall provide an average maintained intensity of 0.6 fc (6.5 lux) and a minimum intensity of 0.2 fc (2.2 lux). Continuous lighting installations on existing roadways, not including freeways, urban arterials, expressways or ramp connections thereto shall provide an average maintained intensity of 0.4 fc (4.3 lux) and a minimum intensity of 0.2 fc (2.2 lux).

Basic lighting at intersections, including ramp terminals at crossroads, shall provide an average maintained intensity of 0.6 fc (6.5 lux) and a minimum intensity of 0.2 fc (2.2 lux) within the limits of the intersection.

The approach noses of all divisional islands and channelizing islands with non-mountable curbs shall be lit to a minimum intensity of 0.2 fc (2.2 lux) on the vertical face of the island. Guidance for [[media:901.7.1.pdf|lighting of typical island noses]] is available.

Examples of lighting configurations are shown in [[media:901.1.2 Typical Basic Lighting Plan.pdf|Fig. 901.1.2 Basic Lighting for Signalized Interchange, Channelized Intersections, and Roundabouts]], [[media:901.2.1.pdf|Fig. 901.2.1 Basic Lighting for Unchannelized/Unsignalized Intersections]] and [[media:901.7.2.pdf|Fig. 901.7.2 Typical Lighting for Signalized Intersections]].

Guidance showing the limits for various mounting heights and luminaire sizes for [[media:901.7.4.pdf|direct reflectance]] and [[media:901.7.3.pdf|silhouette discernment]] lighting is available. Proper [[media:901.7.1.pdf|lighting of island noses]] may also dictate mounting height and luminaire size in an intersection. Mixing silhouette discernment and direct reflectance lighting is not recommended. If an intersection contains one or more divisional islands or channelizing islands with non-mountable curbs, all luminaires are to be located for direct reflectance lighting.

Basic lighting at interchanges provides an average maintained intensity of approximately 0.6 fc (6.5 lux) or more in the areas lit. Examples of interchange lighting are shown in [[media:901.1 Ttypical Basic Lighting Plan for Diamond Interchanges.pdf|Fig. 901.1 Basic Lighting at Diamond Interchanges]], [[media:901.1.2 (f8-01.2) Typical Basic Lighting Plans for Directional Interchanges.pdf|Fig. 901.2 Directional Interchanges]] and [[media:901.1.3 (f8-01.3) Typical Basic Lighting Plan for Cloverleaf interchanges.pdf|Fig. 901.3 Cloverleaf Interchanges]]. Areas of potential vehicle conflict including exit gore areas, the ends of acceleration lanes, ramp merges, ramp diverges, weaving areas, ramp terminal intersections, etc. are to be lit.

Guidance is available for [[media:901.7.5.pdf|luminaire locations for typical on and off ramps]] to maintain required intensities.

High mast lighting in complex interchanges shall provide an average maintained intensity of 0.6 fc (6.5 lux) and a minimum intensity of 0.2 fc (2.2 lux) on all paved driving surfaces within the interchange. The areas of potential vehicle conflict as described above are lit to a maintained intensity of 0.6 fc (6.5 lux) or higher.

The figures in this article show configurations for many typical situations. For unusual geometrics or lighting conditions, use the ALADAN program, or an equivalent, to determine the lighting layout and illumination levels.

==901.7.3 Uniformity==

The uniformity ratio is the ratio of average footcandle (lux) of illuminance on the pavement area to the footcandle (lux) at the point of minimum illuminance on the pavement. Continuous lighting must provide a uniformity ratio of 4:1 or better for 45 ft. mounting heights and 6:1 or better for 30 ft. mounting heights. Spacing of luminaires based on this criteria is found in [[901.11 Light Emitting Diode (LED) Luminaire Performance and Computation of Roadway Illumination|EPG 901.11 Light Emitting Diode (LED) Luminaire Performance and Computation of Roadway Illumination]].

==901.7.4 Adaption (Transition) Lighting==

Adaptation lighting attempts to reduce the rapid and extreme changes in illuminance when travelers enter or leave a continuously lighted section of roadway. Adaptation lighting is also used to adapt the driver to continuous interchange lighting before important decision points. The value of adaptation lighting is debatable since it is difficult to attain a gradual uniform change. Adaptation lighting is recommended for the extremities of a continuous lighted section of roadway 1 mile or more long or complex interchanges that are continuously lit. The transition effect is attained by decreasing the intensity of the last few luminaires, rather than by using increased spacing. Typically, the transition section is 15 seconds in length and the average intensity is approximately 50 percent of the intensity in the continuously lit section.

==901.7.5 Underpass Lighting==

[[image:901.7.5 Underpass Lighting.jpg|right|thumb|225px|<center>'''Underpass Lighting'''</center>]]
Underpass Luminaires. Underpass luminaires are 150-watt high pressure sodium (HPS) units with integral 240 or 480-volt ballasts for wall mounting outdoors.

Underpasses over 75 ft. long, measured at right angles to the structure, are lighted with underpass luminaires when necessary to maintain the continuity of existing or proposed lighting. If roadway lighting units positioned near each portal provide sufficient light to penetrate the underpass and maintain the same intensity of illumination or uniformity ratio as is used on the approach roadways, the underpass luminaires are not used.

==901.7.6 High Mast Lighting==

High mast lighting is principally used at complex interchanges and lights a large area by a group of luminaires mounted in a fixed orientation at the top of a tall mast, generally 80 ft. or taller. The district must authorize high mast lighting. The request for high mast lighting conceptual approval is to be included with the lighting warrants. Data supporting the selection of pole height, pole location and type of luminaires is to be included with the preliminary lighting plan. Where high mast lighting is used at complex interchanges, adaptation lighting is recommended for each section where vehicles enter and leave the interchange.

The district is responsible for all bid items associated with high mast lighting and to design the foundation and the structure above the foundation for inclusion in the project plans.

==901.7.7 Luminaire Mounting Heights==

LED-A luminaires are mounted 30 ft. above the pavement. LED-B and LED-C luminaires are mounted 45 ft. above the pavement. Requests for mounting heights other than 30 or 45 ft. will be coordinated with [http://sp/sites/ts/Pages/default.aspx Highway Safety and Traffic].

==901.7.8 Location of Luminaires and Poles for 30 ft. Mounting Height==

Luminaires are mounted 30 ft. above the edge of travelway and within 3 ft. of the edge of travelway to best utilize available light. Lighting poles have a 28 ft. shaft length and an 18 in. bracket rise. The 30 ft. mounting height of the slip-fitter above the edge of travelway is attained by means of adjusting the bracket mounting plates on the shaft.

Type AT (ground-mounted) poles have breakaway features. Shafts do not require handholes since splices are performed in the transformer base. Poles behind guardrail, installed for purposes other than protection of lighting poles, are installed in accordance with [https://www.modot.org/media/16856 Standard Plan 606.00].

Type B (bridge-mounted) poles on bridge safety barrier curbs of 2 ft. 8 in. height will result in a 30 ft. mounting height above edge of travelway. Consult with Bridge to coordinate design details.

Poles mounted on structures other than bridge safety barrier curbs, such as retaining walls, require special lengths.

==901.7.9 Location of Luminaires and Poles for 45 ft. Mounting Height==

Luminaires are mounted 45 ft. above the edge of travelway and no farther than 5 ft. horizontal from the edge of travelway unless clear zone requirements dictate otherwise. If the clear zone exists, observe the following:

* If the clear zone is 20 ft. or narrower, the pole is to be located so the luminaire is no more than 5 ft. from the edge of travelway

20 ft. maximum - 15 ft. bracket arm = 5 ft. maximum setback

* If the clear zone is wider than 20 ft. and less than or equal to 30 ft., the pole is to be located so the luminaire is no more than 15 ft. from the edge of travelway

30 ft. maximum - 15 ft. bracket arm = 15 ft. maximum setback

Where right of way is sufficient, lighting poles located on the outside of the roadway are to be placed outside the clear zone, but no farther than 30 ft. from the edge of travelway in order to maintain an effective utilization of the light source. Poles are to be located at a uniform distance from the roadway. Lighting poles located on the outside of ramps are to be placed a maximum of 20 ft. from the edge of the ramp’s driving lane. See [[media:901.7.5.pdf|Figure 901.7.5]] for luminaire locations at on- and off-ramp areas. Lighting poles located adjacent to auxiliary lanes are placed no farther than 30 ft. from the nearest edge of the through lane. Lighting poles have a bracket rise of 5 ft. 6 in. The 45 ft. mounting height of the slip-fitter above the edge of travelway is attained by means of adjusting the bracket mounting plates on the shaft.
[[image:901.7.9 AT.jpg|right|135px|thumb|<center>'''Type AT pole base'''</center>]]
Type AT (ground-mounted) poles have breakaway features. Shafts do not require handholes since splices are performed in the transformer base. Poles behind guardrail, installed for purposes other than protection of lighting poles, are installed according to [https://www.modot.org/media/16856 Standard Plan 606.00]. Shaft lengths are determined from the cross-section at each pole location for pole designs 1 through 5 as shown on the plans.

Type B (bridge-mounted) poles on bridge safety barrier curbs 2 ft. 8 in. tall will result in a 45 ft. mounting height above edge of travelway. Consult with Bridge to coordinate design details.

Type MB (median barrier-mounted) poles on median barrier 2 ft. 8 in. tall will result in a 45 ft. mounting height above edge of travelway. Consult with Bridge to coordinate design details.

Poles mounted on structures other than bridge safety barrier curbs and concrete median barriers, such as retaining walls, require special lengths.

==901.7.10 Lighting Poles Located in the Median==

Poles are not normally located in the median of a divided highway having an overall pavement and median width up to 100 ft., unless it becomes economically impractical to light the roadway from the outside shoulders. The following instructions apply to urban area roads that cannot be economically lighted from the outside because of the width of multilane pavement to be lighted, and do not apply to divided roadways with two 24 or 36 ft. pavements with a wide median where each pavement may be lighted individually from poles located on the outside shoulders.

Where lighting poles are located within a barrier median, the total median width is at least 8 ft., and the width between barrier curbs at least 4 ft. The width between barrier curbs may be less than 4 ft. if the total width of median is more than 8 ft.

A width of 12 ft. for a mountable median is the minimum width for location of lighting poles.

If the guardrail and lighting poles are placed in a median, the lighting pole is located at approximately the midpoint between guardrail posts with the handhole in line with the guardrail. To utilize standard guardrail sections, the lighting pole spacing is in multiples of 6 ft. 3 in. This spacing is measured along the centerline of the guardrail and not along the survey baseline unless the two coincide.

Light pole spacing is to be as close as possible to the calculated theoretical spacing required for the average maintained intensity of light.

Only in exceptional cases can lighting be entirely from poles located in the median, such as depressed roadway with retaining walls or on or behind concrete median barriers because there is better utilization of lumens from lamps located on the outside of wide pavements. For example, when a LED-A luminaire is located above the median edge of a six-lane highway with a 16 ft. median, and a mounting height of 30 ft., 40 percent is utilized. Where the same conditions exist for an installation over the outside edge, 58 percent is utilized. The maximum utilization is 60 percent. Good results are obtained by outside-inside alternating locations with twin bracket arms on the median poles. Underpass luminaires are sometimes mounted on the retaining walls of a depressed roadway.

To summarize: (1) Lighting located on the outside of the roadway is preferred where possible; (2) Alternating poles located outside of the roadway and median poles may be used for traffic ways with more than six lanes each direction provided the median design meets requirements; (3) Depressed roadways with retaining walls may be lighted entirely from median poles, with the same requirements for median design, or from underpass luminaires mounted on the walls.

==901.7.11 Signalized Intersections==

Lighting will be provided at all signalized intersections. All quadrants of the intersection are to be illuminated whether or not there are islands on all approaches. Lighting at signalized intersections is to provide an average maintained intensity as specified in [[#901.7.2 Average Maintained Intensity|EPG 901.7.2]]. If the intersection has raised channelizing islands or divisional islands, the intersection is to be illuminated by direct reflectance (see [[media:901.7.2.pdf|Figure 901.7.2]]). The luminaire is to be located in front of the nose of any island in accordance with [[media:901.7.1.pdf|Figure 901.7.1]]. For those approaches without raised islands, the luminaire is to be located as if an island existed on that approach. Direct reflectance and signal pole lighting are not to be mixed.

At signalized ramp terminals where basic lighting along the freeway is planned or in place, lighting with separate light poles and conduit systems is recommended.

If the intersection does not have raised islands, the luminaires may be placed on the signal poles to provide silhouette discernment lighting (see [[media:901.7.2.pdf|Figure 901.7.2]]). Each quadrant of the intersection is to be illuminated. The luminaires are to be installed directly over the mast arms or cable spans to provide the proper silhouette effect. If the intersection is located within the limits of continuous lighting meeting intensity requirements, the signal pole lighting is not required.

Lighting control for 120-volt signal pole lighting or separate pole lighting is shown on [https://www.modot.org/media/16911 Standard Plan 902.15]. If the capacity of this control box is exceeded or if the lighting is part of a larger system, then a 240-volt or 480-volt base-mounted control station is used. Where separate light poles and 240- and 480-volt lighting circuits are used at signalized intersections, the wiring, conduit, pull boxes and lighting control station are to be separated from the signal equipment. It is not desirable to have higher voltage lighting wiring mixed with the 120-volt signal control wiring. Signal and lighting controllers can share a power supply, but separate meters and disconnect switches will be needed (see [https://www.modot.org/media/16911 Standard Plan 902.15]).

==901.7.12 Control Station and Power Supply==

Control stations and power supplies consist of all equipment and materials necessary for the distribution of secondary electrical power. Control station design details are shown on the standard plans or approved special sheets. Secondary voltage is to be provided by the utility, with any utility equipment substation located off of highway right of way.

A letter is required from the utility stating they will provide secondary voltage to the necessary control stations. A copy of this letter is to be forwarded to Design Division.

Two types of lighting control systems are available for use as follows. If other types of control station designs are desired, they are to be submitted to Design for approval.

'''901.7.12.1 240-Volt and 480-Volt Four-Circuit Lighting Control Stations.''' These control stations are base-mounted as shown on [https://www.modot.org/media/16906 Standard Plan 901.30]. These control stations also require a Type 1 or Type 2 power supply as shown on [https://www.modot.org/media/16907 Standard Plan 901.80]. These power supplies can also supply power for signal controllers.

These control stations are to be used with interchange lighting, continuous lighting and tower lighting systems. These control stations are also used with intersection lighting where the capabilities of the 120-volt control box described below are exceeded. Lighting and signal conduit systems are separate with 240- or 480-volt lighting systems. For installations requiring different voltages for lighting and signal applications, either two preformed pull boxes or one double concrete pull box, Type B, shall be used. Contractors may use the double concrete pull box, Type B, instead of two preformed pull boxes.

'''901.7.12.2 Power Supply with 120-Volt Lighting Control Box.''' This system incorporates a small lighting control box on a Type 1 or Type 2 power supply assembly as shown on [https://www.modot.org/media/16911 Standard Plan 902.15]. With this system, lighting wiring can be incorporated into signal conduit systems.

This system is to be used for lighting at both signalized and unsignalized intersections. This system can be used at intersections with signal pole lighting or separate lighting poles under the following conditions:

* Lighting cable sizes are no greater than #8 AWG (10 mm<sup>2</sup>).

* No more than 6 – LED-A luminaires, 6 – LED-B luminaires, or 4 – LED-C luminaires.

* No more than six 2c. - #12 (2c. - 4 mm<sup>2</sup>) cables or eight 1c. - #8 (1c. - 10 mm<sup>2</sup>) cables.

If any of these conditions are exceeded, the 240-volt, 4-circuit control station is to be used.

[[Category:901 Lighting|901.07]]

171.6 Roadsides

2026-03-04T21:03:01Z

Legged1: /* RDS(B3) Growing Together Program */ update link

===RDS(A1) Commuter Parking Lots===
Refer to [[:Category:644 Weigh Stations, Rest Areas, Welcome/Information Centers and Commuter Parking Lots|EPG 644 Weigh Stations, Rest Areas, Welcome/Information Centers and Commuter Parking Lots]] for information regarding the design, construction, and maintenance of commuter lots.

===RDS(A2) Roadside Maintenance Activities by Others===
There are three methods by which non-MoDOT personnel may perform roadside activities on the right of way or on Commission property: by permit, through the [[:Category:824 Litter Pickup|Litter Pickup]] and through the Growing Together Program. All of these methods require an agreement between MoDOT and the outside party.

Neighbors should be allowed to mow (without regard to height) the right of way in front of
their property if they feel it will enhance the appearance of their property. Refer to [[:Category:822 Roadside Vegetation Management|EPG 822 Roadside Vegetation Management]].

===RDS(A3) Wetland Mitigation Areas===
To ensure compliance with state and federal executive orders requiring no net loss of wetlands, MoDOT is responsible for compensating unavoidable wetland impacts through wetland restoration, creation or enhancement. Signs stating "Mitigation Area - Do Not Disturb" are used to identify the boundaries of the mitigation area to protect against disturbance. Refer to [[127.16 Wetland and Stream Mitigation#127.16.1.4 Maintenance|EPG 127.16.1.4 Maintenance]] concerning maintenance of wetland mitigation areas.

===RDS(A4) Heritage Database Information (HDI)===
Refer to [[127.27 Guidelines for Obtaining Environmental Clearance for Project Specific Locations|EPG 127.27 Guidelines for Obtaining Environmental Clearance for Project Specific Locations]].

===RDS(A5) Underground Utilities===
Utility companies with underground utilities on highway right of way shall be informed when work is planned that will cause a substantial change in grade at the location of the utility. This may involve work such as major slide repair, major slope grading or drainage channel clean out or realignment. (Although [[:Category:142 Missouri One Call System|One Call]] should be notified, this action alone does not ensure all utilities will be notified).

==171.6.1 Programs==

===RDS(B1) [[:Category:824 Litter Pickup|Litter Pickup]]===
MoDOT establishes and maintains an ongoing cooperative program that encourages individuals, groups and organizations to become involved in litter pickup, mowing and/or beautification of roadside areas. Refer to [[:Category:824 Litter Pickup|Litter Pickup]] for additional information and guidance.

See [http://www.sos.mo.gov/adrules/csr/current/7csr/7c10-14.pdf 7 CSR 10-14.010 - 14.050, Adopt-A-Highway Program]. Refer to [[141.8 Sponsorship Programs|EPG 141.8 Sponsorship Programs]] for more information on MoDOT's Sponsorship Policy.

[[image:171.6.1.jpg|right|375px]]

===RDS(B3) Growing Together Program===
MoDOT cooperates with state and local government groups as well as private groups interested in developing extensive plantings on right of way designed to enhance the appearance of state highways and neighboring communities. Contact the Roadside section of the [https://modotgov.sharepoint.com/sites/mt MoDOT Maintenance Division] for assistance. Refer to [[141.8 Sponsorship Programs|EPG 141.8 Sponsorship Programs]] for more information on MoDOT's Sponsorship Policy.

===RDS(B4) Incarcerated Personnel===
Incarcerated personnel are used to improve the roadside environment by undertaking work that is above and beyond normal highway beautification efforts. The intent is to accomplish labor intensive projects not normally accomplished by routine maintenance crews or construction contracts. Refer to [[:Category:823 Incarcerated Personnel Work Release Program|EPG 823 Incarcerated Personnel Work Release Program]] for information.

==171.6.2 Rest Areas and Roadside Parks==
===RDS(C1) Dispensing Free Refreshments===
Groups and organizations are permitted to use rest areas and roadside parks to dispense coffee and other nonalcoholic refreshments for the sole purpose of encouraging motorists to take safety breaks during a holiday trip.

All activities must be confined within the rest area or park boundary and away from drives
and ramps used for the movement of vehicles. Signing for this activity is provided by
MoDOT and organization signs are limited to a small identification sign at the table or
vehicle used to dispense refreshments.

Refreshments offered to the traveling public must be free. Donations and contributions for any cause shall not be permitted.

===RDS(C2) Rest Area Drinking Water===
Refer to [[127.25 Maintenance Environmental Policies#127.25.3.2 Rest Area Drinking Water|EPG 127.25.3.2 Rest Area Drinking Water]] concerning information about rest area drinking waters.

===RDS(C3) Rest Area Sewage Control===
Refer to [[127.25 Maintenance Environmental Policies#127.25.3.1 Rest Area Lagoon|EPG 127.25.3.1 Rest Area Lagoon]] concerning information about rest area lagoons.

===RDS(C4) Roadside Park Requirements===
State highway right of way cannot be used for roadside park purposes. Roadside parks are not planned as local parks or overnight camping areas and are not built with toilets, water or electrical supply.

All roadside parks must be approved by the Commission.

===RDS(C5) Vending===
No vending is allowed in rest areas or on state highway right of way except for vending machines installed by agreement or permit. By law, the Department of Social Services, Division of Family Services, Rehabilitation Services for the Blind has been granted authority to govern and regulate vending in rest areas. When such authority is declined, MoDOT shall develop an agreement or issue a permit with another appropriate agency, organization or association to govern and regulate the vending.

If the Department of Social Services, Division of Family Services, Rehabilitation Services for the Blind elects to assume the authority granted by law to govern and regulate vending assigned to another agency, organization or association, the existing agreements or permits shall be terminated.

MoDOT reserves the right to remove any vending machine from a rest area at vendors cost, if the machine is installed or maintained in violation of established agreements.

==171.6.3 Structures==

===RDS(D1) [[:Category:140 Encroachments and Items Permitted on MoDOT’s Right of Way|Right of Way Encroachments]]===
State law allows the commission to prohibit encroachments on state right of way. Right of way encroachment is defined as the placement and/or maintenance of unauthorized items, or the performance of unauthorized activities, on or extending over onto state right of way. Unauthorized items and activities include but are not limited to:

:{|
|-
!align="center"|Items|| !!align="center"|Activities
|-
|Signs (political, garage sale, etc.)|| ||Vehicle parking in restricted areas
|-
|Display materials (streamers, balloons, banners)|| ||Vending
|-
|Trash containers|| ||Excavation
|-
|Fences || ||Construction
|}

All encroachments that pose a safety hazard to MoDOT personnel or the traveling public shall be addressed immediately. If the encroachment posing a safety hazard is an unauthorized item or activity and can be removed, it shall be removed immediately.

Unauthorized encroachment items removed from the right of way should be stored at the
nearest maintenance facility; unclaimed items may be properly disposed after 30 days.

For permanent encroachments involving construction on the right of way, a written notice shall be sent to the owner by the district engineer. If the encroachment is not removed in a timely manner, a “Notice to Remove Encroachment,” including a deadline for removal shall be sent to the owner by the district engineer. If the encroachment is not removed by the specified deadline, the district engineer shall refer the matter to the [http://sharepoint/support/cc/Pages/default.aspx Chief Counsel’s Office] for legal action. Sample encroachment notice letters and encroachment removal letters are available from the State Maintenance Engineer.

Permanent encroachments where the owner cannot be identified shall be removed as soon as possible.

Encroachments that do not pose an immediate safety hazard to MoDOT personnel or the traveling public shall be removed prior to beginning a maintenance activity on the route. However, encroachments may be removed more frequently at the discretion of the [http://www.modot.org/bolderfiveyeardirection/documents/FINAL_AEonepagesummary.pdf Area Engineer]. Encroachment removals can be coordinated with litter pickup and other maintenance work such as mowing, edge-rut repairs, crack sealing, etc.

Single-use items generally made of paper and cardboard can be disposed of immediately without notice. Professionally made or reusable items should be stored at the nearest maintenance facility; unclaimed items may be properly disposed after 30 days.

Any holiday decorations placed on or across the state right of way must have a permit signed by personnel designated by the district engineer.

All actions regarding encroachments should be timely and fair.

[https://modotgov.sharepoint.com/:w:/r/sites/mt/Shared%20Documents/Roadsides/Notice%20of%20Encroachment.docx?d=w4695b359b8a1465aa9650be17ef5442e&csf=1&web=1&e=De9Elh Notice of Encroachment RDS(D1)A]

[https://modotgov.sharepoint.com/:w:/r/sites/mt/Shared%20Documents/Roadsides/Notice%20To%20Remove%20Encroachment.docx?d=w3e8d3c973f654d89aa8ff79b001ba6f9&csf=1&web=1&e=8tDzUH Removal Notice RDS(D1)B]

[[media:140.1 Keep Unauthorized.pdf|Unauthorized Items off Roadsides Flier]]

===[[:Category:140 Encroachments and Items Permitted on MoDOT’s Right of Way#140.2 Monuments, Maintenance Policy RDS(D2)|RDS(D2) Monuments]]===
MoDOT permits approved organizations (State Historical Society of Missouri, Federated Garden Clubs of Missouri and the Daughter's of the American Revolution) to place markers at approved locations along highways within the bounds of rest areas, roadside parks or turnouts. These markers are located for the purpose of honoring service men and women who served in a particular war or to designate points of historical interest.

Placement of markers and tablets requires Commission approval.

Additional information is available from the [http://sharepoint/systemdelivery/MT/SitePages/Roadsides.aspx Roadside Section] in the Central Office.

==171.6.4 Vegetation Management==

===RDS(E1) Billboard Visibility===
Refer to [[236.16 Outdoor Advertising#236.16.8 Vegetation Removal|EPG 236.16.8 Vegetation Removal]] concerning the management of vegetation around billboards.

===RDS(E2) Crops on Right of Way===
Refer to [[822.7 Hay and Other Crops on the Right of Way|EPG 822.7 Hay and Other Crops on the Right of Way]].

===RDS(E3) Hay Harvesting on Right of Way===
Refer to [[822.7 Hay and Other Crops on the Right of Way|EPG 822.7 Hay and Other Crops on the Right of Way]].

===RDS(E4) Herbicides===
Refer to [[:Category:821 Herbicides and Roadsides|EPG 821 Herbicides and Roadsides]].

===RDS(E5) Mowing===
Refer to [[:Category:822 Roadside Vegetation Management|EPG 822 Roadside Vegetation Management]].

===RDS(E6) Noxious Weed Control===
Refer to [[821.18 Noxious Weeds|EPG 821.18 Noxious Weeds]].

===RDS(E7) Plant Collection from Right of Way===
No person shall dig or remove any plants or plant parts from any real property of the Commission or the right of way of any state highway or roadway without permission. Special permits covering the collection of plants and plant parts from highway right of way may be issued by MoDOT. Provided that such plants or plant parts are not offered for sale, the collection of seeds, fruits, nuts, berries, edible wild greens or flowering parts of plants, or the occasional collection of plants for the purposes of scientific research or education may be permitted.

Under special circumstances, MoDOT can write a permit, to collect and sell plants or plant parts from right of way. Contact the [https://modotgov.sharepoint.com/sites/mt Maintenance Division (MoDOT access only)] for more information.

===RDS(E8) Roadside Burning===
Refer to [[127.25 Maintenance Environmental Policies#127.25.8.1 Open Burning|EPG 127.25.8.1 Open Burning]] for information pertaining to the open burning of materials on MHTC property.

===RDS(E9) [[822.11 Maintenance Planning Guidelines for Tree Removal|Tree Removal]]===
Trees located on Missouri Highways and Transportation Commission (MHTC) property are considered state property. Trees on MHTC property that are dead, diseased, deformed or storm damaged, have the potential to create a safety hazard to MHTC personnel as well as the traveling public. Efforts should be made to minimize the potential hazard.

Utility companies should be contacted prior to removing trees under or near utility lines, for possible assistance or removal by their crews. Commercial arborists may be obtained on an agreed price basis for removal of large trees especially where there is a possibility of damage to private property.

Tree trunks and tree limbs may be cut up by department personnel and hauled back to the maintenance building for use as firewood at the maintenance building, or stockpiled at the maintenance site, and ultimately sold per General Services policies concerning the disposal of surplus property. A copy of the [http://sharepoint/support/CC/CCO%20Contracts/GS_-_General_Services/Bills_of_Sale/GS22_Bill_of_Sale-_Generic.docx “GS22 Bill of Sale – Generic”] for the tree trunks and tree limbs sold as surplus property shall be maintained by MoDOT in accordance with the policies pertaining to surplus property disposal.

Tree trunks and tree limbs may be cut into manageable lengths (not less than 2 ft. long and not more than 6 ft. long) and left on the adjacent property owners property at the right of way line for use by the adjacent property owner provided the adjacent property owner has expressed a desire to use the wood. The adjacent property owner shall obtain access to the wood from their own property. The adjacent property owner shall not utilize MHTC right of way to gain access to the wood.

Root-balls associated with tree removals are not considered to be clean fill according to the Missouri Department of Natural Resources. Therefore, root-balls shall not be buried. They may be hauled off to a demolition landfill, or they may be ground up using a tub grinder.

Any burning of tree trunks, tree limbs, or root-balls on the right of way shall be done
according to the [[127.25 Maintenance Environmental Policies#127.25.8.1 Open Burning|EPG 127.25.8.1 Open Burning]].

Tree stumps anywhere on the right of way shall be cut flush or below ground level. Treatment of tree stumps to prevent re-growth shall be in accordance with [[:Category:821 Herbicides and Roadsides|EPG 821 Herbicides and Roadsides]].

Personnel engaged in the removal of dead, diseased, deformed, or storm damaged, trees shall be trained in the safe operation of chainsaws and other tree trimming devices.

Personnel must also be familiar with the applicable safety guidelines as set forth in
[https://modotgov.sharepoint.com/sites/csp/SitePages/Safety-Policy-Manual.aspx MoDOT's Safety Policies, Rules & Regulations].

MoDOT staff shall be in compliance with Personnel Policy # 2700 – Ethical Conduct when disposing of tree trunks and tree limbs. Also, staff should comply with the U.S. Fish and Wildlife Service concerning protection of Indiana bat tree habitat. Questions regarding Indiana bat trees should be directed to [http://sharepoint/sites/de/environmental_historic_pres/SitePages/Home.aspx the Environmental Section] of Design.

Trees associated with construction projects shall be managed according to the conditions
contained in the contract documents.

===RDS(E11) National Forest Lands===
MoDOT shall coordinate with the Forest Service all maintenance activities which involve additional clearing, slash disposal, chemical control of vegetation, disposal of slough material, changes in road drainage patterns, materials source and storage and similar actions which involve highways through National Forest lands. The Forest Service will assist MoDOT with matters related to equipment parking, material storage, material sources, and designated slough and slide material disposal areas as well as advising the department of any activities that have an impact on highway maintenance.

[[category:171 Maintenance Policy and Operations|171.06]]

Category:101 Standard Forms

2026-02-10T14:29:59Z

Legged1: /* Design */ fix broken link

<div style="float: right; margin-top: 5px; margin-left: 15px; margin-bottom: 15px;">__TOC__</div>
=== ===
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----
<div style="float: right; width: 550px; margin-top: 8px; margin-bottom: 8px; padding: 5px; border: 2px solid black; border-radius:5px; box-shadow:5px 5px 5px #888888">
EPG articles are not referenced as "sections" but as EPG XXX.X or as "articles" to avoid confusion with MoDOT specs (which are contractually binding).
</div>
Standard forms organized by functional unit are accessible from this page.</br>
'''The files accessible by the links below are identical to those accessed through Word, Excel or other software application by MoDOT employees.'''</br>
Many of these file links are also contained in Engineering Policy Guide articles that refer to the forms.
----
----
==Bridge==
[[image:101 Bridge.jpg|right|150px]]

<div style="margin-left: 30px;">

<div class="mw-customtoggle-BR1" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Bridge Forms</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-BR1">
<div class="mw-collapsible-content">
* [https://epg.modot.org/forms/general_files/BR/BridgeDivisionMemo.dotx Bridge Division Memo]
* [https://epg.modot.org/forms/general_files/BR/101_Bridge_Hydraulics_Report_Feb.dotx Bridge Hydraulics Report]
* [https://epg.modot.org/forms/general_files/BR/ChangeOrder.dotx Change Order]
* [https://epg.modot.org/forms/general_files/BR/ConstructabilityQuestionnaire.dotx Constructability Questionnaire]
* [https://epg.modot.org/forms/general_files/BR/Culvert_Hydraulics_Report.docx Culvert Hydraulics Report]
* [https://epg.modot.org/forms/general_files/BR/131.1_Design_Exception.docx Design Exception Information]
* [https://epg.modot.org/forms/general_files/BR/DesignExceptToDistrict.dotx Design Except to District]
* [https://epg.modot.org/forms/general_files/BR/101_Design_Layout_Box.docx Design Layout (Box)]
* [https://epg.modot.org/forms/general_files/BR/DesignLayout-Grade.dotx Design Layout (Grade)]
* [https://epg.modot.org/forms/general_files/BR/101_Design_Layout_Stream.docx Design Layout (Stream)]
* [https://epg.modot.org/forms/general_files/BR/DesignLayout-Wall.dotx Design Layout (Wall)]
* [https://epg.modot.org/forms/general_files/BR/101_Floodplain_Development_Permit_Application.pdf Floodplain Development Permit/Application]
* [https://epg.modot.org/forms/general_files/BR/101_Floodplain_Development_Permit_To_District_Cover_Letter.docx Floodplain Development Permit To District Cover Letter]]
* [https://epg.modot.org/forms/general_files/BR/LayouttoFHWA.dotx Layout to FHWA]
* [https://epg.modot.org/forms/general_files/BR/LayoutToRailroad.dotx Layout to Railroad]
* [https://epg.modot.org/forms/general_files/BR/Missouri-IllinoisBorderBridgeClearinghouseForm.dotx Missouri-Illinois Border Bridge Clearinghouse Form]
* [https://epg.modot.org/forms/general_files/BR/101_No_Rise_Certificate.pdf No-Rise Certificate]
* [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures Form]
* [https://epg.modot.org/forms/general_files/BR/Telefax.dotx Telefax]
* [https://epg.modot.org/forms/general_files/BR/TransmittalLetter.dotx Transmittal Letter]
* [https://epg.modot.org/forms/general_files/BR/131.1_Vertical_Clearance_Coord_Form.pdf Vertical Clearance Design Exception Coordination with SDDCTEA]
</div>
</div>

</div>

==Construction and Materials==
[[image:101CM.jpg|right|150px]]

<div style="margin-left: 30px;">

===Forms for MoDOT Use ===
<div class="mw-customtoggle-CM1" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] General Forms</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM1">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-CM1a" style="font-size:1.15em; margin-left:15px; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;">[+/-] Project Closeout and As-Built Plans</div>
<div class="mw-collapsible" id="mw-customcollapsible-CM1a" style="margin-left:15px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/CM/As_Built_Final_Plans_Checklist_SL_District.pdf As Built Plans Checklist - SL District]
* [https://epg.modot.org/forms/CM/Bridge_Clearance_Report_C239A.pdf Bridge Clearance Report (C-239A)]
* [https://epg.modot.org/forms/CM/Contractors_Affidavit_C-242.pdf Contractor Affidavit Regarding Settlement of Claims]
* [https://epg.modot.org/forms/CM/Contractors_Affidavit_C-242_With_Exceptions.pdf Contractor's Affidavit Regarding Settlement of Claims (C-242) with Exceptions]
* [https://epg.modot.org/forms/CM/Final_Acceptance_C_239.pdf Final Acceptance Report (C-239), pdf version]
* [https://epg.modot.org/forms/CM/Final_Plans_Certification.pdf Final Plans Certification]
* [https://epg.modot.org/forms/CM/Final_Plans_Checklist.pdf Final Plans Checklist]
* [https://epg.modot.org/forms/CM/KC_Final_Plans_Memo.pdf Final Plans Memo]
* [https://epg.modot.org/forms/CM/C13_Final_Utility_Report.pdf Final Utility Report (C-13)]
* [https://epg.modot.org/forms/CM/Bluebeam_Revu_Editing_As-Built_Plans.pdf Preparing As-Built (Final) Plans in Construction Using Bluebeam Revu]
* [https://epg.modot.org/forms/CM/Semi_Final_Inspection_C_236.pdf Semi-Final Inspection (C-236)]
</div>
</div>

----
* [https://epg.modot.org/forms/CM/30_Day_Reminder_Final_Invoice_Letter.pdf 30 Day Reminder Final Invoice Letter]
* [https://epg.modot.org/forms/CM/60_Day_Final_Acceptance_Letter.pdf 60 Day Final Acceptance Letter]
* [https://epg.modot.org/forms/CM/ADA_Checklist.pdf ADA Checklist (PDF)]
* [https://epg.modot.org/forms/CM/ADA_Checklist.docx ADA Checklist (MS Word)]
* [https://epg.modot.org/forms/CM/Aggregate_Base_Random_Locations.xlsm Aggregate Base Random Locations]
* [https://epg.modot.org/forms/CM/Asbestos_Bulk_Sample_Bridge_CL_EL_5.pdf Asbestos Bulk Sample Bridge CL EL 5]
* [https://epg.modot.org/forms/CM/Asbestos_Bulk_Sample_Parcel_CL_EL_5.pdf Asbestos Bulk Sample Parcel CL EL 5]
* [https://epg.modot.org/forms/CM/Asbestos_Survey_Report_T746_T747_T748_C760.pdf Asbestos Survey Report - All Suspect ACM (Form T746), Nonfriable ACM (Form T747) and All Materials (Form T748)]
* [https://epg.modot.org/forms/CM/Bluebeam_Revu_2015_Training_Manual.pdf Bluebeam Revu Training Manual]
* [https://epg.modot.org/forms/CM/Change%20Order.XLS Change Order]
* [https://epg.modot.org/forms/CM/CUF_Determination_Form.pdf Commercially Useful Function (CUF) Determination Form]
* [https://epg.modot.org/forms/CM/Contingent_Item_Price_Check.pdf Contingent Item Price Check]
* [https://epg.modot.org/forms/CM/Contractor_Performance_Evaluation_Letter.pdf Contractor Performance Evaluation Letter]
* [https://epg.modot.org/forms/CM/Contractor_Performance_Evaluation_Signature_Page.pdf Contractor Performance Evaluation Signature Page]
* [https://epg.modot.org/forms/CM/C9_Daily_Utility_Report.pdf Daily Utility Report (C-9)]
* [https://epg.modot.org/forms/CM/Dimensions%20To%20Tons%20Converter.xlsx Dimensions To Tons Converter]
* [https://epg.modot.org/forms/CM/Documentation_Record.pdf Documentation Record]
* [https://epg.modot.org/forms/CM/EEO_Checklist.pdf EEO Checklist]
* [https://epg.modot.org/forms/CM/Fence_Removal_Notice.pdf Fence Removal Notice]
* [https://epg.modot.org/forms/CM/Force_Account_Spreadsheet.xlsx Force Account Spreadsheet]
* [https://epg.modot.org/forms/CM/Equipment%20Watch%20QRG.docx Force Account Rental Rate - Quick Reference Guide]
* [https://epg.modot.org/forms/CM/Form%20M-45%20Bitumin%20Distributor%20Calibration.doc Form M-45 Bitumin Distributor Calibration]
* [https://epg.modot.org/forms/CM/Inspectors_Pay_Qty_Report_IPQR.pdf Inspectors Pay Qty Report (IPQR)]
* [https://epg.modot.org/forms/CM/IRI_Inertial_Profiler_Report_with_Bonus.xlsm IRI Inertial Profiler Report with Bonus]
* [https://epg.modot.org/forms/CM/Job_Site_Bulletin_Board_Checklist_fillable.pdf Job Site Bulletin Board Checklist]
* [https://epg.modot.org/forms/CM/KC_Milestone_Memo.pdf Milestone Memo]
* [https://epg.modot.org/forms/CM/Milestone_Worksheet.pdf Milestone Worksheet]
* [https://epg.modot.org/forms/CM/Mobile_Mixer_Calibration.xlsx Mobile Mixer Calibration]
* [https://epg.modot.org/forms/CM/Mobile_Mixer_Verification_Sheet.pdf Mobile Mixer Verification Sheet]]
* [https://epg.modot.org/forms/CM/Mobilization_Payments_Calculator.xlsx Mobilization Payments Calculator]
* [https://epg.modot.org/forms/CM/NCR_Non_Conformance_Report.pdf Nonconformance Report (NCR)]
* [https://epg.modot.org/forms/CM/Nuclear_Density_C709ND.pdf Nuclear Density (C-709ND)]
* [https://epg.modot.org/forms/CM/Nuclear_Density_of_Plastic_Portland_Cement_Concrete_C_710ND.pdf Nuclear Density of Plastic Portland Cement Concrete (C-710ND)]
* [https://epg.modot.org/forms/CM/Order_Record.pdf Order Record (C-259)]
* [https://epg.modot.org/forms/CM/Outlier%20Analysis.xls Outlier Analysis]
* [https://epg.modot.org/forms/CM/Pavement_Type_Selection_Submittal.pdf Pavement Type Selection Submittal Information (PTS Submittal Form)]
* [https://epg.modot.org/forms/CM/Payroll_Log.xltx Payroll Log Form]
* [https://epg.modot.org/forms/general_files/BR/Pile_Driving_Set_Calculator.xlsx Pile Driving Set Calculator]
* [https://epg.modot.org/forms/CM/Pile_Driving_Data.pdf Pile Driving Data]
* [https://epg.modot.org/forms/CM/Pile_Driving_Data_PDA.pdf Pile Driving Data PDA]
* [https://epg.modot.org/forms/CM/PODI_Bridge_Deck_Pour_Checklist.pdf PODI Bridge Deck Pour Checklist]
* [https://epg.modot.org/forms/CM/Pore_Pressure_Report_Type_A.pdf Pore Pressure Report - Type A]
* [https://epg.modot.org/forms/CM/Pore_Pressure_Report_Type_B.pdf Pore Pressure Report - Type B]
* [https://epg.modot.org/forms/CM/PreCon_Letter_Federal.pdf PreCon Letter - Federal]
* [https://epg.modot.org/forms/CM/PreCon_Letter_State.pdf PreCon Letter - State]
* [https://epg.modot.org/forms/CM/Prestress_Deficiency_Report.pdf Prestress Deficiency Report (1029-01)]
* [https://epg.modot.org/forms/CM/Price_Verification.xlsx Price Verification]
* [https://epg.modot.org/forms/CM/Railroad_Crossing_Inspection.pdf Railroad Crossing Inspection]
* [https://epg.modot.org/forms/CM/RE_Letterhead.pdf RE Letterhead]
* [https://epg.modot.org/forms/CM/RE_Letterhead.docx RE Letterhead – Word Format]
* [https://epg.modot.org/forms/CM/Retroreflectivity_Payment_Adjustment.xlsm Retroreflectivity Payment Adjustment]
* [https://epg.modot.org/forms/CM/Retroreflectometer_Request.xlsm Retroreflectometer Request]
* [https://epg.modot.org/forms/CM/RoCap_Test_Form_Long_Bolts.pdf RoCap Test Form - Long Bolts]
* [https://epg.modot.org/forms/CM/RoCap_Test_Form_Short_Bolts.pdf RoCap Test Form - Short Bolts]
* [https://epg.modot.org/forms/CM/Semi_Annual_Labor_Compliance_Report.dotx Semi-annual Labor Compliance Report]
* [https://www.modot.org/contractor-pay Contractor Payment Schedule]
* [https://epg.modot.org/forms/CM/Standard%20Compaction%20Test%20Blank.xls Standard Compaction Test Blank]
* [https://epg.modot.org/forms/CM/Survey%20Calculator.xlsx Survey Calculator]
* [https://epg.modot.org/forms/CM/Tank%20Capacity%202.0.xls Tank Capacity]
* [https://epg.modot.org/forms/CM/Tension_Log_Form.xlsx Tension Log Form]
* [https://epg.modot.org/forms/CM/CR1_Wage_Rate_Interview.pdf Wage Interview (Form CR-1)]
* [https://epg.modot.org/forms/general_files/TS/Work_Zone_Inspection_Checklist.pdf Work Zone Inspection Form]
</div>
</div>

<div class="mw-customtoggle-CM2" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Job Order Forms</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM2">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/CM/JOC_2025_Asphalt_Pavement_Repair.xlsm JOC 2025 Asphalt Pavement Repair]
* [https://epg.modot.org/forms/CM/JOC_2026_Asphalt_Pavement_Repair.xlsm JOC 2026 Asphalt Pavement Repair]
* [https://epg.modot.org/forms/CM/JOC_2025_Bridge_Repair_Spreadsheet.xlsm JOC 2025 Bridge Repair Spreadsheet]
* [https://epg.modot.org/forms/CM/JOC_2026_Bridge_Repair_Spreadsheet.xlsm JOC 2026 Bridge Repair Spreadsheet]
* [https://epg.modot.org/forms/CM/JOC_2025_Concrete_Pavement_Repair.xlsm JOC 2025 Concrete Pavement Repair]
* [https://epg.modot.org/forms/CM/JOC_2026_Concrete_Pavement_Repair.xlsm JOC 2026 Concrete Pavement Repair]
* [https://epg.modot.org/forms/CM/JOC_2025_Fence_Repair_Spreadsheet.xlsm JOC 2025 Fence Repair Spreadsheet]
* [https://epg.modot.org/forms/CM/JOC_2026_Fence_Repair_Spreadsheet.xlsm JOC 2026 Fence Repair Spreadsheet]
* [https://epg.modot.org/forms/CM/JOC_2025_Rail_Cable_Repair_Spreadsheet.xlsm JOC 2025 Rail Cable Fence Spreadsheet]
* [https://epg.modot.org/forms/CM/JOC_2026_Rail_Cable_Repair_Spreadsheet.xlsm JOC 2026 Rail Cable Fence Spreadsheet]
</div>
</div>

<div class="mw-customtoggle-CM3" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] AC Index Price and Fuel Adjustment Forms</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM3">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/CM/AC_Index_Price_Adjustment_Hot_Mix_Asphalt_SY.xlsx AC Index Price Adjustment – Hot mix asphalt (per SY)]
* [https://epg.modot.org/forms/CM/AC_Index_Price_Adjustment_Hot_Mix_Asphalt_Ton.xlsx AC Index Price Adjustment – Hot mix asphalt (per Ton)]
* [https://epg.modot.org/forms/CM/AC_Index_Price_Adjustment_Seal_Coat.xlsx AC Index Price Adjustment – Sealcoat]
* [https://epg.modot.org/forms/CM/AC_Index_Price_Adjustment_UBAWS_Hot_Mix_and_Membrane.xlsx AC Index Price Adjustment – UBAWS Hot Mix and Membrane]
* [https://epg.modot.org/forms/CM/AC_Index_Price_Adjustment_Undersealing.xlsx AC Index Price Adjustment – Undersealing]
* [https://epg.modot.org/forms/CM/Fuel_Adjustment_Calculation.xlsx Fuel Adjustment Calculation]
</div>
</div>

<div class="mw-customtoggle-CM4" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Asphalt Inspection Forms</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM4">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/CM/Asphalt_Core_Spreadsheet.xlsx Asphalt Core Spreadsheet]
* [https://epg.modot.org/forms/CM/Asphalt_Mix_Design.xlsm Asphalt Mix Design]
* [https://epg.modot.org/forms/CM/Asphalt_Random_Locations.xlsm Asphalt Random Locations]
* [https://epg.modot.org/forms/CM/Asphalt_Roadway_Report.xlsm Asphalt Roadway Report]
</div>
</div>

<div class="mw-customtoggle-CM5" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Concrete Inspection Forms</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM5">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-CM5a" style="font-size:1.15em; margin-left:15px; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Ready Mix Forms</div>
<div class="mw-collapsible" id="mw-customcollapsible-CM5a" style="margin-left:15px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/CM/RM_Aggregate_Scale_Calibration_200.dotx RM Aggregate Scale Calibration - 200]
* [https://epg.modot.org/forms/CM/RM_Aggregate_Scale_Calibration_300.dotx RM Aggregate Scale Calibration - 300]
* [https://epg.modot.org/forms/CM/RM_Aggregate_Scale_Calibration_350.dotx RM Aggregate Scale Calibration - 350]
* [https://epg.modot.org/forms/CM/RM_Air_Dispenser_Calibration.dotx RM Air Dispenser Calibration]
* [https://epg.modot.org/forms/CM/RM_Cement_Scale_Calibration_150.dotx RM Cement Scale Calibration - 150]
* [https://epg.modot.org/forms/CM/RM_Cement_Scale_Calibration_175.dotx RM Cement Scale Calibration - 175]
* [https://epg.modot.org/forms/CM/RM_Cement_Scale_Calibration_200.dotx RM Cement Scale Calibration - 200]
* [https://epg.modot.org/forms/CM/RM_Concrete_Systems_Form.dotx RM Concrete Systems Form]
* [https://epg.modot.org/forms/CM/RM_Equipment_Calibrated_and_Verified_Form.dotx RM Equipment Calibrated and Verified Form]
* [https://epg.modot.org/forms/CM/RM_Truck_Mixer_Information_Form.dotx RM Truck Mixer Information Form]
* [https://epg.modot.org/forms/CM/RM_Water_Calibration.dotx RM Water Calibration]
</div>
</div>

----
* [https://epg.modot.org/forms/CM/Concrete%20Daily%20Inspection%20Report%20C-681.xls Concrete Daily Inspection Report, C-681]
* [https://epg.modot.org/forms/CM//AWP_CIW_Mainline_Paving.xlsm Concrete Inspection Worksheet – Mainline QC/QA Paving]
* [https://epg.modot.org/forms/CM/Concrete_Roadway_Report.pdf Concrete Roadway Report]
</div>
</div>

===Forms for Contractor Use ===

<div class="mw-customtoggle-CM7" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;">[+/-] Construction and Contract Administration Forms</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM7">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/CM/Blank_2AA_Sheet.pdf 2AA Sheet-Blank]
* [https://epg.modot.org/forms/CM/Example_2AA_Sheet.pdf 2AA Sheet-Example]
* [https://epg.modot.org/forms/CM/ADA_Checklist.pdf ADA Checklist - PDF]
* [https://epg.modot.org/forms/CM/ADA_Checklist.docx ADA Checklist - Word Document]
* [https://epg.modot.org/forms/CM/Affidavit_for_Compliance_with_Prevailing_Wage.pdf Affidavit for Compliance with Prevailing Wage]
* [https://epg.modot.org/forms/CM/Contractors_Affidavit_C-242.pdf Contractor Affidavit Regarding Settlement of Claims]
* [https://epg.modot.org/forms/CM/CUF_Determination_Form.pdf CUF Determination Form]
* [https://epg.modot.org/forms/CM/Lead_Abatement_MODOT_Contractor_Informational_Packet.pdf Lead Abatement MoDOT Contractor Informational]
* [https://epg.modot.org/forms/CM/Lead_Abatement_MODOT_FA_Project_Notification.pdf Lead Abatement MoDOT FA Project Notification Must be Filled out by RE]
* [https://epg.modot.org/forms/CM/Lead_Abatement_MODOT_Project_Notification.pdf Lead Abatement MoDOT Project Notification]
* [https://epg.modot.org/forms/CM/Lead_Abatement_MODOT_Project_Re_Notification.pdf Lead Abatement MoDOT Project Re-Notification]
* [https://epg.modot.org/forms/CM/Lead_Abatement_Program_Contact_Info.pdf Lead Abatement Program Contact Info]
* [https://epg.modot.org/forms/CM/NCR_Non_Conformance_Report.pdf Nonconformance Report (NCR)]
* [https://epg.modot.org/forms/general_files/BR/Pile_Driving_Set_Calculator.xlsx Pile Driving Set Calculator]
* [https://epg.modot.org/forms/CM/Prequalification_Contractor_Questionnaire.pdf Prequalification Questionnaire]
* [https://epg.modot.org/forms/CM/Request_to_Subcontract_C_220.pdf Request to Subcontract Work (C-220)]
* [https://epg.modot.org/forms/CM/Request_to_Subcontract_C_220_Excel.xlsm Request to Subcontract Work (C-220), Excel]
* [https://epg.modot.org/forms/CM/Sample_CPRRatingReport.pdf Sample Contractor Performance Rating Report]
* [https://epg.modot.org/forms/CM/Sign_Certification_of_Destruction.pdf Sign Certification of Destruction (PDF)]
* [https://epg.modot.org/forms/CM/Sign_Delivery_Certification.pdf Sign Delivery Certification (PDF)]
* [https://epg.modot.org/forms/CM/Subcontractor_Certification_Regarding_Affirmative_Action.pdf Subcontractor Certification Regarding Affirmative Action]
* [https://epg.modot.org/forms/CM/Tension_Log_Form.xlsx Tension Log Form]
* [https://epg.modot.org/forms/CM/Value_Engineering_Proposal_C_104.pdf Value Engineering Change Proposal (C-104)]
* [https://epg.modot.org/forms/CM/Wage_Flow_Chart_for_Federal_Jobs.pdf Wage Flowchart for Federal Jobs-Precon]
* [https://epg.modot.org/forms/CM/Wage_Flow_Chart_for_State_Jobs.pdf Wage Flowchart for State Jobs-Precon]
* [https://epg.modot.org/forms/CM/Waste_Disposal_Agreement.pdf Waste Disposal Agreement]
</div>
</div>

<div class="mw-customtoggle-CM8" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Materials Forms</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM8">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/CM/Asphalt_Mix_Design.xlsm Asphalt Mix Design Submittal]
* [https://epg.modot.org/forms/CM/CERTIFICATE_OF_MATERIALS_ORIGIN.pdf Buy America Materials of Origin]
* [https://epg.modot.org/forms/CM/CERTIFICATE_OF_MATERIALS_ORIGIN_NONIRON_STEEL.pdf Buy America Materials of Origin Non-Iron/Steel (PDF)]
* [https://epg.modot.org/forms/CM/Concrete%20Mix%20Design%20Submittal%20Form.xls Concrete Mix Design Submittal Form]
* [https://epg.modot.org/forms/CM/Missouri%20CoreLok%20Aggregate%20Workbook.xls Corelok Aggregate Workbook]
* [https://epg.modot.org/forms/CM/Durable%20Aggregate%20Calculation.xls Durable Aggregate Calculation]
* [https://epg.modot.org/forms/CM/Illinois_Flexibility_Index_Test.pdf Illinois Flexibility Index Test]
* [https://epg.modot.org/forms/CM/NewProductEvaluationForm.pdf New Product Evaluation Form]
* [https://epg.modot.org/forms/CM/GS013F4.pdf PAL Program Inclusion Certifications and Guarantee Statement]
* [https://epg.modot.org/forms/CM/GS013F2.pdf PAL Fabricators Receival Form]
* [https://epg.modot.org/forms/CM/GS013F3.pdf PAL Shippers Transmittal Form]
* [https://epg.modot.org/forms/CM/PipeShippingReportForm2.pdf CMP, RCP, Pipe Shipping Submittal Form: Precast Drainage Unit and Precast Box Culvert Shipping Report Form]
* [https://epg.modot.org/forms/CM/PipeShippingReportForm_Thermoplastic.pdf Pipe Shipping Submittal Form: Thermoplastic]
* [https://epg.modot.org/forms/CM/Producer_Supplier_List.pdf Producer Supplier Listing Form]
* [https://epg.modot.org/forms/CM/RecycleBinderContribution.xls Recycle Binder Contribution v2.12]
* [https://epg.modot.org/forms/CM/RecycleBinderContribution_401.xls Recycle Binder Contribution v2.20]
* [https://epg.modot.org/forms/CM/Section1040,1043,1044_Inclusion_Certification.pdf Section 1040, 1043 and 1044 Inclusion Certification Statement]
* [https://epg.modot.org/forms/CM/Section1040,1043,1044_Shipping_Report_Form_Fillable.pdf Section 1040, 1043 and 1044 Shipping Report Form]
* [https://epg.modot.org/forms/CM/Request_to_Transfer_Inspected_Matl.pdf Transfer Request of Inspected Material]
</div>
</div>

<div class="mw-customtoggle-CM9" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Civil Rights Related Forms and Posters</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM9">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-CM9a" style="font-size:1.15em; margin-left:15px; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;">[+/-] DBE Forms</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM9a" style="margin-left:15px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/CM/DBE_and_non_DBE_Subcontractor_Reporting_Form.pdf DBE and non DBE Subcontractor Reporting Form]</br>
* [https://epg.modot.org/forms/CM/DBE_Change_Form.pdf DBE Change Form]</br>
* [https://epg.modot.org/forms/CM/DBE_Contractor_Project_Trucker_Equipment_List_Form.pdf DBE Contractor/Subcontractor Project Trucker and Equipment List]</br>
* [https://epg.modot.org/forms/CM/DBE_Contractor_Subcontractor_Project_Trucker_Form_Instructions.pdf DBE Contractor/Subcontractor Project Trucker and Equipment List - Instructions]</br>
* [https://epg.modot.org/forms/CM/DBE_Identification_Submittal_Form_MoDOT_Excel.xlsm DBE Identification Submittal Form (Excel)]</br>
* [https://epg.modot.org/forms/CM/DBE_Identification_Submittal_Form_LPA_Excel.xlsm DBE Identification Submittal Form LPA (Excel)]</br>
* [https://epg.modot.org/forms/CM/DBE_Final_Payment_Form.xlsm DBE Final Payment Form]</br>
* [https://epg.modot.org/forms/CM/DBE_Termination_Form.pdf DBE Termination Form]
</div>
</div>

<div class="mw-customtoggle-CM9b" style="font-size:1.15em; margin-left:15px; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;">[+/-] On the Job Training Forms</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM9b" style="margin-left:15px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/CM/OJT_1_Trainee_Notification.pdf OJT 1, Training Notification]</br>
* [https://epg.modot.org/forms/CM/OJT_2_Contractor_Monthly_Trainee_Report.pdf OJT 2, Contractor Monthly Trainee Report]</br>
* [https://epg.modot.org/forms/CM/OJT_3_Training_Completion.pdf OJT 3, Training Completion Report]</br>
* [https://epg.modot.org/forms/CM/OJT_4_Trainee_Contact.pdf OJT 4, Trainee Contact]</br>
* [https://epg.modot.org/forms/CM/OJT_5_Discrimination_Complaint.pdf OJT 5, Discrimination Complaint]</br>
* [https://epg.modot.org/forms/CM/OJT_6_Final_Trainee_Summary.pdf OJT 6, Training Summary]
</div>
</div>

<div class="mw-customtoggle-CM9c" style="font-size:1.15em; margin-left:15px; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;">[+/-] Workforce Diversity Forms</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM9c" style="margin-left:15px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/CM/WF_2%20_Contractor_Monthly_New_Hire_report.pdf Contractor Monthly New Hire Report]</br>
* [https://epg.modot.org/forms/CM/MoDOT_Workforce_Pre_Construction_Diversity_Plan_Report.xlsx Initial Workforce Diversity Plan]</br>
* [https://epg.modot.org/forms/CM/MODOT_Workforce_JSP_Cummulative_Workforce_Hours_Report.xlsx Monthly Workforce Reporting Report]</br>
* [https://epg.modot.org/forms/CM/WF_1_New_Hire_Notification.pdf New Hire Notification]</br>
* [https://epg.modot.org/forms/CR/WF_3_Sample_Workforce_Action_Plan.pdf Sample Workforce Action Plan]
</div>
</div>

<div class="mw-customtoggle-CM9d" style="font-size:1.15em; margin-left:15px; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;">[+/-] Federal Aid Job Site Posters</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM9d" style="margin-left:15px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
:Please refer to [[110.2_Federal-Aid_Projects_(Guidance_for_Sec_110.2)|EPG 110.2 Federal-Aid Projects, Required Notices and Posters]].
</div>
</div>

<div class="mw-customtoggle-CM9e" style="font-size:1.15em; margin-left:15px; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;">[+/-] State Aid Job Site Posters</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM9e" style="margin-left:15px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
:Please refer to [[110.2_Federal-Aid_Projects_(Guidance_for_Sec_110.2)|EPG 110.2 Federal-Aid Projects, Required Notices and Posters]].
</div>
</div>

</div>
</div>

<div class="mw-customtoggle-CM10" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Permit Forms for Working on Right of Way</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM10">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://www6.modot.mo.gov/ElectronicPermitting/ElectronicPermitting.html Permit for Work on Right of Way]
* [https://www.modot.org/notice-intent MoDOT Notice of Intent to Perform Work]
</div>
</div>

===Quick Reference Guides (QRGs)===
<div class="mw-customtoggle-CM11" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] AASHTOWare Project</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM11">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* '''[https://epg.modot.org/forms/CM/AWP_QRG_Revision_Dates.xlsx AWP QRG Revision Dates]'''
* [https://epg.modot.org/forms/CM/AWP_CM_AASHTOWARE_Project_Terminology.docx AWP CM AASHTOWARE Project Terminology]
* [https://epg.modot.org/forms/CM/AWP_CM_Certified_Testers.doc AWP CM Certified Testers]
* [https://epg.modot.org/forms/CM/AWP_CM_Filters.doc AWP CM Filters]
* [https://epg.modot.org/forms/CM/AWP_CM_Filters_for_Sample_Records_or_Acceptance_Actions.doc AWP CM Filters for Sample Records or Acceptance]
* [https://epg.modot.org/forms/CM/AWP_CM_Test_Equipment.doc AWP CM Test Equipment]
* [https://epg.modot.org/forms/CM/AWP_CO_1ChangeOrderOverview.doc AWP CO 1 Change Order Overview]
* [https://epg.modot.org/forms/CM/AWP_CO_2ChangeOrderAddingNewItemorOverrunUnderrunExisting.doc AWP CO 2 Change Order Adding New Item or Overrun/Underrun of Existing Items]
* [https://epg.modot.org/forms/CM/AWP_CO_3ChangeOrderTimeExtension.doc AWP CO 3 Change Order Time Extension]
* [https://epg.modot.org/forms/CM/AWP_CO_4ChangeOrderValueEngineering.doc AWP CO 4 Change Order Value Engineering]
* [https://epg.modot.org/forms/CM/AWP_CO_5ChangeOrderNoCostContractModification.doc AWP CO 5 Change Order, No Cost Contract Modification]
* [https://epg.modot.org/forms/CM/AWP_CO_7ChangeOrderApproval.doc AWP CO 7 Change Order Approval]
* [https://epg.modot.org/forms/CM/AWP_CO_Change_Order_Codes.doc AWP CO Change Order Codes]
* [https://epg.modot.org/forms/CM/AWP_CO_Change_Order_Reports.doc AWP CO Change Order Reports]
* [https://epg.modot.org/forms/CM/AWP_CO_CUF_Entry.doc AWP CO Commercially Useful Function (CUF) Review Date Entry]
* [https://epg.modot.org/forms/CM/CUF_Determination_Form.pdf AWP CO Commercially Useful Function (CUF) Determination Form)]
* [https://epg.modot.org/forms/CM/AWP_CO_Construction_Stockpiles.doc AWP CO Construction Stockpiles]
* [https://epg.modot.org/forms/CM/AWP_CO_Contract_Payment_Estimate_Exception_Override.doc AWP CO Contract Payment Estimate Exception Override]
* [https://epg.modot.org/forms/CM/AWP_CO_ContractVendorAssets.doc AWP CO Contract Vendor Assets]
* [https://epg.modot.org/forms/CM/AWP_CO_Contract_Adjustments.doc AWP CO Contract Adjustments]
* [https://epg.modot.org/forms/CM/AWP_CO_Contract_Times.doc AWP CO Contract Times]
* [https://epg.modot.org/forms/CM/AWP_CO_DailyDiary.doc AWP CO Daily Diary]
* [https://epg.modot.org/forms/CM/AWP_CO_DailyDiaryAdjustments.doc AWP CO Daily Diary Adjustments]
* [https://epg.modot.org/forms/CM/AWP_CO_DailyWorkReport.doc AWP CO Daily Work Report]
* [https://epg.modot.org/forms/CM/AWP_CO_DailyWorkReport_Deleting_Postings_and_Acceptance_Records.doc AWP CO Daily Work Report, Deleting DWR Postings and Acceptance Records]
* [https://epg.modot.org/forms/CM/AWP_CO_Disposition_Remarks_PAL_Material.doc AWP CO Disposition Remarks for PAL Material]
* [https://epg.modot.org/forms/CM/AWP_CO_Documentation_Records.docx AWP CO Documentation Records]
* [https://epg.modot.org/forms/CM/AWP_CO_EmergencyContacts.doc AWP CO Emergency Contacts]
* [https://epg.modot.org/forms/CM/AWP_CO_Estimate.doc AWP CO Estimate]
* [https://epg.modot.org/forms/CM/AWP_CO_Estimate_Final.doc AWP CO Estimate Final]
* [https://epg.modot.org/forms/CM/AWP_CO_Item_Adjustments.doc AWP CO Item Adjustments]
* [https://epg.modot.org/forms/CM/AWP_CO_Milestones.doc AWP CO Milestones]
* [https://epg.modot.org/forms/CM/AWP_CO_Signal_Maintenance.doc AWP CO Signal Maintenance]
* [https://epg.modot.org/forms/CM/AWP_CO_Change_Order_Reason_Codes_for_SL_Time_Extension_Change_Orders.doc AWP CO SL District Reason Codes for Time Extension Change Orders]
* [https://epg.modot.org/forms/CM/AWP_CO_Subcontract.doc AWP CO Subcontract]
* [https://epg.modot.org/forms/CM/AWP_QA_Asphalt.xlsmAWP_Guide_For_Creating_QA_%20Sample_Records_Using%20E2O%20Spreadsheets.doc AWP Guide for Creating QA Sample Records Using E20 Spreadsheets (Internal Use Only)]
* [https://epg.modot.org/forms/CM/AWP_MA_Adding_Contract_Lines_For_Acceptance_Actions.doc AWP MA Adding Contract Lines For Acceptance Actions]
* [https://epg.modot.org/forms/CM/AWP_MA_Adding_Concrete_Mix_Design.doc AWP MA Adding New Concrete Mix Design]
* [https://epg.modot.org/forms/CM/AWP_MA_Associating_Material_To_Source.docx AWP MA Associating Material to Source]
* [https://epg.modot.org/forms/CM/AWP_MA_Checking_For_UnAuthorized_Sample_Records.doc AWP MA Checking For Unauthorized Sample Records]
* [https://epg.modot.org/forms/CM/AWP_MA_DEC_Sample_Record.docx AWP MA DEC Sample Record]
* [https://epg.modot.org/forms/CM/AWP_MA_DeletingMaterialsFromAcceptanceActions.doc AWP MA Deleting materials From Acceptance]
* [https://epg.modot.org/forms/CM/AWP_MA_EditingContractAcceptanceActionsAndActionRelationships.doc AWP MA Editing Contract Acceptance Actions and Action Relationships]
* [https://epg.modot.org/forms/CM/AWP_MA_Generating_Contract_SampleChecklist.doc AWP MA Generating Contract Sample Checklist]
* [https://epg.modot.org/forms/CM/AWP_MA_IAS_Lab_Audit.doc AWP MA I.A.S. Lab Audit]
* [https://epg.modot.org/forms/CM/AWP_MA_PAL_Plant_Inspection_Record.doc AWP MA PAL Plant Inspection Record]
* [https://epg.modot.org/forms/CM/AWP_MA_ReGenerating_Contract_Lines_For_Original_Materials_And_Acceptance_Actions.doc AWP MA Regenerating Contract Lines for Original Materials and Acceptance Actions]
* [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_Acceptance_By_Certification.docx AWP MA Sample Record Acceptance By Certification]
* [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_Changing_Material_Code_Source_or_SampleType.docx AWP MA Sample Record Changing Material Code Source or Sample Type]
* [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_General.docx AWP MA Sample Record, General]
* [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_General_IAS_Audit_Record.docx AWP MA Sample Record, General IAS Audit Record]
* [https://epg.modot.org/forms/CM/AWP_MA_Sampling_and_Testing_Status_Report.docx AWP MA Sampling and Testing Status Report]
* [https://epg.modot.org/forms/CM/AWP_MA_UsingFindSample.docx AWP MA Using the Find Sample Function]
* [https://epg.modot.org/forms/CM/AWP_QA_Asphalt.xlsm AWP_QA_Asphalt.xlsm AWP QA Asphalt]
</div>
</div>

<div class="mw-customtoggle-CM12" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Digital Signatures</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM12">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/CM/Digital_Signatures_using_Adobe_DC_Reader_Pro.docx Digital Signatures using Adobe DC Reader/Pro]
* [https://epg.modot.org/forms/CM/Digital_Signatures_using_Bluebeam_Revu.pdf Digital Signatures using Bluebeam Revu]
</div>
</div>

<div class="mw-customtoggle-CM13" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Storm Water Database</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-CM13">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/general_files/CM/101_How_to_Fill_Out_Land_Disturbance_Inspection_Record.pdf How to Fill Out Land Disturbance Inspection Record]
* [https://epg.modot.org/forms/general_files/CM/101_Land_Disturbance_Deficiencies_QRG_2019.pdf Land Disturbance Deficiencies]
* [https://epg.modot.org/forms/general_files/CM/101_Land_Disturbance_Storm_Water_Database_Closeout_Procedure_QRG_2020.pdf Land Disturbance Storm Water Database Closeout Procedure]
* [https://epg.modot.org/forms/general_files/CM/101_Land_Disturbance_Storm_Water_Database_Initial_Setup_for_Construction_Projects_2020.pdf Land Disturbance Storm Water Database Initial Setup for Construction Projects]
* [https://epg.modot.org/forms/general_files/CM/101_Land_Disturbance_Storm_Water_Database_Initial_Setup_for_Maintenance_Projects_QRG_2020.pdf Land Disturbance Storm Water Database Initial Setup for Maintenance Projects]
* [https://epg.modot.org/forms/general_files/CM/101_Land_Disturbance_Storm_Water_Database_7_Day_Reviews_QRG.pdf Land Disturbance Storm Water Database 7-Day Reviews]
* [https://epg.modot.org/forms/general_files/CM/101_Storm_Water_Land_Disturbance_Erosion_Reporting_QRG_Dec_2020.pdf Storm Water Land Disturbance Erosion Reporting]
</div>
</div>

</div>

==Design==

<div style="margin-left: 30px;">

<div class="mw-customtoggle-DE1" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Bridge</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE1">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/general_files/BR/101_404_Permit.dotx 404 Permits]
* [https://epg.modot.org/forms/general_files/BR/747_Bridge_Survey_Checklist.xlsx Bridge Survey Checklist]
* [https://epg.modot.org/forms/general_files/BR/747_Bridge_Survey_Location_Request_Dec_2019.docx Bridge Survey Location Request]
* [https://epg.modot.org/forms/general_files/BR/747_Bridge_Survey_Report.docx Bridge Survey Report Form]
* [https://epg.modot.org/forms/general_files/BR/751.1.3.2_Structural_Rehabilitation_Checklist.xlsm Structural Rehabilitation Checklist (Excel)]
* [https://epg.modot.org/forms/general_files/BR/131.1_Vertical_Clearance_Coord_Form.pdf Vertical Clearance Design Exception Coordination with SDDCTEA]
</div>
</div>

<div class="mw-customtoggle-DE2" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Checklist</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE2">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/general_files/DE/124.2.4_Design_Progress_Check_list.docx Design Progress Check List]
* [https://epg.modot.org/forms/general_files/DE/D-12-form.pdf District Final Design Checklist - D-12]
* [https://epg.modot.org/forms/general_files/DE/124.2.4_Check_List_for_Preliminary_Plans.docx Preliminary Plans Check List]
* [https://epg.modot.org/forms/general_files/DE/Project_Review_Checklist.pdf Project Review Checklist]
* [https://epg.modot.org/forms/RW/Chapter%2013_Designing%20Right%20of%20Way%20Plans/Right%20Way%20Plans%20Checklist%20Form%20236.13.7.docx Right of Way Plan Review Check List]
</div>
</div>

<div class="mw-customtoggle-DE3" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Contracts</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE3">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/general_files/DE/District_Award.dotx District Award]
* [[237.14_Electronic_Design_Data_Delivery_(BIM_Deliverables)#237.14.4_Specifications_of_CADD_Deliverable_Contract_Plans_for_Consultants|Computer Deliverable Contract Plans]]
* [https://epg.modot.org/forms/general_files/DE/DE11_Municipal_Agreement.doc DE11]
* [https://epg.modot.org/forms/general_files/DE/Sample_Scope_of_Services_-_Location_and_Environment.dotx Sample Scope of Services - Location and Environment]
* [https://epg.modot.org/forms/general_files/DE/Sample_Scope_of_Services_Design.dotx Sample Scope of Services Design]
</div>
</div>

<div class="mw-customtoggle-DE4" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Design</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE4">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/CM/3R_CONCEPTUAL_STUDY_REPORT.docx 3R Conceptual Study Report]
* [https://epg.modot.org/forms/CM/4R_CONCEPTUAL_STUDY_REPORT.docx 4R Pavement Rehabilitation Analysis Data and Conceptual Study Report]
* [https://epg.modot.org/forms/general_files/DE/Commission_Backup_Form_Blank.dotx Commission Backup Form Blank]
* [https://epg.modot.org/forms/general_files/DE/Commission_Backup_Form_Instructions.dotx Commission Backup Form Instructions]
* [https://epg.modot.org/forms/general_files/DE/Conceptual_Study_Report.dotx Conceptual Study Report]
* [https://epg.modot.org/forms/general_files/DE/Consultant_Rating_Form_134.2.2.5.1.doc Consultant Rating Form]
* [https://epg.modot.org/forms/general_files/DE/RW-LPA/D-28.doc D-28 Sign Design Order Form]
* [https://epg.modot.org/forms/general_files/BR/131.1_Design_Exception.docx Design Exception Information]
* [https://epg.modot.org/forms/general_files/DE/Equipment_and_Materials_List.dotx Equipment and Materials List]
* [https://epg.modot.org/forms/DE/SWPPP_Project_Specific_Form_806.8.2.pdf Form 806.8.2, Project-Specific SWPPP Information]
* [https://epg.modot.org/forms/general_files/DE/Form_D21.pdf Highway Lighting Warrants D21]
* [https://epg.modot.org/forms/general_files/DE/Location_Study_Report.dotx Location Study Report]
* [https://epg.modot.org/forms/general_files/DE/M-40.docx M-40 Request for Drilling Services]
* [https://epg.modot.org/forms/general_files/DE/Pavement_Distress_Log_Form_-_Asphalt_-_11x17.dotx Pavement Distress Log Form - Asphalt - 11x17]
* [https://epg.modot.org/forms/general_files/DE/Pavement_Distress_Log_Form_-_Concrete_11x17.dotx Pavement Distress Log Form - Concrete 11x17]
* [https://epg.modot.org/forms/general_files/DE/Pavement_Repair_Log.dotx Pavement Repair Log]
* [https://epg.modot.org/forms/general_files/DE/Preliminary_Plans_Proposal_Review.dotx Preliminary Plans Proposal Review]
* [https://epg.modot.org/forms/general_files/DE/Project_Data_for_BAMS.dotx Project Data for BAMS]
* [https://epg.modot.org/forms/general_files/DE/Project_Initialization_Estimate_Form.dotx Project Initialization Estimate Form]
* [https://epg.modot.org/index.php/Job_Special_Provisions Roadway Job Special Provision Formatting Guide]
* [https://epg.modot.org/index.php/Job_Special_Provisions Roadway Job Special Provision Instructions]
* [https://epg.modot.org/index.php/Job_Special_Provisions Roadway Job Special Provision Template]
* [https://epg.modot.org/forms/general_files/DE/134.2.2.2 Submittal to Professional Services Committee]
* [https://epg.modot.org/forms/general_files/DE/Suggested_Revision_to_a_CADD_Standard.dotx Suggested Revision to a CADD Standard]
* [https://epg.modot.org/forms/general_files/DE/Test-Cultural_Resource_Assessment_Letter.dotx Test-Cultural Resource Assessment Letter]
* [https://epg.modot.org/forms/general_files/DE/Traffic_Signal_Warrants,_Form_D22.dotx Traffic Signal Warrants, Form D22]
* [https://epg.modot.org/forms/general_files/DE/Utility_Print_Submittal_Letter.dotx Utility Print Submittal Letter]
* [https://epg.modot.org/forms/general_files/DE/Utility_Print_Submittal_Letter_Revised_Plans.dotx Utility Print Submittal Letter, Revised Plans]
* [https://epg.modot.org/forms/general_files/DE/124_Work_Day_Study_a.dotx Work Day Study]
</div>
</div>

<div style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"><span style="margin-left:36px;">[[:Category:134 Engineering Professional Services#134.1.3 Consultant Qualification|Engineering Professional Services]]</span></div>

<div class="mw-customtoggle-DE5" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Environmental and Cultural</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE5">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/general_files/DE/ENV/CE2_Template.docx Categorical Exclusion Form(CE2)]
* [https://epg.modot.org/forms/general_files/DE/ENV/127.11_Farmland_Conversion_Impact_Rating_Corridor.pdf Farmland Conversion Impact Rating (Corridor)]
* [https://epg.modot.org/forms/general_files/DE/ENV/127.11_Farmland_Conversion_Impact_Rating_Site.pdf Farmland Conversion Impact Rating (Site)]
* [https://www6.modot.mo.gov/EnvironmentalRequest/Pages/Login.aspx Request for Environmental Services (RES) Form]
* [https://epg.modot.org/forms/general_files/DE/ENV/RES_Instruction_Manual.docx Instructions for the RES Form]
* [https://epg.modot.org/forms/general_files/DE/ENV/Property_Permission_Letter_E-HP_sample.docx Sample letter requesting permission]
</div>
</div>

<div class="mw-customtoggle-DE6" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Materials</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE6">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/general_files/DE/101_Request_for_Asphalt_Cement_%_Grade.dotx Request for Asphalt Cement % Grade]
* [https://epg.modot.org/forms/general_files/DE/101_Soil_Info_Request.dotx Soil Info Request]
* [https://epg.modot.org/forms/general_files/DE/101_Soil_Survey_Request.dotx Soil Survey Request]
</div>
</div>

<div class="mw-customtoggle-DE7" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Planning</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE7">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/general_files/DE/101_ARAN_Report_Request.dotx ARAN Report Request]
* [https://epg.modot.org/forms/general_files/DE/101_Conceptual_Study_Traffic_Count_Request.dotx Conceptual Study Traffic Count Request]
* [https://epg.modot.org/forms/general_files/DE/101_Fis_Formc.dotx Fis Formc]
* [https://epg.modot.org/forms/general_files/TP/Road_User_Costs_Request_Form.pdf Road User Costs Request Form]
* [https://epg.modot.org/forms/general_files/TP/Traffic_Forecast_Request_Form.pdf Traffic Forecast Request Form]
* [https://epg.modot.org/forms/general_files/DE/101_Turning_Movement_Traffic_Count_Request.dotx Turning Movement Traffic Count Request]
</div>
</div>

<div class="mw-customtoggle-DE8" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Public Involvement</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE8">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/general_files/DE/101_Public_Hearing_Statement_Form.dotx Public Hearing Statement Form]
* [https://epg.modot.org/forms/DE/Public%20Involvement/Sample%20Letter%20Advertising%20a%20Public%20Hearing.docx Sample Letter Advertising a Public Hearing]
* [https://epg.modot.org/forms/DE/Public%20Involvement/Sample%20Notice%204f.docx Sample Notice 4F]
* [https://epg.modot.org/forms/DE/Public%20Involvement/Sample%20Notice%20of%20Public%20Hearing.docx Sample Notice of Public Hearing]
* [https://epg.modot.org/forms/DE/Public%20Involvement/Sample_Opportunity_for_Public_Hearing.doc Sample Opportunity for a Public Hearing/Meeting Notice]
* [https://epg.modot.org/forms/general_files/DE/129_Sample_Public_Involvement_or_Communication_Plan.docx Sample Public Involvement Plan or Communication Plan]
* [https://epg.modot.org/forms/DE/Public%20Involvement/SampleRequestforApprovelofLocationorDesigntoStateDesignEngineer.docx Sample Request for Approval of Location and/or Design of Highways to State Design Engineer]
* [https://epg.modot.org/forms/DE/Public%20Involvement/SampleRequestforApprovelofLocationorDesigntotheCommission.docx Sample Request for Approval of Location to the Commission]
* [https://epg.modot.org/forms/DE/Public%20Involvement/SampleTranscript.pdf Sample Transcript]
</div>
</div>

<div style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"><span style="margin-left:36px;">[[:Category:236 Right of Way|Right of Way]]</span></div>

<div class="mw-customtoggle-DE9" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Scoping</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE9">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/general_files/DE/104.6_Bridge_Scoping_Checklist.docx Bridge Checklist]
* [https://epg.modot.org/forms/general_files/DE/104.6_Construction_and_Materials_Checklist.doc Construction and Materials Checklist]
* [https://epg.modot.org/forms/general_files/DE/104.6_Design_Checklist.doc Design Checklist]
* [https://epg.modot.org/forms/general_files/DE/104.6_Design_Liaison_Checklist.doc Design Liaison Checklist]
* [https://epg.modot.org/forms/general_files/DE/104.6_FHWA_Checklist.doc FHWA Checklist]
* [https://epg.modot.org/forms/general_files/DE/104.6_Maintenance_Checklist.doc Maintenance Checklist]
* [https://epg.modot.org/forms/general_files/DE/104.6_Planning_Checklist.doc Planning Checklist]
* [https://epg.modot.org/forms/general_files/DE/104.6_Project_Scoping_Checklist.doc Project Scoping Checklist]
* [https://epg.modot.org/forms/general_files/DE/104.6_Public_Information_and_Outreach_Checklist.doc Public Information and Outreach Checklist]
* [https://epg.modot.org/forms/general_files/DE/104.6_Railroad_Checklist.doc Railroad Checklist]
* [https://epg.modot.org/forms/general_files/DE/104.6_Right_of_Way_Checklist.doc Right of Way Checklist]
* [https://epg.modot.org/forms/general_files/DE/104.6_Traffic_Checklist.docx Traffic Checklist]
* [https://epg.modot.org/forms/general_files/DE/104.6_Utilities_Checklist.doc Utilities Checklist]
</div>
</div>

<div class="mw-customtoggle-DE10" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Survey</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-DE10">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/general_files/BR/747_Bridge_Survey_Location_Request_Dec_2019.docx Bridge Survey Location Request]
* [https://epg.modot.org/forms/general_files/DE/CADD/SurveyPlatCheckList_DE.docx Plat Review Checklist Form]
* [https://epg.modot.org/forms/general_files/DE/CADD/Professional_Land_Surveyor.doc Professional Land Surveyor Description Review Form]
* [https://epg.modot.org/forms/general_files/DE/RW-LPA/Sample_Letter_Notifying_Property_Owner_of_Survey.doc Sample Letter Notifying Property Owner of Survey]
</div>
</div>

</div>

==Financial Services==

<div style="margin-left: 30px;">

<div class="mw-customtoggle-FS1" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Financial Services Forms</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-FS1">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/general_files/DE/Agreements_Checklist.doc Agreements Checklist]
</div>
</div>

</div>

==Highway Safety & Traffic==

<div style="margin-left: 30px;">

<div class="mw-customtoggle-HS1" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Highway Safety & Traffic Forms</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-HS1">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/general_files/TS/902.5.8.3.1_checklist.xlsx Statewide Signal/Lighting/Flasher Preventive Maintenance Checklist]]
</div>
</div>

</div>

==Maintenance==

<div style="margin-left: 30px;">

<div class="mw-customtoggle-MT1" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Bridge Maintenance</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-MT1">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/general_files/MT/101_Maintenance_-_blankinspreport.pdf Blank Inspection Report]
* [https://epg.modot.org/forms/general_files/MT/101_Maintenance_-_bridgemaintenancerepairreport.xls Bridge Maintenance Repair Report (Excel)]
* [https://epg.modot.org/forms/general_files/BR/774_Cathodic_System_Evaluation.dotx Cathodic System Evaluation]
* [https://epg.modot.org/forms/general_files/MT/101_Maintenance_-_CIF_-_Written_form.dot CIF (Critical Inspection Finding)]
* [https://epg.modot.org/forms/general_files/MT/101_Maintenance_-_Follow-up_Action_Required-Written_form.doc FAR (Follow-Up Action Required)]
* [https://epg.modot.org/forms/general_files/MT/101_Maintenance_-_maintmatlusage.xls Maintenance Material Usage (Excel)]
* [https://epg.modot.org/forms/general_files/MT/101_Maintenance_-_Maintenance_Recommendation_Report.pdf Maintenance Recommendation Report]
* [https://epg.modot.org/forms/general_files/MT/101_Maintenance_-_paintdatareportformblank.xls Paint Data Report (Excel)]]
* [https://epg.modot.org/forms/general_files/MT/101_Maintenance_-_Photo_Log.xls Photo Log Sheet (Excel)]]
</div>
</div>


<div class="mw-customtoggle-MT3" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Commuter Lots</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-MT3">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/general_files/MT/101_Maintenance_-_Commuter_Lot_Inspection_Form.xls Commuter Lot Inspection (Excel)]
* [https://epg.modot.org/forms/general_files/MT/101_Maintenance_-_Commuter_Lot_Survey.pdf Commuter Lot Survey]
</div>
</div>

<div class="mw-customtoggle-MT4" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Disasters</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-MT4">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/general_files/MT/101_Maintenance_-_DDIR.xls Detailed Damage Inspection Report (Excel)]
* [https://epg.modot.org/forms/general_files/MT/101_Maintenance_-_Non_Federal_Aid_Route_DDIR.xls FEMA Detailed Damage Inspection Report (Excel)]
</div>
</div>

<div class="mw-customtoggle-MT5" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Miscellaneous Forms</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-MT5">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/general_files/MT/127.29.9_FRCP.pdf Facility Runoff Control Plans (FRCP)]
* [https://epg.modot.org/forms/general_files/TS/Work_Zone_Inspection_Checklist.pdf Work Zone Inspection Form]
</div>
</div>

<div class="mw-customtoggle-MT6" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Rest Areas</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-MT6">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/general_files/MT/101_Maintenance_-_Rest_Area_Truck_Parking.xls Rest Area Truck Parking (Excel)]
* [https://epg.modot.org/forms/general_files/MT/101_Maintenance_-_REST_AREA_inspection_2005.doc Rest Area Inspection]
</div>
</div>

<div class="mw-customtoggle-MT7" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Snow and Ice Control</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-MT7">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://epg.modot.org/forms/general_files/MT/101_Maintenance_-_Snow_and_Ice_Control_Equipment_Inventory.xls Snow and Ice Control Equipment Inventory (Excel)]
* [https://epg.modot.org/forms/general_files/MT/101_Maintenance_-_Chemical_Requirements.xls Chemical Requirements (Excel)]
* [https://epg.modot.org/forms/general_files/MT/101_Maintenance_-_Salt_Storage.xls Salt Storage (Excel)]
</div>
</div>

</div>

==Motor Carrier Services==

<div style="margin-left: 30px;">

<div class="mw-customtoggle-MC1" style="font-size:1.25em; margin-bottom:5px; cursor:pointer; color:black; background-color: #EBEBEB;"> [+/-] Motor Carrier Services</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-MC1">
<div class="mw-collapsible-content" style="margin-bottom:15px;">
* [https://www.modot.org/HazWaste Hazardous Waste Transport Forms]
* [https://www.modot.org/HHGoods Household Goods Transport Forms, Tariff Information, ''Moving in Missouri'' brochure]
* [https://www.modot.org/IFTA International Fuel Tax Agreement Forms]
* [https://www.modot.org/IRP International Registration Plan Forms]
* [https://www.modot.org/MOPA Missouri Operating Authority Forms]
* [https://www.modot.org/OSOW Oversize Overweight Permitting Forms]
* [https://www.modot.org/SC Missouri Intrastate Skill Performance Evaluation for Medical Exemption Forms]
* [https://www.modot.org/WasteTire Waste Tire Transporter Forms]
</div>
</div>

</div>

[[image:101 bottom.jpg|center|1025px]]

[[Category:100 GENERAL]]

Category:941 Permits and Access Requests

2026-02-09T22:12:39Z

Legged1: /* 941.6.2 Two Forms for a Permit to Work on Right of Way */ updated link

<div style="float: right; margin-left: 30px; margin-bottom: 30px;">__TOC__</div>

<div style="float: right; margin-left: 5px; width:200px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align: center;">
'''EPG 941 Was Re-Written and Re-Organized in Nov. 2013'''
----

[[media:EPG 941 Summary.docx|A summarization of these revisions]] is available.
</div>

This article describes the different types of permit, entrance, and other access-related requests that MoDOT receives and provides information on how to evaluate each request in order to make sound decisions which protect the safety and operation of the state’s highways. The term, access request, may be used throughout this article to define any type of request when someone desires to be on MHTC’s right of way or to place or build anything on MHTC’s right of way. [[:Category:940 Access Management|EPG 940 Access Management]] should be reviewed thoroughly along with this article.
[[image:941 Permitting Process for Access Management.jpg|right|400px]]

Examples of access requests that MoDOT receives:

:* Applicant requesting a permit to perform work on MHTC’s right of way
:* Applicant requesting an entrance within normal access right of way
:* Applicant requesting an entrance within controlled access right of way
:* Applicant requesting an entrance within no access right of way
:* Applicant requesting to perform grading or construct geometric improvements within interstate right of way
:* City requesting to construct a “Welcome To” monument on MHTC’s right of way.

Permit, entrance and access requests vary from the simple to the highly complex. Examples of possible applicants are individual property owners, private developers, utility companies, cities and counties. Some can be addressed very quickly without much backup information and involvement, while others require a large amount of supporting documentation and collaboration with other parties, such as local government entities or private developers.

When reviewing any type of entrance request, knowing the type of right of way at the location is the first step. Depending on the level of access control (normal, controlled, or no right of access), there are appropriate items to consider and specific methods to follow. Roadway plan sheets, deeds of record or condemnation petitions should be reviewed prior to evaluating an entrance request.

A site visit should be a part of the basic review process for almost every type of access request. The purpose of this visit is to involve the applicant and other parties to clarify the process and requirements, address any concerns, and answer questions. It also helps determine whether the request complies with access management guidelines, sight distance requirements and other important considerations described in this article.

A traffic impact study may be required for developers or cities/counties seeking a new or modified access to the MoDOT system. The specific content of a traffic impact study will vary depending on the site and prevailing conditions.

Some access requests, depending on their type and location, require higher level approval, such as from the Highway Safety and Traffic Division, the Commission or the Federal Highway Administration.

==941.1 Entrance Requests Within Normal Access Right of Way==

While access is not restricted by deed along highways with normal access right of way, it remains important to assess each request consistently throughout the state to help maintain good mobility and safety. EPG 941.1 Entrance Requests Within Normal Access Right of Way provides information on how to evaluate entrance requests within normal access right of way.

===941.1.1 Evaluation Guidelines and Considerations===

EPG 941.1.1 provides basic considerations and guidelines for evaluating entrance requests located in normal access right of way. It is important to remember,though, that each request is unique, so there may be additional considerations not specifically listed below that should also be assessed.

:* Does the property already have an entrance?
:* Review [[:Category:940 Access Management|EPG 940 Access Management]] for guidance
::* Consider [[#941.9.1 Joint Use Driveways|joint usage]] of entrances, especially in locations with entrance density and spacing issues
::* What is the speed limit and the AADT along the roadway?
:* Complete a [[#941.7 Sight Distance for Entrances|sight distance]] evaluation
:* Determine whether a [[#941.8 Traffic Impact Study Requirements|Traffic Impact Study]] is necessary
:* What are the potential safety and operational effects to the state roadway system if an access is allowed?
:* Are there geometric improvements that should be required if the entrance is allowed?

===941.1.2 Compensation===

Since access rights were not purchased and restricted by deed within normal access right of way, there is no compensation due to the MHTC for the allowance of an entrance located within normal access right of way.

===941.1.3 Approval Authority===

The district has the authority to approve entrance requests within normal access right of way.

If a proposed entrance does not meet [[#941.7 Sight Distance for Entrances|sight distance]] and the request is denied by the district, an [[#941.7.5 Appeals Process|appeals process]] is available and can be pursued by the property owner.

===941.1.4 Agreement Process===

The agreement that shall be used when allowing an entrance within normal access right of way is a [[#941.6.1 Examples of Permit Requests|Permit to Work on Right of Way]].

==941.2 Entrance Requests Within Controlled Access Right of Way==

According to the Commission’s Policy for Limited Access (November 7, 2013):

:“The Commission recognizes that limiting access is an important tool for the safety and operation of state highways. The Commission also recognizes that community and property development opportunities may require changes or breaks in access to state highways where access rights have been purchased. The Commission supports access changes that are not detrimental to the overall design, safety, and operation of the roadway with the appropriate compensation.”

In order to promote consistency in the decisions regarding access changes, EPG 941.2 provides information on how to evaluate entrance requests within controlled (limited) access right of way. It is equally important that [[:Category:940 Access Management|EPG 940 Access Management]] be reviewed very carefully when considering all requests to ensure state roadways maintain good mobility and safety.
[[image:941.8.jpg|right|600px]]

===941.2.1 Types of Requests===

:*[[#941.2.2.1 Breaks in Access|Breaks in access]].
:*[[#941.2.2.2 Non-Contiguous Entrance Shifts|Non-contiguous entrance shifts]].
:*[[#941.2.2.3 Contiguous Entrance Shifts and/or Widenings|Contiguous entrance shifts and/or widenings]].
:*[[#941.2.2.4 Eliminate Use Restrictions on Existing Entrances|Eliminate use restrictions on existing entrances]].

===941.2.2 Evaluation Guidelines and Considerations===

EPG 941.2.2 provides basic considerations and guidelines for evaluating access requests located in controlled access right of way. <u>It is important to remember, though, that each request is unique, so there may be additional considerations not specifically listed below that should also be assessed.</u>

====941.2.2.1 Breaks in Access====

:*Are there acceptable alternatives for access via a nearby roadway that has normal access control?
:*Is this a break in access for a city or county roadway?
:*What is the speed limit and the AADT along the roadway?
:*Determine whether the access request is located on a [[media:144 Major Highway System 2022.pdf|Major Roadway]] or a Minor Roadway (see [[#941.2.4 Approval Authority|Approval Authority]] and [[940.3 Clearance of Functional Areas of Interchanges|EPG 940.3 Clearance of Functional Areas of Interchanges]]).
:*Determine whether the access request is located within the [[940.3 Clearance of Functional Areas of Interchanges|functional area]] of an interchange (see [[#941.2.4 Approval Authority|Approval Authority]] and [[940.3 Clearance of Functional Areas of Interchanges|EPG 940.3 Clearance of Functional Areas of Interchanges]]).
:*Does the request solely benefit a developer, with no benefit to the state roadway system?
:*Review [[:Category:940 Access Management|EPG 940 Access Management]].
:*Complete a [[#941.7 Sight Distance for Entrances|sight distance]] evaluation.
:*Determine whether a [[#941.8 Traffic Impact Study Requirements|Traffic Impact Study]] is necessary .
:*What are the potential safety and operational effects to the state roadway system if an access is allowed?
:*Are there geometric improvements above and beyond the entrance location, such as an additional turn lane, that should be required if the access change is allowed?

====941.2.2.2 Non-Contiguous Entrance Shifts====

A non-contiguous entrance shift is when an entrance is shifted from one property to another property; all property owners involved shall sign a change in access agreement. Note: A non-contiguous entrance shift that involves the same property owner on both properties (current entrance location and proposed entrance location) shall be considered the same as a contiguous entrance shift or widening for the purpose of the compensation determination.

:*Shifts should be limited to the immediate geographic area within the same county and along the same route.
:*The locations involved in the shift should have similar characteristics regarding the number of entrances to the roadway, driver expectancy, operating speed, traffic volume, alignment, and shoulder and roadway width.
:*Determine whether the shifted entrance will be located within the [[#940.3 Clearance of Functional Areas of Interchanges|functional area]] of an interchange (see [[#941.2.4 Approval Authority|Approval Authority]]).
:*Review [[:Category:940 Access Management|EPG 940 Access Management]].
:*Complete a [[#941.7 Sight Distance for Entrances|sight distance]] evaluation.
:*Determine whether a [[#941.8 Traffic Impact Study Requirements|Traffic Impact Study]] is necessary.
:*What are the potential safety and operational effects to the state roadway system if the access is shifted?
:*Are there geometric improvements above and beyond the entrance location, such as an additional turn lane, that should be required if the access is shifted?

====941.2.2.3 Contiguous Entrance Shifts and/or Widenings====

A contiguous entrance shift and/or widening is when an entrance is shifted (and/or widened) within the same property.

:* Review [[:Category:940 Access Management|EPG 940 Access Management]].
:* Complete a [[#941.7 Sight Distance for Entrances|sight distance]] evaluation.
:* What are the potential safety and operational effects to the state roadway system if the access is shifted?
:* Are there geometric improvements above and beyond the entrance location, such as an additional turn lane, that should be required if the access is shifted?

====941.2.2.4 Eliminate Use Restrictions on Existing Entrances====

:*Determine whether a [[#941.8 Traffic Impact Study Requirements|Traffic Impact Study]] is necessary.
:*What are the potential safety and operational effects to the state roadway system if the entrance’s use restrictions are eliminated?
:*Are there geometric improvements above and beyond the entrance location, such as an additional turn lane, that should be required if the entrance’s use restrictions are eliminated?

===941.2.3 Compensation===

An application fee of $100 should be charged to parties requesting changes in access within controlled access right of way. The deposit shall be made payable to <u>Director of Revenue – Credit State Road Fund</u>. The fee shall be refunded if MoDOT elects not to approve the request. If the applicant chooses not to pursue the request, the applicant shall forfeit the fee. If the request is approved, the application fee shall be deducted from the total compensation due the Commission for the access change. The fee should be waived when the requesting party is a governmental entity.

EPG 941.2.3 outlines the compensation rules for access changes within controlled access right of way. State highways and access were purchased with state road funds for fair market value; therefore, failure to acquire fair market value for access changes is a diversion of state road funds.

'''Breaks in Access for a City/County Road'''

In order for a break in access to be classified in this category:

:*The request shall be made by a city or county.
:*The request shall not solely benefit a developer or individual with commercial interests.
:*When available, a master roadway plan shall be provided which clearly shows the requested break in access and its connection to a city or county roadway system that provides circulation of traffic and relief to the state system.

If the entire connection is not planned to be constructed at one time, dedication or reservation of right of way for the city or county roadway may be required as assurance of the intent to connect this roadway at a future date.

If the above criteria are met, then the break in access may be granted for no charge.

'''Breaks in Access and Non-Contiguous Entrance Shifts'''

This subarticle covers compensation requirements for all other breaks in access that do not meet the criteria for a city/county road, in addition to non-contiguous entrance shifts between different property owners (see also, [[236.5 Property Management#236.5.28.3 Compensation for Changes in Access|EPG 236.5.28.3 Compensation for Changes in Access]]).

:*An appraisal shall be completed if the district Right of Way department determines <u>either</u> of the following:
::- There is a change in the highest and best use of the property, OR
::- There is a change in the level of intensity of the highest and best use of the property or an enhancement to the highest and best use of the property.
:*When an appraisal is completed, the following applies:
::- The applicant is charged the <u>greater</u> of the following:
:::*The enhancement value to the property, as determined by the appraisal (see [[236.5_Property_Management#236.5.28.3_Compensation_for_Changes_in_Access|EPG 236.5.28.3 Compensation for Changes in Access]] for instruction on appraisals). OR
:::*The amount shown on the [[media:941 Value.pdf|Value Determination Schedule]] .
::- The district may approve a negotiated amount within 25% of the appraised value. Any amount beyond 25% of the appraised value shall be presented to the Asst. to the State Design Engineer - Right of Way for review and approval.
:*If the district Right of Way department determines an appraisal is not necessary (from the first step above), then the appropriate charge shall be interpreted from the Value Determination Schedule.

'''Contiguous Entrance Shifts and/or Widenings'''

Compensation for contiguous entrance shifts and/or widenings shall be determined from the [[media:941 Value.pdf|Value Determination Schedule]]. Note: Compensation for non-contiguous entrance shifts and/or widenings where both properties are owned by the same property owner will also be determined from the Valuation Determination Schedule.

'''Eliminate Use Restrictions on Existing Entrances'''

Compensation for the elimination of use restrictions shall be determined from the [[media:941 Value.pdf|Value Determination Schedule]].

===941.2.4 Approval Authority===

EPG 941.2.4 outlines the approval authority for the various types of access requests within controlled access right of way. Regardless of the approval authority, it is crucial the Commission Policy and the information provided in the EPG should be consistently followed when requests are evaluated in order to protect the operation and safety of the state’s highways.

'''IMPORTANT:''' It is the responsibility of the Commission to sign the deeds conveying any access.
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|'''Additional Resources for<br/>Commission Policies and<br/>Execution of Agreements'''
|-
|[https://www.modot.org/media/31627 MHTC Policy about Limited Access Roadways - Delegation of Authority]
|-
|[https://www.modot.org/media/31628 MHTC Policy about Limited Access Roadways – Execution of Documents]
|}

'''District Approval'''

The District Engineer may approve the following access changes:

:*Eliminate use restrictions on existing entrances.
:*Contiguous entrance shifts and/or widenings.
:*Non-contiguous entrance shifts <sup>1</sup>.
:*Breaks in access along Minor Roads <sup>1</sup>.

<sup>1</sup> Except those that would be located within the [[940.3 Clearance of Functional Areas of Interchanges|functional area]] of an interchange (see Highway Safety and Traffic Division Approval, immediately below).

'''Highway Safety and Traffic Division Approval'''

The State Highway Safety and Traffic Engineer may approve the following access changes:

:*Breaks in access along [[media:144 Major Highway System 2022.pdf|Major Roads]].
:*Breaks in access and non-contiguous entrance shifts that would be located within the [[940.3 Clearance of Functional Areas of Interchanges|functional area]] of an interchange.
:*Access requests that do not meet sight distance or compensation requirements.

'''Commission Approval'''

If the State Highway Safety and Traffic Engineer determines a request to be high impact or a request is noncompliant with the Commission Policy and/or does not adhere to the information provided in EPG 941, then the request may be submitted to the Commission for its review and approval. Examples may include, but are not limited to:

:*Access requests that involve any conflicts of interest.
:*Requests that create a diversion of state road funds by not requiring the appropriate compensation for change in access.
:*Major development access requests located within the [[940.3 Clearance of Functional Areas of Interchanges|functional area]] of an interchange.

===941.2.5 Quit Claim Deeds, General Warranty Deeds and Agreements===

Once an access request has been approved (See [[:Category:941_Permits_and_Access_Requests#941.2.4_Approval_Authority|EPG 941.2.4 Approval Authority]]), there is additional documentation and deed-work that needs to be completed. It is important to remember that an access break within controlled access is a property right that is given and received by a recorded deed. Specific agreements may need to be executed as well.

'''Quit Claim Deed'''

When there are access changes within controlled access right of way, a quitclaim deed, releasing the Commission’s claim on the proposed access shall be developed by the district right of way staff in eAgreements, following guidance in [[153.20_Right_of_Way|EPG 153.20]]. Quit claim deeds are executed by the Commission and filed with the County Recorder’s Office by the District Representative. MoDOT is responsible for the filing/recording fee with the County Recorder’s Office.

'''General Warranty Deed'''

In cases involving entrance shifting, a general warranty deed, releasing the applicant’s claim to the existing access right shall also be prepared by the District in eAgreements, following guidance in [[153.20_Right_of_Way|EPG 153.20]]. General Warranty Deeds are executed by the landowner, and filed with the County Recorder’s Office by the District Representative. MoDOT is responsible for the filing/recording fee with the County Recorder’s Office.

'''Agreement'''

Access changes in controlled access right of way require execution of a contract between the property owner(s) and the MHTC when either of the following occurs:

:*There are geometric improvements above and beyond the entrance location, such as an additional turn lane, required as a condition of the access change.
:*There are specific conditions or future requirements that are associated with the access change.

All Access Change Agreements should be drafted by the district staff in eAgreements. The Highway Safety and Traffic Division will be the reviewer for all these agreements. (See [[#153.21 Traffic|EPG 153.21 Traffic]].)

Agreements shall be prepared using Chief Counsel’s Office (CCO) standard format agreements, which are available from [http://sp/sites/eagreements/SitePages/Home.aspx eAgreeements], as are additional pre-approved boilerplate clauses.

[[image:941.2 Coordination between MoDOT and Local Entities.jpg|right|400px]]
Appropriate acknowledgement pages must be completed and notarized for each party executing the agreement (including an acknowledgement by the Commission); standard form acknowledgements are available from eAgreements.

Agreements with local government entities (cities, counties, villages, etc.) shall be accompanied by an ordinance authorizing execution by the person(s) signing the agreement; sample enabling ordinances are available from CCO’s site.

Any modification to the standard formats, outside of the addition of boilerplate clauses, shall require Highway Safety and Traffic Division and CCO review and approval.

If it is determined no agreement is necessary, district traffic staff shall complete the [[media:941.2.5-Access Change Checklist-06_2023.docx|Access Change Checklist]]. This is then shared with district right of way staff to draft the required updates to the deeds.

Once the agreement or checklist is prepared, district traffic staff sends agreement or checklist to district right of way staff to complete the deeds required.

Once the agreement and deeds are prepared and all necessary approvals secured, it is the district’s responsibility to obtain the appropriate local signatures and notarize the acknowledgements. The applicant must fully execute all necessary copies (2 copies are required), prior to final execution by the MoDOT and MHTC representatives. If additional copies are desired, the drafter will work with the Commission’s Secretary’s Office prior to sending the agreement to the applicant for signature.

===941.2.6 Final Approval and/or Document Execution===

Once all necessary documents (as described in [[:Category:941_Permits_and_Access_Requests#941.2.5_Quit_Claim_Deeds.2C_General_Warranty_Deeds_and_Agreements|EPG 941.2.5 Quit Claim Deeds, General Warranty Deeds and Agreements]]) are completed, the district shall submit to the Highway Safety and Traffic Division for further execution. The submittal shall include:

:*Agreements (if necessary).
:*Quit Claim Deed.
:*General Warranty Deed (if necessary).
:*Processing documentation (such as eAgreements properties page).

If the access change requires approval from the Commission, there is additional information that needs to be prepared. The Highway Safety and Traffic Division staff is responsible for preparing the Commission item background information for the agreement to be placed on the Commission’s agenda. There are strict deadlines for placing items on the Commission Agenda. See the [https://epg.modot.org/forms/general_files/CS/agenda_checklist-backup_schedule.pdf Agenda Checklist and Backup Schedule]. If all deadlines have been met, the access request will be acted on during the next scheduled Commission Meeting. The Commission chairman or vice-chairman then executes the agreement.

The Highway Safety and Traffic Division shall ensure the necessary deeds, agreements, and background information be routed to the Chief Counsel’s Office (CCO) for review and approval-as-to-form; CCO will forward the documents to the Commission Secretary (CS) for final execution. The agreement’s properties page is printed and used instead of a cover letter, memo, or transmittal form.

Once the agreements are fully executed, one original executed copy of the agreement will be retained for the Commission files, and the balance of the executed copies will be returned to the district, for recording and distribution. One original executed copy will be recorded along with the deeds in the County Recorder’s Office. The order in which they are recorded shall be Agreement, General Warranty Deed, and Quitclaim Deed.

The Permit to Work on Right of Way associated with the change in access shall not be issued until the deeds (and agreements, if required) are fully executed, including execution by the Commission Secretary.

==941.3 Entrance Requests Within No Access Right of Way==

The no right of access restriction is used to restrict access from adjoining properties to the roadway in any matter during the present or in the future, therefore entrances within No Access Right of Way shall not be permitted.

If there is a request within No Access Right of Way and the district determines that the type of right of way in that location may not need to be as restrictive, then the request shall be submitted to the Highway Safety and Traffic Division for review.

The review process and guidelines shall follow the procedures shown in Entrance Requests Within Controlled Access Right of Way, with the approval authority being the Highway Safety and Traffic Division and the option of submittal to the Commission.

==941.4 Request to Perform Grading or Construct Geometric Improvements within Interstate Right of Way==

MoDOT occasionally receives permit requests from applicants requesting to perform grading or build geometric improvements on the interstate right of way. Any request that involves the right of way along interstate highways requires submittal to the Highway Safety and Traffic Division, and subsequently will be submitted to the Federal Highway Administration (FHWA).

Both, grading and geometric improvement requests on the interstate shall be submitted to the Highway Safety and Traffic Division for review and approval.

The following list is recommended for submittals to the Highway Safety and Traffic Division for interstate grading or geometric improvement requests:
:* Documentation from the district explaining the request in detail
:::• who is requesting
:::• what they want to do
:::• when they need it
:::• where it is located
:::• why ROW Access is needed
:::• how much of the ROW and for how long
:* General location map
:* Depending on the level of approval sought (conceptual or final), plans should be submitted, which may include plan sheets, cross sections, traffic control plans, drainage plans, and erosion control plans
:* Site map with clear definition of the owner’s property and the desired ROW access
:* Documentation of approval from the district
:* Determination of value by the MoDOT district. The Highway Safety and Traffic Division can be used as a resource to assist in the determination of value
:* [[:Category:941 Permits and Access Requests#941.8 Traffic Impact Study Requirements|Traffic Impact Study]], if needed. Consultation with the Design Division is necessary to determine if additional NEPA documentation or Access Justification Report, will be required by FHWA. Additional information can be found in [[234.1 Access to Interstate Highways|EPG 234.1 Access to Interstate Highways]].

If the Highway Safety and Traffic Division approves the request, it will be submitted to FHWA along with documentation from the division indicating that the request has been reviewed and approved, and that FHWA approval is sought. Requests will be submitted to FHWA through the Division’s Realty Specialist, as outlined in MoDOT’s partnering agreement with FHWA. FHWA’s regional Transportation Engineer should receive a copy of the request. FHWA can provide either conceptual approval or final approval, and may require a minimum of two weeks to consider a geometric change request.

Additional information may be found at [https://www.fhwa.dot.gov/modiv/staff.cfm FHWA’s Missouri Division staff directory] and [https://www.fhwa.dot.gov/modiv/programs/oversite/partner/safety_traffic.cfm FHWA Partnering Agreement 2018].

==941.5 Request by a City to Construct a “Welcome To” Monument==

Cities may request to place "Welcome To" Monuments on Commission-owned land to welcome visitors to their community when their city limits encompass the state route. Welcome To Monuments are ground mounted structures only. Welcome To Monuments shall not be mounted in an overhead configuration, on sign structures or on bridge structures, i.e. girders, columns abutment walls, aesthetics, etc.
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="180px" align="right"
|-
|'''Additional Information'''
|-
|[[903.9_General_Information_Signs#903.9.13_Welcome_To_Signs_for_Cities|EPG 903.9.13 Welcome To Signs]]
|-
|[[:Category:241 Aesthetic Considerations|EPG 241 Aesthetics Considerations to Bridges]]
|-
|[[:Category:140 Encroachments and Items Permitted on MoDOT’s Right of Way#140.3 Guidelines for Installation of Banners on Lighting Poles|EPG 140.3 Guidelines for Installation of Banners on Lighting Poles]]
|}

A monument is any sign that does not meet the standards and guidance described in [[903.9_General_Information_Signs#903.9.13_Welcome_To_Signs_for_Cities|EPG 903.9.13 Welcome To Signs]]. Other terms that may be used in place of monument are gateway or marker.

The first step the district shall take when receiving a request from a city for a Welcome To Monument is to work with the city to determine if there are acceptable locations for the proposed monument off of Commission-owned land.

If there are no appropriate locations, the district will work with the city and Central Office Highway Safety and Traffic Division to compile the following information to determine if the monument request on Commission property may be considered, such as a [[:Category:241_Aesthetic_Considerations#241.7_Roundabout_Aesthetic_Structure|roundabout aesthetic structure]].

'''Monument Requirements'''

:* The monument shall be placed in a location that is not reachable by an errant vehicle; [[231.2 Clear Zones|clear zone]] principles do not apply.

:* The monument shall be installed in a location that does not interfere with normal highway signs or impede sight distance.

:* The district shall work with the city to find a location that poses the least risk to the public.

:* The city shall provide detailed design plans (exhibits, graphics, lighting, irrigation, location map, etc.) and specifications of the monument, including grading around the monument.

:* The monument shall not create a distraction or a hazard to motorists and the monument is not designed in a way to invite pedestrian traffic. Therefore, plans which include features such as water and electricity shall be thoroughly examined.

:* One monument per each direction of travel per the dominant travelway entering into the city limits within the city limits when possible. Pending MoDOT approval.

:* The district shall determine if the proposed monument location is on excess property and whether Commission ownership shall continue.

:* The district shall verify there are no conflicting encumbrances on the property (lease, etc.).

:* Maintenance access shall be via adjacent private property, unless physically impossible.

:* The monument shall not contain advertising or sponsorship.

<div id="Once Central Office Traffic conceptually"></div>
Once Central Office Highway Safety and Traffic conceptually approves the location of the city monument, the city will provide the legal description from a professional survey of the location to the district Traffic staff. Once the district Traffic staff receives the legal description, district Traffic staff will provide it to the district Right of Way staff. District Right of Way staff will then request categorical exclusion (CE) determination from the Environmental Studies Section for review to ensure there are no environmental issues with the proposed location.

'''District Review and Recommendation'''

The district will present the following information to the district’s Asset Management Committee (AMC) for conceptual approval as referenced in [[236.5 Property Management#236.5.25 Leases, Licenses and Airspace License Agreements|EPG 236.5.25 Leases, Licenses and Airspace License Agreements]]:

:* Location map which should include nearby highway(s), intersection(s), town, etc.

:* Aerial map of the proposed monument location

:* Exhibit which shows the legal description from a professional land survey of the property requested for the monument location

:* Plan sheets for the monument design

:* Roadway plan sheets

:* Documentation from the district which addresses '''all''' of the above requirements.

Once the AMC provides conceptual approval, the district will send the items presented to the AMC, including the AMC meeting minutes to Central Office Right of Way for conceptual approval and compliance with [https://epg.modot.org/index.php/236.5_Property_Management#236.5.25_Leases.2C_Licenses_and_Airspace_License_Agreements EPG 236.5.25]. Once Central Office Right of Way provides conceptual approval, they will request conceptual approval from Central Office Highway Safety and Traffic. Once Central Office Highway Safety and Traffic provides conceptual approval, and if the monument location is on interstate right of way, Central Office Right of Way will request conceptual approval from FHWA. Once FHWA provides conceptual approval, Central Office Right of Way will inform the district that the final approval and execution of RW45 agreement stage can begin.

'''Final Approval and Execution of Agreement'''

The district will inform the city that conceptual approval has been granted and the requirement to enter into a license agreement with the Commission. The district will draft the license agreement (RW45 Agreement) in eAgreements and request a locally executed agreement from the city.

The district will provide Central Office Right of Way the locally executed agreement and the CE approval. Once Central Office Right of Way approves the locally executed agreement, they will request approval from Central Office Highway Safety and Traffic. Once Central Office Highway Safety and Traffic approves, and if the monument location is on interstate right of way, Central Office Right of Way will request approval from FHWA. Once FHWA approves the agreement, Central Office Right of Way will fully execute the agreement and provide a copy to the district. District Right of Way will enter the agreement into the Realty Asset Inventory.

==941.6 Request for a Permit to Perform Work on MHTC’S Right of Way==
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|-
|'''Additional Information'''
|-
|[https://www.modot.org/permits Permits webpage]
|-
|[https://www6.modot.mo.gov/ElectronicPermittingExternal/Default.aspx Electronic Permitting - Utility Login]
|-
|[https://www6.modot.mo.gov/ElectronicPermittingExternal/PermitRequest.aspx Initial On-line Request ]
|}
Any work performed on the MHTC’s Right of Way requires a permit. Some requests are very simple and can be addressed quickly without much background information, while others may be highly complex and require a large amount of supporting documentation and collaboration with other parties.

An external [https://www.modot.org/permits permits webpage] is available for customers to request a permit to work on right of way, in addition to including important links relating to working on MHTC’s right of way.

''Before granting a Permit to Perform Work on Right of Way, it is important to ensure that the request does not require higher level approval or a separate agreement by reviewing EPG 941 in its entirety.''

EPG 941.6 describes the basic guidelines that should be followed when evaluating a request to do work on right of way.

===941.6.1 Examples of Permit Requests===

There are many different reasons why a permit may be requested. Some examples are listed below, but the following should not be interpreted as a complete list.

:* Construction or reconstruction of entrances
:* Grading/landscaping or geometric improvements
:* Utility installation or relocation.

===941.6.2 Two Forms for a Permit to Work on Right of Way===
[[image:941.26 contractor.jpg|right|185px]]

There are two different forms for a Permit to Work on Right of Way: one for non-local government projects and one for local government projects. They appear very similar, but the important difference is Section 9 in the General Provisions. Applicants who need to have the Permit for Local Government projects have [[#941.6.3.4 Section 9 Requirements for Local Government Projects|additional requirements]].
:* Permit for non-local government projects
::- This permit is for all contractors and individuals not doing work for public entities/local governments.
:* Permit for local government projects
::- This permit is for all contractors performing work for public entities/local governments and for a public entity/local government performing the work with internal forces.

===941.6.3 Evaluation Guidelines and Considerations===

EPG 941.6.3 provides basic information that may be necessary for evaluating permit requests. It is important to remember though that each request is unique, so there may be additional considerations not specifically listed below that should also be assessed.

====941.6.3.1 Plan Sheets/Site Plans====

Depending on the type of request, the applicant may need to submit various types of plan sheets or site plans. These may include, but are not limited to: plan/profile sheets, drainage sheets, erosion control sheets, cross-section sheets, traffic control sheets.

====941.6.3.2 Meetings====

A site visit should be a part of almost every type of permit request. Additional meetings may also be required, especially when collaboration with other parties, such as local government entities or private developers, is needed.

It may also be necessary to involve other divisions within MoDOT for plans review or other analyses.

====941.6.3.3 Proposed Permit Work Within Limits of a Proposed or Active Project====
[[image:941.31 Permits within the limits.jpg|right|350px]]

'''Within Limits of a Proposed Project'''

The permit applicant shall be informed of any proposed projects, and it may be advisable to either postpone the issuance of the permit or coordinate with district design to ensure the work will be compatible with the new construction. If compatible construction is not possible and the applicant desires to continue with the permit, the district may choose to allow the applicant to omit some permanent features in order to limit the construction that would later be removed by MoDOT. A copy of the proposed or permitted entrance plans shall be made available to district design to incorporate into contract plans, if necessary.

'''Within Limits of an Active Project'''

A project is considered active after notice to proceed date.

Any work done on an active permit must be completed prior to or suspended to not cause any delay to contracted MoDOT project(s).

In order to issue a permit within an active construction project, the work shall be coordinated with the District Construction and Materials Engineer. After the construction requirements are developed, it shall be the applicant’s responsibility to obtain an endorsement from the roadway contractor, which relieves the Commission of any responsibility for delays or additional costs which the roadway contractor might incur as a result of the applicant’s work. Upon receipt of written documentation, a permit may be issued.

Copies of the permit and plans are furnished to the District Construction and Materials Engineer. Inspection of permitted work within the limits of a construction project shall be the responsibility of the District Construction and Materials Engineer.
[[image:941.32 cooperation.jpg|right|140px]]
District staff shall work together to ensure cooperation between the applicant and the roadway contractor is enhanced. If issues arise, the District Engineer shall be made aware and assist if possible. Contractor legal relations to MoDOT and responsibility to the public is detailed in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 107].

====941.6.3.4 Section 9 Requirements for Local Government Projects====

If the permit will be for a local government project, then the applicant must do the following:

:* Provide proof that they carry commercial general liability insurance and commercial automobile liability insurance from a company authorized to issue insurance in Missouri.
:* Must name the Commission, MoDOT, and its employees as additional named insured in amounts sufficient to cover the [https://insurance.mo.gov/industry/sovimmunity.php sovereign immunity limits] for Missouri public entities (as calculated by the Missouri Department of Insurance, Financial Institutions and Professional Registration, and published annually in the Missouri Register pursuant to [https://revisor.mo.gov/main/OneChapter.aspx?chapter=537 537.610 R.S. Mo]).

====941.6.3.5 Storm Water Regulations====

Applicants requesting a permit to perform work on MHTC’s right of way (excluding utility companies) should be informed that Department of Natural Resources (DNR) storm water permits are required when a private developer is proposing any land disturbance activity greater than one acre adjacent to our right of way. The owner or applicant must specifically be asked whether they are aware of the storm water regulations.

:* If the response is "yes" and documentation can be provided showing they are either exempt or have obtained their DNR permit, the permit issuance process may continue.
:* If the response is "no," the applicant should be advised to contact the appropriate DNR regional office to obtain their DNR permit or furnish some type of affidavit of exemption.

Documentation must be provided prior to the issuance of the permit. The burden of proof shall be the responsibility of the permit applicant rather than MoDOT staff.

====941.6.3.6 Deposit Requirements====
Deposits are not routinely required for applicants constructing Type I (private residential/farm) entrances, however unusual conditions or construction may warrant a deposit. Deposits may be required for Type II (side street/road), Type III, Type IV, and Type V (commercial/industrial) entrances if the applicant is not a government agency. Details regarding entrance types, refer to the standard plans.

In order to maintain consistent deposit requirements for entrance permits, the cost of curbing required is used as a guide. If other circumstances or construction dictate the need to increase the deposit above the amount required to build the curbing, this increased amount is added to the deposit.

If the deposit is a cashier’s check, a minimum amount of $500 and a maximum of $50,000 will be required. If deposit requirements exceed $50,000, a [https://www.modot.org/media/10740 performance bond] will be required. There is no maximum limit for a performance bond. The performance bond or cashier's check shall be made payable to <u>Director of Revenue - Credit State Road Fund</u>.

All deposit checks shall be transmitted to Financial Services using the following procedure:
# Forward deposit as received to Financial Services by attaching the Receipt - Transmittal of Money form. It is imperative to furnish the remitter’s correct name and address.
# Upon satisfactory completion of the permit, the district advises Financial Services by email or other written communication to refund a check to the remitter.
# Financial Services will transmit the check directly to the remitter and also notify the district by email that the check has been processed. The warrant request is attached to the file copy of the permit.
# If the work is not completed as described in the permit, refer to Default of Permit Requirements.

Performance bonds for permits to work on Missouri Highways and Transportation Commission right of way will cover all permitted work for a five (5) year period beginning from the bond execution date. Bonds will be cancelled after all permit work covered by the bond is successfully completed and the permit is released by MoDOT. Any new permit work will require a new executed bond. Bonds can be cancelled by the principal or surety when there is no active work being completed. MoDOT reserves the right to cancel or hold a bond at their discretion.

Beginning January 1, 2026, performance bonds for permits to work on Missouri Highways and Transportation Commission (MHTC) right of way should use [[#table941.6.3.6|the table below]] to determine minimum performance bond amounts for statewide consistency. All bond amounts should be discussed with a MoDOT representative. MoDOT reserves the right to adjust any performance bond amount at any time.

{| id="table941.6.3.6" class="wikitable" style="margin:auto; text-align:center;"
! Number of Permits per Year !! Minimum Bond Amount
|-
| less than 24 || Based on work to be performed
|-
| 24 || $120,000.00
|-
| 40 || $200,000.00
|-
| 60 || $300,000.00
|-
| 100 || $500,000.00
|}

====941.6.3.7 Construction Inspection====

Regardless of the quantity of the work being done on MHTC’s right of way, inspection of the construction work is extremely important to ensure quality and conformance to the requirements set in the permit. Inspection responsibilities for each permit should be discussed with the necessary district staff.

District staff must share in the responsibility of routine inspections of entrances under construction. Applicants are required to notify district staff of anticipated dates for various stages of their construction work, and the appropriate personnel are to make an effort to make timely inspections for the applicant.

Examples of routine inspections may include:

:1. Inspection of drainage pipes before backfilling to ensure proper placement and that materials meet state specifications.

:2. Inspection of the subgrade and all concrete forms prior to concrete placement to ensure proper location and workmanship.

:3. Inspection of their traffic control plan and other roadway safety issues

:4. Inspection of their erosion control plan

:5. Final inspection after completion.

More or less, inspections may be necessary, depending on the complexity of construction. The applicant may be required to place funds in escrow to pay for construction inspection on large projects. If this occurs, the permit request and plans must be forwarded to Highway Safety and Traffic Division for approval and establishment of a special AFE account.

When deemed necessary by the department i.e. when a signal is being installed as part of a permit or there is more work in MoDOT right of way than one MoDOT representative will be able to handle the amount of inspections on their own Independent outsource inspection may be required. This is to be paid for by the applicant. The outsource inspectors shall be approved prior to permit issuance by the department.

====941.6.3.8 Construction Time/Length of Permit====
[[image:941.25.jpg|right|500px]]
A typical entrance permit is written for a maximum of 90 calendar days. If the applicant provides proof that the work involved will require longer than 90 days, then a permit may be written for a longer timeframe, if district traffic staff chooses. Normally, permit construction is not to extend beyond one year from date of issuance.

Extensions should be considered only if weather conditions have hindered construction or if work has progressed or is progressing in a timely manner, and the standard 90 days is simply not enough time to complete the work. Availability of materials may also cause understandable delays. During winter months an extension of 180 days may be necessary. Otherwise, a 30-day extension is adequate. After two extensions, the applicant may be required to submit a written request for an extension with an explanation for the delays and a projected time of completion. Contact with the contractor or applicant is made prior to granting any extensions.

A permit is not issued until construction is ready to begin. When work has failed to begin by the expiration date of the permit, and contact or cooperation with the applicant is not possible, the permit is canceled. Re-issuance of the permit at a later date may require an increase in the amount of deposit.

Applicants with expired permits in excess of 6 months are not normally issued additional permits until work on expired permits has been completed.

A letter of intent to issue a permit may be considered, when it is necessary for the applicant to receive funding.

====941.6.3.9 Default of Permit Requirements====

If district staff has determined that the applicant is not completing the permit work, as described in the permit, written notification should be sent to the applicant when it is evident completion is not probable. The letter may include the following:

:* Description of the required work necessary to complete the terms of the permit
:* If applicable, recognition of any previous excusable delays
:* The length of time the permit was written for
:* Request of an explanation as to why work has not progressed in a timely manner
:* Request of an anticipated completion date
:* Other pertinent information discussed during previous field contacts regarding the permit work and the completion date.

If the applicant is non-responsive or there is a lack of progress made on the incomplete work 30 days after the initial notice, the District Engineer shall be made aware of the details and provided with a recommended action. A recommendation to restore the right of way to its original condition may be necessary.
If the District Engineer determines that the right of way shall be restored to its original condition:
:* A second letter shall be sent to the applicant notifying them the right of way shall be restored to its original condition or configuration within 30 days from the date of the letter. The letter shall be sent via registered mail, and a signed receipt is requested.

:* Department staff must maintain all correspondence, including mail receipts, with the permit.

:* A complete copy of all correspondence pertinent to the permit must also be forwarded to both the Highway Safety and Traffic Division and Financial Services.

:* Prior to the removal date, necessary staff is scheduled to remove the driveway. Consideration should be given to the presence of a law enforcement officer, as well as providing personnel from outside the immediate community for the removal work.

:* The applicant shall be contacted by telephone at least 2 times and advised when the restoration will take place.

:* Backfill materials removed from a driveway may be delivered to the nearest maintenance building or graded into the existing right of way. The drainage pipe is placed at the right of way line.

:* A record of expenses incurred by the department for labor and equipment shall be kept. An itemized copy of those expenses is forwarded to Financial Services and the Highway Safety and Traffic Division. Districts should refer to Financial Policy and Procedures Manual, about reimbursing district budgets for equipment and expenditures paid from district funds. Reimbursed costs will be limited to the deposit and amounts collected.

If completion of the permit work is desired, prior approval from the District Engineer must be obtained. Completion shall be considered only in cases where the completion of the permit work would be more beneficial to the department than removal and restoration of the right of way. Completion may be through an outside contractor or by state forces using the deposit to pay expenses in the same manner as described for removal.

===941.6.4 Electronic Permitting Application ===

An [https://www6.modot.mo.gov/ElectronicPermittingExternal/Default.aspx electronic permitting application] is available for utility companies that routinely perform work on right of way. This application expedites the permitting process by allowing Utility Companies to:
* Store contact information for their staff as well as contractors
* Track the progress of any permits requested
* Include detailed project information, such as location, work description, and attachments
* Correspond directly with MoDOT permit staff
* Accept the terms of the permit via an electronic signature
* Have a history of previously issued permits

Access to this electronic permitting application can be requested through this sign up form. After submitting this request for access, a local permit specialist will reach out to the requesting utility company and walk them through the remaining approval process. This includes:
* Confirming the requestor is a legitimate utility company that frequently requests permits
* Checking to see if access has already been provided to the utility company
* Confirming the requestor is registered with the Missouri Public Service Commission
* Confirming the requestor is registered with the Missouri Secretary of State Business Listing
* Executing an Electronic Signature Agreement (TR50)
* Receiving a performance bond

If the requirements above are met, access to the electronic permitting application may be provided.

This access is for the utility company, not an individual. MoDOT will only provide log-in credentials to identified utility company contacts. The log-in credentials for the utility company’s account can be shared by the utility amongst multiple individuals. This is at the discretion of the utility company and is interpreted as a delegation of authority to various individuals to request and accept the terms of permits on their behalf.

Utility companies that have access to the electronic permitting application are expected to keep their Electronic Signature Agreement (TR50) and performance bond current. It is expected that when a utility company is bought out, rebranded, or has any other significant change to their company that they will notify MoDOT and update these documents accordingly. The legal name identified on these documents as well as how they are identified within the electronic permitting application must match. If MoDOT finds an inconsistency between these items, the following steps will be taken to get the utility into compliance.
* The utility company will be notified of any inconsistencies and the necessary steps required to get back into compliance. A 45-day grace period will be provided to allow time for the utility to execute and submit the required documents.
* If resolution has not been achieved within the grace period, access to submit permit requests via the electronic permitting application may be removed.

==941.7 Sight Distance for Entrances==

There are two basic concerns of responsibility when considering the sight distance requirements for any entrance. The first concern is providing maximum safety for the motoring public. The second concern is providing for access to the adjacent property owners.

Preparation for issuing a permit must include a prior inspection of the site to ensure vehicles can enter and exit from the proposed entrance with a minimum hazard and disruption of traffic on the roadway. Sight distance is essential in the design of residential, commercial and public entrances.

The following criteria is based on [https://store.transportation.org/ ''AASHTO - A Policy on Geometric Design of Highways and Streets''] (AASHTO Green Book) and was developed to establish a uniform method to determine the necessary sight distance for an entrance constructed by permit.

===941.7.1 Measuring Sight Distance at a Proposed Entrance Location===

In order to determine whether a permit shall be written for an entrance request, there are two basic types of sight distance that need to be measured in the field: [[233.2 At-Grade Intersections with Stop and Yield Control#Table 233.2.1 Intersection Sight Distance|Intersection Sight Distance]] for the proposed entrance and [[Media:941 SSD.pdf|Stopping Sight Distance]] along the roadway at the entrance location.

Both vertical and horizontal alignment of the roadway can limit sight distance. The sole factor that influences sight distance on a straight roadway is the vertical curvature of the road. On a roadway with horizontal curves, sight obstructions may be due to the curve or to physical features outside of the roadway. When measuring sight distances in the field, it is important that the line of sight must stay within the limits of the right of way. Consideration may
also be given to vegetation both on the right of way and adjacent to the right of way, as it may impede vision more at one time of the year than another.

Requests for public street entrances shall meet or exceed both [[233.2 At-Grade Intersections with Stop and Yield Control#Table 233.2.1 Intersection Sight Distance|Intersection Sight Distance]] and [[Media:941 SSD.pdf|Stopping Sight Distance]].

====941.7.1.1 Intersection Sight Distance====
Intersection Sight Distance refers to the principle that the drivers of a vehicle approaching or departing from an intersection should have an unobstructed view of the intersection, including any traffic control devices, and sufficient lengths along the intersecting highway to permit the drivers to anticipate and avoid potential collisions. These unobstructed views form triangular areas known as sight triangles.

The appropriate method to measure Intersection Sight Distance when evaluating an entrance uses a height of 3.5 ft. to represent the object on the mainline and a height of 3.5 ft. to represent the eye height of the driver waiting at the proposed entrance. The following steps should be completed in both directions.

:* Place a sighting target 3.5 ft. above the pavement at a point 12 ft. from the edge of travelway at the proposed entrance location. This location is approximately where the driver’s eye is located while waiting to enter the roadway.

:* Sighting from a height of 3.5 ft. on the mainline, move along the roadway away from the proposed entrance site to a point beyond where the target disappears. Now move toward the target until it can first be seen and place a mark on the pavement.

:* Measure the distance along the roadway between the mark and the target. Measurement may be made with an accurate measuring device mounted on an automobile.

:* Review the values in the [[233.2 At-Grade Intersections with Stop and Yield Control#Table 233.2.1 Intersection Sight Distance|Intersection Sight Distance Table]].

====941.7.1.2 Stopping Sight Distance====

The Stopping Sight Distance at the proposed entrance location should be measured in order to determine if there is sufficient sight distance to enable a vehicle travelling at or near the posted speed limit to stop before reaching an object in its path (i.e. a vehicle turning into or out of the entrance).

The appropriate method to measure Stopping Sight Distance when evaluating an entrance uses a height of 3.5 ft to represent the driver’s eye on the mainline and a height of 2 ft to represent an object in the roadway (i.e. average height of taillights) at the proposed entrance. The following steps should be completed in both directions.

:* Place a sighting target 2 ft. in height at the edge of travelway. This location represents the potential obstacle a vehicle travelling on the mainline may encounter at an entrance location.

:* Sighting from a height of 3.5 ft. on the mainline, move along the roadway away from the proposed entrance site to a point beyond where the target disappears. Now move toward the target until it can first be seen and place a mark on the pavement.

:* Measure the distance along the roadway between the mark and the target. Measurement may be made with an accurate measuring device mounted on an automobile.

:* Review the values in the [[Media:941 SSD.pdf|Stopping Sight Distance Table]]. If the proposed entrance is located on a roadway that has upgrades or downgrades greater than 3%, review [[#941.7.3 Effect of Grades on Stopping Sight Distance|EPG 941.7.3 Effect of Grades on Stopping Sight Distance]].

===941.7.2 Evaluating the Measurements===

1. If the measured Intersection Sight Distance <u>and</u> the Stopping Sight Distance values meet or exceed the guidelines, then a permit may be written.

2. If a proposed entrance has inadequate Intersection Sight Distance, but meets minimum Stopping Sight Distance, then the District Engineer may approve the entrance location <u>if ALL of the following conditions are met</u>:

:* The proposed entrance location has the maximum sight distance available for the property frontage.

:* The applicant is advised of minor work on their property that could improve sight distance such as grading or brush removal.

:* There is no other access available which has greater sight distance (i.e. county road, city street, or cross-access).

:* The applicant agrees to sign the permit application with the following ''Applicant’s Responsibility Clause'':

::''“The sight distance is the minimum distance necessary for a vehicle traveling at the posted speed to complete a stop prior to the entrance. Applicant understands the presence of this entrance creates a potential sight distance problem and has been so informed in writing by the Department. Applicant is aware the sight distance of this entrance is severely restricted.”

::In this instance, it is imperative property owners be on-site to be certain they understand the conditions of this entrance construction.

3. If neither Intersection Sight Distance nor Stopping Sight Distance requirements are met, the permit shall not be issued for the entrance.

4. If Intersection Sight Distance is adequate, but the Stopping Sight Distance requirements are not met, the permit shall not be issued for the entrance.

If an appeal for the access is made, refer to [[:Category:941_Permits_and_Access_Requests#941.7.5_Appeals_Process|941.7.5 Appeals Process]] for additional information.

===941.7.3 Effect of Grades on Stopping Sight Distance===

The amount of grade near the proposed driveway has an effect on the minimum Stopping Sight Distance that is required in order to write a permit for an entrance. Downgrades increase the amount of SSD required, while less distance is necessary for SSD on upgrades. In order to determine the grade, it is recommended to review plan sheets and take some field measurements.
The MoDOT representantive shall use good judgment when determining the location where the grade measurement should be taken. It is recommended to verify the roadway grade if the SSD measured is close to the minimum shown in the [[Media:941 SSD.pdf|Stopping Sight Distance Table]], particularly if there is a downgrade.

If Stopping Sight Distances for grades other than the ones listed below need to be determined, the [[media:941.19 Effect of Grade on SSD.xlsx|Effect of Grade on SSD spreadsheet]] will assist in calculations.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"
|+
!style="background:#BEBEBE" colspan="8"|Effect of Downgrade on Stopping Sight Distance
|-
! style="background:#BEBEBE" |Speed (mph)!! style="background:#BEBEBE"|'''<sup>_</sup>'''3% Grade SSD (ft)!! style="background:#BEBEBE"| '''<sup>_</sup>'''4% Grade SSD (ft)!! style="background:#BEBEBE"| '''<sup>_</sup>'''5% Grade SSD (ft) !!style="background:#BEBEBE"| '''<sup>_</sup>'''6% Grade SSD (ft)!! style="background:#BEBEBE"| '''<sup>_</sup>'''7% Grade SSD (ft)!! style="background:#BEBEBE"| '''<sup>_</sup>'''8% Grade SSD (ft)!! style="background:#BEBEBE"| '''<sup>_</sup>'''9% Grade SSD (ft)
|-
|'''30|| 205|| 208|| 211|| 215|| 219|| 223|| 227
|-
|'''35|| 258|| 262|| 266|| 271|| 276|| 282|| 288
|-
|'''40|| 315|| 321|| 327|| 333|| 339|| 347|| 354
|-
|'''45|| 378|| 385|| 393|| 400|| 409|| 418|| 428
|-
|'''50|| 446|| 455|| 464|| 474|| 484|| 495|| 507
|-
|'''55|| 520|| 530|| 541|| 553|| 566|| 579|| 594
|-
|'''60|| 599|| 611|| 624|| 638|| 653|| 669|| 686
|-
|'''65|| 682|| 697|| 712|| 729|| 746|| 765|| 786
|-
|'''70|| 772|| 788|| 806|| 825|| 846|| 868|| 891
|-
|align="left" colspan="8"|'''Note:''' The values in the above table were calculated using Eqns. 3-2 & 3-3 (AASHTO Green Book), with a brake reaction time of 2.5 sec and a deceleration rate of 11.2 ft/s<sup>2</sup>.
|}

{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"
|+
!style="background:#BEBEBE" colspan="8"|Effect of Upgrade on Stopping Sight Distance
|-
! style="background:#BEBEBE" |Speed (mph)!! style="background:#BEBEBE"|+3% Grade SSD (ft)!! style="background:#BEBEBE"| +4% Grade SSD (ft)!! style="background:#BEBEBE"| +5% Grade SSD (ft) !!style="background:#BEBEBE"| +6% Grade SSD (ft)!! style="background:#BEBEBE"| +7% Grade SSD (ft)!! style="background:#BEBEBE"| +8% Grade SSD (ft)!! style="background:#BEBEBE"| +9% Grade SSD (ft)
|-
|'''30|| 190|| 188|| 186|| 184|| 183|| 181|| 179
|-
|'''35|| 237|| 234|| 232|| 229|| 227|| 225|| 222
|-
|'''40|| 289|| 285|| 282|| 278|| 275|| 272|| 269
|-
|'''45|| 345|| 340|| 336|| 331|| 327|| 324|| 320
|-
|'''50|| 405|| 399|| 394|| 389|| 384|| 379|| 375
|-
|'''55|| 470|| 463|| 456|| 450|| 444|| 438|| 433
|-
|'''60|| 539|| 530|| 523|| 515|| 508|| 501|| 495
|-
|'''65|| 612|| 603|| 593|| 585|| 576|| 569|| 561
|-
|'''70|| 690|| 679|| 668|| 658|| 649|| 640|| 631
|-
|align="left" colspan="8"|'''Note:''' The values in the above table were calculated using Eqns. 3-2 & 3-3 (AASHTO Green Book), with a brake reaction time of 2.5 sec and a deceleration rate of 11.2 ft/s<sup>2</sup>.
|}

===941.7.4 Additional Information===

:* The district may perform speed studies to verify the speed of the vehicles travelling the roadway when evaluating a potential entrance. It is recommended to complete a speed study when the measured sight distances are near the minimum required values.

:* Generally trucks, especially the larger and heavier units, need longer stopping distances for a given speed than passenger vehicles. However, separate stopping sight distances for trucks and passenger cars are not generally used because the higher position of the truck driver enables them to see substantially farther beyond vertical sight obstructions. Although, where horizontal sight restrictions occur on downgrades, particularly at the ends of long downgrades where truck speeds closely approach or exceed those of passenger cars, the greater eye height of the driver is of little value, therefore every effort should be made to provide greater stopping sight distances for this particular instance.

:* Grading on the right of way to improve sight distance is to be considered and included in the permit for entrance construction.

:* There are some cases where the horizontal alignment of the roadway prevents the minimum sight distance requirements to be met within the limits of right of way. To achieve the required sight distance, the sight line crosses onto the private property owner’s land. If this is the safest location on this property for an entrance, it is acceptable for the District to make the decision to allow the property owner to deed MHTC the land located between MHTC’s right of way line and the required sight line on the property (an easement is not sufficient). MoDOT’s maintenance forces will be ultimately responsible for ensuring the right of way remains clear to meet the recommended sight distances, so therefore, this decision should be discussed with the appropriate parties within the district.

:* Posted speed at horizontal curves may be combined with engineering judgment and a speed study to determine required sight distance for entrances within the limits of a horizontal curve.

:* The district may allow the widening of a driveway with limited sight distance or may allow the relocation of a driveway with limited sight distance to a location on the property frontage with better sight distance without [http://sharepoint/systemdelivery/tr/Pages/default.aspx Highway Safety and Traffic Division’s] approval. This will be allowed on routes with normal right of way, provided there is no change in driveway usage. The following responsibility clause must be added to the permit:

::''“Applicant understands the existing sight distance for this driveway is less than current design standards and the driveway modification, while beneficial to the property owner, will not remedy the sight distance limitation.”''

===941.7.5 Appeals Process===
If the guidance from EPG 941.7 Sight Distance for Entrances has been followed and the request for the permit was denied by the Permit staff and the District Engineer, there are two levels of administrative appeal provided within MoDOT. These levels of appeal are:

:Step 1 – State Highway Safety and Traffic Engineer

:Step 2 – Chief Safety and Operations Officer.

In each step of the appeals process, the burden of proof will be on the applicant to show:

:* How the denial will result in a situation where there is not reasonable access to properties or businesses are affected.

:* How the denial of an access permit or other feature will impose an undue financial hardship on the applicant.

:* How the applicant’s proposal for access will result in conditions safe for the motoring public.

Other tests may also be imposed on appeal applications to ensure they are reasonable. Applicants may seek legal remedies after this appeals process is exhausted.

==941.8 Traffic Impact Study Requirements==
[[image:941.5 Traffic Impact Study Requirements.jpg|right|575px]]
The policy of the Missouri Highways and Transportation Commission and MoDOT is to discourage the proliferation of access points and conflict points within the state highway system. For larger developments where the access point requested will meet the guidelines for spacing, a traffic study will be required. To ensure operations on our roadway are not negatively impacted by the additional access, the developer will provide the required roadway improvements.
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="310px" align="right"
|-
|'''Additional Information'''
|-
|[http://sharepoint/systemdelivery/TR/mo/arterialmgmt/accessmgmt/Shared%20Documents/Tips%20for%20Reviewing%20Traffic%20Impact%20Studies.docx Tips for Reviewing Traffic Impact Studies]
|}

The amount of traffic generated by a proposed development seeking new or modified access to the MoDOT system is the basis for determining the contents of a traffic impact study. The specific content of a traffic impact study will vary depending on the site and prevailing conditions. At a minimum, contents of a traffic impact study are to include the following major sections, taken from the current Institute of Transportation Engineers (ITE) publication entitled Transportation and Land Development:

1. A description of existing conditions.

2. Estimated trip volume generated by the development and design hour volume for effected driveway(s). These volumes will be based on a method determined acceptable by the district. When ITE trip generation numbers are not appropriate, traffic counts at existing similar locations or other recognized methods can be required.

3. Trip distribution and traffic assignment.

4. Existing versus projected volumes.

5. Capacity analysis for adjacent roadway facilities and for any proposed or existing driveways.

6. Traffic crash analysis for adjacent roadway facilities.

7. Proposed traffic improvements and driveway/access points.

8. Main findings of the study.

9. Summary of findings and recommendations.

For small developments generating fewer than 100 vehicles during the peak hour, or roughly 1000 additional vehicles per day, a traffic impact study is normally not required. However, a review of access location and design is necessary and is to include an analysis of existing conditions, evaluation of sight distance, access design, queuing and site circulation. For any development with access that would qualify as a Hazard Elimination Program location, a traffic study is required to ensure safety is improved along the roadway in conjunction with any access improvements.

For developments generating between 100-500 peak trips, a traffic impact study is required and is to include an analysis of existing conditions at nearby driveways and intersections, crash experience near the site, trip generation, and an evaluation of the number, location and spacing of access points as a minimum.

Developments generating between 500-1,000 peak trips are expected to impact greater distances from the site. In addition to the required information for smaller scale development discussed above, the traffic impact studies for these developments are to consider the future of the roadway, background traffic growth and an analysis of future conditions of nearby intersections or interchanges.

Large-scale development will generally impact the roadway system over a more regional area. A comprehensive analysis is warranted for large developments producing over 1,000 peak trips. Additional information such as mitigation identification and evaluation, gap analysis for unsignalized intersections, analysis of the effect on signal progression and proposed signal locations are included.

At the pre-application meeting, the study limits of the traffic impact study are to include any adjacent intersections that could be impacted. Other specific parameters are set for the traffic impact study, including cycle lengths and operating speeds. A freeway analysis is included with any developments impacting existing or proposed interchanges. Consideration is given to what modeling software can be used for the analysis. The selected modeling software is to be capable of analyzing the systems effects of all impacted intersections and interchanges within the chosen study limits.

A summary of findings and recommendations is part of any traffic study. Developers are responsible for mitigating any unacceptable impacts to the roadway system by the construction of any needed roadway improvements, as indicated by the approved traffic impact study.

Traffic studies may be required by local government organizations. In such situations, MoDOT is to coordinate with the local government and the applicant to ensure one study can meet the needs of all entities.

==941.9 Additional Information for Design, Construction and Maintenance of Entrances==

===941.9.1 Joint Use Driveways===

Joint usage of driveways is considered in locations with driveway density/spacing problems. Joint usage is also considered as a remedy for restricted sight distance locations. Both property owners must provide overlapping access easements to one another so both property owners have a right to use the entire driveway. A Joint Use Driveway Agreement (TR13) will be provided for the property owner's use.

This agreement must be recorded, in the office of the county recorder, to ensure subsequent property owners are bound by the same agreement. In these situations, a copy of the recorded agreement is filed with the permit as justification why the joint driveway was permitted. Both property owners must sign the driveway permit.

If there is a request from one property owner to alter the surface of a joint use driveway, the entire driveway surface must be changed in order to maintain a continuous driveway surface. It is up to the applicant to secure any agreements of construction responsibilities with the adjacent property owner.

Typically, joint use driveways will be accessible to two adjacent properties. If additional properties are considered to be used with this driveway, it may change the characteristics and requirements of the driveway to that of a local street. This determination can be made by district Traffic staff.

===941.9.2 Cross Access Driveways===

In some instances, it may not be possible to have a joint use driveway for two properties. This could be due possibly to driveway spacing requirements, sight distance requirements, or geometric constraints of the properties. If this issue arises, MoDOT will require the access be placed on one property and deeded cross access granted to the adjacent property owner. The location of the access shall be in the best location for driveway spacing, sight distance and geometric conditions for both properties, and with ease of access to the adjacent property. If one property already has an access point that meets driveway spacing requirements, sight distance requirements, or geometric constraints then this access should be considered for use of the access and cross access granted to the adjacent property. This deed must be recorded, in the office of the county recorder, to ensure subsequent property owners are bound to the cross access. In these situations, when possible, it may require the local county or city government get involved to help with the process as the cross access will not be within MoDOT right of way.

===941.9.3 Surface Drainage===

Drainage design is kept simple and is to provide adequate drainage. Crown driveways are always utilized if the opportunity exists. Many applicants are not aware of the simplicity and savings of crown driveway construction. If there is a crown location near the applicants desired driveway location, the advantages of the crown driveway are offered to the applicant. Consideration is also given to adjusting a ditch grade to facilitate a crown driveway providing the modification is feasible.

It is acceptable to modify a ditch block or levee for driveway usage provided final grades are suitable for both the driveway and the levee and approval of the levee district is obtained.
[[image:941.21 mowing.jpg|left|175px|thumb|<center>'''Mowing'''</center>]]
Surface water is to enter the right of way at points other than via driveway surfaces. Side ditches along both sides of a driveway are common. These ditches may vary in depth as necessary to carry the volume of water. The back slope is graded adequately (no steeper than 1V:3H) to promote mowing ease. Weep holes in parallel curbing, paved ditches or storm sewers may also be used.

Large developments often create considerable runoff, which may affect the roadway drainage system. Safety must be the first concern. Allowing water on the roadway may jeopardize that safety. These types of drainage problems are resolved prior to issuing any permits for access.

Plans for proposed developments are to reflect original as well as finished grades. The amount of runoff is reviewed to ensure no more than the original area is discharged onto the right of way. If volumes indicate the existing system may be overloaded, the developer is to revise the plans to decrease or slow the runoff.
[[image:941.21 Drop Inlet.jpg|left|thumb|<center>'''Drop Inlet'''</center>]]
Pipes and ditches within the development's frontage may be sized for storage if downstream pipes cannot facilitate the increased runoff. Storm sewer or driveway pipes longer than 100 ft. and 24 in. or less in diameter will require a drop inlet or other suitable box for clean out and/or maintenance purposes. Drop inlets are sized as necessary to facilitate drainage and maintenance operations. Grading by the developer, either on the right of way or the improved property, to increase storage may be necessary. A preferred solution to increased speeds of runoff may be to construct storage or retention areas on private property and thereby reduce the speed of runoff through gauged outlets into the roadway system. Storage areas within swags in parking lot surfaces or within the limits of landscaped areas are usually best received by applicants.

===941.9.4 Pipe Extensions for Widening Existing Type I, II, III, IV, or V Driveways===

Property owners desiring to widen an existing driveway wider than the appropriate width shown in the access management guidelines may do so by adding the desired length of similar pipe to the existing driveway. This length includes enough pipe to construct the minimum side slope on the side of the driveway being extended. If the property owner desires to widen both sides of the driveway, then both side slopes are reconstructed. Corrugated pipe must be connected by a connecting band. The existing pipe is inspected prior to extending to determine if it is in acceptable condition.

If the existing pipe is not acceptable for extension, the department will replace the existing pipe length plus one side slope. The property owner is to then widen the driveway to the width desired plus one side slope. Other arrangements may be considered on an individual basis.
[[image:941.33 Sidewalks.jpg|right|250px]]
===941.9.5 Sidewalks===

Existing sidewalks within the limits of a new driveway must be removed to provide minimum thickness for concrete construction. Refer to [[642.8 Sidewalk Design Criteria|EPG 642.8 Sidewalk Design Criteria]] for more information on sidewalks.

===941.9.6 Driveway Lighting===

Driveway lighting such as flood lights or delineator type lights shall not be allowed on the right of way since they hamper routine maintenance of the right of way, block the utility corridor, and may be abandoned, leaving an obstruction to others working in the area.

===941.9.7 Barrier Materials===

[[image:941.35 Barrier Materials.jpg|right|400px]]

Barrier material or curbing is normally required between the commercially developed property and the right of way.

Barrier material on the right of way shall consist of Type S barrier curb, curb and gutter section or asphalt curb on asphalt surface. This barrier material must be used along both sides of Type III and Type IV driveways and may be used on Type V driveways. This same type of curbing is preferred along the right of way line throughout the areas of adjacent improvement. Concrete or asphalt curbing is normally placed within the outside 6 in. (150 mm) of right of way. In this manner, the curbing becomes a part of commission property and therefore cannot be removed without a permit.

Barrier material off the right of way may consist of continuous wooden fences, guard cable, guardrail, retaining walls and decorative walls. These devices may be used on an individual basis but must be a permanent structure. The Commission will not maintain these features.

===941.9.8 Material Specifications===

====941.9.8.1 Aggregate for Granual Surfacing and Base====

Aggregate for granular surfacing and bases shall be of good quality and be graded in accordance with MoDOT requirements. The aggregate may be accepted on the basis of visual inspection by MoDOT’s representative or on the basis of certification by the supplier stating the material complies with MoDOT requirements. MoDOT's representative reserves the right to require any testing deemed necessary to ensure compliance with these requirements.

====941.9.8.2 Bituminous Mixtures for Base and Surface Courses====

Bituminous mixtures for base and surface courses may be a commercial mixture from a plant that has furnished such material for MoDOT work, and which material has performed satisfactorily. MoDOT’s representative may accept the mixture on the basis of visual inspection, or on the basis of certification by the supplier stating the mixture has been used satisfactorily on MoDOT work. MoDOT's representative reserves the right to require any testing deemed necessary to ensure compliance with these requirements.

[[image:941.36.3.jpg|right|275px]]

====941.9.8.3 Portland Cement Concrete====

[[:Category:502 Portland Cement Concrete Base and Pavement|Portland cement concrete]] may be a commercial mixture containing no fewer than 564 pounds per cubic yard (305 kg. per cubic meter) Type I cement. The aggregate shall be graded in accordance with MoDOT requirements and specifically [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1005 Gradation D] for coarse aggregate and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1005.3] for sand. Portland cement concrete may be accepted on the basis of visual inspection by the department's representative, or on the basis of certification by the supplier stating the components of the mixture complies with MoDOT requirements and including or having attached the mix proportions. MoDOT's representative reserves the right to require any testing deemed necessary to ensure compliance with these requirements.

====941.9.8.4 Culvert Pipe====

Corrugated metallic-coated steel culvert pipe shall be a commercially available new pipe so long as the pipe is fabricated by riveting, continuous welding, resistance spot welding or lock seam, and so long as the metal carries a brand designating a 2-ounce (600 g/m<sup>2</sup>) zinc coating or 1 ounce (300 g/m<sup>2</sup>) aluminum coating and the name of the sheet manufacturer. The metal thickness shall not be less than 16 gage (0.064 in., 1.63 mm). MoDOT’s representative may accept corrugated steel culvert pipe on the basis of visual inspection, or on the basis of a certification by the supplier stating the pipe complies with MoDOT requirements. MoDOT's representative reserves the right to require any testing deemed necessary to ensure compliance with these requirements. Reinforced concrete culvert pipe shall be a commercially available new pipe from a source that has furnished pipe for MoDOT work. MoDOT’s representative may accept the pipe on the basis of visual inspection, or on the basis of a certification by the supplier stating the pipe conforms to MoDOT requirements. MoDOT's representative reserves the right to require any testing deemed necessary to ensure compliance with these requirements.

Thermoplastic culvert pipe shall be a commercially available new pipe which is marked with the manufacturer's name or trademark, nominal size, the appropriate [https://store.accuristech.com/standards/aashto-m-294-21?product_id=2229875 AASHTO designation], plant designation code, the date of manufacture or an appropriate code, and meets all requirements specified in the latest edition of the MoDOT standard specifications. MoDOT’s representative may accept thermoplastic culvert pipe on the basis of visual inspection, or on the basis of a certification by the supplier stating the pipe complies with all requirements of MoDOT Standard Specification 730. MoDOT's representative reserves the right to require any testing deemed necessary to ensure compliance with these requirements.

====941.9.8.5 Guardrail====

[[606.1 Guardrail|Guardrail]], appurtenances, and installation shall comply with MoDOT specifications. Acceptance will be based on MoDOT's procedures.

====941.9.8.6 Chain Link Fence====

[[:Category:607 Fencing|Chain link fence]], appurtenances and installation shall comply with MoDOT specifications. Acceptance will be based on MoDOT's procedures.

====941.9.8.7 Reinforcing Steel====

Reinforcing steel, appurtenances and installation shall comply with MoDOT specifications. Acceptance will be based on MoDOT’s procedures.

====941.9.8.8 Welded Steel Wire Fabric====

Welded steel wire fabric, appurtenances and installation shall comply with MoDOT specifications. Acceptance will be based on MoDOT’s procedures.

====941.9.8.9 Grates and Bearing Plates====

[[:Category:614 Drainage Fittings (Grate Inlets)|Grates]] and bearing plates shall comply with MoDOT specifications and shall be of a design approved by MoDOT's representative. Acceptance will be based on MoDOT procedures.

====941.9.8.10 Guidelines for Review of Requests for Overweight Crossings of State Highways====

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
! style="background:#BEBEBE"|Route Type!!style="background:#BEBEBE"|Grade Requirements!! style="background:#BEBEBE"|Remarks
|-
| align="center"|Interstate|| align="center"| N/A|| align="center"| No at-grade crossing permitted. No new grade separations considered. Grade separations considered during design stage of highway.
|-
| align="center"|Principal Arterial|| align="center"|N/A|| align="center"|No at-grade crossing permitted. Grade separations crossings will be considered.
|-
| align="center"|Secondary and Recreational|| align="center"|Crossing guard and signals required if sight distance is less than 1,000 ft.||''AADT over 3,000'' - No at-grade crossing permitted. ''AADT 1,000 - 3,000'' -- Crossing permitted during period gap study shows adequate gaps 75% of the time. ''AADT under 1,000'' - Crossings permitted. Grade separation crossings will be considered.
|-
| align="center"|Principal Arterial|| align="center"|N/A|| align="center"|No at-grade crossing permitted. Grade separations crossings will be considered.
|-
| align="center"|All others|| align="center"|Crossing guard and signals not required provided minimum sight distance from crossing is greater than prevailing speed in ft. per sec. multiplied by 8 but not less than 500 ft..

0 - 40 mph = 500 ft.

50 mph = 586 ft.

60 mph = 704 ft.

70 mph = 823 ft.

|| ''AADT over 3,000'' -- no at-grade crossing permitted.

''AADT 1,000 - 3000'' -- Crossing permitted during period gap study shows adequate gaps 75% of the time.

''AADT under 1,000'' -- Crossings permitted. Grade separation crossings will be considered.
|}

All requests for overweight crossings, after a thorough review in the district for compliance with these guidelines, shall be submitted to [http://sp/sites/ts/Pages/default.aspx Traffic] with the district's recommendation.

All at-grade crossings approved will require improvement of the roadway and shoulders to an extent sufficient to withstand the increased weights and usage.

When guards are required, they shall be positioned in a manner to provide adequate sight distance as determined by route type and prevailing speed.

If required, signals shall be installed by applicant and positioned to face haul road traffic. These signals shall consist of a red lens and shall be remotely controlled by the guard. The signal shall display a flashing red indication until such time as a haul truck approaches and there is sufficient gap upon the highway to ensure safe crossing at which time it shall be extinguished. The signal heads shall be located in such a manner they are not visible from the highway. Standard yield signs shall be installed facing the haul road.

If guards are not required, standard stop signs shall be installed facing haul road traffic. Haul trucks will stop prior to every crossing and wait for an adequate gap before proceeding.

At the applicant's option, they may provide a guard and signal instead of stop sign requirements as above.

If the crossing is used during hours of darkness, the applicant shall provide [[:Category:901 Lighting|basic lighting]].

Warning lights or signs other than provided for by a standard Contract for Signs at Truck Crossing (TR12) will not be permitted facing highway traffic.

The applicant shall provide liability insurance protecting persons and property using the highway. Such insurance is to provide liability for property damage for any one accident in a minimum amount of $2,000,000 and for injury to persons of at least $2,000,000 for any one accident.

If a grade separation is proposed (underpass or overpass), detailed plans prepared by a Missouri-registered Professional Engineer shall be submitted for review.

An agreement will be required for all overweight crossings. To facilitate the review of requests for these crossings, the following information is provided to Traffic:

:1. Name of applicant to be used in agreement.

:2. AADT and prevailing speeds at the proposed crossing.

:3. Exact location by station number and distance from nearest intersection.

:4. Location by range, township, and section.

:5. Sketch of location.

:6. Available sight distance in both directions along highway.

:7. Make, model, gross weight (loaded) and axle spacing of equipment used for hauling.

:8. Number of loaded and empty crossings per hour.

:9. Sketch and description of proposed roadway construction including details of bypass detour if necessary.

:10. Hours of operation.

===941.9.9 Maintenance of Residential, Commercial, and Public Road Entrances===
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="190px" align="right"
|-
|'''Additional Information on Design of Driveway Pavement'''
|-
|[[233.2 At-Grade Intersections with Stop and Yield Control#233.2.10 Driveway and Approach Pavement Design Criteria|EPG 233.2.10 Driveway and Approach Pavement Design Criteria]]
|}
The maintenance of entrances will be handled on a routine basis and is not a priority over any other roadway maintenance operation. Property owners must apply for a permit prior to the property owner upgrading or improving the surface type.

====941.9.9.1 Residential Entrances====
MoDOT shall maintain residential entrances with an aggregate surface from the edge of the travelway to the right of way line (property line). Any other surface type shall be maintained by MoDOT from the edge of the travelway to the outside edge of the shoulder of normal shoulder width not exceeding 10 ft. unless prior or subsequent agreements state otherwise; the driveway outside of the shoulder width should be maintained by the landowner. This applies whether the entrance was constructed by MoDOT or by the property owner under a permit.

====941.9.9.2 Commercial Entrances====
MoDOT will maintain commercial entrances from the edge of the travelway to the outside edge of the shoulder or normal shoulder width not exceeding 10 ft. unless prior or subsequent agreements state otherwise. This applies whether the entrance was constructed by MoDOT or by the property owner under a permit regardless of pavement type. The remainder of the driveway outside of the shoulder width shall be maintained by the commercial business.

====941.9.9.3 Public Entrances====
Public roads are to be maintained to the right of way line unless prior or subsequent agreements state otherwise.

====941.9.9.4 Drainage Structures====
[[image:941.29.jpg|right|475px]]
All entrance drainage and drainage structures within the limits of the right of way will be maintained by MoDOT forces even when constructed by permit. When the maintenance of drainage structures causes removal of or damage to the entrance surface, the surface will be replaced in kind and thickness by MoDOT’s forces. MoDOT forces will replace an existing drainage pipe that fails. It is not intended to require upgrading the entrance to new standards or specify the type of replacement pipe to be used. Other items, such as curbed islands, gutters, culverts, culvert pipes, posts, etc., shall be maintained by MoDOT if they were constructed by MoDOT. Maintenance of curbed islands, landscaping and other special features constructed under permit by the property owner will be maintained by the property owner unless prior or subsequent agreements state otherwise.

Where residential, commercial, and public entrances intersect MoDOT-owned and -maintained roadways, vegetation management shall be according to [[:Category:800 ROADSIDE DEVELOPMENT|EPG 800 Roadside Development articles]].

==941.10 Automated License Plate Readers and Pan-Tilt-Zoom Cameras==
{|style="padding: 0.3em; margin-left:15px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="310px" align="right"
|-
|'''Additional Resources'''
|-
|[https://modotgov.sharepoint.com/sites/ts/Contracts/Forms/AllItems.aspx?id=%2Fsites%2Fts%2FContracts%2FPermits%2FLicense%20Plate%20Readers&viewid=ceba12c3%2De3d0%2D48f3%2Da440%2De3c44ed8bf10 License Plate Readers SharePoint Site]
|-
|[[media:941.10-LPR Installations_06-23.pdf|LPR Flowchart and Installation Locations]]
|-
|[[media:941.10.1-LPR_Independent_Installation_Typical_Application_V05.pdf|LPR Independent Installation Typical Application]]
|-
| [https://epg.modot.org/forms/general_files/TS/Flock_Safety_Breakaway_TA.pdf Flock Safety Breakaway Typical Application].
|-
|}

Automated License Plate Readers (LPRs) and Pan-Tilt-Zoom cameras (PTZs) are an increasingly popular way for law enforcement to better locate vehicles associated with criminal activity. These high-tech devices allow law enforcement agencies to compare plate numbers against those of stolen vehicles and vehicles driven by individuals with expired licenses, an active warrant, or involved with terrorist activities.

The deployment of these devices on Commission right of way shall not create a safety risk for the traveling public or interfere with MoDOT’s ability to maintain and operate the transportation system. All costs associated with the installation and maintenance of the LPRs and PTZs will be the responsibility of the applicant. The following guidance applies to any LPR or PTZ installed on Commission right of way.

===941.10.1 Approval Process===
The general process for LPR and PTZ requests are outlined in the [[media:941.10-LPR Installations_06-23.pdf|LPR Flowchart]]. Law enforcement agencies must request approval, in writing, for deploying LPRs and PTZs from the [https://dps.mo.gov/dir/ Director of the Department of Public Safety]. Requests are to be on the law enforcement agency letterhead and emailed to the Department of Public Safety at [mailto:dpsinfo@dps.mo.gov dpsinfo@dps.mo.gov].

The Department of Public Safety (DPS) provides approval for the use of LPR and PTZ devices. MoDOT only facilitates the administration of work by others on Commission right of way. [[#941.6 Request for a Permit to Perform Work on MHTC’S Right of Way|MoDOT’s permitting process]] will be followed for the constructability and maintenance of the devices to ensure the safety of the traveling public. If an issue is identified through our normal permitting process and cannot be resolved, a permit for this work will not be issued.

It is the requesting law enforcement agency’s responsibility to contact MoDOT’s local permit specialist to initiate the permitting process, after approval from DPS has been received. Contact information for MoDOT’s local permit specialists can be found using the District Permit Maps.

The local district representative will work with the applicant through the permitting process. The permit request submittal must include:
:*An aerial image, or map, depicting all the individual LPR locations included in the submittal.
:*An aerial image for each LPR location included in the submittal clearly showing where the proposed installation with respect to the roadway and other structures on the right of way.
:*A set of drawings, or plans, showing the hardware and their installation details proposed on the right of way, which must be signed and sealed by a Missouri Professional Engineer (P.E.).
::*This applies to stand alone installations as well as installations on approved existing structures on right of way, such as signal and sign truss uprights.
:*Executing a Roles and Responsibilities document to specifically address the expectations of maintaining the devices being installed.
:*A plan to provide electricity to the equipment as well as retrieving data from the equipment.
:*A traffic control plan for any proposed work on the right of way to notify and guide motorists safely through the activity area.
:*A surety deposit or performance bond to insure satisfactory work, accepted by MoDOT.

A separate permit may be provided for the applicant, or their consultant, to access the right of way to collect information needed to develop a set of plans for installing the devices.

===941.10.2 Location===
When receiving a request, the district will work with the law enforcement agency to determine if there are acceptable locations for the proposed installations off MoDOT right of way. If there are no appropriate locations off of right of way, the district will work with the agency to determine if the LPRs and PTZs requested can be deployed on Commission right of way.

LPR and PTZ installations on Commission right of way shall only monitor traffic on MoDOT roadways and shall not be used to monitor off system roadways, such as county, city, or private facilities.

====941.10.2.1 LPR and PTZ Non-Permanent Installations - Speed Enforcement Trailers====
The only form of non-permanent structure that LPR and PTZ devices may be deployed on, when placed on Commission right of way, are speed trailers. However, speed trailers shall only be deployed for the primary purpose of speed enforcement and not for the primary purpose of deploying LPR and PTZ devices. When speed trailers are deployed, the electronic speed message must be active and the unit deployed and delineated in accordance with [[907.8 Speed Trailers Deployed by Others|EPG 907.8 Speed Trailers Deployed by Others]].

====941.10.2.2 LPR and PTZ Permanent Installations====
To assure LPR and PTZ devices do not represent an added risk to the traveling public, there are defined installation locations which are acceptable on Commission right of way.
Acceptable installation locations include:
:* Only deployed on the right side of the roadway outside of the shoulder.
:* On MoDOT traffic signal upright poles, except in instances where deployment will interfere with other devices already attached to the pole.
:* On MoDOT overhead sign truss upright poles.
:* On independent signal pedestal base poles behind barrier (installed and maintained by requesting agency or their LPR vendor) in accordance with the [[media:941.10.1_LPR_Independent_Installation.pdf|LPR Independent Installation Typical Application]].
:* On independent breakaway support that has been crash tested and approved by MoDOT. The following is a list of approved systems(s).
::* [https://epg.modot.org/forms/general_files/TS/Flock_Safety_Breakaway_TA.pdf Flock Safety Breakaway TA].
:* On any non-breakaway structure owned by a third party, with the written permission of the third party.

Locations where LPR and PTZ devices <u>shall not</u> be installed include, but are not limited to:
:* Any installation in the median / left side of a divided highway.
:* Any overhead location.
:* On any existing structure on right of way which has a breakaway design, whether it is owned by the Commission or a third party.
:* Any bridge structure.
:* Any location that already has a device installed.
:* Any location that may interfere with MoDOT's ability to manage the transportation system.

MoDOT does not allow the deployment of LPR and PTZ devices overhead or in the median as these locations would result in increased impact on the safety and mobility of the traveling public when performing installation and maintenance activities. LPR and PTZ devices are not permitted on any existing structure which is designed as a breakaway device on Commission right of way, regardless of ownership, as the addition of these devices could negatively impact the performance and safety of the breakaway structure.

There are three methods identified for deploying LPR and PTZ devices on Commission right of way, all of which must be approved by MoDOT and installed under a MoDOT permit:
:*LPRs and PTZs installed on MoDOT structures.
:*LPRs and PTZs installed on new stand-alone structures - installed and maintained by the requesting agency or their vendor in accordance with the [[media:941.10.1_LPR_Independent_Installation.pdf|LPR Independent Installation Typical Application]] or [https://epg.modot.org/forms/general_files/TS/Flock_Safety_Breakaway_TA.pdf Flock Safety Breakaway TA].
:*LPRs and PTZs installed on non-MoDOT structures - with the written permission of the structure owner.

=====941.10.2.2.1 LPRs and PTZs Installed on MoDOT Structures=====
LPRs and PTZs can be attached to MoDOT’s existing traffic signal upright poles and existing sign truss upright poles upon review and approval by MoDOT.
<div style="text-align: center;">
<li style="display: inline-block; vertical-align: middle;"> [[image:941.10.2.2.1.1.jpg|frame|<center>'''Green Box Indicates Acceptable Mounting Location on a<br/>Traffic Signal, Red Boxes are Unacceptable Mounting Locations'''</center>]] </li>
<li style="display: inline-block; vertical-align: middle;"> [[image:941.10.2.2.1.2.jpg|frame|<center>'''Green Box Indicates Acceptable Mounting Location on an Overhead Sign Truss,<br/>Red Boxes are Unacceptable Mounting Locations'''</center>]] </li>
</div>

=====941.10.2.2.2 LPRs and PTZs Installed on non-MoDOT Structures=====
There are some structures that have been permitted on Commission right of way which are owned by other entities, such as structures for weigh station bypass equipment or utility poles. Law enforcement agencies have the option to acquire approval from the owners of the structures to utilize them as supports for their LPR and PTZ devices if they meet the following criteria:
:*The structure must be reviewed and approved by MoDOT for use.
:*Written permission from the owner of the structure must be acquired and supplied to MoDOT.
:*Any structure which is of a breakaway design, such as roadway lighting poles or highway signs, are not acceptable support structures.
:*Installation location criteria listed in [[#941.10.2.2 LPR and PTZ Permanent Installations|EPG 941.10.2.2]] also apply to these structures.

=====941.10.2.2.3 LPRs and PTZs Installed on New Stand-Alone Structures=====
To limit the number of structures on Commission right of way, opportunities to locate the LPRs and PTZs off of right of way is the preferred option, followed by an installation location on an existing structure already on right of way. If it is determined a new stand-alone structure is required to facilitate the LPR and PTZ deployment, the following guidance shall be followed:
:*The district shall work with the local agency to find a location which meets the requirements outlined on the [[media:941.10.1_LPR_Independent_Installation.pdf|MoDOT License Plate Reader Independent Installation Typical Application]] or [https://epg.modot.org/forms/general_files/TS/Flock_Safety_Breakaway_TA.pdf Flock Safety Breakaway TA].
:*Stand-Alone LPR and PTZ structures shall be properly spaced away from other traffic control devices, which can include but are not limited to highway signs, traffic signal, roadway lighting poles, etc.:
::*No closer than 200 feet upstream of a traffic control device.
::*No closer than 50 feet downstream of a traffic control device.
:*Installation and maintenance access should be via adjacent private property or secondary roadways for divided highway, unless physically impossible.

===941.10.3 Additional Deployment Criteria===
A Roles and Responsibilities document shall be executed by the applicant, acknowledging they understand their duties for the installation, maintenance, and any other activity associated with the devices. This document will remain active as long as the LPR and PTZ system is in place, even after the permit for the installation has been released. This document will serve as a record of the terms.

In addition to our typical permitting criteria, there are some supplementary requirements and guidelines for a proposal to be eligible for consideration. Any exceptions to these supplementary requirements and guidelines need to be approved by the Highway Safety and Traffic Division.
* '''Power/Electricity –''' The applicant shall identify the method used to power the device. Power should be provided by an independent power source separate from any MoDOT power source.
* '''Network Connectivity –''' The applicant shall identify the method used to retrieve the data from these devices. MoDOT’s data networks, including locally managed networks such as Gateway Guide, Kansas City Scout, or Ozarks Traffic should not be used to transmit LPR and/or PTZ data. Any network or communication media shared between MoDOT and third parties should not be used to transmit LPR and/or PTZ data. Wiring or other electrical connections to MoDOT services, devices, or other installations should not be allowed.
* '''Maintenance –''' All LPR and PTZ devices as well as any new associated structures will be maintained by and at the expense of the applicant to assure that these structures will be kept in accordance with Commission standards and in good condition as to its safety, use and appearance. Maintenance activities will not cause an unreasonable interference with the use of or access to the Commission's state highway system. A new permit shall be required to perform future maintenance activities associated with the LPR and PTZ system.
* '''Relocation/Removal –''' In the event the Commission deems it necessary to request the relocation or removal of these devices and their accompanying structures, the relocation or removal shall be accomplished by the applicant, in a manner prescribed by the Commission, with all costs and expenses associated with this task paid by the applicant. Should the applicant fail to remove the device in a timely matter, the Commission reserves the right to remove the devices from the right of way.

[[Category:900 TRAFFIC CONTROL]]

Category:941 Permits and Access Requests

2026-02-09T22:04:37Z

Legged1: /* 941.6 Request for a Permit to Perform Work on MHTC’S Right of Way */ updated links

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'''EPG 941 Was Re-Written and Re-Organized in Nov. 2013'''
----

[[media:EPG 941 Summary.docx|A summarization of these revisions]] is available.
</div>

This article describes the different types of permit, entrance, and other access-related requests that MoDOT receives and provides information on how to evaluate each request in order to make sound decisions which protect the safety and operation of the state’s highways. The term, access request, may be used throughout this article to define any type of request when someone desires to be on MHTC’s right of way or to place or build anything on MHTC’s right of way. [[:Category:940 Access Management|EPG 940 Access Management]] should be reviewed thoroughly along with this article.
[[image:941 Permitting Process for Access Management.jpg|right|400px]]

Examples of access requests that MoDOT receives:

:* Applicant requesting a permit to perform work on MHTC’s right of way
:* Applicant requesting an entrance within normal access right of way
:* Applicant requesting an entrance within controlled access right of way
:* Applicant requesting an entrance within no access right of way
:* Applicant requesting to perform grading or construct geometric improvements within interstate right of way
:* City requesting to construct a “Welcome To” monument on MHTC’s right of way.

Permit, entrance and access requests vary from the simple to the highly complex. Examples of possible applicants are individual property owners, private developers, utility companies, cities and counties. Some can be addressed very quickly without much backup information and involvement, while others require a large amount of supporting documentation and collaboration with other parties, such as local government entities or private developers.

When reviewing any type of entrance request, knowing the type of right of way at the location is the first step. Depending on the level of access control (normal, controlled, or no right of access), there are appropriate items to consider and specific methods to follow. Roadway plan sheets, deeds of record or condemnation petitions should be reviewed prior to evaluating an entrance request.

A site visit should be a part of the basic review process for almost every type of access request. The purpose of this visit is to involve the applicant and other parties to clarify the process and requirements, address any concerns, and answer questions. It also helps determine whether the request complies with access management guidelines, sight distance requirements and other important considerations described in this article.

A traffic impact study may be required for developers or cities/counties seeking a new or modified access to the MoDOT system. The specific content of a traffic impact study will vary depending on the site and prevailing conditions.

Some access requests, depending on their type and location, require higher level approval, such as from the Highway Safety and Traffic Division, the Commission or the Federal Highway Administration.

==941.1 Entrance Requests Within Normal Access Right of Way==

While access is not restricted by deed along highways with normal access right of way, it remains important to assess each request consistently throughout the state to help maintain good mobility and safety. EPG 941.1 Entrance Requests Within Normal Access Right of Way provides information on how to evaluate entrance requests within normal access right of way.

===941.1.1 Evaluation Guidelines and Considerations===

EPG 941.1.1 provides basic considerations and guidelines for evaluating entrance requests located in normal access right of way. It is important to remember,though, that each request is unique, so there may be additional considerations not specifically listed below that should also be assessed.

:* Does the property already have an entrance?
:* Review [[:Category:940 Access Management|EPG 940 Access Management]] for guidance
::* Consider [[#941.9.1 Joint Use Driveways|joint usage]] of entrances, especially in locations with entrance density and spacing issues
::* What is the speed limit and the AADT along the roadway?
:* Complete a [[#941.7 Sight Distance for Entrances|sight distance]] evaluation
:* Determine whether a [[#941.8 Traffic Impact Study Requirements|Traffic Impact Study]] is necessary
:* What are the potential safety and operational effects to the state roadway system if an access is allowed?
:* Are there geometric improvements that should be required if the entrance is allowed?

===941.1.2 Compensation===

Since access rights were not purchased and restricted by deed within normal access right of way, there is no compensation due to the MHTC for the allowance of an entrance located within normal access right of way.

===941.1.3 Approval Authority===

The district has the authority to approve entrance requests within normal access right of way.

If a proposed entrance does not meet [[#941.7 Sight Distance for Entrances|sight distance]] and the request is denied by the district, an [[#941.7.5 Appeals Process|appeals process]] is available and can be pursued by the property owner.

===941.1.4 Agreement Process===

The agreement that shall be used when allowing an entrance within normal access right of way is a [[#941.6.1 Examples of Permit Requests|Permit to Work on Right of Way]].

==941.2 Entrance Requests Within Controlled Access Right of Way==

According to the Commission’s Policy for Limited Access (November 7, 2013):

:“The Commission recognizes that limiting access is an important tool for the safety and operation of state highways. The Commission also recognizes that community and property development opportunities may require changes or breaks in access to state highways where access rights have been purchased. The Commission supports access changes that are not detrimental to the overall design, safety, and operation of the roadway with the appropriate compensation.”

In order to promote consistency in the decisions regarding access changes, EPG 941.2 provides information on how to evaluate entrance requests within controlled (limited) access right of way. It is equally important that [[:Category:940 Access Management|EPG 940 Access Management]] be reviewed very carefully when considering all requests to ensure state roadways maintain good mobility and safety.
[[image:941.8.jpg|right|600px]]

===941.2.1 Types of Requests===

:*[[#941.2.2.1 Breaks in Access|Breaks in access]].
:*[[#941.2.2.2 Non-Contiguous Entrance Shifts|Non-contiguous entrance shifts]].
:*[[#941.2.2.3 Contiguous Entrance Shifts and/or Widenings|Contiguous entrance shifts and/or widenings]].
:*[[#941.2.2.4 Eliminate Use Restrictions on Existing Entrances|Eliminate use restrictions on existing entrances]].

===941.2.2 Evaluation Guidelines and Considerations===

EPG 941.2.2 provides basic considerations and guidelines for evaluating access requests located in controlled access right of way. <u>It is important to remember, though, that each request is unique, so there may be additional considerations not specifically listed below that should also be assessed.</u>

====941.2.2.1 Breaks in Access====

:*Are there acceptable alternatives for access via a nearby roadway that has normal access control?
:*Is this a break in access for a city or county roadway?
:*What is the speed limit and the AADT along the roadway?
:*Determine whether the access request is located on a [[media:144 Major Highway System 2022.pdf|Major Roadway]] or a Minor Roadway (see [[#941.2.4 Approval Authority|Approval Authority]] and [[940.3 Clearance of Functional Areas of Interchanges|EPG 940.3 Clearance of Functional Areas of Interchanges]]).
:*Determine whether the access request is located within the [[940.3 Clearance of Functional Areas of Interchanges|functional area]] of an interchange (see [[#941.2.4 Approval Authority|Approval Authority]] and [[940.3 Clearance of Functional Areas of Interchanges|EPG 940.3 Clearance of Functional Areas of Interchanges]]).
:*Does the request solely benefit a developer, with no benefit to the state roadway system?
:*Review [[:Category:940 Access Management|EPG 940 Access Management]].
:*Complete a [[#941.7 Sight Distance for Entrances|sight distance]] evaluation.
:*Determine whether a [[#941.8 Traffic Impact Study Requirements|Traffic Impact Study]] is necessary .
:*What are the potential safety and operational effects to the state roadway system if an access is allowed?
:*Are there geometric improvements above and beyond the entrance location, such as an additional turn lane, that should be required if the access change is allowed?

====941.2.2.2 Non-Contiguous Entrance Shifts====

A non-contiguous entrance shift is when an entrance is shifted from one property to another property; all property owners involved shall sign a change in access agreement. Note: A non-contiguous entrance shift that involves the same property owner on both properties (current entrance location and proposed entrance location) shall be considered the same as a contiguous entrance shift or widening for the purpose of the compensation determination.

:*Shifts should be limited to the immediate geographic area within the same county and along the same route.
:*The locations involved in the shift should have similar characteristics regarding the number of entrances to the roadway, driver expectancy, operating speed, traffic volume, alignment, and shoulder and roadway width.
:*Determine whether the shifted entrance will be located within the [[#940.3 Clearance of Functional Areas of Interchanges|functional area]] of an interchange (see [[#941.2.4 Approval Authority|Approval Authority]]).
:*Review [[:Category:940 Access Management|EPG 940 Access Management]].
:*Complete a [[#941.7 Sight Distance for Entrances|sight distance]] evaluation.
:*Determine whether a [[#941.8 Traffic Impact Study Requirements|Traffic Impact Study]] is necessary.
:*What are the potential safety and operational effects to the state roadway system if the access is shifted?
:*Are there geometric improvements above and beyond the entrance location, such as an additional turn lane, that should be required if the access is shifted?

====941.2.2.3 Contiguous Entrance Shifts and/or Widenings====

A contiguous entrance shift and/or widening is when an entrance is shifted (and/or widened) within the same property.

:* Review [[:Category:940 Access Management|EPG 940 Access Management]].
:* Complete a [[#941.7 Sight Distance for Entrances|sight distance]] evaluation.
:* What are the potential safety and operational effects to the state roadway system if the access is shifted?
:* Are there geometric improvements above and beyond the entrance location, such as an additional turn lane, that should be required if the access is shifted?

====941.2.2.4 Eliminate Use Restrictions on Existing Entrances====

:*Determine whether a [[#941.8 Traffic Impact Study Requirements|Traffic Impact Study]] is necessary.
:*What are the potential safety and operational effects to the state roadway system if the entrance’s use restrictions are eliminated?
:*Are there geometric improvements above and beyond the entrance location, such as an additional turn lane, that should be required if the entrance’s use restrictions are eliminated?

===941.2.3 Compensation===

An application fee of $100 should be charged to parties requesting changes in access within controlled access right of way. The deposit shall be made payable to <u>Director of Revenue – Credit State Road Fund</u>. The fee shall be refunded if MoDOT elects not to approve the request. If the applicant chooses not to pursue the request, the applicant shall forfeit the fee. If the request is approved, the application fee shall be deducted from the total compensation due the Commission for the access change. The fee should be waived when the requesting party is a governmental entity.

EPG 941.2.3 outlines the compensation rules for access changes within controlled access right of way. State highways and access were purchased with state road funds for fair market value; therefore, failure to acquire fair market value for access changes is a diversion of state road funds.

'''Breaks in Access for a City/County Road'''

In order for a break in access to be classified in this category:

:*The request shall be made by a city or county.
:*The request shall not solely benefit a developer or individual with commercial interests.
:*When available, a master roadway plan shall be provided which clearly shows the requested break in access and its connection to a city or county roadway system that provides circulation of traffic and relief to the state system.

If the entire connection is not planned to be constructed at one time, dedication or reservation of right of way for the city or county roadway may be required as assurance of the intent to connect this roadway at a future date.

If the above criteria are met, then the break in access may be granted for no charge.

'''Breaks in Access and Non-Contiguous Entrance Shifts'''

This subarticle covers compensation requirements for all other breaks in access that do not meet the criteria for a city/county road, in addition to non-contiguous entrance shifts between different property owners (see also, [[236.5 Property Management#236.5.28.3 Compensation for Changes in Access|EPG 236.5.28.3 Compensation for Changes in Access]]).

:*An appraisal shall be completed if the district Right of Way department determines <u>either</u> of the following:
::- There is a change in the highest and best use of the property, OR
::- There is a change in the level of intensity of the highest and best use of the property or an enhancement to the highest and best use of the property.
:*When an appraisal is completed, the following applies:
::- The applicant is charged the <u>greater</u> of the following:
:::*The enhancement value to the property, as determined by the appraisal (see [[236.5_Property_Management#236.5.28.3_Compensation_for_Changes_in_Access|EPG 236.5.28.3 Compensation for Changes in Access]] for instruction on appraisals). OR
:::*The amount shown on the [[media:941 Value.pdf|Value Determination Schedule]] .
::- The district may approve a negotiated amount within 25% of the appraised value. Any amount beyond 25% of the appraised value shall be presented to the Asst. to the State Design Engineer - Right of Way for review and approval.
:*If the district Right of Way department determines an appraisal is not necessary (from the first step above), then the appropriate charge shall be interpreted from the Value Determination Schedule.

'''Contiguous Entrance Shifts and/or Widenings'''

Compensation for contiguous entrance shifts and/or widenings shall be determined from the [[media:941 Value.pdf|Value Determination Schedule]]. Note: Compensation for non-contiguous entrance shifts and/or widenings where both properties are owned by the same property owner will also be determined from the Valuation Determination Schedule.

'''Eliminate Use Restrictions on Existing Entrances'''

Compensation for the elimination of use restrictions shall be determined from the [[media:941 Value.pdf|Value Determination Schedule]].

===941.2.4 Approval Authority===

EPG 941.2.4 outlines the approval authority for the various types of access requests within controlled access right of way. Regardless of the approval authority, it is crucial the Commission Policy and the information provided in the EPG should be consistently followed when requests are evaluated in order to protect the operation and safety of the state’s highways.

'''IMPORTANT:''' It is the responsibility of the Commission to sign the deeds conveying any access.
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|'''Additional Resources for<br/>Commission Policies and<br/>Execution of Agreements'''
|-
|[https://www.modot.org/media/31627 MHTC Policy about Limited Access Roadways - Delegation of Authority]
|-
|[https://www.modot.org/media/31628 MHTC Policy about Limited Access Roadways – Execution of Documents]
|}

'''District Approval'''

The District Engineer may approve the following access changes:

:*Eliminate use restrictions on existing entrances.
:*Contiguous entrance shifts and/or widenings.
:*Non-contiguous entrance shifts <sup>1</sup>.
:*Breaks in access along Minor Roads <sup>1</sup>.

<sup>1</sup> Except those that would be located within the [[940.3 Clearance of Functional Areas of Interchanges|functional area]] of an interchange (see Highway Safety and Traffic Division Approval, immediately below).

'''Highway Safety and Traffic Division Approval'''

The State Highway Safety and Traffic Engineer may approve the following access changes:

:*Breaks in access along [[media:144 Major Highway System 2022.pdf|Major Roads]].
:*Breaks in access and non-contiguous entrance shifts that would be located within the [[940.3 Clearance of Functional Areas of Interchanges|functional area]] of an interchange.
:*Access requests that do not meet sight distance or compensation requirements.

'''Commission Approval'''

If the State Highway Safety and Traffic Engineer determines a request to be high impact or a request is noncompliant with the Commission Policy and/or does not adhere to the information provided in EPG 941, then the request may be submitted to the Commission for its review and approval. Examples may include, but are not limited to:

:*Access requests that involve any conflicts of interest.
:*Requests that create a diversion of state road funds by not requiring the appropriate compensation for change in access.
:*Major development access requests located within the [[940.3 Clearance of Functional Areas of Interchanges|functional area]] of an interchange.

===941.2.5 Quit Claim Deeds, General Warranty Deeds and Agreements===

Once an access request has been approved (See [[:Category:941_Permits_and_Access_Requests#941.2.4_Approval_Authority|EPG 941.2.4 Approval Authority]]), there is additional documentation and deed-work that needs to be completed. It is important to remember that an access break within controlled access is a property right that is given and received by a recorded deed. Specific agreements may need to be executed as well.

'''Quit Claim Deed'''

When there are access changes within controlled access right of way, a quitclaim deed, releasing the Commission’s claim on the proposed access shall be developed by the district right of way staff in eAgreements, following guidance in [[153.20_Right_of_Way|EPG 153.20]]. Quit claim deeds are executed by the Commission and filed with the County Recorder’s Office by the District Representative. MoDOT is responsible for the filing/recording fee with the County Recorder’s Office.

'''General Warranty Deed'''

In cases involving entrance shifting, a general warranty deed, releasing the applicant’s claim to the existing access right shall also be prepared by the District in eAgreements, following guidance in [[153.20_Right_of_Way|EPG 153.20]]. General Warranty Deeds are executed by the landowner, and filed with the County Recorder’s Office by the District Representative. MoDOT is responsible for the filing/recording fee with the County Recorder’s Office.

'''Agreement'''

Access changes in controlled access right of way require execution of a contract between the property owner(s) and the MHTC when either of the following occurs:

:*There are geometric improvements above and beyond the entrance location, such as an additional turn lane, required as a condition of the access change.
:*There are specific conditions or future requirements that are associated with the access change.

All Access Change Agreements should be drafted by the district staff in eAgreements. The Highway Safety and Traffic Division will be the reviewer for all these agreements. (See [[#153.21 Traffic|EPG 153.21 Traffic]].)

Agreements shall be prepared using Chief Counsel’s Office (CCO) standard format agreements, which are available from [http://sp/sites/eagreements/SitePages/Home.aspx eAgreeements], as are additional pre-approved boilerplate clauses.

[[image:941.2 Coordination between MoDOT and Local Entities.jpg|right|400px]]
Appropriate acknowledgement pages must be completed and notarized for each party executing the agreement (including an acknowledgement by the Commission); standard form acknowledgements are available from eAgreements.

Agreements with local government entities (cities, counties, villages, etc.) shall be accompanied by an ordinance authorizing execution by the person(s) signing the agreement; sample enabling ordinances are available from CCO’s site.

Any modification to the standard formats, outside of the addition of boilerplate clauses, shall require Highway Safety and Traffic Division and CCO review and approval.

If it is determined no agreement is necessary, district traffic staff shall complete the [[media:941.2.5-Access Change Checklist-06_2023.docx|Access Change Checklist]]. This is then shared with district right of way staff to draft the required updates to the deeds.

Once the agreement or checklist is prepared, district traffic staff sends agreement or checklist to district right of way staff to complete the deeds required.

Once the agreement and deeds are prepared and all necessary approvals secured, it is the district’s responsibility to obtain the appropriate local signatures and notarize the acknowledgements. The applicant must fully execute all necessary copies (2 copies are required), prior to final execution by the MoDOT and MHTC representatives. If additional copies are desired, the drafter will work with the Commission’s Secretary’s Office prior to sending the agreement to the applicant for signature.

===941.2.6 Final Approval and/or Document Execution===

Once all necessary documents (as described in [[:Category:941_Permits_and_Access_Requests#941.2.5_Quit_Claim_Deeds.2C_General_Warranty_Deeds_and_Agreements|EPG 941.2.5 Quit Claim Deeds, General Warranty Deeds and Agreements]]) are completed, the district shall submit to the Highway Safety and Traffic Division for further execution. The submittal shall include:

:*Agreements (if necessary).
:*Quit Claim Deed.
:*General Warranty Deed (if necessary).
:*Processing documentation (such as eAgreements properties page).

If the access change requires approval from the Commission, there is additional information that needs to be prepared. The Highway Safety and Traffic Division staff is responsible for preparing the Commission item background information for the agreement to be placed on the Commission’s agenda. There are strict deadlines for placing items on the Commission Agenda. See the [https://epg.modot.org/forms/general_files/CS/agenda_checklist-backup_schedule.pdf Agenda Checklist and Backup Schedule]. If all deadlines have been met, the access request will be acted on during the next scheduled Commission Meeting. The Commission chairman or vice-chairman then executes the agreement.

The Highway Safety and Traffic Division shall ensure the necessary deeds, agreements, and background information be routed to the Chief Counsel’s Office (CCO) for review and approval-as-to-form; CCO will forward the documents to the Commission Secretary (CS) for final execution. The agreement’s properties page is printed and used instead of a cover letter, memo, or transmittal form.

Once the agreements are fully executed, one original executed copy of the agreement will be retained for the Commission files, and the balance of the executed copies will be returned to the district, for recording and distribution. One original executed copy will be recorded along with the deeds in the County Recorder’s Office. The order in which they are recorded shall be Agreement, General Warranty Deed, and Quitclaim Deed.

The Permit to Work on Right of Way associated with the change in access shall not be issued until the deeds (and agreements, if required) are fully executed, including execution by the Commission Secretary.

==941.3 Entrance Requests Within No Access Right of Way==

The no right of access restriction is used to restrict access from adjoining properties to the roadway in any matter during the present or in the future, therefore entrances within No Access Right of Way shall not be permitted.

If there is a request within No Access Right of Way and the district determines that the type of right of way in that location may not need to be as restrictive, then the request shall be submitted to the Highway Safety and Traffic Division for review.

The review process and guidelines shall follow the procedures shown in Entrance Requests Within Controlled Access Right of Way, with the approval authority being the Highway Safety and Traffic Division and the option of submittal to the Commission.

==941.4 Request to Perform Grading or Construct Geometric Improvements within Interstate Right of Way==

MoDOT occasionally receives permit requests from applicants requesting to perform grading or build geometric improvements on the interstate right of way. Any request that involves the right of way along interstate highways requires submittal to the Highway Safety and Traffic Division, and subsequently will be submitted to the Federal Highway Administration (FHWA).

Both, grading and geometric improvement requests on the interstate shall be submitted to the Highway Safety and Traffic Division for review and approval.

The following list is recommended for submittals to the Highway Safety and Traffic Division for interstate grading or geometric improvement requests:
:* Documentation from the district explaining the request in detail
:::• who is requesting
:::• what they want to do
:::• when they need it
:::• where it is located
:::• why ROW Access is needed
:::• how much of the ROW and for how long
:* General location map
:* Depending on the level of approval sought (conceptual or final), plans should be submitted, which may include plan sheets, cross sections, traffic control plans, drainage plans, and erosion control plans
:* Site map with clear definition of the owner’s property and the desired ROW access
:* Documentation of approval from the district
:* Determination of value by the MoDOT district. The Highway Safety and Traffic Division can be used as a resource to assist in the determination of value
:* [[:Category:941 Permits and Access Requests#941.8 Traffic Impact Study Requirements|Traffic Impact Study]], if needed. Consultation with the Design Division is necessary to determine if additional NEPA documentation or Access Justification Report, will be required by FHWA. Additional information can be found in [[234.1 Access to Interstate Highways|EPG 234.1 Access to Interstate Highways]].

If the Highway Safety and Traffic Division approves the request, it will be submitted to FHWA along with documentation from the division indicating that the request has been reviewed and approved, and that FHWA approval is sought. Requests will be submitted to FHWA through the Division’s Realty Specialist, as outlined in MoDOT’s partnering agreement with FHWA. FHWA’s regional Transportation Engineer should receive a copy of the request. FHWA can provide either conceptual approval or final approval, and may require a minimum of two weeks to consider a geometric change request.

Additional information may be found at [https://www.fhwa.dot.gov/modiv/staff.cfm FHWA’s Missouri Division staff directory] and [https://www.fhwa.dot.gov/modiv/programs/oversite/partner/safety_traffic.cfm FHWA Partnering Agreement 2018].

==941.5 Request by a City to Construct a “Welcome To” Monument==

Cities may request to place "Welcome To" Monuments on Commission-owned land to welcome visitors to their community when their city limits encompass the state route. Welcome To Monuments are ground mounted structures only. Welcome To Monuments shall not be mounted in an overhead configuration, on sign structures or on bridge structures, i.e. girders, columns abutment walls, aesthetics, etc.
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="180px" align="right"
|-
|'''Additional Information'''
|-
|[[903.9_General_Information_Signs#903.9.13_Welcome_To_Signs_for_Cities|EPG 903.9.13 Welcome To Signs]]
|-
|[[:Category:241 Aesthetic Considerations|EPG 241 Aesthetics Considerations to Bridges]]
|-
|[[:Category:140 Encroachments and Items Permitted on MoDOT’s Right of Way#140.3 Guidelines for Installation of Banners on Lighting Poles|EPG 140.3 Guidelines for Installation of Banners on Lighting Poles]]
|}

A monument is any sign that does not meet the standards and guidance described in [[903.9_General_Information_Signs#903.9.13_Welcome_To_Signs_for_Cities|EPG 903.9.13 Welcome To Signs]]. Other terms that may be used in place of monument are gateway or marker.

The first step the district shall take when receiving a request from a city for a Welcome To Monument is to work with the city to determine if there are acceptable locations for the proposed monument off of Commission-owned land.

If there are no appropriate locations, the district will work with the city and Central Office Highway Safety and Traffic Division to compile the following information to determine if the monument request on Commission property may be considered, such as a [[:Category:241_Aesthetic_Considerations#241.7_Roundabout_Aesthetic_Structure|roundabout aesthetic structure]].

'''Monument Requirements'''

:* The monument shall be placed in a location that is not reachable by an errant vehicle; [[231.2 Clear Zones|clear zone]] principles do not apply.

:* The monument shall be installed in a location that does not interfere with normal highway signs or impede sight distance.

:* The district shall work with the city to find a location that poses the least risk to the public.

:* The city shall provide detailed design plans (exhibits, graphics, lighting, irrigation, location map, etc.) and specifications of the monument, including grading around the monument.

:* The monument shall not create a distraction or a hazard to motorists and the monument is not designed in a way to invite pedestrian traffic. Therefore, plans which include features such as water and electricity shall be thoroughly examined.

:* One monument per each direction of travel per the dominant travelway entering into the city limits within the city limits when possible. Pending MoDOT approval.

:* The district shall determine if the proposed monument location is on excess property and whether Commission ownership shall continue.

:* The district shall verify there are no conflicting encumbrances on the property (lease, etc.).

:* Maintenance access shall be via adjacent private property, unless physically impossible.

:* The monument shall not contain advertising or sponsorship.

<div id="Once Central Office Traffic conceptually"></div>
Once Central Office Highway Safety and Traffic conceptually approves the location of the city monument, the city will provide the legal description from a professional survey of the location to the district Traffic staff. Once the district Traffic staff receives the legal description, district Traffic staff will provide it to the district Right of Way staff. District Right of Way staff will then request categorical exclusion (CE) determination from the Environmental Studies Section for review to ensure there are no environmental issues with the proposed location.

'''District Review and Recommendation'''

The district will present the following information to the district’s Asset Management Committee (AMC) for conceptual approval as referenced in [[236.5 Property Management#236.5.25 Leases, Licenses and Airspace License Agreements|EPG 236.5.25 Leases, Licenses and Airspace License Agreements]]:

:* Location map which should include nearby highway(s), intersection(s), town, etc.

:* Aerial map of the proposed monument location

:* Exhibit which shows the legal description from a professional land survey of the property requested for the monument location

:* Plan sheets for the monument design

:* Roadway plan sheets

:* Documentation from the district which addresses '''all''' of the above requirements.

Once the AMC provides conceptual approval, the district will send the items presented to the AMC, including the AMC meeting minutes to Central Office Right of Way for conceptual approval and compliance with [https://epg.modot.org/index.php/236.5_Property_Management#236.5.25_Leases.2C_Licenses_and_Airspace_License_Agreements EPG 236.5.25]. Once Central Office Right of Way provides conceptual approval, they will request conceptual approval from Central Office Highway Safety and Traffic. Once Central Office Highway Safety and Traffic provides conceptual approval, and if the monument location is on interstate right of way, Central Office Right of Way will request conceptual approval from FHWA. Once FHWA provides conceptual approval, Central Office Right of Way will inform the district that the final approval and execution of RW45 agreement stage can begin.

'''Final Approval and Execution of Agreement'''

The district will inform the city that conceptual approval has been granted and the requirement to enter into a license agreement with the Commission. The district will draft the license agreement (RW45 Agreement) in eAgreements and request a locally executed agreement from the city.

The district will provide Central Office Right of Way the locally executed agreement and the CE approval. Once Central Office Right of Way approves the locally executed agreement, they will request approval from Central Office Highway Safety and Traffic. Once Central Office Highway Safety and Traffic approves, and if the monument location is on interstate right of way, Central Office Right of Way will request approval from FHWA. Once FHWA approves the agreement, Central Office Right of Way will fully execute the agreement and provide a copy to the district. District Right of Way will enter the agreement into the Realty Asset Inventory.

==941.6 Request for a Permit to Perform Work on MHTC’S Right of Way==
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|-
|'''Additional Information'''
|-
|[https://www.modot.org/permits Permits webpage]
|-
|[https://www6.modot.mo.gov/ElectronicPermittingExternal/Default.aspx Electronic Permitting - Utility Login]
|-
|[https://www6.modot.mo.gov/ElectronicPermittingExternal/PermitRequest.aspx Initial On-line Request ]
|}
Any work performed on the MHTC’s Right of Way requires a permit. Some requests are very simple and can be addressed quickly without much background information, while others may be highly complex and require a large amount of supporting documentation and collaboration with other parties.

An external [https://www.modot.org/permits permits webpage] is available for customers to request a permit to work on right of way, in addition to including important links relating to working on MHTC’s right of way.

''Before granting a Permit to Perform Work on Right of Way, it is important to ensure that the request does not require higher level approval or a separate agreement by reviewing EPG 941 in its entirety.''

EPG 941.6 describes the basic guidelines that should be followed when evaluating a request to do work on right of way.

===941.6.1 Examples of Permit Requests===

There are many different reasons why a permit may be requested. Some examples are listed below, but the following should not be interpreted as a complete list.

:* Construction or reconstruction of entrances
:* Grading/landscaping or geometric improvements
:* Utility installation or relocation.

===941.6.2 Two Forms for a Permit to Work on Right of Way===
[[image:941.26 contractor.jpg|right|185px]]

There are two different forms for a Permit to Work on Right of Way: one for non-local government projects and one for local government projects. They appear very similar, but the important difference is Section 9 in the General Provisions. Applicants who need to have the Permit for Local Government projects have [[#941.6.3.4|additional requirements]].
:* Permit for non-local government projects
::- This permit is for all contractors and individuals not doing work for public entities/local governments.
:* Permit for local government projects
::- This permit is for all contractors performing work for public entities/local governments and for a public entity/local government performing the work with internal forces.

===941.6.3 Evaluation Guidelines and Considerations===

EPG 941.6.3 provides basic information that may be necessary for evaluating permit requests. It is important to remember though that each request is unique, so there may be additional considerations not specifically listed below that should also be assessed.

====941.6.3.1 Plan Sheets/Site Plans====

Depending on the type of request, the applicant may need to submit various types of plan sheets or site plans. These may include, but are not limited to: plan/profile sheets, drainage sheets, erosion control sheets, cross-section sheets, traffic control sheets.

====941.6.3.2 Meetings====

A site visit should be a part of almost every type of permit request. Additional meetings may also be required, especially when collaboration with other parties, such as local government entities or private developers, is needed.

It may also be necessary to involve other divisions within MoDOT for plans review or other analyses.

====941.6.3.3 Proposed Permit Work Within Limits of a Proposed or Active Project====
[[image:941.31 Permits within the limits.jpg|right|350px]]

'''Within Limits of a Proposed Project'''

The permit applicant shall be informed of any proposed projects, and it may be advisable to either postpone the issuance of the permit or coordinate with district design to ensure the work will be compatible with the new construction. If compatible construction is not possible and the applicant desires to continue with the permit, the district may choose to allow the applicant to omit some permanent features in order to limit the construction that would later be removed by MoDOT. A copy of the proposed or permitted entrance plans shall be made available to district design to incorporate into contract plans, if necessary.

'''Within Limits of an Active Project'''

A project is considered active after notice to proceed date.

Any work done on an active permit must be completed prior to or suspended to not cause any delay to contracted MoDOT project(s).

In order to issue a permit within an active construction project, the work shall be coordinated with the District Construction and Materials Engineer. After the construction requirements are developed, it shall be the applicant’s responsibility to obtain an endorsement from the roadway contractor, which relieves the Commission of any responsibility for delays or additional costs which the roadway contractor might incur as a result of the applicant’s work. Upon receipt of written documentation, a permit may be issued.

Copies of the permit and plans are furnished to the District Construction and Materials Engineer. Inspection of permitted work within the limits of a construction project shall be the responsibility of the District Construction and Materials Engineer.
[[image:941.32 cooperation.jpg|right|140px]]
District staff shall work together to ensure cooperation between the applicant and the roadway contractor is enhanced. If issues arise, the District Engineer shall be made aware and assist if possible. Contractor legal relations to MoDOT and responsibility to the public is detailed in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 107].

====941.6.3.4 Section 9 Requirements for Local Government Projects====

If the permit will be for a local government project, then the applicant must do the following:

:* Provide proof that they carry commercial general liability insurance and commercial automobile liability insurance from a company authorized to issue insurance in Missouri.
:* Must name the Commission, MoDOT, and its employees as additional named insured in amounts sufficient to cover the [https://insurance.mo.gov/industry/sovimmunity.php sovereign immunity limits] for Missouri public entities (as calculated by the Missouri Department of Insurance, Financial Institutions and Professional Registration, and published annually in the Missouri Register pursuant to [https://revisor.mo.gov/main/OneChapter.aspx?chapter=537 537.610 R.S. Mo]).

====941.6.3.5 Storm Water Regulations====

Applicants requesting a permit to perform work on MHTC’s right of way (excluding utility companies) should be informed that Department of Natural Resources (DNR) storm water permits are required when a private developer is proposing any land disturbance activity greater than one acre adjacent to our right of way. The owner or applicant must specifically be asked whether they are aware of the storm water regulations.

:* If the response is "yes" and documentation can be provided showing they are either exempt or have obtained their DNR permit, the permit issuance process may continue.
:* If the response is "no," the applicant should be advised to contact the appropriate DNR regional office to obtain their DNR permit or furnish some type of affidavit of exemption.

Documentation must be provided prior to the issuance of the permit. The burden of proof shall be the responsibility of the permit applicant rather than MoDOT staff.

====941.6.3.6 Deposit Requirements====
Deposits are not routinely required for applicants constructing Type I (private residential/farm) entrances, however unusual conditions or construction may warrant a deposit. Deposits may be required for Type II (side street/road), Type III, Type IV, and Type V (commercial/industrial) entrances if the applicant is not a government agency. Details regarding entrance types, refer to the standard plans.

In order to maintain consistent deposit requirements for entrance permits, the cost of curbing required is used as a guide. If other circumstances or construction dictate the need to increase the deposit above the amount required to build the curbing, this increased amount is added to the deposit.

If the deposit is a cashier’s check, a minimum amount of $500 and a maximum of $50,000 will be required. If deposit requirements exceed $50,000, a [https://www.modot.org/media/10740 performance bond] will be required. There is no maximum limit for a performance bond. The performance bond or cashier's check shall be made payable to <u>Director of Revenue - Credit State Road Fund</u>.

All deposit checks shall be transmitted to Financial Services using the following procedure:
# Forward deposit as received to Financial Services by attaching the Receipt - Transmittal of Money form. It is imperative to furnish the remitter’s correct name and address.
# Upon satisfactory completion of the permit, the district advises Financial Services by email or other written communication to refund a check to the remitter.
# Financial Services will transmit the check directly to the remitter and also notify the district by email that the check has been processed. The warrant request is attached to the file copy of the permit.
# If the work is not completed as described in the permit, refer to Default of Permit Requirements.

Performance bonds for permits to work on Missouri Highways and Transportation Commission right of way will cover all permitted work for a five (5) year period beginning from the bond execution date. Bonds will be cancelled after all permit work covered by the bond is successfully completed and the permit is released by MoDOT. Any new permit work will require a new executed bond. Bonds can be cancelled by the principal or surety when there is no active work being completed. MoDOT reserves the right to cancel or hold a bond at their discretion.

Beginning January 1, 2026, performance bonds for permits to work on Missouri Highways and Transportation Commission (MHTC) right of way should use [[#table941.6.3.6|the table below]] to determine minimum performance bond amounts for statewide consistency. All bond amounts should be discussed with a MoDOT representative. MoDOT reserves the right to adjust any performance bond amount at any time.

{| id="table941.6.3.6" class="wikitable" style="margin:auto; text-align:center;"
! Number of Permits per Year !! Minimum Bond Amount
|-
| less than 24 || Based on work to be performed
|-
| 24 || $120,000.00
|-
| 40 || $200,000.00
|-
| 60 || $300,000.00
|-
| 100 || $500,000.00
|}

====941.6.3.7 Construction Inspection====

Regardless of the quantity of the work being done on MHTC’s right of way, inspection of the construction work is extremely important to ensure quality and conformance to the requirements set in the permit. Inspection responsibilities for each permit should be discussed with the necessary district staff.

District staff must share in the responsibility of routine inspections of entrances under construction. Applicants are required to notify district staff of anticipated dates for various stages of their construction work, and the appropriate personnel are to make an effort to make timely inspections for the applicant.

Examples of routine inspections may include:

:1. Inspection of drainage pipes before backfilling to ensure proper placement and that materials meet state specifications.

:2. Inspection of the subgrade and all concrete forms prior to concrete placement to ensure proper location and workmanship.

:3. Inspection of their traffic control plan and other roadway safety issues

:4. Inspection of their erosion control plan

:5. Final inspection after completion.

More or less, inspections may be necessary, depending on the complexity of construction. The applicant may be required to place funds in escrow to pay for construction inspection on large projects. If this occurs, the permit request and plans must be forwarded to Highway Safety and Traffic Division for approval and establishment of a special AFE account.

When deemed necessary by the department i.e. when a signal is being installed as part of a permit or there is more work in MoDOT right of way than one MoDOT representative will be able to handle the amount of inspections on their own Independent outsource inspection may be required. This is to be paid for by the applicant. The outsource inspectors shall be approved prior to permit issuance by the department.

====941.6.3.8 Construction Time/Length of Permit====
[[image:941.25.jpg|right|500px]]
A typical entrance permit is written for a maximum of 90 calendar days. If the applicant provides proof that the work involved will require longer than 90 days, then a permit may be written for a longer timeframe, if district traffic staff chooses. Normally, permit construction is not to extend beyond one year from date of issuance.

Extensions should be considered only if weather conditions have hindered construction or if work has progressed or is progressing in a timely manner, and the standard 90 days is simply not enough time to complete the work. Availability of materials may also cause understandable delays. During winter months an extension of 180 days may be necessary. Otherwise, a 30-day extension is adequate. After two extensions, the applicant may be required to submit a written request for an extension with an explanation for the delays and a projected time of completion. Contact with the contractor or applicant is made prior to granting any extensions.

A permit is not issued until construction is ready to begin. When work has failed to begin by the expiration date of the permit, and contact or cooperation with the applicant is not possible, the permit is canceled. Re-issuance of the permit at a later date may require an increase in the amount of deposit.

Applicants with expired permits in excess of 6 months are not normally issued additional permits until work on expired permits has been completed.

A letter of intent to issue a permit may be considered, when it is necessary for the applicant to receive funding.

====941.6.3.9 Default of Permit Requirements====

If district staff has determined that the applicant is not completing the permit work, as described in the permit, written notification should be sent to the applicant when it is evident completion is not probable. The letter may include the following:

:* Description of the required work necessary to complete the terms of the permit
:* If applicable, recognition of any previous excusable delays
:* The length of time the permit was written for
:* Request of an explanation as to why work has not progressed in a timely manner
:* Request of an anticipated completion date
:* Other pertinent information discussed during previous field contacts regarding the permit work and the completion date.

If the applicant is non-responsive or there is a lack of progress made on the incomplete work 30 days after the initial notice, the District Engineer shall be made aware of the details and provided with a recommended action. A recommendation to restore the right of way to its original condition may be necessary.
If the District Engineer determines that the right of way shall be restored to its original condition:
:* A second letter shall be sent to the applicant notifying them the right of way shall be restored to its original condition or configuration within 30 days from the date of the letter. The letter shall be sent via registered mail, and a signed receipt is requested.

:* Department staff must maintain all correspondence, including mail receipts, with the permit.

:* A complete copy of all correspondence pertinent to the permit must also be forwarded to both the Highway Safety and Traffic Division and Financial Services.

:* Prior to the removal date, necessary staff is scheduled to remove the driveway. Consideration should be given to the presence of a law enforcement officer, as well as providing personnel from outside the immediate community for the removal work.

:* The applicant shall be contacted by telephone at least 2 times and advised when the restoration will take place.

:* Backfill materials removed from a driveway may be delivered to the nearest maintenance building or graded into the existing right of way. The drainage pipe is placed at the right of way line.

:* A record of expenses incurred by the department for labor and equipment shall be kept. An itemized copy of those expenses is forwarded to Financial Services and the Highway Safety and Traffic Division. Districts should refer to Financial Policy and Procedures Manual, about reimbursing district budgets for equipment and expenditures paid from district funds. Reimbursed costs will be limited to the deposit and amounts collected.

If completion of the permit work is desired, prior approval from the District Engineer must be obtained. Completion shall be considered only in cases where the completion of the permit work would be more beneficial to the department than removal and restoration of the right of way. Completion may be through an outside contractor or by state forces using the deposit to pay expenses in the same manner as described for removal.

===941.6.4 Electronic Permitting Application ===

An [https://www6.modot.mo.gov/ElectronicPermittingExternal/Default.aspx electronic permitting application] is available for utility companies that routinely perform work on right of way. This application expedites the permitting process by allowing Utility Companies to:
* Store contact information for their staff as well as contractors
* Track the progress of any permits requested
* Include detailed project information, such as location, work description, and attachments
* Correspond directly with MoDOT permit staff
* Accept the terms of the permit via an electronic signature
* Have a history of previously issued permits

Access to this electronic permitting application can be requested through this sign up form. After submitting this request for access, a local permit specialist will reach out to the requesting utility company and walk them through the remaining approval process. This includes:
* Confirming the requestor is a legitimate utility company that frequently requests permits
* Checking to see if access has already been provided to the utility company
* Confirming the requestor is registered with the Missouri Public Service Commission
* Confirming the requestor is registered with the Missouri Secretary of State Business Listing
* Executing an Electronic Signature Agreement (TR50)
* Receiving a performance bond

If the requirements above are met, access to the electronic permitting application may be provided.

This access is for the utility company, not an individual. MoDOT will only provide log-in credentials to identified utility company contacts. The log-in credentials for the utility company’s account can be shared by the utility amongst multiple individuals. This is at the discretion of the utility company and is interpreted as a delegation of authority to various individuals to request and accept the terms of permits on their behalf.

Utility companies that have access to the electronic permitting application are expected to keep their Electronic Signature Agreement (TR50) and performance bond current. It is expected that when a utility company is bought out, rebranded, or has any other significant change to their company that they will notify MoDOT and update these documents accordingly. The legal name identified on these documents as well as how they are identified within the electronic permitting application must match. If MoDOT finds an inconsistency between these items, the following steps will be taken to get the utility into compliance.
* The utility company will be notified of any inconsistencies and the necessary steps required to get back into compliance. A 45-day grace period will be provided to allow time for the utility to execute and submit the required documents.
* If resolution has not been achieved within the grace period, access to submit permit requests via the electronic permitting application may be removed.

==941.7 Sight Distance for Entrances==

There are two basic concerns of responsibility when considering the sight distance requirements for any entrance. The first concern is providing maximum safety for the motoring public. The second concern is providing for access to the adjacent property owners.

Preparation for issuing a permit must include a prior inspection of the site to ensure vehicles can enter and exit from the proposed entrance with a minimum hazard and disruption of traffic on the roadway. Sight distance is essential in the design of residential, commercial and public entrances.

The following criteria is based on [https://store.transportation.org/ ''AASHTO - A Policy on Geometric Design of Highways and Streets''] (AASHTO Green Book) and was developed to establish a uniform method to determine the necessary sight distance for an entrance constructed by permit.

===941.7.1 Measuring Sight Distance at a Proposed Entrance Location===

In order to determine whether a permit shall be written for an entrance request, there are two basic types of sight distance that need to be measured in the field: [[233.2 At-Grade Intersections with Stop and Yield Control#Table 233.2.1 Intersection Sight Distance|Intersection Sight Distance]] for the proposed entrance and [[Media:941 SSD.pdf|Stopping Sight Distance]] along the roadway at the entrance location.

Both vertical and horizontal alignment of the roadway can limit sight distance. The sole factor that influences sight distance on a straight roadway is the vertical curvature of the road. On a roadway with horizontal curves, sight obstructions may be due to the curve or to physical features outside of the roadway. When measuring sight distances in the field, it is important that the line of sight must stay within the limits of the right of way. Consideration may
also be given to vegetation both on the right of way and adjacent to the right of way, as it may impede vision more at one time of the year than another.

Requests for public street entrances shall meet or exceed both [[233.2 At-Grade Intersections with Stop and Yield Control#Table 233.2.1 Intersection Sight Distance|Intersection Sight Distance]] and [[Media:941 SSD.pdf|Stopping Sight Distance]].

====941.7.1.1 Intersection Sight Distance====
Intersection Sight Distance refers to the principle that the drivers of a vehicle approaching or departing from an intersection should have an unobstructed view of the intersection, including any traffic control devices, and sufficient lengths along the intersecting highway to permit the drivers to anticipate and avoid potential collisions. These unobstructed views form triangular areas known as sight triangles.

The appropriate method to measure Intersection Sight Distance when evaluating an entrance uses a height of 3.5 ft. to represent the object on the mainline and a height of 3.5 ft. to represent the eye height of the driver waiting at the proposed entrance. The following steps should be completed in both directions.

:* Place a sighting target 3.5 ft. above the pavement at a point 12 ft. from the edge of travelway at the proposed entrance location. This location is approximately where the driver’s eye is located while waiting to enter the roadway.

:* Sighting from a height of 3.5 ft. on the mainline, move along the roadway away from the proposed entrance site to a point beyond where the target disappears. Now move toward the target until it can first be seen and place a mark on the pavement.

:* Measure the distance along the roadway between the mark and the target. Measurement may be made with an accurate measuring device mounted on an automobile.

:* Review the values in the [[233.2 At-Grade Intersections with Stop and Yield Control#Table 233.2.1 Intersection Sight Distance|Intersection Sight Distance Table]].

====941.7.1.2 Stopping Sight Distance====

The Stopping Sight Distance at the proposed entrance location should be measured in order to determine if there is sufficient sight distance to enable a vehicle travelling at or near the posted speed limit to stop before reaching an object in its path (i.e. a vehicle turning into or out of the entrance).

The appropriate method to measure Stopping Sight Distance when evaluating an entrance uses a height of 3.5 ft to represent the driver’s eye on the mainline and a height of 2 ft to represent an object in the roadway (i.e. average height of taillights) at the proposed entrance. The following steps should be completed in both directions.

:* Place a sighting target 2 ft. in height at the edge of travelway. This location represents the potential obstacle a vehicle travelling on the mainline may encounter at an entrance location.

:* Sighting from a height of 3.5 ft. on the mainline, move along the roadway away from the proposed entrance site to a point beyond where the target disappears. Now move toward the target until it can first be seen and place a mark on the pavement.

:* Measure the distance along the roadway between the mark and the target. Measurement may be made with an accurate measuring device mounted on an automobile.

:* Review the values in the [[Media:941 SSD.pdf|Stopping Sight Distance Table]]. If the proposed entrance is located on a roadway that has upgrades or downgrades greater than 3%, review [[#941.7.3 Effect of Grades on Stopping Sight Distance|EPG 941.7.3 Effect of Grades on Stopping Sight Distance]].

===941.7.2 Evaluating the Measurements===

1. If the measured Intersection Sight Distance <u>and</u> the Stopping Sight Distance values meet or exceed the guidelines, then a permit may be written.

2. If a proposed entrance has inadequate Intersection Sight Distance, but meets minimum Stopping Sight Distance, then the District Engineer may approve the entrance location <u>if ALL of the following conditions are met</u>:

:* The proposed entrance location has the maximum sight distance available for the property frontage.

:* The applicant is advised of minor work on their property that could improve sight distance such as grading or brush removal.

:* There is no other access available which has greater sight distance (i.e. county road, city street, or cross-access).

:* The applicant agrees to sign the permit application with the following ''Applicant’s Responsibility Clause'':

::''“The sight distance is the minimum distance necessary for a vehicle traveling at the posted speed to complete a stop prior to the entrance. Applicant understands the presence of this entrance creates a potential sight distance problem and has been so informed in writing by the Department. Applicant is aware the sight distance of this entrance is severely restricted.”

::In this instance, it is imperative property owners be on-site to be certain they understand the conditions of this entrance construction.

3. If neither Intersection Sight Distance nor Stopping Sight Distance requirements are met, the permit shall not be issued for the entrance.

4. If Intersection Sight Distance is adequate, but the Stopping Sight Distance requirements are not met, the permit shall not be issued for the entrance.

If an appeal for the access is made, refer to [[:Category:941_Permits_and_Access_Requests#941.7.5_Appeals_Process|941.7.5 Appeals Process]] for additional information.

===941.7.3 Effect of Grades on Stopping Sight Distance===

The amount of grade near the proposed driveway has an effect on the minimum Stopping Sight Distance that is required in order to write a permit for an entrance. Downgrades increase the amount of SSD required, while less distance is necessary for SSD on upgrades. In order to determine the grade, it is recommended to review plan sheets and take some field measurements.
The MoDOT representantive shall use good judgment when determining the location where the grade measurement should be taken. It is recommended to verify the roadway grade if the SSD measured is close to the minimum shown in the [[Media:941 SSD.pdf|Stopping Sight Distance Table]], particularly if there is a downgrade.

If Stopping Sight Distances for grades other than the ones listed below need to be determined, the [[media:941.19 Effect of Grade on SSD.xlsx|Effect of Grade on SSD spreadsheet]] will assist in calculations.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"
|+
!style="background:#BEBEBE" colspan="8"|Effect of Downgrade on Stopping Sight Distance
|-
! style="background:#BEBEBE" |Speed (mph)!! style="background:#BEBEBE"|'''<sup>_</sup>'''3% Grade SSD (ft)!! style="background:#BEBEBE"| '''<sup>_</sup>'''4% Grade SSD (ft)!! style="background:#BEBEBE"| '''<sup>_</sup>'''5% Grade SSD (ft) !!style="background:#BEBEBE"| '''<sup>_</sup>'''6% Grade SSD (ft)!! style="background:#BEBEBE"| '''<sup>_</sup>'''7% Grade SSD (ft)!! style="background:#BEBEBE"| '''<sup>_</sup>'''8% Grade SSD (ft)!! style="background:#BEBEBE"| '''<sup>_</sup>'''9% Grade SSD (ft)
|-
|'''30|| 205|| 208|| 211|| 215|| 219|| 223|| 227
|-
|'''35|| 258|| 262|| 266|| 271|| 276|| 282|| 288
|-
|'''40|| 315|| 321|| 327|| 333|| 339|| 347|| 354
|-
|'''45|| 378|| 385|| 393|| 400|| 409|| 418|| 428
|-
|'''50|| 446|| 455|| 464|| 474|| 484|| 495|| 507
|-
|'''55|| 520|| 530|| 541|| 553|| 566|| 579|| 594
|-
|'''60|| 599|| 611|| 624|| 638|| 653|| 669|| 686
|-
|'''65|| 682|| 697|| 712|| 729|| 746|| 765|| 786
|-
|'''70|| 772|| 788|| 806|| 825|| 846|| 868|| 891
|-
|align="left" colspan="8"|'''Note:''' The values in the above table were calculated using Eqns. 3-2 & 3-3 (AASHTO Green Book), with a brake reaction time of 2.5 sec and a deceleration rate of 11.2 ft/s<sup>2</sup>.
|}

{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"
|+
!style="background:#BEBEBE" colspan="8"|Effect of Upgrade on Stopping Sight Distance
|-
! style="background:#BEBEBE" |Speed (mph)!! style="background:#BEBEBE"|+3% Grade SSD (ft)!! style="background:#BEBEBE"| +4% Grade SSD (ft)!! style="background:#BEBEBE"| +5% Grade SSD (ft) !!style="background:#BEBEBE"| +6% Grade SSD (ft)!! style="background:#BEBEBE"| +7% Grade SSD (ft)!! style="background:#BEBEBE"| +8% Grade SSD (ft)!! style="background:#BEBEBE"| +9% Grade SSD (ft)
|-
|'''30|| 190|| 188|| 186|| 184|| 183|| 181|| 179
|-
|'''35|| 237|| 234|| 232|| 229|| 227|| 225|| 222
|-
|'''40|| 289|| 285|| 282|| 278|| 275|| 272|| 269
|-
|'''45|| 345|| 340|| 336|| 331|| 327|| 324|| 320
|-
|'''50|| 405|| 399|| 394|| 389|| 384|| 379|| 375
|-
|'''55|| 470|| 463|| 456|| 450|| 444|| 438|| 433
|-
|'''60|| 539|| 530|| 523|| 515|| 508|| 501|| 495
|-
|'''65|| 612|| 603|| 593|| 585|| 576|| 569|| 561
|-
|'''70|| 690|| 679|| 668|| 658|| 649|| 640|| 631
|-
|align="left" colspan="8"|'''Note:''' The values in the above table were calculated using Eqns. 3-2 & 3-3 (AASHTO Green Book), with a brake reaction time of 2.5 sec and a deceleration rate of 11.2 ft/s<sup>2</sup>.
|}

===941.7.4 Additional Information===

:* The district may perform speed studies to verify the speed of the vehicles travelling the roadway when evaluating a potential entrance. It is recommended to complete a speed study when the measured sight distances are near the minimum required values.

:* Generally trucks, especially the larger and heavier units, need longer stopping distances for a given speed than passenger vehicles. However, separate stopping sight distances for trucks and passenger cars are not generally used because the higher position of the truck driver enables them to see substantially farther beyond vertical sight obstructions. Although, where horizontal sight restrictions occur on downgrades, particularly at the ends of long downgrades where truck speeds closely approach or exceed those of passenger cars, the greater eye height of the driver is of little value, therefore every effort should be made to provide greater stopping sight distances for this particular instance.

:* Grading on the right of way to improve sight distance is to be considered and included in the permit for entrance construction.

:* There are some cases where the horizontal alignment of the roadway prevents the minimum sight distance requirements to be met within the limits of right of way. To achieve the required sight distance, the sight line crosses onto the private property owner’s land. If this is the safest location on this property for an entrance, it is acceptable for the District to make the decision to allow the property owner to deed MHTC the land located between MHTC’s right of way line and the required sight line on the property (an easement is not sufficient). MoDOT’s maintenance forces will be ultimately responsible for ensuring the right of way remains clear to meet the recommended sight distances, so therefore, this decision should be discussed with the appropriate parties within the district.

:* Posted speed at horizontal curves may be combined with engineering judgment and a speed study to determine required sight distance for entrances within the limits of a horizontal curve.

:* The district may allow the widening of a driveway with limited sight distance or may allow the relocation of a driveway with limited sight distance to a location on the property frontage with better sight distance without [http://sharepoint/systemdelivery/tr/Pages/default.aspx Highway Safety and Traffic Division’s] approval. This will be allowed on routes with normal right of way, provided there is no change in driveway usage. The following responsibility clause must be added to the permit:

::''“Applicant understands the existing sight distance for this driveway is less than current design standards and the driveway modification, while beneficial to the property owner, will not remedy the sight distance limitation.”''

===941.7.5 Appeals Process===
If the guidance from EPG 941.7 Sight Distance for Entrances has been followed and the request for the permit was denied by the Permit staff and the District Engineer, there are two levels of administrative appeal provided within MoDOT. These levels of appeal are:

:Step 1 – State Highway Safety and Traffic Engineer

:Step 2 – Chief Safety and Operations Officer.

In each step of the appeals process, the burden of proof will be on the applicant to show:

:* How the denial will result in a situation where there is not reasonable access to properties or businesses are affected.

:* How the denial of an access permit or other feature will impose an undue financial hardship on the applicant.

:* How the applicant’s proposal for access will result in conditions safe for the motoring public.

Other tests may also be imposed on appeal applications to ensure they are reasonable. Applicants may seek legal remedies after this appeals process is exhausted.

==941.8 Traffic Impact Study Requirements==
[[image:941.5 Traffic Impact Study Requirements.jpg|right|575px]]
The policy of the Missouri Highways and Transportation Commission and MoDOT is to discourage the proliferation of access points and conflict points within the state highway system. For larger developments where the access point requested will meet the guidelines for spacing, a traffic study will be required. To ensure operations on our roadway are not negatively impacted by the additional access, the developer will provide the required roadway improvements.
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="310px" align="right"
|-
|'''Additional Information'''
|-
|[http://sharepoint/systemdelivery/TR/mo/arterialmgmt/accessmgmt/Shared%20Documents/Tips%20for%20Reviewing%20Traffic%20Impact%20Studies.docx Tips for Reviewing Traffic Impact Studies]
|}

The amount of traffic generated by a proposed development seeking new or modified access to the MoDOT system is the basis for determining the contents of a traffic impact study. The specific content of a traffic impact study will vary depending on the site and prevailing conditions. At a minimum, contents of a traffic impact study are to include the following major sections, taken from the current Institute of Transportation Engineers (ITE) publication entitled Transportation and Land Development:

1. A description of existing conditions.

2. Estimated trip volume generated by the development and design hour volume for effected driveway(s). These volumes will be based on a method determined acceptable by the district. When ITE trip generation numbers are not appropriate, traffic counts at existing similar locations or other recognized methods can be required.

3. Trip distribution and traffic assignment.

4. Existing versus projected volumes.

5. Capacity analysis for adjacent roadway facilities and for any proposed or existing driveways.

6. Traffic crash analysis for adjacent roadway facilities.

7. Proposed traffic improvements and driveway/access points.

8. Main findings of the study.

9. Summary of findings and recommendations.

For small developments generating fewer than 100 vehicles during the peak hour, or roughly 1000 additional vehicles per day, a traffic impact study is normally not required. However, a review of access location and design is necessary and is to include an analysis of existing conditions, evaluation of sight distance, access design, queuing and site circulation. For any development with access that would qualify as a Hazard Elimination Program location, a traffic study is required to ensure safety is improved along the roadway in conjunction with any access improvements.

For developments generating between 100-500 peak trips, a traffic impact study is required and is to include an analysis of existing conditions at nearby driveways and intersections, crash experience near the site, trip generation, and an evaluation of the number, location and spacing of access points as a minimum.

Developments generating between 500-1,000 peak trips are expected to impact greater distances from the site. In addition to the required information for smaller scale development discussed above, the traffic impact studies for these developments are to consider the future of the roadway, background traffic growth and an analysis of future conditions of nearby intersections or interchanges.

Large-scale development will generally impact the roadway system over a more regional area. A comprehensive analysis is warranted for large developments producing over 1,000 peak trips. Additional information such as mitigation identification and evaluation, gap analysis for unsignalized intersections, analysis of the effect on signal progression and proposed signal locations are included.

At the pre-application meeting, the study limits of the traffic impact study are to include any adjacent intersections that could be impacted. Other specific parameters are set for the traffic impact study, including cycle lengths and operating speeds. A freeway analysis is included with any developments impacting existing or proposed interchanges. Consideration is given to what modeling software can be used for the analysis. The selected modeling software is to be capable of analyzing the systems effects of all impacted intersections and interchanges within the chosen study limits.

A summary of findings and recommendations is part of any traffic study. Developers are responsible for mitigating any unacceptable impacts to the roadway system by the construction of any needed roadway improvements, as indicated by the approved traffic impact study.

Traffic studies may be required by local government organizations. In such situations, MoDOT is to coordinate with the local government and the applicant to ensure one study can meet the needs of all entities.

==941.9 Additional Information for Design, Construction and Maintenance of Entrances==

===941.9.1 Joint Use Driveways===

Joint usage of driveways is considered in locations with driveway density/spacing problems. Joint usage is also considered as a remedy for restricted sight distance locations. Both property owners must provide overlapping access easements to one another so both property owners have a right to use the entire driveway. A Joint Use Driveway Agreement (TR13) will be provided for the property owner's use.

This agreement must be recorded, in the office of the county recorder, to ensure subsequent property owners are bound by the same agreement. In these situations, a copy of the recorded agreement is filed with the permit as justification why the joint driveway was permitted. Both property owners must sign the driveway permit.

If there is a request from one property owner to alter the surface of a joint use driveway, the entire driveway surface must be changed in order to maintain a continuous driveway surface. It is up to the applicant to secure any agreements of construction responsibilities with the adjacent property owner.

Typically, joint use driveways will be accessible to two adjacent properties. If additional properties are considered to be used with this driveway, it may change the characteristics and requirements of the driveway to that of a local street. This determination can be made by district Traffic staff.

===941.9.2 Cross Access Driveways===

In some instances, it may not be possible to have a joint use driveway for two properties. This could be due possibly to driveway spacing requirements, sight distance requirements, or geometric constraints of the properties. If this issue arises, MoDOT will require the access be placed on one property and deeded cross access granted to the adjacent property owner. The location of the access shall be in the best location for driveway spacing, sight distance and geometric conditions for both properties, and with ease of access to the adjacent property. If one property already has an access point that meets driveway spacing requirements, sight distance requirements, or geometric constraints then this access should be considered for use of the access and cross access granted to the adjacent property. This deed must be recorded, in the office of the county recorder, to ensure subsequent property owners are bound to the cross access. In these situations, when possible, it may require the local county or city government get involved to help with the process as the cross access will not be within MoDOT right of way.

===941.9.3 Surface Drainage===

Drainage design is kept simple and is to provide adequate drainage. Crown driveways are always utilized if the opportunity exists. Many applicants are not aware of the simplicity and savings of crown driveway construction. If there is a crown location near the applicants desired driveway location, the advantages of the crown driveway are offered to the applicant. Consideration is also given to adjusting a ditch grade to facilitate a crown driveway providing the modification is feasible.

It is acceptable to modify a ditch block or levee for driveway usage provided final grades are suitable for both the driveway and the levee and approval of the levee district is obtained.
[[image:941.21 mowing.jpg|left|175px|thumb|<center>'''Mowing'''</center>]]
Surface water is to enter the right of way at points other than via driveway surfaces. Side ditches along both sides of a driveway are common. These ditches may vary in depth as necessary to carry the volume of water. The back slope is graded adequately (no steeper than 1V:3H) to promote mowing ease. Weep holes in parallel curbing, paved ditches or storm sewers may also be used.

Large developments often create considerable runoff, which may affect the roadway drainage system. Safety must be the first concern. Allowing water on the roadway may jeopardize that safety. These types of drainage problems are resolved prior to issuing any permits for access.

Plans for proposed developments are to reflect original as well as finished grades. The amount of runoff is reviewed to ensure no more than the original area is discharged onto the right of way. If volumes indicate the existing system may be overloaded, the developer is to revise the plans to decrease or slow the runoff.
[[image:941.21 Drop Inlet.jpg|left|thumb|<center>'''Drop Inlet'''</center>]]
Pipes and ditches within the development's frontage may be sized for storage if downstream pipes cannot facilitate the increased runoff. Storm sewer or driveway pipes longer than 100 ft. and 24 in. or less in diameter will require a drop inlet or other suitable box for clean out and/or maintenance purposes. Drop inlets are sized as necessary to facilitate drainage and maintenance operations. Grading by the developer, either on the right of way or the improved property, to increase storage may be necessary. A preferred solution to increased speeds of runoff may be to construct storage or retention areas on private property and thereby reduce the speed of runoff through gauged outlets into the roadway system. Storage areas within swags in parking lot surfaces or within the limits of landscaped areas are usually best received by applicants.

===941.9.4 Pipe Extensions for Widening Existing Type I, II, III, IV, or V Driveways===

Property owners desiring to widen an existing driveway wider than the appropriate width shown in the access management guidelines may do so by adding the desired length of similar pipe to the existing driveway. This length includes enough pipe to construct the minimum side slope on the side of the driveway being extended. If the property owner desires to widen both sides of the driveway, then both side slopes are reconstructed. Corrugated pipe must be connected by a connecting band. The existing pipe is inspected prior to extending to determine if it is in acceptable condition.

If the existing pipe is not acceptable for extension, the department will replace the existing pipe length plus one side slope. The property owner is to then widen the driveway to the width desired plus one side slope. Other arrangements may be considered on an individual basis.
[[image:941.33 Sidewalks.jpg|right|250px]]
===941.9.5 Sidewalks===

Existing sidewalks within the limits of a new driveway must be removed to provide minimum thickness for concrete construction. Refer to [[642.8 Sidewalk Design Criteria|EPG 642.8 Sidewalk Design Criteria]] for more information on sidewalks.

===941.9.6 Driveway Lighting===

Driveway lighting such as flood lights or delineator type lights shall not be allowed on the right of way since they hamper routine maintenance of the right of way, block the utility corridor, and may be abandoned, leaving an obstruction to others working in the area.

===941.9.7 Barrier Materials===

[[image:941.35 Barrier Materials.jpg|right|400px]]

Barrier material or curbing is normally required between the commercially developed property and the right of way.

Barrier material on the right of way shall consist of Type S barrier curb, curb and gutter section or asphalt curb on asphalt surface. This barrier material must be used along both sides of Type III and Type IV driveways and may be used on Type V driveways. This same type of curbing is preferred along the right of way line throughout the areas of adjacent improvement. Concrete or asphalt curbing is normally placed within the outside 6 in. (150 mm) of right of way. In this manner, the curbing becomes a part of commission property and therefore cannot be removed without a permit.

Barrier material off the right of way may consist of continuous wooden fences, guard cable, guardrail, retaining walls and decorative walls. These devices may be used on an individual basis but must be a permanent structure. The Commission will not maintain these features.

===941.9.8 Material Specifications===

====941.9.8.1 Aggregate for Granual Surfacing and Base====

Aggregate for granular surfacing and bases shall be of good quality and be graded in accordance with MoDOT requirements. The aggregate may be accepted on the basis of visual inspection by MoDOT’s representative or on the basis of certification by the supplier stating the material complies with MoDOT requirements. MoDOT's representative reserves the right to require any testing deemed necessary to ensure compliance with these requirements.

====941.9.8.2 Bituminous Mixtures for Base and Surface Courses====

Bituminous mixtures for base and surface courses may be a commercial mixture from a plant that has furnished such material for MoDOT work, and which material has performed satisfactorily. MoDOT’s representative may accept the mixture on the basis of visual inspection, or on the basis of certification by the supplier stating the mixture has been used satisfactorily on MoDOT work. MoDOT's representative reserves the right to require any testing deemed necessary to ensure compliance with these requirements.

[[image:941.36.3.jpg|right|275px]]

====941.9.8.3 Portland Cement Concrete====

[[:Category:502 Portland Cement Concrete Base and Pavement|Portland cement concrete]] may be a commercial mixture containing no fewer than 564 pounds per cubic yard (305 kg. per cubic meter) Type I cement. The aggregate shall be graded in accordance with MoDOT requirements and specifically [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1005 Gradation D] for coarse aggregate and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1005.3] for sand. Portland cement concrete may be accepted on the basis of visual inspection by the department's representative, or on the basis of certification by the supplier stating the components of the mixture complies with MoDOT requirements and including or having attached the mix proportions. MoDOT's representative reserves the right to require any testing deemed necessary to ensure compliance with these requirements.

====941.9.8.4 Culvert Pipe====

Corrugated metallic-coated steel culvert pipe shall be a commercially available new pipe so long as the pipe is fabricated by riveting, continuous welding, resistance spot welding or lock seam, and so long as the metal carries a brand designating a 2-ounce (600 g/m<sup>2</sup>) zinc coating or 1 ounce (300 g/m<sup>2</sup>) aluminum coating and the name of the sheet manufacturer. The metal thickness shall not be less than 16 gage (0.064 in., 1.63 mm). MoDOT’s representative may accept corrugated steel culvert pipe on the basis of visual inspection, or on the basis of a certification by the supplier stating the pipe complies with MoDOT requirements. MoDOT's representative reserves the right to require any testing deemed necessary to ensure compliance with these requirements. Reinforced concrete culvert pipe shall be a commercially available new pipe from a source that has furnished pipe for MoDOT work. MoDOT’s representative may accept the pipe on the basis of visual inspection, or on the basis of a certification by the supplier stating the pipe conforms to MoDOT requirements. MoDOT's representative reserves the right to require any testing deemed necessary to ensure compliance with these requirements.

Thermoplastic culvert pipe shall be a commercially available new pipe which is marked with the manufacturer's name or trademark, nominal size, the appropriate [https://store.accuristech.com/standards/aashto-m-294-21?product_id=2229875 AASHTO designation], plant designation code, the date of manufacture or an appropriate code, and meets all requirements specified in the latest edition of the MoDOT standard specifications. MoDOT’s representative may accept thermoplastic culvert pipe on the basis of visual inspection, or on the basis of a certification by the supplier stating the pipe complies with all requirements of MoDOT Standard Specification 730. MoDOT's representative reserves the right to require any testing deemed necessary to ensure compliance with these requirements.

====941.9.8.5 Guardrail====

[[606.1 Guardrail|Guardrail]], appurtenances, and installation shall comply with MoDOT specifications. Acceptance will be based on MoDOT's procedures.

====941.9.8.6 Chain Link Fence====

[[:Category:607 Fencing|Chain link fence]], appurtenances and installation shall comply with MoDOT specifications. Acceptance will be based on MoDOT's procedures.

====941.9.8.7 Reinforcing Steel====

Reinforcing steel, appurtenances and installation shall comply with MoDOT specifications. Acceptance will be based on MoDOT’s procedures.

====941.9.8.8 Welded Steel Wire Fabric====

Welded steel wire fabric, appurtenances and installation shall comply with MoDOT specifications. Acceptance will be based on MoDOT’s procedures.

====941.9.8.9 Grates and Bearing Plates====

[[:Category:614 Drainage Fittings (Grate Inlets)|Grates]] and bearing plates shall comply with MoDOT specifications and shall be of a design approved by MoDOT's representative. Acceptance will be based on MoDOT procedures.

====941.9.8.10 Guidelines for Review of Requests for Overweight Crossings of State Highways====

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
! style="background:#BEBEBE"|Route Type!!style="background:#BEBEBE"|Grade Requirements!! style="background:#BEBEBE"|Remarks
|-
| align="center"|Interstate|| align="center"| N/A|| align="center"| No at-grade crossing permitted. No new grade separations considered. Grade separations considered during design stage of highway.
|-
| align="center"|Principal Arterial|| align="center"|N/A|| align="center"|No at-grade crossing permitted. Grade separations crossings will be considered.
|-
| align="center"|Secondary and Recreational|| align="center"|Crossing guard and signals required if sight distance is less than 1,000 ft.||''AADT over 3,000'' - No at-grade crossing permitted. ''AADT 1,000 - 3,000'' -- Crossing permitted during period gap study shows adequate gaps 75% of the time. ''AADT under 1,000'' - Crossings permitted. Grade separation crossings will be considered.
|-
| align="center"|Principal Arterial|| align="center"|N/A|| align="center"|No at-grade crossing permitted. Grade separations crossings will be considered.
|-
| align="center"|All others|| align="center"|Crossing guard and signals not required provided minimum sight distance from crossing is greater than prevailing speed in ft. per sec. multiplied by 8 but not less than 500 ft..

0 - 40 mph = 500 ft.

50 mph = 586 ft.

60 mph = 704 ft.

70 mph = 823 ft.

|| ''AADT over 3,000'' -- no at-grade crossing permitted.

''AADT 1,000 - 3000'' -- Crossing permitted during period gap study shows adequate gaps 75% of the time.

''AADT under 1,000'' -- Crossings permitted. Grade separation crossings will be considered.
|}

All requests for overweight crossings, after a thorough review in the district for compliance with these guidelines, shall be submitted to [http://sp/sites/ts/Pages/default.aspx Traffic] with the district's recommendation.

All at-grade crossings approved will require improvement of the roadway and shoulders to an extent sufficient to withstand the increased weights and usage.

When guards are required, they shall be positioned in a manner to provide adequate sight distance as determined by route type and prevailing speed.

If required, signals shall be installed by applicant and positioned to face haul road traffic. These signals shall consist of a red lens and shall be remotely controlled by the guard. The signal shall display a flashing red indication until such time as a haul truck approaches and there is sufficient gap upon the highway to ensure safe crossing at which time it shall be extinguished. The signal heads shall be located in such a manner they are not visible from the highway. Standard yield signs shall be installed facing the haul road.

If guards are not required, standard stop signs shall be installed facing haul road traffic. Haul trucks will stop prior to every crossing and wait for an adequate gap before proceeding.

At the applicant's option, they may provide a guard and signal instead of stop sign requirements as above.

If the crossing is used during hours of darkness, the applicant shall provide [[:Category:901 Lighting|basic lighting]].

Warning lights or signs other than provided for by a standard Contract for Signs at Truck Crossing (TR12) will not be permitted facing highway traffic.

The applicant shall provide liability insurance protecting persons and property using the highway. Such insurance is to provide liability for property damage for any one accident in a minimum amount of $2,000,000 and for injury to persons of at least $2,000,000 for any one accident.

If a grade separation is proposed (underpass or overpass), detailed plans prepared by a Missouri-registered Professional Engineer shall be submitted for review.

An agreement will be required for all overweight crossings. To facilitate the review of requests for these crossings, the following information is provided to Traffic:

:1. Name of applicant to be used in agreement.

:2. AADT and prevailing speeds at the proposed crossing.

:3. Exact location by station number and distance from nearest intersection.

:4. Location by range, township, and section.

:5. Sketch of location.

:6. Available sight distance in both directions along highway.

:7. Make, model, gross weight (loaded) and axle spacing of equipment used for hauling.

:8. Number of loaded and empty crossings per hour.

:9. Sketch and description of proposed roadway construction including details of bypass detour if necessary.

:10. Hours of operation.

===941.9.9 Maintenance of Residential, Commercial, and Public Road Entrances===
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="190px" align="right"
|-
|'''Additional Information on Design of Driveway Pavement'''
|-
|[[233.2 At-Grade Intersections with Stop and Yield Control#233.2.10 Driveway and Approach Pavement Design Criteria|EPG 233.2.10 Driveway and Approach Pavement Design Criteria]]
|}
The maintenance of entrances will be handled on a routine basis and is not a priority over any other roadway maintenance operation. Property owners must apply for a permit prior to the property owner upgrading or improving the surface type.

====941.9.9.1 Residential Entrances====
MoDOT shall maintain residential entrances with an aggregate surface from the edge of the travelway to the right of way line (property line). Any other surface type shall be maintained by MoDOT from the edge of the travelway to the outside edge of the shoulder of normal shoulder width not exceeding 10 ft. unless prior or subsequent agreements state otherwise; the driveway outside of the shoulder width should be maintained by the landowner. This applies whether the entrance was constructed by MoDOT or by the property owner under a permit.

====941.9.9.2 Commercial Entrances====
MoDOT will maintain commercial entrances from the edge of the travelway to the outside edge of the shoulder or normal shoulder width not exceeding 10 ft. unless prior or subsequent agreements state otherwise. This applies whether the entrance was constructed by MoDOT or by the property owner under a permit regardless of pavement type. The remainder of the driveway outside of the shoulder width shall be maintained by the commercial business.

====941.9.9.3 Public Entrances====
Public roads are to be maintained to the right of way line unless prior or subsequent agreements state otherwise.

====941.9.9.4 Drainage Structures====
[[image:941.29.jpg|right|475px]]
All entrance drainage and drainage structures within the limits of the right of way will be maintained by MoDOT forces even when constructed by permit. When the maintenance of drainage structures causes removal of or damage to the entrance surface, the surface will be replaced in kind and thickness by MoDOT’s forces. MoDOT forces will replace an existing drainage pipe that fails. It is not intended to require upgrading the entrance to new standards or specify the type of replacement pipe to be used. Other items, such as curbed islands, gutters, culverts, culvert pipes, posts, etc., shall be maintained by MoDOT if they were constructed by MoDOT. Maintenance of curbed islands, landscaping and other special features constructed under permit by the property owner will be maintained by the property owner unless prior or subsequent agreements state otherwise.

Where residential, commercial, and public entrances intersect MoDOT-owned and -maintained roadways, vegetation management shall be according to [[:Category:800 ROADSIDE DEVELOPMENT|EPG 800 Roadside Development articles]].

==941.10 Automated License Plate Readers and Pan-Tilt-Zoom Cameras==
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|'''Additional Resources'''
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|[https://modotgov.sharepoint.com/sites/ts/Contracts/Forms/AllItems.aspx?id=%2Fsites%2Fts%2FContracts%2FPermits%2FLicense%20Plate%20Readers&viewid=ceba12c3%2De3d0%2D48f3%2Da440%2De3c44ed8bf10 License Plate Readers SharePoint Site]
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|[[media:941.10-LPR Installations_06-23.pdf|LPR Flowchart and Installation Locations]]
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|[[media:941.10.1-LPR_Independent_Installation_Typical_Application_V05.pdf|LPR Independent Installation Typical Application]]
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| [https://epg.modot.org/forms/general_files/TS/Flock_Safety_Breakaway_TA.pdf Flock Safety Breakaway Typical Application].
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Automated License Plate Readers (LPRs) and Pan-Tilt-Zoom cameras (PTZs) are an increasingly popular way for law enforcement to better locate vehicles associated with criminal activity. These high-tech devices allow law enforcement agencies to compare plate numbers against those of stolen vehicles and vehicles driven by individuals with expired licenses, an active warrant, or involved with terrorist activities.

The deployment of these devices on Commission right of way shall not create a safety risk for the traveling public or interfere with MoDOT’s ability to maintain and operate the transportation system. All costs associated with the installation and maintenance of the LPRs and PTZs will be the responsibility of the applicant. The following guidance applies to any LPR or PTZ installed on Commission right of way.

===941.10.1 Approval Process===
The general process for LPR and PTZ requests are outlined in the [[media:941.10-LPR Installations_06-23.pdf|LPR Flowchart]]. Law enforcement agencies must request approval, in writing, for deploying LPRs and PTZs from the [https://dps.mo.gov/dir/ Director of the Department of Public Safety]. Requests are to be on the law enforcement agency letterhead and emailed to the Department of Public Safety at [mailto:dpsinfo@dps.mo.gov dpsinfo@dps.mo.gov].

The Department of Public Safety (DPS) provides approval for the use of LPR and PTZ devices. MoDOT only facilitates the administration of work by others on Commission right of way. [[#941.6 Request for a Permit to Perform Work on MHTC’S Right of Way|MoDOT’s permitting process]] will be followed for the constructability and maintenance of the devices to ensure the safety of the traveling public. If an issue is identified through our normal permitting process and cannot be resolved, a permit for this work will not be issued.

It is the requesting law enforcement agency’s responsibility to contact MoDOT’s local permit specialist to initiate the permitting process, after approval from DPS has been received. Contact information for MoDOT’s local permit specialists can be found using the District Permit Maps.

The local district representative will work with the applicant through the permitting process. The permit request submittal must include:
:*An aerial image, or map, depicting all the individual LPR locations included in the submittal.
:*An aerial image for each LPR location included in the submittal clearly showing where the proposed installation with respect to the roadway and other structures on the right of way.
:*A set of drawings, or plans, showing the hardware and their installation details proposed on the right of way, which must be signed and sealed by a Missouri Professional Engineer (P.E.).
::*This applies to stand alone installations as well as installations on approved existing structures on right of way, such as signal and sign truss uprights.
:*Executing a Roles and Responsibilities document to specifically address the expectations of maintaining the devices being installed.
:*A plan to provide electricity to the equipment as well as retrieving data from the equipment.
:*A traffic control plan for any proposed work on the right of way to notify and guide motorists safely through the activity area.
:*A surety deposit or performance bond to insure satisfactory work, accepted by MoDOT.

A separate permit may be provided for the applicant, or their consultant, to access the right of way to collect information needed to develop a set of plans for installing the devices.

===941.10.2 Location===
When receiving a request, the district will work with the law enforcement agency to determine if there are acceptable locations for the proposed installations off MoDOT right of way. If there are no appropriate locations off of right of way, the district will work with the agency to determine if the LPRs and PTZs requested can be deployed on Commission right of way.

LPR and PTZ installations on Commission right of way shall only monitor traffic on MoDOT roadways and shall not be used to monitor off system roadways, such as county, city, or private facilities.

====941.10.2.1 LPR and PTZ Non-Permanent Installations - Speed Enforcement Trailers====
The only form of non-permanent structure that LPR and PTZ devices may be deployed on, when placed on Commission right of way, are speed trailers. However, speed trailers shall only be deployed for the primary purpose of speed enforcement and not for the primary purpose of deploying LPR and PTZ devices. When speed trailers are deployed, the electronic speed message must be active and the unit deployed and delineated in accordance with [[907.8 Speed Trailers Deployed by Others|EPG 907.8 Speed Trailers Deployed by Others]].

====941.10.2.2 LPR and PTZ Permanent Installations====
To assure LPR and PTZ devices do not represent an added risk to the traveling public, there are defined installation locations which are acceptable on Commission right of way.
Acceptable installation locations include:
:* Only deployed on the right side of the roadway outside of the shoulder.
:* On MoDOT traffic signal upright poles, except in instances where deployment will interfere with other devices already attached to the pole.
:* On MoDOT overhead sign truss upright poles.
:* On independent signal pedestal base poles behind barrier (installed and maintained by requesting agency or their LPR vendor) in accordance with the [[media:941.10.1_LPR_Independent_Installation.pdf|LPR Independent Installation Typical Application]].
:* On independent breakaway support that has been crash tested and approved by MoDOT. The following is a list of approved systems(s).
::* [https://epg.modot.org/forms/general_files/TS/Flock_Safety_Breakaway_TA.pdf Flock Safety Breakaway TA].
:* On any non-breakaway structure owned by a third party, with the written permission of the third party.

Locations where LPR and PTZ devices <u>shall not</u> be installed include, but are not limited to:
:* Any installation in the median / left side of a divided highway.
:* Any overhead location.
:* On any existing structure on right of way which has a breakaway design, whether it is owned by the Commission or a third party.
:* Any bridge structure.
:* Any location that already has a device installed.
:* Any location that may interfere with MoDOT's ability to manage the transportation system.

MoDOT does not allow the deployment of LPR and PTZ devices overhead or in the median as these locations would result in increased impact on the safety and mobility of the traveling public when performing installation and maintenance activities. LPR and PTZ devices are not permitted on any existing structure which is designed as a breakaway device on Commission right of way, regardless of ownership, as the addition of these devices could negatively impact the performance and safety of the breakaway structure.

There are three methods identified for deploying LPR and PTZ devices on Commission right of way, all of which must be approved by MoDOT and installed under a MoDOT permit:
:*LPRs and PTZs installed on MoDOT structures.
:*LPRs and PTZs installed on new stand-alone structures - installed and maintained by the requesting agency or their vendor in accordance with the [[media:941.10.1_LPR_Independent_Installation.pdf|LPR Independent Installation Typical Application]] or [https://epg.modot.org/forms/general_files/TS/Flock_Safety_Breakaway_TA.pdf Flock Safety Breakaway TA].
:*LPRs and PTZs installed on non-MoDOT structures - with the written permission of the structure owner.

=====941.10.2.2.1 LPRs and PTZs Installed on MoDOT Structures=====
LPRs and PTZs can be attached to MoDOT’s existing traffic signal upright poles and existing sign truss upright poles upon review and approval by MoDOT.
<div style="text-align: center;">
<li style="display: inline-block; vertical-align: middle;"> [[image:941.10.2.2.1.1.jpg|frame|<center>'''Green Box Indicates Acceptable Mounting Location on a<br/>Traffic Signal, Red Boxes are Unacceptable Mounting Locations'''</center>]] </li>
<li style="display: inline-block; vertical-align: middle;"> [[image:941.10.2.2.1.2.jpg|frame|<center>'''Green Box Indicates Acceptable Mounting Location on an Overhead Sign Truss,<br/>Red Boxes are Unacceptable Mounting Locations'''</center>]] </li>
</div>

=====941.10.2.2.2 LPRs and PTZs Installed on non-MoDOT Structures=====
There are some structures that have been permitted on Commission right of way which are owned by other entities, such as structures for weigh station bypass equipment or utility poles. Law enforcement agencies have the option to acquire approval from the owners of the structures to utilize them as supports for their LPR and PTZ devices if they meet the following criteria:
:*The structure must be reviewed and approved by MoDOT for use.
:*Written permission from the owner of the structure must be acquired and supplied to MoDOT.
:*Any structure which is of a breakaway design, such as roadway lighting poles or highway signs, are not acceptable support structures.
:*Installation location criteria listed in [[#941.10.2.2 LPR and PTZ Permanent Installations|EPG 941.10.2.2]] also apply to these structures.

=====941.10.2.2.3 LPRs and PTZs Installed on New Stand-Alone Structures=====
To limit the number of structures on Commission right of way, opportunities to locate the LPRs and PTZs off of right of way is the preferred option, followed by an installation location on an existing structure already on right of way. If it is determined a new stand-alone structure is required to facilitate the LPR and PTZ deployment, the following guidance shall be followed:
:*The district shall work with the local agency to find a location which meets the requirements outlined on the [[media:941.10.1_LPR_Independent_Installation.pdf|MoDOT License Plate Reader Independent Installation Typical Application]] or [https://epg.modot.org/forms/general_files/TS/Flock_Safety_Breakaway_TA.pdf Flock Safety Breakaway TA].
:*Stand-Alone LPR and PTZ structures shall be properly spaced away from other traffic control devices, which can include but are not limited to highway signs, traffic signal, roadway lighting poles, etc.:
::*No closer than 200 feet upstream of a traffic control device.
::*No closer than 50 feet downstream of a traffic control device.
:*Installation and maintenance access should be via adjacent private property or secondary roadways for divided highway, unless physically impossible.

===941.10.3 Additional Deployment Criteria===
A Roles and Responsibilities document shall be executed by the applicant, acknowledging they understand their duties for the installation, maintenance, and any other activity associated with the devices. This document will remain active as long as the LPR and PTZ system is in place, even after the permit for the installation has been released. This document will serve as a record of the terms.

In addition to our typical permitting criteria, there are some supplementary requirements and guidelines for a proposal to be eligible for consideration. Any exceptions to these supplementary requirements and guidelines need to be approved by the Highway Safety and Traffic Division.
* '''Power/Electricity –''' The applicant shall identify the method used to power the device. Power should be provided by an independent power source separate from any MoDOT power source.
* '''Network Connectivity –''' The applicant shall identify the method used to retrieve the data from these devices. MoDOT’s data networks, including locally managed networks such as Gateway Guide, Kansas City Scout, or Ozarks Traffic should not be used to transmit LPR and/or PTZ data. Any network or communication media shared between MoDOT and third parties should not be used to transmit LPR and/or PTZ data. Wiring or other electrical connections to MoDOT services, devices, or other installations should not be allowed.
* '''Maintenance –''' All LPR and PTZ devices as well as any new associated structures will be maintained by and at the expense of the applicant to assure that these structures will be kept in accordance with Commission standards and in good condition as to its safety, use and appearance. Maintenance activities will not cause an unreasonable interference with the use of or access to the Commission's state highway system. A new permit shall be required to perform future maintenance activities associated with the LPR and PTZ system.
* '''Relocation/Removal –''' In the event the Commission deems it necessary to request the relocation or removal of these devices and their accompanying structures, the relocation or removal shall be accomplished by the applicant, in a manner prescribed by the Commission, with all costs and expenses associated with this task paid by the applicant. Should the applicant fail to remove the device in a timely matter, the Commission reserves the right to remove the devices from the right of way.

[[Category:900 TRAFFIC CONTROL]]

616.16 Typical Applications (MUTCD Chapter 6P)

2026-02-09T17:10:21Z

Legged1: /* {{SpanID|616.16.3}}616.16.3 Typical Applications for MoDOT Internal Use */

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=={{SpanID|616.16.1}}616.16.1 Typical Applications (MUTCD Section 6P.01)==
'''Support. '''[[616.14 Types of Temporary Traffic Control Zone Activities (MUTCD Chapter 6N)#616.14|EPG 616.14]] contains discussions of typical TTC activities. [[616.1 General (MUTCD Chapter 6A)#616.1.2|EPG 616.1.2]] contains discussions on development of TTC plans for the various activities. This article presents typical applications for a variety of situations commonly encountered. While not every situation is addressed, the information illustrated can generally be adapted to a broad range of conditions. In many instances, an appropriate TTC plan is achieved by combining features from various typical applications. For example, work at an intersection might present a near-side TTC zone for one street and a far-side TTC zone for the other street. These treatments are found in two different typical applications in the MUTCD, while a third typical application shows how to handle pedestrian crosswalk closures.

In general, the procedures illustrated represent minimum solutions for the situations depicted. Except for the notes (which are clearly classified using headings as being Standard, Guidance, Option, or Support), the information presented in the MUTCD typical applications can generally be regarded as Guidance.

'''Option'''. TTC plans may deviate from the typical applications described in this article to allow for conditions and requirements of a particular site or jurisdiction.

Other devices may be added to supplement the devices and device spacing may be adjusted to provide additional reaction time or delineation. Fewer devices may be used based on field conditions.

'''Support'''. Figures and tables found throughout EPG 616 provide information for the development of TTC plans.

=={{SpanID|616.16.2}}616.16.2 Typical Applications for Contract Projects==
'''Guidance. '''For contract projects, the typical applications in Chapter 6P of the [https://mutcd.fhwa.dot.gov/kno_11th_Edition.htm MUTCD] should be the basis for preparing TTC plans. The MUTCD typical applications themselves are not provided in the EPG, but are included in the EPG by reference.

'''Support. '''Table 6P-1 of the MUTCD is an index of the 54 typical applications. In the printed version of the MUTCD, the typical applications are shown on the right-hand page with notes on the facing page to the left. In the electronic version, the notes are shown on the page preceding the figure. The legend for the symbols used in the typical applications is provided in Table 6P-2 of the MUTCD. In many of the typical applications, sign spacings and other dimensions are indicated by letters using the criteria provided in [[616.2 Temporary Traffic Control Elements (MUTCD Chapter 6B)#tab616.2.4|Table 616.2.4]]. The formulas for determining taper lengths are provided in [[616.2 Temporary Traffic Control Elements (MUTCD Chapter 6B)#tab616.2.8.2|Table 616.2.8.2]].

Most of the typical applications show TTC devices for only one direction.

=={{SpanID|616.16.3}}616.16.3 Typical Applications for MoDOT Internal Use==


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|-style="vertical-align:top;"
| *Imminent Danger of a Human* on Roadway or Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Emergency_Traffic_Control/ETC-1.pdf ETC-1] || style="text-align:center;" | 7/12/2024
|-style="vertical-align:top;"
| *Unsafe Condition* on Roadway or Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Emergency_Traffic_Control/ETC-2.pdf ETC-2] || style="text-align:center;" | 7/12/2024
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{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Work in the Vicinity of a Railroad Grade Crossing || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-46S.pdf TA-46S] ||style="text-align:center;" | 616.8.46S || style="text-align:center;" | 1-1-26
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{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
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! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Work on Exit Ramp || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-43SD.pdf TA-43SD] ||style="text-align:center;" | 616.8.43SD || style="text-align:center;" | 1-1-26
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| Short Duration Work in the Vicinity of an Entrance Ramp || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-44SD.pdf TA-44SD] ||style="text-align:center;" | 616.8.44SD || style="text-align:center;" | 1-1-26
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! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Work in the Vicinity of Exit Ramp || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-42S.pdf TA-42S] ||style="text-align:center;" | 616.8.42S || style="text-align:center;" | 1-1-26
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| Ramp By-Pass || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-43B.pdf TA-43B] ||style="text-align:center;" | 616.8.43B || style="text-align:center;" | 1-1-26
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| Stationary Work on Ramps || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-43S.pdf TA-43S] ||style="text-align:center;" | 616.8.43S || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Clover Leaf Ramp Closure || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-44A.pdf TA-44A] ||style="text-align:center;" | 616.8.44A || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Stationary Work in the Vicinity of an Entrance Ramp || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-44S.pdf TA-44S] ||style="text-align:center;" | 616.8.44S || style="text-align:center;" | 1-1-26
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| Mobile Operation Work Beyond the Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-1M.pdf TA-1M] ||style="text-align:center;" | 616.8.1M || style="text-align:center;" | 1-1-26
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| Short Duration Work Beyond the Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-1SD.pdf TA-1SD] ||style="text-align:center;" | 616.8.1SD || style="text-align:center;" | 1-1-26
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! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Work Beyond the Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-1S.pdf TA-1S] ||style="text-align:center;" | 616.8.1S || style="text-align:center;" | 1-1-26
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|-style="vertical-align:top;"
| Mobile Operation on a Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-4M.pdf TA-4M] ||style="text-align:center;" | 616.8.4M || style="text-align:center;" | 1-1-26
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</div>
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<div class="mw-customtoggle-OS1b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-OS1b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Work on a Shoulder || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-4SD.pdf TA-4SD] ||style="text-align:center;" | 616.8.4SD || style="text-align:center;" | 1-1-26
|}

</div>
</div>

<div class="mw-customtoggle-OS1c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Shoulder Closure</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-OS1c" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Long-Term Shoulder Closure || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-5A.pdf TA-5A] ||style="text-align:center;" | 616.8.5A || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Long-Term Shoulder Closure with Temporary Traffic Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-5B.pdf TA-5B] ||style="text-align:center;" | 616.8.5B || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Shoulder Work with Minor Encroachment || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-6A.pdf TA-6A] ||style="text-align:center;" | 616.8.6A || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Shoulder Work with Minor Encroachment with Temporary Traffic Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-6B.pdf TA-6B] ||style="text-align:center;" | 616.8.6B || style="text-align:center;" | 1-1-26
|}

</div>
</div>

<div class="mw-customtoggle-OS1d" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-OS1d" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Shoulder Work || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-3S.pdf TA-3S] ||style="text-align:center;" | 616.8.3S || style="text-align:center;" | 1-1-26
|}

</div>
</div>

</div>
</div>



<div class="mw-customtoggle-IN1" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work Within The Traveled Way At An Intersection And On Sidewalks</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-IN1">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-IN1a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-IN1a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Center Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-21SD.pdf TA-21SD] ||style="text-align:center;" | 616.8.21SD || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Short Duration Right Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-22SD.pdf TA-22SD] ||style="text-align:center;" | 616.8.22SD || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Short Duration Left Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-23SD.pdf TA-23SD] ||style="text-align:center;" | 616.8.23SD || style="text-align:center;" | 1-1-26
|}

</div>
</div>

<div class="mw-customtoggle-IN1b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-IN1b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Center Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-21S.pdf TA-21S] ||style="text-align:center;" | 616.8.21S || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Stationary Right Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-22S.pdf TA-22S] ||style="text-align:center;" | 616.8.22S || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Stationary Left Lane Closure at an Intersection || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-23S.pdf TA-23S] ||style="text-align:center;" | 616.8.23S || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Stationary Sidewalk Detour or Diversion || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-28S.pdf TA-28S] ||style="text-align:center;" | 616.8.28S || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Stationary Crosswalk Closures and Pedestrian Detour || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-29S.pdf TA-29S] ||style="text-align:center;" | 616.8.29S || style="text-align:center;" | 1-1-26
|}

</div>
</div>

</div>
</div>



<div class="mw-customtoggle-ML1" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work Within The Traveled Way Of A Multi-Lane Highway</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-ML1">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-ML1a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-ML1a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation on a Divided or Multi-Lane Undivided Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-35M.pdf TA-35M] ||style="text-align:center;" | 616.8.35M || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Pavement Marking Operation on a Divided or Multi-Lane Undivided Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-35STRIPE.pdf TA-35STRIPE] ||style="text-align:center;" | 616.8.35STRIPE || style="text-align:center;" | 1-1-26
|}

</div>
</div>

<div class="mw-customtoggle-ML1b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-ML1b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30SDTWLTL.pdf TA-30SDTWLTL] ||style="text-align:center;" | 616.6.8.30SDTWLTL || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Divided or Multi-Lane Undivided Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-33SD.pdf TA-33SD] ||style="text-align:center;" | 616.8.33SD || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Short Duration Work on Exit Ramps || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-43SD.pdf TA-43SD] ||style="text-align:center;" | 616.8.43SD || style="text-align:center;" | 1-1-26
|}

</div>
</div>

<div class="mw-customtoggle-ML1c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-ML1c" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30STWLTL.pdf TA-30STWLTL] ||style="text-align:center;" | 616.8.30STWLTL || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Stationary Lane Closure on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-33S.pdf TA-33S] ||style="text-align:center;" | 616.8.33S || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Lane Closure with Temporary Traffic Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-34B.pdf TA-34B] ||style="text-align:center;" | 616.8.34B || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Stationary Double Lane Closures on Interior Lane on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-37S.pdf TA-37S] ||style="text-align:center;" | 616.8.37S || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Stationary Closure of Interior Lane on a Multi-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-38S.pdf TA-38S] ||style="text-align:center;" | 616.8.38S || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Stationary Work in the Vicinity of an Exit Ramp || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-42S.pdf TA-42S] ||style="text-align:center;" | 616.8.42S || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Ramp By-Pass || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-43B.pdf TA-43B] ||style="text-align:center;" | 616.8.43B || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Stationary Work on Ramps || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-43S.pdf TA-43S] ||style="text-align:center;" | 616.8.43S || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Entrance Ramp Closure || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-44A.pdf TA-44A] ||style="text-align:center;" | 616.8.44A || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Stationary Work in the Vicinity of an Entrance Ramp || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-44S.pdf TA-44S] ||style="text-align:center;" | 616.8.44S || style="text-align:center;" | 1-1-26
|}

</div>
</div>

<div class="mw-customtoggle-ML1d" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Support Figures</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-ML1d" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Support Figure Description !! style="width: 100px" | Effective Date

|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Additional_Work_Vehicles_on_Divided_or_Multi-Lane_Undivided_Highway.pdf Additional Work Vehicles on Divided or Multi-Lane Undivided Highway] || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Begin-End_of_Project_Signing.pdf Begin/End of Project Signing] || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Excavations_with_Steel_Plate_or_Backfill_on_Multi-Lane_Highways.pdf Excavations with Steel Plate or Backfill on Multi-Lane Highways] || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Intermittent_Lane_Closure.pdf Intermittent Lane Closure] || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Restriction_on_Divided_Highways_Width_Clearance_at_Bridge.pdf Lane Restriction on Divided Highways Width Clearance at Bridge] || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Procedure_for_Setting_Up-Switching_Lanes-Taking_Down_a_Lane_Closure_on_Divided_Highway.pdf Procedure for Setting Up/Switching Lanes/Taking Down a Lane Closure on Divided Highway] || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Signs_in_Narrow_Medians.pdf Signs in Narrow Medians] || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Stationary_Lane_Closure_on_Alternating_Passing_Lanes.pdf Stationary Lane Closure on Alternating Passing Lanes] || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Straddling_Protection_Vehicle-TMA_on_Divided_or_Multi-Lane_Undivided_Highways.pdf Straddling Protection Vehicle/TMA on Divided or Multi-Lane Undivided Highways] || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Temporary_Pavement_Marking_and_Signing.pdf Temporary Pavement Marking and Signing] || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Type_3_Barricade_with_ROAD_CLOSED_and_DETOUR_Signs.pdf Type 3 Barricade with ROAD CLOSED and DETOUR Signs] || style="text-align:center;" | 1-1-26
|}

</div>
</div>

</div>
</div>



<div class="mw-customtoggle-TL1" style="font-size:1.25em; margin:10px; padding:3px; cursor:pointer; color:black; background-color: #EBEBEB; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Work Within The Traveled Way Of A Two-Lane Highway</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TL1">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

<div class="mw-customtoggle-TL1a" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Mobile</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TL1a" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Mobile Operation on a Two-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-17M.pdf TA-17M] ||style="text-align:center;" | 616.8.17M || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Striping Operations on a Two-Lane Highway || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-17STRIPE.pdf TA-17STRIPE] ||style="text-align:center;" | 616.8.17STRIPE || style="text-align:center;" | 1-1-26
|}

</div>
</div>

<div class="mw-customtoggle-TL1b" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Road Closure</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TL1b" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Road Closure || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-8A.pdf TA-8A] ||style="text-align:center;" | 616.8.8A || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Road Closure with Barrier || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-8B.pdf TA-8B] ||style="text-align:center;" | 616.8.8B || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Water over Road Closure || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-8W.pdf TA-8W] ||style="text-align:center;" | 616.8.8W || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Road Closed Beyond Junction Detour || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-9.pdf TA-9] ||style="text-align:center;" | 616.8.9 || style="text-align:center;" | 1-1-26
|}

</div>
</div>

<div class="mw-customtoggle-TL1c" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Short Duration</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TL1c" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Two-Lane Highway using Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SD.pdf TA-10SD] ||style="text-align:center;" | 616.8.10SD || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Two-Lane Highway with Less than 400 AADT || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SD400AADT.pdf TA-10SD400AADT] ||style="text-align:center;" | 616.6.8.616.8.10SD400AADT || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Two-Lane Highway using Automated Flagger Assistance Devices (AFAD) || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SDAFAD.pdf TA-10SDAFAD] ||style="text-align:center;" | 616.8.10SDAFAD || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Short Duration Lane Closure on a Two-Lane Highway using TMA Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SDTMA.pdf TA-10SDTMA] ||style="text-align:center;" | 616.8.10SDTMA || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Short Duration Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30SDTWLTL.pdf TA-30SDTWLTL] ||style="text-align:center;" | 616.6.8.30SDTWLTL || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
|}

</div>
</div>

<div class="mw-customtoggle-TL1d" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Stationary</div>
<div class="mw-collapsible mw-collapsed" id="mw-customcollapsible-TL1d" style="margin-left:45px;">
<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Typical Application Description !! style="width: 170px" | TA Number !! style="width: 230px" | Figure Number !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10S.pdf TA-10S] ||style="text-align:center;" | 616.8.10S || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Automated Flagger Assistance Device (AFADs) || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SAFAD.pdf TA-10SAFAD] ||style="text-align:center;" | 616.8.10SAFAD || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Portable Signal Flagger Devices (PSFDs) || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10SPSFD.pdf TA-10SPSFD] ||style="text-align:center;" | 616.8.10SPSFD || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using a TMA Flagger || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10STMA1.pdf TA-10STMA1] ||style="text-align:center;" | 616.8.10STMA1 || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Stationary Lane Closure on a Two-Lane Highway using Multiple TMA Flaggers || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-10STMA2.pdf TA-10STMA2] ||style="text-align:center;" | 616.8.10STMA2 || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Lane Closure on Two-Lane Highways Using Traffic Control Signals || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-12.pdf TA-12] ||style="text-align:center;" | 616.8.12 || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| Stationary Lane Closure with a Two-Way Left Turn Lane || style="text-align:center;" | [https://epg.modot.org/forms/general_files/TS/Typical_Applications/TA-30STWLTL.pdf TA-30STWLTL] ||style="text-align:center;" | 616.8.30STWLTL || style="text-align:center;" | 1-1-26
|}

</div>
</div>

<div class="mw-customtoggle-TL1e" style="font-size:1.15em; margin:10px; margin-left:35px; padding:3px; cursor:pointer; color:black; background-color: #f6f6f6; border-radius:5px; box-shadow:3px 3px 3px #888888">[+/-] Support Figures</div>
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<div class="mw-collapsible-content" style="margin-bottom:15px;">

{| class="wikitable" style="margin-left: 2em; text-align: left; width: 95%"
|- style="vertical-align:top;"
! Support Figure Description !! style="width: 100px" | Effective Date
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Begin-End_of_Project_Signing.pdf Begin/End of Project Signing] || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Excavations_with_Steel_Plate_or_Backfill_on_Two-Lane_Highways.pdf Excavations with Steel Plate or Backfill on Two-Lane Highways] || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Flagger_Control_for_Resurfacing_or_Moving_Operations_on_a_Two-Lane_Highway.pdf Flagger control for Resurfacing or Moving Operations on a Two-Lane Highway] || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Intermittent_Lane_Closure.pdf Intermittent Lane Closure] || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_a_Two-Lane_Highway–3_Mile_Flagging_Scenarios.pdf Lane Closure on a Two-Lane Highway - 3 mile Flagging Scenarios] || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Closure_on_a_Two-Lane_Highway_near_Intersections.pdf Lane Closure on a Two-Lane Highway near Intersections] || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Lane_Restriction_on_a_Two-Lane_Highway_Vertical_Clearance_at_Bridge.pdf Lane Restriction on a Two-Lane Highway Vertical Clearance at Bridge] || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Pilot_Car_Method.pdf Pilot Car Method] || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Side_Roads_Entering_Work_Zones.pdf Side Roads Entering Work Zones] || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Stationary_Lane_Closure_on_Alternating_Passing_Lanes.pdf Stationary Lane Closure on Alternating Passing Lanes] || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Temporary_Pavement_Marking_and_Signing.pdf Temporary Pavement Marking and Signing] || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-TMA_Flagger_Design.pdf TMA Flagger Design] || style="text-align:center;" | 1-1-26
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Type_3_Barricade_with_ROAD_CLOSED_and_DETOUR_Signs.pdf Type 3 Barricade with ROAD CLOSED and DETOUR Signs] || style="text-align:center;" | 1-1-26
|}

</div>
</div>

</div>
</div>

===616.16.3.1 Legend for Typical Applications===

</br>
[[image:616.8.2_12-25.png|center|750px|thumb|'''<center>Fig. 616.8.2 Meaning of Symbols on Typical Application Diagrams'''</center>]]

===616.16.3.2 Examples of Highways===
<span id="tab616.16.3.2"></span>
{| style="margin: 1em auto 1em auto"
|-
|colspan="3"|'''Divided Highway:''' Highway with physical separation of traffic in the opposite direction.
|-
|[[File:Median Separation.jpg|left|250px|thumb|<center>'''Median Separation'''</center>]]||[[File:Median Separation with Guard Cable.jpg|left|250px|thumb|<center>'''Median Separation with Guard Cable'''</center>]]||
[[File:Barrier Wall Separation.jpg|left|250px|thumb|<center>'''Barrier Wall Separation'''</center>]]
|-
|
|-
|height="40"|
|-
|colspan="3"|'''Undivided Highway:''' Highway with no physical separation of traffic in the opposite direction.
|-
|[[File:Undivided Highway.jpg|left|250px|thumb|<center>'''Undivided Highway'''</center>]]||[[File:Multi-lane Undivided Highway.jpg|left|250px|thumb|<center>'''Multi-lane Undivided Highway'''</center>]]||[[File:Multi-lane with Turning Lane.jpg|left|250px|thumb|<center>'''Multi-lane with Turning Lane'''</center>]]
|}
{| style="margin: 1em auto 1em auto"
|-
|[[File:Multi-lane with Raised Median.jpg|left|275px|thumb|<center>'''Multi-lane with Raised Median'''</center>]]||[[File:Multi-lane with Paved Narrow Median.jpg|left|275px|thumb|<center>'''Multi-lane with Paved Narrow Median</center>''']]
|}

===616.16.3.3 Recommended Advance Warning Sign Minimum Spacing===
<center id="tab616.16.3.3">

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+ '''Table 616.16.3.3 Recommended Advance Warning Sign Minimum Spacing'''
! style="background:#BEBEBE" rowspan="2"|Speed Limit<sup>'''1'''</sup>, mph!!style="background:#BEBEBE" colspan="2"|Sign Spacing<sup>'''2'''</sup>, ft.
|-
!style="background:#BEBEBE" |Undivided Highway!! style="background:#BEBEBE"|Divided Highway
|-
|up to 35|| 200<sup>'''3'''</sup>|| 200<sup>'''3'''</sup>
|-
|40 to 45|| 350|| 500
|-
|50 to 55|| 500|| 1000
|-
|60 to 70||1000||SA-1000<br/>SB-1500<br/>SC-2640
|-
|align="left" colspan="3"|<sup>'''1'''</sup> Speed limit is based on posted speed limit.
|-
|align="left" colspan="3"|<sup>'''2'''</sup> Sign spacing may be adjusted, normally by increasing it, to accommodate field conditions and visibility.
|-
|align="left" colspan="3"|<sup>'''3'''</sup> For urban low speed, minimum recommended spacing in MUTCD is 100 ft.
|}
</center>

===616.16.3.4 Recommended Taper Length and Spacing===
<center id="tab616.16.3.4">

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+'''Table 616.16.3.4 Recommended Taper Length and Spacing'''
! style="background:#BEBEBE" rowspan="2"|Speed Limit<sup>'''1'''</sup>, mph!!style="background:#BEBEBE" colspan="2"|Taper Length<sup>'''2'''</sup>, ft. !!style="background:#BEBEBE" colspan="2"| Channelizing Spacing <sup>'''3'''</sup>, ft.
|-
!style="background:#BEBEBE"| Shoulder<sup>'''4'''</sup> (T1)!!style="background:#BEBEBE"|Lane<sup>'''5'''</sup> (T2)!!style="background:#BEBEBE"|Tapers!!style="background:#BEBEBE"|Buffer/Work Areas
|-
|up to 35||70|| 245|| 35<sup>6</sup> ||40<sup>6</sup>
|-
|40 to 45||150|| 540|| 40<sup>6</sup>|| 80<sup>6</sup>
|-
|50 to 55||185|| 660|| 50<sup>7</sup>|| 80<sup>7</sup>
|-
|60 to 70||235|| 840|| 60<sup>7</sup>|| 120<sup>7</sup>
|-
|align="left" colspan="5"|<sup>'''1'''</sup> Speed limit is based on posted speed limit.<br/><sup>'''2'''</sup> Taper lengths may be adjusted to accommodate crossroads, curves, intersections, ramps or other geometric features.<br/><sup>'''3'''</sup> Channelizer spacing may be reduced to discourage traffic encroachment.<br/><sup>'''4'''</sup> Based on 10 ft. shoulder width.<br/><sup>'''5'''</sup> Based on 12 ft. lane width.<br/><sup>'''6'''</sup> Spacing reduced to 1/2 at intersections.<br/><sup>'''7'''</sup> Spacing may be reduced to 1/2 at intersections.
|}
</center>

[[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.16]]

822.2 Vegetation Management for Minor Roads

2026-01-22T20:29:38Z

Legged1: grammar

[[image:822.2.1 2026.jpg|center|thumb|750px|<Center>'''Minor Roads'''</center>]]

The height of minor road vegetation should be maintained between six and 18 inches. Mowing should begin when 50 percent of the vegetation reaches 18 inches in height.

Vegetation may be maintained by using PGRs mixed with a broadleaf herbicide or by mowing. The area for vegetation control is 6 ft. to 15 ft. unless physically obstructed. This is intended to be one pass with the type of equipment used.

A final mowing may be done if the slopes are 1V:3H (3 to 1) or flatter. It should not begin until the chance of significant regrowth is minimal. The final mowing area may extend up to 30 ft. from the edge of the pavement.

Areas within 30 ft. of the roadway with heavy brush should be treated with selective herbicides to control brush.

Slopes steeper than 1V:3H (3 to 1) and areas not required to be mowed should be planted with native grasses and/or wildflowers, naturalized or landscaped. Give consideration to promoting or planting pollinator-beneficial vegetation.

The number of mowing cycles may be adjusted and coordinated statewide if growing conditions require it.

[[Category:822 Roadside Vegetation Management|822.02]]

620.6 Delineators (MUTCD Chapter 3G)

2026-01-07T19:32:11Z

Legged1: /* {{SpanID|620.6.6}} 620.6.6 Barrier Wall Delineation */ fix links

[[Category:620 Pavement Marking (MUTCD Part 3)|620.06]]
{| align="right" style="margin-left: 15px;"
| __TOC__
|-
| <div style="float: right; margin-top: 5px; margin-left: 15px; width:150px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
'''<center>Standard Plan</center>'''
<center>[https://www.modot.org/media/51221 903.00]</center>
</div>

|}
=={{SpanID|620.6.1}}620.6.1 General (MUTCD Section 3G.01)==

'''Support.''' Delineators are particularly beneficial at locations where the alignment might be confusing or unexpected, such as at lane-reduction transitions and curves. Delineators are effective guidance devices at night and during adverse weather. An important advantage of delineators in certain locations is that they remain visible when the roadway is wet or covered by snow.

Delineators are considered guidance devices to help road users navigate the roadway alignment, rather than warning devices.

'''Option.''' Delineators may be used on long continuous sections of highway or through short stretches where there are changes in horizontal alignment.

=={{SpanID|620.6.2}}620.6.2 Design (MUTCD Section 3G.02)==

'''Standard.''' Delineators shall consist of retroreflective devices that are capable of clearly retroreflecting light under normal atmospheric conditions from a distance of 1,000 feet when illuminated by the high beams of standard automobile lights. They shall be mounted on crashworthy (see definition in [[:Category:911 General (MUTCD Part 1) #911.3.2|EPG 911 (MUTCD Section 1C.02)]]) supports.

Retroreflective elements for delineators shall have a minimum vertical and horizontal dimension of 3 inches, or a minimum diameter dimension of 3 inches when circular.

'''Support.''' Within a series of delineators along a roadway, delineators for a given direction of travel at a specific location are referred to as single delineators if they have one retroreflective element for that direction, double delineators if they have two identical retroreflective elements for that direction mounted together, or vertically-elongated delineators if they have a single retroreflective element with an elongated vertical dimension to approximate the vertical dimension of two separate single delineators.

'''Option.''' A vertically-elongated delineator of appropriate size may be used in place of a double delineator.

=={{SpanID|620.6.3}}620.6.3 Application (MUTCD Section 3G.03)==

'''Standard.''' The color of delineators shall comply with the color of edge lines stipulated in [[620.1 General (MUTCD Chapter 3A) #620.1.3|EPG 620.1.3]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.10|620.2.10]].'''

A series of single delineators shall be provided on the right-hand side of freeways and expressways and on at least one side of interchange ramps, except when either Condition A, Condition B, or Condition C is met, as follows:

:A. On tangent sections of freeways and expressways when both of the following conditions are met:
:# Inlaid pavement markers are used continuously on lane lines throughout all curves and on all tangents to supplement pavement markings, and
:# Roadside delineators are used to lead into all curves, or
:B. On sections of roadways where continuous lighting is in operation between interchanges.
:C. On interstate or other highways with Emergency Reference Markers (D10-5) (See [[903.9 General Information Signs#903.9.4_Emergency_Reference_Markers_(D10-5_and_D10-5a)_(MUTCD_Section_2H.06)|EPG 903.9.4]]) installed on the right-hand side of the roadway.

'''Option.''' Delineators may be provided on other classes of roads.

A series of single delineators may be provided on the left-hand side of roadways.

Chevron Alignment (W1-8) signs may be used instead of or in addition to standard delineators, as provided in [[903.3 Warning Signs and Object Markers (MUTCD Chapter 2C) #903.3.8|EPG 903.3.8]].

{{SpanID|fig3g1}}
[[File:Figure 620.6.3.1 Examples of Delineator Placement.png|thumb|center|800px|alt=A two-lane roadway with north and southbound lanes is shown curving to the right. Along the inside and outside shoulders, delineator markings are placed 2 to 8 feet outside of shoulder edge or face of curb. Delineators are also shown placed on a guardrail and on or near a bridge rail.
|'''Figure 620.6.3.1''' Examples of Delineator Placement]]

'''Standard. '''Delineators on the left-hand side of a two-way roadway shall be white (see [[#fig3g1|Figure 620.6.3.1]]).

'''Guidance.''' A series of single delineators should be provided on the outside of curves on interchange ramps.

Where median crossovers are provided for official or emergency use on divided highways and where these crossovers are to be marked with pavement markings, a double yellow delineator should be placed on the left-hand side of the through roadway on the far side of the crossover for each roadway.

Double or vertically-elongated delineators should be installed at approximately 100-foot intervals along acceleration and deceleration lanes.

A series of delineators should be used wherever guardrail or other longitudinal barriers are present along a roadway or ramp.

'''Option.''' A strip of retroreflective material may be used to enhance delineation at intersections. The retroreflective material may be installed on a sign support for signs located within the corner radius that face the intersecting road.

'''Standard.''' If a strip of retroreflective material is used on the sign support for delineation, it shall be at least 4 inches in width, it shall be placed for the full length of the support from the bottom of the sign and extending down the length of the post, with the bottom of the retroreflective strip not being taller than 2 feet above the edge of the roadway, and its color shall match the color of the adjacent edge line. The retroreflective strip for delineation shall be installed facing the direction of travel on the highway, not facing the intersecting road. The retroreflective strip shall not display any legend or other information. MoDOT’s standard for this application uses a 4” x 72” aluminum panel with the retroreflective material applied to it where the panel can then be attached to the sign post using the same types of fasteners used to attach signs. These panels are available from MoDOT’s third party sign fabricator.

{{SpanID|fig620.5.4.2}}{{SpanID|fig620.6.3.2}}
[[File:Figure 620.6.3.2 Installation of Delineators on Public Side Roads and Private Entrances.png|thumb|center|800px|alt=This figure contains two examples for the placement of delineators. The first is a public side road intersecting with a main road. There are three delineators on the southwest curve and three delineators on the southeast curve. The second example is a private entrance intersecting with a main road. There is a single delineator on each of the southwest and southeast curves.
|'''Figure 620.6.3.2''' Installation of Delineators on Public Side Roads and Private Entrances]]

'''Option.''' Installation of delineators may be provided on public roads as defined in [[:Category:911 General (MUTCD Part 1)|EPG 911 (MUTCD Section 1C.02)]]. A maximum of three delineators can be installed per approach as indicated in [[#fig620.5.4.2|Figure 620.6.3.2]], Installation of Delineators on Public Side Roads and Private Entrances. Delineation of the right-hand side of the radius may be provided by the use of a strip of retroreflective material installed on the STOP sign post if the post is located appropriately.

A property owner may request the delineation of a private entrance.

'''Support.''' When delineation is used at a private entrance the preference of the department is to have the property owners use white reflective tape, but other colors are permitted.

'''Standard.''' When delineation is used at a private entrance the owner shall be responsible for the installation and maintenance of such delineation. MoDOT will allow the installation of one lightweight post such as a metal fence post at each end of the pipe crossing or within the radius of the entrance. If reflectors are used rather than tape, one reflector on each side of the post, or a total of four reflectors, will be permitted.

'''Option.''' Red delineators may be used on the reverse side of any delineator where it would be viewed by a road user traveling in the wrong direction on that particular ramp or roadway.

'''Standard.''' Red delineators shall be used on the back side of delineators at off ramps to discourage wrong way driving. The red delineators shall be used starting at the crossroad and extending to the start of the deceleration lane on the main line.

'''Guidance.''' Except as provided in the fourth Option paragraph of [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.14|EPG 620.2.14]], delineators of the appropriate color should be used to indicate a lane-reduction transition where either an outside or inside lane merges into an adjacent lane.

When used for lane-reduction transitions, the delineators should be installed adjacent to the lane or lanes reduced for the full length of the transition and should be so placed and spaced to show the reduction (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.14|EPG 620.2.14]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#fig3b14|Figure 620.2.14]]).

On a highway with continuous delineation on either or both sides, delineators should be carried through transitions.

=={{SpanID|620.6.4}}620.6.4 Placement and Spacing (MUTCD Section 3G.04)==

'''Guidance.''' Except as provided in the following paragraph, delineators should be mounted at a height, measured vertically from the bottom of the lowest retroreflective device to the elevation of the near edge of the roadway, of approximately 4 feet (see [https://www.modot.org/media/51221 Standard Plan 903.00].

'''Option.''' When mounted on the face of or on top of guardrails or other longitudinal barriers, delineators may be mounted at a lower elevation than the normal delineator height recommended in the previous paragraph.

'''Guidance.''' Delineators should be placed 2 to 8 feet outside the outer edge of the shoulder, or if appropriate, in line with the roadside barrier that is 8 feet or less outside the outer edge of the shoulder.

Delineators should be placed at a constant distance from the edge of the roadway, except where a guardrail or other longitudinal barrier is present. Where an obstruction intrudes into the space between the pavement edge and the extension of the line of the delineators, the delineators should be transitioned to be in line with or inside the innermost edge of the obstruction. Post mounted delineators should not be installed behind guardrail or barrier wall if guardrail delineation is present.

Delineators should not present a vertical or horizontal clearance obstacle for pedestrians.

Delineators should be spaced 528 feet apart on mainline tangent sections. Delineators should be spaced 100 feet apart on ramp tangent sections.

'''Option.''' On a highway with continuous delineation on either or both sides, the spacing between a series of delineators may be closer.

When uniform spacing is interrupted by such features as driveways and intersections, delineators which would ordinarily be located within the features may be relocated in either direction for a distance not exceeding ¼ of the uniform spacing. Delineators still falling within such features may be eliminated.

Delineators may be transitioned in advance of a lane transition or obstruction as a guide for oncoming traffic.

'''Guidance.''' The spacing of delineators should be adjusted on approaches to and throughout horizontal curves so that several delineators are always simultaneously visible to the road user. The approximate spacing shown in [[#tab3g1|Table 620.6.4]] should be used.

'''Option.''' When needed for special conditions, delineators of the appropriate color may be mounted in a closely-spaced manner on the face of or on top of guardrails or other longitudinal barriers to form a continuous or nearly-continuous “ribbon” of delineation.

'''Support.''' Examples of delineator installations are shown in [[#fig3g1|Figure 620.6.3.1]].

<center>
{{SpanID|tab3g1}}{{SpanID|tab620.6.4}}
{| class="wikitable" style="text-align: center;max-width: 500px;"
|+ '''Table 620.6.4''' Approximate Spacing for Delineators on Horizontal Curves
|-
! style="width: 50%"|Radius (R) of Curve
! style="width: 50%"|Approximate Spacing (S) on Curve
|- style="vertical-align:bottom;"
| 50 feet
| 20 feet
|- style="vertical-align:bottom;"
| 115 feet
| 25 feet
|- style="vertical-align:bottom;"
| 180 feet
| 35 feet
|- style="vertical-align:bottom;"
| 250 feet
| 40 feet
|- style="vertical-align:bottom;"
| 300 feet
| 50 feet
|- style="vertical-align:bottom;"
| 400 feet
| 55 feet
|- style="vertical-align:bottom;"
| 500 feet
| 65 feet
|- style="vertical-align:bottom;"
| 600 feet
| 70 feet
|- style="vertical-align:bottom;"
| 700 feet
| 75 feet
|- style="vertical-align:bottom;"
| 800 feet
| 80 feet
|- style="vertical-align:bottom;"
| 900 feet
| 85 feet
|- style="vertical-align:bottom;"
| 1,000 feet
| 90 feet
|-
| style="background-color: #ffffff;text-align: left;" colspan="2"| Notes:<br><ol><li>Spacing for specific radii may be interpolated from table.</li><li>The minimum spacing should be 20 feet.</li><li>The spacing on curves should not exceed 300 feet.</li><li>In advance of or beyond a curve, and proceeding away from the end of the curve, the spacing of the first delineator is 2S, the second 3S, and the third 6S, but not to exceed 300 feet.</li><li>S refers to the delineator spacing for specific radii computed from the formula <math>S = \sqrt[3]{R - 50}</math></li><li>The distances for S shown in the table above were rounded to the nearest 5 feet.</li></ol>
|-
|}
</center>

==620.6.5 Guardrail Delineation==

'''Standard.''' All guardrail shall be delineated in accordance with [https://www.modot.org/missour-standard-specifications-highway-construction Section 606.10.2.3] of the Standard Specifications. The design of the guardrail delineators shall be in accordance with [https://www.modot.org/media/51221 Standard Plan 903.00] and [https://www.modot.org/missour-standard-specifications-highway-construction Standard Specifications Sec 1065]. The color of the retroreflective sheeting used shall match the color of the adjacent edge line. If no edge line is present, white shall be used on the right-hand side facing approaching traffic.

On two-lane roads with two-way traffic the guardrail shall be delineated with white retroreflective sheeting on both sides of the delineator, including at bridge approaches.

If guardrail is present at off ramps, the back side of the guardrail delineator shall be red retroreflective sheeting. The red sheeting is used on the back side of guardrail delineators from the crossroad to the start of the deceleration lane on the main line.

'''Option.''' The use of the red sheeting on the back side of guardrail delineators may be used wherever there is a need to discourage wrong way driving.

=={{SpanID|620.6.6}} 620.6.6 Barrier Wall Delineation==

'''Standard.''' Permanent barrier walls and bridge barrier walls shall be delineated in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Standard Specifications Sec 617.30]. The design of the barrier wall delineators shall be in accordance with [https://www.modot.org/media/51221 Standard Plan 903.00] and [https://www.modot.org/missouri-standard-specifications-highway-construction Standard Specifications Sec 1065]. The color of the retroreflective sheeting used shall match the color of the adjacent edge line.

'''Guidance.''' Where there is traffic on both sides of a barrier wall, a two-sided delineator with retroreflective sheeting on both sides, should be used. On two-lane roads the bridge barrier walls should be delineated with white retroreflective sheeting on both sides of the delineator.

'''Standard.''' If barrier wall is present at off ramps, the back side of the barrier wall delineator shall be red retroreflective sheeting. The red sheeting is used on the back side of barrier wall delineators from the crossroad to the start of the deceleration lane on the main line.

'''Option.''' The use of the red sheeting on the back side of guardrail delineators may be used wherever there is a need to discourage wrong way driving.

Category:142 Missouri One Call System

2025-12-23T20:10:33Z

Legged1: correct phone number

[[image:142.gif|right|300px|thumb|<center>'''MoDOT employees use [http://lnapp1/gs/dcinvent.nsf/3f5be1c697b3ae3886256ce6006eaf1d/d887dfb217b504e386256d47006d1d9f?OpenDocument flourescent pink] paint for marking on the roadway and white for proposed excavation.'''</center>]]

{|style="padding: 0.3em; margin-right:11px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="170px" align="left"
|-
|[[image:safety begins with me.jpg|165px|center]]
|-
|[http://wwwi/intranet/ri/documents/08-2011.pdf Excavation Safety - Marking Utilities]
|}
[http://www.mo1call.com/ Missouri One Call System, Inc. (MOCS)], operates as a non-profit Missouri corporation per [https://revisor.mo.gov/main/OneSection.aspx?section=319 RSMo Chapter 319]. They facilitate the location of underground utilities. Their statewide toll-free telephone number, '''1-800-DIG-RITE (344-7483)''', operates 24 hours a day, seven days a week. MOCS, established in 1986, provides statewide services to utilities and excavators to comply with the law. This law applies to any person excavating in the state of Missouri.

MOCS was established to protect underground facilities and assist excavators and utilities in complying with Missouri's statute and OSHA Rules 1926.651. By using MOCS, worker safety, the general public's safety and the environment also are protected.

Specifics about the planned excavation are required when contacting MOCS by telephone or internet. Once this information is processed, a list of member utilities that will be notified of the excavation is provided. The locate request is then sent to all member utilities with facilities in the dig site area. After the utility has been notified of the planned excavation, they will mark the "approximate location" of their underground lines or advise that there are no facilities in the area.
After it is determined that markings are required, the locate request is dispatched to a field locator who will locate underground utilities and mark the excavation site with paint, stakes or flags corresponding to the type of utility that may be encountered.. Members mark their facilities according to specific guidelines and color codes.

{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="300px" align="right"
|-
|'''Form'''
|-
|[http://mo.itic.occinc.com/LocateRequest.pdf Missouri One Call Locate Request]
|-
|'''Additional Information'''
|-
|[[media:142 one call.pdf|MOCS General Information]]
|-
|[http://wwwi/intranet/tr/documents/One-Call-&-You.ppt MO One Call PowerPoint Presentation]
|-
|[http://www.mo1call.com/marking/documents/cga_best_practices.pdf Locating and Marking Best Practices]
|-
|[[media:142 Backup Message Info.pdf|Backup Message Information]]
|-
|[[media:142 Backup Message Methods.pdf|Backup Message Methods]]
|-
|[http://wwwi/intranet/tr/documents/Daily-Audit-Report.pdf Daily Audit Report ]
|-
|[http://wwwi/intranet/tr/documents/Internet-Ticketing-Information.pdf Internet Ticketing Information]
|-
|[http://wwwi/intranet/tr/documents/Membership_Application_Information.pdf Membership Application Information]
|-
|[http://wwwi/intranet/tr/documents/On-line_Reports.pdf On-line Reports]
|-
|'''Related Information'''
|-
|[https://www.modot.org/intent-work Notice of Intent to Perform Work Process]
|}

Legislatively, MoDOT became a member of Missouri One Call System January 1, 2009. MoDOT’s participation in Missouri One Call does not exclude anyone wanting to work on MoDOT right of way from obtaining a permit or completing the [http://www.modot.mo.gov/asp/intentToWork.shtml Notice of Intent to Perform Work Process]. However, before excavation will take place on our right of way, no longer will two phone calls be necessary to locate the underground facilities. Notification of the excavation will be made only to Missouri One Call, not MoDOT.

===Requesting a Locate===
Any person making or beginning any excavation must notify MOCS at least three but not more than ten working days in advance, except in the case of an emergency. There are three ways to place a locate request:
:1. [http://www.mo1call.com/welcome_excavator.php?User=E Internet Ticketing (ITIC)]
:2. Calling
:3. Fax

ITIC allows the locate request to be placed anytime, 24 hours a day. After processing the ticket, the requester will receive an email confirmation listing the utilities at the dig site and a ticket number. To use ITIC, the requester must register by calling the ITIC administrator at (573) 636-1550 or email at moitic@occinc.com.

Excavators may call MOCS 24 hours a day, seven days a week at 1-800-DIG-RITE or 811 and give the operator information allowing the utility locators to find and mark the dig site.

Faxing the information is also an allowable method. Of course, the faxed aggreement must be signed to be valid.

The Call Center will ask for the type of ticket being requested. There are seven types of tickets:

:'''1. Routine,''' a regular locate request.
:'''2. No Response,''' requested when one or more utilities failed to respond to the original locate request. Identify those who have not responded, if possible, by comparing the list of utilities on the original ticket.
:'''3. Emergency,''' requested when a sudden, unexpected occurrence, presenting a clear and imminent danger demanding immediate action or to prevent or mitigate loss or damage to life, health, property or essential public services. “Unexpected occurrence” includes but is not limited to thunderstorms, high winds, ice or snow storms, fires, floods, earthquakes or other soil or geologic movements, riots, accidents, water or wastewater pipe breaks, vandalism or sabotage or any interruption in the generation, transmission or distribution of electricity or any damage to property or facilities that causes or could cause such an interruption.
:'''4. Dig-up,''' when damage to facilities has occurred, MOCS must be notified. If damage involves pipeline or natural gas line, then 911 and the affected utility must also be notified.
:'''5. Renewal,''' requested when previous marks are not visible and need to be remarked due to weather, construction or work not starting.
:'''6. Preliminary Design,''' requested to determine what facilities are present when planning a project. Contact names and phone number will be supplied. No marking will be made.
:'''7. Design,''' requested when planning a project and a ticket will be generated for markings at the site. Utilities are allowed 5 working days to respond and excavation cannot occur. Before excavating, a routine ticket must be requested.

A few things to remember when requesting a locate:
:* Utilizing the [http://mo.itic.occinc.com/LocateRequest.pdf Missouri One Call Locate Request Form] will help ensure all the pertinent information is easily available.
:* Be sure to mark the area of excavation with white paint or a [http://lnapp1/gs/dcinvent.nsf/3f5be1c697b3ae3886256ce6006eaf1d/fe5bd24edc236b5d86256d47006d6749?OpenDocument white flag].
:* Identify yourself as the "caller" and MoDOT as the "company".

===Performing a Locate===
Upon receipt of a locate request, MoDOT reviews the information on the ticket and either marks the approximate location of the underground utilities, request additional information or advise the excavator the area is “clear”. MoDOT has [[media:142 two working days.pdf|two working days]] to perform these actions.

If utilities need to be located, markings are required to identify the approximate location of the underground utilities. The approximate location is a strip of land not wider than the width of the underground facility plus 2 ft. on either side thereof. Markings are made with either red paint or flags for electrical facilities or orange paint or flags for communication facilities and done in accordance with the national standards developed by the [http://www.mo1call.com/docs/cga_code_markings.pdf Common Ground Alliance]. [http://lnapp1/gs/dcinvent.nsf/3f5be1c697b3ae3886256ce6006eaf1d/304a81992574632a86256f9d006731a1?OpenDocument Red] and [http://lnapp1/gs/dcinvent.nsf/3f5be1c697b3ae3886256ce6006eaf1d/3dc1256ea0ec428f86256f9d006814ce?OpenDocument orange flags] are available from the [http://lnapp1/gs/dcinvent.nsf?opendatabase warehouse].

If the area of excavation cannot be determined from the description provided on the ticket, MoDOT may request the excavator to either:
:* mark with a white line the proposed area of excavation,
:* provide project plans, or
:* meet at the site.
Either party may also request an on-site meeting to clarify markings, but must occur within two working days of the request for the meeting.

In some cases, MoDOT may be able to determine from the information on the ticket there are no underground utilities in the area that would be affected by the excavation. In these cases, MoDOT must notify the excavator and advise them they are “clear”.

If a “No Response” ticket is received, MoDOT is required to respond by marking or making contact with the excavator within two hours. If the “No Response” notification is made before 2 pm, the marking shall be completed that working day. If the “No Response” is made after 2 pm, the marking is to be completed no later than 10 am the next working day.

Each ticket MoDOT receives from Missouri One Call Concepts will cost $1.20. In addition, MoDOT pays an extra 16 cents per ticket for a ticket management system called [http://www.managetickets.com/ National Ticket Management System (NTMS)]. All costs associated with performing locate requests (ticket cost, labor, equipment, expenses) are to be tracked and charged to job number WS1CALLS.

===Requirements===
Once a ticket is received, MoDOT has [[media:142 two working days.pdf|two working days]] to respond. The date of the call does not count. The two working days shall begin at 12 midnight following the receipt of the request by the notification center. “Working days” do not include weekends and holidays. If a utility has not responded to the locate request, the excavator is required to issue a “No Response” ticket and allow the utilities two hours to respond before beginning excavating. [http://www.mo1call.com/about_faq.php#holidays State holidays] are not considered working days. The start date of the excavation will be extended when a holiday falls within the utility response time.

There are various methods that can be used to advise the excavator of no facilities in the area. MoDOT may call the contact number of the excavator, leave a message on a recording device, call the cell phone of the excavator, notify the excavator by fax or e-mail, marking the site with “clear” or “OK” or verbally informing the excavator in person.

At all times, the "three rules of one-call" should be observed:

'''1. Call before you dig.''' This means to dial 811 or 1-800-dig-rite (344-7483). 811 started in 2014 and is the national number that will give you the one-call service for whatever state you’re calling from. [http://www.mo1call.com Utility tickets may also be filed via the internet].

'''2. Achieve positive response and wait the required time.''' Positive response means that verification has been obtained from each of the notified utilities from the one-call ticket, that they are "clear" or the utilities have been marked. '''And''', if they’re clear, have written or photographic proof that they are clear. Don’t start excavating until the utilities are cleared and the two '''working''' days are up.

'''3. Whenever you dig, dig responsibly with care and caution.''' It’s the law.

[[image:142 Mo 1 call.jpg|center|800px]]

[[Category:100_GENERAL]]

Job Special Provisions

2025-12-19T14:04:34Z

Legged1:

806.2 Sediment Control Measures

2025-10-22T13:39:54Z

Legged1: /* 806.2.3.1 Design Considerations */ erratum

Sediment control is the practice of controlling eroded soil in disturbed areas by deploying best management practices (BMPs) to capture and retain the eroded material before it leaves the project site. It is MoDOT’s intention to establish final stabilization practices as soon as possible, but sediment control BMPs must still be deployed to provide sediment control until vegetative cover or final building materials have been established to prevent sediments from leaving MoDOT project sites.

===806.2.1 Sediment Basin===
Sediment basins are constructed to trap and store water and sediment that may not be caught by upgrade erosion and sediment control measures. The basins consist of an excavation with defined side slopes and rock riprap placed in inlet and outlet areas.

A temporary sediment basin is an excavated or dammed storage area that is used for short-term erosion and sediment control purposes. They are constructed with available grading equipment at locations shown on the contract plans to control sediment discharge until more permanent BMPs are installed and the site is stabilized. In some cases a temporary sediment basin can be placed in a location that enables it to continue to be used as a permanent sediment and drainage control basin.

If the sediment basin is to be permanent, its slopes shall be stabilized with rock riprap or equivalent.

====806.2.1.1 Design Considerations====
The location of sediment basins will be shown on the plans. Each basin will be of sufficient size to contain a volume of a local 2-year, 24-hour storm event as determined by using the [https://hdsc.nws.noaa.gov/hdsc/pfds/ National Oceanic and Atmospheric Administration’s National Weather Service Atlas 14]. Sediment basins are required (unless infeasible due to site constraints) when large disturbed areas (>10 acres) concentrate flow to one discharge point, but they should be considered for any disturbed area, 5 acres or larger, which drains to one discharge point.

Where the use of a sediment basin of sufficient size as described above is impractical, other similarly effective BMPs that will provide equal water quality protection shall be provided, such as sediment traps, must be employed to minimize sediment loss from MoDOT right of way.

====806.2.1.2 Construction Considerations====
Sediment basins should be installed at the time of clearing and grubbing, and will normally remain in service until all disturbed areas draining into the structure have been satisfactorily stabilized.The area where a sediment basin is to be constructed shall be cleared of vegetation to enable removal of sediment. The inlets of these sediment basins shall be constructed with a wide cross section and minimum grade to prevent turbulence and allow deposition of the soil particles. Sediment basins shall always have stabilized outlets to discharge water from the surface of the basin. The stabilized outlets typically consist of one, or a combination of the following: rock, a riser pipe, or a surface skimmer (e.g., Faircloth Skimmer<sup>®</sup>). As a general rule, basins should be designed and constructed twice (minimum) as long as wide in order to maximize time of concentration within the structure. To add additional sediment removal capability to basins, baffles can be designed within the basin to slow storm water flow and increase treatment time within the basin. Basically, the longer the water takes to get from the inlet of the basin to its outlet, the more effective the treatment and the better the water quality at the outfall. Sediment basins shall normally remain in service until all disturbed areas draining into the structure have been satisfactorily stabilized. When use of temporary sediment basins is to be discontinued, all excavations are to be backfilled and properly compacted, fill material removed, and the existing ground restored to its natural or intended condition.

Where the use of a sediment basin of sufficient size as described above is impractical it should be documented in the SWPPP and other similarly effective BMPs must be employed to minimize sediment loss from MoDOT right of way. These similarly effective BMPs or BMP systems could include, but are not limited to sediment traps, ditch checks, Type C berms, etc., and the use of appropriate erosion control items to cover up exposed soil. An explanation for selecting these similarly effective BMPs instead of a basin will be documented in the project SWPPP.

When the depth of sediment reaches 1/2 of the depth of the structure in any part of the pool, all accumulation shall be removed. Discharges from the basin shall not cause scouring of the receiving area. Removed accumulated sediment and excavated material removed during construction of the sediment basin shall be disposed of in locations where sediment will not again erode into the construction areas or into natural waterways.

===806.2.2 Sediment Trap===

A sediment trap is a temporary sediment collection structure constructed of rock or other non-earthen material used to detain runoff so that sediments are allowed to drop out. The trap may also be excavated in lieu of rock construction.

====806.2.2.1 Design Considerations====

The location of sediment traps will be shown on the plans. The length and height of the sediment trap depends on the volume of water that flows through the drainage structure and the width of the drainage channel. Sediment traps will be utilized at every outfall and may be used downgrade of drainage structures to control sediment. Sediment traps are not appropriate where impounded sediment and gravel could accumulate inside of the culvert. Estimated quantities for each trap located on the project will be shown to the nearest cubic yard. See [https://www.modot.org/media/16839 Standard Plan 806.10] for sediment trap details.

Sediment traps are not typically appropriate in streams that are regulated by the US Army Corps of Engineers under Section 404 of the Clean Water Act. However, certain construction within the regulated channel may necessitate their use. The design of a sediment trap in this situation must be approved by the Design Division's Environmental and Historic Preservation section prior to inclusion in the plans.

====806.2.2.2 Construction Considerations====

Sediment traps need to be in place prior to clearing and grubbing operations and will remain in place until the site has achieved final stabilization.

Sediment traps will be constructed of rock or other non-erodible material sufficient to impound water in accordance with [https://www.modot.org/media/16839 Standard Plan 806.10] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Standard Specification 806.60]. Estimated quantities for each trap located on the project will be shown to the nearest cubic yard. Sediment traps may be dewatered through a single riser pipe, over a stabilized spillway (rock-lined, lined with erosion control blanket or turf reinforcement matting, vegetated), or, where applicable, allowed to filter through the interstices of a constructed rock barrier.

Maintenance of the trap must be completed once the sediment deposits accumulate to ½ the height of the trap. In situations where long-term maintenance issues are absent, and permanent vegetation has established, sediment traps may be left in place as a permanent structure as long as there is no threat to the natural or human environment.

===806.2.3 Ditch Checks===

Ditch checks are temporary obstructions placed in a drainage way used to control erosion and sedimentation by reducing storm water velocities. Sediment deposits will be captured by the checks during low flow conditions.

====806.2.3.1 Design Considerations====

There are two types of ditch checks that can be used: rock and alternate.

Rock ditch checks are the predominant ditch check to be used. Because of their size, rock checks are to be placed outside the clear zone. They are specified for larger drainage areas and ditch slopes 10 percent or less and where expected ditch flow volumes and velocities are high, or in locations where the project is in proximity to streams or other sensitive areas.

Alternate ditch checks include, but are not limited to, triangular silt checks, filter socks/logs (but not straw wattles), and sandbags. Alternate ditch checks have a minimum effective height of 9 inches, as measured in the field.

Alternate ditch checks are specified where drainage areas are fairly small (3 acres or less), ditch slopes are 4 percent or less and expected ditch flow volumes and velocities are small. For scenarios that exceed the criteria established above, a combination of rock ditch checks and erosion control blankets are utilized.

[https://www.modot.org/media/16839 Standard Plan 806.10] shows the spacing for ditch checks. The estimate of the required number of ditch checks is based on an effective height of 9 or 18 inches.

If the total number of alternate ditch checks needed on a project is minimal, it is advisable to just specify all ditch checks as rock for simplicity of contract administration. The last two ditch checks, in any ditch check system should be one rock ditch check followed by a sediment trap.

====806.2.3.2 Construction Considerations====

'''(Important: Straw wattles, straw bales and geotextile silt fence are no longer acceptable as a ditch check BMPs.)'''

Ditch checks shall be placed and constructed according to the contract plans. As soon as practical, once a ditch/conveyance is capable of conveying water, ditch checks should be constructed to provide sufficient protection until the conveyance is complete and the remaining BMPs can be installed. Once disturbance activities have ceased on any part of the project and will not resume for a period of 14 days ditch checks shall be constructed to provide interim stabilization. Once interim stabilization efforts begin they shall be completed within 14 days. Ditch checks shall remain in place until final stabilization is achieved.

Rock checks are to be constructed of 4 in to 12 in size rock, full ditch width wide, and 18” min. effective height over the middle of the ditch. The standard design of a rock ditch is a 4 ft. wide base, with 2:1 side slopes, and 2 ft. tall with the middle 6 in. lower than the sides (18 in effective height over the middle). Dimensions may be modified based on individual project needs for higher flow rates. In areas of clay soils, where additional filtration may be needed, the upgrade face of the check can be capped with smaller stone, filter fabric or another approved filtering media. In some cases, it may also be necessary to place a section of ECB or geotextile beneath the rock ditch check and extending downgrade of the structure to prevent the rock from settling into the soil beneath and/or protect from downstream scour within the ditch line.

Alternate ditch checks have an effective height of at least 9 in. as measured in the field and should be installed in accordance with the manufacturer’s recommendations. The SWPPP has a list of acceptable alternate ditch checks or others can be approved by the engineer. Each type of ditch check (particularly the tubular/cylindrical/triangular products) will have specific directions for installation. The standard practice for compost filter socks can be found in AASHTO R 51, which details the minimum material requirements that will need to be certified by the manufacturer, but also provides required installation practices in the field. In all cases care shall be exercised so as to install the device according to manufacturer specifications. Effectiveness may be compromised if not installed correctly.

Ditch checks shall be checked for condition and sediment accumulation after each runoff event. Accumulated sediment shall be removed from the check when the sediment height is no more than half that of the check. Sediment removal will include removal and disposition in a location where it will not erode into construction areas or watercourses. Inspections shall be made to ensure that the center of the check is lower than the edges.

Ditch checks shall remain in place until final stabilization has been achieved. Upon removal, the contractor should be directed to remove and dispose of any excess sit accumulations, grade and dress the area, and stabilize all bare areas to the satisfaction of the engineer. As a general rule for rock ditch checks, once the area has reached final stabilization, any collected sediment should be removed and rock ditch checks can be graded out within the ditch line, serving a similar purpose as a liner. In rare cases, rock ditch checks may remain in place permanently, and resultant accumulated sediment shall be allowed to develop vegetative cover as a permanent feature of the right of way. Similarly, biodegradable structures and their accumulated sediment may be allowed to remain in place if the engineer determines that removal will destabilize the ditch. In cases of compost, mulch, etc. filled checks, the wooden stakes should be pulled and the biodegradable netting cut to encourage more rapid degradation. If the netting is non-biodegradable, the netting shall be cut and removed along with the stakes, but the biodegradable filling may be left to decompose.

===806.2.4 Silt Fence===

Silt fence is a temporary sediment control measure used to capture suspended particles from sheet flow along the edge of the right of way where runoff attempts to leave the project onto an adjacent property or into an adjacent body of water or wetland. Silt fence must never be used in concentrated flow to cross a ditch, stream or drainage channel; and in no case installed downgrade from a pipe or used as a culvert protection.

====806.2.4.1 Design Considerations====

Silt fence is to be provided as a perimeter control on all land disturbance projects. The plans shall include silt fence in areas where runoff will exit the right of way or along the toe of fill slopes where sediment could enter and adjacent body of water or wetland. Silt fence is not limited to a linear installation. Silt fence should be designed to be installed on the contour when possible, perpendicular to sheet flow, to prevent overtopping or overloading at single points. If silt fence is run down a grade, not perpendicular to sheet flow, J-hooks should be designed to be installed into the silt fence system to dissipate energy and capture runoff so as not to undermine the fence or overwhelm the system at a low point. J-hooks should be installed toe to top, similar to ditch checks, with the tail of the downgrade J-hook terminating behind the leading edge of the previous (see [https://www.modot.org/media/16839 Standard Plan 806.10]).

====806.2.4.2 Construction Considerations====

There are several construction requirements for silt fences. Fence construction shall be adequate to handle the stress from hydraulic and sediment loading. Where possible, silt fencing should be installed in existing vegetation, outside of, or at the edge of project clearing limits, so that a buffer of undisturbed soil and vegetation remains on both sides of the fence. Fence construction shall be adequate to handle the stress from hydraulic and sediment loading. Geotextile at the bottom of the fence shall be entrenched. The trench shall be backfilled and the soil compacted over the geotextile. When two sections of geotextile silt fence come together or if a new run must be started, the fence shall be overlapped as indicated on the standard drawings.

Post spacing shall not exceed 5 feet. Posts shall be driven a minimum of 24 inches into the ground. Where rock is encountered, posts shall be installed in a manner approved by the engineer. Closer spacing, greater embedment depth and/or wider posts shall be used as necessary in low areas and soft or swampy ground to ensure adequate resistance to applied loads.

Alternate fence types may be used in lieu of geotextile fence, either by certification that the product meets AASHTO R 51 for compost filter socks, or as approved by the engineer, in accordance with the SWPPP.

The integrity of silt fences must be maintained until disturbed areas have achieved final stabilization. Regular inspections shall be done to ensure silt fence is in proper working order. Fence should be inspected for broken of loose stakes, holes in the geotextile fencing, and any undermining or scouring of the system. Where construction activities have changed the natural contour and drainage runoff, silt fence must be inspected for proper location and effectiveness. Where deficiencies exist, additional silt fences shall be installed.

Sediment deposits shall be removed and disposed of when the deposit approaches one-half the height of the fence or sooner. If required by heavy sediment loading, a second silt fence shall be installed. Secondary fence installations do not relieve the obligation to maintain the first installation. Any BMP installed must be maintained in good working order.

The silt fence shall remain in place until final stabilization has been achieved. Upon removal, the contractor shall be directed to remove and dispose of any excess silt accumulations, grade and dress the area, and establish vegetation on all bare areas.

At the time of installation, silt fencing is to be installed in permanent grass, outside of the clearing limits so that a buffer of undisturbed soil remains on both sides of the fence. Perimeter silt fence is not installed across a drainage ditch, stream or water channel.

===806.2.5 Rock/Mesh Sediment Control Fence===

Rock/mesh sediment control fence is used in high sheet flow volume runoff areas where traditional silt fence will not function as designed. Wire mesh, T-posts, and grade 4 or grade 5 rock for drainage, in accordance with Sec 1009, comprise the system to impound runoff and allow solids to drop out.

====806.2.5.1 Design Considerations====

Rock/mesh sediment control fence provides a superior level of protection when areas of higher storm water velocity flows are present along a site's perimeter. Use of this device in lieu of other silt fence applications will be determined in the field by the engineer. Possible locations include at the toe of fill sections, especially along streams and wetlands, and in other areas where there is insufficient right of way to construct better impoundment devices, such as sediment basins or sediment traps. As with silt fence applications, the sediment control fence should be placed perpendicular to storm water flow, allowing the water to pass either over or through the rock/mesh sediment control fence, never around it.

====806.2.5.2 Construction Consideration====

This device is constructed using a 4 ft. wire mesh (hardware cloth – 24 gauge, ¼ in. openings) folded in half to form a 90° angle. This mesh is then wired to, and supported by 5 ft. metal “T” posts spaced 3 ft. apart and driven approximately 2 ft. into the ground. Lastly, a layer of grade 4 or grade 5 aggregate for drainage (Sec 1009) is placed against the mesh, with a minimum height of 12 in., but preferably 18 inches. (Refer to [https://www.modot.org/media/16839 Standard Plan 806.10].)

The sediment control fence should be placed perpendicular to storm water flow, allowing the water to pass either over or through the rock/mesh sediment control fence, never around it.

Rock/mesh sediment control fences shall be inspected for structural damage, undercutting, sediment buildup, or lack of drainage due to sediment clogged stone. Sediment deposits shall be removed and disposed of when the deposit approaches 1/2 the height of the fence or sooner. Accumulated sediment removed from the fence shall be disposed of in locations where sediment will not erode into construction areas or into waters of the state. If the filter stone (aggregate for drainage) becomes sediment-clogged and no longer serves as a filter, it may be appropriate to replace it with new stone.

The rock/mesh sediment control fence shall remain in place until areas that drain to the fencing are stabilized. Upon removal, the contractor shall be directed to remove and dispose of any excess sediment accumulations, grade and dress the area, and establish vegetation on all bare areas. If the engineer determines that sediment control fence shall remain in place for a period of time after the job is closed out, arrangements will be made for the contractor or MoDOT Maintenance personnel to remove the fence once the area is sufficiently stabilized.

===806.2.6 Inlet Controls===

Storm drain (culvert, drop or curb) inlet protection measures prevent soil and debris from entering storm drain inlets.

====806.2.6.1 Design Considerations====

Inlet protection shall be provided for all existing and new inlets where land disturbance operations are planned. Vegetative buffers and/or sediment control BMPs such as silt fence or waddles/socks should be utilized behind curb sections to prevent sediment from overtopping the curb and entering the inlet.

====806.2.6.2 Construction Considerations====

Temporary inlet protection shall be implemented at existing inlets prior to land disturbance, and new inlets are to be protected as they are put into service. As phases of the project change, inlet controls may need to be modified to ensure proper sediment filtration.

Geotextile silt fence shall not be used as an approved inlet protection. Geotextile may be used as a cover for a constructed wood or steel frame. It recommended for additional support and protection, the frame is wrapped with wire reinforcement prior to applying the geotextile material.

See [[806.8 Storm Water Pollution Prevention Plan (SWPPP)#806.8.6.4.6 Inlet Controls|EPG 806.8.6.4.6 Inlet Controls]] for general considerations for inlet protection devices. Devices shall be installed in accordance with [https://www.modot.org/media/16839 Standard Plan 806.10] or the manufactures specifications.

During construction, elevated curb inlets and median inlets, as well as excavations around inlets, may serve as "riser pipes" as long as they are sufficiently higher (approximately 9 in. or more) than the existing grade. Sediment that accumulates at the base of the riser pipe following storm water events shall be removed when it reaches 1/2 of the original height of the riser pipe. Once the desired grade has been achieved and the inlet becomes flush to that grade, subsequent inlet protection is required.

===806.2.7 Mulch Berms===

Mulch berms may be used for perimeter protection and are an acceptable alternative for geotextile and other silt fence applications.

====806.2.7.1 Design Considerations====

There is currently not a bid item for mulch berms. The reuse of cleared trees and brush as a mulch berm are at the request of the contractor and as approved by the engineer. Where large amounts of clearing and grubbing exist, notes should be added to encourage the use of mulch berms.

====806.2.7.1 Construction Considerations====

When constructed, mulch berms shall be piled to a height of at least two feet, preferably installed in existing vegetation, outside of, or at the edge of project clearing limits, so that a buffer of undisturbed soil and vegetation remains on both sides of the berm. Mulch berms should be installed at the time of clearing and grubbing, and must be maintained for as long as necessary to contain sediment from runoff. Mulch berms should be installed on the contour when possible to prevent overtopping or overloading at single points.

Mulch berms shall be inspected as part of the storm water routine inspection. It is also recommended that casual daily inspections be made during periods of prolonged rainfall. Where deficiencies exist, additional mulch, or another appropriate BMP shall be installed.

===806.2.8 Type C Berms===

A Type C berm is a rock barrier used to provide sediment control protection between the bridge end spill fill slopes and the stream bank.

====806.2.8.1 Design Considerations====

Type C berms are specified at the toes of spill slopes around bridge construction operations. It is important that the contract plans show the general presence of a Type C berm so contractors may bid accordingly. However, the actual precise location of the structure will be determined at the time of installation.

====806.2.8.2 Construction Considerations====

Type C berms shall be placed at the toes of spill slopes around bridge construction operations and will be constructed to the specified dimension (see [https://www.modot.org/media/16839 Standard Plan 806.10]). While contract plans may show the general location of the Type C berm, the precise location of the structure can only be determined at the time of installation and shall be field fit to provide maximum stream protection, yet enable the installation of piers, bents and accommodate movement of equipment.

Installation of the berm should be coordinated with other perimeter control BMPs to ensure total protection of the area. Gaps between the Type C berm and silt fence, and other BMPs, may allow sediment laden runoff to escape unrestricted. Type C berms must be installed above the regulatory "ordinary high water mark". Type C berms are typically temporary, but may be permanent depending on the ultimate desired use of the right of way beneath the bridge.

The Type C berm must be evaluated as phases of the project change to be sure it is functioning as intended. Modifications may be required if field conditions make the original berm installation ineffective. Type C berms shall be checked for sediment accumulation after each runoff event. Sediment shall be removed when it reaches 1/2 of the original height or before. Sediment removal will include removal and disposition in a location where it will not erode into construction areas or waters of the state.

''(Note: Oftentimes temporary stream crossings are used in proximity to Type C berms. These crossings can cause gaps in the berm for equipment passage, which could potentially be a conduit for sediment delivery to the water-body. Use caution when using these two practices in the same location and assure adequate protection of the water-body. Refer to [[806.8 Storm Water Pollution Prevention Plan (SWPPP)#806.8.6.3.5 Temporary Pipes and Temporary Construction Crossings|EPG 806.8.6.3.5 Temporary Pipes and Temporary Construction Crossings]] for more information.)''

===806.2.9 Straw Bales===

Bales of straw are no longer acceptable sediment control BMPs on MoDOT projects and will not be used as such. Straw is acceptable as mulch when applying temporary ground cover or establishing permanent vegetative cover. Straw used as ground cover is required to be embedded or tackified per [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Section 802 of the Missouri Standard Specification for Highway Construction].

Straw bales are an acceptable practice used to control diamond grinding residue that is discharged onto MoDOT right of way due solely to the short duration of the discharge. See [[806.8 Storm Water Pollution Prevention Plan (SWPPP)#806.8.6.4.11 Straw Bales (MO Specifications Sec 802)|EPG 806.8.6.4.11 Straw Bales]].

[[Category:806 Pollution, Erosion and Sediment Control|806.2]]

Help Article

2025-10-20T13:27:16Z

Legged1: /* Completing the Engineering Policy Revision Request Form */ parallel structure

The Engineering Policy Guide (EPG) contains MoDOT policy, procedure and guidance for the planning, design, construction and maintenance of roadway and related facilities. It also includes specific technical topics of right of way, bridge, traffic and materials. These articles are numbered to reflect as closely as possible the pay items and divisions from ''Missouri Standard Specifications for Highway Construction''.

The EPG is not a contract document and EPG articles are referenced as EPG XXX.X or "articles" - not "sections" - to avoid confusion with MoDOT specifications. Where a conflict exists between the EPG and a contract, the contract document rules. References and links to the ''Missouri Standard Specifications'' are given as "Sec XXX.XX" or "Section XXX.XX of the Standard Specifications." References and links to the ''Missouri Standard Plans for Highway Construction'' are "Standard Plan XXX.XX".

==Organization==

Articles are grouped into the specification book’s divisions (for example, the EPG articles in [[:Category:100 GENERAL|EPG 100 General]] mirror Division 100 specifications, articles in [[:Category:300 BASES|EPG 300 Bases]] mirror Division 300 specifications, etc.). Many articles have been subdivided into additional articles. For example, the reader may notice that [[903.6 Warning Signs|EPG 903.6 Warning Signs]] and other EPG 903 articles are listed at the bottom of [[:Category:903 Highway Signing|EPG 903 Highway Signing]].

While every effort has been made to base the article numbers on MoDOT pay items and specifications, not all articles in the EPG are reflected in the pay items and specifications. For example, many EPG “100 General” articles are important to the design and construction of roadway facilities but do not directly correspond to specific pay items. Some of these are:

* [[:category:121 Project Planning, Prioritization and STIP Commitments|EPG 121 Project Planning, Prioritization and STIP Commitments]]

* [[:Category:127 MoDOT and the Environment|EPG 127 MoDOT and the Environment]]

* [[:Category:130 Value Engineering|EPG 130 Value Engineering]]

* [[:Category:132 Safety|EPG 132 Safety]]

Similar examples are to be found in the EPG 200, EPG 300, etc. articles.

==How to Easily Select and Print an Entire Article or a Portion of an Article Using Microsoft Edge==

:'''1)''' Highlight the selected article or portion of article
[[image:Help_Article_Print01_2022.jpg|800px]]

:'''2)''' Right-click on the select text and select '''Print''' (You can also use the shortcut Ctrl+P)
[[image:Help_Article_Print02_2022.jpg|800px]]

:'''3)''' Change your print options as needed
[[image:Help_Article_Print03_2022.jpg|250px]]

:'''4)''' Should your selection include a large table or figure that creates an undesirable appearance, you can select More settings to change your paper size or change the scale of your print
[[image:Help_Article_Print04_2022.jpg|243px]]

:'''5)''' Once you have selected your settings just select the Print Button

==Signing Up for E-Updates==

To Sign up for the Engineering Policy Guide E-updates [https://modotweb.modot.mo.gov/eUpdatesPublic CLICK HERE].

1) Either select New Subscriber or Returning Subscriber.
:[[image:Subscribe image.png|400px]]

2) If you are a New Subscriber you will need to fill out all the account information.

3) Make sure you select how you want to receive the updates.
:[[image:Subscribe2 image.png|500px]]

4) Scroll down towards the bottom to the Engineering Policy Section and check the box that says '''Engineering Policy Guide (EPG)'''.
:[[image:Subscribe3 image.png|650px]]

5) Check any other items you would like to receive E-updates on. Once you are done select '''Submit''' at the bottom of the page.

==EPS Approval Process==
[[image:Revision-request_2025.png|right|450px|link=https://modotgov.sharepoint.com/sites/DE/Lists/EPGResponse/NewForm.aspx?ID=1]]
Revisions to engineering policy are proposed using the [https://modotgov.sharepoint.com/sites/DE/Lists/EPGResponse/NewForm.aspx?ID=1 Engineering Policy Revision Request Form]. Revisions to forms used in the EPG are also proposed by using the Engineering Policy Revision Request Form.

'''Any other policy affected by a proposed EPS revision?'''

Provide electronic files of all the revisions to other MoDOT policies (other EPG articles, any Standard Plans, Specifications, JSPs, etc.) impacted by the EPG proposal. Word files in revision mode are required for textual changes. Dgn files are preferred for Standard Plan revisions although a redlined hard copy showing the proposed changes is also acceptable.

===Completing the Engineering Policy Revision Request Form===

Every proposal must document the following:

* '''Date -''' Enter the date you are submitting your request.

* '''Issue Name -''' Please provide a brief description of the issue.

* '''Contact -''' The name of the sponsor(s) from within the division submitting the revision request is required.

* '''Summary''' Provide the reason why the proposed revision(s) is necessary or its benefit to the Department. This will help with the approval process.

* '''Fiscal Impact -''' Provide a dollar estimate for the proposal’s costs or savings to MoDOT. Include necessary calculations (initial savings or life cycle savings, for example) or assertions to accurately convey the proposal’s financial impact. The fiscal impact should be a numeric dollar value.

* '''Internal Involvement -''' [[Help_Article#Division_Contacts|MoDOT divisions]] affected should be involved in the development of policy revisions. Please indicate division staff involved in the development of the submittal. Attach specific documentation regarding reviews, comments, etc. below. If the central office division was not part of this policy review, please explain why not.

* '''FHWA Involvement -''' [[Help_Article#FHWA_Missouri_Division_Contacts|FHWA]] should be involved with major policy revisions. Describe efforts to engage FHWA in the development of this policy revision. Attach specific documentation regarding reviews, comments, etc. below. If FHWA was not part of this policy review, please explain why not.

* '''External Involvement -''' Provide a summary of efforts undertaken during the development of the item to engage affected industry groups. Provide specific examples of who was involved and how the involvement occurred. This is not applicable to every submittal, but is critical for the determination of the associated approval level for borderline items.

* '''Administrative Rule -''' Select if this revision request is associated with an administrative rule. (optional)

* '''Local Program (LPA) -''' Indicate if this relates to LPA policy (EPG 136). (optional)

* '''Tracking Number -''' (optional)

* '''Desired Effective Date -''' Provide the Desired Effective Letting Date (Desired timeframes or deadlines). Please be aware, ballot items may take several months for approval. (optional)

* '''Affected Publications -''' Should a proposal for EPG 606.1 also require revisions to Sec 606 and Std. Plan 606.30, the section and standard plan as well as their proposed revisions would be specified along with the proposed revisions to the EPG article.

* '''Attachments -''' Attach all necessary revisions by selecting the "Attach File" button. Also attach all supporting and review documents from FHWA, other agencies, and Industry. MS Word documents should be submitted in revision/track changes mode; other documents can be "marked up" versions.

===After the proposed EPS revision is submitted===

{|style="margin:10px; border:2px solid #a9a9a9; font-size: 95%; background:#f5f5f5" width="485px" align="right"
|-style="background: #000000; color: #ffffff"
|align="center"|<big>'''Tips on Text'''</big>
|-
|While Engineering Policy Services edits all submittals, a few grammatical guidelines include:
|-
|'''Assure/Ensure/Insure:''' The word “assure” is a personal guarantee based on reputation. “Ensure” is used when the party is to make certain of something or to be careful. “Insure” refers to actions protected by insurance, and indicates that money is involved.
|-
|'''Dimensions:''' Typically use “high”, “wide” and “long” instead of “in height”, “in width” and “in length”.
|-
|'''Farther/Further:''' Use “farther” to express a physical distance, such as 10 miles farther, and “further” for a non-physical dimension, such as further thought.
|-
|'''Fewer/less:''' Use “few” or “fewer” for something comprised of a small number of countable components (such as fewer dollars, fewer gallons of water, etc.). Use “less” for amounts that are not being counted (less money, less water, etc.).
|-
|'''Gender:''' Minimize the use of “he/she”, “he and she” and “she or he”.
|-
|'''High/Tall:''' Use “high” to express a lofty position, such as the clouds are high. Use “tall” to express a great vertical dimension, such as the tall post.
|-
|'''Until:''' Do not use "til".
|}
Submittals are evaluated and processed on a quarterly schedule. Final decisions on proposed ballots are submitted to the Policy and Innovations Engineer for disposition. The Assistant Chief Engineer submits the final decision on Level 2 revisions and the Chief Engineer submits the final decision on Level 3 revisions. Proposed revisions will be categorized by the Policy and Innovations Engineer based on the following guidelines:

'''Level 1 Approval.''' If, upon submittal in the Engineering Policy Revision Request Form, a proposed revision is determined to be a routine technical matter, an errata correction or a clarification, it can be approved by the Policy and Innovations Engineer without comment from the district engineers, the division engineers or the Chief Engineer. The EPG will be revised as necessary.

'''Level 2 Approval.''' If, upon submittal in the Engineering Policy Revision Request Form, a proposed revision is determined to be a moderate technical change, if it requires specific expertise (e.g. structural design, etc.) or if it impacts more than one division, the proposal is processed as a Level 2 Ballot item. The District Engineers and Division Directors/Engineers are provided 10 business days to provide their comments to the Assistant Chief Engineer who will consider the idea before providing a decision to the Policy and Innovations Engineer. The Federal Highway Administration is given 10 working days to provide comment or concurrence with the Policy and Innovations Engineer. Upon approval any associated documents and the EPG will be revised as necessary.

'''Level 3 Approval.''' If, upon submittal in the Engineering Policy Revision Request Form, a proposed revision is determined to be a complex technical change, contentious, has high cost or impacts MoDOT's external conduct of business, the proposal is processed as a Level 3 Ballot item. The District Engineers and select Division Directors/Engineers are provided 10 business days to provide their comments to the Chief Engineer who will consider the idea before providing their decision to the Policy and Innovations Engineer. The Federal Highway Administration is provided 10 business days to provide comment or concur with the proposal. Upon approval, any associated documents and the EPG will be revised as necessary.

Changes to the Standard Specification, Standard Drawings and Pay Items are documented by [https://www.modot.org/design-standard-letters Design Standards Letters].

===EPS Quarterly Cycles===
<center>
<table style="border:1px solid black; border-collapse: collapse; width:900px>
<tr style="background-color:black; color:white; padding:5px; font-size:26px">
<th style="border: 1px solid black;"; colspan="4">Engineering Policy Services Revision Schedule</th>
</tr>
<tr style="background-color:#b3b3b3; font-size:18px">
<th style="width:315px; border: 1px solid black">Revision Requests Due</td>
<th style="width:315px; border: 1px solid black">Ballot Posted</td>
<th style="width:275px; border: 1px solid black">Publish Revisions</td>
<th style="width:275px; border: 1px solid black">Effective Date</td>
</tr>
<tr style="background-color:#f5f5f5">
<th style="border: 1px solid black">August 28, 2025</td>
<th style="border: 1px solid black">September 8, 2025</td>
<th style="border: 1px solid black">October 14, 2025</td>
<th style="border: 1px solid black">January 1, 2026</td>
</tr>
<tr style="background-color:#ffffff">
<th style="border: 1px solid black">November 14, 2025</td>
<th style="border: 1px solid black">December 1, 2025</td>
<th style="border: 1px solid black">January 5, 2026</td>
<th style="border: 1px solid black">April 1, 2026</td>
</tr>
<tr style="background-color:#f5f5f5">
<th style="border: 1px solid black">February 13, 2026</td>
<th style="border: 1px solid black">March 2, 2026</td>
<th style="border: 1px solid black">April 6, 2026</td>
<th style="border: 1px solid black">July 1, 2026</td>
</tr>
<tr style="background-color:#ffffff">
<th style="border: 1px solid black">May 15, 2026</td>
<th style="border: 1px solid black">June 1, 2026</td>
<th style="border: 1px solid black">July 6, 2026</td>
<th style="border: 1px solid black">October 1, 2026</td>
</tr>
<tr style="background-color:#f5f5f5">
<th style="border: 1px solid black">August 14, 2026</td>
<th style="border: 1px solid black">September 31, 2026</td>
<th style="border: 1px solid black">October 5, 2026</td>
<th style="border: 1px solid black">January 1, 2027</td>
</tr>

</table>
</center>

==Division Contacts==
Since the divisions provide authoritative input, consulting with their liaisons or contacts is required. Below is a listing of divisional personnel with whom the Engineering Policy staff works and who may be helpful to you:

::'''''Bridge:''''' Darren Kemna

::'''''Chief Counsel's Office:''''' Terri Parker

::'''''Construction and Materials:'''''
:::Chemical Laboratory: Todd Bennett
:::Construction Engineering: Dennis Brucks, Niall Jansson, Jason Blomberg
:::Geotechnical Engineering: Lydia Brownell
:::Physical Laboratory: Brett Trautman

::'''''Design:''''' Laura Ellen, Jennifer Becker, Dave Simmons, Alvin Nieves-Rosario
:::Bid & Contract Services: Ryan Martin
:::CADD Services: Kevin Vollet
:::Environmental Compliance: Melissa Scheperle
:::Historic Preservation: Rachel Campbell
:::LPA: Andy Hanks
:::Right of Way: Mendy Sundermeyer, Greg Wood

::'''''Highway Safety & Traffic:''''' Jon Nelson
:::Safety Engineering: Joe Jones
:::Signals: Ray Shank
:::Signs: Alex Wassman, Cayci Reinkemeyer
:::Work Zones: Dan Smith

::'''''Maintenance:''''' Paul Denkler

::'''''Multimodal:''''' Jerica Holtsclaw
:::Aviation: Kyle LePage
:::Freight & Waterways: Levi Woods
:::Railroads: Alexander Schroeder
:::Transit: Christy Evers

::'''''Planning:''''' Llans Taylor

==FHWA Missouri Division Contacts==

[https://highways.dot.gov/field-offices/missouri/staff-directory '''You can find the FHWA Missouri Division Staff Directory here.''']

751.6 General Quantities

2025-09-22T17:37:02Z

Legged1: Correct pay item number for temporary MSE wall

[[image:751.6.jpg|right|280px]]

===751.6.1 Index of Quantities===
The following list of pay items shall be used as a guide when preparing the Table of Estimated Quantities to be shown on the bridge plans. The pay items shall be listed on the plans in numerical order according to the Item Number. The Item Number is for information only and is not to be listed in the Table of Estimated Quantities. For pay items not listed, see the Review Section. For more information about pay items, see [https://modotgov.sharepoint.com/sites/CO_BR/Shared%20Documents/General/Review/Estimates/Bridge%20Pay%20Items.xlsx?d=wb7b0e56ae5e248229b684899dea463bf&csf=1&web=1&e=87pOaI Pay Items Spreadsheet (For MoDOT Bridge access only)].

'''Accuracy and Rounding'''

When performing multi-step calculations as in the case of computing the final estimated quantities, keep at least one more significant digit in the intermediate result than needed in the final answer, in this case the final estimated quantity. Hence, the accuracy given in the following indexed table of quantities represents the plan reporting accountability to which the final estimated quantity is subject to for measurement and payment.

Round final calculation to the nearest unit increment given as the plan reporting accuracy and show on plans. Rounding should follow generally accepted rules and be agreeable to those responsible for estimating the final estimated quantities.

Items in the table below can also be found in the [https://www.modot.org/missouri-standard-specifications-highway-construction Missouri Standard Specifications for Highway Construction]
{| class="wikitable" style="text-align:center"
|+
|-
! width="130" | Item Number
! width="120" | Plan Reporting Accuracy
! width="150" | Units
! width="550" | Item Description
|-
| colspan="4" align="left" | '''Sec 202 – Removal of Roadways and Buildings'''
|-
| 202-40.18 || 1 || linear foot || align="left" | Removal of Miscellaneous ACM (Non-Friable)
|-
| 202-40.43 || 1 || sq. foot || align="left" | Removal of Miscellaneous ACM (Non-Friable)
|-
| colspan="4" align="left" | '''Sec 206 – Excavation for Structures'''
|-
| 206-10.00 || 5 || cu. yard || align="left" | Class 1 Excavation
|-
| 206-10.03 || 1 || cu. yard ||align="left"| Class 1 Excavation in Rock <i>(*)</i>
|-
| 206-20.00 || 1 || cu. yard ||align="left"| Class 2 Excavation
|-
| 206-20.03 || 1 || cu. yard ||align="left"| Class 2 Excavation in Rock <i>(*)</i>
|-
| 206-33.00 || 5 || cu. yard ||align="left"| Class 4 Excavation
|-
| 206-34.00 || 1 || cu. yard ||align="left"| Class 4 Excavation in Rock <i>(*)</i>
|-
| colspan="4" align="left" | * <i>Note: Use when cross-sections indicate rock will be encountered and quantity is more than 10 cu. Yard. If there is less than 10 cu. yards of total excavation in rock, no Excavation in Rock pay items should be listed in the Estimated Quantities. Excavation in rock will be paid in accordance with Sec 109. Check with Project Manager when computing this item</i>.
|-
| 206-36.00 || 1 || linear foot || align="left" | Supplementary Foundation Test Holes (NX)
|-
| 206-36.10 || 1 || linear foot || align="left" | Supplementary Cored Holes
|-
| 206-40.00 || 1 || cu. yard || align="left" | Porous Backfill
|-
| 206-55.00 || 1 || lump sum || align="left" | Temporary Shoring
|-
| 206-60.02 to<br/>206-60.12 || 1 || lump sum || align="left" | Cofferdams - Bent xx<br/><i>Note: Use a separate pay item for each bent. Item numbers established for only Bent 2 thru Bent 12</i>.
|-
| 206-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 206-99.02 || 1 || each || align="left" | Misc.
|-
| 206-99.03 || 1 || linear foot || align="left" | Misc.
|-
| 206-99.04 || 1 || sq. foot || align="left" | Misc.
|-
| 206-99.05 || 1 || sq. yard || align="left" | Misc.
|-
| 206-99.07 || 0.1 || cu. yard || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 216 – Removals for Bridge Structures'''
|-
| 216-05.00 || 1 || lump sum || align="left" | Removal of Bridges
|-
| 216-05.01 || 1 || lump sum ||align="left" | Match Marking and Storing Superstructure
|-
| 216-10.00 || 1 || sq. yard || align="left" | Scarification of Bridge Deck<br/><i>Note: Do not use with concrete wearing surface removals</i>.
|-
| 216-10.01 || 1|| sq. yard || align="left" | Total Surface Hydro Demolition
|-
| 216-15.00 || 1 || sq. foot || align="left" | Removal of Seal Coat or Polymer Wearing Surface<br/><i>Note: Do not use for unbonded removal</i>.
|-
| 216-15.01 || 1 || sq. foot || align="left" | Removal of Asphalt Wearing Surface
|-
| 216-15.02 || 1 || sq. foot || align="left" | Removal of Concrete Wearing Surface<br/><i>Note: Use for all concrete wearing surfaces</i>.
|-
| 216-15.03 || 1 || sq. foot || align="left" | Removal of Existing Deck Repair<br/><i>Note: Use with Hydro demolition when required</i>.
|-
| 216-20.00 || 1 || linear foot || align="left" | Removal and Storage of Existing Bridge Rail
|-
| 216-25.00 || 1 || sq. foot || align="left" | Removal of Existing Bridge Deck
|-
| 216-30.00 || 1 || sq. foot || align="left" | Partial Removal of Existing Bridge Deck
|-
| 216-35.00 || 1 || lump sum || align="left" | Partial Removal of Culvert Concrete
|-
| 216-35.01 || 1 || lump sum || align="left" | Partial Removal of Culvert-Bridge Concrete
|-
| 216-35.02 || 1 || lump sum || align="left" | Partial Removal of Substructure Concrete
|-
| 216-40.00 || 1 || linear foot || align="left" | Curb Removal<br/><i>Note: Use for just removal of curbs including for thrie beam installation</i>.
|-
| 216-45.00 || 1 || linear foot || align="left" | Removal of Existing Expansion Joint & Adjacent Concrete<br/><i>Note: Also use concrete and reinforcing steel pay items for replacement of expansion joint system</i>.
|-
| 216-50.00 || 1 || linear foot || align="left" | Removal of Existing Expansion Joint Seal or Sealant<br/><i>Note: Also use Concrete and Reinforcing Steel pay items for replacement of expansion joint system</i>.
|-
| 216-55.00 || 1 || lump sum || align="left" | Removal of Cathodic Protection System
|-
| 216-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 216-99.02 || 1 || each || align="left" | Misc.
|-
| 216-99.03 || 1 || linear foot || align="left" | Misc.
|-
| 216-99.04 || 1 || sq. foot || align="left" | Misc.
|-
| 216-99.05 || 1 || sq. yard || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 403 – Asphaltic Concrete Pavement'''
|-
| 403-10.50 || 1 || sq. yard || align="left" | Optional Asphaltic Concrete Wearing Surface (Bridges)
|-
| colspan="4" align="left" | '''Sec 407 – Tack Coat'''
|-
| 407-10.05 || 1 || gallon || align="left" | Tack Coat
|-
| colspan="4" align="left" | '''Sec 409 – Seal Coat'''
|-
| 409-10.48 || 1 || gallon || align="left" | Emulsified Asphalt, Seal Coat
|-
| 409-40.01 || 1 || sq. yard || align="left" | Seal Coat Aggregate, Grade A1
|-
| 409-40.11 || 1 || sq. yard || align="left" | Seal Coat Aggregate, Grade B1
|-
| colspan="4" align="left" | '''Sec 413 – Surface Treatments'''
|-
| 413-33.00 || 1|| sq. yard || align="left" | Optional Ultrathin Bonded Asphalt Wearing Surface (Bridges)
|-
| colspan="4" align="left" | '''Sec 503 – Bridge Approach Slab'''
|-
| 503-10.10A || 1 || sq. yard || align="left" | Bridge Approach Slab (Major)
|-
| 503-10.11A || 1 || sq. yard || align="left" | Bridge Approach Slab (Minor)
|-
| colspan="4" align="left" | '''Sec 505 – Bridge Deck Concrete Wearing Surface'''
|-
| 505-00.01 || 1 || sq. yard || align="left" | Optional Concrete Wearing Surface
|-
| 505-00.02 || 1 || sq. yard || align="left" | Optional Very Early Strength Concrete Wearing Surface
|-
| 505-00.03 || 1 || sq. yard || align="left" | Reinforced Concrete Wearing Surface
|-
| 505-00.04 || 1 || cu. yard || align="left" | Supplementary Wearing Surface Material<br/><i>Note: Use with total surface hydro demolition to pay for monolithic deck repair</i>.
|-
| 505-10.00 || 1 || sq. yard || align="left" | Low Slump Concrete Wearing Surface<br/><i>Note: Use with SPM or SLE approval (typically only allowed as a choice with 505-00.01)</i>.
|-
| 505-20.00 || 1 || sq. yard || align="left" | Latex Modified Concrete Wearing Surface
|-
| 505-30.00 ||1||sq. yard||align="left"| Silica Fume Concrete Wearing Surface
|-
| 505-40.00 || 1 || sq. yard || align="left" | Latex Modified Very Early Strength Concrete Wearing Surface
|-
| 505-50.00 || 1 || sq. yard || align="left" | CSA Cement Very Early Strength Concrete Wearing Surface
|-
| 505-60.00 || 1 || sq. yard || align="left" | Steel Fiber Reinforced Concrete Wearing Surface
|-
| 505-70.00 || 1|| sq. yard || align="left" | Polyester Polymer Concrete Wearing Surface
|-
| 505-99.05 || 1 || sq. yard || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 605 - Underdrainage'''
|-
| 605-20.10A || 1 || linear foot || align="left" | Structural Underdrain
|-
| colspan="4" align="left" | '''Sec 607 - Fencing'''
|-
| 607-10.50 || 1 || linear foot || align="left" | Chain-Link Fence (Retaining Walls)
|-
| 607-10.54 || 1 || linear foot || align="left" | (42 in.) Property Fence (Structures)
|-
| 607-10.55 || 1 || linear foot || align="left" | (60 in.) Property Fence (Structures)
|-
| 607-10.56 || 1 || linear foot || align="left" | (72 in.) Property Fence (Structures)
|-
| 607-10.57 || 1 || linear foot ||align="left" | (84 in.) Property Fence (Structures)
|-
| 607-10.58 || 1 || linear foot || align="left" | (96 in.) Property Fence (Structures)
|-
| 607-10.60 || 1 || linear foot || align="left" | Pedestrian Fence (Structures)
|-
| 607-10.65 || 1 || linear foot ||align="left" | (60 in.) Pedestrian Fence (Structures)
|-
| 607-10.66 || 1 || linear foot || align="left" | (72 in.) Pedestrian Fence (Structures)
|-
| 607-10.67 || 1 || linear foot || align="left" | (96 in.) Curved Top Pedestrian Fence (Structures)
|-
| 607-10.68 || 1 || linear foot || align="left" | (120 in.) Pedestrian Fence (Structures)
|-
| 607-30.00 || 1 || linear foot || align="left" | (30 in.) Decorative Pedestrian Fence (Structures)
|-
| 607-30.01 || 1 || linear foot || align="left" | (48 in.) Decorative Pedestrian Fence (Structures)
|-
| 607-30.02|| 1 || linear foot || align="left" | (60 in.) Decorative Pedestrian Fence (Structures)
|-
| 607-30.03 || 1 || linear foot || align="left" | (72 in.) Decorative Pedestrian Fence (Structures)
|-
| 607-30.04 || 1 || linear foot || align="left" | (96 in.) Decorative Pedestrian Fence (Structures)
|-
| 607-99.03 || 1 || linear foot || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 615 – Office for Engineer'''
|-
| 615-10.05 ||1||lump sum||align="left"| Water Transportation for Engineer
|-
| colspan="4" align="left" | '''Sec 623 – Polymer Products'''
|-
| 623-00.01 || 1 || sq. yard || align="left" | Optional Polymer Wearing Surface
|-
| 623-30.00 || 1 || sq. yard || align="left" | Epoxy Polymer Wearing Surface
|-
| 623-40.00 || 1 || cu. foot || align="left" | Polymer Concrete
|-
| 623-50.00 || 1 || sq. yard || align="left" | MMA Polymer Slurry Wearing Surface
|-
| 623-99.05 || 1 || sq. yard || align="left"| Misc.
|-
| colspan="4" align="left" |'''Sec 701 – Drilled Shafts'''
|-
| 701-11.00 || 0.1 || linear foot || align="left" | Drilled Shafts (1 ft. 0 in. Dia.)
|-
| 701-11.01 || 0.1 || linear foot || align="left" | Drilled Shafts (1 ft. 6 in. Dia.)
|-
| 701-11.02 || 0.1 || linear foot || align="left" | Drilled Shafts (2 ft. 0 in. Dia.)
|-
| 701-11.03 || 0.1 || linear foot || align="left" | Drilled Shafts (2 ft. 6 in. Dia.)
|-
| 701-11.04 || 0.1 || linear foot || align="left" | Drilled Shafts (3 ft. 0 in. Dia.)
|-
| 701-11.05 || 0.1 || linear foot || align="left" | Drilled Shafts (3 ft. 6 in. Dia.)
|-
| 701-11.06 || 0.1 || linear foot || align="left" | Drilled Shafts (4 ft. 0 in. Dia.)
|-
| 701-11.07 || 0.1 || linear foot || align="left" | Drilled Shafts (4 ft. 6 in. Dia.)
|-
| 701-11.08 || 0.1 || linear foot || align="left" | Drilled Shafts (5 ft. 0 in. Dia.)
|-
| 701-11.09 || 0.1 || linear foot || align="left" | Drilled Shafts (5 ft. 6 in. Dia.)
|-
| 701-11.10 || 0.1 || linear foot || align="left" | Drilled Shafts (6 ft. 0 in. Dia.)
|-
| 701-11.11 || 0.1 || linear foot || align="left" | Drilled Shafts (6 ft. 6 in. Dia.)
|-
| 701-11.12 || 0.1 ||linear foot || align="left" | Drilled Shafts (7 ft. 0 in. Dia.)
|-
| 701-11.13 || 0.1 || linear foot || align="left" | Drilled Shafts (7 ft. 6 in. Dia.)
|-
| 701-11.14 || 0.1 || linear foot || align="left" | Drilled Shafts (8 ft. 0 in. Dia.)
|-
| 701-11.15 || 0.1 || linear foot || align="left" | Drilled Shafts (8 ft. 6 in. Dia.)
|-
| 701-11.16 || 0.1 || linear foot || align="left" | Drilled Shafts (9 ft. 0 in. Dia.)
|-
| 701-11.17 || 0.1 || linear foot || align="left" | Drilled Shafts (9 ft. 6 in. Dia.)
|-
| 701-11.18 || 0.1 || linear foot || align="left" | Drilled Shafts (10 ft. 0 in. Dia.)
|-
| 701-12.00 || 0.1 || linear foot||align="left" | Rock Sockets (1 ft. 0 in. Dia.)
|-
| 701-12.01 || 0.1 || linear foot || align="left" | Rock Sockets (1 ft. 6 in. Dia.)
|-
| 701-12.02 || 0.1 || linear foot || align="left" | Rock Sockets (2 ft. 0 in. Dia.)
|-
| 701-12.03 || 0.1 || linear foot || align="left" | Rock Sockets (2 ft. 6 in. Dia.)
|-
| 701-12.04 || 0.1 || linear foot || align="left" | Rock Sockets (3 ft. 0 in. Dia.)
|-
| 701-12.05 || 0.1 || linear foot || align="left" | Rock Sockets (3 ft. 6 in. Dia.)
|-
| 701-12.06 || 0.1 || linear foot || align="left" | Rock Sockets (4 ft. 0 in. Dia.)
|-
| 701-12.07 || 0.1 || linear foot || align="left" | Rock Sockets (4 ft. 6 in. Dia.)
|-
| 701-12.08 || 0.1 || linear foot || align="left" | Rock Sockets (5 ft. 0 in. Dia.)
|-
| 701-12.09 || 0.1 || linear foot || align="left" | Rock Sockets (5 ft. 6 in. Dia.)
|-
| 701-12.10 || 0.1 || linear foot || align="left" | Rock Sockets (6 ft. 0 in. Dia.)
|-
| 701-12.11 || 0.1 || linear foot || align="left" | Rock Sockets (6 ft. 6 in. Dia.)
|-
| 701-12.12 || 0.1 || linear foot || align="left" | Rock Sockets (7 ft. 0 in. Dia.)
|-
| 701-12.13 || 0.1 || linear foot || align="left" | Rock Sockets (7 ft. 6 in. Dia.)
|-
| 701-12.14 || 0.1 || linear foot || align="left" | Rock Sockets (8 ft. 0 in. Dia.)
|-
| 701-12.15 || 0.1 || linear foot || align="left" | Rock Sockets (8 ft. 6 in. Dia.)
|-
| 701-12.16 || 0.1 || linear foot || align="left" | Rock Sockets (9 ft. 0 in. Dia.)
|-
| 701-12.17 || 0.1 || linear foot || align="left" | Rock Sockets (9 ft. 6 in. Dia.)
|-
| 701-13.00 || 1 || each || align="left" | Video Camera Inspection
|-
| 701-14.00 || 0.1 || linear foot || align="left" | Foundation Inspection Holes
|-
| 701-16.00 || 1 || each || align="left" | Sonic Logging Testing
|-
| 701-17.00 || 1 || each || align="left" | Drilled Shaft Load Tests
|-
| 701-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 701-99.02 || 1 || each || align="left" | Misc.
|-
| 701-99.03 || 0.1 || linear foot || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 702 – Load-Bearing Piles'''
|-
| 702-10.10 || 1 || linear foot || align="left" | Structural Steel Piles (10 in.)
|-
| 702-10.12 || 1 || linear foot || align="left" | Structural Steel Piles (12 in.)
|-
| 702-10.14 || 1 || linear foot || align="left" | Structural Steel Piles (14 in.)
|-
| 702-11.14 || 1 || linear foot || align="left" | Cast-In-Place Concrete Piles (14 in.)
|-
| 702-11.16 || 1 || linear foot || align="left" | Cast-In-Place Concrete Piles (16 in.)
|-
| 702-11.20 || 1 || linear foot || align="left" | Cast-In-Place Concrete Piles (20 in.)
|-
| 702-11.24 || 1 || linear foot || align="left" | Cast-In-Place Concrete Piles (24 in.)
|-
| 702-12.10 || 1 || linear foot || align="left" | Galvanized Structural Steel Piles (10 in.)
|-
| 702-12.12 || 1 || linear foot || align="left" | Galvanized Structural Steel Piles (12 in.)
|-
| 702-12.14 || 1 || linear foot || align="left" | Galvanized Structural Steel Piles (14 in.)
|-
| 702-13.14 || 1 || linear foot || align="left" | Galvanized Cast-In-Place Concrete Piles (14 in.)
|-
| 702-13.16 || 1 || linear foot || align="left" | Galvanized Cast-In-Place Concrete Piles (16 in.)
|-
| 702-13.20 || 1 || linear foot || align="left" | Galvanized Cast-In-Place Concrete Piles (20 in.)
|-
| 702-13.24 || 1 || linear foot || align="left" | Galvanized Cast-In-Place Concrete Piles (24 in.)
|-
| 702-30.00 || 1 || linear foot || align="left" | Probe Piles
|-
| 702-40.00 || 1 || each || align="left" | Static Load Test Piles
|-
| 702-50.01 || 1 || each || align="left" | Dynamic Pile Testing
|-
| 702-50.02 || 1 || each || align="left" | Pile Wave Analysis
|-
| 702-50.03 || 1 || linear foot || align="left" | Pilot Hole
|-
| 702-50.04 || 1 || each || align="left" | Dynamic Pile Restrike Testing
|-
| 702-60.00 || 1 || linear foot || align="left" | Pre-Bore for Piling<br/><i>Note: Compute this to nearest foot for each hole</i>.
|-
| 702-70.00 || 1 || each || align="left" | Pile Point Reinforcement
|-
| 702-99.02 || 1 || each ||align="left" | Misc.
|-
| 702-99.03 || 1 || linear foot || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 703 – Concrete Masonry Construction'''
|-
| 703-10.04 || 1 || sq. yard || align="left" | Diamond Grinding
|-
| 703-10.05 || 1 || sq. yard || align="left" | Transverse Diamond Grooving
|-
| 703-20.02 || 0.1 || cu. yard || align="left" | Class B Concrete (Misc)
|-
| 703-20.03 || 0.1 || cu. yard || align="left" | Class B Concrete (Substructure)
|-
| 703-20.09 || 0.1 || cu. yard || align="left" | Class B Concrete (Retaining Walls)
|-
| 703-20.25 || 1 || each || align="left" | Deadman Anchorage Assembly
|-
| 703-30.01 || 0.1 || cu. yard || align="left" | Seal Concrete
|-
| 703-30.09 || 1 || lump sum || align="left" | Aesthetic Concrete Stain
|-
| 703-30.13 || 1 || sq. yard || align="left" | Penetrating Concrete Sealer
|-
| 703-40.01 || 0.1 || cu. yard || align="left" | Class B-1 Concrete
|-
| 703-40.02 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Superstructure on Steel and Concrete)
|-
| 703-40.03 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Substructure)
|-
| 703-40.04 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Superstructure on Steel)
|-
| 703-40.05 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Superstructure Voided Slabs)
|-
| 703-40.06 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Superstructure Concrete Box Girder)
|-
| 703-40.07 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Superstructure Concrete Tee Girder)
|-
| 703-40.08 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Superstructure Solid Slab)
|-
| 703-40.09 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Retaining Walls)
|-
| 703-40.10 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Superstructure Concrete on I-Girder)
|-
| 703-40.20 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Superstructure)
|-
| 703-40.30 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Barriers)
|-
| 703-40.40 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Culverts-Bridge)
|-
| 703-40.41 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Culverts)
|-
| 703-42.02 || 0.1 || cu. yard || align="left" | Class B-2 Concrete (Superstructure on Steel and Concrete)
|-
| 703-42.04 || 0.1 || cu. yard || align="left" | Class B-2 Concrete (Superstructure on Steel)
|-
| 703-42.05 || 0.1 || cu. yard || align="left" | Class B-2 Concrete (Superstructure Voided Slabs)
|-
| 703-42.06 || 0.1 || cu. yard || align="left" | Class B-2 Concrete (Superstructure Concrete Box Girder)
|-
| 703-42.07 || 0.1 || cu. yard || align="left" | Class B-2 Concrete (Superstructure Concrete Tee Girder)
|-
| 703-42.08 || 0.1 || cu. yard || align="left" | Class B-2 Concrete (Superstructure Solid Slab)
|-
| 703-42.10 || 0.1 || cu. yard || align="left" | Class B-2 Concrete (Superstructure Concrete on I Girder)
|-
| 703-42.11 || 0.1 || cu. yard || align="left" | Class B-2 Concrete (Superstructure Concrete on Box Girder)
|-
| 703-42.12 || 1 || sq. yard || align="left" | Slab on Steel
|-
| 703-42.13 || 1 || sq. yard || align="left" | Slab on Concrete I-Girder
|-
| 703-42.14 || 0.1 || cu. yard || align="left" | Class B-2 Concrete
|-
| 703-42.15 || 1 || linear foot || align="left" | Type B Barrier
|-
| 703-42.16 || 1 || linear foot || align="left" | Type H Barrier
|-
| 703-42.18 || 1 || sq. yard || align="left" | Slab on Concrete Bulb-Tee Girder
|-
| 703-42.19A || 1 || linear foot || align="left" | Type D Barrier
|-
| 703-42.20 || 1 || sq. yard || align="left" | Slab on Semi-Deep Abutment
|-
| 703-42.21 || 1 || sq. yard || align="left" | Slab on Concrete NU-Girder
|-
| 703-42.22 || 1 || sq. yard || align="left" | Slab on Concrete Beam<br/><i>Note: For spread box beams and spread voided slab beams</i>.
|-
| 703-42.26 || 1 || sq. yard || align="left" | Slab on Concrete Adjacent Beam<br><i>Note: For double-tee girders and when specified on the Design Layout for solid slab beams, adjacent box beams and adjacent voided slab beams</i>.
|-
| 703-42.30 || 0.1 || cu. yard || align="left" | Class B-2 Concrete (Post-Tensioned Wearing Surface)
|-
| 703-42.31 || 1 || sq. yard || align="left" | Slab on Steel (with Transparent Forms)
|-
| 703-42.32 || 1 || sq. yard || align="left" | Slab on Concrete I-Girder (with Transparent Forms)
|-
| 703-42.33 || 1 || sq. yard || align="left" | Slab on Concrete Bulb-Tee Girder (with Transparent Forms)
|-
| 703-42.34 || 1 || sq. yard || align="left" | Slab on Concrete NU-Girder (with Transparent Forms)
|-
| 703-42.35 || 1 || sq. yard || align="left" | Slab on Concrete Beam (with Transparent Forms)
|-
| 703-44.10 || 1 || linear foot || align="left" | Type A Barrier
|-
| 703-44.11 || 1 || linear foot || align="left" | Type C Barrier
|-
| 703-44.12 || 1 || linear foot || align="left" | Type A Barrier Transition
|-
| 703-44.13 || 1 || linear foot || align="left" | Type C Barrier Transition
|-
| 703-44.20 || 1 || sq. foot || align="left" | Raised Median Barrier
|-
| 703-44.30 || 1 || sq. foot || align="left" | Sidewalk (Bridges)
|-
| 703-45.35 || 1 || linear foot || align="left" | Curb Modification
|-
| 703-46.00 || 1 || linear foot || align="left" | Curb Blockout
|-
| 703-46.10 || 1 || linear foot || align="left" |Corral Curb
|-
| 703-46.20 || 1 || sq. yard || align="left" | Form Liners
|-
| 703-46.30 || 1 || linear foot || align="left" | Concrete Curb (Bridge Rail)
|-
| 703-60.00A || 0.1 || cu. yard || align="left" | Class A-1 Concrete
|-
| 703-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 703-99.02 || 1 || each || align="left" | Misc.
|-
| 703-99.03 || 1 || linear foot || align="left" | Misc.
|-
| 703-99.04 || 1 || sq. foot || align="left" | Misc.
|-
| 703-99.05 || 1 || sq. yard || align="left" | Misc.
|-
| 703-99.07 || 0.1 || cu. yard || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 704 – Concrete Masonry Repair'''
|-
| 704-01.01 || 1 || sq. foot || align="left" | Substructure Repair (Formed)
|-
| 704-01.02 || 1 || sq. foot || align="left" | Substructure Repair (Unformed)
|-
| 704-01.03 || 1 || sq. foot || align="left" | Superstructure Repair (Unformed)
|-
| 704-01.04 || 50* || sq. foot || align="left" | Half-Sole Repair
|-
| 704-01.06 || 50* || sq. foot || align="left" | Full Depth Repair
|-
| 704-01.07 || 1 || linear foot || align="left" | Slab Edge Repair (Bridges)
|-
| 704-01.08 || 50* || sq. foot || align="left" | Modified Deck Repair
|-
| 704-01.10 || 1 || linear foot || align="left" | Epoxy Pressure Injecting
|-
|704-01.11||1||each||align="left"|Deck Girder End Repair
|-
|704-01.12||50*||sq. foot||align="left"|Deck Repair with Void Tube Replacement
|-
|704-01.13||1||sq. foot||align="left"|Cleaning and Epoxy Coating
|-
| colspan="3" | || align="left" | *<i>Note: Round quantity up to nearest multiple of 50 sq. ft</i>.
|-
| 704-01.63 || 1 || sq. yard || align="left" | Concrete Crack Filler
|-
| 704-01.64 || 1 || sq. foot || align="left" | Fiber Reinforced Polymer Wrap
|-
| 704-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 704-99.02 || 1 || each || align="left" | Misc.
|-
| 704-99.03 || 1 || linear foot || align="left" | Misc.
|-
| 704-99.04 || 1 || sq. foot || align="left" | Misc.
|-
| 704-99.05 || 1 || sq. yard || align="left" | Misc.
|-
| 704-99.07 || 0.1 || cu. yard || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 705 – Prestressed Concrete Members for Bridges'''
|-
| 705-60.00 || 1 || linear foot || align="left" | Type 2 (32 in.), Prestressed Concrete I-Girder
|-
| 705-60.01 || 1 || linear foot || align="left" | Type 3 (39 in.), Prestressed Concrete I-Girder
|-
| 705-60.02 || 1 || linear foot || align="left" | Type 4 (45 in.), Prestressed Concrete I-Girder
|-
| 705-60.03 || 1 || linear foot || align="left" | Type 6 (54 in.), Prestressed Concrete I-Girder
|-
| 705-60.10 || 1 || linear foot || align="left" | Type 8 (63 in.), Prestressed Concrete Bulb-Tee Girder
|-
| 705-60.11 || 1 ||linear foot || align="left" | Type 7 (72 in.), Prestressed Concrete Bulb-Tee Girder
|-
| 705-60.21 || 1 || linear foot || align="left" | NU 35, Prestressed Concrete NU-Girder
|-
| 705-60.22 || 1 || linear foot || align="left" | NU 43, Prestressed Concrete NU-Girder
|-
| 705-60.23 || 1 || linear foot || align="left" | NU 53, Prestressed Concrete NU-Girder
|-
| 705-60.24 || 1 || linear foot || align="left" | NU 63, Prestressed Concrete NU-Girder
|-
| 705-60.25 || 1 || linear foot || align="left" | NU 70, Prestressed Concrete NU-Girder
|-
| 705-60.26 || 1 || linear foot || align="left" | NU 78, Prestressed Concrete NU-Girder
|-
| 705-60.30 || 1 || linear foot || align="left" | 11 in., Prestressed Concrete Solid Slab Beam
|-
| 705-60.40A || 1 || linear foot || align="left" | 15 in., Prestressed Concrete Spread Voided Slab Beam
|-
| 705-60.42A || 1 || linear foot || align="left" | 18 in., Prestressed Concrete Spread Voided Slab Beam
|-
| 705-60.43A || 1 || linear foot || align="left" | 21 in., Prestressed Concrete Spread Voided Slab Beam
|-
| 705-60.45 || 1 || linear foot || align="left" | 15 in., Prestressed Concrete Adjacent Voided Slab Beam
|-
| 705-60.47 || 1 || linear foot || align="left" | 18 in., Prestressed Concrete Adjacent Voided Slab Beam
|-
| 705-60.48 || 1 || linear foot || align="left" | 21 in., Prestressed Concrete Adjacent Voided Slab Beam
|-
| 705-60.49 || 1 || linear foot || align="left" | 21 in., Prestressed Concrete Spread Box Beam
|-
| 705-60.50A || 1 || linear foot || align="left" | 27 in., Prestressed Concrete Spread Box Beam
|-
| 705-60.51A || 1 || linear foot || align="left" | 33 in., Prestressed Concrete Spread Box Beam
|-
| 705-60.52A || 1 || linear foot || align="left" | 39 in., Prestressed Concrete Spread Box Beam
|-
| 705-60.53A || 1 || linear foot || align="left" | 42 in., Prestressed Concrete Spread Box Beam
|-
| 705-60.54 || 1 || linear foot || align="left" | 21 in., Prestressed Concrete Adjacent Box Beam
|-
| 705-60.55 || 1 || linear foot || align="left" | 27 in., Prestressed Concrete Adjacent Box Beam
|-
| 705-60.56 || 1 || linear foot || align="left" | 33 in., Prestressed Concrete Adjacent Box Beam
|-
| 705-60.57 || 1 || linear foot || align="left" | 39 in., Prestressed Concrete Adjacent Box Beam
|-
| 705-60.58 || 1 || linear foot || align="left" | 42 in., Prestressed Concrete Adjacent Box Beam
|-
| 705-60.60 || 1 || linear foot || align="left" | 16 in., Prestressed Concrete Double-Tee Girder
|-
| 705-60.61 || 1 || linear foot || align="left" | 22 in., Prestressed Concrete Double-Tee Girder
|-
| 705-60.62 || 1 || linear foot || align="left" | 30 in., Prestressed Concrete Double-Tee Girder
|-
| 705-60.65 || 1 || linear foot || align="left" | 17 in., Prestressed Concrete Spread Box Beam
|-
| 705-60.66 || 1 || linear foot || align="left" | 17 in., Prestressed Concrete Adjacent Box Beam
|-
| 705-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 705-99.02 || 1 || each || align="left" | Misc.
|-
| 705-99.03 || 1 || linear foot || align="left" | Misc.
|-
| 705-99.04 || 1 || sq. foot || align="left" | Misc.
|-
| 705-99.05 || 1 || sq. yard || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 706 – Reinforcing Steel for Concrete Structures'''
|-
| 706-10.00 || 10 || pound || align="left" | Reinforcing Steel
|-
| 706-10.20 || 10 || pound || align="left" | Reinforcing Steel (Culverts-Bridge)
|-
| 706-10.30 || 10 || pound || align="left" | Reinforcing Steel (Culverts)
|-
| 706-10.40 || 10 || pound || align="left" | Reinforcing Steel (Retaining Wall)
|-
| 706-10.60 || 10 || pound || align="left"|Reinforcing Steel (Bridges)
|-
| 706-10.70 || 1 || each || align="left" | Mechanical Bar Splice<br/><i>Note: Use when the total number of mechanical bar splices on a set of plans is 50 or greater not including any required in the approach slabs</i>.
|-
| 706-99.11 || 10 || pound || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 707 – Conduit System on Structure'''
|-
| 707-10.00 || 1 || lump sum || align="left" | Conduit System on Structure
|-
| 707-10.30 || 1 || lump sum || align="left" | Conduit System on Structure (Telephone)
|-
| 707-10.40 || 1 || lump sum || align="left" | Cathodic Protection System
|-
| 707-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 707-99.02 || 1 || each || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 710 – Epoxy Coated Reinforcing Steel'''
|-
| 710-10.00 || 10 || pound || align="left" | Reinforcing Steel (Epoxy Coated)
|-
| 710-99.11 || 10 || pound || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 711 – Protective Coatings for Exposed Concrete Surfaces'''
|-
| 711-01.00 || 1 || lump sum || align="left" | Protective Coating – Concrete Bents and Piers (Urethane) <i>Note: Tar appearance</i>
|-
| 711-02.00 || 1 || lump sum ||align="left" | Protective Coating – Concrete Bents and Piers (Epoxy) <i>Note: Clear appearance</i>
|-
| 711-03.00 || 1 || lump sum || align="left" | Concrete and Masonry Protection System
|-
| 711-04.00 || 1 || lump sum || align="left" | Sacrificial Graffiti Protection System
|-
| 711-05.00 || 1 || lump sum || align="left" | Temporary Coating – Concrete Bents and Piers (Weathering Steel)
|-
| 711-10.00 || 1 || sq. yard || align="left" | Waterproofing
|-
| 711-10.01 || 1 || sq. yard || align="left" | Waterproofing Membrane
|-
| 711-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 711-99.04 || 1 || sq. foot || align="left" | Misc.
|-
| 711-99.05 || 1 || sq. yard || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 712 – Structural Steel Construction'''
|-
| 712-09.00 || 1 || linear foot || align="left" | Expansion Device (Finger Plate)
|-
| 712-09.15 || 1 || linear foot || align="left" | Expansion Device (Flat Plate)
|-
| 712-10.00 || 10 || pound || align="left" | Fabricated Structural Carbon Steel (Misc.)
|-
| 712-10.10 || 10 || pound || align="left" | Fabricated Structural Carbon Steel (I-Beam)
|-
| 712-10.20 || 10 || pound || align="left" | Fabricated Structural Carbon Steel (Plate Girder)
|-
| 712-10.30 || 10 || pound || align="left" | Fabricated Structural Carbon Steel (Trusses)
|-
| 712-10.40 || 10 || pound || align="left" | Fabricated Structural Carbon Steel (Concrete)
|-
| 712-10.50 || 10 || pound || align="left" | Fabricated Structural Carbon Steel (Box Girder)
|-
| 712-10.60 || 1 || lump sum || align="left" | Fabricated Sign Support Brackets
|-
| 712-11.00 || 10 ||pound || align="left" | Fabricated Structural Low Alloy Steel (Misc.)
|-
| 712-11.11 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (I-Beam) A709, Grade 50
|-
| 712-11.13 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (I-Beam) A709, Grade 50W
|-
| 712-11.21 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (Plate Girder) A709, Grade 50
|-
| 712-11.22 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (Plate Girder) A709, Grade 50W
|-
| 712-11.23 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (Plate Girder) A709 Grade HPS70W
|-
| 712-11.24 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (Plate Girder) A709 Grade HPS50W
|-
| 712-11.30 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (Trusses)
|-
| 712-11.40 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (Concrete)
|-
| 712-11.51 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (Box Girder) A709, Grade 50
|-
| 712-11.52 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (Box Girder) A709, Grade 50W
|-
| 712-11.59 || 1 || each || align="left" | Shear Connectors
|-
| 712-11.60 || 1 || sq. foot || align="left" | Steel Grid Floor (Half Concrete Filled)
|-
| 712-11.61 || 1 || sq. foot || align="left" | Steel Grid Floor (Concrete Filled)
|-
| 712-12.50 || 1 || lump sum || align="left" | Strengthening Existing Beams
|-
| 712-12.51 || 1 || each || align="left" | Hinge Modification
|-
| 712-13.00 || 10 || pound || align="left" | Fabricated Structural Steel Bearings
|-
| 712-20.00 || 10 || pound || align="left" | Carbon Steel Castings
|-
| 712-22.00 || 10 || pound || align="left" | Gray Iron Castings
|-
| 712-23.00 || 1 || linear foot || align="left" | Bridge Rail (Two Tube Structural Steel)
|-
| 712-30.00 || 1 || each || align="left" | Steel Bar Dam
|-
| 712-31.00 || 1 || each || align="left" | Cleaning and Coating Existing Bearings
|-
| 712-31.10 || 1 || each || align="left" | Bearing Removal for Inspection
|-
| 712-31.15 || 1 || each || align="left" | Surface Finishing Bearing Rocker
|-
| 712-31.20 || 1 || each || align="left" | Cleaning, Lubricating and Coating Bearing
|-
| 712-31.30 || 1 || each || align="left" | Rehabilitate Bearing
|-
| 712-31.40 || 10 || pound || align="left" | New Bearing Materials
|-
| 712-31.50 || 1 || each || align="left" | Anchor Bolt Replacement
|-
| 712-32.00 || 1 || each || align="left" | Removing, Coating and Reinstalling Light Standards (Bridges)
|-
| 712-32.10 || 1 || each || align="left" | Earthquake Restrainer Assemblies
|-
| 712-32.50 || 1 || each || align="left" | Rivet Removal and Replacement
|-
| 712-33.00 || 1 || lump sum || align="left" | Existing Diaphragm Connections to Flange
|-
| 712-33.01 || 1 || each || align="left" | Steel Intermediate Diaphragm for P/S Concrete Girders
|-
| 712-35.00 || 1 || linear foot || align="left" | Railing for Steps
|-
| 712-36.10 || 1 || each || align="left" | Slab Drain
|-
| 712-36.11 || 1 || each || align="left" | Slab Drain with Grate
|-
| 712-36.20 || 1 || lump sum || align="left" | Drainage System (On Structure)
|-
| 712-51.00 || 1 || lump sum || align="left" | Surface Preparation for Recoating Structural Steel
|-
| 712-51.01 || 1 || lump sum || align="left" | Surface Preparation for Overcoating Structural Steel (System G)
|-
| 712-51.02 || 1 || lump sum || align="left" | Surface Preparation for Applying Epoxy-Mastic Primer
|-
| 712-51.09 || 1 || lump sum || align="left" | Field Application of Organic Zinc Primer
|-
| 712-51.10 || 1 || lump sum || align="left" | Field Application of Inorganic Zinc Primer
|-
| 712-51.11 || 1 || lump sum || align="left" | Intermediate Field Coat (System G)
|-
| 712-51.12 || 1 || lump sum || align="left" | Finish Field Coat (System G)
|-
| 712-51.13 || 1 || lump sum || align="left" | Intermediate Field Coat (System H)
|-
| 712-51.14 || 1 || lump sum || align="left" | Finish Field Coat (System H)
|-
| 712-51.15 || 1 || lump sum || align="left" | Finish Field Coat (System I)
|-
| 712-51.16 || 1 || lump sum || align="left" | Finish Field Coat (System L)
|-
| 712-52.00 || 100 || sq. foot || align="left" | Surface Preparation for Recoating Structural Steel
|-
| 712-52.01 || 100 || sq. foot ||align="left" | Surface Preparation for Overcoating Structural Steel (System G)
|-
| 712-52.09 || 100 || sq. foot || align="left" | Field Application of Organic Zinc Primer
|-
| 712-52.10 || 100 || sq. foot || align="left" | Field Application of Inorganic Zinc Primer
|-
| 712-53.15A || 0.1 || ton || align="left" | Intermediate Field Coat (System G)
|-
| 712-53.20A || 0.1 || ton || align="left" | Finish Field Coat (System G)
|-
| 712-53.35A || 0.1 || ton || align="left" | Intermediate Field Coat (System H)
|-
|| 712-53.40A || 0.1 || ton || align="left" | Finish Field Coat (System H)
|-
| 712-53.46 || 0.1 || ton || align="left" | Finish Field Coat (System I)
|-
| 712-53.47 || 0.1 || ton || align="left" | Finish Field Coat (System L)
|-
| 712-53.65A || 100 || sq. foot || align="left" | Intermediate Field Coat (System G)
|-
| 712-53.70A || 100 || sq. foot || align="left" | Finish Field Coat (System G)
|-
| 712-53.85A || 100 || sq. foot || align="left" | Intermediate Field Coat (System H)
|-
| 712-53.90A || 100 ||sq. foot || align="left" | Finish Field Coat (System H)
|-
| 712-53.96 || 100 || sq. foot || align="left" | Finish Field Coat (System I)
|-
| 712-53.97 || 100 || sq. foot || align="left" | Finish Field Coat (System L)
|-
| 712-59.60 || 1 || lump sum || align="left" | Aluminum Epoxy-Mastic Primer
|-
| 712-59.61 || 1 || lump sum || align="left" | Gray Epoxy-Mastic Primer
|-
| 712-60.00 || 1 || linear foot || align="left" | Non-Destructive Testing
|-
| 712-99.01 || 1 || lump sum || align="left" | Galvanizing Structural Steel
|-
| 712-99.02 || 1 || each || align="left" | Misc.
|-
| 712-99.03 || 1 || linear foot || align="left" | Misc.
|-
| 712-99.04 || 1 || sq. foot || align="left" | Misc.
|-
| 712-99.05 || 1 || sq. yard || align="left" | Misc.
|-
| 712-99.10 || 0.1 || ton || align="left" | Misc.
|-
| 712-99.11 || 10 || pound || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 715 – Vertical Drain at End Bents'''
|-
| 715-10.01 || 1 || each || align="left" | Vertical Drain at End Bents
|-
| 715-99.02 || 1 || each || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 716 – Neoprene Bearings'''
|-
| 716-10.00 || 1 || each || align="left" | Plain Neoprene Bearing Pad
|-
| 716-10.01 || 1 || linear foot || align="left" | Plain Neoprene Bearing Pad
|-
| 716-10.02 || 1 || each || align="left" | Laminated Neoprene Bearing Pad
|-
| 716-10.03 || 1 || each || align="left" | Laminated Neoprene Bearing Pad (Tapered)
|-
| 716-20.00 || 1 || each || align="left" | Laminated Neoprene Bearing Pad Assembly
|-
| 716-30.00 || 1 || each || align="left" | Type N PTFE Bearing
|-
| 716-40.00 || 1 || each || align="left" | POT Bearing
|-
| 716-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 716-99.02 || 1 || each || align="left" | Misc.
|-
| 716-99.03 || 1 || linear foot || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 717 – Flexible Joint Systems'''
|-
| 717-00.01 || 1 || linear foot || align="left" | Alternate Expansion Joint System
|-
| 717-10.01 || 1 || linear foot || align="left" | Preformed Compression Seal Expansion Joint System
|-
| 717-10.02 || 1 || linear foot || align="left" | Preformed Compression Seal<br/><i>Note: Use for seal only, no armor</i>.
|-
| 717-20.01 || 1 || linear foot || align="left" | Strip Seal Expansion Joint System
|-
| 717-20.02 || 1 || linear foot || align="left" | Strip Seal<br/><i>Note: Use for seal only, no armor</i>.
|-
| 717-20.53 || 1 || linear foot || align="left" | Open Cell Foam Joint System
|-
| 717-20.54 || 1 || linear foot || align="left" | Open Cell Foam Joint Seal<br/><i>Note: Use for seal only, no armor</i>.
|-
| 717-30.01 || 1 || linear foot || align="left" | Silicone Expansion Joint Sealant System<br/><i>Note: See [[751.13 Expansion Devices#751.13.1.5 Silicone Seal Expansion Joint System|EPG 751.13.1.5 Silicone Seal Expansion Joint System]]</i>.
|-
| 717-30.02 || 1 || linear foot || align="left" | Silicone Expansion Joint Sealant<br/><i>Note: See [[751.13 Expansion Devices#751.13.1.5 Silicone Seal Expansion Joint System|EPG 751.13.1.5 Silicone Seal Expansion Joint System]].<br/>Use for silicone sealant only, no armor<i>.
|-
| 717-40.01 || 1 || linear foot || align="left" | Preformed Silicone or EPDM Expansion Joint System
|-
| 717-40.02 || 1 || linear foot || align="left" | Preformed Silicone or EPDM Expansion Joint Seal<br/><i>Note: Use for seal only, no armor</i>.
|-
| 717-99.03 || 1 || linear foot || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 718 – Temporary Bridge'''
|-
| 718-10.10 || 1 || lump sum || align="left" | Furnishing Superstructure
|-
| 718-10.11 || 1 || lump sum || align="left" | Partial Furnishing of Superstructure
|-
| 718-10.20 || 1 || lump sum || align="left" | Transporting and Erecting Superstructure
|-
| 718-10.30 || 1 || lump sum || align="left" | Removing and Storing Superstructure
|-
| 718-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 718-99.02 || 1 || each || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 720 – Mechanically Stabilized Earth Wall Systems'''
|-
| 720-10.00 || 1 || sq. foot || align="left" | Mechanically Stabilized Earth Wall Systems
|-
| 720-10.01 || 1 || lump sum || align="left" | Temporary MSE Wall System
|-
| 720-11.00 || 1 || sq. yard || align="left" | Form Liners for MSE Wall Systems
|-
| 720-12.00 || 1 || cu. yard || align="left" | Select Granular Backfill for Structural Systems
|-
| 720-13.00 || 1 || each || align="left" | Pipe Pile Spacers
|-
| 720-99.04 || 1 || sq. foot || align="left" | Misc.
|-
| 720-99.05 || 1 || sq. yard || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 901 – Highway Lighting'''
|-
| 901-93.00 || 1 || lump sum || align="left" | Navigation Lighting System
|-
| 901-93.01 || 1 || lump sum || align="left" | Bridge Lighting
|}

===751.6.2 Computation of Estimated Quantities===

All estimated quantities shall be carried to the degree of accuracy specified in the Index of Estimated Quantities. All quantities shall be listed on the plans in the order and worded exactly as shown in the Index of Estimated Quantities.

Two sets of quantity computations shall be independently performed and then agreed upon by the individuals performing the computations. Both sets of computations shall be bound together and submitted with the design plans.

In order to satisfy funding requirements on projects that add capacity to the Interstate System, the quantities that are attributed to the addition of capacity shall be reported separately from the remaining quantities in the submitted computations. Quantities shall not be shown separately on the bridge plans.

====751.6.2.1 Weight of Bolts and Shear Connectors====

Refer to AISC Manual of Steel Construction or ASTM F3125 for weight and dimensions of high strength bolts and washers. When calculating the weight of high strength bolts in structural connections, the following simplified weights may be used. These values include the weight of a regular hex head, one heavy hex nut, one washer, and the portion of the bolt projecting beyond the grip (washer thickness + nut thickness + 1/4“).

<center><u>'''Weight of High Strength Bolts'''</u></center>
{|align="center" border="1" cellpadding="1" cellspacing="1" style="text-align:center"
|-
!width="100"|Bolt Size<br/>Diameter (inch)
!width="100"|Weight per <br/>100 Bolts (pounds)
|-
|5/8||40
|-
|3/4||65
|-
|7/8||95
|-
|1||135
|-
|1-1/8||180
|-
|1-1/4||245
|-
|1-3/8||352
|-
|1-1/2||400
|}

<center><u>'''Weight of Shear Connectors'''</u></center>
{|align="center" border="1" cellpadding="1" cellspacing="1" style="text-align:center"
|-
!width="100"| 
!colspan="4"|Weight In Place Per 100 Studs
|-
!width="65"|Stud Dia.
!width="50"|4"
!width="50"|5"
!width="50"|6"
!width="50"|7"
|-
|3/4"||63||75||88||100
|-
|7/8"||81||98||115||132
|}

====751.6.2.2 Piles====

Estimated quantities for piles, steel or concrete, shall be compiled as the entire length of the piles used, including the length of pile embedded in the pile cap or footing, measured to the nearest foot for each pile.

====751.6.2.3 Pre-bore for Piling====

Pre-bore is required when fill exceeds five feet as described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 702] or when specified on the Design Layout. Pre-bore is also required through earth plugs. Pre-bore is computed as the length of pile measured from the bottom of the pile cap or footing to the natural ground line or as directed on the Design Layout rounded to the nearest foot for each hole.

====751.6.2.4 Drilled Shafts ====

Drilled shafts, rock sockets and reinforcing steel quantity will be measured in accordance with Sec 701. Video camera inspection quantity will be calculated one for each drilled shaft. Foundation inspection hole quantities will be from the top of rock socket to the greater of either 10 feet or twice the diameter of the rock socket below the anticipated bottom of rock socket for each rock socket. Sonic logging testing shall be performed on all drilled shafts and rock sockets. Drilled shafts for high mast lighting will not require sonic logging testing.

====751.6.2.5 Concrete====

The volume of concrete shall be calculated to the nearest 0.1 cubic yard, except where reported in the table of Estimated Quantities for Slab, where concrete is rounded to the nearest whole cubic yard (see [[751.50 Standard Detailing Notes#(B3.21)|EPG 751.50, Note B3.21]]). Do not deduct for volume of concrete displaced by reinforcing steel or HP piling. When CIP piles are used, the displaced concrete volume should be deducted.

====751.6.2.6 Polymer Concrete====

The volume of polymer concrete shall be calculated to the nearest 1.0 cubic foot. Do not deduct for volume of concrete displaced by reinforcing steel.
<div id="Non-Destructive Testing (NDT) for Cover Plates"></div>

====751.6.2.7 Non-Destructive Testing (NDT) for Cover Plates====

NDT shall be required for all top cover plates when a bridge is to be redecked. Required NDT length shall be computed for pay and, if necessary for clarity, details can be shown on the plans (for example, to show unusual NDT locations not covered elsewhere). The length of weld to be tested and the base metal, 1” either side of the weld, shall be cleaned of all rust prior to the testing. On cover plates with square ends, the weld shall be tested 1” from each corner along the ends of the cover plate plus 6” back along the side from each corner of the plate. On cover plates with tapered ends, the weld shall be tested along the end of cover plate, along tapered edges and 6” back along cover plate from end of taper.

In the rare case that there are bottom flange cover plates, it is the responsibility of the SPM or SLE to coordinate with district bridge engineer or review visual records and field inspection notes and decide if these plates need to be tested. This should include only welded cover plate ends that terminate in a tension zone. If cover plates terminate at the inflection point or past it, there is a small chance that the bottom flange cover plate welds would need to be tested. (Rarely, other areas of cover plate welds could be tested based on deteriorated conditions as reported from the field on the Structural Rehabilitation Checklist.)

====751.6.2.8 Temporary Shoring or Temporary MSE Wall System====

When temporary shoring or temporary MSE wall is required, it shall be reported as a lump sum item on the bridge plans. In addition, the estimated area of temporary shoring or temporary MSE wall shall be computed to the nearest square foot and recorded only in the quantity folder. Embedment of temporary shoring shall be taken as one third of the exposed height of the shoring for the purpose of estimating the shoring area. The bottom of temporary MSE wall shall be taken as the lower of the top of permanent wall levelling pad or bottom of improved foundation. For temporary shoring use 206-55.00 pay item and for temporary MSE wall system use 720-10.01 pay item ([[751.6_General_Quantities#751.6.1_Index_of_Quantities|EPG 751.6.1 Index of Quantities]]).

====751.6.2.9 MSE Retaining Walls====

Quantities for Mechanically Stabilized Earth Wall Systems are to be calculated based on the vertical face of the wall system as shown on the plans. The payment for furnishing and fabricating the concrete facing elements, excavation and installing the leveling pad, furnishing, and installing the soil reinforcement, furnishing, and placing select granular backfill for structural systems, furnishing other incidentals related to the wall system, and erecting the wall system complete-in-place, will be considered completely covered by the contract unit price for Mechanically Stabilized Earth Wall Systems per square foot. The use of the Select Granular Backfill for Structural Systems pay item will not be required. For permanent MSE wall systems use 720-10.00 pay item ([[751.6_General_Quantities#751.6.1_Index_of_Quantities|EPG 751.6.1 Index of Quantities]]).

====751.6.2.10 Bridge Slabs====

The gross area of concrete slabs is used in the Estimated Quantities table and shall be estimated to the nearest square yard longitudinally from end of slab to end of slab and transversely from out to out of the bridge slab. This shall include all expansion gaps within these limits.

The actual volume of concrete is used in the table of slab quantities for the purpose of preparing the cost estimate and is given on the plans as an aid to the contractor. The concrete on top of the backwall at end bents for expansion joint systems shall be included in this volume (see [[751.50 Standard Detailing Notes#(B1.7)|Note B1.7]]). Concrete shall be estimated to the nearest cubic yard instead of 0.1 cubic yard due to variances and assumptions used in this estimate (see [[751.50 Standard Detailing Notes#B3c. Slabs on Steel, Concrete and Semi-Deep Abutment, and Reinforced Concrete Slab Overlays|Note B3.21]]). Reinforcing steel shall be estimated to the nearest 10 pounds.

<div id="Structural Steel Protective Coatings (Nonweathering Steel)"></div>

====751.6.2.11 Structural Steel Protective Coatings (Non-weathering Steel)====
The protective coating, as specified on the Design Layout, shall be System G, H, I or L with the color being gray or brown. The coating color shall be specified on the Design Layout. The following gives pay item guidelines for most bridges.

Note: The figures in this section are provided to aid in interpretation of the specifications and do not intend to represent a preference for any particular system.

'''<u>Coating New Multi-Girder/Beam Bridges</u> '''

Intermediate Field Coat and Finish Field Coat (System G, H, I or L) (Gray or Brown) - The quantity shall be computed to the nearest one hundred square foot of structural steel to be field coated. The area computations do not include bearings, diaphragms, stiffeners and all other miscellaneous steel within the limits of the field coatings.

'''1. Bridges over Roadways''' (does not include over Railroads)

The intermediate field coat for System G and H and the finish field coat for System L for beam and girder spans shall be applied to the surfaces of all structural steel except those surfaces to be in contact with concrete. The field coat shall also be applied to the bearings, except where bearings will be encased in concrete.

The finish field coat for System G or H for beam and girder spans shall include the facia girders or beams. The limits of the facia girders or beams shall include the bottom of the top exterior flanges, the top of the bottom exterior flanges, the exterior web area, the exterior face of the top and bottom flanges, and the bottom of the bottom flange. Areas of steel to be in contact with concrete shall not receive the finish coat. The finish coat shall also be applied to the exterior bearings, except where bearings will be encased in concrete.

The surfaces of all structural steel located under expansion joints of beam and girder spans shall be field coated with intermediate and finish coats for a distance of one and a half times the girder depth, but not less than 10 feet from the center line of the joint. Within this limit, the items to be field coated shall include all surfaces of beams, girders, bearings, diaphragms, stiffeners and miscellaneous structural steel items. Areas of steel to be in contact with concrete shall not receive the field coats.

<div id="When System I finish field coat"></div>
When System I finish field coat is specified on the plans with System G intermediate coat, System I finish field coat quantity will be figured the same as above for the finish field coat for System G or H. System G intermediate coat with System I finish field coat will be as above for the intermediate field coat except that the area of the System I finish field coat will not be included in the System G intermediate field coat area. When the plans state System I finish field coat shall be substituted for System G intermediate coat, System I finish field coat quantity will be figured for all girder surfaces as discussed above for finish field coat area for System L.

{| style="text-align: center; font-size:1.6em", align="center"
|-
| COLSPAN="3" | <u>'''New Non-Weathering Bridge Over Roadway'''</u>
|-
| [[image:751.6.2.11-Typical Roadway.jpg|center|x300px]] || style="width: 50px" | || [[image:751.6.2.11-Deck Joints Roadway.jpg|center|x300px]]
|-
| '''Typical Coating for System G''' || ||'''Coating Near Deck Joints (System G)'''
|-
|}

'''2. Bridges over Streams and Bridges over Railroads '''

The field coatings (including intermediate and finish coats) for beam and girder spans shall include the facia girders or beams. The limits of the facia girders or beams shall include the bottom of the top exterior flanges, the top of the bottom exterior flanges, the exterior web area, the exterior face of the top and bottom flanges, and the bottom of the bottom flange. Areas of steel to be in contact with concrete shall not receive the field coats. The field coatings shall also be applied to the exterior bearings, except where bearings will be encased in concrete. The interior beams or girders shall only have the prime coat applied with no other field coatings required.

The surfaces of all structural steel located under expansion joints of beam and girder spans shall be field coated with intermediate and finish coats for a distance of one and a half times the girder depth, but not less than 10 feet from the center line of the joint. Within the limit, the items to be field coated shall include all surfaces of beams, girders, bearings, diaphragms, stiffeners and miscellaneous structural steel items. Areas of steel to be in contact with concrete shall not receive the field coats.

When System I or L is specified, the intermediate field coat will not be required.

{| style="text-align: center; font-size:1.6em", align="center"
|-
| COLSPAN="3"| <u>'''New Non-Weathering Bridge Over Stream or Railroad'''</u>
|-
| [[image:751.6.2.11-Typical_Stream_RR.jpg|center|x300px]] || style="width: 50px" | || [[image:751.6.2.11-Deck_Joints_Stream_RR.jpg|center|x300px]]
|-
| '''Typical Coating for System G''' || || '''Coating Near Deck Joints (System G)'''
|-
|}

'''<u>Coating New Truss Bridges or Other Unusual Structures</u> '''

Intermediate Field Coat and Finish Field Coat (System G, H, I or L) (Gray or Brown) - The quantity shall be computed as a lump sum quantity.

All structural steel for truss or steel box girder spans shall be field coated with intermediate and finish coats, except the area of steel to be in contact with concrete. Intermediate field coat is not required when System I or L is specified.

<u>'''Recoating Existing Multi-Girder/Beam Bridges '''</u>

Quantities shall be computed to the nearest one hundred square feet of structural steel to be prepared or coated. The area computations do not include bearings, diaphragms, stiffeners and all other misc. steel within the limits of surface preparation or field coatings.

'''1. Surface Preparation for Recoating Structural Steel '''- Preparation shall include the surfaces of all structural steel except areas to be in contact with concrete.

'''2. Field Application of Inorganic or Organic Zinc Primer''' - Coverage shall meet the same requirements of Surface Preparation for Recoating Structural Steel.

'''3. Intermediate Field Coat (System G or H) (Gray or Brown)''' - Coverage shall meet the same requirements as new multi-girder/beam bridges.

'''4. Finish Field Coat (System G, H, I or L) (Gray or Brown)''' - Coverage shall meet the same requirements as new multi-girder/beam bridges.

{| style="text-align: center; font-size:1.6em", align="center"
|-
| COLSPAN="3" | <u>'''Existing Non-Weathering Bridge'''</u>
|-
| [[image:751.6.2.11-Recoating_Roadway.jpg|center|x300px]] || style="width: 50px"| || [[image:751.6.2.11-Recoating_Stream_RR.jpg|center|x300px]]
|-
| '''Typical Recoating Over Roadway for System G or H''' || || '''Typical Recoating Over Stream or Railroad for System G or H'''
|-
| COLSPAN="3" | [[image:751.6.2.11-Recoating_Deck_Joints.jpg|center|x300px]]
|-
| COLSPAN="3" | '''Recoating Near Deck Joints (System G or H)'''
|-
|}

<u>'''Recoating Existing Truss Bridges or other Unusual Structures '''</u>

Quantities shall be computed as lump sum quantities. The approximate weight of steel shall be shown to the nearest ton in the contract documents.

'''1. Surface Preparation for Recoating Structural Steel''' - Preparation shall include the surfaces of all structural steel except areas to be in contact with concrete.

'''2. Field Application of Inorganic or Organic Zinc Primer''' – Coverage shall meet the same requirements of Surface Preparation for Recoating Structural Steel.

'''3. Intermediate Field Coat (System G or H) (Gray or Brown)''' – Coverage shall meet the same requirements as new truss bridges.

'''4. Finish Field Coat (System G, H, I or L) (Gray or Brown)''' – Coverage shall meet the same requirements as new truss bridges.

<u>'''Overcoating Existing Multi-Girder/Beam Bridges '''</u>

Quantities shall be computed to the nearest one hundred square feet of structural steel to be prepared or overcoated except as noted below. The area computations do not include bearings, diaphragms, stiffeners and all other misc. steel within the limits of surface preparation or field coatings. Partial overcoating of steel structures is allowed and the areas of partial overcoating should be clearly indicated on the plans.

'''1. Surface Preparation for Overcoating Structural Steel (System G)''' - Preparation shall include the surfaces of all structural steel except areas to be in contact with concrete.

'''2. Intermediate Field Coat (System G)''' - Coverage shall meet the same requirements as Surface Preparation for Overcoating Structural Steel (System G).

'''3. Finish Field Coat (System G)''' - Coverage shall meet the same requirements as new bridges.

{| style="text-align: center; font-size:1.6em", align="center"
|-
|COLSPAN="3"|[[image:751.6.2.11-Overcoating_Existing_Bridge.jpg|center|x300px]]
|-
|COLSPAN="3" style="font-size:0.75em"|'''Overcoating Existing Non-Weathering Bridge (System G)'''
|-
|}

<u>'''Limits of Paint Overlap '''</u>

Refer to [[751.50_Standard_Detailing_Notes#A4a1._Steel_Structures-_Nonweathering_Steel|EPG 751.50 Note A4a1.24]]. The figure below with note is available in a CADD cell. Detail should be modified as necessary for paint systems other than System G.

[[image:Part_Elev_Paint_Overlap_11-3-23.png|800px]]

====751.6.2.12 Structural Steel Protective Coatings (Weathering Steel)====

'''<u>Coating New Multi-Girder/Beam Bridges, Truss Bridges or other Unusual Structures</u>'''

There will not be a quantity item for coating weathering steel. The cost of coating weathering steel structures will be considered completely covered by the contract unit price for the Fabricated Structural Steel.

'''<u>Recoating Existing Multi-Girder/Beam Bridges, Truss Bridges or other Unusual Structures </u>'''

Recoating weathering steel when performing joint repair/replacement may be included on the contract plans. Other areas may be recoated depending upon inspection of the condition of weathering steel and the future deterioration expectations of same by Bridge Maintenance. See Structural Project Manager or Structural Liaison Engineer.

For existing multi-girder/beam bridges, quantities shall be computed to the nearest one hundred square feet of structural steel to be prepared or recoated. The area computations do not include bearings, diaphragms, stiffeners and all other misc. steel within the limits of surface preparation or field coatings. For truss bridges or other unusual structures, quantities shall be computed as lump sum quantities.

'''1. Surface Preparation for Recoating Structural Steel''' - Preparation shall be on a case-by-case basis except areas to be in contact with concrete.

'''2. Field Application of Inorganic or Organic Zinc Primer''' - Coverage shall meet the same requirements of Surface Preparation for Recoating Structural Steel.

'''3. Intermediate Field Coat (System G) (Brown)''' - Coverage shall be on a case-by-case basis.

'''4. Finish Field Coat (System G, I or L) (Brown)''' - Coverage shall be on a case-by-case basis.

====751.6.2.13 Protective Coatings for Concrete====

When the use of a protective coating for concrete is required, it shall be reported as a lump sum item on the bridge plans. In addition, the estimated area to be coated shall be computed to the nearest square foot and recorded only in the quantity folder. The following guidelines shall apply to the calculations for these items.

:'''Protective Coating - Concrete Bents and Piers (Urethane) or (Epoxy)'''

:See Expansion Devices Section for details.

:'''Protective Coating - Concrete Bents and Piers (Weathering Steel)'''

:Concrete Abutments - Coat all surfaces above the ground line.

:Concrete Intermediate Bents & Piers - Coat all surfaces above the ground line or above the low water elevation, whichever is the higher at that bent or pier.

:'''Concrete and Masonry Protection System'''

:Coat all surfaces above ground line of the concrete as specified on the Design Layout.

:'''Sacrificial Graffiti Protection System'''

:Coat all surfaces above ground line of the concrete as specified on the Design Layout.

====751.6.2.14 Asphaltic Concrete Pavement====

Seal coat or tack coat is required with the asphaltic concrete pavement. Unit weights will not be calculated.

====751.6.2.15 Seal Coat ====

A seal coat shall be used when specified on the Bridge Memo.

The following unit weight will be used to calculate the estimated quantity reported on the bridge plans:
:Seal Coat = 0.4 gal/sq. yd.

Grade B1 seal coat aggregate shall be used whenever a bridge deck is to receive an asphalt wearing surface. Grade A1 seal coat aggregate shall be used whenever the seal coat is to be the final riding surface. Unit weights will not be calculated for aggregate.

====751.6.2.16 Tack Coat====

A tack coat shall be used when specified on the Bridge Memo. The following unit weights will be used to calculate the estimated quantity reported on the bridge plans:

:Tack Coat = 0.25 gal/sq. yd.

====751.6.2.17 Excavation====

Excavation shall be computed in accordance with Sec 206 and the limits shown in this section.

The '''Roadway and Drainage Excavation Line''' is the finish grade line after the bridge is completed in place. This may or may not correspond to the preliminary embankment line placed before the bridge is built.

The '''Excavation Datum''' is located at one foot above Low Water Elevation of the stream bed (round up to the next one foot). Use the low point of the streambed cross-section as Low Water Elevation, if a Low Water Elevation cannot be found. Everything above this datum is Class 1 Excavation while everything below it is Class 2 Excavation.

'''Excavation Limit Rules'''

Soil or other sub-strata shall be excavated to the limits of:
* 18” around the perimeter at the bottom of footings, and vertically* to the finished Roadway and Drainage Excavation Line
* 18” around the wings on end bents
* The perimeter of seal courses
* No excavation shall be figured for piles or bracing
* If there is less than 10 cubic yards of total excavation, no excavation item needs to be listed in the Estimated Quantities. See [[751.50 Standard Detailing Notes|EPG 751.50 Standard Detailing Notes]] for the appropriate notes.

'''Classes of Excavation**'''

'''Class 1, Class 2 Excavations''' shall be computed in accordance with Sec 206 and the limits shown in the figures below. Excavation for structures below Excavation Datum Elevation will be paid for as '''Class 2 Excavation.''' Excavation for structures above Excavation Datum Elevation will be paid for as '''Class 1 Excavation.''' Use a minimum of 10 cubic yards of Class 1 Excavation when there is Class 2.

'''Class 4 Excavation''' shall be used for culverts. Class 4 Excavation shall be computed in accordance with Sec 206 and the limits shown below. Culvert concrete removal for extensions will be paid for as Partial Removal of Culvert-Bridge Concrete. See the Design Layout for special cases.

'''Cases of Excavation'''

'''Case 1''' is when the ground line survey is a higher elevation than the roadway and drainage excavation line.

'''Case 2''' is when the ground line survey is a lower elevation than the roadway and drainage excavation line.

:<font color = "white">(</font color="white">''*'' Soil shall be excavated vertically from the bottom of the footing for footing on pile, 6” above the bottom of the footing for footing on rock and 18” above the bottom of the footing for footing on shale.

:<font color = "white">(</font color="white">''**'' Use Excavation in Rock if it is anticipated to be more than 10 cu. yard. The designer should check with the Structural Project Manager before calculating the quantity of Excavation in Rock. See [[#751.6.1 Index of Quantities|EPG 751.6.1 Index of Quantities Bridge]].

'''Excavation Limits: Bridges'''

The following figures graphically show the excavation limits for various substructure types. The effects of skew on the fill slope (H:V) should be considered in determining excavation quantities at end bents.

:H<sub>θ</sub> = H/cosθ

Where:
:::H:V = horizontal:vertical components of fill slope (Normal)
:::H<sub>θ</sub> = horizontal component of the fill slope parallel to centerline of roadway with V = 1
:::H = horizontal component of the fill slope normal to centerline of bent with V = 1
:::θ = end bent skew angle

<center>'''Excavation Limits: Integral End Bent (Case I) '''

[[image:751.6.2.17 int case 1 1.jpg|500px]]

[[image:751.6.2.17 int case 1 2.jpg|500px]]
----

'''Excavation Limits: Non-Integral End Bent (Case I) '''

[[image:751.6.2.17 non int case 1 1.jpg|500px]]

[[image:751.6.2.17 non int case 1 2.jpg|500px]]
----

'''Excavation Limits: Stub Bent (Case I) '''

[[image:751.6.2.17 stub.jpg|500px]]

----

'''Excavation Limits: All Grade Separations'''

[[image:751.6.2.17 all.jpg|900px]]

----

'''Excavation Limits: Stream Crossings (Typical)'''</center>

[[image:751.6.2.17 stream typical.jpg|center|900px]]

----
<center>'''Excavation Limits: Stream Crossings (No Excavation Item)'''</center>

[[image:751.6.2.17 stream no excavation.jpg|center|900px]]

'''Excavation Limits: Retaining Walls'''

[[Image:751.6 Retaining Walls.gif|center]]

Note:
:Excavation to be included in Estimated Quantity Table (Class 1 shall be calculated to the nearest 5 cubic yards).

:Final limits of the roadway and bridge excavation to be coordinated with the bridge plans prior to estimating.

:See [[751.50 Standard Detailing Notes|EPG 751.50 Standard Detailing Notes]] for the appropriate notes.

'''Excavation Limits: Culverts'''

[[Image:751.6 Culverts.gif|center]]

Excavation to be included in Estimated Quantity Table (Class 4 Excavation shall be carried to the nearest 5 cubic yards). Final limits of the roadway and bridge excavation to be coordinated with the bridge plans prior to estimating.
<br/>
<br/>Excavation of 18" adjacent to the removal of culvert ends for purpose of extending the culvert will not be considered excavation and is considered part of removal. (Refer to Sec 206)
<br/>
<br/>See [[751.50 Standard Detailing Notes|EPG 751.50 Standard Detailing Notes]] for the appropriate notes.

'''Mechanically Stabilized Earth Walls (MSEW) Excavation and Fill'''

Excavation and Fill behind MSEW:

Excavation classes, quantities and pay items are determined and computed by districts for all MSEWs (Bridge Division walls and District Design Division walls) and are to be included on the roadway plans. Excavation before wall should be addressed same as excavation behind wall. Fill behind MSEWs is included in the cost of MSEWs and no separate quantity or pay item is required.

Excavation and Fill below MSEW (below top of leveling pad):

Excavation classes, quantities, replacement fill and pay items are determined and computed by districts for all MSEWs (Bridge Division walls and District Design Division walls) when required on the Foundation Investigation Geotechnical Report (FIGR), and are to be included on the roadway plans. When the FIGR gives excavation limits and type of replacement fill required for ground improvement, a detail is typically added to the MSEW plans showing the removal area and the removal locations along the wall (also referred to as “soil improvement”, “ground [or soil] mitigation”, “foundation replacement” or “foundation excavation”).

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center" align="center"
|+
! style="background:#BEBEBE" colspan="5"|MSEW Excavation and Fill Guidelines
|-
!Excavation!!Std. Spec. Sec!!Fill!!Pay Item(s) on<br/>Roadway Plans 2B<br/>Quantities Sheet!!Notes
|-
|Behind Wall||203||Compacted select<br/>granular backfill<br/>per Sec 720||Class A or Class C<br/>Excavation||• Show on roadway plans
|-
|Below Wall<br/>(Ground<br/>Improvement)||203, 214||Compacted rock fill<br/>or other per FIGR||Class A or Class C<br/>Excavation,<br/>Furnishing Rock<br/>Fill,<br/>Placing Rock Fill (or<br/>other fill per FIGR)||• Show on MSEW<br/>plans
|-
|Below Wall<br/>(Incidental)||720||Suitable material<br/>per District<br/>Geotechnical||NA||• Unanticipated and<br/>Unsuitable per<br/>engineer in field
|}

'''Excavation Limits: Mechanically Stabilized Earth Walls (MSEW)'''

Excavation behind and below MSEWs are roadway pay items and based on information given in the Foundation Investigation Geotechnical Report (FIGR). Included may be a minimum soil reinforcement length, minimum embedment of the bottom of wall (top of leveling pad), global stability confirmation and angle of retained backfill which are used to estimate the excavation quantities. Use greatest of recommended minimum soil reinforcement length from
:::* FIGR, or
:::* the following table, or
:::* 8 ft. minimum.
One additional foot must be added to the selected length to determine estimated excavation quantities.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center" align="center"
|+
! rowspan="2" style="background:#BEBEBE" | Case !!style="background:#BEBEBE" | MoDOT (USE) !! style="background:#BEBEBE" | Table 2-1 (FHWA NHI-10-024)<br/>(REFERENCE)
|-
! Minimum Length of Soil<br/>Reinforcement, L !! Minimum Length of Soil<br/>Reinforcement, L
|-
| align="center" | Static loading with or without<br/>traffic surcharge || align="center" | 0.7H || align="center" | 0.7H
|-
| align="center" | Sloping backfill surcharge || align="center" | 0.8H || align="center" | 0.8H
|-
| align="center"|Seismic loading || align="center" | 0.95H<sup>1</sup> || align="center" | 0.8H to 1.1H
|}
<sup>1</sup> For a seismic design wall use 0.95H to estimate excavation quantities. For a seismic design wall minimum soil reinforcement length shall be ≥ 0.8H by design. For No-Seismic-Analysis provisions wall use minimum soil reinforcement length = 0.8H to estimate excavation quantities.

Where,

H = Height of the wall as measured from the top of the leveling pad to the top of the wall

Note: For seismic requirement upper two layers of soil reinforcement shall be extended 3 feet beyond the lower layers when wall height is greater than or equal to 10 feet. (FHWA NHI-10-024 section 4.4.3)

Minimum soil reinforcement length shall be greater than or equal to as required for a stable feature wall for strong/stable rock as shown in following cases 5 through 7.

''Minimum Embedment Depth'' of MSEW - Minimum embedment is defined as the distance between the finished ground line and the top of the leveling pad. It is based on this table (FHWA-NHI-10-024, Table 2-1 and LRFD 11.10.2.2):

{| border="1" cellspacing="0" cellpadding="5" style="text-align:center"
| width="250" style="background:#BEBEBE" | '''Slope in Front of Wall''' || width="250" style="background:#BEBEBE" | '''Minimum Embedment Depth to Top of Leveling Pad'''
|-
| All Geometries || 2 ft minimum
|-
| Horizontal (walls) || H/20
|-
| Horizontal (abutments) || H/10
|-
| 3H:1V || H/10
|-
| 2H:1V || H/7
|-
| 1.5H:1V || H/5
|}
Where,

H:V = Horizontal to vertical slope in front of the wall

H = Height of the wall as measured from the top of the leveling pad to the top of the wall

The absolute minimum embedment is 2 ft except when rock is found near surface. When the soundings are returned from the Geotechnical Director they will include a minimum embedment depth to the top of leveling pad, minimum soil reinforcement length necessary for global stability, bearing resistance and settlement requirements. If rock is encountered during excavation then the contractor shall immediately cease excavating and notify the engineer and contact Geotechnical Section to perform global stability and suggest a required minimum embedment depth to the top of leveling pad and required minimum soil reinforcement length.

<center>'''<u>TABLE OF EARTH WORK EXCAVATION QUANTITIES EXAMPLE IN ACCORDANCE WITH DISTRICT PROCEDURE</u>'''</center>

[[image:751.6.2.17 earth work.jpg|850px|center]]

The excavation table example provides for identifying both Bridge Division MSE walls and District Design MSE walls.

For District Design MSE walls:

Ex. 1 shows that a wall can be laid out separate from the roadway and will have its own alignment where the wall earthwork can be quantified and shown independently in a table row.

Ex. 2 shows that a wall can be laid out along a roadway where it makes sense to include the wall earthwork with the roadway earthwork. This will be the case most of the time.

<center>'''General Section thru MSEW In Cut'''</center>

[[image:751.6.2.17.jpg|700px|center]]

In Cut: (Cases 1 to 6)

θ can equal ɸ<sub>Ƅ</sub> for computing excavation quantities. It may also be 1:1 (H:V) or 2:1 (H:V) at discretion of district.

In Fill: (Case 7)

Excavation shall be computed based on the wall and soil (and/or rock) parameters as given in the FIGR.
Dimensions of ground improvements will be given in FIGR if required. This includes area elevation, length and locations along the wall and slope cuts*.

Rock fill in accordance with Sec 214 is typically used as replacement fill for ground improvement.

<center>'''Case 1: In cut with soil excavation (behind wall)'''</center>

[[image:751.6.2.17 case 1.jpg|700px|center]]

----

<center>'''Case 2: In cut with soil excavation (behind wall) and ground improvement (below wall)'''</center>

[[image:751.6.2.17 case 2.jpg|750px|center]]

----

<center>'''Case 3: In cut with soil and rock excavation (behind wall)'''</center>

[[image:751.6.2.17 case 3.jpg|700px|center]]

----

<center>'''Case 4: In cut with soil and rock excavation (behind wall) and ground improvement (below wall)'''</center>

[[image:751.6.2.17 case 4.jpg|700px|center]]

----

<center>'''Case 5a Stable Feature MSE Wall: In cut with soil and partial rock excavation (behind wall)'''</center>

[[image:751.6.2.17 case 5a.jpg|700px|center]]

----

<center>'''Case 5b Stable Feature MSE Wall: In cut with soil excavation (behind wall) and ground improvement (below wall)'''</center>

[[image:751.6.2.17 case 5b.jpg|700px|center]]

----

<center>'''Case 6 Stable Feature MSE Wall: In cut with soil excavation'''</center>

[[image:751.6.2.17 case 6.jpg|700px|center]]

----

<center>'''Case 7a: In fill with ground improvement (below wall)'''</center>

[[image:751.6.2.17 case 7a.jpg|500px|center]]

----

<center>'''Case 7b Stable Feature MSE wall: In fill mostly with partial rock excavation (behind wall)'''</center>

[[image:751.6.2.17 case 7b.jpg|700px|center]]

Note: Include rock excavation in excavation quantities.

[[Category:751 LRFD Bridge Design Guidelines|751.06]]

901.8 System Voltage

2025-09-09T19:29:27Z

Legged1: undo accidental move

The department standard is either 480-volt or 240-volt multiple circuit systems. The following guidelines are to be used to determine the system voltage:

240-Volt Systems

* Basic Intersection Lighting (signal post systems are 120-volt).

* Basic Interchange Lighting at Diamond Interchanges.

480-Volt Systems

* Basic Interchange Lighting at Complex Interchanges.

* Continuous Lighting of Interchanges or Roadways.

* High Mast Lighting.

Lighting system voltages cannot be mixed in a single interchange or system. Long cable runs may require an increase from 240 volts to 480 volts (see Voltage Drop and Wire Sizes). Both 240- and 480-volt secondary service are generally available at most locations. The availability of the desired system voltage is to be verified with the local utility company.

==901.8.1 Equipment==

If a municipality will operate and maintain lighting in accordance with MoDOT's policy, other types of circuits may be used at the request of the municipality. State-owned equipment is mounted as shown on standard plans or approved special drawings. Utility-owned equipment is mounted in accordance with practices of the utility company.

==901.8.2 Conduit and Cable==

Circuiting from control station to lights is to follow the shortest possible route using current design standards. All circuits are underground, using cable-conduit with single conductor cables of the proper size so voltage drop will not exceed 5% of the rated voltage. #8 AWG (10 mm<sup>2</sup>) cable is the minimum size to be used. All rigid conduit carrying cable-conduit under pavement and shoulder is to have a 3 in. minimum diameter. Rigid conduit carrying cable-conduit located elsewhere is to have a 2 in. minimum diameter. Pushed conduits are 4 in. or larger. The amount of cable-conduit under pavement and shoulders is to be kept to a minimum. Where practical, cable-conduit runs parallel to the roadway are to be installed outside the shoulder.

Rigid conduit larger than 2 in. in diameter is used to carry lighting cables on structures or in median barriers. Design of conduit systems on structures is to be coordinated with Bridge. Where conditions require most of a system to be under pavement and shoulders or in median barriers or structures, the entire cable system is to be installed in rigid conduit.

==901.8.3 [[:Category:1062 Pull and Junction Boxes|Pull Boxes]] and Cable Splicing==

Cable splicing is to be kept to a minimum and is only permissible in the base of a lighting pole, in a pull box or in a transformer base. Cable splicing in all poles is accomplished with a premolded fused splice. Cables are to be continuous and unspliced between the control station, pull boxes, and light poles.

If the distance between the control station, pull boxes, and light poles is greater than 500 ft. with cable-conduit or greater than 200 ft. with rigid conduit, [[:category:1062 Pull and Junction Boxes|pull box or junction box]] is to be provided to facilitate cable pulling. A pull box is installed on each end of any pavement crossing unless the pavement crossing ends in a light pole. The quantity and type of pull boxes are specified on the 2B sheets.

Two pairs of cables may be spliced into one light pole. Pole and bracket cable is used from the base of the pole to the luminaire. Pole and bracket cable consists of two #10 AWG (6 mm<sup>2</sup>) single-conductor cables. Where three pairs of cables are spliced (three-way splices) a pull box is recommended. Three-way splices are to be avoided as much as possible. It is preferable to use an additional branch circuit from the control station, especially if the three-way splice is close to the control station. No more than three pairs of cables are spliced.

==901.8.4 Poles, Bracket Arms and Foundations==

Lighting poles may be either steel or aluminum. The type may be specified on the plans or left to the option of the contractor. The type of pole, as designated on the plans, shows the mounting height of the luminaire above the edge of travelway, not the actual length of pole. The proper length of pole and the method of attaining the mounting height of the luminaire above the edge of travelway are described in [[901.7 Light Source and Intensity#901.7.8 Location of Luminaires and Poles for 30 ft. Mounting Height|EPG 901.7.8]] and [[901.7 Light Source and Intensity#901.7.9 Location of Luminaires and Poles for 45 ft. Mounting Height|EPG 901.7.9]].

Bracket arms are available in 4, 6, 8, 10, 12 and 15 ft. lengths for 30 ft. mounting heights and 6 and 15 ft. bracket arms for 45 ft. mounting heights. Only bracket arms of these lengths are used. The bracket arm designs are shown in the standard plans. Mast arms for mounting traffic detectors or traffic signals are not used on lighting poles since the poles are not designed to carry the extra load of the mast arm and unit. Pole foundations will be in accordance with the standard plans. Poles, foundations, and appurtenances for lighting are found in [https://www.modot.org/media/16903 Standard Plan 901.00] for 30 ft. mounting height and in [https://www.modot.org/media/16904 Standard Plan 901.01] for 45 ft. mounting height.

==901.8.5 Trenching and Backfilling==

Trenching and backfilling will be classified as Type I, Type II or Type III as described in the [https://www.modot.org/missouri-standard-specifications-highway-construction ''Missouri Standard Specifications for Highway Construction''] and shown on the plans. Great care is to be exercised in classifying trenching and backfilling for bidding purposes, especially as to the possibility of encountering Type III. The limits of each type of trenching and backfilling are shown on the plans. Standard plans show the trench locations.

[[Category:901 Lighting|901.08]]

901.8 System Voltage

2025-09-09T16:24:48Z

Legged1: fixed links from 2020

The department standard is either 480-volt or 240-volt multiple circuit systems. The following guidelines are to be used to determine the system voltage:

240-Volt Systems

* Basic Intersection Lighting (signal post systems are 120-volt).

* Basic Interchange Lighting at Diamond Interchanges.

480-Volt Systems

* Basic Interchange Lighting at Complex Interchanges.

* Continuous Lighting of Interchanges or Roadways.

* High Mast Lighting.

Lighting system voltages cannot be mixed in a single interchange or system. Long cable runs may require an increase from 240 volts to 480 volts (see Voltage Drop and Wire Sizes). Both 240- and 480-volt secondary service are generally available at most locations. The availability of the desired system voltage is to be verified with the local utility company.

==901.8.1 Equipment==

If a municipality will operate and maintain lighting in accordance with MoDOT's policy, other types of circuits may be used at the request of the municipality. State-owned equipment is mounted as shown on standard plans or approved special drawings. Utility-owned equipment is mounted in accordance with practices of the utility company.

==901.8.2 Conduit and Cable==

Circuiting from control station to lights is to follow the shortest possible route using current design standards. All circuits are underground, using cable-conduit with single conductor cables of the proper size so voltage drop will not exceed 5% of the rated voltage. #8 AWG (10 mm<sup>2</sup>) cable is the minimum size to be used. All rigid conduit carrying cable-conduit under pavement and shoulder is to have a 3 in. minimum diameter. Rigid conduit carrying cable-conduit located elsewhere is to have a 2 in. minimum diameter. Pushed conduits are 4 in. or larger. The amount of cable-conduit under pavement and shoulders is to be kept to a minimum. Where practical, cable-conduit runs parallel to the roadway are to be installed outside the shoulder.

Rigid conduit larger than 2 in. in diameter is used to carry lighting cables on structures or in median barriers. Design of conduit systems on structures is to be coordinated with Bridge. Where conditions require most of a system to be under pavement and shoulders or in median barriers or structures, the entire cable system is to be installed in rigid conduit.

==901.8.3 [[:Category:1062 Pull and Junction Boxes|Pull Boxes]] and Cable Splicing==

If the distance between the control station, pull boxes, and light poles is greater than 500 ft. with cable-conduit or greater than 200 ft. with rigid conduit, [[:category:1062 Pull and Junction Boxes|pull box or junction box]] is to be provided to facilitate cable pulling. A pull box is installed on each end of any pavement crossing unless the pavement crossing ends in a light pole. The quantity and type of pull boxes are specified on the 2B sheets.

Cable splicing is to be kept to a minimum and is only permissible in the base of a lighting pole, in a pull box or in a transformer base. Cable splicing in all poles is accomplished with a premolded fused splice. Cables are to be continuous and unspliced between the control station, pull boxes, and light poles.

Two pairs of cables may be spliced into one light pole. Pole and bracket cable is used from the base of the pole to the luminaire. Pole and bracket cable consists of two #10 AWG (6 mm<sup>2</sup>) single-conductor cables. Where three pairs of cables are spliced (three-way splices) a pull box is recommended. Three-way splices are to be avoided as much as possible. It is preferable to use an additional branch circuit from the control station, especially if the three-way splice is close to the control station. No more than three pairs of cables are spliced.

==901.8.4 Poles, Bracket Arms and Foundations==

Lighting poles may be either steel or aluminum. The type may be specified on the plans or left to the option of the contractor. The type of pole, as designated on the plans, shows the mounting height of the luminaire above the edge of travelway, not the actual length of pole. The proper length of pole and the method of attaining the mounting height of the luminaire above the edge of travelway are described in [[901.7 Light Source and Intensity#901.7.8 Location of Luminaires and Poles for 30 ft. Mounting Height|EPG 901.7.8]] and [[901.7 Light Source and Intensity#901.7.9 Location of Luminaires and Poles for 45 ft. Mounting Height|EPG 901.7.9]].

Bracket arms are available in 4, 6, 8, 10, 12 and 15 ft. lengths for 30 ft. mounting heights and 6 and 15 ft. bracket arms for 45 ft. mounting heights. Only bracket arms of these lengths are used. The bracket arm designs are shown in the standard plans. Mast arms for mounting traffic detectors or traffic signals are not used on lighting poles since the poles are not designed to carry the extra load of the mast arm and unit. Pole foundations will be in accordance with the standard plans. Poles, foundations, and appurtenances for lighting are found in [https://www.modot.org/media/16903 Standard Plan 901.00] for 30 ft. mounting height and in [https://www.modot.org/media/16904 Standard Plan 901.01] for 45 ft. mounting height.

==901.8.5 Trenching and Backfilling==

Trenching and backfilling will be classified as Type I, Type II or Type III as described in the [https://www.modot.org/missouri-standard-specifications-highway-construction ''Missouri Standard Specifications for Highway Construction''] and shown on the plans. Great care is to be exercised in classifying trenching and backfilling for bidding purposes, especially as to the possibility of encountering Type III. The limits of each type of trenching and backfilling are shown on the plans. Standard plans show the trench locations.

[[Category:901 Lighting|901.08]]

237.3 Summary and Tabulation of Quantities

2025-09-09T15:14:39Z

Legged1: remove obsolete information

[[image:237.3 Quantities.jpg|left|400px]]

Quantities for a project are summarized by the use of (1) summary of quantities sheet and (2) D-2BS signing quantities sheet. Arbitrary quantities primarily used to establish a unit bid price are not to be included. The use of arbitrary quantities can cause unbalanced bidding and can result in excessive costs and potential litigation.

===Summary of Quantities===

The summary of quantities sheet is a summary of all quantities from the plan-profile sheets of a project. In addition to summarizing, the summary of quantities sheet also supplements details shown on the plan-profile sheets by providing additional detail information.

The summary of quantities sheet is prepared by the district. If more than one sheet is required, the sheets are numbered “Sheet 1 of _____”, “Sheet 2 of _____”, etc. Reference is made on the sheets to the plan-profile sheet to which the data applies. For MoDOT users, a summary of quantities sheet can now be easily created through QuanTab, which allows a user to bring data from an Excel spreadsheet template into MicroStation while adhering to MoDOT design standards.

The current D-2BS is available through ProjectWise and is used to summarize signs and other items used on the traffic control plans. This form is available for full size plans (22 in. x 34 in.). Form D-2BS is available in MicroStation.

Continuous job-length quantities, such as paving, are to be broken down into quantities by plan sheet or other convenient breaking point. Each item for “Removal of Improvements” is listed, along with a brief description, quantity, and the station, offset, and plan sheet number of that item. Culvert cleanout is shown with the station, plan sheet number, type, size and length of culvert. The limits of cut compaction and the quantity of excavation, borrow or embankment needed for any approved crashworthy end terminals are also shown.

[[category:237 Contract Plans|237.03]]

620.1 General (MUTCD Chapter 3A)

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Legged1: /* 620.1.4 Materials (MUTCD Section 3A.04) */updated per RR4042

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|'''Forms'''
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|[[Media:620.1 Field Striping Materials Record.pdf|Field Striping Materials Record]]
|}

==620.1.1 Functions and Limitations (MUTCD Section 3A.01)==
'''Support.''' Markings on highways have important functions in providing guidance and information for the road user. Major marking types include pavement and curb markings, delineators, colored pavements, channelizing devices and islands. In some cases, markings are used to supplement other traffic control devices such as signs, signals and other markings. In other instances, markings are used alone to effectively convey regulations, guidance, or warnings in ways not obtainable by the use of other devices.

Markings have limitations. Visibility of the markings can be limited by snow, debris, and water on or adjacent to the markings. Marking durability is affected by material characteristics, traffic volumes, weather, and location. However, under most highway conditions, markings provide important information while allowing minimal diversion of attention from the roadway.

Pavement markings can enhance roadway delineation with the addition of audible and tactile features such as bars, differential surface profiles, milled rumble strips, or other devices intended to alert the road user that a delineation on the roadway is being traversed.

[[image:620.1.1.1 1957.jpg|right|310px|thumb|<center>'''Pavement marking info from the Missouri Highway Department's 1957 roadmap'''</center>]]
===620.1.1.1 Legal Authority===
'''Standard.''' Traffic control devices within the right of way will be placed and maintained by the Missouri Department of Transportation in accordance with Sections 226.010 and 227.220 of the Revised Statutes of the State of Missouri.

Pavement, curbs and other additionally approved markings on state roadways shall be placed only by the authority of the Missouri Highway and Transportation Commission.

Delineators and markings on objects warning of their close proximity within the roadway right-of-way are subject to the same jurisdictional regulations.

'''Support.''' Traffic control on roads not maintained by MoDOT but are signed as a state route should meet the requirements of this article. Future maintenance agreements should reflect these requirements.

==620.1.2 Standardization of Application (MUTCD Section 3A.02)==

'''Standard.''' Each standard marking shall be used only to convey the meaning prescribed for that marking in EPG 620. When used for applications not described in EPG 620, markings shall conform in all respects to the principles and standards set forth in EPG 620.

'''Guidance.''' Before any new highway, private road open to public travel, paved detour, or temporary route is opened to public travel, all necessary markings should be in place.

'''Standard.''' All markings on MoDOT highways shall be retroreflective. Markings that are no longer applicable for roadway conditions or restrictions and that might cause confusion for the road user shall be removed or obliterated to be unidentifiable as a marking as soon as practical.

==620.1.3 Maintaining Minimum Pavement Marking Retroreflectivity (MUTCD Section 3A.03)==

See [[620.13 Measurement of Retroreflectivity by Handheld Retroreflectometers#620.13.5 Acceptance|EPG 620.13.5 Acceptance]] for minimum retroreflectivity requirements.

==620.1.4 Materials (MUTCD Section 3A.04)==
'''Support.''' Pavement and curb markings are commonly placed by using paints; however, other suitable marking materials, including raised pavement markers and colored pavements, are also used. Delineators and channelizing devices are visibly placed in a vertical position similar to signs above the roadway.

'''Guidance.''' The materials used for markings should provide the specified color throughout their useful life.

Consideration should be given to selecting pavement marking materials that will minimize tripping or loss of traction for pedestrians, bicyclists and motorcyclists. Delineators should not present a vertical or horizontal clearance obstacle for pedestrians.

'''Support.''' The materials that MoDOT uses for pavement marking are:

:'''A. High Build Waterborne Paint.''' High Build paint can be applied in a thicker layer than normal waterborne paint. High build paint may be applied at a wet thickness of up to 35 mils; Class 1 is applied at a wet thickness of 18 mils and Class 2 is applied at a wet thickness of 25 mils. See [[620.11 Guidelines for Using Water-Borne Traffic Paint|EPG 620.11 Guidelines for Using Water-Borne Traffic Paint]].

:'''B. Cold weather paint.''' This material is used in special situations when specified. Cold weather paint is a water-based material that can be used at lower temperatures. Cold weather paint is normally applied at a wet thickness of 18 mils. See [[620.11 Guidelines for Using Water-Borne Traffic Paint|EPG 620.11 Guidelines for Using Water-Borne Traffic Paint]].
<div id="E. Preformed Pavement Marking Tape"></div>

:'''C. Durable Intersection Marking Materials.''' Due to the excessive wear experienced in and around intersections, durable marking materials (preformed thermoplastic, cold applied tapes or plural component liquid) should be used to mark intersection markings (stop bars, yield bars, arrows, words, symbols, hash bars, shields, etc.) . These materials will remain in place longer and reduce maintenance requirements.

:'''D. Temporary Removable Pavement Marking Tape.''' Temporary removable tape is used to delineate traffic lanes during construction. Preformed removable tape does not require special equipment to install or remove, however material costs are high, so it may only be cost effective in small quantities. The primary advantage is that the removal of this tape is inexpensive and will not scar the pavement. The primary disadvantages of tape are the higher material cost and weather constraints for installation. When establishing contract times and milestones, the potential timing of paving activities and weather constraints should be considered when selecting temporary pavement marking. A pay item for removal of the marking tape will be included if removal is required. Marking tape shall be applied as per manufacturer’s recommendation.

:'''E. Temporary Pavement Marking Tape.''' Temporary pavement marking tape is used in locations where the marking will be in place no more than two weeks. It is cost effective only in small quantities. Short-term pavement marking is not normally removed. If removal is required, removable tape is the preferred material. Short term marking should not be used for temporary lane transitions or bypasses. Marking tape shall be applied as per manufacturer’s recommendation.

:'''F. Temporary Raised Pavement Markers.''' Temporary raised pavement markers (TRPMs) are used on contract leveling course and resurfacing projects on two or three lane roadways with no passing zone center striping to provide a temporary centerline until permanent marking is replaced. TRPMs are used in combination with the [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)#616.6.47_NO_CENTER_LINE_Sign_.28WO8-12.29_.28MUTCD_6F.47.29 NO CENTER LINE sign]. TRPMs should also be used to provide a temporary lane line on 2-lane roadways with climbing lanes. TRPMs may also be used to supplement other pavement marking in areas where emphasis is needed, such as on bypasses and lane transitions.

:Markers dividing two lanes of traffic in the same direction have one reflective face that is white in color. The edgeline markers with two lanes of traffic in the same direction are yellow for the left edgeline and white for the right edgeline. Markers dividing two lanes of traffic in opposite directions have two opposing reflective faces that are yellow in color. The edge line markers with two lanes in opposite directions are white.

:See [https://www.modot.org/media/16897 Standard Plan 620.10] for details on using temporary raised pavement markers.

::Temporary raised pavement markers are used primarily on pavement surface treatment projects. Surface treatment is defined as any pavement surfacing as defined in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=7 Sec 413] of the Standard Specifications.

:Temporary raised pavement markers do require removal after the permanent marking is in place. They do not require a pay item for removal.

'''Standard.''' Snow plowable raised pavement markers (SRPMs) are neither being installed new nor reinstalled on any more projects. If the district chooses to leave the SRPM’s in place, both the reflectors and the shoes shall be maintained. The districts must assure SRPMs that remain in the pavement are regularly inspected. Where cold milling is being done, the removal of the SRPMs is included in the cost of cold milling. On surface treatment and resurfacing projects SRPMs shall be removed before application of the surface treatment or resurfacing. SRPMs shall not be left in place and covered by surface treatment or resurfacing.

'''Support.''' The night visibility of pavement markings is a direct result of the presence and quantity of the spherical glass or ceramic "beads" that are embedded in the pavement marking material. There are two types of beads used by MoDOT:

* '''Type P Beads.''' These are an intermediate blend of glass bead used by MoDOT forces and contractors when marking minor roadways. The "P" stands for performance.

* '''Type L Beads.''' These are a “large” glass bead. These beads are used by MoDOT striping forces and contractors on major routes to provide a level of wet night time performance.

'''Support.''' See [https://www.modot.org/missouri-standard-specifications-highway-construction ''Standard Specifications for Highway Construction'', Section 1048], for material specifications of pavement markings.

'''Guidance.''' MoDOT forces typically apply beads to the wet paint at the rate shown in [[#620.1.11 Traffic Marking Paint Application Rates|EPG 620.1.11 Traffic Marking Paint Application Rates]]. On contractor applied pavement markings, the glass beads are applied at a rate determined by the contractor to meet the minimum retroreflectivity requirements of the contract.

The bead guns on the stripers should be calibrated frequently to assure the proper application rate of beads is being applied to the painted line. The frequency of these calibrations is dependent on the bead guns and their ability to maintain a constant flow of beads. The calibration should be accomplished using an appropriate bead calibration kit. These kits contain a table to calculate the appropriate flow of beads for a given speed of the striper. This calibration should be performed a minimum of once every week of operation.

Spot checks should be performed using two methods. The first method is accomplished with the aid of an aluminum sign panel placed ahead of the striper on which the paint, without beads, is to be applied and a mil thickness gauge used to read the wet paint mil thickness. The bead application rate should also be checked at this time by measuring the volume of beads being dispensed over a given time period. These methods should be used to calibrate the striper at the beginning of each day.

The second method involves checking the amount of material used, both paint and beads, versus the miles marked. This method should be used throughout the remainder of the day to verify the proper material application rates are being maintained.

===620.1.4.1 Wet Reflective Marking===

Wet reflective markings are no longer used by MoDOT.

===620.1.4.2 Contrast Marking===

'''Guidance.''' Contrast marking should be used to enhance the visibility of white markings on concrete pavements. On either new concrete surfaces or diamond grinding projects, lane lines should include contrast markings. Contrast markings consist of standard white markings with an additional width of black marking on each side. Contrast markings should be maintained until the pavement ages or greys so that normal markings are adequate.

==620.1.5 Colors (MUTCD Section 3A.05)==

'''Standard.''' Markings shall be yellow, white, red and blue. The colors for markings shall conform to the standard highway colors. Black in conjunction with one of the colors listed in the first sentence of this paragraph shall be a usable color.

When used, white markings for longitudinal lines shall delineate:
:A. The separation of traffic flows in the same direction.
:B. The right-hand edge of the roadway.
:C. Channelizing lines.
:D. Approaches to obstructions that may be passed on either side.
:E. Turn markings.
:F. Stop bars.
:G. Pedestrian crosswalks.
:H. Symbol markings.
:I. Islands that may be passed on either side.
:J. Curbs and wall (right side of roadway).

When used, yellow markings for longitudinal lines shall delineate:
:A. The separation of traffic traveling in opposite directions.
::1. No passing zones on two or three lane roads.
::2. Pavement width transitions.
::3. Approaches to obstruction that must be passed on the right.
::4. Approaches to railroad crossings.
::5. Approaches to STOP signs.
:B. The left-hand edge of the roadways of divided highways and one-way streets or ramps.
:C. The separation of two-way left turn lanes and reversible lanes from other lanes.
:D. Islands that must be passed only on the right.
:E. Curbs and walls (left side of roadway).
When used, red pavement markers or delineators shall delineate one-way roadways, ramps or travel lanes that shall not be entered or used in the direction from which the markings are visible.

When used, blue markings shall supplement white markings for parking spaces for persons with disabilities.

'''Option.''' Colors for official route shield signs may be used as colors of symbol markings to simulate route shields on the pavement. Refer to [https://epg.modot.org/index.php/620.2_Pavement_and_Curb_Markings_(MUTCD_Chapter_3B)#620.2.20_Pavement_Word.2C_Symbol_and_Arrow_Markings_.28MUTCD_Section_3B.20.29 EPG 620.2.20]. Black may be used in combination with the colors listed in the first sentence of EPG 620.1.5 Standard where a light-colored pavement does not provide sufficient contrast with the markings.

'''Support.''' When used in combination with other colors, black is not considered a marking color, but only a contrast-enhancing system for the markings.

==620.1.6 Functions, Widths and Patterns of Longitudinal Pavement Markings (MUTCD Section 3A.06)==
'''Standard.''' The general functions of longitudinal lines are:

: A. A double line indicates maximum or special restrictions,

: B. A solid line discourages or prohibits crossing (depending on the specific application),

: C. A broken line indicates a permissive condition and

: D. A dotted line provides guidance or warning of a downstream change in lane function.

The widths and patterns of longitudinal lines shall be as follows:

:A. Normal line:
::1. Major routes: all white lines – 6 in. wide, yellow edgelines – 6 in. wide, yellow centerline markings (including no passing zone markings) – 4 in. wide.
::2. Minor routes: white edgelines – 4 in. wide, all yellow center line markings (including no passing zone markings) – 4 in. wide.

:B. A wide line is at least twice the width of a normal line.

:C. Double line: two parallel lines separated by a discernible space.

:D. Broken line: normal line segments separated by gaps.

:E. Dotted line: noticeably shorter line segments separated by shorter gaps than used for a broken line. The width of a dotted line extension shall be at least the same as the width of the line it extends.

Broken lines shall consist of 10 ft. line segments and 30 ft. gaps. A broken line shall be used to delineate two adjacent lanes of traffic where crossing the line with caution is permitted.

A normal broken white line shall be used delineate the edge of travel path where travel is permitted in the same direction on both sides of the line. Its most frequent application is as a lane line of a multi-lane roadway.

A normal broken yellow line shall be used to delineate the left edge of a travel path where travel on the other side of the line is the opposite direction. A frequent application is a centerline of a two lane, two-way roadway where overtaking and passing is permitted with due care and caution.

A double normal broken line shall delineate the edge of a lane in which the direction of travel is changed from time to time, such as reversible lanes.

Solid lines shall be used to delineate two adjacent lanes of traffic where crossing the line is discouraged, as well as being used mark the edge of the pavement.

A solid white line shall be used delineate adjacent lanes of traffic traveling in the same direction where crossing the line is discouraged. A frequent application is a lane line approaching an intersection, right edge line or gore areas at exit ramps.

A solid yellow line shall be used as a guide or regulatory line to the left of which it is unsafe or illegal to travel. Where a combination solid and broken lines are used, the solid yellow or barrier line has significance only if it is on the right-hand side of this combination as viewed by the driver (i.e. in or adjacent to the traffic lane to which it applies). A solid line shall also be used to mark the left edge line such as on a ramp.

'''Support.''' The width of the line indicates the degree of emphasis. Patterns for dotted lines depend on the application. Refer to [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.4 White Lane Line Pavement Markings and Warrants (MUTCD Section 3B.04)|EPG 620.2.4 White Lane Line Pavement Markings and Warrants]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.8 Extensions Through Intersections or Interchanges (MUTCD Section 3B.08)|EPG 620.2.8 Extensions Through Intersections or Interchanges]].

'''Guidance.''' A dotted line for line extensions within an intersection or taper area should consist of 2 ft. line segments and 2 ft. to 6 ft. gaps. A dotted line used as a lane line should consist of 3 ft. line segments and 9 ft. gaps.

==620.1.7 Permanent Pavement Markings==
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|'''Select permanent pavement markings based upon the [[:Category:620 Pavement Marking#Pavement Marking Guidelines|Pavement Marking Guidelines table]].'''
|}
The selection of permanent pavement markings shall be based on the [[:Category:620 Pavement Marking#Pavement Marking Guidelines|Pavement Marking Guidelines table]].

'''Support.''' Contract work consists of furnishing and installing durable intersection markings, cold weather paint or high build waterborne paint.

'''Standard.''' On the final lift of resurfacing projects and on all new pavements, all pavement marking will be provided by contract. On surface treatment projects, all pavement marking will be provided by MoDOT.

'''Standard.''' All permanent marking materials shall be installed in accordance with the manufacturer's recommendations. Durable pavement markings, such as epoxy, used for lane lines shall be installed in a groove.

'''Guidance.''' For road segments with different pavement types less than 1,000 ft. long, such as a concrete bridge deck surrounded by asphalt, the pavement marking type for the surrounding pavement should be continued through the segment and contrast marking would not be required on the bridge deck.
[[image:620.1.7 2020.jpg|center|920px]]

==620.1.8 Temporary Pavement Markings==

'''Support.''' Temporary pavement marking consists of furnishing, installing, and maintaining pavement marking in work zones. [https://www.modot.org/media/16897 Standard Plan 620.10] shows layouts for typical situations.

Paint requires special equipment to install and remove, however material costs are low, so it is cost effective to install in large quantities. The advantage of paint is it can be installed faster than other types of pavement marking material. This is an advantage where striping must be placed under traffic. The primary disadvantage is that the removal of paint is expensive and will result in scarring of the pavement. A pay item for removal of paint will be included if removal is required.

Preformed removable marking tape is the preferred temporary pavement marking material on final wearing surfaces. Preformed removable tape is used to delineate traffic lanes during construction as described above under pavement marking paint. Preformed removable tape does not require special equipment to install or remove, however material costs are high, so it may only be cost effective in small quantities. The primary advantage is the removal of this tape is inexpensive and will not scar the pavement. The primary disadvantages of tape are the higher material cost and weather constraints for installation. A pay item for removal of the marking tape will be included if removal is required.

Short-term pavement marking tape is used in locations where the marking will be in place no more than two weeks. It is cost effective only in small quantities. Short-term pavement marking is not normally removed. If removal is required, removable tape is the preferred material.

Temporary raised pavement markers are used on contract leveling course and resurfacing projects on two or three lane roadways with no passing zone center striping to provide a temporary centerline until permanent marking is replaced. Temporary raised pavement markers are used in combination with the No Center Stripe sign described in Work Zone Signing (see [https://epg.modot.org/index.php/616.23_Traffic_Control_for_Field_Operations#616.23.2.5.7_Pavement_Markings EPG 616.23.2.5.7 Pavement Markings]. Markers dividing two lanes of traffic in the same direction have one reflective face that is white in color. Markers dividing two lanes of traffic in opposite directions have two opposing reflective faces that are yellow in color. Edge line markers are yellow for the left edge line and white for the right edge line. Where markers are used to emphasize edge lines in sharp curves or tapers, recommended spacing is 15 feet. Where they are used to emphasize intermittent lines or solid lines in tangent sections, recommended spacing is 40 feet. Other spacing may be used according to conditions see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)#620.2.11 Raised Pavement Markers (MUTCD Section 3B.11)|EPG 620.2.11, Raised Pavement Markers]].

'''Option.''' Temporary marking tape may be used to establish experimental lanes or intersection markings to determine the markings effectiveness prior to installing the permanent markings. It may also be used to mark temporary centerlines following spot sealing and patching operations.

Temporary pavement marking may be used as a short term replacement for existing marking for grinding, milling and resurfacing, but no direct payment is made to the contractor as described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Standard Specification Section 620].

Waterborne or cold weather paint may be used on temporary bypasses or any pavement that will be removed at the end of the project or on pavements where resurfacing will cover the striping. Paint may also be used to delineate temporary traffic lanes where the pavement markings are not in their final locations, such as lane shifts during stage construction, however the removal of paint will result in scarring of the pavement. These factors are to be considered before the decision is made to use temporary paint on final wearing surfaces.

Temporary raised pavement markers may also be used to supplement other pavement marking in areas where emphasis is needed, such as on bypasses and lane transitions.

'''Guidance.''' Temporary marking should be used with pay items where the traffic pattern has changed during construction due to bypasses, lane shifts, narrow lanes, etc.

When establishing [[237.8 Contract Time|contract times and milestones]], the potential timing of paving activities and weather constraints should be considered when selecting temporary pavement marking.

Short term marking should not be used for temporary lane transitions or bypasses.

Temporary raised pavement markers are used to provide temporary guidance until the permanent pavement markings can be applied in 14 days or less. If temporary pavement marking must remain in place longer than 14 days, then a temporary paint should be used to supply guidance to motorists. If temporary paint is used, it shall be applied in the same location and patterns as the permanent pavement marking will be applied.

Temporary raised pavement markers do require removal and proper disposal. They do not require a pay item for removal.

This material should not be recommended for locations where it will be subject to heavy traffic for periods greater than 2 months, in areas of heavy turning movements or on short radius curves. In addition, it should not be used to provide pavement marking following completion of construction projects.

==620.1.9 Unauthorized Pavement Marking==

'''Support.''' In order to preserve the appearance of our highways, it is requested that marking on the roadway, for other than traffic regulations, be held to a minimum. These markings are considered detrimental to the traveling public and an unsightly marring of the roadway.

'''Standard.''' All unauthorized pavement markings shall be removed as soon as the district's time schedule will permit.

==620.1.10 Marking Off System Routes==

'''Standard.''' Striping by MoDOT forces shall include the application of a double yellow centerline on state park roads that are a direct extension of a striped state route into the park and that have a surface width of at least 16 feet. This stripe shall continue to a reasonable and logical conclusion within the park. These operations shall be performed when MoDOT forces are working in the area. Initial marking of state park roads shall only be done after a request has been received in writing from the Department of Natural Resources, State Parks Division. All other striping performed by the department shall be confined to the Missouri Department Of Transportation System. Striping beyond the system for unusual and unique circumstances shall require prior approval by the District Engineer.

==620.1.11 Traffic Marking Paint Application Rates==

'''Standard.''' Typical application rates are:
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|-
!colspan="2" width="550" style="background:#BEBEBE"|Typical Application Rates of Pavement Marking Materials
|-
!style="background:#BEBEBE"|Material !!style="background:#BEBEBE"|Application Rate
|-
|Cold Weather Paint|| 18 mils
|-
|Class 1 High Build Waterborne Paint|| 18 mils
|-
| Class 2 High Build Waterborne Paint || 25 mils
|-
|Epoxy || 25 mils
|-
|Type P Beads|| 10 lbs/100 sq. ft.
|-
|Type L Beads|| 15 lbs/100 sq. ft.
|}

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|-
!colspan="3" style="background:#BEBEBE"|Yield Table for Liquid Pavement Marking Materials
|-
!style="background:#BEBEBE"|Applied wet mil thickness!!style="background:#BEBEBE"|Gallons used per mile of 4 in. line !!style="background:#BEBEBE"|Gallons used per mile of 6 in. line
|-
|15|| 16.5|| 24.8
|-
|18|| 19.7|| 29.6
|-
|20|| 21.9|| 32.9
|-
|23|| 25.2|| 37.8
|-
|25|| 27.4|| 41.1
|-
|30|| 32.9|| 49.4
|}

</center>
'''Option.''' Heat may be applied to the paint to maintain a uniform viscosity.

'''Guidance.''' Water borne paint should not be heated above 100 degrees Fahrenheit (refer to [[620.11 Guidelines for Using Water-Borne Traffic Paint|Guidelines for Using Waterborne Traffic Paint]] for the application of water borne paint).

During marginal weather conditions at the end of the striping season, in November and December, cold weather paint should be used.

==620.1.12 Maintenance==

'''Guidance.''' All pavement markings should be replaced when they are determined to be unacceptable. Pavement markings should provide acceptable guidance to motorists during both day and at nighttime conditions.

Divided highways should be striped using Type L beads to provide wet night recovery.

'''Standard.''' Day performance is defined as 95 percent of the markings shall not appear damaged or missing to the driver at a distance of 150 ft. from the vehicle.

Night performance is defined by the retroreflectivity of the markings.

'''Guidance.''' - The retroreflectivity inspection should be performed on a section of roadway with a constant grade, no overhead lighting, sitting in the travel lane and measuring the length of marking visible with the high beams of the vehicle on. A line is considered satisfactory if it is visible for a minimum of 200 ft. or 5 lane line skips ahead of the vehicle.

Retroreflectivity can also be measured with retroreflectometers. If handheld retroreflectometers are used, the [[620.13 Measurement of Retroreflectivity by Handheld Retroreflectometers|Guidelines for Measurement of Retroreflectivity by Handheld Retroreflectometers]] should be used.

'''Standard.''' Pavement markings on major roads shall be replaced annually unless the markings meet the performance levels for new pavement markings (see [[620.13 Measurement of Retroreflectivity by Handheld Retroreflectometers#620.13.5 Acceptance|Pavement Marking Acceptance Table]]).

'''Standard.''' Pavement markings on minor roads that are designated regionally significant shall be replaced annually, unless the markings meet the performance levels for new pavement markings (see [[620.13 Measurement of Retroreflectivity by Handheld Retroreflectometers#620.13.5 Acceptance|Pavement Marking Acceptance Table]]).

Only 50 percent of the remaining minor roads with an AADT greater than or equal to 400, which are not regionally significant will be striped in a year. Included in this 50 percent are any roads that receive surface treatment.

Minor roads with an AADT less than 400 should only be striped once every three years (unless it receives a surface treatment).

'''Option.''' The level of retroreflectivity may be determined visually at night.

'''Support.''' The goal of the department policy is to provide a uniform line, which will command the respect of the traveling public. This will require the matching of the previous year's stripe. This degree of quality can be maintained with our present equipment; however, as is the case in any operation, the striping crew will be the main element in achieving a neat, uniform line.

'''Standard.''' At the end of the construction season, MoDOT shall ensure that adequate pavement marking is in place during the winter months on incomplete construction resurfacing projects. The markings required shall provide the appropriate traffic control for the given situation while meeting the guidelines of EPG 620. If required, a stripe shall be marked on new asphalt type surfaces, or existing old pavement, and will be applied using normal application rates. It shall be the responsibility of the contractor to apply this material to ensure adequate pavement markings are provided during the winter months for the traveling public.

Refer to the [[:Category:620 Pavement Marking#Pavement Marking Guidelines|Pavement Marking Guidelines table]] for guidance on materials and applications.

==620.1.13 Striping Report==

Guidance pending.

==620.1.14 Obliteration of Pavement Markings==
This work consists of removing all existing or temporary pavement marking which is conflicting or might mislead traffic. The exception is short term marking tape which should be in place two weeks or less.

During the process of detouring traffic around construction and maintenance areas and incorporating changes in traffic movements, it may be necessary to remove or obliterate inappropriate pavement markings on the roadway. If this is not done properly the original markings can misdirect traffic, resulting in possible conflicts for both motorists and workers.

'''Standard.''' The use of asphalt or black paint to cover conflicting markings shall not be allowed.

All removal methods must comply with EPA and MDNR regulations concerning air quality and material disposal.

'''Guidance.''' Provisions should be made on the TCP for the removal of all conflicting or misleading markings. Pay items should be provided for removal of pavement marking when required.

Removal or obliteration of inappropriate pavement markings should be performed by one of the following procedures:
:1. Mechanical devices, such as grinders, sanders, scrapers, wire brushes or shot blasters.
:2. High temperature burning with excess oxygen.
:3. Sandblasting.

Where pavement markings have been obliterated, nighttime inspections should be made to verify that the marking is no longer visible and does not interfere with the new pavement markings.

'''Options.''' Where mechanical means of marking removal have been employed to completely remove the pavement marking, paint of a color matching the pavement surface or liquid asphalt materials may be used as a temporary means of covering contrasting pavement texture.

[[Category:620 Pavement Marking|620.01]]

Category:747 Bridge Reports and Layouts

2025-05-21T20:52:56Z

Legged1: /* 747.2.3.4.1.2 Additional Information for Grade Separations */ link

{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="200px" align="right"
|-
|'''Submittals '''
|-
|[https://epg.modot.org/forms/general_files/BR/747_Bridge_Survey_Checklist.xlsx Bridge Survey Checklist]
|-
|[https://epg.modot.org/forms/general_files/BR/747_Bridge_Survey_Report.docx Bridge Survey Report]
|-
|[[#747.2.2.3 Preliminary Geotechnical Report|Preliminary Geotechnical Report]]
|-
|[https://epg.modot.org/forms/general_files/BR/751.1.3.2_Structural_Rehabilitation_Checklist.xlsm Structural Rehabilitation Checklist]
|-
|[https://epg.modot.org/forms/general_files/BR/747_Bridge_Survey_Location_Request_Dec_2019.docx Bridge Survey Location Request]
|}
=747.1 Bridge Survey Location Request=

Districts should request guidance for survey activities related to hydraulics for Bridge designed structures as early in the design process as possible using the [https://epg.modot.org/forms/general_files/BR/747_Bridge_Survey_Location_Request_Dec_2019.docx Bridge Survey Location Request Form]. A form should be submitted for each structure location and preferably in groups rather than individually.

Applicable portions of this document are filled in completely by the district. Crossings with small drainage areas should be evaluated to determine if Bridge Division or the district is responsible for the design of the structure. See [[750.7 Non-Hydraulic Considerations#750.7.4.3 Summary of Responsibilities|EPG 750.7.4.3 Summary of Responsibilities]] for more details.

'''Page 1.''' Describe the location of the crossing from features readily identified on maps such as towns or other state routes. Complete the High Water Elevations at Proposed Bridge Site table using water elevations at survey centerline. Provide location information for new bridge and any additional information that may be helpful in determining the location of valley sections and profiles (i.e. levees overflow structures, nearby dwellings in the floodplain or other items that may not be easily recognized in aerial imagery).

'''Page 2.''' To be completed by Bridge Division (See [[750.3 Bridges#750.3.1.1 Survey Locations|EPG 750.3.1.1 Survey Locations]].)

'''File Name''' – File name of the submitted Bridge Survey Request Form should be as follows: County_Route_Feature Crossed – (Optional – existing bridge no., Job Number)

==747.1.1 Bridge Survey Location Request Submittal/Completion Process==

The [https://epg.modot.org/forms/general_files/BR/747_Bridge_Survey_Location_Request_Dec_2019.docx Bridge Survey Location Request form(s)] is submitted to the Bridge Survey Processor thru ProjectWise. To submit the Bridge Survey Location Request Form(s), place the file(s) in a folder under the district Design folder in ProjectWise (it is preferred that this folder be a designated folder named “1-BR Survey Locations” or similar rather than using individual job folders), then send an email to the Bridge Survey Processor that includes a list of the files placed in ProjectWise and a link to the folder.

The Bridge Survey Processor will notify the district when the files have been accepted, so that the files may be removed from ProjectWise. The Bridge Survey will notify the bridge contact person and Bridge Division will process the request, providing the completed form and additional information to the district contact listed on the form via an email which will contain a link to the file location in SharePoint.

==747.1.2 Contracted Surveys==

The [https://epg.modot.org/forms/general_files/BR/747_Bridge_Survey_Location_Request_Dec_2019.docx Bridge Survey Location Request form] should not be provided to consultants when the contract includes completing both the Bridge Survey and preliminary design of a bridge.

=747.2 Bridge Surveys =

EPG 747.2 Bridge Surveys is provided as supporting information and guidance for the preparation and submittal of bridge surveys and is to be used in conjunction with the [https://epg.modot.org/forms/general_files/BR/747_Bridge_Survey_Checklist.xlsx Bridge Survey Checklist].

A proper procedure for, and a methodical approach to the analysis and computations for preparation of a bridge survey will result in a realistic recommendation for the proposed structure. A Bridge Survey consists of the [https://epg.modot.org/forms/general_files/BR/747_Bridge_Survey_Report.docx Survey Report] along with applicable files and documents listed in [[#747.2.2 Bridge Survey Submittals|EPG 747.1.2 Bridge Survey Submittals]]. Most documents for a Bridge Survey are submitted on standard sheets which are available in Word or MicroStation.

==747.2.1 Purpose==
Bridge surveys prepared and submitted to the Bridge Division by the district provide the basis for preliminary bridge layouts and ultimately for the preparation of bridge plans by the Bridge Division. Care exercised during the gathering and preparation of bridge survey data will be reflected throughout the life of the proposed bridge. The hydraulic design of the bridge waterway opening for a stream crossing is almost entirely based upon bridge survey data gathered in the field or from aerial photographs. Bridge surveys for grade separations should accurately describe geometrics, grades and other pertinent features of the proposed improvement. When new grade separation structures are to be incorporated with existing facilities or when existing structures are to be widened or rehabilitated, the bridge survey should reflect geometrics and grades of existing facilities as they exist. Seldom are existing geometrics and grades the same as shown on original design plans.

Bridge survey data should include all information regarding the bridge site which will have a bearing on the bridge layout and design.

Consulting engineering firms retained by the department to prepare bridge layouts should contact the Bridge Division for additional requirements beyond those listed in this article.

==747.2.2 Bridge Survey Submittals==

===747.2.2.1 Bridge Survey Report===
All applicable portions of the Bridge Survey Report form are filled out by the district.

Crossings with small drainage areas should be evaluated by the district to determine if Bridge Division or the district is responsible for the design of the structure. See [https://epg.modot.org/index.php?title=750.7_Non-Hydraulic_Considerations#750.7.4.3_Summary_of_Responsibilities EPG 750.7.4.3 Summary of Responsibilities] for more details.

'''Page 1.''' Describe the location of the proposed bridge from features readily identified on maps such as towns or other state routes.

Provide data for the existing MoDOT bridge that is on or near the alignment of proposed bridge.

Complete the High Water Elevations at Proposed Bridge Site table using water elevations at survey centerline.

'''Page 2.''' Provide information on any improvements near the proposed bridge. Such improvements may include, but are not limited to, residences, businesses, other buildings and crop fields.

The data for Other Bridges need be completed when indicated on the Bridge Survey Location Request. The "Additional Remarks" space is used for general information relating to the crossing and is not restricted to remarks relating to the bridges.

Information on Page 2 is used as part of the hydraulic analysis of the crossing by the Bridge Division and should be carefully completed by the district. If the crossing is over an organized drainage district ditch or encroaches on Drainage District levees, provide the corporate name of the Drainage District.

'''Page 3.''' Photographs depicting the site conditions at the time of survey shall be provided.

'''Page 4.''' General Instructions for Bridge Surveys.

===747.2.2.2 Bridge Survey Sheets===
The following Bridge Survey Sheets are submitted when applicable (each sheet is to be submitted as a dgn file and also as a PDF):

:[[#747.2.3.2 Plan Sheets|Plan Sheet(s)]]
:[[#747.2.3.3 Typical Section Sheet|Typical Section Sheet(s)]]
:[[#747.2.3.4 Profile Sheet |Profile Sheet(s)]]
:[[#747.2.3.5 Valley/Channel Section Sheets|Valley/Channel Section Sheet(s)]]
:[[#747.2.3.6 Cross Section Sheet(s)|Cross Section Files/Sheet(s)]]

===747.2.2.3 Preliminary Geotechnical Report===
The preliminary geotechnical report provides critical information necessary for the proper layout of structures. The spill slope recommendation is needed to determine minimum structure length. The geological data provided is used to assess possible foundation types and subsurface problems thereby leading to a potentially more accurate preliminary cost estimate provided with the bridge memorandum.

===747.2.2.4 HEC-RAS GEO Files for Stream Crossings===
HEC-RAS GEO file contains geographic information that are imported into '''H'''ydrologic '''E'''ngineering '''C'''enter's - '''R'''iver '''A'''nalysis '''S'''ystem (HEC-RAS) to create the geometric portion of the hydraulic model. If survey data is provided for more than one stream, a GEO file is created for each stream. If additional sections or offset profiles are needed beyond what is available in the HEC-RAS Converter spreadsheet, create multiple GEO files using the same streambed profile.

The HEC-RAS Converter spreadsheet and it’s YouTube tutorial videos are available on the CADD Services web page at [https://www.modot.org/cadd-other-support-files-and-videos OpenRoads Designer Support → Bridge Survey Tools]. The GEO file(s) and the HEC-RAS Converter spreadsheet(s) are submitted with the Bridge Survey.

'''[https://epg.modot.org/index.php?title=238.3_Route_Surveying#238.3.36.1.3_Centerline_and_Offset_Profiles Centerline and Offset Profiles]''' - Profile chains created for use in the HEC-RAS Converter spreadsheet are created so that the stationing in the GEO file will run from left to right when looking downstream. Profile stationing for the GEO file starts at zero and may run the opposite direction of the roadway stationing.

'''[https://epg.modot.org/index.php?title=238.3_Route_Surveying#238.3.36.3.6_Streambed_Profiles Streambed Profile(s)]''' – Stationing for streambed profiles should begin at zero at the downstream end and increase going upstream.

'''[https://epg.modot.org/index.php?title=238.3_Route_Surveying#238.3.36.3.8_Valley_Sections Valley Sections]''' – Stationing for valley sections run from left to right looking downstream.

'''[https://epg.modot.org/index.php?title=238.3_Route_Surveying#238.3.36.3.9_Typical_Channel_Sections Typical Channel Sections]''' - Stationing for channel sections run from left to right looking downstream.

'''[https://epg.modot.org/index.php?title=238.3_Route_Surveying#238.3.36.3.10_Other_Bridges Other Bridges]''' - Stationing for sections at other bridges run from left to right looking downstream.

===747.2.2.5 Additional Information===
The following additional information is provided to aid the preliminary designer in the efficient and accurate layout of the structure:

:.dgn Reference Files
:Terrain Model Files
:GEOPAK Cross Section Files
:Bridge Survey Checklist
:Photos

===747.2.2.6 Bridge Survey Submittal Process===

====747.2.2.6.1 Submitting the Bridge Survey====
The completed bridge survey report including all applicable files and reports listed in EPG 747.2.2 Bridge Survey Submittals
is submitted to the Bridge Division Bridge Survey Processor through ProjectWise. Once all the bridge survey documents are available in ProjectWise send an email to the Bridge Survey Processor indicating that the bridge survey is being submitted and providing a link to the bridge survey documents in ProjectWise.

====747.2.2.6.2 ProjectWise====
To submit the Bridge Survey, create a new folder named Bridge Survey Plans in the Roadway folder, under the appropriate job number in ProjectWise.

[[image:747.2.2.6.2-01.png|center]]

When there are multiple bridges, walls, or culverts in a Job number, create an additional folder for each location within the Bridge Survey Plans folder. The route and feature crossed may be used to designate the location (for example, B over Turkey Creek, 67 NB over 60, MSE Wall 67 along 60). Existing bridge numbers may be used for bridge replacement and rehabilitations.

Once the folders have been created, copy and paste the Bridge Survey documents into the appropriate folder(s). Be sure to include all reference files associated with the MicroStation .dgn files.

====747.2.2.6.3 Creating a Link====
To create a link, open the ProjectWise folder, click in the address bar to highlight the contents, and then right click and select copy from the dropdown menu. Right or left click in the body of the email and click on the paste icon.

[[image:747.2.2.6.3-01.png|center]]

====747.2.2.6.4 Revising Bridge Surveys====

=====747.2.2.6.4.1 Naming Revised Documents=====
To prevent confusing revised documents with the original documents or previous revisions add the suffix "Rev" with the revision number to the file name (for example, '''001_jobnumber_brplanRev1.dgn''').

Subsequent revisions, if required, would be '''001_jobnumber_brplanRev2.dgn, 001_jobnumber_brplanRev3.dgn''', etc.

=====747.2.2.6.4.2 Submitting Revised Documents=====
To submit revised Bridge Survey documents, create a new folder named Revisions-“todays date” (yymmdd) (for example, Revisions-230622) in the appropriate Bridge Survey folder or location folder and, copy the revised documents into the folder. Be sure to include all reference files associated with the MicroStation .dgn files.

If additional revisions are required, create a new folder using the current date for each revision to prevent confusion.

[[image:747.1.2.6.4.2-01.png|center]]

E-mail the Bridge Survey Processor with a link to the appropriate folder and indicate that a revision to the bridge survey has been made.

====747.2.2.6.5 Bridge Survey Submittal Timeline====
Submit Bridge Surveys at least 12 months prior to the Plans Completion Date (PCD) for nonseismic bridges to allow adequate time for preliminary and structural design. See [https://epg.modot.org/index.php?title=751.1_Preliminary_Design#751.1.1.5_New_Regular_Bridge_Design_Schedule_.28Nonseismic.29_.28Nonrailway_Crossing.29 EPG 751.1.1.5 Routine New Bridge Design Schedule] for additional details. Seismic bridges may require as much as 24 months for structural design; consult the Structural Liaison Engineer for an estimate of when Bridge Survey should be submitted.

==747.2.3 Bridge Survey Sheet Data==

===747.2.3.1 Common Data (All Bridge Survey Sheets)===
====747.2.3.1.1 Title Block ====
Care should be taken to fill out the Title Block thoroughly and completely. For new construction, the new bridge number will not be known at time of Bridge Survey submittal.

The station to be used is the station along the project roadway at the intersection of the project roadway and the roadway below/above or the center of the stream below.

====747.2.3.1.2 Other Information====
Consistent uniform sheet numbering and naming practices allows for quick sheet identification thereby improving the efficiency of the work flow process.

To clarify how many bridge survey sheets there are and to differentiate them from the reference files, name Bridge Survey sheets using the following format:

:'''001_Jobnumber_description.dgn
:'''002_Jobnumber_description.dgn
:'''003_Jobnumber_description.dgn'''

===747.2.3.2 Plan Sheets===
====747.2.3.2.1 General Information for All Plan Sheets ====
The Plan Sheet is used to show a plan view of the proposed structure.

'''Guidance about the additional requirements for [[#747.2.3.2.2 Additional Information for Stream Crossings|Stream Crossings]], [[#747.2.3.2.3 Additional Information for Grade Separations|Grade Separations]], [[#747.2.3.2.4 Additional Information for Railroad Crossings|Railroad Crossings]] and [[#747.2.3.2.5 Additional Information for Retaining Walls|Retaining Walls]] is available. '''

The following items are included as general information for all Plan Sheets:

'''North Arrow''' - A north arrow shall be prominently placed on Plan Sheet.

'''Title''' - “PLAN” shall be placed at the top center of the sheet.

'''Scale''' - The preferred scale for plan sheets is 1" = 100'. Where the extent of the area is such that the entire area cannot be shown on one sheet at this scale, a scale of 1" = 200' may be used, or additional sheets with match lines as required may be used. For further clarity, a larger scale may be used as long as all pertinent information fits on the Plan Sheet.

'''Visual Scale''' - A scale bar showing the full length of the scale, plus ½ and ¼ lengths of the scale used on the sheet, or a scale note shall be prominently displayed on Plan Sheets.

'''Stationing''' - Stationing shall be shown with stations increasing from left to right.

'''Roadway Location Details''' - Show location of existing and proposed roadways with stationing, labeling, bearings and dimensions. Center details on Plan Sheet as much as possible.

'''Horizontal Curve Data''' – If applicable, the horizontal curve data shall be given.

'''Structure Locations''' - Show location of existing bridge with general dimensions and stationing. Show location of proposed bridge.

'''Four Section Index''' - Provide small four section index map showing approximate course of streams and location of roads and bridges.

'''Bench Marks''' – See [[238.3 Route Surveying#238.3.36.1 General Bridge Survey Information|EPG 238.3.36.1.1 Benchmarks]]. Provide location, elevation and description of two permanent bench marks. These may be moved to the Typical Section Sheet if room is needed on the Plan Sheet.

'''Coordinate System''' – See [https://epg.modot.org/index.php?title=238.1_Aerial_Mapping_and_LiDAR_Surveys#238.1.4.2_Coordinate_System EPG 238.1.4.2 Coordinate System]. Provide the coordinate system (NAD83) used for the project. This may be moved to the Typical Section Sheet if room is needed on the Plan Sheet.

'''Zone''' - Provide the zone (East, Central or West) for the project location. This may be moved to the Typical Section Sheet if room is needed on the Plan Sheet.

'''Vertical Datum''' – See [https://epg.modot.org/index.php?title=238.1_Aerial_Mapping_and_LiDAR_Surveys#238.1.4.3_Vertical_Datum EPG 238.1.4.3 Vertical Datum]. Provide the survey datum used for the survey (for example, NAVD 88) and any datum shift information should be provided here as well (for example, NAVD 88 = NGVD 29 + 1.23’). This may be moved to the Typical Section Sheet if room is needed on the Plan Sheet.

'''Projection Factor''' – [https://epg.modot.org/index.php?title=238.1_Aerial_Mapping_and_LiDAR_Surveys#238.1.4.4_Projection_Factor See EPG 238.1.4.4 Projection Factor]. Provide the projection factor for the project location. This may be moved to the Typical Section Sheet if room is needed on the Plan Sheet.

'''Existing and Proposed Incidental Features''' - Buildings, fences, drainage features, temporary bypasses and other improvements within the extents of the survey (see [https://epg.modot.org/index.php?title=238.3_Route_Surveying#238.3.28_Man-made_features EPG 238.3.28, Man-made Features]) should be shown on the Plan Sheet. Show all utilities (see [https://epg.modot.org/index.php?title=238.3_Route_Surveying#238.3.29_Utilities EPG 238.3.29 Utilities]) overhead and underground and note utilities to be placed on bridge, if any. Include location, size and flow line elevations of storm water drainage structures.

'''Boundaries''' - Show existing and tentative right of way and easements on Plan Sheet.

'''Public Land Survey Lines''' - Include labeled section, township and range lines when applicable.

'''Contour Lines''' – Contour lines shall be provided to the limits and intervals given in [[238.3 Route Surveying#238.3.36.3.5 Extent of contours|EPG 238.3.36.3.5 Extent of Contours]] and [[238.3 Route Surveying#238.3.36.2 Grade Separation|EPG 238.3.36.2 Grade Separation]]. Contours at 10 ft. intervals shall be shown using a heavier line.

'''Tie Station''' – The intersecting stations and skew angle for all streams, routes, railroad lines and retaining walls are to be clearly labeled where applicable.

====747.2.3.2.2 Additional Information for Stream Crossings ====
'''For information required for all plan sheets see [[#747.2.3.2.1 General Information for All Plan Sheets|EPG 747.2.3.2.1 General Information for All Plan Sheets]].'''

The plan sheet for stream crossing projects is used to show the alignment of the stream in reference to the alignment of the roadway. The information provided on this drawing is used in the hydraulic analysis for the project vicinity during flood events. The accuracy of the hydraulic analysis, the hydraulic performance of the new bridge structure during a flood event, and the determination of possible flooding effects on properties in the vicinity are all highly dependent upon the detail and accuracy provided in this drawing.

'''Roadway Design Frequency''' – The design flood frequency for the roadway design, see [[748.2 Roadway Design Criteria|EPG 748.2 Roadway Design Criteria]].

'''Plan Extents''' - Plan sheet(s) shall show all valley sections and have the course of the stream plotted sufficiently to at least the limits of the valley sections. In some cases an additional plan sheet showing details in the vicinity of the bridge may be required.

'''Contour Lines''' - When provided in the survey data, topographic contour lines in the project vicinity, affected during flood conditions, extending at least 1,000 ft. up and down the valley from the proposed crossing are provided. Bridge Division evaluates all of the topographic elevation information in the project vicinity to aid in the development of the hydraulic analysis. Although the Valley Sections described below provide detail of the groundline information at certain locations, it is sometimes necessary for the hydraulic designer to be able to accurately develop additional valley sections based on the extent of the topographic contour lines provided on this plan sheet. As a result, the topographic contour lines should be provided to an elevation 5 ft. above the extreme high water elevation.

'''Stream Meander''' - An accurate depiction of the meander of the stream, as obtained from a survey is shown to the limits of the valley sections, but not less than a distance 500 ft. upstream and downstream of the crossing. The accurate plan view representation of the stream layout is critical to the hydraulic analysis software used in the design. Where the stream has a benched bank, use a solid line for the high bank and a dashed line for the low bank. See [[238.3 Route Surveying#238.3.36.3.4 Stream Meanders|EPG 238.3.36.3.4 Stream Meanders]] for additional information.

'''Flow Direction''' - The direction of stream flow.

'''Channel Changes''' - The location and alignment of past or proposed channel changes in the project vicinity. If a proposed channel change is to occur, the drawing should give reference to a typical proposed channel section(s) that is shown on the [[#747.2.3.5 Valley/Channel Section Sheets|Valley/Channel Section Sheets]] or the [[#747.2.3.6 Cross Section Sheet(s)|Cross Section Sheet(s)]].

'''Channel and Overbank Features''' - Location and description of any features above and below the crossing which could affect the course of the stream or the layout of the bridge (e.g., rock outcropping, dam, head cut).

'''Labeling''' - Name of the stream, stating whether it is a river, creek, drainage ditch, ravine, dry run, etc.

'''Valley Sections''' - Locations of surveyed Valley Sections, including stationing.

:'''Valley Section Location''' - The location of the valley sections should be located accurately on the plan sheet, including the distance upstream or downstream of the roadway centerline as measured along the centerline of the stream; as well as an orientation and skew of the section line to the stream. The valley section lines should also be located in the plan view by offset distances and angles from tie points on the roadway.

:'''Valley Section Stationing''' - Stationing marks should be indicated on the valley section lines, and confirmed with the cross section data to ensure that the centerline of the channel is located at the proper station. It is important that the orientation of the valley section when input into the hydraulic analysis software be “facing downstream”. Because of this need, the valley section should be stationed so that the completed cross section will represent the viewer facing in the downstream direction.

'''Typical Channel Sections''' - When channel sections are provided in the survey data, location and stationing of the channel sections shall be the same as for valley sections.

'''Erosion''' - Identified areas of bank deterioration and erosion within 1000 ft. of the crossing should be indicated on the plan sheet and supplemented with photographs, if possible. This will help to determine the degree of further investigation needed.

====747.2.3.2.3 Additional Information for Grade Separations====
'''For information required for all plan sheets see EPG 747.2.3.2.1 General Information Required for all Plan Sheets.'''

Many of the criteria and principles pertaining to the layout of stream crossing bridges are also applicable to grade separation bridges.

Bridge length and substructure locations are usually controlled by horizontal and vertical geometrics. Vertical and Horizontal Clearance requirements are given in [https://epg.modot.org/index.php?title=751.1_Preliminary_Design#751.1.2.6.1_Grade_Separations EPG 751.1.2.6.1 Grade Separations].

For structures spanning freeway type facilities, two-span bridges with MSE walls in front of the end bents are commonly used if the required span length is not excessive.

'''Under Route Stationing''' - The stationing along the routes under the bridge are to be shown in enough detail to determine the direction of stationing and the location of stationing baseline (i.e., centerline roadway, median edge of pavement, centerline median, etc.).

'''Labeling''' - The under routes are to be clearly labeled with the name of the route and direction of traffic, (for example, Route 50, SBL, NBL, Ramp 1, North Outer Road, etc.).

'''Drainage Features''' - All roadway drainage features both existing and proposed are to be clearly identified and labeled.

'''Ramps''' - Information for all ramps shall include: tie station, location of stationing baseline, enough stationing to determine direction of stationing and horizontal alignment.

'''Outer Roads''' - Information for all outer roads shall include: tie station, location of stationing baseline, enough stationing to determine direction of stationing and horizontal alignment.

====747.2.3.2.4 Additional Information for Railroad Crossings ====
'''For information required for all plan sheets see [[#747.2.3.2.1 General Information for All Plan Sheets|EPG 747.2.3.2.1 General Information for All Plan Sheets]].'''

'''Information for Grade Separations in EPG 747.2.3.2.3 shall be provided in addition to the following data:'''

'''Stationing''' - The stationing along the railroad lines under the bridge is to be shown in enough detail to determine the direction of stationing.

'''Milepost''' - Railroad milepost at intersection shall be labeled.

'''Horizontal Curve Data''' - If applicable, the horizontal curve data for all railroad lines shall be given.

'''Cross Sections''' - The location of required cross sections shall be shown and clearly labeled as to identify the direction of stationing. See [[#747.2.3.6 Cross Section Sheet(s)|EPG 747.2.3.6 Cross Section Sheet(s)]].

====747.2.3.2.5 Additional Information for Retaining Walls====
'''For information required for all plan sheets see [[#747.2.3.2.1 General Information for All Plan Sheets|EPG 747.2.3.2.1 General Information for All Plan Sheets]].'''

'''Location''' - The retaining wall shall be shown at the proposed location. The baseline for the wall shall be clearly labeled.

'''Tie Points and Offset Dimensions''' - Station and offset dimension ties are to be given at the ends of the wall and any breakpoints (change in direction/alignment) in the wall. Offset dimensions are to be shown to the critical wall location; front face of the wall if the under route offset is critical and fill face of wall if the over route offset is critical.

'''Horizontal Alignment''' - Provide proposed horizontal alignment of the wall. Provide horizontal curve data if the wall is not parallel to the centerline roadway.

===747.2.3.3 Typical Section Sheet===

====747.2.3.3.1 Typical Sections (Roadways, Ramps, Bypasses)====
Typical sections provide a multitude of valuable information necessary for the proper layout of structures. Typical sections, for existing and proposed roadways, should be provided for the main line route, all under routes, all ramps and outer roads in the near vicinity of the proposed structure that may affect or be affected by the construction of the structure.

'''Scale''' - Typical sections should be placed on the sheet using a scale that allows easy legibility and arranged in such a manner to provide distinction between the sections.

'''Labeling''' - The title under each section should include the name of the roadway, ramp, etc. and the station limits for which the section is valid.

'''Profile Grade Location''' - The location of the profile grade shall be clearly identified.

'''Cross Slope''' - The cross slope and/or superelevation of each lane and shoulder shall be shown with an arrow indicating the direction of slope. Inclination of side slope(s) shall also be shown.

'''Dimensioning''' - Dimensions shall be provided for all lane widths, shoulder widths, multi-use paths/sidewalks, median widths, side slopes and ditch widths.

'''Clear Zone''' - The clear zone shall be shown by dimensioning from the edge of travelway and clearly labeled as such.

'''Guardrail, Barrier Curb and Fence''' - The locations of any guardrail, barrier curb and/or fence either existing or proposed shall be shown along with dimension to edge of travelway, roadway or shoulder.

====747.2.3.3.2 Design Traffic (Construction Year and Design Year)====
Traffic information is typically provided for the route on which the structure is to be built. It is generally not necessary to provide traffic data for ramps and outer roads.

'''Traffic Data''' - Design year traffic and construction year traffic in the form of ADT and AADT with the percentage of traffic attributed to trucks and the design speed shall be placed on the sheet near the section to which the data pertains.

'''Traffic Handling''' - If provision is to be made for handling traffic in the immediate vicinity of the structure that will affect the structure in any way, a recommendation for the location of a bypass, and/or staging of construction are included.

====747.2.3.3.3 Other Information ====
The typical section sheet can serve as a location for several other pieces of information.

'''Survey Points and Datum''' - Survey control points, reference points, benchmarks, and survey datum are placed at any convenient location on the typical section sheet.

'''Superelevation Data''' - The superelevation transition data table (i.e., shape file) should be shown if applicable.

===747.2.3.4 Profile Sheets===

====747.2.3.4.1 General Information for Three Line Profile Sheets====
'''Guidance about the additional requirements for [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1.1_Additional_Information_for_Stream_Crossings|Stream Crossings]], [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1.2_Additional_Information_for_Grade_Separations|Grade Separations]], [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1.3_Additional_Information_for_Railroad_Crossings|Railroad Crossings]] and [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1.5_Additional_Information_for_Retaining_Walls|Retaining Walls]] is available.'''

The three lines of ground profiles plus the proposed profile grade provide critical information used in the layout of structures. The profiles aid in determining the length of structure, allowable substructure location, span lengths, superstructure type, superstructure depth and verification of the proposed profile grade. This information is used in conjunction with the freeboard or minimum vertical clearance requirements.

'''Existing Profiles''' - See [[238.3 Route Surveying#238.3.36.1.3 Centerline and Offset Profiles|EPG 238.3.36.1.3 Centerline and Offset Profiles]]. Three existing ground profiles are to be shown parallel to the roadway. One profile is taken at the centerline of the roadway and the other two beyond the outer extents of the proposed roadway fill on either side. For bridge replacements, the left and right profiles should be taken outside of any existing roadway fill, roadway ditches and/or drainage tributaries. For extents of profiles see [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1.1_Additional_Information_for_Stream_Crossings|Additional Information for Stream Crossings]] and [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1.2_Additional_Information_for_Grade_Separations|Grade Crossings]] below.

'''Tentative Proposed Centerline Profile''' - The tentative proposed centerline profile is provided as a starting point for the bridge preliminary design. To provide the most economical project that meets vertical clearance or freeboard requirements, changes to the tentative proposed centerline profile may be necessary. Bridge Division will collaborate with the district to determine the final proposed centerline profile.

Additional information for tentative proposed centerline profiles:
:* To facilitate drainage of the bridge deck, an on grade or crest vertical curve profile is preferred.
:* Superelevation transitions that extend onto the bridge deck should be avoided if possible.
:* Truss bridge replacements usually require a substantial increase in the profile grade due to the shallow superstructure height of trusses.

'''Profile Key''' - The profile key indicates the line style, color and descriptive label (e.g., Centerline, 40’ Left, etc.) for each of the profile lines.

'''Scale''' - The preferred scale of the three line profile sheet(s) is 1” = 10’ for elevations and stationing. The scale used is noted on the profile sheet; if multiple profiles are shown on the same sheet, a scale note is provided for each profile. (Note: The Three Line Profile sheet(s) in MicroStation are used to develop a scaled drawing of the bridge, therefore, the Three Line Profile sheet(s) in MicroStation are drawn at the scale shown on the three line profile sheet(s).)

'''Vertical Curve Data''' - The vertical profile grade line for the proposed and existing roadways are shown with the vertical curve data and the V.P.C., V.P.I. and V.P.T. labeled to the limits of the profile.

'''Grades''' - Provide grades to the limits of both the proposed and existing centerline profiles.

'''Grid Labeling and Profile Alignment''' - Gridlines are labeled every 10 ft. in elevation and every 50 ft. in stationing. Profiles are aligned to the gridlines so that the station labels are provided at X+50 and X+00 stations and the elevation labels are shown to the tenth place (i.e., 740).

=====747.2.3.4.1.1 Additional Information for Stream Crossings=====
For information required for Three Line Profile Sheets, see [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1_General_Information_for_Three_Line_Profile_Sheets|EPG 747.2.3.4.1 General Information for Three Line Profile Sheets]].

'''Profile Extents''' - Three line profiles extend sufficiently beyond the limits of the proposed structure to allow a full profile of the structure to be added.

Water surface elevations are shown on the plot of the three line profile.

'''Extreme High Water Elevation''' - The extreme high water elevation at the immediate site of the stream crossing and at valley sections when available, as ascertained per [[238.3 Route Surveying#238.3.36.3.11 Extreme High Water Elevation|EPG 238.3.36.3.11 Extreme High Water Elevation]].

'''Ordinary High Water Mark Elevation''' - The ordinary high water mark elevation at the immediate site of the stream crossing as ascertained per [[238.3 Route Surveying#238.3.36.3.12 Ordinary High Water Mark|EPG 238.3.36.3.12 Ordinary High Water Mark]].

'''Low Water Elevation''' - The low water elevation at the immediate site of the stream crossing as ascertained per [[238.3 Route Surveying#238.3.36.3.13 Low Water Elevation|EPG 238.3.36.3.13 Low Water Elevation]].

=====747.2.3.4.1.2 Additional Information for Grade Separations=====
For information required for Three Line Profile Sheets, see [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1_General_Information_for_Three_Line_Profile_Sheets|EPG 747.2.3.4.1 General Information for Three Line Profile Sheets]].

'''Profile Extents''' - Three line profiles extend sufficiently beyond the limits of the proposed structure to allow a full profile of the structure to be added.

'''Over-Route Profile''' - All profile lines should show the proposed and/or existing roadway(s) under the structure including pavement, ditches, slopes, etc.

'''New or Altered Under-Route Profile''' - If the roadway under the proposed structure is also new or will have the grade(s) changed (to be constructed with the structure or in the future) then a vertical profile of the under route shall be provided for a distance of at least 100 ft. on either side of the proposed structure.

The vertical profile grade line for the proposed roadway is shown with the vertical curve data and the V.P.C., V.P.I. and V.P.T. labeled to the limits of the profile.

Grades for both the existing and proposed profiles to the limit of the profiles are also provided. Superstructure depth requirements are used along with the Minimum Vertical Clearances Table to establish the relation of the grades at the intersection where minimum clearances control. For vertical clearance requirements see [[751.1_Preliminary_Design#751.1.2.6_Vertical_and_Horizontal_Clearances|EPG 751.1.2.6 Vertical and Horizontal Clearance]]. Refer to [[131.1_Design_Exception_Process#131.1.7_Deficient_Vertical_Clearances_on_Interstates|EPG 131.1.7 Deficient Vertical Clearances on Interstates]] for information about coordinating minimum vertical clearance for grade separation structures with the Defense Department.

'''Existing Under-Route Profile''' - If the roadway under the proposed structure is existing, then the profile of the existing road shall be provided in the form of field shots every 10 ft. along the edges of shoulder, edges of pavement, and centerline of roadway for a distance of at least 100 ft. on either side of the structure. Cross sections may be provided in lieu of the profile sheet, see [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.6.2_Additional_Information_for_Grade_Separations|EPG 747.2.3.6.2 Additional Information for Grade Separations]] for details.

Superstructure depth requirements are used along with the Minimum Vertical Clearances Table to establish the relation of the grades at the intersection where minimum clearances control. For vertical clearance requirements see [[751.1_Preliminary_Design#751.1.2.6_Vertical_and_Horizontal_Clearances|EPG 751.1.2.6 Vertical and Horizontal Clearance]]. Refer to [[131.1_Design_Exception_Process#131.1.7_Deficient_Vertical_Clearances_on_Interstates|EPG 131.1.7 Deficient Vertical Clearances on Interstates]] for information about coordinating minimum vertical clearance for grade separation structures with the Defense Department.

=====747.2.3.4.1.3 Additional Information for Railroad Crossings=====
For information required for Three Line Profile Sheets, see [[Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1_General_Information_for_Three_Line_Profile_Sheets|EPG 747.2.3.4.1 General Information for Three Line Profile Sheets]].

Information for Grade Separations in [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1.2_Additional_Information_for_Grade_Separations|EPG 747.2.3.4.1.2]] shall be provided, when applicable, in addition to the following data:

'''Over-Route Profile''' - All profile lines should show the rails under the structure along with any ditches and spill slopes.

'''Rail Survey''' - Field shots of the rails shall be provided on increments of 25 ft. extending 500 ft. and then on increments of 50 ft. for an additional 500 ft. (1,000 ft. total per side) on each side of the structure. These field shots may be provided in the form of a rail profile sheet, cross sections of the rails or in tabular form.

=====747.2.3.4.1.4 Additional Information for Bridge Widening=====
Bridge Widening Profiles - For a bridge widening, in addition to the three line profile and contracted profile, field shots are taken every 10 ft. along the gutter lines and centerline of the structure and reported on a profile sheet with the station and elevation of each location labeled.

=====747.2.3.4.1.5 Additional Information for Retaining Walls=====
For information required for Three Line Profile Sheets, see [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1_General_Information_for_Three_Line_Profile_Sheets|EPG 747.2.3.4.1 General Information for Three Line Profile Sheets]].

'''Location of Wall''' - When a retaining wall is to be used under a proposed bridge, a vertical line showing the proposed placement of the front face of the wall at the bridge centerline is to be shown on the profile.

'''Ground Lines''' - The existing and proposed ground lines along the front face of the proposed wall are provided as a developed elevation profile.

====747.2.3.4.2 Contracted Profile Sheet====
A contracted profile provides a greater extent of the profiles on a single plan sheet, and is provided for stream crossing to capture the centerline and offset profiles for the full extent of the floodplain.

'''Existing Profiles''' – See [[238.3_Route_Surveying#238.3.36.1.3_Centerline_and_Offset_Profiles|EPG 238.3.36.1.3 Centerline and Offset Profiles]]. Three existing ground profiles are to be shown parallel to the roadway unless the Bridge Location Request provides additional guidance. One profile is taken at the centerline of the roadway and the other two beyond the outer extents of the proposed roadway fill on either side. For bridge replacements, the left and right profiles should be taken outside of any existing roadway fill, roadway ditches and/or drainage tributaries. For extents of profiles see [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1.1_Additional_Information_for_Stream_Crossings|Additional Information for Stream Crossings]] and [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1.2_Additional_Information_for_Grade_Separations|Grade Crossings]].

'''Tentative Proposed Centerline Profile''' - The tentative proposed centerline profile is provided as a starting point for the bridge preliminary design. To provide the most economical project that meets vertical clearance or freeboard requirements, changes to the tentative proposed centerline profile may be necessary. Bridge Division will collaborate with the district to determine the final proposed centerline profile.

Additional information for tentative proposed centerline profiles:
:* To facilitate drainage of the bridge deck, an on grade or crest vertical curve profile is preferred.
:* Superelevation transitions that extend onto the bridge deck should be avoided if possible.
:* Truss bridge replacements usually require a substantial increase in the profile grade due to the shallow superstructure height of trusses.
:* The tentative proposed centerline profile is provided to the same extents as the existing centerline profile or to the point where the two profiles merge.

'''Profile Key''' - The profile key indicates the line style, color and descriptive label (e.g., Centerline, 40’ Left, etc.) for each of the profile lines.

'''Scale''' - The preferred scale for the contracted profile is 1”=100’ horizontal and 1”=10’ vertical. The scale used is noted on the profile sheet; if multiple profiles are shown on the same sheet, a scale note is provided for each profile.

'''Vertical Curve Data''' - The vertical profile grade line for the proposed and existing roadways are shown with the vertical curve data and the V.P.C., V.P.I. and V.P.T. labeled to the limits of the profile.

'''Grades''' - Provide grades to the limits of both the proposed and existing centerline profiles.

'''Grid Labeling and Profile Alignment''' - Gridlines are labeled every 10 ft. in elevation and every 100 ft. in stationing. Profiles are aligned to the gridlines so that the station labels are provided at X+00 stations and the elevation labels are shown to the tenth place (e.g., 740).

===747.2.3.5 Valley/Channel Section Sheets===

'''General Information for all Valley/Channel Section Sheets'''

The preparers of the Bridge Survey drawings and report are referred to [[238.3 Route Surveying#238.3.36.3 Stream Crossings|EPG 238.3.36.3 Stream Crossings]] for more supportive information and general requirements, and to [[238.3 Route Surveying#238.3.36.3.8 Valley Sections|EPG 238.3.36.3.8 Valley Sections]] and [[238.3 Route Surveying#238.3.36.3.9 Typical Channel Sections|EPG 238.3.36.3.9 Typical Channel Sections]] for detailed critical information regarding this information. The following items in particular should be identified in the Bridge Survey drawings that provide the surveyed valley and channel cross sections:

'''Scale''' - The preferred scale for Valley Sections, Channel Sections and Streambed Profiles is 1” = 100’ Horizontal and 1” = 10’ Vertical. The scale used is noted on the section or profile sheet; if multiple sections or profiles are shown on the same sheet, a scale note is provided for each section/profile.

'''Extreme High Water Elevation''' - The extreme high water elevation(s) as ascertained per [[238.3 Route Surveying#238.3.36.3.11 Extreme High Water Elevation|EPG 238.3.36.3.11 Extreme High Water Elevation]] should be shown on all valley sections if available from survey data, historic data or other sources.

'''Distance Upstream or Downstream''' - The distance to each Valley or Channel section should be measured along the thalweg to provide an accurate distance from centerline of the proposed crossing. This distance is provided with the valley/channel section title.

'''Grid Labeling and Orientation''' - Gridlines are labeled every 10 ft. in elevation and every 100 ft. in stationing. Sections are aligned to the gridlines so that the station labels are provided at X+00 stations and the elevation labels are shown to the tenth place (e.g., 740). Additionally, valley and typical channel sections should be plotted on the drawing so that it is viewed in the downstream direction, with the stationing starting at zero to the left.

'''Section Labeling''' – Valley and channel sections should be labeled in sequential order starting with number one at the upstream end, and include the distance from the centerline of the crossing (e.g., Valley Section 1, 1150’ Upstream, Typical Channel Section 2, 320’ Downstream).

'''Streambed Profile''' - The streambed profile is provided to the extents of the survey data. For details on stationing and profile length, see [[238.3 Route Surveying#238.3.36.3.6 Streambed Profiles|EPG 238.3.36.3.6 Streambed Profiles]].

'''Data Review''' – The elevation of the low point of the valley and typical channel sections should be compared to the corresponding location on the streambed profile. Large discrepancies in these elevations should be investigated and corrected prior to submission of the Bridge Survey.

===747.2.3.6 Cross Section Sheet(s)===

====747.2.3.6.1 General Information for all Cross Section Sheets ====

Cross sections are required for railroad crossings and retaining walls, and may be provided as a substitute for profiles for existing under routes.

'''Additional requirements for [[#747.2.3.6.2 Additional Information for Grade Separations|Grade Separations]], [[#747.2.3.6.3 Additional Information for Railroad Crossings|Railroad Crossings]] and [[#747.2.3.6.4 Additional Information for Retaining Walls|Retaining Walls]] are available. '''

'''Cross Section File''' - A GEOPAK cross section file(s) is provided whenever cross sections are required.

'''Scale''' - The preferred scale of the cross sections is 1” = 10’ horizontal and vertical. The scale used is noted on the cross section sheet; if multiple sections are shown on the same sheet, a scale note is provided for each section.

'''Legend''' - The legend of each cross section shall include the station at which the cross section is taken and a base elevation line.

'''Cross Section Sheets File(s)''' - A cross section sheet(s) corresponding to the GEOPAK cross section file shall also be submitted.

'''Ground lines''' - All cross sections are to include both existing and proposed ground lines.

====747.2.3.6.2 Additional Information for Grade Separations====
'''For information required for all Cross Section Sheets, see EPG 747.2.3.6.1 General Information for all Cross Section Sheets.'''

'''Profile Sheet Substitution''' - In the place of an existing under route profile sheet ([[#747.2.3.4.1.2 Additional Information for Grade Separations|EPG 747.2.3.4.1.2 Additional Information for Grade Separations]]), a cross section file containing cross sections taken every 10 ft. for at least 100 ft. in both directions from the centerline of the structure may be submitted. The elevation of pavement centerline, pavement edges and shoulder edges shall be shown.

'''Drainage Features''' - Drainage features shall be shown.

====747.2.3.6.3 Additional Information for Railroad Crossings====
'''For information required for all Cross Section Sheets, see [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.6.1_General_Information_for_all_Cross_Section_Sheets|EPG 747.2.3.6.1 General Information for all Cross Section Sheets]].'''

'''Information for Grade Crossings in [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.6.2_Additional_Information_for_Grade_Separations|EPG 747.2.3.6.2]] shall be provided in addition to the following:'''

'''Cross Sections''' - Three cross sections are taken perpendicular to the tracks. One cross section is taken just before the structure, one at the centerline intersection with the structure, and one just after the structure. These cross sections are required by the railroad company to provide the perspective of a train passing through the crossing. The railroad rail bed, rails, ditches and elevation of rails shall be shown. Cross sections shall extend at least 15 ft. on either side of the centerline of the exterior tracks. See [[231.8 Bridge Width|EPG 231.8 Bridge Width]] and [[751.1_Preliminary_Design#751.1.2.6_Vertical_and_Horizontal_Clearances|EPG 751.2.6 Vertical and Horizontal Clearances]].

'''Rail Survey Profile Substitution''' - In lieu of the [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1.3_Additional_Information_for_Railroad_Crossings|rail survey profiles]], cross-sections may be obtained at intervals not exceeding 25 ft. along the railroad for a distance of 500 ft., and then at intervals not exceeding 50 ft. for an additional 500 ft. (1,000 ft. total per direction) in each direction from the centerline of the structure. Cross-sections are to include rails, rail elevations, railbed, railroad drainage features, ditches and existing and proposed ground lines.

====747.2.3.6.4 Additional Information for Retaining Walls ====
'''For information required for all Cross Section Sheets, see [[#747.2.3.6.1 General Information for all Cross Section Sheets|EPG 747.2.3.6.1 General Information for all Cross Section Sheets]].'''

'''Cross Section Locations''' - Cross sections shall be taken at 10 ft. intervals perpendicular to the face of the wall starting approximately 25 ft. before the beginning of the wall and continuing for approximately 25 ft. beyond the end of the wall. The cross sections shall include wall location and the existing and proposed ground lines and roadway elements.

==747.2.4 Aerial Imagery Overlay Procedure==

===747.2.4.1 Purpose===

This procedure is a quick and comprehensive design tool that can be made part of the Bridge Survey submittal package at the consensual agreement of those involved with incorporating and utilizing it on a project-by-project basis. Therefore, use of this procedure is not required but should be considered as subject to core team discussion prior to submittal of surveys to determine level of interest on the part of both the district Design divisions and Bridge Division. It is important that any imagery attached to a MicroStation file have the capability of being preferentially turned off at the discretion of the designer(s).

This procedure can provide a more complete representation of the land use around a bridge that is not included in the typical survey information. It can also be used to generate a more accurate hydraulic model. As a time savings tool, the procedure and options provided can reduce guesswork and lengthy preliminary layout and design investigations while visually enhancing unusual terrestrial features combined with complex roadway geometry through the utilization of photogrammetric data.

===747.2.4.2 Guidance===

The economical design of a stream-crossing bridge that satisfies flooding design requirements relies on the extent of the information provided in the Bridge Survey Report drawings that identify the unique nature of the stream, the stream valley and the natural and manmade features that exist within the portion of that valley that is affected by potential flooding.

As a result, an aerial view that shows details of ground cover, structures and public and private improvements for the entire extents of the plat sheet coverage is a very valuable tool that can accurately tie data used for the hydraulic design of the bridge to the specific locations of the physical features that exist in the field near the project.

For situations where accurate and extensive topographic information upstream and downstream of the bridge (as described in [[#747.2.3.4.3 Additional Information for Stream Crossings|EPG 747.2.3.4.3 Additional Information for Stream Crossings]] and [https://epg.modot.org/index.php?title=750.3_Bridges#750.3.2.2_Data_Collection EPG 750.3.2.2 Data Collection]) may not be readily available, an aerial view layer in the MicroStation Bridge Survey plan drawing that is of the same scale as the roadway drawing can be used to support design assumptions, and to better identify the best locations for additional survey data or field investigation, when needed.

For any bridge project, the ability of the designer to use MicroStation’s measuring tools with combined aerial photography and roadway and bridge design geometry supports production of effective and economical design.

Latest mapping should be used with filename and date recorded on/with the image for future reference and historical purposes, or at least noted in the correspondence.

===747.2.4.3 Instructions for Importing Aerial Imagery into MicroStation===

CADD Support Services has provided valuable information on many different procedures related to attaching imagery to a MicroStation file or converting MicroStation geometry to a format that can be viewed inside Google Earth. As technology improves, CADD Support Services will continue to update this information along with any other CADD related items on the CADD Services Support site and have the most up-to-date processes for our MoDOT users. [http://design.modot.mo.gov/CADD/training.html CADD Services training page – Power Geopak - Microstation for Design (see Chapter 16)] contains documentation and videos on the procedures to import aerial imagery into Microstation.

'''Option 1, Using Web Map Server Imagery '''

:Geographic Coordinate System & Google Earth Tools
:Utilizing Web Map Server Imagery

::CADD Support has provided links to available web map servers that contain aerial and quad imagery that can be utilized inside a MicroStation file. The web map server links are tied to a server with the Missouri Spatial Data Information Service (MSDIS). The aerial imagery is at 2 ft. pixel resolution. (Quality of aerial imagery depends on pixel resolution which may be different for different areas of the state. Availability of imagery is dependent upon MSDIS and some areas may not be available or updated yet.) Once the web map imagery has been attached, an image may be created from the web map imagery for the limits of the project.

::To use this procedure correctly, a geographic coordinate system will need to be applied to the MicroStation file first so the imagery will lay in correctly with the MicroStation data.

'''Option 2, Using Imagery and USGS Quads with MicroStation '''

:Photogrammetry has provided for MoDOT users aerial and quad imagery that can imported into the MicroStation file. This imagery normally comes from the Missouri Spatial Data Information Service (MSDIS). The imagery will have a little better resolution (at 2 ft. pixel resolution) than the Web Map Server imagery. Keep in mind though that this is 2008 imagery vs. the 2012 imagery from the web map server.

'''Option 3, MicroStation Geometry to Google Earth '''

:Geographic Coordinate System & Google Earth Tools

::MicroStation has the capability to convert the geometry inside the file into a file format (KML) that can be viewed inside Google Earth. Once the KML has been created, it can be viewed over Google Earth imagery. The KML file also has the ability to turn on/off levels and references files that were in the MicroStation file when the KML file was created.
::As with Option 1, a geographic coordinate system will need to be applied to the MicroStation file first before this can be done correctly.

::'''How To Videos '''

::For Options 1 and 3, there are also some online videos on these procedures that may be helpful.
:::Custom Geographic Coordinate System
:::Exporting MicroStation Geometry to Google Earth (KML)
:::Attaching Web Map Server and Creating Job Image

==747.2.5 Other Miscellaneous Structures==

Elevations and geometric data sufficient to develop plans for the proposed structure, including sign attachments and special footings such as for high mast tower lights, should be provided. Any subsurface investigation required will be coordinated by the Bridge Division. Right of way and/or permanent easement limits expected to affect the location or dimensions of the structure should be provided.

'''Guidelines for the Design of Miscellaneous Foundations'''

Examples of miscellaneous foundations, other than bridges, requiring geotechnical surveys and specific design are sign trusses, high mast lighting, etc. The district should submit the following information to the Bridge Division Bridge Survey Processor (Bridge Survey Processor@modot.mo.gov) when a foundation design is required. Providing this information as outlined below, and in a timely manner, will allow the Bridge Division to produce cost efficient designs and details for structural foundations.

Foundation designs for tubular span supported highway signs will be designed as shown in the standard plans. Foundation designs for box trusses (i.e., aluminum, butterfly and cantilever, and structural steel) will be determined by the Bridge Division relative to cost-effectiveness.

The Bridge Division personnel will be available to serve as a liaison between the district and involved functional units.

'''Time Frame Required.''' The Bridge Division will need 22 weeks to design any miscellaneous structure foundations and it is essential that all required information be submitted no later than 22 weeks prior to the due date. Within this 22 week timeframe, the Soils and Geology Section will need 10-12 weeks to perform the following:

:* Put the geotechnical survey into the drilling schedule.
:* Allow time for inclement weather conditions.
:* Drill and sample the foundation materials.
:* Perform strength and classification tests on the soil and rock encountered in the drilling operations.
:* Interpret the geotechnical data and report findings and recommendations for the foundation design.

'''District Request.''' Unless a drilled shaft foundation is specifically requested by the district to be the only option considered, the Bridge Division will choose the most cost-efficient foundation (spread footing or drilled shaft foundation). [[:Category:130 Value Engineering|Value engineering]] proposals, after award of the project, for the foundation design will not be considered and will be stated as such in the Bridge special provisions.

'''Layout.''' The district is to provide stationing and offsets for foundation locations to the Bridge Division so that the miscellaneous foundation layouts can be sent to the Construction and Materials Division with other structure layouts from the Bridge Division. This procedure allows for surveying, utility marking and dispatching of drilling equipment and personnel in the most efficient manner.

'''Geotechnical Report to the Bridge Division.''' The Construction and Materials Division will provide geotechnical parameters for design of the foundations to the Bridge Division Bridge Survey Processor (Bridge Survey Processor@modot.mo.gov), with a copy to the district.

'''Location and Sign Information Layout.''' The district will provide detailed information about each structure. The information typically shown on the data sheet and the cross section for each structure in a set of roadway plans is necessary for the proposed foundation design computations. The quantity for footing and pedestal concrete, normally shown on the [http://www.modot.org/business/standards_and_specs/d-sheets.htm D-32, D-33 and D-34] truss data sheets, is not required with this submittal.

==747.2.6 Additional Information for Retaining Walls==

===747.2.6.1 Cast-in-place Retaining Walls===

When the use of retaining walls along the shoulder line of a roadway is required, either in cut or fill sections, the same type of wall through the entire structure length is preferable rather than incorporating an "L" type at each end when height permits. In fill sections, a concrete safety barrier curb shall be provided and shall be tied into a concrete shoulder as a roadway item. In cut sections, a type B concrete traffic barrier shall be provided as a roadway item and placed against the retaining wall at the shoulder line. Provisions shall be made to attach standard bridge anchor section (thrie beam) to eliminate point obstacles where retaining walls end in cut or fill sections.

====747.2.6.1.1 “L” Type Retaining Walls====
The "L" type takes its name from being shaped like the letter "L." The footing of the wall may be placed under the proposed fill or as part of a paved shoulder and may or may not have a concrete safety barrier curb for traffic safety. Walls greater than 5 ft. in height are to be identified by a bridge number, which can be acquired from the Structural Resource Manager in the Bridge Division.

====747.2.6.1.2 “Cantilever” Type Retaining Walls====
This is a conventional reinforced concrete type wall supported by a spread footing or pile footing. "Cantilever" type walls greater than 5 ft. in height are to be identified by a bridge number which can be acquired from the structural resource manager in the Bridge Division.

===747.2.6.2 Mechanically Stabilized Earth (MSE) Wall Systems===

'''Description.''' Mechanically stabilized earth wall systems consist of a reinforced soil mass placed behind facing units. Types of MSE wall systems include drycast modular block wall (DMBW-MSE), wetcast modular block wall (WMBW-MSE) and precast modular panel wall (PMPW-MSE). Information concerning the types, appropriate uses and design of MSE walls can be found in [[751.24 LFD Retaining Walls#751.24.2 Mechanically Stabilized Earth (MSE) Walls|EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls]]. Contractors are responsible for performing the design of MSE walls. Only the wall systems shown in the [https://www.modot.org/bridge-pre-qualified-products-list Bridge Pre-qualified Products listing] will be available for use by the contractor.

'''When NOT to Use MSE Walls.''' You must have adequate room behind the wall for the reinforcing straps (need horizontal clearance behind the wall of approximately 0.7 times the height or more if seismic loading is considered). You also can NOT use MSE walls in locations where the underlying soil cannot support the weight of the fill and the wall (rare occurrence). This is determined by the District Geologist/Geotechnical Director.

'''Plans Developed by the District'''

Plans for MSE walls will be developed by the district unless they go under a bridge, in which case the Bridge Division will develop the plans.

The following table provides an overview of MSE wall design procedure:

{| class="wikitable"
|+
! style="background:#BEBEBE" |Question !! style="background:#BEBEBE" |Answer
|-
| Exceptions || The Bridge Division will still be responsible for producing the plans for any MSE walls that go under a bridge or act as wingwalls for a bridge.
|-
| Plans || District will prepare plans for each wall. (See [https://www.modot.org/bridge-standard-drawings Bridge Standard Drawings → MSE Wall-MSEW].) The latest notes can be found in [[751.50_Standard_Detailing_Notes|EPG 751.50 Standard Detailing Notes]] and should be checked often to ensure you are using the most up-to-date notes.
|-
| MSE Wall Nos. || District will assign each wall a number using the following system (Dx-000x). Each district will need to keep a log of the wall nos. used. This log should include the beginning station and job no. for each wall no. assigned.
|-
| Soundings/Borings || District will submit the [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structure] for each wall to the Geotechnical Director in Central Office. The District Geologist should be copied on this request. For MSE wall (retaining wall) example see [https://epg.modot.org/forms/general_files/BR/Guidance_for_Request_for_Final_Soundings_for_Structures_Form.xlsx Guidance for Request for Final Soundings for Structure Form].
|-
| Excavation and Fill Behind the Wall || In Cut walls: The excavation behind the walls shall be included in the roadway excavation quantities and identified with the MSE wall. The quantity and cost of select granular backfill behind the walls is included with the MSE wall pay item.

In Fill walls: The quantity and cost of select granular backfill behind the walls is included with the MSE wall pay item. Retained fill beyond the granular select fill shall be included in the roadway excavation quantities.

For estimating excavation, see [[751.6 General Quantities#751.6.2.17 Excavation|EPG 751.6.2.17 Excavation]].
|-
| Excavation and Fill Below the Wall || In Cut walls and In Fill walls: If required, the excavation and fill below the walls shall be included in the roadway excavation quantities and identified with the MSE wall. Excavation and fill requirements below the walls is given in the Foundation Investigation Geotechnical Report an identified as “ground improvement” (also referred to as “soil improvement”, “ground [or soil] mitigation”, “foundation replacement” or “foundation excavation”).

For estimating excavation, see [[751.6 General Quantities#751.6.2.17 Excavation|EPG 751.6.2.17 Excavation]].
|-
| Seismic || Show seismic design category (SDC) and acceleration coefficient (effective peak ground acceleration coefficient), A<sub>s</sub> on MSE wall plans. For LRFD design, The Foundation Investigation Geotechnical Report (FIGR) will provide these values. If A<sub>s</sub> > 0.75 then use A<sub>s</sub> = 0.75. For LRFD, seismic analysis is determined based on SDC and/or supporting other structure condition. For District MSE walls that do not support another structure (i.e. Not supporting abutment fill or building) in SDC B, or C (seismic zone 2 or 3). No-Seismic-Analysis provisions may be considered in accordance with the AASHTO LRFD Bridge Design Specifications 11.5.4.2, and [[751.50_Standard_Detailing_Notes#J1._General|EPG 751.50 J1.5]] note shall be shown on the plan details. For MSE walls that support another structure in SDC B, or C (seismic zone 2 or 3), Seismic analysis provisions shall not be ignored, and [[751.50_Standard_Detailing_Notes#J1._General|EPG 751.50 J1.4]] note shall be shown on the plan details. SDC D retaining walls shall be designed for seismic load and [[751.50_Standard_Detailing_Notes#J1._General|EPG 751.50 J1.4]] note shall be shown on the plan details. For SDC B, C, and D (seismic zone 2, 3, and 4) retaining walls [[751.50_Standard_Detailing_Notes#J1._General|EPG 751.50 J1.30]] and [[751.50_Standard_Detailing_Notes#J1._General|EPG 751.50 J1.40]] note shall be shown on the plan details.

Note: The minimum strap length used for estimating excavation quantities for a seismic design wall (0.95H) is greater than Nonseismic (0.7H). For a seismic design wall minimum soil reinforcement length shall be ≥ 0.8H by design. For No-Seismic-Analysis provisions wall use minimum soil reinforcement length = 0.8H to estimate excavation quantities. See [[751.6_General_Quantities#751.6.2.17_Excavation|EPG 751.6.2.17 Excavation]].
|-
| Special Provisions || A special provision, [https://www.modot.org/bridge-special-provisions “Form Liners”], needs to be included as a Design Special Provision for MSE walls. Other information needed is in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 720] of the Standard Specifications.
|-
| Pay Items || MSE walls typically only have one pay item: [https://www.modot.org/bid-items-listing 720-10.00 Mechanically Stabilized Earth Wall Systems]. This is bid per square foot and will now be a Roadway Item when the districts do the plans and a Bridge Item when the Bridge Division does the plans. Other pay items may include form liners, color stain, masonry protector and graffiti protector.
|-
| Shop Drawings || Do NOT send to the Bridge Division. Shop drawings will be signed and sealed by a Missouri PE and the Resident Engineer will handle them like other shop drawings that aren't submitted to Central Office.
|-
| Engineering Policy Guidelines (EPG) || The Bridge Division will continue to maintain [[751.24_Retaining_Walls|EPG 751.24 Retaining Walls]]. Districts have access to this on the internet.
|-
| Approved Systems || The Bridge Division will continue to be responsible for reviewing and approving systems from manufacturers.
|-
| Historical Plans || The MSE wall plans will be part of the roadway plans so they will be scanned and saved in the same manner.
|-
| Drainage || For longitudinal drain pipes use two-6” (min.) diameter perforated PVC or PE pipes ([[:Category:1013_Miscellaneous_Drainage_Material|EPG 1013]]) unless larger diameter pipes required by design which shall be the responsibility of the district Design division. Lateral drain pipes permitted by specification shall be sized by the district Design division. See [[751.24 LFD Retaining Walls#751.24.2 Mechanically Stabilized Earth (MSE) Walls|EPG 751.24.2 Mechanically Stabilized Earth Walls (MSE)]].
|-
| Aesthetics || For precast modular panel wall systems only, form liners are required to produce all panels. Standard form liners are specified on the [https://www.modot.org/bridge-standard-drawings Bridge Standard Drawings → MSE Wall-MSEW]. Concrete staining is another aesthetic treatment available for any type MSE wall. Be specific regarding names, types and colors of staining, and names and types of form liner.
|-
| Help || Contact the Bridge Division. The Bridge Division contact person for any questions or concerns about MSE walls is Structural Resource Manager or Structural Development and Support Engineer.
|}

For estimating excavation, see [[751.6 General Quantities#751.6.2.17 Excavation|EPG 751.6.2.17 Excavation]].

The table below shows division responsibilities for preparing MSE wall plans, computing excavation class, quantities and locations, and drainage design.

{| class="wikitable"
|+
! style="background:#BEBEBE" | Responsibilities !! style="background:#BEBEBE" colspan="2" | MSE Wall Plans<br/>Preparer !! style="background:#BEBEBE" colspan="2" | Excavation Class,<br/>Quantities and<br/>Locations, Sec 203<br/>(behind wall)!! style="background:#BEBEBE" colspan="2"|Ground Improvement<br/>Excavation Class,<br/>Quantities and Locations,<br/>Sec 203<br/>(below wall)!! style="background:#BEBEBE" colspan="2"|Drainage Design:<br/>Top of Wall and<br/>Bottom of Wall
|-
! Division MSE<br/>Wall !! District <br/> Design !! Bridge<br/>Division !! District<br/>Design<sup>'''1'''</sup> !! Bridge<br/>Division !! District<br/>Design<sup>'''2'''</sup> !! Bridge<br/>Division<sup>'''3'''</sup> !! District<br/>Design<sup>'''4'''</sup> !! Bridge<br/>Division
|-
| align="center" | District Design Division || align="center" | √ || align="center" | --- || align="center" |√ || align="center" | --- || align="center" | √ || align="center" | --- || align="center" | √ || align="center" | ---
|-
| align="center" | Bridge Division || align="center" | --- || align="center" | √ || align="center" | √ ||align="center" | --- || align="center" |√ || align="center" | Locations<br/>only || align="center" | √ || align="center" | ---
|-
| colspan="9" | '''1''' Class and Quantities shown on 2B sheets and identified with MSE wall and excavation locations along wall shown on roadway plans.
|-
| colspan="9" | '''2''' Class and Quantities shown on 2B sheets and identified with MSE wall and excavation locations along wall shown on MSE wall plans with associated allowable bearing pressure.
|-
| colspan="9" | '''3''' Locations along wall shown on MSE wall plans with associated allowable bearing pressure.
|-
| colspan="9"|'''4''' See [[751.24 LFD Retaining Walls#751.24.2 Mechanically Stabilized Earth (MSE) Walls | EPG 751.24.2.1 Mechanically Stabilized Earth Walls (MSE)]].
|}

''Minimum Embedment Depth of MSEW'' - Minimum embedment is defined as the distance between the finished ground line and the top of the leveling pad. It is based on this table (FHWA-NHI-10-024, Table 2-1 and LRFD 11.10.2.2):

{| class="wikitable"
|+
! style="background:#BEBEBE" | Slope in Front of Wall !! style="background:#BEBEBE" | Minimum Embedment Depth</br>to Top of Leveling Pad
|-
| align="center" | All Geometries || align="center" | 2 ft minimum
|-
| align="center" | Horizontal (walls) || align="center" | H/20
|-
| align="center" | Horizontal (abutments) || align="center" | H/10
|-
| align="center" | 3H:1V || align="center" | H/10
|-
| align="center" | 2H:1V || align="center" | H/7
|-
| align="center" | 1.5H:1V || align="center" | H/5
|}
Where,

H:V = Horizontal to vertical slope in front of wall

H = Height of the wall as measured from the top of the leveling pad to the top of the wall

The absolute minimum embedment is 2 ft except when rock is found near surface. When the soundings are returned from the Geotechnical Director, they will include a minimum embedment depth to the top of leveling pad, minimum soil reinforcement length necessary for global stability, bearing resistance and settlement requirements. If rock is encountered during excavation then the contractor shall immediately cease excavating and notify the engineer and contact Geotechnical Section to perform global stability and suggest a required minimum embedment depth to the top of leveling pad and required minimum soil reinforcement length.

=747.3 Bridge Rehabilitation and Widening=

Bridge rehabilitation may include widening, redecking, superstructure replacement, repairs or other work necessary to restore an existing bridge to serviceable condition. When bridge rehabilitation of any type is proposed, consideration should be given to total structure rehabilitation.

==747.3.1 Bridge Rehabilitation and Widening Submittals==

===747.3.1.1 Bridge Rehabilitation Checklist===

For each structure that is to be rehabilitated a [https://epg.modot.org/forms/general_files/BR/751.1.3.2_Structural_Rehabilitation_Checklist.xlsm Structural Rehabilitation Checklist] is completed along with descriptions and photographs of deteriorated members. Seldom are existing elevations and dimensions the same as shown on original structure plans. Thorough descriptions with photographs will aid the Bridge Division in recommending repairs and in estimating repair costs.

===747.3.1.2 Additional Information for Bridge Superstructure Widening===

The following information is to be provided when the bridge superstructure is to be widened:

'''Deck Elevations.''' Deck elevations at 10 ft. intervals at the centerline and gutterlines. The centerline elevations may be omitted if high traffic volumes are present and would represent a hazard to survey personnel.

'''Beam Seat Elevations.''' Substructure bearing beam elevations at each end of each substructure unit.

===747.3.1.3 Additional Information for Bridge Substructure Widening===

In addition to the Rehabilitation Checklist a complete [[#747.2 Bridge Surveys|Bridge Survey]] will also need to be submitted.

==747.3.2 Bridge Rehabilitation Submittal Process==

Structural Rehabilitation Checklists and associated documents are submitted as described in [[#747.2.2.6 Bridge Survey Submittal Process|EPG 747.2.2.6 Bridge Survey Submittal Process]].

==747.3.3 Bridge Rehabilitation Submittal Timeline==

Submit Structural Rehabilitation Checklist(s) at least 10 months prior to the Plan Completion Date (PCD) to allow time for applicable tests and structural checks. If more than 10 checklists are submitted for one project, the Structural Rehabilitation Checklist should be submitted at least 12 months prior to the PCD. When the rehabilitation of a bridge includes widening of the substructure, the submittal timeline will be as described in [[#747.2.2.6.5 Bridge Survey Submittal Timeline|EPG 747.2.2.6.5, Bridge Survey Submittal Timeline]].

=747.4 Additional Correspondence, Reports and Permits=

==747.4.1 Bridge Memorandum==

Upon receipt of the bridge survey or bridge rehabilitation checklist, the Bridge Division will review the data and make an in-depth analysis of the proposed crossing. The analysis may include hydraulic design of the waterway opening for stream crossings, geometric layout for grade separations, economic analysis of structure types and span lengths, and investigation of any special features evident from the data. If applicable a tentative bridge layout will be prepared.

A bridge memorandum will be prepared covering the details of the proposed bridge or bridge repairs.

The bridge memorandum is the instrument which coordinates bridge plan and roadway plan preparation. An electronic copy of the bridge memorandum is sent to the district for review and signature. If, during the design process, revision to the bridge memorandum by either the district or the Bridge Division becomes necessary, all parties to the memorandum are to be notified immediately. The proposed revisions must be agreed to by all parties that signed the original bridge memorandum. The process for establishing the agreement on the Bridge Memorandum is shown in [[751.1 Preliminary Design#751.1.2.18.5 Bridge/District Agreement Process|EPG 751.1.2.18.5 Bridge/District Agreement Process]].

==747.4.2 Layout for Soundings==

The purpose of the soundings (borings) is to define subsurface conditions at the project site. This information will be used to determine type of foundation (driven piles, pile cap footing, spread footings, drilled shafts), preliminary estimate of pile lengths and engineering design properties.

Upon receipt of the Layout for Soundings, the district design personnel assists in coordinating the survey staking of the boring locations for the geotechnical section.

==747.4.3 Design Layout Sheet==
Once the signed bridge memorandum and final sounding report is submitted to the Bridge Division the Design Layout sheet is created. An electronic copy of the Design Layout sheet is sent to the district along with plan and profile sheets reflecting the proposed structure.

The district will receive foundation details, quantities and a cost estimate from the Bridge Division to incorporate into the final project design.

==747.4.4 Bridge Permits or Approvals by Other Agencies==

'''Organized Drainage District.''' Written agreement documenting drainage district approval of the proposed structure layout is to be obtained by the district.

'''Railroads.''' Written approval from the railroad of proposed structure layout and of the final design plans is obtained by the Multimodal Operations Division with the cooperation of the Bridge Division.

'''U.S. Corps of Engineers [https://epg.modot.org/index.php?title=127.4_Wetlands_and_Streams#127.4.1.2_Laws_and_Regulations Sec. 404 Permit].''' Application is initiated by the district, submitted to and further pursued by the Design Division with the cooperation of the Bridge Division.

'''U.S. Coast Guard Bridge Permit.''' When required, application is prepared and submitted by the Bridge Division.

'''Utility Relocations or Permits.''' Agreements are obtained by the district with cooperation, if necessary, of the Design Division and the Bridge Division.

'''FHWA Bridge Approvals.''' When FHWA preliminary bridge layout approval or bridge plan approval is required, written approval is obtained by the Bridge Division.

'''Flood Plain Development Permit.''' Bridge Division will prepare and submit the application to the State Emergency Management Agency.

'''FHWA, Missouri State Historic Preservation Officer (SHPO), Advisory Council on Historic Preservation (ACHP).''' Disposition of historically significant bridges to be replaced must be determined. Preservation of the historic bridge in place (rehabilitated or for alternative uses such as pedestrian walkway) must be considered.

Adverse effects to historically significant bridges from proposed rehabilitations also must be determined.

Determining the historical significance and the disposition of such bridges will be coordinated by Design Division Historical Preservation Staff.

The [[127.1 Request for Environmental Services|Request for Environmental Services (RES)]] should indicate existing bridges that will be affected by the project. Historical Preservation Staff will coordinate with the Transportation Project Manager to complete the evaluation.

Category:747 Bridge Reports and Layouts

2025-05-21T20:51:05Z

Legged1: /* 747.2.3.6.2 Additional Information for Grade Separations */ link

{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="200px" align="right"
|-
|'''Submittals '''
|-
|[https://epg.modot.org/forms/general_files/BR/747_Bridge_Survey_Checklist.xlsx Bridge Survey Checklist]
|-
|[https://epg.modot.org/forms/general_files/BR/747_Bridge_Survey_Report.docx Bridge Survey Report]
|-
|[[#747.2.2.3 Preliminary Geotechnical Report|Preliminary Geotechnical Report]]
|-
|[https://epg.modot.org/forms/general_files/BR/751.1.3.2_Structural_Rehabilitation_Checklist.xlsm Structural Rehabilitation Checklist]
|-
|[https://epg.modot.org/forms/general_files/BR/747_Bridge_Survey_Location_Request_Dec_2019.docx Bridge Survey Location Request]
|}
=747.1 Bridge Survey Location Request=

Districts should request guidance for survey activities related to hydraulics for Bridge designed structures as early in the design process as possible using the [https://epg.modot.org/forms/general_files/BR/747_Bridge_Survey_Location_Request_Dec_2019.docx Bridge Survey Location Request Form]. A form should be submitted for each structure location and preferably in groups rather than individually.

Applicable portions of this document are filled in completely by the district. Crossings with small drainage areas should be evaluated to determine if Bridge Division or the district is responsible for the design of the structure. See [[750.7 Non-Hydraulic Considerations#750.7.4.3 Summary of Responsibilities|EPG 750.7.4.3 Summary of Responsibilities]] for more details.

'''Page 1.''' Describe the location of the crossing from features readily identified on maps such as towns or other state routes. Complete the High Water Elevations at Proposed Bridge Site table using water elevations at survey centerline. Provide location information for new bridge and any additional information that may be helpful in determining the location of valley sections and profiles (i.e. levees overflow structures, nearby dwellings in the floodplain or other items that may not be easily recognized in aerial imagery).

'''Page 2.''' To be completed by Bridge Division (See [[750.3 Bridges#750.3.1.1 Survey Locations|EPG 750.3.1.1 Survey Locations]].)

'''File Name''' – File name of the submitted Bridge Survey Request Form should be as follows: County_Route_Feature Crossed – (Optional – existing bridge no., Job Number)

==747.1.1 Bridge Survey Location Request Submittal/Completion Process==

The [https://epg.modot.org/forms/general_files/BR/747_Bridge_Survey_Location_Request_Dec_2019.docx Bridge Survey Location Request form(s)] is submitted to the Bridge Survey Processor thru ProjectWise. To submit the Bridge Survey Location Request Form(s), place the file(s) in a folder under the district Design folder in ProjectWise (it is preferred that this folder be a designated folder named “1-BR Survey Locations” or similar rather than using individual job folders), then send an email to the Bridge Survey Processor that includes a list of the files placed in ProjectWise and a link to the folder.

The Bridge Survey Processor will notify the district when the files have been accepted, so that the files may be removed from ProjectWise. The Bridge Survey will notify the bridge contact person and Bridge Division will process the request, providing the completed form and additional information to the district contact listed on the form via an email which will contain a link to the file location in SharePoint.

==747.1.2 Contracted Surveys==

The [https://epg.modot.org/forms/general_files/BR/747_Bridge_Survey_Location_Request_Dec_2019.docx Bridge Survey Location Request form] should not be provided to consultants when the contract includes completing both the Bridge Survey and preliminary design of a bridge.

=747.2 Bridge Surveys =

EPG 747.2 Bridge Surveys is provided as supporting information and guidance for the preparation and submittal of bridge surveys and is to be used in conjunction with the [https://epg.modot.org/forms/general_files/BR/747_Bridge_Survey_Checklist.xlsx Bridge Survey Checklist].

A proper procedure for, and a methodical approach to the analysis and computations for preparation of a bridge survey will result in a realistic recommendation for the proposed structure. A Bridge Survey consists of the [https://epg.modot.org/forms/general_files/BR/747_Bridge_Survey_Report.docx Survey Report] along with applicable files and documents listed in [[#747.2.2 Bridge Survey Submittals|EPG 747.1.2 Bridge Survey Submittals]]. Most documents for a Bridge Survey are submitted on standard sheets which are available in Word or MicroStation.

==747.2.1 Purpose==
Bridge surveys prepared and submitted to the Bridge Division by the district provide the basis for preliminary bridge layouts and ultimately for the preparation of bridge plans by the Bridge Division. Care exercised during the gathering and preparation of bridge survey data will be reflected throughout the life of the proposed bridge. The hydraulic design of the bridge waterway opening for a stream crossing is almost entirely based upon bridge survey data gathered in the field or from aerial photographs. Bridge surveys for grade separations should accurately describe geometrics, grades and other pertinent features of the proposed improvement. When new grade separation structures are to be incorporated with existing facilities or when existing structures are to be widened or rehabilitated, the bridge survey should reflect geometrics and grades of existing facilities as they exist. Seldom are existing geometrics and grades the same as shown on original design plans.

Bridge survey data should include all information regarding the bridge site which will have a bearing on the bridge layout and design.

Consulting engineering firms retained by the department to prepare bridge layouts should contact the Bridge Division for additional requirements beyond those listed in this article.

==747.2.2 Bridge Survey Submittals==

===747.2.2.1 Bridge Survey Report===
All applicable portions of the Bridge Survey Report form are filled out by the district.

Crossings with small drainage areas should be evaluated by the district to determine if Bridge Division or the district is responsible for the design of the structure. See [https://epg.modot.org/index.php?title=750.7_Non-Hydraulic_Considerations#750.7.4.3_Summary_of_Responsibilities EPG 750.7.4.3 Summary of Responsibilities] for more details.

'''Page 1.''' Describe the location of the proposed bridge from features readily identified on maps such as towns or other state routes.

Provide data for the existing MoDOT bridge that is on or near the alignment of proposed bridge.

Complete the High Water Elevations at Proposed Bridge Site table using water elevations at survey centerline.

'''Page 2.''' Provide information on any improvements near the proposed bridge. Such improvements may include, but are not limited to, residences, businesses, other buildings and crop fields.

The data for Other Bridges need be completed when indicated on the Bridge Survey Location Request. The "Additional Remarks" space is used for general information relating to the crossing and is not restricted to remarks relating to the bridges.

Information on Page 2 is used as part of the hydraulic analysis of the crossing by the Bridge Division and should be carefully completed by the district. If the crossing is over an organized drainage district ditch or encroaches on Drainage District levees, provide the corporate name of the Drainage District.

'''Page 3.''' Photographs depicting the site conditions at the time of survey shall be provided.

'''Page 4.''' General Instructions for Bridge Surveys.

===747.2.2.2 Bridge Survey Sheets===
The following Bridge Survey Sheets are submitted when applicable (each sheet is to be submitted as a dgn file and also as a PDF):

:[[#747.2.3.2 Plan Sheets|Plan Sheet(s)]]
:[[#747.2.3.3 Typical Section Sheet|Typical Section Sheet(s)]]
:[[#747.2.3.4 Profile Sheet |Profile Sheet(s)]]
:[[#747.2.3.5 Valley/Channel Section Sheets|Valley/Channel Section Sheet(s)]]
:[[#747.2.3.6 Cross Section Sheet(s)|Cross Section Files/Sheet(s)]]

===747.2.2.3 Preliminary Geotechnical Report===
The preliminary geotechnical report provides critical information necessary for the proper layout of structures. The spill slope recommendation is needed to determine minimum structure length. The geological data provided is used to assess possible foundation types and subsurface problems thereby leading to a potentially more accurate preliminary cost estimate provided with the bridge memorandum.

===747.2.2.4 HEC-RAS GEO Files for Stream Crossings===
HEC-RAS GEO file contains geographic information that are imported into '''H'''ydrologic '''E'''ngineering '''C'''enter's - '''R'''iver '''A'''nalysis '''S'''ystem (HEC-RAS) to create the geometric portion of the hydraulic model. If survey data is provided for more than one stream, a GEO file is created for each stream. If additional sections or offset profiles are needed beyond what is available in the HEC-RAS Converter spreadsheet, create multiple GEO files using the same streambed profile.

The HEC-RAS Converter spreadsheet and it’s YouTube tutorial videos are available on the CADD Services web page at [https://www.modot.org/cadd-other-support-files-and-videos OpenRoads Designer Support → Bridge Survey Tools]. The GEO file(s) and the HEC-RAS Converter spreadsheet(s) are submitted with the Bridge Survey.

'''[https://epg.modot.org/index.php?title=238.3_Route_Surveying#238.3.36.1.3_Centerline_and_Offset_Profiles Centerline and Offset Profiles]''' - Profile chains created for use in the HEC-RAS Converter spreadsheet are created so that the stationing in the GEO file will run from left to right when looking downstream. Profile stationing for the GEO file starts at zero and may run the opposite direction of the roadway stationing.

'''[https://epg.modot.org/index.php?title=238.3_Route_Surveying#238.3.36.3.6_Streambed_Profiles Streambed Profile(s)]''' – Stationing for streambed profiles should begin at zero at the downstream end and increase going upstream.

'''[https://epg.modot.org/index.php?title=238.3_Route_Surveying#238.3.36.3.8_Valley_Sections Valley Sections]''' – Stationing for valley sections run from left to right looking downstream.

'''[https://epg.modot.org/index.php?title=238.3_Route_Surveying#238.3.36.3.9_Typical_Channel_Sections Typical Channel Sections]''' - Stationing for channel sections run from left to right looking downstream.

'''[https://epg.modot.org/index.php?title=238.3_Route_Surveying#238.3.36.3.10_Other_Bridges Other Bridges]''' - Stationing for sections at other bridges run from left to right looking downstream.

===747.2.2.5 Additional Information===
The following additional information is provided to aid the preliminary designer in the efficient and accurate layout of the structure:

:.dgn Reference Files
:Terrain Model Files
:GEOPAK Cross Section Files
:Bridge Survey Checklist
:Photos

===747.2.2.6 Bridge Survey Submittal Process===

====747.2.2.6.1 Submitting the Bridge Survey====
The completed bridge survey report including all applicable files and reports listed in EPG 747.2.2 Bridge Survey Submittals
is submitted to the Bridge Division Bridge Survey Processor through ProjectWise. Once all the bridge survey documents are available in ProjectWise send an email to the Bridge Survey Processor indicating that the bridge survey is being submitted and providing a link to the bridge survey documents in ProjectWise.

====747.2.2.6.2 ProjectWise====
To submit the Bridge Survey, create a new folder named Bridge Survey Plans in the Roadway folder, under the appropriate job number in ProjectWise.

[[image:747.2.2.6.2-01.png|center]]

When there are multiple bridges, walls, or culverts in a Job number, create an additional folder for each location within the Bridge Survey Plans folder. The route and feature crossed may be used to designate the location (for example, B over Turkey Creek, 67 NB over 60, MSE Wall 67 along 60). Existing bridge numbers may be used for bridge replacement and rehabilitations.

Once the folders have been created, copy and paste the Bridge Survey documents into the appropriate folder(s). Be sure to include all reference files associated with the MicroStation .dgn files.

====747.2.2.6.3 Creating a Link====
To create a link, open the ProjectWise folder, click in the address bar to highlight the contents, and then right click and select copy from the dropdown menu. Right or left click in the body of the email and click on the paste icon.

[[image:747.2.2.6.3-01.png|center]]

====747.2.2.6.4 Revising Bridge Surveys====

=====747.2.2.6.4.1 Naming Revised Documents=====
To prevent confusing revised documents with the original documents or previous revisions add the suffix "Rev" with the revision number to the file name (for example, '''001_jobnumber_brplanRev1.dgn''').

Subsequent revisions, if required, would be '''001_jobnumber_brplanRev2.dgn, 001_jobnumber_brplanRev3.dgn''', etc.

=====747.2.2.6.4.2 Submitting Revised Documents=====
To submit revised Bridge Survey documents, create a new folder named Revisions-“todays date” (yymmdd) (for example, Revisions-230622) in the appropriate Bridge Survey folder or location folder and, copy the revised documents into the folder. Be sure to include all reference files associated with the MicroStation .dgn files.

If additional revisions are required, create a new folder using the current date for each revision to prevent confusion.

[[image:747.1.2.6.4.2-01.png|center]]

E-mail the Bridge Survey Processor with a link to the appropriate folder and indicate that a revision to the bridge survey has been made.

====747.2.2.6.5 Bridge Survey Submittal Timeline====
Submit Bridge Surveys at least 12 months prior to the Plans Completion Date (PCD) for nonseismic bridges to allow adequate time for preliminary and structural design. See [https://epg.modot.org/index.php?title=751.1_Preliminary_Design#751.1.1.5_New_Regular_Bridge_Design_Schedule_.28Nonseismic.29_.28Nonrailway_Crossing.29 EPG 751.1.1.5 Routine New Bridge Design Schedule] for additional details. Seismic bridges may require as much as 24 months for structural design; consult the Structural Liaison Engineer for an estimate of when Bridge Survey should be submitted.

==747.2.3 Bridge Survey Sheet Data==

===747.2.3.1 Common Data (All Bridge Survey Sheets)===
====747.2.3.1.1 Title Block ====
Care should be taken to fill out the Title Block thoroughly and completely. For new construction, the new bridge number will not be known at time of Bridge Survey submittal.

The station to be used is the station along the project roadway at the intersection of the project roadway and the roadway below/above or the center of the stream below.

====747.2.3.1.2 Other Information====
Consistent uniform sheet numbering and naming practices allows for quick sheet identification thereby improving the efficiency of the work flow process.

To clarify how many bridge survey sheets there are and to differentiate them from the reference files, name Bridge Survey sheets using the following format:

:'''001_Jobnumber_description.dgn
:'''002_Jobnumber_description.dgn
:'''003_Jobnumber_description.dgn'''

===747.2.3.2 Plan Sheets===
====747.2.3.2.1 General Information for All Plan Sheets ====
The Plan Sheet is used to show a plan view of the proposed structure.

'''Guidance about the additional requirements for [[#747.2.3.2.2 Additional Information for Stream Crossings|Stream Crossings]], [[#747.2.3.2.3 Additional Information for Grade Separations|Grade Separations]], [[#747.2.3.2.4 Additional Information for Railroad Crossings|Railroad Crossings]] and [[#747.2.3.2.5 Additional Information for Retaining Walls|Retaining Walls]] is available. '''

The following items are included as general information for all Plan Sheets:

'''North Arrow''' - A north arrow shall be prominently placed on Plan Sheet.

'''Title''' - “PLAN” shall be placed at the top center of the sheet.

'''Scale''' - The preferred scale for plan sheets is 1" = 100'. Where the extent of the area is such that the entire area cannot be shown on one sheet at this scale, a scale of 1" = 200' may be used, or additional sheets with match lines as required may be used. For further clarity, a larger scale may be used as long as all pertinent information fits on the Plan Sheet.

'''Visual Scale''' - A scale bar showing the full length of the scale, plus ½ and ¼ lengths of the scale used on the sheet, or a scale note shall be prominently displayed on Plan Sheets.

'''Stationing''' - Stationing shall be shown with stations increasing from left to right.

'''Roadway Location Details''' - Show location of existing and proposed roadways with stationing, labeling, bearings and dimensions. Center details on Plan Sheet as much as possible.

'''Horizontal Curve Data''' – If applicable, the horizontal curve data shall be given.

'''Structure Locations''' - Show location of existing bridge with general dimensions and stationing. Show location of proposed bridge.

'''Four Section Index''' - Provide small four section index map showing approximate course of streams and location of roads and bridges.

'''Bench Marks''' – See [[238.3 Route Surveying#238.3.36.1 General Bridge Survey Information|EPG 238.3.36.1.1 Benchmarks]]. Provide location, elevation and description of two permanent bench marks. These may be moved to the Typical Section Sheet if room is needed on the Plan Sheet.

'''Coordinate System''' – See [https://epg.modot.org/index.php?title=238.1_Aerial_Mapping_and_LiDAR_Surveys#238.1.4.2_Coordinate_System EPG 238.1.4.2 Coordinate System]. Provide the coordinate system (NAD83) used for the project. This may be moved to the Typical Section Sheet if room is needed on the Plan Sheet.

'''Zone''' - Provide the zone (East, Central or West) for the project location. This may be moved to the Typical Section Sheet if room is needed on the Plan Sheet.

'''Vertical Datum''' – See [https://epg.modot.org/index.php?title=238.1_Aerial_Mapping_and_LiDAR_Surveys#238.1.4.3_Vertical_Datum EPG 238.1.4.3 Vertical Datum]. Provide the survey datum used for the survey (for example, NAVD 88) and any datum shift information should be provided here as well (for example, NAVD 88 = NGVD 29 + 1.23’). This may be moved to the Typical Section Sheet if room is needed on the Plan Sheet.

'''Projection Factor''' – [https://epg.modot.org/index.php?title=238.1_Aerial_Mapping_and_LiDAR_Surveys#238.1.4.4_Projection_Factor See EPG 238.1.4.4 Projection Factor]. Provide the projection factor for the project location. This may be moved to the Typical Section Sheet if room is needed on the Plan Sheet.

'''Existing and Proposed Incidental Features''' - Buildings, fences, drainage features, temporary bypasses and other improvements within the extents of the survey (see [https://epg.modot.org/index.php?title=238.3_Route_Surveying#238.3.28_Man-made_features EPG 238.3.28, Man-made Features]) should be shown on the Plan Sheet. Show all utilities (see [https://epg.modot.org/index.php?title=238.3_Route_Surveying#238.3.29_Utilities EPG 238.3.29 Utilities]) overhead and underground and note utilities to be placed on bridge, if any. Include location, size and flow line elevations of storm water drainage structures.

'''Boundaries''' - Show existing and tentative right of way and easements on Plan Sheet.

'''Public Land Survey Lines''' - Include labeled section, township and range lines when applicable.

'''Contour Lines''' – Contour lines shall be provided to the limits and intervals given in [[238.3 Route Surveying#238.3.36.3.5 Extent of contours|EPG 238.3.36.3.5 Extent of Contours]] and [[238.3 Route Surveying#238.3.36.2 Grade Separation|EPG 238.3.36.2 Grade Separation]]. Contours at 10 ft. intervals shall be shown using a heavier line.

'''Tie Station''' – The intersecting stations and skew angle for all streams, routes, railroad lines and retaining walls are to be clearly labeled where applicable.

====747.2.3.2.2 Additional Information for Stream Crossings ====
'''For information required for all plan sheets see [[#747.2.3.2.1 General Information for All Plan Sheets|EPG 747.2.3.2.1 General Information for All Plan Sheets]].'''

The plan sheet for stream crossing projects is used to show the alignment of the stream in reference to the alignment of the roadway. The information provided on this drawing is used in the hydraulic analysis for the project vicinity during flood events. The accuracy of the hydraulic analysis, the hydraulic performance of the new bridge structure during a flood event, and the determination of possible flooding effects on properties in the vicinity are all highly dependent upon the detail and accuracy provided in this drawing.

'''Roadway Design Frequency''' – The design flood frequency for the roadway design, see [[748.2 Roadway Design Criteria|EPG 748.2 Roadway Design Criteria]].

'''Plan Extents''' - Plan sheet(s) shall show all valley sections and have the course of the stream plotted sufficiently to at least the limits of the valley sections. In some cases an additional plan sheet showing details in the vicinity of the bridge may be required.

'''Contour Lines''' - When provided in the survey data, topographic contour lines in the project vicinity, affected during flood conditions, extending at least 1,000 ft. up and down the valley from the proposed crossing are provided. Bridge Division evaluates all of the topographic elevation information in the project vicinity to aid in the development of the hydraulic analysis. Although the Valley Sections described below provide detail of the groundline information at certain locations, it is sometimes necessary for the hydraulic designer to be able to accurately develop additional valley sections based on the extent of the topographic contour lines provided on this plan sheet. As a result, the topographic contour lines should be provided to an elevation 5 ft. above the extreme high water elevation.

'''Stream Meander''' - An accurate depiction of the meander of the stream, as obtained from a survey is shown to the limits of the valley sections, but not less than a distance 500 ft. upstream and downstream of the crossing. The accurate plan view representation of the stream layout is critical to the hydraulic analysis software used in the design. Where the stream has a benched bank, use a solid line for the high bank and a dashed line for the low bank. See [[238.3 Route Surveying#238.3.36.3.4 Stream Meanders|EPG 238.3.36.3.4 Stream Meanders]] for additional information.

'''Flow Direction''' - The direction of stream flow.

'''Channel Changes''' - The location and alignment of past or proposed channel changes in the project vicinity. If a proposed channel change is to occur, the drawing should give reference to a typical proposed channel section(s) that is shown on the [[#747.2.3.5 Valley/Channel Section Sheets|Valley/Channel Section Sheets]] or the [[#747.2.3.6 Cross Section Sheet(s)|Cross Section Sheet(s)]].

'''Channel and Overbank Features''' - Location and description of any features above and below the crossing which could affect the course of the stream or the layout of the bridge (e.g., rock outcropping, dam, head cut).

'''Labeling''' - Name of the stream, stating whether it is a river, creek, drainage ditch, ravine, dry run, etc.

'''Valley Sections''' - Locations of surveyed Valley Sections, including stationing.

:'''Valley Section Location''' - The location of the valley sections should be located accurately on the plan sheet, including the distance upstream or downstream of the roadway centerline as measured along the centerline of the stream; as well as an orientation and skew of the section line to the stream. The valley section lines should also be located in the plan view by offset distances and angles from tie points on the roadway.

:'''Valley Section Stationing''' - Stationing marks should be indicated on the valley section lines, and confirmed with the cross section data to ensure that the centerline of the channel is located at the proper station. It is important that the orientation of the valley section when input into the hydraulic analysis software be “facing downstream”. Because of this need, the valley section should be stationed so that the completed cross section will represent the viewer facing in the downstream direction.

'''Typical Channel Sections''' - When channel sections are provided in the survey data, location and stationing of the channel sections shall be the same as for valley sections.

'''Erosion''' - Identified areas of bank deterioration and erosion within 1000 ft. of the crossing should be indicated on the plan sheet and supplemented with photographs, if possible. This will help to determine the degree of further investigation needed.

====747.2.3.2.3 Additional Information for Grade Separations====
'''For information required for all plan sheets see EPG 747.2.3.2.1 General Information Required for all Plan Sheets.'''

Many of the criteria and principles pertaining to the layout of stream crossing bridges are also applicable to grade separation bridges.

Bridge length and substructure locations are usually controlled by horizontal and vertical geometrics. Vertical and Horizontal Clearance requirements are given in [https://epg.modot.org/index.php?title=751.1_Preliminary_Design#751.1.2.6.1_Grade_Separations EPG 751.1.2.6.1 Grade Separations].

For structures spanning freeway type facilities, two-span bridges with MSE walls in front of the end bents are commonly used if the required span length is not excessive.

'''Under Route Stationing''' - The stationing along the routes under the bridge are to be shown in enough detail to determine the direction of stationing and the location of stationing baseline (i.e., centerline roadway, median edge of pavement, centerline median, etc.).

'''Labeling''' - The under routes are to be clearly labeled with the name of the route and direction of traffic, (for example, Route 50, SBL, NBL, Ramp 1, North Outer Road, etc.).

'''Drainage Features''' - All roadway drainage features both existing and proposed are to be clearly identified and labeled.

'''Ramps''' - Information for all ramps shall include: tie station, location of stationing baseline, enough stationing to determine direction of stationing and horizontal alignment.

'''Outer Roads''' - Information for all outer roads shall include: tie station, location of stationing baseline, enough stationing to determine direction of stationing and horizontal alignment.

====747.2.3.2.4 Additional Information for Railroad Crossings ====
'''For information required for all plan sheets see [[#747.2.3.2.1 General Information for All Plan Sheets|EPG 747.2.3.2.1 General Information for All Plan Sheets]].'''

'''Information for Grade Separations in EPG 747.2.3.2.3 shall be provided in addition to the following data:'''

'''Stationing''' - The stationing along the railroad lines under the bridge is to be shown in enough detail to determine the direction of stationing.

'''Milepost''' - Railroad milepost at intersection shall be labeled.

'''Horizontal Curve Data''' - If applicable, the horizontal curve data for all railroad lines shall be given.

'''Cross Sections''' - The location of required cross sections shall be shown and clearly labeled as to identify the direction of stationing. See [[#747.2.3.6 Cross Section Sheet(s)|EPG 747.2.3.6 Cross Section Sheet(s)]].

====747.2.3.2.5 Additional Information for Retaining Walls====
'''For information required for all plan sheets see [[#747.2.3.2.1 General Information for All Plan Sheets|EPG 747.2.3.2.1 General Information for All Plan Sheets]].'''

'''Location''' - The retaining wall shall be shown at the proposed location. The baseline for the wall shall be clearly labeled.

'''Tie Points and Offset Dimensions''' - Station and offset dimension ties are to be given at the ends of the wall and any breakpoints (change in direction/alignment) in the wall. Offset dimensions are to be shown to the critical wall location; front face of the wall if the under route offset is critical and fill face of wall if the over route offset is critical.

'''Horizontal Alignment''' - Provide proposed horizontal alignment of the wall. Provide horizontal curve data if the wall is not parallel to the centerline roadway.

===747.2.3.3 Typical Section Sheet===

====747.2.3.3.1 Typical Sections (Roadways, Ramps, Bypasses)====
Typical sections provide a multitude of valuable information necessary for the proper layout of structures. Typical sections, for existing and proposed roadways, should be provided for the main line route, all under routes, all ramps and outer roads in the near vicinity of the proposed structure that may affect or be affected by the construction of the structure.

'''Scale''' - Typical sections should be placed on the sheet using a scale that allows easy legibility and arranged in such a manner to provide distinction between the sections.

'''Labeling''' - The title under each section should include the name of the roadway, ramp, etc. and the station limits for which the section is valid.

'''Profile Grade Location''' - The location of the profile grade shall be clearly identified.

'''Cross Slope''' - The cross slope and/or superelevation of each lane and shoulder shall be shown with an arrow indicating the direction of slope. Inclination of side slope(s) shall also be shown.

'''Dimensioning''' - Dimensions shall be provided for all lane widths, shoulder widths, multi-use paths/sidewalks, median widths, side slopes and ditch widths.

'''Clear Zone''' - The clear zone shall be shown by dimensioning from the edge of travelway and clearly labeled as such.

'''Guardrail, Barrier Curb and Fence''' - The locations of any guardrail, barrier curb and/or fence either existing or proposed shall be shown along with dimension to edge of travelway, roadway or shoulder.

====747.2.3.3.2 Design Traffic (Construction Year and Design Year)====
Traffic information is typically provided for the route on which the structure is to be built. It is generally not necessary to provide traffic data for ramps and outer roads.

'''Traffic Data''' - Design year traffic and construction year traffic in the form of ADT and AADT with the percentage of traffic attributed to trucks and the design speed shall be placed on the sheet near the section to which the data pertains.

'''Traffic Handling''' - If provision is to be made for handling traffic in the immediate vicinity of the structure that will affect the structure in any way, a recommendation for the location of a bypass, and/or staging of construction are included.

====747.2.3.3.3 Other Information ====
The typical section sheet can serve as a location for several other pieces of information.

'''Survey Points and Datum''' - Survey control points, reference points, benchmarks, and survey datum are placed at any convenient location on the typical section sheet.

'''Superelevation Data''' - The superelevation transition data table (i.e., shape file) should be shown if applicable.

===747.2.3.4 Profile Sheets===

====747.2.3.4.1 General Information for Three Line Profile Sheets====
'''Guidance about the additional requirements for [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1.1_Additional_Information_for_Stream_Crossings|Stream Crossings]], [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1.2_Additional_Information_for_Grade_Separations|Grade Separations]], [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1.3_Additional_Information_for_Railroad_Crossings|Railroad Crossings]] and [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1.5_Additional_Information_for_Retaining_Walls|Retaining Walls]] is available.'''

The three lines of ground profiles plus the proposed profile grade provide critical information used in the layout of structures. The profiles aid in determining the length of structure, allowable substructure location, span lengths, superstructure type, superstructure depth and verification of the proposed profile grade. This information is used in conjunction with the freeboard or minimum vertical clearance requirements.

'''Existing Profiles''' - See [[238.3 Route Surveying#238.3.36.1.3 Centerline and Offset Profiles|EPG 238.3.36.1.3 Centerline and Offset Profiles]]. Three existing ground profiles are to be shown parallel to the roadway. One profile is taken at the centerline of the roadway and the other two beyond the outer extents of the proposed roadway fill on either side. For bridge replacements, the left and right profiles should be taken outside of any existing roadway fill, roadway ditches and/or drainage tributaries. For extents of profiles see [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1.1_Additional_Information_for_Stream_Crossings|Additional Information for Stream Crossings]] and [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1.2_Additional_Information_for_Grade_Separations|Grade Crossings]] below.

'''Tentative Proposed Centerline Profile''' - The tentative proposed centerline profile is provided as a starting point for the bridge preliminary design. To provide the most economical project that meets vertical clearance or freeboard requirements, changes to the tentative proposed centerline profile may be necessary. Bridge Division will collaborate with the district to determine the final proposed centerline profile.

Additional information for tentative proposed centerline profiles:
:* To facilitate drainage of the bridge deck, an on grade or crest vertical curve profile is preferred.
:* Superelevation transitions that extend onto the bridge deck should be avoided if possible.
:* Truss bridge replacements usually require a substantial increase in the profile grade due to the shallow superstructure height of trusses.

'''Profile Key''' - The profile key indicates the line style, color and descriptive label (e.g., Centerline, 40’ Left, etc.) for each of the profile lines.

'''Scale''' - The preferred scale of the three line profile sheet(s) is 1” = 10’ for elevations and stationing. The scale used is noted on the profile sheet; if multiple profiles are shown on the same sheet, a scale note is provided for each profile. (Note: The Three Line Profile sheet(s) in MicroStation are used to develop a scaled drawing of the bridge, therefore, the Three Line Profile sheet(s) in MicroStation are drawn at the scale shown on the three line profile sheet(s).)

'''Vertical Curve Data''' - The vertical profile grade line for the proposed and existing roadways are shown with the vertical curve data and the V.P.C., V.P.I. and V.P.T. labeled to the limits of the profile.

'''Grades''' - Provide grades to the limits of both the proposed and existing centerline profiles.

'''Grid Labeling and Profile Alignment''' - Gridlines are labeled every 10 ft. in elevation and every 50 ft. in stationing. Profiles are aligned to the gridlines so that the station labels are provided at X+50 and X+00 stations and the elevation labels are shown to the tenth place (i.e., 740).

=====747.2.3.4.1.1 Additional Information for Stream Crossings=====
For information required for Three Line Profile Sheets, see [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1_General_Information_for_Three_Line_Profile_Sheets|EPG 747.2.3.4.1 General Information for Three Line Profile Sheets]].

'''Profile Extents''' - Three line profiles extend sufficiently beyond the limits of the proposed structure to allow a full profile of the structure to be added.

Water surface elevations are shown on the plot of the three line profile.

'''Extreme High Water Elevation''' - The extreme high water elevation at the immediate site of the stream crossing and at valley sections when available, as ascertained per [[238.3 Route Surveying#238.3.36.3.11 Extreme High Water Elevation|EPG 238.3.36.3.11 Extreme High Water Elevation]].

'''Ordinary High Water Mark Elevation''' - The ordinary high water mark elevation at the immediate site of the stream crossing as ascertained per [[238.3 Route Surveying#238.3.36.3.12 Ordinary High Water Mark|EPG 238.3.36.3.12 Ordinary High Water Mark]].

'''Low Water Elevation''' - The low water elevation at the immediate site of the stream crossing as ascertained per [[238.3 Route Surveying#238.3.36.3.13 Low Water Elevation|EPG 238.3.36.3.13 Low Water Elevation]].

=====747.2.3.4.1.2 Additional Information for Grade Separations=====
For information required for Three Line Profile Sheets, see [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1_General_Information_for_Three_Line_Profile_Sheets|EPG 747.2.3.4.1 General Information for Three Line Profile Sheets]].

'''Profile Extents''' - Three line profiles extend sufficiently beyond the limits of the proposed structure to allow a full profile of the structure to be added.

'''Over-Route Profile''' - All profile lines should show the proposed and/or existing roadway(s) under the structure including pavement, ditches, slopes, etc.

'''New or Altered Under-Route Profile''' - If the roadway under the proposed structure is also new or will have the grade(s) changed (to be constructed with the structure or in the future) then a vertical profile of the under route shall be provided for a distance of at least 100 ft. on either side of the proposed structure.

The vertical profile grade line for the proposed roadway is shown with the vertical curve data and the V.P.C., V.P.I. and V.P.T. labeled to the limits of the profile.

Grades for both the existing and proposed profiles to the limit of the profiles are also provided. Superstructure depth requirements are used along with the Minimum Vertical Clearances Table to establish the relation of the grades at the intersection where minimum clearances control. For vertical clearance requirements see [[751.1_Preliminary_Design#751.1.2.6_Vertical_and_Horizontal_Clearances|EPG 751.1.2.6 Vertical and Horizontal Clearance]]. Refer to [[131.1_Design_Exception_Process#131.1.7_Deficient_Vertical_Clearances_on_Interstates|EPG 131.1.7 Deficient Vertical Clearances on Interstates]] for information about coordinating minimum vertical clearance for grade separation structures with the Defense Department.

'''Existing Under-Route Profile''' - If the roadway under the proposed structure is existing, then the profile of the existing road shall be provided in the form of field shots every 10 ft. along the edges of shoulder, edges of pavement, and centerline of roadway for a distance of at least 100 ft. on either side of the structure. Cross sections may be provided in lieu of the profile sheet, see [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1.2_Additional_Information_for_Grade_Separations|EPG 747.2.3.6.2 Additional Information for Grade Separations]] for details.

Superstructure depth requirements are used along with the Minimum Vertical Clearances Table to establish the relation of the grades at the intersection where minimum clearances control. For vertical clearance requirements see [[751.1_Preliminary_Design#751.1.2.6_Vertical_and_Horizontal_Clearances|EPG 751.1.2.6 Vertical and Horizontal Clearance]]. Refer to [[131.1_Design_Exception_Process#131.1.7_Deficient_Vertical_Clearances_on_Interstates|EPG 131.1.7 Deficient Vertical Clearances on Interstates]] for information about coordinating minimum vertical clearance for grade separation structures with the Defense Department.

=====747.2.3.4.1.3 Additional Information for Railroad Crossings=====
For information required for Three Line Profile Sheets, see [[Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1_General_Information_for_Three_Line_Profile_Sheets|EPG 747.2.3.4.1 General Information for Three Line Profile Sheets]].

Information for Grade Separations in [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1.2_Additional_Information_for_Grade_Separations|EPG 747.2.3.4.1.2]] shall be provided, when applicable, in addition to the following data:

'''Over-Route Profile''' - All profile lines should show the rails under the structure along with any ditches and spill slopes.

'''Rail Survey''' - Field shots of the rails shall be provided on increments of 25 ft. extending 500 ft. and then on increments of 50 ft. for an additional 500 ft. (1,000 ft. total per side) on each side of the structure. These field shots may be provided in the form of a rail profile sheet, cross sections of the rails or in tabular form.

=====747.2.3.4.1.4 Additional Information for Bridge Widening=====
Bridge Widening Profiles - For a bridge widening, in addition to the three line profile and contracted profile, field shots are taken every 10 ft. along the gutter lines and centerline of the structure and reported on a profile sheet with the station and elevation of each location labeled.

=====747.2.3.4.1.5 Additional Information for Retaining Walls=====
For information required for Three Line Profile Sheets, see [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1_General_Information_for_Three_Line_Profile_Sheets|EPG 747.2.3.4.1 General Information for Three Line Profile Sheets]].

'''Location of Wall''' - When a retaining wall is to be used under a proposed bridge, a vertical line showing the proposed placement of the front face of the wall at the bridge centerline is to be shown on the profile.

'''Ground Lines''' - The existing and proposed ground lines along the front face of the proposed wall are provided as a developed elevation profile.

====747.2.3.4.2 Contracted Profile Sheet====
A contracted profile provides a greater extent of the profiles on a single plan sheet, and is provided for stream crossing to capture the centerline and offset profiles for the full extent of the floodplain.

'''Existing Profiles''' – See [[238.3_Route_Surveying#238.3.36.1.3_Centerline_and_Offset_Profiles|EPG 238.3.36.1.3 Centerline and Offset Profiles]]. Three existing ground profiles are to be shown parallel to the roadway unless the Bridge Location Request provides additional guidance. One profile is taken at the centerline of the roadway and the other two beyond the outer extents of the proposed roadway fill on either side. For bridge replacements, the left and right profiles should be taken outside of any existing roadway fill, roadway ditches and/or drainage tributaries. For extents of profiles see [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1.1_Additional_Information_for_Stream_Crossings|Additional Information for Stream Crossings]] and [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1.2_Additional_Information_for_Grade_Separations|Grade Crossings]].

'''Tentative Proposed Centerline Profile''' - The tentative proposed centerline profile is provided as a starting point for the bridge preliminary design. To provide the most economical project that meets vertical clearance or freeboard requirements, changes to the tentative proposed centerline profile may be necessary. Bridge Division will collaborate with the district to determine the final proposed centerline profile.

Additional information for tentative proposed centerline profiles:
:* To facilitate drainage of the bridge deck, an on grade or crest vertical curve profile is preferred.
:* Superelevation transitions that extend onto the bridge deck should be avoided if possible.
:* Truss bridge replacements usually require a substantial increase in the profile grade due to the shallow superstructure height of trusses.
:* The tentative proposed centerline profile is provided to the same extents as the existing centerline profile or to the point where the two profiles merge.

'''Profile Key''' - The profile key indicates the line style, color and descriptive label (e.g., Centerline, 40’ Left, etc.) for each of the profile lines.

'''Scale''' - The preferred scale for the contracted profile is 1”=100’ horizontal and 1”=10’ vertical. The scale used is noted on the profile sheet; if multiple profiles are shown on the same sheet, a scale note is provided for each profile.

'''Vertical Curve Data''' - The vertical profile grade line for the proposed and existing roadways are shown with the vertical curve data and the V.P.C., V.P.I. and V.P.T. labeled to the limits of the profile.

'''Grades''' - Provide grades to the limits of both the proposed and existing centerline profiles.

'''Grid Labeling and Profile Alignment''' - Gridlines are labeled every 10 ft. in elevation and every 100 ft. in stationing. Profiles are aligned to the gridlines so that the station labels are provided at X+00 stations and the elevation labels are shown to the tenth place (e.g., 740).

===747.2.3.5 Valley/Channel Section Sheets===

'''General Information for all Valley/Channel Section Sheets'''

The preparers of the Bridge Survey drawings and report are referred to [[238.3 Route Surveying#238.3.36.3 Stream Crossings|EPG 238.3.36.3 Stream Crossings]] for more supportive information and general requirements, and to [[238.3 Route Surveying#238.3.36.3.8 Valley Sections|EPG 238.3.36.3.8 Valley Sections]] and [[238.3 Route Surveying#238.3.36.3.9 Typical Channel Sections|EPG 238.3.36.3.9 Typical Channel Sections]] for detailed critical information regarding this information. The following items in particular should be identified in the Bridge Survey drawings that provide the surveyed valley and channel cross sections:

'''Scale''' - The preferred scale for Valley Sections, Channel Sections and Streambed Profiles is 1” = 100’ Horizontal and 1” = 10’ Vertical. The scale used is noted on the section or profile sheet; if multiple sections or profiles are shown on the same sheet, a scale note is provided for each section/profile.

'''Extreme High Water Elevation''' - The extreme high water elevation(s) as ascertained per [[238.3 Route Surveying#238.3.36.3.11 Extreme High Water Elevation|EPG 238.3.36.3.11 Extreme High Water Elevation]] should be shown on all valley sections if available from survey data, historic data or other sources.

'''Distance Upstream or Downstream''' - The distance to each Valley or Channel section should be measured along the thalweg to provide an accurate distance from centerline of the proposed crossing. This distance is provided with the valley/channel section title.

'''Grid Labeling and Orientation''' - Gridlines are labeled every 10 ft. in elevation and every 100 ft. in stationing. Sections are aligned to the gridlines so that the station labels are provided at X+00 stations and the elevation labels are shown to the tenth place (e.g., 740). Additionally, valley and typical channel sections should be plotted on the drawing so that it is viewed in the downstream direction, with the stationing starting at zero to the left.

'''Section Labeling''' – Valley and channel sections should be labeled in sequential order starting with number one at the upstream end, and include the distance from the centerline of the crossing (e.g., Valley Section 1, 1150’ Upstream, Typical Channel Section 2, 320’ Downstream).

'''Streambed Profile''' - The streambed profile is provided to the extents of the survey data. For details on stationing and profile length, see [[238.3 Route Surveying#238.3.36.3.6 Streambed Profiles|EPG 238.3.36.3.6 Streambed Profiles]].

'''Data Review''' – The elevation of the low point of the valley and typical channel sections should be compared to the corresponding location on the streambed profile. Large discrepancies in these elevations should be investigated and corrected prior to submission of the Bridge Survey.

===747.2.3.6 Cross Section Sheet(s)===

====747.2.3.6.1 General Information for all Cross Section Sheets ====

Cross sections are required for railroad crossings and retaining walls, and may be provided as a substitute for profiles for existing under routes.

'''Additional requirements for [[#747.2.3.6.2 Additional Information for Grade Separations|Grade Separations]], [[#747.2.3.6.3 Additional Information for Railroad Crossings|Railroad Crossings]] and [[#747.2.3.6.4 Additional Information for Retaining Walls|Retaining Walls]] are available. '''

'''Cross Section File''' - A GEOPAK cross section file(s) is provided whenever cross sections are required.

'''Scale''' - The preferred scale of the cross sections is 1” = 10’ horizontal and vertical. The scale used is noted on the cross section sheet; if multiple sections are shown on the same sheet, a scale note is provided for each section.

'''Legend''' - The legend of each cross section shall include the station at which the cross section is taken and a base elevation line.

'''Cross Section Sheets File(s)''' - A cross section sheet(s) corresponding to the GEOPAK cross section file shall also be submitted.

'''Ground lines''' - All cross sections are to include both existing and proposed ground lines.

====747.2.3.6.2 Additional Information for Grade Separations====
'''For information required for all Cross Section Sheets, see EPG 747.2.3.6.1 General Information for all Cross Section Sheets.'''

'''Profile Sheet Substitution''' - In the place of an existing under route profile sheet ([[#747.2.3.4.1.2 Additional Information for Grade Separations|EPG 747.2.3.4.1.2 Additional Information for Grade Separations]]), a cross section file containing cross sections taken every 10 ft. for at least 100 ft. in both directions from the centerline of the structure may be submitted. The elevation of pavement centerline, pavement edges and shoulder edges shall be shown.

'''Drainage Features''' - Drainage features shall be shown.

====747.2.3.6.3 Additional Information for Railroad Crossings====
'''For information required for all Cross Section Sheets, see [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.6.1_General_Information_for_all_Cross_Section_Sheets|EPG 747.2.3.6.1 General Information for all Cross Section Sheets]].'''

'''Information for Grade Crossings in [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.6.2_Additional_Information_for_Grade_Separations|EPG 747.2.3.6.2]] shall be provided in addition to the following:'''

'''Cross Sections''' - Three cross sections are taken perpendicular to the tracks. One cross section is taken just before the structure, one at the centerline intersection with the structure, and one just after the structure. These cross sections are required by the railroad company to provide the perspective of a train passing through the crossing. The railroad rail bed, rails, ditches and elevation of rails shall be shown. Cross sections shall extend at least 15 ft. on either side of the centerline of the exterior tracks. See [[231.8 Bridge Width|EPG 231.8 Bridge Width]] and [[751.1_Preliminary_Design#751.1.2.6_Vertical_and_Horizontal_Clearances|EPG 751.2.6 Vertical and Horizontal Clearances]].

'''Rail Survey Profile Substitution''' - In lieu of the [[:Category:747_Bridge_Reports_and_Layouts#747.2.3.4.1.3_Additional_Information_for_Railroad_Crossings|rail survey profiles]], cross-sections may be obtained at intervals not exceeding 25 ft. along the railroad for a distance of 500 ft., and then at intervals not exceeding 50 ft. for an additional 500 ft. (1,000 ft. total per direction) in each direction from the centerline of the structure. Cross-sections are to include rails, rail elevations, railbed, railroad drainage features, ditches and existing and proposed ground lines.

====747.2.3.6.4 Additional Information for Retaining Walls ====
'''For information required for all Cross Section Sheets, see [[#747.2.3.6.1 General Information for all Cross Section Sheets|EPG 747.2.3.6.1 General Information for all Cross Section Sheets]].'''

'''Cross Section Locations''' - Cross sections shall be taken at 10 ft. intervals perpendicular to the face of the wall starting approximately 25 ft. before the beginning of the wall and continuing for approximately 25 ft. beyond the end of the wall. The cross sections shall include wall location and the existing and proposed ground lines and roadway elements.

==747.2.4 Aerial Imagery Overlay Procedure==

===747.2.4.1 Purpose===

This procedure is a quick and comprehensive design tool that can be made part of the Bridge Survey submittal package at the consensual agreement of those involved with incorporating and utilizing it on a project-by-project basis. Therefore, use of this procedure is not required but should be considered as subject to core team discussion prior to submittal of surveys to determine level of interest on the part of both the district Design divisions and Bridge Division. It is important that any imagery attached to a MicroStation file have the capability of being preferentially turned off at the discretion of the designer(s).

This procedure can provide a more complete representation of the land use around a bridge that is not included in the typical survey information. It can also be used to generate a more accurate hydraulic model. As a time savings tool, the procedure and options provided can reduce guesswork and lengthy preliminary layout and design investigations while visually enhancing unusual terrestrial features combined with complex roadway geometry through the utilization of photogrammetric data.

===747.2.4.2 Guidance===

The economical design of a stream-crossing bridge that satisfies flooding design requirements relies on the extent of the information provided in the Bridge Survey Report drawings that identify the unique nature of the stream, the stream valley and the natural and manmade features that exist within the portion of that valley that is affected by potential flooding.

As a result, an aerial view that shows details of ground cover, structures and public and private improvements for the entire extents of the plat sheet coverage is a very valuable tool that can accurately tie data used for the hydraulic design of the bridge to the specific locations of the physical features that exist in the field near the project.

For situations where accurate and extensive topographic information upstream and downstream of the bridge (as described in [[#747.2.3.4.3 Additional Information for Stream Crossings|EPG 747.2.3.4.3 Additional Information for Stream Crossings]] and [https://epg.modot.org/index.php?title=750.3_Bridges#750.3.2.2_Data_Collection EPG 750.3.2.2 Data Collection]) may not be readily available, an aerial view layer in the MicroStation Bridge Survey plan drawing that is of the same scale as the roadway drawing can be used to support design assumptions, and to better identify the best locations for additional survey data or field investigation, when needed.

For any bridge project, the ability of the designer to use MicroStation’s measuring tools with combined aerial photography and roadway and bridge design geometry supports production of effective and economical design.

Latest mapping should be used with filename and date recorded on/with the image for future reference and historical purposes, or at least noted in the correspondence.

===747.2.4.3 Instructions for Importing Aerial Imagery into MicroStation===

CADD Support Services has provided valuable information on many different procedures related to attaching imagery to a MicroStation file or converting MicroStation geometry to a format that can be viewed inside Google Earth. As technology improves, CADD Support Services will continue to update this information along with any other CADD related items on the CADD Services Support site and have the most up-to-date processes for our MoDOT users. [http://design.modot.mo.gov/CADD/training.html CADD Services training page – Power Geopak - Microstation for Design (see Chapter 16)] contains documentation and videos on the procedures to import aerial imagery into Microstation.

'''Option 1, Using Web Map Server Imagery '''

:Geographic Coordinate System & Google Earth Tools
:Utilizing Web Map Server Imagery

::CADD Support has provided links to available web map servers that contain aerial and quad imagery that can be utilized inside a MicroStation file. The web map server links are tied to a server with the Missouri Spatial Data Information Service (MSDIS). The aerial imagery is at 2 ft. pixel resolution. (Quality of aerial imagery depends on pixel resolution which may be different for different areas of the state. Availability of imagery is dependent upon MSDIS and some areas may not be available or updated yet.) Once the web map imagery has been attached, an image may be created from the web map imagery for the limits of the project.

::To use this procedure correctly, a geographic coordinate system will need to be applied to the MicroStation file first so the imagery will lay in correctly with the MicroStation data.

'''Option 2, Using Imagery and USGS Quads with MicroStation '''

:Photogrammetry has provided for MoDOT users aerial and quad imagery that can imported into the MicroStation file. This imagery normally comes from the Missouri Spatial Data Information Service (MSDIS). The imagery will have a little better resolution (at 2 ft. pixel resolution) than the Web Map Server imagery. Keep in mind though that this is 2008 imagery vs. the 2012 imagery from the web map server.

'''Option 3, MicroStation Geometry to Google Earth '''

:Geographic Coordinate System & Google Earth Tools

::MicroStation has the capability to convert the geometry inside the file into a file format (KML) that can be viewed inside Google Earth. Once the KML has been created, it can be viewed over Google Earth imagery. The KML file also has the ability to turn on/off levels and references files that were in the MicroStation file when the KML file was created.
::As with Option 1, a geographic coordinate system will need to be applied to the MicroStation file first before this can be done correctly.

::'''How To Videos '''

::For Options 1 and 3, there are also some online videos on these procedures that may be helpful.
:::Custom Geographic Coordinate System
:::Exporting MicroStation Geometry to Google Earth (KML)
:::Attaching Web Map Server and Creating Job Image

==747.2.5 Other Miscellaneous Structures==

Elevations and geometric data sufficient to develop plans for the proposed structure, including sign attachments and special footings such as for high mast tower lights, should be provided. Any subsurface investigation required will be coordinated by the Bridge Division. Right of way and/or permanent easement limits expected to affect the location or dimensions of the structure should be provided.

'''Guidelines for the Design of Miscellaneous Foundations'''

Examples of miscellaneous foundations, other than bridges, requiring geotechnical surveys and specific design are sign trusses, high mast lighting, etc. The district should submit the following information to the Bridge Division Bridge Survey Processor (Bridge Survey Processor@modot.mo.gov) when a foundation design is required. Providing this information as outlined below, and in a timely manner, will allow the Bridge Division to produce cost efficient designs and details for structural foundations.

Foundation designs for tubular span supported highway signs will be designed as shown in the standard plans. Foundation designs for box trusses (i.e., aluminum, butterfly and cantilever, and structural steel) will be determined by the Bridge Division relative to cost-effectiveness.

The Bridge Division personnel will be available to serve as a liaison between the district and involved functional units.

'''Time Frame Required.''' The Bridge Division will need 22 weeks to design any miscellaneous structure foundations and it is essential that all required information be submitted no later than 22 weeks prior to the due date. Within this 22 week timeframe, the Soils and Geology Section will need 10-12 weeks to perform the following:

:* Put the geotechnical survey into the drilling schedule.
:* Allow time for inclement weather conditions.
:* Drill and sample the foundation materials.
:* Perform strength and classification tests on the soil and rock encountered in the drilling operations.
:* Interpret the geotechnical data and report findings and recommendations for the foundation design.

'''District Request.''' Unless a drilled shaft foundation is specifically requested by the district to be the only option considered, the Bridge Division will choose the most cost-efficient foundation (spread footing or drilled shaft foundation). [[:Category:130 Value Engineering|Value engineering]] proposals, after award of the project, for the foundation design will not be considered and will be stated as such in the Bridge special provisions.

'''Layout.''' The district is to provide stationing and offsets for foundation locations to the Bridge Division so that the miscellaneous foundation layouts can be sent to the Construction and Materials Division with other structure layouts from the Bridge Division. This procedure allows for surveying, utility marking and dispatching of drilling equipment and personnel in the most efficient manner.

'''Geotechnical Report to the Bridge Division.''' The Construction and Materials Division will provide geotechnical parameters for design of the foundations to the Bridge Division Bridge Survey Processor (Bridge Survey Processor@modot.mo.gov), with a copy to the district.

'''Location and Sign Information Layout.''' The district will provide detailed information about each structure. The information typically shown on the data sheet and the cross section for each structure in a set of roadway plans is necessary for the proposed foundation design computations. The quantity for footing and pedestal concrete, normally shown on the [http://www.modot.org/business/standards_and_specs/d-sheets.htm D-32, D-33 and D-34] truss data sheets, is not required with this submittal.

==747.2.6 Additional Information for Retaining Walls==

===747.2.6.1 Cast-in-place Retaining Walls===

When the use of retaining walls along the shoulder line of a roadway is required, either in cut or fill sections, the same type of wall through the entire structure length is preferable rather than incorporating an "L" type at each end when height permits. In fill sections, a concrete safety barrier curb shall be provided and shall be tied into a concrete shoulder as a roadway item. In cut sections, a type B concrete traffic barrier shall be provided as a roadway item and placed against the retaining wall at the shoulder line. Provisions shall be made to attach standard bridge anchor section (thrie beam) to eliminate point obstacles where retaining walls end in cut or fill sections.

====747.2.6.1.1 “L” Type Retaining Walls====
The "L" type takes its name from being shaped like the letter "L." The footing of the wall may be placed under the proposed fill or as part of a paved shoulder and may or may not have a concrete safety barrier curb for traffic safety. Walls greater than 5 ft. in height are to be identified by a bridge number, which can be acquired from the Structural Resource Manager in the Bridge Division.

====747.2.6.1.2 “Cantilever” Type Retaining Walls====
This is a conventional reinforced concrete type wall supported by a spread footing or pile footing. "Cantilever" type walls greater than 5 ft. in height are to be identified by a bridge number which can be acquired from the structural resource manager in the Bridge Division.

===747.2.6.2 Mechanically Stabilized Earth (MSE) Wall Systems===

'''Description.''' Mechanically stabilized earth wall systems consist of a reinforced soil mass placed behind facing units. Types of MSE wall systems include drycast modular block wall (DMBW-MSE), wetcast modular block wall (WMBW-MSE) and precast modular panel wall (PMPW-MSE). Information concerning the types, appropriate uses and design of MSE walls can be found in [[751.24 LFD Retaining Walls#751.24.2 Mechanically Stabilized Earth (MSE) Walls|EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls]]. Contractors are responsible for performing the design of MSE walls. Only the wall systems shown in the [https://www.modot.org/bridge-pre-qualified-products-list Bridge Pre-qualified Products listing] will be available for use by the contractor.

'''When NOT to Use MSE Walls.''' You must have adequate room behind the wall for the reinforcing straps (need horizontal clearance behind the wall of approximately 0.7 times the height or more if seismic loading is considered). You also can NOT use MSE walls in locations where the underlying soil cannot support the weight of the fill and the wall (rare occurrence). This is determined by the District Geologist/Geotechnical Director.

'''Plans Developed by the District'''

Plans for MSE walls will be developed by the district unless they go under a bridge, in which case the Bridge Division will develop the plans.

The following table provides an overview of MSE wall design procedure:

{| class="wikitable"
|+
! style="background:#BEBEBE" |Question !! style="background:#BEBEBE" |Answer
|-
| Exceptions || The Bridge Division will still be responsible for producing the plans for any MSE walls that go under a bridge or act as wingwalls for a bridge.
|-
| Plans || District will prepare plans for each wall. (See [https://www.modot.org/bridge-standard-drawings Bridge Standard Drawings → MSE Wall-MSEW].) The latest notes can be found in [[751.50_Standard_Detailing_Notes|EPG 751.50 Standard Detailing Notes]] and should be checked often to ensure you are using the most up-to-date notes.
|-
| MSE Wall Nos. || District will assign each wall a number using the following system (Dx-000x). Each district will need to keep a log of the wall nos. used. This log should include the beginning station and job no. for each wall no. assigned.
|-
| Soundings/Borings || District will submit the [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structure] for each wall to the Geotechnical Director in Central Office. The District Geologist should be copied on this request. For MSE wall (retaining wall) example see [https://epg.modot.org/forms/general_files/BR/Guidance_for_Request_for_Final_Soundings_for_Structures_Form.xlsx Guidance for Request for Final Soundings for Structure Form].
|-
| Excavation and Fill Behind the Wall || In Cut walls: The excavation behind the walls shall be included in the roadway excavation quantities and identified with the MSE wall. The quantity and cost of select granular backfill behind the walls is included with the MSE wall pay item.

In Fill walls: The quantity and cost of select granular backfill behind the walls is included with the MSE wall pay item. Retained fill beyond the granular select fill shall be included in the roadway excavation quantities.

For estimating excavation, see [[751.6 General Quantities#751.6.2.17 Excavation|EPG 751.6.2.17 Excavation]].
|-
| Excavation and Fill Below the Wall || In Cut walls and In Fill walls: If required, the excavation and fill below the walls shall be included in the roadway excavation quantities and identified with the MSE wall. Excavation and fill requirements below the walls is given in the Foundation Investigation Geotechnical Report an identified as “ground improvement” (also referred to as “soil improvement”, “ground [or soil] mitigation”, “foundation replacement” or “foundation excavation”).

For estimating excavation, see [[751.6 General Quantities#751.6.2.17 Excavation|EPG 751.6.2.17 Excavation]].
|-
| Seismic || Show seismic design category (SDC) and acceleration coefficient (effective peak ground acceleration coefficient), A<sub>s</sub> on MSE wall plans. For LRFD design, The Foundation Investigation Geotechnical Report (FIGR) will provide these values. If A<sub>s</sub> > 0.75 then use A<sub>s</sub> = 0.75. For LRFD, seismic analysis is determined based on SDC and/or supporting other structure condition. For District MSE walls that do not support another structure (i.e. Not supporting abutment fill or building) in SDC B, or C (seismic zone 2 or 3). No-Seismic-Analysis provisions may be considered in accordance with the AASHTO LRFD Bridge Design Specifications 11.5.4.2, and [[751.50_Standard_Detailing_Notes#J1._General|EPG 751.50 J1.5]] note shall be shown on the plan details. For MSE walls that support another structure in SDC B, or C (seismic zone 2 or 3), Seismic analysis provisions shall not be ignored, and [[751.50_Standard_Detailing_Notes#J1._General|EPG 751.50 J1.4]] note shall be shown on the plan details. SDC D retaining walls shall be designed for seismic load and [[751.50_Standard_Detailing_Notes#J1._General|EPG 751.50 J1.4]] note shall be shown on the plan details. For SDC B, C, and D (seismic zone 2, 3, and 4) retaining walls [[751.50_Standard_Detailing_Notes#J1._General|EPG 751.50 J1.30]] and [[751.50_Standard_Detailing_Notes#J1._General|EPG 751.50 J1.40]] note shall be shown on the plan details.

Note: The minimum strap length used for estimating excavation quantities for a seismic design wall (0.95H) is greater than Nonseismic (0.7H). For a seismic design wall minimum soil reinforcement length shall be ≥ 0.8H by design. For No-Seismic-Analysis provisions wall use minimum soil reinforcement length = 0.8H to estimate excavation quantities. See [[751.6_General_Quantities#751.6.2.17_Excavation|EPG 751.6.2.17 Excavation]].
|-
| Special Provisions || A special provision, [https://www.modot.org/bridge-special-provisions “Form Liners”], needs to be included as a Design Special Provision for MSE walls. Other information needed is in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 720] of the Standard Specifications.
|-
| Pay Items || MSE walls typically only have one pay item: [https://www.modot.org/bid-items-listing 720-10.00 Mechanically Stabilized Earth Wall Systems]. This is bid per square foot and will now be a Roadway Item when the districts do the plans and a Bridge Item when the Bridge Division does the plans. Other pay items may include form liners, color stain, masonry protector and graffiti protector.
|-
| Shop Drawings || Do NOT send to the Bridge Division. Shop drawings will be signed and sealed by a Missouri PE and the Resident Engineer will handle them like other shop drawings that aren't submitted to Central Office.
|-
| Engineering Policy Guidelines (EPG) || The Bridge Division will continue to maintain [[751.24_Retaining_Walls|EPG 751.24 Retaining Walls]]. Districts have access to this on the internet.
|-
| Approved Systems || The Bridge Division will continue to be responsible for reviewing and approving systems from manufacturers.
|-
| Historical Plans || The MSE wall plans will be part of the roadway plans so they will be scanned and saved in the same manner.
|-
| Drainage || For longitudinal drain pipes use two-6” (min.) diameter perforated PVC or PE pipes ([[:Category:1013_Miscellaneous_Drainage_Material|EPG 1013]]) unless larger diameter pipes required by design which shall be the responsibility of the district Design division. Lateral drain pipes permitted by specification shall be sized by the district Design division. See [[751.24 LFD Retaining Walls#751.24.2 Mechanically Stabilized Earth (MSE) Walls|EPG 751.24.2 Mechanically Stabilized Earth Walls (MSE)]].
|-
| Aesthetics || For precast modular panel wall systems only, form liners are required to produce all panels. Standard form liners are specified on the [https://www.modot.org/bridge-standard-drawings Bridge Standard Drawings → MSE Wall-MSEW]. Concrete staining is another aesthetic treatment available for any type MSE wall. Be specific regarding names, types and colors of staining, and names and types of form liner.
|-
| Help || Contact the Bridge Division. The Bridge Division contact person for any questions or concerns about MSE walls is Structural Resource Manager or Structural Development and Support Engineer.
|}

For estimating excavation, see [[751.6 General Quantities#751.6.2.17 Excavation|EPG 751.6.2.17 Excavation]].

The table below shows division responsibilities for preparing MSE wall plans, computing excavation class, quantities and locations, and drainage design.

{| class="wikitable"
|+
! style="background:#BEBEBE" | Responsibilities !! style="background:#BEBEBE" colspan="2" | MSE Wall Plans<br/>Preparer !! style="background:#BEBEBE" colspan="2" | Excavation Class,<br/>Quantities and<br/>Locations, Sec 203<br/>(behind wall)!! style="background:#BEBEBE" colspan="2"|Ground Improvement<br/>Excavation Class,<br/>Quantities and Locations,<br/>Sec 203<br/>(below wall)!! style="background:#BEBEBE" colspan="2"|Drainage Design:<br/>Top of Wall and<br/>Bottom of Wall
|-
! Division MSE<br/>Wall !! District <br/> Design !! Bridge<br/>Division !! District<br/>Design<sup>'''1'''</sup> !! Bridge<br/>Division !! District<br/>Design<sup>'''2'''</sup> !! Bridge<br/>Division<sup>'''3'''</sup> !! District<br/>Design<sup>'''4'''</sup> !! Bridge<br/>Division
|-
| align="center" | District Design Division || align="center" | √ || align="center" | --- || align="center" |√ || align="center" | --- || align="center" | √ || align="center" | --- || align="center" | √ || align="center" | ---
|-
| align="center" | Bridge Division || align="center" | --- || align="center" | √ || align="center" | √ ||align="center" | --- || align="center" |√ || align="center" | Locations<br/>only || align="center" | √ || align="center" | ---
|-
| colspan="9" | '''1''' Class and Quantities shown on 2B sheets and identified with MSE wall and excavation locations along wall shown on roadway plans.
|-
| colspan="9" | '''2''' Class and Quantities shown on 2B sheets and identified with MSE wall and excavation locations along wall shown on MSE wall plans with associated allowable bearing pressure.
|-
| colspan="9" | '''3''' Locations along wall shown on MSE wall plans with associated allowable bearing pressure.
|-
| colspan="9"|'''4''' See [[751.24 LFD Retaining Walls#751.24.2 Mechanically Stabilized Earth (MSE) Walls | EPG 751.24.2.1 Mechanically Stabilized Earth Walls (MSE)]].
|}

''Minimum Embedment Depth of MSEW'' - Minimum embedment is defined as the distance between the finished ground line and the top of the leveling pad. It is based on this table (FHWA-NHI-10-024, Table 2-1 and LRFD 11.10.2.2):

{| class="wikitable"
|+
! style="background:#BEBEBE" | Slope in Front of Wall !! style="background:#BEBEBE" | Minimum Embedment Depth</br>to Top of Leveling Pad
|-
| align="center" | All Geometries || align="center" | 2 ft minimum
|-
| align="center" | Horizontal (walls) || align="center" | H/20
|-
| align="center" | Horizontal (abutments) || align="center" | H/10
|-
| align="center" | 3H:1V || align="center" | H/10
|-
| align="center" | 2H:1V || align="center" | H/7
|-
| align="center" | 1.5H:1V || align="center" | H/5
|}
Where,

H:V = Horizontal to vertical slope in front of wall

H = Height of the wall as measured from the top of the leveling pad to the top of the wall

The absolute minimum embedment is 2 ft except when rock is found near surface. When the soundings are returned from the Geotechnical Director, they will include a minimum embedment depth to the top of leveling pad, minimum soil reinforcement length necessary for global stability, bearing resistance and settlement requirements. If rock is encountered during excavation then the contractor shall immediately cease excavating and notify the engineer and contact Geotechnical Section to perform global stability and suggest a required minimum embedment depth to the top of leveling pad and required minimum soil reinforcement length.

=747.3 Bridge Rehabilitation and Widening=

Bridge rehabilitation may include widening, redecking, superstructure replacement, repairs or other work necessary to restore an existing bridge to serviceable condition. When bridge rehabilitation of any type is proposed, consideration should be given to total structure rehabilitation.

==747.3.1 Bridge Rehabilitation and Widening Submittals==

===747.3.1.1 Bridge Rehabilitation Checklist===

For each structure that is to be rehabilitated a [https://epg.modot.org/forms/general_files/BR/751.1.3.2_Structural_Rehabilitation_Checklist.xlsm Structural Rehabilitation Checklist] is completed along with descriptions and photographs of deteriorated members. Seldom are existing elevations and dimensions the same as shown on original structure plans. Thorough descriptions with photographs will aid the Bridge Division in recommending repairs and in estimating repair costs.

===747.3.1.2 Additional Information for Bridge Superstructure Widening===

The following information is to be provided when the bridge superstructure is to be widened:

'''Deck Elevations.''' Deck elevations at 10 ft. intervals at the centerline and gutterlines. The centerline elevations may be omitted if high traffic volumes are present and would represent a hazard to survey personnel.

'''Beam Seat Elevations.''' Substructure bearing beam elevations at each end of each substructure unit.

===747.3.1.3 Additional Information for Bridge Substructure Widening===

In addition to the Rehabilitation Checklist a complete [[#747.2 Bridge Surveys|Bridge Survey]] will also need to be submitted.

==747.3.2 Bridge Rehabilitation Submittal Process==

Structural Rehabilitation Checklists and associated documents are submitted as described in [[#747.2.2.6 Bridge Survey Submittal Process|EPG 747.2.2.6 Bridge Survey Submittal Process]].

==747.3.3 Bridge Rehabilitation Submittal Timeline==

Submit Structural Rehabilitation Checklist(s) at least 10 months prior to the Plan Completion Date (PCD) to allow time for applicable tests and structural checks. If more than 10 checklists are submitted for one project, the Structural Rehabilitation Checklist should be submitted at least 12 months prior to the PCD. When the rehabilitation of a bridge includes widening of the substructure, the submittal timeline will be as described in [[#747.2.2.6.5 Bridge Survey Submittal Timeline|EPG 747.2.2.6.5, Bridge Survey Submittal Timeline]].

=747.4 Additional Correspondence, Reports and Permits=

==747.4.1 Bridge Memorandum==

Upon receipt of the bridge survey or bridge rehabilitation checklist, the Bridge Division will review the data and make an in-depth analysis of the proposed crossing. The analysis may include hydraulic design of the waterway opening for stream crossings, geometric layout for grade separations, economic analysis of structure types and span lengths, and investigation of any special features evident from the data. If applicable a tentative bridge layout will be prepared.

A bridge memorandum will be prepared covering the details of the proposed bridge or bridge repairs.

The bridge memorandum is the instrument which coordinates bridge plan and roadway plan preparation. An electronic copy of the bridge memorandum is sent to the district for review and signature. If, during the design process, revision to the bridge memorandum by either the district or the Bridge Division becomes necessary, all parties to the memorandum are to be notified immediately. The proposed revisions must be agreed to by all parties that signed the original bridge memorandum. The process for establishing the agreement on the Bridge Memorandum is shown in [[751.1 Preliminary Design#751.1.2.18.5 Bridge/District Agreement Process|EPG 751.1.2.18.5 Bridge/District Agreement Process]].

==747.4.2 Layout for Soundings==

The purpose of the soundings (borings) is to define subsurface conditions at the project site. This information will be used to determine type of foundation (driven piles, pile cap footing, spread footings, drilled shafts), preliminary estimate of pile lengths and engineering design properties.

Upon receipt of the Layout for Soundings, the district design personnel assists in coordinating the survey staking of the boring locations for the geotechnical section.

==747.4.3 Design Layout Sheet==
Once the signed bridge memorandum and final sounding report is submitted to the Bridge Division the Design Layout sheet is created. An electronic copy of the Design Layout sheet is sent to the district along with plan and profile sheets reflecting the proposed structure.

The district will receive foundation details, quantities and a cost estimate from the Bridge Division to incorporate into the final project design.

==747.4.4 Bridge Permits or Approvals by Other Agencies==

'''Organized Drainage District.''' Written agreement documenting drainage district approval of the proposed structure layout is to be obtained by the district.

'''Railroads.''' Written approval from the railroad of proposed structure layout and of the final design plans is obtained by the Multimodal Operations Division with the cooperation of the Bridge Division.

'''U.S. Corps of Engineers [https://epg.modot.org/index.php?title=127.4_Wetlands_and_Streams#127.4.1.2_Laws_and_Regulations Sec. 404 Permit].''' Application is initiated by the district, submitted to and further pursued by the Design Division with the cooperation of the Bridge Division.

'''U.S. Coast Guard Bridge Permit.''' When required, application is prepared and submitted by the Bridge Division.

'''Utility Relocations or Permits.''' Agreements are obtained by the district with cooperation, if necessary, of the Design Division and the Bridge Division.

'''FHWA Bridge Approvals.''' When FHWA preliminary bridge layout approval or bridge plan approval is required, written approval is obtained by the Bridge Division.

'''Flood Plain Development Permit.''' Bridge Division will prepare and submit the application to the State Emergency Management Agency.

'''FHWA, Missouri State Historic Preservation Officer (SHPO), Advisory Council on Historic Preservation (ACHP).''' Disposition of historically significant bridges to be replaced must be determined. Preservation of the historic bridge in place (rehabilitated or for alternative uses such as pedestrian walkway) must be considered.

Adverse effects to historically significant bridges from proposed rehabilitations also must be determined.

Determining the historical significance and the disposition of such bridges will be coordinated by Design Division Historical Preservation Staff.

The [[127.1 Request for Environmental Services|Request for Environmental Services (RES)]] should indicate existing bridges that will be affected by the project. Historical Preservation Staff will coordinate with the Transportation Project Manager to complete the evaluation.

616.6 Temporary Traffic Control Zone Signs - General (MUTCD Chapter 6F)

2025-05-07T20:34:38Z

Legged1: errata

==616.6.1 Types of Devices (MUTCD 6F.01)==

'''Guidance.''' The design and application of Temporary Traffic Control (TTC) devices used in work zones shall consider the needs of all road users (motorists, bicyclists and pedestrians), including those with disabilities.

'''Support,''' MoDOT policy requires that all roadside appurtenances such as traffic barriers, barrier terminals and crash cushions, bridge railings, sign and light pole supports, and work zone hardware used on the National Highway System (NHS) and all state funded roadways and/or projects meet NCHRP 350 or MASH 2016 crashworthy performance criteria.

Crashworthiness and crash testing information on devices described in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).

As defined in [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.13_Definitions_of_Headings.2C_Words_and_Phrases_in_the_EPG_900_articles_.28MUTCD_Section_1A.13.29 EPG 900.1.13], “crashworthy” is a characteristic of a roadside appurtenance that has been successfully crash tested in accordance with a national standard such as the NCHRP Report 350, “Recommended Procedures for the Safety Performance Evaluation of Highway Features.”

FHWA Category 2 and 3 TTC devices shall indicate the compliance of NCHRP 350 or MASH 2016 Test Level 3 (TL-3). For contract or permit projects, documentation from the contractor or permittee shall be furnished to the engineer. For maintenance work, all products should be crashworthy based on statewide bids and purchasing documents.
[[image:616.6.1 safety.jpg|right|350px|thumb|<center>'''In this photo probably dating from the 1930s, the safety equipment included a "danger" flag and a black and white barrier.'''</center>]]

'''Standard.''' Traffic control devices shall be defined as all signs, signals, markings, and other devices used to regulate, warn, or guide road users, placed on, over, or adjacent to a street, highway, private roads open to public travel (see definition in EPG 900.1.13), pedestrian facility, or bikeway by authority of a public body or official having jurisdiction.

All traffic control devices used for construction, maintenance, utility, or incident management operations on a street, highway, or private road open to public travel (see definition in EPG 900.1.13) shall comply with the applicable provisions within MoDOT’s EPG.

==616.6.2 General Characteristics of Signs (MUTCD 6F.02)==

'''Support.''' TTC work zone signs convey both general and specific messages by means of words, symbols, and/or arrows and have the same three categories as all road user signs: regulatory, warning and guide.

'''Standard.''' The colors for regulatory signs shall follow the Standards for regulatory signs in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]]. Warning signs in TTC work zones shall have a black legend and border on a fluorescent orange background, except for the Grade Crossing Advance Warning (W10-1) sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in [[903.6 Warning Signs|EPG 903.6 Warning Signs]] to have fluorescent yellow-green backgrounds. Colors for guide signs shall follow [[903.7 Conventional Road Guide Signs|EPG 903.7 Conventional Road Guide Signs]] and [[903.8 Freeway and Expressway Guide Signs|EPG 903.8 Freeway and Expressway Guide Signs]], except for guide signs as otherwise provided in [[#616.6.55 Guide Signs (MUTCD 6F.55)|EPG 616.6.55]].

'''Standard.''' All signs used at night shall be retroreflective with a material that has a smooth, sealed outer surface.

'''Option.''' Signs may be made of rigid or flexible material.

'''Guidance.''' Where the color orange is required, the fluorescent orange color should be used, unless specifically stated in the plans.

'''Support.''' The fluorescent version of orange provides higher conspicuity than standard orange, especially during twilight.

===616.6.2.1 Existing Sign Use===

'''Option.''' Existing warning signs that are still applicable may remain in place. The TTC plan is to contain details showing the location of each work zone sign. All existing signs within the project limits are shown on the traffic control plan with a descriptive note indicating "UIP" (use in place), "cover" or "remove".

To ensure maximum visibility, existing signs and other physical features (trees, sidewalks, billboards, commercial signs, etc.) must be considered when locating work zone signs.

In order to maintain the systematic use of yellow or fluorescent yellow-green backgrounds for pedestrian, bicycle, and school warning signs in a jurisdiction, the yellow or fluorescent yellow-green background for pedestrian, bicycle, and school warning signs may be used in TTC work zones.

===616.6.2.2 Flags===
<div style="width:100%; overflow:auto;">
<div style="width:70%; float:left;">
Signs may be enhanced with flags, but only during daytime hours. Flags should not be used on signs at night, except that it is allowable to leave flags on signs when the work carries over from day to night.

'''Standard.''' When standard orange flags are used in conjunction with signs, they shall not block the sign face.
</div>
<div style="width:30%; float:left;"">
{|
| [[image:616.6.2.2_01.png|right|210px|thumb|<center>'''Example of flag assembly on a sign'''</center>]] || [[image:616.2.9 flag assembly.jpg|right|210px|thumb|<center>'''Example of flag assembly, viewed from behind the temporary sign'''</center>]]
|}
</div>
</div>

===616.6.2.3 Sign Dimension===

Work zone warning signs are typically 48 in. x 48 in., diamond-shaped, black on fluorescent orange signs with Type 9 or 11 sheeting. Work zone regulatory signs are identical to permanent regulatory signs with Type 4 sheeting. Work zone guide signs are generally rectangular in shape and have a black legend and border on a fluorescent orange background with Type 9 or 11 sheeting; but may come in different sizes, shapes, colors and sheeting depending on type and purpose of the signing. Sometimes a plate or plaque is affixed to a work zone sign or mounted below it to customize the sign. For additional discussion on enhancements, refer to EPG 616.6.2.2 Flags.

Sign dimensions for contract projects are located in [https://www.modot.org/media/16892 Standard Plan 616.10] and for maintenance projects are located in the MGS-04-01 Roll-up Signs. Maintenance projects may require other signs, NO CENTER LINE, SHOULDER DROP-OFF, UNEVEN LANE, BUMP, etc., which dimensions are located in Standard Plan 616.10.

Non-standard work zone signs (i.e., legends or sizes not shown on Standard Plan 616.10) are to be designed with the assistance of Traffic. Correspondence with Traffic on this design is to indicate these are work zone signs. The non-standard work zone signs are to be detailed in the plans and listed under “Miscellaneous Signs” on the D-2BS sheet.

==616.6.3 Sign Placement (MUTCD 6F.03)==

===616.6.3.1 Sign Location===

'''Guidance.''' Signs should be located on the right-hand side of the roadway unless otherwise provided in the EPG. Examples of signs located on both the left-hand and right-hand side of the roadway is divided highways. Sign location information is located in [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] and [[:Category:903 Highway Signing|EPG 903 Highway Signing]].

===616.6.3.2 Sign Height===

'''Support.''' The provisions of this Section regarding mounting height apply unless otherwise provided for a particular sign elsewhere in the EPG.

'''Standard.''' Rural Undivided Highways: The minimum height, measured vertically from the bottom of the sign to the elevation of the near edge of the pavement, of signs installed at the side of the road in rural areas shall be 5 ft. (see [https://www.modot.org/media/16892 Standard Plan 616.10]).

Urban or Rural Divided Highways: The minimum height, measured vertically from the bottom of the sign to the top of the curb, or in the absence of curb, measured vertically from the bottom of the sign to the elevation of the near edge of the traveled way, of signs installed at the side of the road in business, commercial, or residential areas where parking or pedestrian movements are likely to occur, or where the view of the sign might be obstructed, shall be 7 ft. (see Standard Plan 616.10).

The minimum height, measured vertically from the bottom of the sign to the sidewalk, of signs installed above sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic shall be 7 feet.

'''Guidance.''' Further guidance for the above Rural Undivided Highway and Urban or Rural Divided Highways paragraphs. For long-term duration projects, post or type 1 portable sign supports should be 5 ft. or 7 ft. depending on rural or urban applications. For short-term duration projects (up to 3 days), signs may be mounted on type 2 portable sign supports and should have a minimum height of 12 inches. Additional mounting heights for signs located on barrier and vehicles are located in Standard Plan 616.10.

'''Option.''' The height to the bottom of a secondary sign or plaque mounted below another sign may be 1 foot less than the height provided as shown in Standard Plan 616.10.

'''Guidance.''' Neither portable nor permanent sign supports should be located on sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic. If the bottom of a secondary sign that is mounted below another sign is mounted lower than 7 ft. above a pedestrian sidewalk or pathway (see [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]]), the secondary sign should not project more than 4 in. into the pedestrian facility.

'''Standard.''' Where it has been determined that the accommodation of pedestrians with disabilities is necessary, signs shall be mounted and placed in accordance with Section 4.4 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).

Signs mounted on barricades and barricade/sign combinations shall be crashworthy ([[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68]]).

===616.6.3.3 Sign Mounting and Payment===

'''Standard.''' Sign mounting shall be crashworthy. Standard Plan 616.10 show the following: sign mounting requirements, post size and quantities requirements, and post installation details. The standard drawings show detail information for use of signs on posts, barrier, vehicles, and barricades. Where large signs having an area exceeding 50 sq. ft. are installed on multiple breakaway posts, the clearance from the ground to the bottom of the sign shall be at least 7 feet.

'''Support.''' If alterations are made to specific traffic control device supports that have been successfully crash tested in accordance with NCHRP 350 or MASH 2016, the altered supports might not be considered crashworthy.

The sign mounting method is dependent upon the contractor’s operations and is not to be dictated on the plans. See Standard Plan 616.10 for mounting methods and post installation requirements. Sign relocation is only paid for post-mounted signs. MoDOT does not pay for temporary or portable sign relocations. If the designer judges post-mounted signs will be used on a project, a pay item for Relocated Signs (616-10.10) is to be included in the contract documents. Sign quantities are tabulated on the plans and are paid for by the square foot. The tabulation and any notes concerning the signs shall be consistent throughout the traffic control plan.

Signs may be supported in one of four methods: on a portable support, post-mounted, vehicle-mounted or barrier-mounted.

'''Portable signs''' are temporary traffic control signs affixed to a portable support such as an easel, fold- up sign stand, self-driving post, skid, barricade, etc..

These signs are to be constructed of either a rigid or flexible substrate, as required, to meet crashworthiness requirements.

A minimum mounting height of one ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended. However, higher mounting heights should be considered on higher volume highways, on multi-lane highways, in urban settings, and where the sign is located in line with other traffic control devices to increase visibility of the sign. Mounting heights for regulatory and guide signs are as specified for post-mounted signs.

Portable signs may be located adjacent to or within the roadway itself. However, a minimum lateral clearance of three ft., measured horizontally from the edge of the sign to edge of the designated traveled way, is recommended.

Signs mounted in this manner may be left in place for up to three days. An exception to this duration is any crosswalk/sidewalk closure, any road closure, Horizontal Arrow, Double-Headed Horizontal Arrow, Chevron, DETOUR (within arrow) or Gore Exit sign. These sign may be left in place for over three days.

When not in use, consideration should be given to removing portable signs from the temporary traffic control zone to discourage theft and limit potential hazards within the right of way.

[[image:616.6.3.3.1.jpg|center|600px|thumb|<center>'''Picture 1: Easel portable sign. Pictures 2 & 3: Fold-up signs at 1-ft. and 5-ft. heights.</center>''']]

[[image:616.6.3.3.4.jpg|center|400px|thumb|<center>'''Picture 4: Self-driving post. Picture5: Skid-mounted sign</center>''']]

'''Post-mounted signs''' are temporary traffic control signs affixed to a breakaway support such as perforated square steel tube, u-channel, wood, etc..

These signs are constructed of a rigid substrate.

A minimum mounting height of seven ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for urban highways and rural divided highways. A minimum mounting height of five ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for rural undivided highways. If a supplemental sign is mounted below another sign, the mounting height of the supplemental sign may be one ft. less than the heights specified.

A minimum lateral clearance of two ft., measured horizontally from the edge of the sign to the edge of the roadway, is recommended for installations on roadways with curbed sections. A minimum lateral clearance of six ft., measured horizontally from the edge of the sign to the edge of the traveled way, is recommended for installations on roadways without curbed sections.

[[image:616.6.3.3 U channel 2016.jpg|center|150px|thumb|<center>'''U-Channel Post-Mounted Sign'''</center>]]

'''Vehicle-mounted signs,''' when allowed in this manual, are temporary traffic control signs affixed to a protective vehicle or pilot car at a recommended minimum height of four ft., measured vertically from the bottom of the sign to the pavement surface.

For additional information, review Standard Drawing 616.10 or [[#616.6.17.3 Signing for Mobile Operations|EPG 616.6.17.3 Signing for Mobile Operations]].

[[image:616.6.3.3 vehicle mounted 2016.jpg|center|650px|thumb|<center>'''Vehicle-Mounted Signs'''</center>]]

'''Barrier-mounted signs''' are temporary traffic control signs affixed to the top portion of a temporary or permanent traffic barrier. The method of attachment to the barrier must assure a positive connection and minimize potential for vehicle snagging. Mounting heights for regulatory and guide signs are as specified for post-mounted signs.

In order to accommodate narrow medians, it may be necessary to reduce the sign size; clip the sign corners or edges; or possibly both. For additional information see [[#616.6.17.2 Signs in Narrow Medians|EPG 616.6.17.2 Signs in Narrow Medians]].

[[image:616.6.3.3 barrier mounted 2016.jpg|center|150px|thumb|<center>'''Barrier-Mounted Signs'''</center>]]

If the sign cannot be mounted by a method specified by [[903.4 Overhead Guide Sign Mounting|EPG 903.4 Overhead Guide Sign Mounting]], Standard Plan 616.10 or Standard Plan 903.03, the mounting method is also to be specified in the plans.

==616.6.4 Sign Maintenance (MUTCD 6F.04)==

'''Guidance.''' Signs should be properly maintained for cleanliness, visibility and correct positioning.

Signs that have lost significant legibility should be promptly replaced.

[[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]] provides examples of sign maintenance.

'''Support.''' [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063] contains information regarding the retroreflectivity of signs, including the signs that are used in TTC zones.

==616.6.5 Regulatory Sign Authority (MUTCD 6F.05)==

'''Support.''' Regulatory signs inform road users of traffic laws or regulations and indicate the applicability of legal requirements that would not otherwise be apparent.

'''Standard.''' Regulatory signs shall be authorized by the public agency or official having jurisdiction and shall conform with [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]].

==616.6.6 Regulatory Sign Design (MUTCD 6F.06)==

'''Standard.''' TTC regulatory signs shall comply with the Standards for regulatory signs presented in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]] and in the FHWA’s ''Standard Highway Signs and Markings'' book (see MUTCD 1A.11).

'''Support.''' Regulatory signs are generally rectangular with a black legend and border on a white background. Exceptions include the STOP, YIELD, DO NOT ENTER, WRONG WAY and ONE WAY signs.

==616.6.7 Regulatory Sign Applications (MUTCD 6F.07)==

'''Standard.''' If a TTC zone requires regulatory measures different from those existing, the existing permanent regulatory devices shall be removed or covered and superseded by the appropriate temporary regulatory signs. This change shall be made in compliance with applicable ordinances or statutes of the jurisdiction.

'''Support.''' Regulatory sign information is available in the below table. EPG links and MUTCD section info are located within the table. Additional information of regulatory signs used in TTC applications are located after the table.

===<center>Table 616.6.7</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:R1-1.gif|center|40px]]|| STOP|| R1-1|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05
|-
| [[image:R1-2.gif|center|40px]]|| YIELD|| R1-2|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]] || 2B.11
|-
| [[image:R1-2a.gif|center|40px]]|| TO ONCOMING TRAFFIC (Plaque)|| R1-2a|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]]|| 2B.11
|-
| [[image:R1-4.gif|center|40px]]|| ALL-WAY (Plaque)|| R1-3|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05
|-
| [[image:R2-1.jpg|center|40px]]|| SPEED LIMIT XX|| R2-1|| [[616.12 Work Zone Speed Limits|616.12]] & [[903.5 Regulatory Signs#903.5.7 SPEED LIMIT Sign (R2-1) (MUTCD Section 2B.13)|903.5.7]]|| 2B.13
|-
| [[image:R3-1.gif|center|40px]]|| No Right Turn (Symbol)|| R3-1|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]] || 2B.18
|-
| [[image:R3-2.gif|center|40px]]|| No Left Turn (Symbol)|| R3-2|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18
|-
| [[image:R3-3.gif|center|40px]]|| NO TURNS ||R3-3|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18
|-
| [[image:R3-4.gif|center|40px]]|| No U-Turn (Symbol)|| R3-4|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18
|-
| [[image:R3-7.gif|center|40px]]|| LEFT LANE MUST TURN LEFT|| R3-7L|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] || 2B.19
|-
| [[image:R3-7R.gif|center|60px]]|| RIGHT LANE MUST TURN RIGHT ||R3-7R|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] ||2B.19
|-
| [[image:R4-1.gif|center|40px]]|| DO NOT PASS|| R4-1|| [[903.5 Regulatory Signs#903.5.16 DO NOT PASS Sign (R4-1) (MUTCD Section 2B.28)|903.5.16]] ||2B.28
|-
| [[image:R4-2.jpg|center|40px]]|| PASS WITH CARE|| R4-2|| [[903.5 Regulatory Signs#903.5.17 PASS WITH CARE (R4-2) (MUTCD Section 2B.29)|903.5.17]] ||2B.29
|-
| [[image:R4-7a.gif|center|40px]]|| KEEP RIGHT (Horizontal Arrow)|| R4-7a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]] || 2B.32
|-
| [[image:R4-8a.jpg|center|40px]]|| KEEP LEFT (Horizontal Arrow)|| R4-8a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]]|| 2B.32
|-
| [[image:R5-1.gif|center|40px]]|| DO NOT ENTER|| R5-1|| [[903.5 Regulatory Signs#903.5.20 DO NOT ENTER Sign (R5-1) (MUTCD Section 2B.37)|903.5.20]] || 2B.37
|-
| [[image:R5-1a.gif|center|40px]]|| WRONG WAY|| R5-1a|| [[903.5 Regulatory Signs#903.5.21 WRONG WAY Sign (R5-1a) (MUTCD Section 2B.38)|903.5.21]] || 2B.38
|-
| [[image:R6-1.jpg|center|40px]]|| ONE WAY ARROW (Left)|| R6-1L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]] || 2B.40
|-
| [[image:R6-1R.gif|center|40px]]|| ONE WAY ARROW (Right)|| R6-1R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40
|-
| [[image:R6-2.jpg|center|40px]]|| ONE WAY (Left)|| R6-2L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40
|-
| [[image:R6-2R.gif|center|40px]]|| ONE WAY (Right)|| R6-2R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40
|-
| [[image:R10-6.gif|center|40px]]|| STOP HERE ON RED (45⁰ Arrow)|| R10-6 || [[903.5 Regulatory Signs#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|903.5.30]] || 2B.53
|}
</center>

'''R1-1 (STOP).''' STOP signs in work zones are used where a side street connection is currently under stop control is temporarily relocated. Due to temporary changes in geometrics or traffic patterns, multi-way STOP signs may be needed.

'''R1-2a (TO ONCOMING TRAFFIC).''' The TO ONCOMING TRAFFIC plaque is used to supplement the YIELD sign for one-lane, two-way operations. See [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10].

'''R2-1 (SPEED LIMIT XX).''' SPEED LIMIT signs are used in work zones to set enforceable speed limits through the work zone. Work zone speed limits are based on guidelines in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]].

'''R4-1 (DO NOT PASS).''' The DO NOT PASS sign may be used on a two- or three-lane roadway at the beginning of and at intervals within, a work zone where passing is restricted, or in conjunction with the WORK ZONE FINE sign. A typical application of this sign is on a temporary two-lane, two-way operation on a normally divided highway.

'''R4-2 (PASS WITH CARE).''' The PASS WITH CARE sign is to only be used in conjunction with the “WORK ZONE FINE” sign set-up.

'''R10-6 (STOP HERE ON RED).''' This sign may be used at signalized intersections to supplement the pavement stop bar. This sign is typically used with the signal or automatic flagger assistance device controlled one-lane, two-way operations.

==616.6.8 ROAD CLOSED Sign (R11-2) (MUTCD 6F.08)==
[[image:R11-2.gif|center|150px]]

'''Guidance.''' The ROAD CLOSED (R11-2) sign should be used when the roadway is closed to all road users except contractors’ equipment or officially authorized vehicles. The R11-2 sign should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).

'''Guidance.''' The ROAD CLOSED sign should be installed at or near the center of the roadway on or above a Type 3 Barricade that closes the roadway (see [[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68 Type 1 or 3 Barricades]]).

'''Standard.''' The ROAD CLOSED sign shall not be used where road user flow is maintained through the TTC zone with a reduced number of lanes on the existing roadway or where the actual closure is some distance beyond the sign.

[[image:616.6.8.jpg|center|775px|thumb|'''<center>The correct use of the Road Closed sign is to either mount it on the barricade or place a sign behind the barricade. If a sign stand and barricades are used separately, the sign and barricades should have a distance of 7 ft. to 10 ft. apart.</center>]]

==616.6.9 Local Traffic Only Signs (R11-3a, R11-4) (MUTCD 6F.09)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:R11-3a.jpg|left|150px|thumb|<center>'''R11-3a'''</center>]]
||[[image:R11-4.gif|left|150px|thumb|<center>'''R11-4'''</center>]]
|}

'''Guidance.''' The Local Traffic Only signs should be used where road user flow detours to avoid a closure some distance beyond the sign, but where local road users can use the roadway to the point of closure. These signs should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).

In rural applications, the Local Traffic Only sign should have the legend ROAD CLOSED XX MILES AHEAD, LOCAL TRAFFIC ONLY (R11-3a).

In urban areas, the legend ROAD CLOSED TO THRU TRAFFIC (R11-4) should be used.

==616.6.10 Weight Limit Signs (R12-1, R12-2, R12-5) (MUTCD 6F.10)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:R12-1.gif|left|90px|thumb|<center>'''R12-1'''</center>]]
||[[image:R12-2.jpg|left|90px|thumb|<center>'''R12-2'''</center>]]||[[image:R12-5.jpg|left|90px|thumb|<center>'''R12-5'''</center>]]
|}

'''Standard.''' A Weight Limit sign , that shows the gross weight or axle weight that is permitted on the roadway or bridge, shall be consistent with state or local regulations and shall not be installed without the approval of the authority having jurisdiction over the highway.

When weight restrictions are imposed because of the activity in a TTC zone, a marked detour shall be provided for vehicles weighing more than the posted limit.

==616.6.11 STAY IN LANE Sign (R4-9) (MUTCD 6F.11)==

MoDOT does not use this sign.

==616.6.12 Work Zone and Higher Fines Signs and Plaques (MUTCD 6F.12)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:G20-5aP 2013.jpg|left|160px|thumb|<center>'''G20-5aP WORK ZONE (Plaque)'''</center>]]
||[[image:616.6 WORK ZONE FINE.jpg|left|160px|thumb|<center>''' WORK ZONE FINE (sign)'''</center>]]||[[image:616.6 SPEEDING PASSING.jpg|left|160px|thumb|<center>'''SPEEDING/PASSING (plate)'''</center>]]
|}

'''Standard.''' A WORK ZONE (G20-5aP) plaque shall be mounted above all SPEED LIMIT signs, except on the SPEED LIMIT signs at the end of the work zone to return traffic to the normal posted speed. These plaques shall be mounted above all DO NOT PASS signs. These signs shall be used on the above signs regardless of whether the WORK ZONE FINE sign is used.

WORK ZONE FINE sign and SPEEDING/PASSING (plate) information and guidelines is available in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]].

==616.6.13 PEDESTRIAN CROSSWALK Sign (R9-8) (MUTCD 6F.13)==
[[image:R9-8.jpg|center|140px|thumb|<center>'''R9-8'''</center>]]

'''Option.''' The PEDESTRIAN CROSSWALK (R9-8) sign may be used to indicate where a temporary crosswalk has been established.

'''Standard.''' If a temporary crosswalk is established, it shall be accessible to pedestrians with disabilities in accordance with [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]].

==616.6.14 SIDEWALK CLOSED Signs (R9-9, R9-10, R9-11, R9-11a) (MUTCD 6F.14)==
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="120"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|MUTCD section
|-
| [[image:R9-9.jpg|center|90px]]|| SIDEWALK CLOSED|| R9-9|| 6F.14
|-
|[[image:R-10.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> USE OTHER SIDE|| R-10|| 6F.14
|-
|[[image:R9-11L.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11L|| 6F.14
|-
|[[image:R9-11R.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11R|| 6F.14
|-
|[[image:R9-11aL.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aL ||6F.14
|-
|[[image:R9-11aR.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aR ||6F.14
|}
</center>
'''Guidance.''' SIDEWALK CLOSED signs should be used where pedestrian flow is restricted. Bicycle/Pedestrian Detour (MO4-9a) signs or Pedestrian Detour (MO4-9b) signs should be used where pedestrian flow is rerouted (see [[#616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)|EPG 616.6.59]]).

The SIDEWALK CLOSED (R9-9) sign should be installed at the beginning of the closed sidewalk, at the intersections preceding the closed sidewalk, and elsewhere along the closed sidewalk as needed.

The SIDEWALK CLOSED, (ARROW) USE OTHER SIDE (R9-10) sign should be installed at the beginning of the restricted sidewalk when a parallel sidewalk exists on the other side of the roadway.

The SIDEWALK CLOSED AHEAD, (ARROW) CROSS HERE (R9-11) sign should be used to indicate to pedestrians that sidewalks beyond the sign are closed and to direct them to open crosswalks, sidewalks, or other travel paths.

The SIDEWALK CLOSED, (ARROW) CROSS HERE (R9-11a) sign should be installed just beyond the point to which pedestrians are being redirected.

'''Support.''' These signs are typically mounted on a detectable barricade to encourage compliance and to communicate with pedestrians that the sidewalk is closed. Printed signs are not useful to many pedestrians with visual disabilities. A barrier or barricade detectable by a person with a visual disability is sufficient to indicate that a sidewalk is closed. If the barrier is continuous with detectable channelizing devices for an alternate route, accessible signing might not be necessary. An audible information device is needed when the detectable barricade or barrier for an alternate channelized route is not continuous.

Further guidance is located in [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4 Pedestrian and Worker Safety]] and [[616.24 Traffic Control for Non-Motorized Traffic|EPG 616.24 Traffic Control for Non-Motorized Traffic]].

==616.6.15 Special Regulatory Signs (MUTCD 6F.15)==

'''Guidance.''' Special regulatory signs may be used based on engineering judgment consistent with regulatory requirements. All special regulatory sign shall be designed with the assistance of [http://sharepoint/systemdelivery/tr/Pages/default.aspx Central Office Highway Safety and Traffic Division]. Special regulatory signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.

==616.6.16 Warning Sign Function, Design and Application (MUTCD 6F.16)==

'''Support.''' TTC zone warning signs notify road users of specific situations or conditions on or adjacent to a roadway that might not otherwise be apparent.

'''Standard.''' TTC warning signs shall comply with the Standards for warning signs presented in [[903.6 Warning Signs|EPG 903.6]] and in FHWA’s ''Standard Highway Signs and Markings'' book (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]). Except for incident management warning signs, TTC warning signs shall be diamond-shaped with a black legend and border on a fluorescent orange background, except for the W10-1 sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in EPG 903 to have fluorescent yellow-green backgrounds.

The letter “O” is added to the TTC sign designation of WO, GO, EO, MO, etc. to represent the color orange, which provides a separate nomenclature from the permanent warning signs.

'''Option.''' Warning signs used for TTC incident management situations may have a black legend and border on a fluorescent pink background (see [[616.9 Control of Traffic Through Traffic Incident Management Areas (MUTCD 6I)|EPG 616.9 Control of Traffic Through Traffic Incident Management Areas)]].

Mounting or space considerations may justify a change from the standard diamond shape (see [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]]).

In emergencies with coordination with district work zone coordinators, available warning signs having yellow backgrounds may be used if signs with orange or fluorescent pink backgrounds are not at hand.

'''Guidance.''' Where any part of the roadway is obstructed or closed by work activities or incidents, advance warning signs should be installed to alert road users well in advance of these obstructions or restrictions.

Where road users include pedestrians, the provision of supplemental audible information or detectable barriers or barricades should be considered for people with visual disabilities.

'''Support.''' Detectable barriers or barricades communicate very clearly to pedestrians who have visual disabilities that they can no longer proceed in the direction that they are traveling.

'''Option.''' Advance warning signs may be used singly or in combination.

Where distances are not displayed on warning signs as part of the message, a supplemental plaque with the distance legend may be mounted immediately below the sign on the same support.

==616.6.17 Position of Advance Warning Signs (MUTCD 6F.17)==

'''Guidance.''' Where highway conditions permit, warning signs should be placed in advance of the TTC zone at varying distances depending on roadway type, condition, and posted speed. [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]] contains information regarding the spacing of advance warning signs.

Where multiple advance warning signs are needed on the approach to a TTC zone, the ROAD WORK AHEAD (W20-1) sign should be the first advance warning sign encountered by road users.

'''Support.''' Various conditions, such as limited sight distance or obstructions that might require a driver to reduce speed or stop, might require additional advance warning signs.

'''Option.''' As an alternative to a specific distance on advance warning signs, the word AHEAD may be used.

'''Option.''' Utility work, maintenance or minor construction can occur within the TTC zone limits of a major construction project and additional warning signs may be needed.

'''Guidance.''' Utility, maintenance, and minor construction signing and TTC should be coordinated with district work zone coordinators so that road users are not confused or misled by the additional TTC devices.

===616.6.17.1 Signing for One-Lane, Two-Way Resurfacing Operations===

To expedite moving resurfacing operations on one-lane, two-way roadways, a third and fourth series of construction zone signs is to be provided. This configuration is to be shown in the TCP and appropriate sign quantities are to be provided. A maximum length of work area may also be shown in the TCP. See [[media:616.8.10d DECM 2016.pdf|Fig. 616.8.10 - DECM]].

===616.6.17.2 Signs in Narrow Medians===

Where signs are installed in narrow medians, the size of signs may need to be reduced to provide sufficient lateral clearance. It is important to retain the diamond shape of warning signs as much as possible. It is not acceptable to use rectangular shapes in lieu of diamond shapes, but the corners of the diamond shaped signs may be clipped to reduce sign width. It is preferable to use 36 in. warning signs rather than to cut the corners of 48 in. signs. [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]] provides guidelines for signs in narrow medians. Any other sign sizes or shapes used that are not shown in the standard plans are shown in the plans with a layout including lettering size and series.
[[image:616.2.8 Raised Pavement Markers.jpg|right|100px|thumb|<center>'''Raised Pavement Markers'''</center>]]

===616.6.17.3 Signing for Mobile Operations===

Mobile operations are work activities that move along the road either intermittently or continuously. During mobile operations the signs and traffic control devices are normally attached to protective or warning trucks moving with the operation. Stationary signs may also be installed at the beginning and end of sections covered by the mobile operation. For short-duration operations, the stops normally do not exceed 30 minutes. For short-duration lane closures with stops exceeding 30 minutes, stationary traffic control is to be considered. In addition to warning signs, revolving lights, flashing arrow panels and truck-mounted attenuators are also commonly used with mobile operations. See [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2 Work Duration (MUTCD 6G.02|EPG 616.7.2 Work Duration]]. Refer to Maintenance discussion concerning TMAs for additional information.

The most common mobile operation used with construction projects is the installation of pavement
marking. Refer to [[620.1 General (MUTCD Chapter 3A)|EPG 620.1]] for additional information. For other mobile operations, consult Part VI of the MUTCD.

==616.6.18 ROAD/BRIDGE/RAMP WORK Sign (WO20-1) (MUTCD 6F.18)==
[[image:WO20-1.jpg|center|180px]]

'''Guidance.''' The ROAD/BRIDGE/RAMP WORK (WO20-1) sign , which serves as a general warning of obstructions or restrictions, should be located in advance of the work space or any detour, on the road where the work is taking place.

Where traffic can enter a TTC zone from a crossroad or a major (high-volume) driveway, an advance warning sign should be used on the crossroad or major driveway.

'''Standard.''' The ROAD WORK (WO20-1) sign shall have the legend ROAD/BRIDGE/RAMP WORK, XX FEET, XX MILES, or AHEAD.

==616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)==
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO20-2.jpg|center|60px]]|| DETOUR AHEAD|| WO20-2|| 616.6.19|| 6F.19
|-
|[[image:Detour Rte Assembly.jpg|center|140px]]|| Detour Route Assembly|| SPECIAL||[[media:616.2.1 Road Closed Beyond april 2011a.pdf|Fig. 616.2.1]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]|| n/a
|}
</center>

'''Guidance.'''The DETOUR (WO20-2) sign and Detour Route Assemblies should be used in advance of a road user detour over a different roadway or route.

'''Standard.''' The DETOUR sign shall have the legend DETOUR, XX FEET, XX MILES, or AHEAD.

These signs are used in advance of a signed detour. These signs are installed only on the route being detoured. Detour signing is used with these signs to guide drivers through the detour. These signs are not used with temporary bypasses or connections unless part of or the entire route is on other existing roadways.

Detour signing is used when a section of road is closed to through traffic and rerouted over other existing facilities. Detours are used when other methods of traffic control such as one-lane, two-way operations, lane closures or temporary bypasses cannot be used. Detours are provided over the shortest possible route around the closure that can sufficiently accommodate the traffic. [[image:616.2.5.jpg|right|240px|thumb|<center>'''Example of the older style of detour routing (middle route assembly) and the newer style (far right route assembly).'''</center>]] The existing traffic (AADT) on the roadway being closed and the detour route, as well as the facility types are considered when determining detour routes. State routes are preferred for detour use, but other local facilities may be considered. [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]] show a typical detour of a road closed beyond the junction. Detours for multilane roadways, expressways and freeways can be quite complex and may require a combination of lane closures and modification of existing guide signs as well as detour signing.
[[image:616.13 county road.jpg|left|225px|thumb|<center>'''County Road'''</center>]]

Where city streets, county roads and other public roads are detoured due to roadwork, detour signing is provided showing the name or number of the road being detoured. Detour signing is provided at each junction through the detour route as well as confirmation signs where there are long detour sections over the same route. Detour signing is not used for temporary bypasses or connections.

Alternate route signing may be used where lane closures or physical height or width restrictions will have a significant effect on traffic and a viable alternate route is available. Alternate route signing may also be used where temporary bridge weight restrictions are imposed during construction. Alternate route signing is similar to detour signing except the DETOUR plaque is replaced with an ALTERNATE plaque.

Additional information is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.9 Detours and Diversions (MUTCD 6C.09)|EPG 616.3.9 Detours and Diversions]].

==616.6.20 ROAD (STREET) CLOSED Sign (WO20-3) (MUTCD 6F.20)==
[[image:WO20-3.jpg|center|110px]]

'''Guidance.''' The ROAD CLOSED (WO20-3) sign should be used in advance of the point where a highway is closed to all road users, or to all but local road users. These signs are used with detour signing after the ROAD CLOSED XX MILES AHEAD sign and before the ROAD CLOSED sign.

'''Standard.''' The ROAD CLOSED sign shall have the legend ROAD CLOSED, XX FEET, XX MILES, or AHEAD.

==616.6.21 ONE LANE ROAD Sign (WO20-4) (MUTCD 6F.21)==
[[image:WO20-4.jpg|center|110px]]

'''Standard.''' The ONE LANE ROAD (WO20-4) sign shall be used only in advance of that point where motor vehicle traffic in both directions must use a common single lane (see [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10]). It shall have the legend ONE LANE ROAD, XX FEET, XX MILES, or AHEAD.

==616.6.22 Lane(s) Closed Signs (WO20-5, WO20-5a) (MUTCD 6F.22)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO20-5.jpg|center|170px|thumb|<center>'''WO20-5'''</center>]]||[[image:WO20-5a.jpg|center|170px|thumb|<center>'''WO20-5a'''</center>]]
|}

'''Standard.''' The Lane(s) Closed sign shall be used in advance of that point where one or more through lanes of a multi-lane roadway are closed.

For a single lane closure, the Lane Closed (WO20-5) sign shall have the legend RIGHT (LEFT) LANE CLOSED, XX FEET, XX MILES, or AHEAD. Where two adjacent lanes are closed, the WO20-5a sign shall have the legend XX RIGHT (LEFT) LANES CLOSED, XX FEET, XX MILES, or AHEAD.

'''Guidance.''' The CENTER LANE CLOSED AHEAD sign should be used in advance of that point where work occupies
the center lane(s) and approaching motor vehicle traffic is directed to the right or left of the work zone in
the center lane.

==616.6.23 CENTER LANE CLOSED AHEAD Sign (W9-3) (MUTCD 6F.23)==

See EPG 616.6.22.

==616.6.24 Lane Ends Sign (Special Signs RIGHT LANE CLOSED (WO20-6a) and MERGE (Arrow)) (MUTCD 6F.24)==
[[image:616.6.24.jpg|center|260px]]

'''Guidance.''' MoDOT should use the signs RIGHT (LEFT/CENTER) LANE CLOSED (MoDOT WO20-6a) and MERGE (ARROW) (MoDOT) to warn of the reduction in the number of lanes for moving motor vehicle traffic in the direction of travel on a multi-lane roadway.

==616.6.25 ON RAMP Plaque (W13-4P) (MUTCD 6F.25)==

MoDOT does not use this sign.

==616.6.26 ROAD/BRIDGE/RAMP NARROWS Sign (WO5-1) (MUTCD 6F.26)==
[[image:WO5-1.jpg|center|140px|thumb|<center>'''WO5-1'''</center>]]

'''Guidance.''' The ROAD/BRIDGE/RAMP NARROWS (WO5-4) sign should be used in advance of the point where work on a road/bridge/ramp reduces the normal width of the road/bridge/ramp along a part or all of the road/bridge/ramp.

==616.6.27 SLOW TRAFFIC AHEAD Sign (W23-1) (MUTCD 6F.27)==

MoDOT does not use this sign.

==616.6.28 EXIT GORE, EXIT OPEN and EXIT CLOSED Signs (EO5-1, EO5-2, EO5-2a) (MUTCD 6F.28 and 2E.37)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:EO5-1.jpg|left|105px|thumb|<center>'''EO5-1'''</center>]]
||[[image:EO5-2.jpg|left|110px|thumb|<center>'''EO5-2'''</center>]]||[[image:EO5-2a.jpg|left|110px|thumb|<center>'''EO5-2a'''</center>]]
|}

'''Guidance.''' Temporary EXIT GORE (EO5-1) signs should be provided when work in the vicinity of off-ramps shifts the gore point of the ramp.

'''Option.''' An EXIT OPEN (EO5-2) or EXIT CLOSED (EO5-2a) sign may be used to supplement other warning signs where work is being conducted in the vicinity of an exit ramp and where the exit maneuver for vehicular traffic using the ramp is different from the normal condition.

'''Guidance.''' When an exit ramp is closed, an EXIT CLOSED sign panel with a black legend and border on an orange background should be placed diagonally across the interchange/intersection guide signs.

==616.6.29 EXIT ONLY Sign (E5-3) (MUTCD 6F.29)==

MoDOT does not use this sign.

==616.6.30 NEW TRAFFIC PATTERN AHEAD Sign (W23-2) (MUTCD 6F.30)==

MoDOT does not use this sign.

==616.6.31 Flagger (WO20-7) and BE PREPARD TO STOP (WO3-4) signs (MUTCD 6F.31)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO20-7_2024.jpg|left|115px|thumb|<center>'''WO20-7'''</center>]]
||[[image:WO3-4.jpg|left|110px|thumb|<center>'''WO3-4'''</center>]]
|}
'''Guidance.''' The Flagger (WO20-7) symbol sign should be used in advance of any point where a flagger is stationed to control road users. These signs should be displayed when a flagger is present and should be covered when the flagger is not present.

'''Option.''' The Flagger (WO20-7) symbol sign may be used with the BE PREPARED TO STOP (WO3-4) sign .
The BE PREPARED TO STOP (WO3-4) sign is used where conditions require traffic to stop for flagger-controlled truck/equipment crossings or entrances and temporary road closures where traffic is allowed to proceed unimpeded until access is needed. This sign may also be used in one-lane, two-way flagging operations where no work zone speed limit is established.

==616.6.32 Two-Way Traffic Sign (WO6-3) (MUTCD 6F.32)==

'''Guidance.''' When one roadway of a normally divided highway is closed, with two-way vehicular traffic maintained on the other roadway, the Two-Way Traffic (WO6-3) sign should be used at the beginning of the two-way vehicular traffic section and at intervals to remind road users of opposing vehicular traffic.

==616.6.33 Workers Signs (W21-1, W21-1a) (MUTCD 6F.33)==

MoDOT does not use this sign.

==616.6.34 FRESH OIL Sign (WO21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign (Special) (MUTCD 6F.34)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO21-2.jpg|left|110px|thumb|<center>'''WO21-2'''</center>]]
||[[image:WO8-7.jpg|left|110px|thumb|<center>'''WO8-7'''</center>]]||[[image:616.6.34 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]
|}

'''Guidance.''' The FRESH OIL (W21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign should be used to warn road users of the surface treatment.

==616.6.35 ROAD MACHINERY AHEAD Sign (W21-3) (MUTCD 6F.35)==

MoDOT does not use this sign.

==616.6.36 Motorized Traffic Signs: TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (SPECIAL WO8-6c) (MUTCD 6F.36)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO8-6_2024.jpg|left|112px|thumb|<center>'''WO8-6'''</center>]]
||[[image:616.6.36 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]
|}

'''Option.''' TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (Special WO8-8c) signs may be used to alert road users to locations where unexpected travel on the roadway or entries into or departures from the roadway by construction vehicles might occur.

'''Support.''' These locations might be relatively confined or might occur randomly over a segment of roadway.

==616.6.37 Shoulder Work Signs (WO21-5b) (MUTCD 6F.37)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO21-5 Shoulder Work.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5 Ahead.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5a.jpg|center|109px|thumb|<center>'''WO21-5a'''</center>]]||[[image:WO21-5b 2021.jpg|center|108px|thumb|<center>'''WO21-5b'''</center>]]
|}

'''Support.''' Shoulder Work signs warn of maintenance, reconstruction, or utility operations on the highway shoulder where the roadway is unobstructed.

'''Standard.''' The Shoulder Work sign shall have the legend SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b).

'''Option.''' The Shoulder Work sign may be used in advance of the point on a non-limited access highway where there is shoulder work. It may be used singly or in combination with a ROAD WORK NEXT XX MILES or ROAD WORK AHEAD sign.

'''Guidance.''' On freeways and expressways, the SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b) signs should be preceded by a ROAD WORK AHEAD sign.

==616.6.38 SURVEY CREW AHEAD Sign (WO21-6) (MUTCD 6F.38)==
[[image:WO21-6.jpg|center|110px|thumb|<center>'''WO21-6'''</center>]]

'''Guidance.''' The SURVEY CREW AHEAD (WO21-6) sign should be used to warn of surveying crews working in or adjacent to the roadway.

==616.6.39 UTILITY WORK Sign (WO21-7) (MUTCD 6F.39)==
[[image:WO21-7.jpg|center|110px|thumb|<center>'''WO21-7'''</center>]]

'''Option.''' For permit projects, the UTILITY WORK (WO21-7) sign may be used as an alternate to the ROAD WORK (WO20-1) sign for utility operations on or adjacent to a highway.

'''Standard.''' The UTILITY WORK sign shall carry the legend UTILITY WORK, XX FEET, XX MILES, or AHEAD.

==616.6.40 Signs for Blasting Areas (MUTCD 6F.40)==

These signs are not shown on the traffic control plan due to the various methods of detonation and various locations within a project that may require blasting. These signs, if used, are furnished by the contractor, at the contractor's expense. Reference to Blasting Area requirements are located in the following: Specification Section 616, [[:Category:203 Roadway and Drainage Excavation, Embankment and Compaction|EPG 203 Roadway and Drainage Excavation, Embankment, and Compaction]], MUTCD sections
6F.40 – 43, and MUTCD Figure 6H-2: Blasting Zone.

==616.6.41 BLASTING ZONE AHEAD Sign (W22-1) (MUTCD 6F.41)==

Refer to EPG 616.6.40.

==616.6.42 TURN OFF 2-WAY RADIO AND CELL PHONE Sign (W22-2) (MUTCD 6F.42)==

Refer to EPG 616.6.40.

==616.6.43 END BLASTING ZONE Sign (W22-3) (MUTCD 6F.43)==

Refer to EPG 616.6.40.

==616.6.44 Shoulder Signs and Plaque (WO8-4, WO8-17 and WO8-17P) (MUTCD 6F.44)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO8-4.jpg|center|110px|thumb|<center>'''WO8-4'''</center>]]||[[image:WO8-17.jpg|center|150px]]
|}

The SOFT SHOULDER (WO8-4) sign may be used to warn of a soft shoulder condition.

'''Guidance.''' The SHOULDER DROP OFF (WO8-17) sign should be used when an unprotected shoulder drop-off, adjacent to the travel lane, is deeper than 2 in. for a continuous length along the roadway, based on engineering judgment. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].

When the SHOULDER DROP-OFF signs are in-placed for greater than three days, the SHOULDER DROP-OFF plaque should be used in addition with the SHOULDER DROP-OFF sign.

==616.6.45 UNEVEN LANES Sign (WO8-11) (MUTCD 6F.45)==

[[image:WO8-11.jpg|center|90px|thumb|<center>'''WO8-11'''</center>]]

'''Guidance.''' The UNEVEN LANES (WO8-11) sign should be used during operations that create a difference in elevation between adjacent lanes that are open to travel. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].

==616.6.46 STEEL PLATE AHEAD Sign (WO8-24) (MUTCD 6F.46)==
[[image:WO8-24.jpg|center|110px|thumb|<center>'''WO8-24'''</center>]]

Unprotected excavations or repairs located within a roadway are usually backfilled when workers are not present, but may also be covered with steel plates. While plating is generally used by Maintenance employees on low speed (under 45 mph) roadways, it can also be appropriate within contract and permit work zones.

When plating is used, WO8-24 is deployed as part of [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Typical Applications 616.8.47a]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|616.8.47b]]. For roadways posted 45 mph or greater, the use of steel plates will require approval from the Highway Safety and Traffic Division and, when project-related, a design exception.

In any case, the plate must be appropriately sized to adequately conduct the vehicular loading and must be delineated according to the diagram below. Only 3/4 in. of the plate’s overall thickness may protrude above the roadway surface and the height differential must be transitioned at a rate no steeper than 3H:1V around the entire perimeter. This may be accomplished by beveling the plate, wedging asphalt or mechanically fastening, as approved by the engineer. Care must be taken to ensure that a mechanical fastener is appropriate for the operating speed of the work zone. The surface of the plate must be treated for skid resistance, either by surface deformation or direct application of a friction course.

[[image:616.6.46.jpg|center|740px|thumb|
{| style="margin: 1em auto 1em auto"
|-
|'''Steel plates with any side ≥ 6' long'''||width=120| || '''Steel plates with any side < 6' long'''
|}
<center>'''Steel Plate Delineation'''</center>]]

==616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)==
[[image:WO8-12.jpg|center|110px|thumb|<center>'''WO8-12'''</center>]]

These signs are black-on-orange warning signs used on two-lane and two-lane with auxiliary lane facilities where centerline marking is eliminated for 200 linear ft. or more. These signs are used in combination with temporary pavement marking. These signs are placed in advance of the missing centerline markings area at the recommended sign spacing. For extended areas continuously or intermittently missing centerline marking, NO CENTER LINE signs should also be installed within 150 ft. after the intersection of a state route and at two-mile spacing throughout the affected area. Upon the discretion of the engineer or supervisor, additional NO CENTER LINE signs may be installed within 150 ft. after other intersections. When a sign placed at the two-mile interval and another sign placed after an intersection fall within one-eighth mile of each other, the sign placed at the two-mile interval may be eliminated. [https://www.modot.org/media/16897 Standard Plan 620.10] shows the configuration for these signs and pavement markers on a two-lane roadway. This layout is to also be included in the TCP.

When temporary pavement markings and/or NO CENTER LINE signs are necessitated by either a change in roadway use or the elimination of permanent pavement markings, the following provisions shall be incorporated into the operation:

: Those performing the operation shall be responsible for coordinating the procurement, installation, maintenance and removal, as applicable, of pavement markings, temporary or permanent, and any NO CENTER LINE signs.

: Temporary pavement markings and any NO CENTER LINE signs shall be in place prior to opening a roadway to traffic. On two-lane highways with AADTs less than 1000, certain material and operations do not allow the practical application of these markings (e.g., seal coat, cold mix curing, fly coating, etc.), installation of temporary pavement markings may be delayed up to 5 working days, initiated by the elimination of the permanent pavement markings, provided the required NO CENTER LINE signs are in place as prescribed previously prior to opening the facility to traffic.

:'''Contract Projects –''' Permanent pavement marking shall be installed in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620 Pavement Marking].

:'''Maintenance Operations –''' Permanent pavement markings should be installed no later than 14 calendar days after any operation has been completed. However, delays in installation should be minimized where possible.

:Removal or obliteration of all pavement markings shall be complete and leave minimal pavement scarring. Concealing any pavement marking with black paint or asphalt is not acceptable.

==616.6.48 Turn, Curve, Reverse Curve, Double and Triple Arrow Reverse Curve and ALL LANE Signs (WO1-1, 1-2, 1-3, 1-4 and WO24-1cP Series) (MUTCD 6F.48)==

'''WO1-1 and WO1-3 Series (Turn and Reverse Turn).''' These symbolic signs are used when the anticipated posted speed of a turn or reverse turn is 30 mph or less.

'''WO1-2 and WO1-4 Series (Curve and Reverse Curve).''' These symbolic signs are used when the anticipated posted speed of a curve or reverse curve is greater than 30 mph and less than the posted speed limit.

'''Guidance.''' In order to give road users advance notice of a lane shift, a Reverse Curve (WO1-4, WO1-4b, or WO1-4c) sign should be used when a lane (or lanes) is being shifted to the left or right. If the design speed of the curves is 30 mph or less, a Reverse Turn (WO1-3) sign should be used.

'''Standard.''' If a Reverse Curve (or Turn) sign is used, the direction of the reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.

'''Option.''' Where two or more lanes are being shifted, a WO1-4 (or WO1-3) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.

Where more than three lanes are being shifted, the Reverse Curve (or Turn) sign may be rectangular.

===<center>Table 616.6.48===

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO1-1.jpg|center|40px]]||Turn|| WO1-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-2.jpg|center|40px]]||Curve|| WO1-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-3.jpg|center|40px]]|| Reverse Turn|| WO1-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-4.jpg|center|40px]]||Reverse Curve|| WO1-4|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-4b.jpg|center|40px]]||Double Arrow Reverse Curve|| WO1-4b|| 616.6.48 ||6F.48
|-
| [[image:WO1-4c.jpg|center|40px]]||Triple Arrow Reverse Curve|| WO1-4c|| 616.6.48 ||6F.48
|-
| [[image:WO24-1cP.jpg|center|50px]]||ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48
|}
</center>

==616.6.49 Double Reverse Curve, Double and Triple Arrow Double Reverse and ALL LANES Signs (WO24-1 Series) (MUTCD 6F.49)==

'''Option.''' The Double Reverse Curve (WO24-1, WO24-1a or WO24-1b) sign may be used where the tangent distance between two reverse curves is less than 600 ft., thus making it difficult for a second Reverse Curve (WO1-4 series) sign to be placed between the curves. If the design speed of the curves is 30 mph or less, Double Reverse Turn signs should be used.

'''Standard.''' If a Double Reverse Curve (or Turn) sign is used, the direction of the double reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.

'''Option.''' Where two or more lanes are being shifted, a WO24-1 (or Double Reverse Turn sign showing one lane) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.

Where more than three lanes are being shifted, the Double Reverse Curve (or Turn) sign may be rectangular.

===<center>Table 616.6.49</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO24-1.jpg|center|40px]]|| Double Reverse Curve|| WO24-1|| 616.6.49|| 6F.49
|-
| [[image:WO24-1a.jpg|center|40px]]|| Double Arrow Double Reverse Curve|| WO24-1a|| 616.6.49 ||6F.49
|-
| [[image:WO24-1b.jpg|center|40px]]|| Triple Arrow Double Reverse Curve|| WO24-1b|| 616.6.49 ||6F.49
|-
| [[image:WO24-1cP.jpg|center|50px]]|| ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48
|}
</center>

==616.6.50 Other Warning Signs (MUTCD 6F.50)==

'''Option.''' Advance warning signs may be used by themselves or with other advance warning signs.

Besides the warning signs specifically related to TTC zones, several other warning signs in [[:Category:903 Highway Signing|EPG 903 Highway Signing]] may apply in TTC zones.

'''Standard.''' Except as provided in [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]], other warning signs that are used in TTC zones shall have black legends and borders on a fluorescent orange background.

Below the table, additional information is provided for the following signs.

===<center>Table 616.6.50</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO1-6.jpg|center|60px]]|| Horizontal Arrow (Symbol)|| WO1-6||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10] ||2C.12
|-
| [[image:WO1-6a.jpg|center|60px]]|| Horizontal Arrow (Symbol on Permanent Barricade)|| WO1-6a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10]|| 2C.12
|-
| [[image:WO1-7.jpg|center|60px]]|| Double Head Horizontal Arrow (Symbol)|| WO1-7||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47
|-
| [[image:WO1-7a .jpg|center|60px]]|| Double Head Horizontal Arrow <br> (Symbol on Permanent Barricade)|| WO1-7a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47
|-
| [[image:WO1-8 .jpg|center|22px]]|| Chevron (Symbol)|| WO1-8|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11] ||2C.09
|-
| [[image:WO1-8a .jpg|center|22px]]|| Chevron (Symbol for Divided Highways)|| WO1-8a||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11]|| 2C.09
|-
| [[image:WO3-1 .jpg|center|40px]]|| Stop Ahead (Symbol)|| W03-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36
|-
| [[image:WO3-2 .jpg|center|40px]]|| Yield Ahead (Symbol)|| WO3-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36
|-
| [[image:WO3-3.jpg|center|40px]]|| Signal Ahead (Symbol)|| WO3-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28] ||2C.36
|-
| [[image:WO3-5.jpg|center|40px]]|| Reduced Speed Limit Ahead (Symbol)|| WO3-5|| [[616.12 Work Zone Speed Limits|616.12]] & [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.30_Reduced_Speed_Limit_Ahead_Signs_.28W3-5.29_.28MUTCD_Section_2C.38.29 903.6.30]|| 2C.38
|-
| [[image:WO4-1.jpg|center|40px]]|| Merge Traffic (Symbol)|| WO4-1(L or R)||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.31_Merge_Signs_.28W4-1.2C_W4-5.29_.28MUTCD_Section_2C.40.29 903.6.31] ||2C.40
|-
| [[image:WO5-3.jpg|center|40px]]|| ONE LANE BRIDGE|| WO5-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.21
|-
| [[image:616.6.50 Narrow Lanes.jpg|center|40px]]|| NARROW LANES|| SPECIAL WO5-5|| N/A|| N/A
|-
| [[image:WO6-1.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.22
|-
| [[image:WO6-2.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.18_Divided_Highway_Sign_.28W6-1.29_.28MUTCD_Section_2C.22.29 903.6.18]|| 2C.23
|-
| [[image:WO8-1.jpg|center|40px]]|| BUMP|| WO8-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23] || 2C.28
|-
| [[image:WO8-2.jpg|center|40px]]|| DIP|| WO8-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23]|| 2C.28
|-
| [[image:WO8-3.jpg|center|40px]]|| PAVEMENT ENDS|| WO8-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.24_PAVEMENT_ENDS_Sign_.28W8-3.29_.28MUTCD_Section_2C.30.29 903.6.24] ||2C.30
|-
| [[image:WO8-5.jpg|center|40px]]|| Slippery When Wet (Symbol)|| WO8-5||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.26_Slippery_When_Wet_Sign_.28W8-5.29_.28MUTCD_Section_2C.32.29 903.6.26]|| 2C.32
|-
| [[image:WO8-15.jpg|center|40px]]|| GROOVED PAVEMENT|| WO8-15|| N/A|| 2C.33
|-
| [[image:WO10-1.jpg|center|38px]]|| Railroad Crossing|| W10-1|| [https://epg.modot.org/index.php?title=903.20_Signing_for_Rail_and_Light_Rail_Transit_Grade_Crossings#903.20.6_Grade_Crossing_Advance_Warning_Signs_.28W10_Series.29_.28MUTCD_Section_8B.06.29 903.20.6] ||8B.06
|-
| [[image:WO12-1.jpg|center|40px]]|| Double Down Arrow (Symbol)|| WO12-1||[[903.6 Warning Signs#903.6.20 Double Arrow Sign (W12-1) (MUTCD Section 2C.25)|903.6.20]] ||2C.25
|-
| [[image:WO12-2.jpg|center|40px]]|| Low Clearance (Symbol)|| WO12-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22] || 2C.27
|-
| [[image:WO12-2a.jpg|center|60px]]|| Overhead Low Clearance (Feet and Inches)|| WO12-2a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22]|| 2C.27
|-
|[[image:WO12-2x.jpg|center|50px]]||Low Clearance (Plaque)||WO12-2x||N/A||N/A
|-
| [[image:616.50 Low Clearance orange.jpg|center|60px]]|| LOW CLEARANCE <br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL ||N/A|| N/A
|-
| [[image:616.50 Width Restriction orange.jpg|center|60px]]|| WIDTH RESTRICTION<br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL|| N/A|| N/A
|-
| [[image:WO16-2P.jpg|center|40px]]|| XXX FEET (Plaque)|| WO16-2P||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45] ||2C.60
|-
| [[image:WO16-3aP.jpg|center|40px]]|| X MILE (Plaque)|| WO16-3aP|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45]|| 2C.55
|-
| [[image:616.6.50 Wet Paint.jpg|center|30px]]|| WET PAINT (Arrow Pivots)|| GO22-1|| N/A|| N/A
|-
| [[image:616.6.50 Type 1.jpg|center|40px]]|| Type1 Object Marker|| - || [https://www.modot.org/media/16887 Std. Plan 612.20] || 2C.63
|-
| [[image:616.6.50 Type 3.jpg|center|40px]]|| Type 3 Object Marker|| - ||[https://www.modot.org/media/16892 Std. Plan 616.10]|| 2C.63
|}
</center>

'''WO1-6 and WO1-7 Series (Horizontal Arrow and Double Head Horizontal Arrow).''' These symbolic signs are used in conjunction with Type 3 barricades. The HORIZONTAL ARROW signs are also used in conjunction with the TURN and REVERSE TURN series signs.

'''WO3-1a (Stop Ahead).''' This symbolic sign is used in advance of a STOP sign not visible for a sufficient distance to permit the driver to bring the vehicle to a complete stop. This sign may also be used where a driver would not normally expect STOP sign control.

'''WO3-2a (Yield Ahead).''' This symbolic sign is used in advance of a YIELD sign not visible for a sufficient distance to permit the driver to bring the vehicle to a stop at the YIELD sign or where a driver would not normally expect YIELD sign control.

'''WO3-3 (Signal Ahead).''' This symbolic sign is used in advance of a traffic signal where the minimum visibility requirements described in [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.3__Application_of_Pedestrian_Signal_Heads_.28MUTCD_Section_4E.03.29 EPG 902.6.3 Application of Signal Heads], cannot be met or where a driver would not normally expect signal control. This sign is to be used at temporary traffic signal installations in work zones.

'''WO3-5 (Reduced Speed Limit Ahead).''' This sign is used when the approved speed reduction for an immediate location is greater than 10 mph below the existing or posted speed limit. If the geometrics of the roadway require an approved greater than 10 mph reduction in speed, then this sign is required. If the geometrics require a 10 mph reduction at the beginning of the project and construction work requires an additional 5 to 10 mph reduction farther down the road, then the WO3-5 sign is not required. The REDUCDED SPEED LIMIT AHEAD sign is always followed by a SPEED LIMIT sign. The speed limit indicated on the REDUCDED SPEED LIMIT AHEAD sign shall be identical to the SPEED LIMIT sign (see [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]]).

'''WO8-15 GROOVED PAVEMENT.''' When coldmilled areas are left opened to traffic, the GROOVED PAVEMENT (WO8-15) signs shall be provided in locations described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 622]. Since designers cannot estimate the various times a contractor may leave a milled area opened to traffic, these signs are not shown on the traffic control plan.

When the GROOVED PAVEMENT signs are in-placed for greater than three days, the Motorcycle (WO8-15P) plaque shall be used in addition with the GROOVED PAVEMENT sign.

These signs, if used, are furnished by the contractor at the contractor's expense.

'''Special (NARROW LANES).''' This sign is used on multilane highways where the lane width is temporarily reduced.

'''WO12-1 (Double Down Arrow).''' These signs are used at the end of temporary islands or obstructions in the roadway where traffic traveling in the same direction is permitted to pass on either side of the island or obstruction.

'''WO12-2 Series (Low Clearance).''' These signs are used when the vertical clearance is 15 ft. 2 in. or less in non-commercial zones and 16 ft. 2 in. or less in commercial zone limits in metropolitan areas. Consult with Motor Carrier Services for a current listing of all commercial zones. The clearance indicated on the signs is the actual clearance less 2 inches. Use the mileage plaque with this assembly in advance of the last interchange or intersection before the restriction.

'''WO12-2a (Overhead Low Clearance).''' These signs are mounted on the bridge with low clearance. These signs and the LOW CLEARANCE shoulder mount signs are always used when the low clearance condition outlined for WO12-2 SERIES (LOW CLEARANCE) exists in work zones.

'''LOW CLEARANCE/WIDTH RESTRICTION XX' XX" XX MILES AHEAD.''' These signs may be used in advance of the last interchange or intersection before a physical height or width restriction. These signs are to be used on divided highways. Where a significant amount of traffic will be affected by these restrictions, changeable message signs and/or alternate route signing may be used in addition to these signs.

'''Object Markers.'''
Refer to [[903.17 Delineation and Object Markers|EPG 903.17 Delineation and Object Markers]] for more information. Object markers are used in work zones to mark temporary obstructions within or adjacent to the roadway.

:'''Type 1 Object Marker.''' The Type 1 Object Marker is attached to the lead module of sand-filled impact attenuators. No direct payment is made for Type 1 object markers.

:'''Type 3 Object Marker.''' The Type 3 Object Marker may be used to supplement other channelizing devices in special situations. When specified, quantities are calculated and shown on the plans.

==616.6.51 Project Signs==
[[image:616.2.4 Point of Presence Sign.jpg|right|250px|thumb|<center>'''Point of Presence sign with "COMPLETED AS PROMISED" label'''</center>]]
'''Option.''' Project signs may be used to inform the public or convey safety messages.

'''Guidance.''' Project signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.

===616.6.51.1 "Point of Presence" Sign===
The POINT OF PRESENCE signs provides the traveling public the finished date of the project as promised by MoDOT.

This sign is to be used on projects deemed prominent by the district. One sign should be placed in each direction of traffic on state highways. This sign is not to be used on roadways that are closed to traffic or where the construction has no effect on existing roadways. The “Point of Presence” sign is to be placed in a visible area within the project’s limits provided its placement does not disrupt a sequence of signs (e.g., between ROAD WORK AHEAD, RIGHT LANE CLOSED AHEAD and RIGHT LANE CLOSED). If a visible location within the project is not available, this sign may be placed approximately 500 ft. before the GO20-1 ROAD WORK NEXT XX MILES sign. Because of the sign’s width, flatter areas are preferable in order to avoid long post lengths in fill sections. The job estimate is to include the appropriate square footage of the sign as construction signing.

{| style="margin: 1em auto 1em auto" align="right"
|-
|[[image:616.2.4 POP Sign 96x48 Feb 2012.jpg|235px|left|thumb|<center>'''96 in. x 48. in POP sign'''</center>]]||[[image:616.2.4 POP Sign 36x48 Feb 2012.jpg|120px|left|thumb|<center>'''48 in. x 36. in POP sign'''</center>]]
|-
|colspan="2"|[[image:616.6.51.jpg|475px|left|thumb|<center>'''Two acceptable examples of affixing the “Completed as Promised” label.'''</center>]]
|}

The “POINT OF PRESENCE” sign is available in two sizes depending on roadway conditions. The 48 in. x 36 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for an eight foot wide sign. The 96 in. x 48 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 36 in. sign if added emphasis is deemed necessary.

Upon final inspection, the contractor shall affix a "Completed As Promised" label to the sign in the specific location shown on the plans. The contractor shall remove the signs and sign posts approximately 90 days after the job has been accepted by MoDOT.

The designer should complete the D-28 form and submit it to the Central Office Highway Safety and Traffic Division where it will be detailed. The finished layout will be returned to the designer for inclusion in the traffic control plans.

<div id="The options available to the designer"></div>
The options available to the designer to describe the project are listed below. Any deviations from this list must be approved by the Public Information and Outreach Unit.

:* Bridge Improvements
:* New Bridge
:* Intersection Improvement
:* Road Improvements
:* Road Resurfacing
:* New Signals
:* New Intersection
:* New Pavement
:* Signal Improvements
:* Pavement Repair
:* Road Widening
:* Safety Improvements
:* Lane Additions
:* New Interchange
:* Surface Improvements

The options available for project completion date on the sign are Spring, Summer, Fall or Winter along
with the year.

===616.6.51.2 WORK ZONE NO PHONE ZONE Sign===
The WORK ZONE NO PHONE ZONE sign is designed to capture the traveling public’s expectation that cellular phone and other distracting device usage is not allowed within the project limits.

[[image:616.6.51.3.jpg|center|300px]]

This sign is used on all projects unless the roadway is closed to traffic or the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One WORK ZONE NO PHONE ZONE sign will be placed a minimum of 500 ft. before the ROAD WORK AHEAD sign. On two-lane undivided roadways highways, only one NO PHONE ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.

==616.6.52 Advisory Speed Plaque (WO13-1P) (MUTCD 6F.52)==
[[image:W13-1P.jpg|center|80px|thumb|<center>'''WO13-1P'''</center>]]

'''Option.''' In combination with a warning sign, an Advisory Speed (WO13-1P) plaque may be used to indicate a recommended speed around a curve or through a signed condition.

'''Standard.''' The Advisory Speed plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone.

==616.6.53 NEXT XX MILES Plaque (WO7-3aP) (MUTCD 6F.53)==
[[image:WO7-3aP.jpg|center|110px|thumb|<center>'''WO7-3aP'''</center>]]

'''Option.''' In combination with a warning sign, a NEXT XX MILES (WO7-3aP) plaque may be used to indicate the length of highway over which a work activity is being conducted, or over which a condition exists in the TTC zone.
In long TTC zones, NEXT XX MILES plaques may be placed in combination with warning signs at regular intervals within the zone to indicate the remaining length of highway over which the TTC work activity or condition exists.

'''Standard.''' The NEXT XX MILES plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone.

'''Guidance.''' When used in TTC zones, the NEXT XX MILES plaque should be placed below the initial warning sign designating that, within the approaching zone, a temporary work activity or condition exists.

==616.6.54 Motorcycle Plaque (WO8-15P) (MUTCD6F.54)==
[[image:WO8-15P.jpg|center|110px|thumb|<center>'''WO8-15P'''</center>]]

'''Option.''' A Motorcycle (WO8-15P) plaque may be mounted below a GROOVED PAVEMENT (WO8-15) sign, if the warning is intended to be directed primarily to motorcyclists.

==616.6.55 Guide Signs (MUTCD 6F.55)==

'''Support.''' Guide signs along highways provide road users with information to help them along their way through the TTC zone. The design of guide signs is presented in [[:Category:903 Highway Signing|EPG 903 Highway Signing]].

'''Guidance.''' The following guide signs should be used in TTC zones as needed:

:A. Standard route markings, where temporary route changes are necessary,
:B. Directional signs and street name signs, and
:C. Special guide signs relating to the condition or work being done.

'''Standard.''' If additional temporary guide signs are used in TTC zones, they shall have a black legend and border on a fluorescent orange background.

'''Option.''' Guide signs used in TTC incident management situations may have a black legend and border on a fluorescent pink background.

When directional signs and street name signs are used in conjunction with detour routing, these signs may have a black legend and border on a fluorescent orange background.

When permanent directional signs or permanent street name signs are used in conjunction with detour signing, they may have a white legend on a green background.

==616.6.56 ROAD WORK NEXT XX MILES Sign (GO20-1) (MUTCD 6F.56)==
[[image:GO20-1.jpg|center|110px|thumb|<center>'''GO20-1'''</center>]]

'''Guidance.''' The ROAD WORK NEXT XX MILES (GO20-1) sign should be installed in advance of TTC zones that are longer than 2 miles. The project with this sign may be a lane addition or have head-to-head lane reconstruction, for example. Examples of projects where this sign is not to be installed include new alignment, guardrail replacement, or those with mobile operations. The mileage on the road construction sign is rounded to the nearest mile.

'''Option.''' The ROAD WORK NEXT XX MILES sign may be mounted on a Type 3 Barricade. The sign may also be used for TTC zones of shorter length.

'''Standard.''' The distance displayed on the ROAD WORK NEXT XX MILES sign shall be stated to the nearest whole mile.

==616.6.57 END ROAD WORK Sign (GO20-2) (MUTCD 6F.57)==
[[image:GO20-2.jpg|center|110px|thumb|<center>'''GO20-2'''</center>]]

'''Guidance.''' These signs shall be used when the ROAD WORK NEXT XX MILES sign is used.

'''Option.''' The END ROAD WORK sign may be installed on the back of a warning sign facing the opposite direction of road users or on the back of a Type 3 Barricade.

==616.6.58 PILOT CAR FOLLOW ME (GO20-4) and PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) (MUTCD 6F.58)==

'''Standard.''' The PILOT CAR FOLLOW ME (GO20-4) sign shall be mounted in a conspicuous position on the rear of a vehicle used for guiding one-way vehicular traffic through or around a TTC zone (see [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.13 Pilot Car Method of One-Lane, Two-Way Traffic Control (MUTCD 6C.13)|EPG 616.3.13]]).

'''Guidance.''' The 42 in. X 30 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) shall be used on all state routes and may be used on any non-state routes, as determined by the engineer. The 18 in. X 12 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) is used on all other non-state routes (city streets, county roads, etc.).

===<center>Table 616.6.58</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:GO20-4.jpg|center|70px]]|| PILOT CAR <br>FOLLOW ME || GO20-4|| 616.6.58 ||6F.58
|-
| [[image:616.6.58 Pilot Car.jpg|center|75px]]|| PILOT CAR<br>IN USE<br>WAIT & FOLLOW|| GO20-4a ||616.6.58|| n/a
|}
</center>

==616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)==

'''Standard.''' Each detour shall be adequately marked with standard temporary route signs and destination signs.

'''Option.''' Detour signs in TTC incident management situations may have a black legend and border on a fluorescent pink background.

The Detour Arrow (MO4-10) sign may be used where a detour route has been established.

The DETOUR (MO4-8) sign may be mounted at the top of a route sign assembly to mark a temporary route that detours from a highway, bypasses a section closed by a TTC zone, and rejoins the highway beyond the TTC zone.

'''Guidance.''' The Detour Arrow (MO4-10) sign should normally be mounted just below the ROAD CLOSED (R11-2, R11-3a, or R11-4) sign. The Detour Arrow sign should include a horizontal arrow pointed to the right or left as required.
The DETOUR (MO4-9) sign (see Table 616.6.59) should be used for unnumbered highways, for emergency situations, for periods of short durations, or where, over relatively short distances, road users are guided along the detour and back to the desired highway without route signs.

A Street Name sign should be placed above, or the street name should be incorporated into, a DETOUR (MO4-9) sign to indicate the name of the street being detoured.

'''Option.''' The END DETOUR (MO4-8a) or END (MO4-8b) sign may be used to indicate that the detour has ended.

'''Guidance.''' When the END DETOUR sign is used on a numbered highway, the sign should be mounted above a route sign after the downstream end of the detour.

The Pedestrian/Bicycle Detour (MO4-9a) sign should be used where a pedestrian/bicycle detour route has been established because of the closing of a pedestrian/bicycle facility to through traffic.

'''Standard.''' If used, the Pedestrian/Bicycle Detour sign shall have an arrow pointing in the appropriate direction.

'''Option.''' The arrow on a Pedestrian/Bicycle Detour sign may be on the sign face or on a supplemental plaque.
The Pedestrian Detour (MO4-9b) sign or Bicycle Detour (MO4-9c) sign may be used where a pedestrian or bicycle detour route (not both) has been established because of the closing of the pedestrian or bicycle facility to through traffic.

===<center>Table 616.6.59</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:M4-8.jpg|center|60px]]|| DETOUR|| MO4-8|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59
|-
| [[image:M4-8a.jpg|center|60px]]|| END DETOUR|| MO4-8A|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|-
| [[image:M4-9.jpg|center|70px]]|| DETOUR ||MO4-9|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|-
| [[image:M4-9a.jpg|center|60px]]|| BIKE/ PEDESTRIAN DETOUR|| MO4-9a|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59
|-
| [[image:M4-9b.jpg|center|60px]]|| PEDESTRIAN DETOUR|| MO4-9b|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59
|-
| [[image:M4-9c.jpg|center|60px]]|| BIKE DETOUR|| MO4-9c|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|-
| [[image:M4-10.jpg|center|70px]]|| DETOUR ARROW||MO4-10|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|}
</center>

==616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)==

'''Support.''' Portable changeable message signs (PCMS) are TTC devices installed for temporary use with the flexibility to display a variety of messages. In most cases, portable changeable message signs follow the same provisions for design and application as those given for changeable message signs in [[910.3 Dynamic Message Signs (DMS)| EPG 910.3 Dynamic Message Signs]]. The information in this article describes situations where the provisions for changeable message signs differ from those given in EPG 910.3.
[[image:616.3 CMS.JPG|right|400px]]

Portable changeable message signs are used most frequently on high-density urban freeways, but have applications on all types of highways where highway alignment, road user routing problems, or other pertinent conditions require advance warning and information.

Portable changeable message signs have a wide variety of applications in TTC zones including: roadway, lane, or ramp closures; incident management; width restriction information; speed control or reductions; advisories on work scheduling; road user management and diversion; warning of adverse conditions or special events; and other operational control.

The primary purpose of portable changeable message signs in TTC zones is to advise the road user of unexpected situations. Portable changeable message signs are particularly useful as they are capable of:

:A. Conveying complex messages,
:B. Displaying real time information about conditions ahead, and
:C. Providing information to assist road users in making decisions prior to the point where actions must be taken.

Some typical applications include the following:
{|style="padding: 0.3em; margin-left:3px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right"
|-
|'''Related Information'''
|-
|[[910.3 Dynamic Message Signs (DMS)|'''Dynamic Message Signs (DMS)''']]
|}

:A. Where the speed of vehicular traffic is expected to drop substantially;
:B. Where significant queuing and delays are expected;
:C. Where adverse environmental conditions are present;
:D. Where there are changes in alignment or surface conditions;
:E. Where advance notice of ramp, lane, or roadway closures is needed;
:F. Where crash or incident management is needed; and/or
:G. Where changes in the road user pattern occur.

'''Guidance.''' The components of a portable changeable message sign should include: a message sign, control systems, a power source, and mounting and transporting equipment. The front face of the sign should be covered with a protective material. CMSs shall not be used to replace or repeat static sign messages. Changeable message signs shall not display advertising.

'''Standard.''' Portable changeable message signs shall comply with the applicable design and application principles established in [[:Category:903 Highway Signing|EPG 903 Highway Signing]]. Portable changeable message signs shall display only traffic operational, regulatory, warning, and guidance information, and shall not be used for advertising messages.

'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding overly simplistic or vague messages that is also applicable to portable changeable message signs.

'''Standard.''' The colors used for legends on portable changeable message signs shall comply with those shown in [[903.2 Extent of Signing|EPG 903.2 Extent of Signing]].

'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding the luminance, luminance contrast, and contrast orientation that is also applicable to portable changeable message signs.

'''Guidance.''' Portable changeable message signs should be visible from 1/2 mile under both day and night conditions.

'''Support.''' [https://epg.modot.org/index.php?title=903.5_Regulatory_Signs#903.5.7_SPEED_LIMIT_Sign_.28R2-1.29_.28MUTCD_Section_2B.13.29 EPG 903.5.7 SPEED LIMIT] contains information regarding the design of portable changeable message signs that are used to display speed limits that change based on operational conditions, or are used to display the speed at which approaching drivers are traveling.

'''Guidance.''' A portable changeable message sign should be limited to three lines of eight characters per line or should consist of a full matrix display.

The letter height used for portable changeable message sign messages should be a minimum of 18 in. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

'''Option.''' The changeable message sign may vary in size.

'''Guidance.''' Messages on a changeable message sign should consist of no more than two phases, and a phase should consist of no more than three lines of text. Each phase should be capable of being understood by itself, regardless of the order in which it is read. Messages should be centered within each line of legend. If more than one portable changeable message sign is simultaneously legible to road users, then only one of the signs should display a sequential message at any given time.

'''Support.''' Road users have difficulties in reading messages displayed in more than two phases on a typical three-line changeable message sign.

'''Standard.''' Techniques of message display such as animation, rapid flashing, dissolving, exploding, scrolling, travelling horizontally or vertically across the face of the sign, or other dynamic elements shall not be used.

'''Guidance.''' When a message is divided into two phases, the display time for each phase should be at least 2 seconds, and the sum of the display times for both of the phases should be a maximum of 8 seconds.

All messages should be designed with consideration given to the principles provided in this Section and also taking into account the following:

:A. The message should be as brief as possible and should contain three thoughts (with each thought preferably shown on its own line) that convey:

::1. The problem or situation that the road user will encounter ahead,

::2. The location of or distance to the problem or situation, and

::3. The recommended driver action.

:B. If more than two phases are needed to display a message, additional changeable message signs should be used. When multiple changeable message signs are needed, they should be placed on the same side of the roadway and they should be separated from each other by a distance of at least 1,000 feet.

'''Standard.''' When the word messages need to be abbreviated on a changeable message sign, the provisions described in EPG 910.3 shall be followed.

In order to maintain legibility, changeable message signs shall automatically adjust their brightness under varying light conditions.

The control system shall include a display screen upon which messages can be reviewed before being displayed on the message sign. The control system shall be capable of maintaining memory when power is unavailable.

Changeable message signs shall be equipped with a power source and a battery back-up to provide continuous operation when failure of the primary power source occurs.

The mounting of changeable message signs on a trailer shall be such that the bottom of the message sign shall be a minimum of 7 ft. above the roadway when it is in the operating mode.

'''Guidance.''' Changeable message signs should be used as a supplement to and not as a substitute for conventional signs and pavement markings.

When changeable message signs are used for route diversion, they should be placed far enough in advance of the diversion to allow road users ample opportunity to perform necessary lane changes, to adjust their speed, or to exit the affected highway.

Changeable message signs should be sited and aligned to provide maximum legibility and to allow time for road users to respond appropriately to the portable changeable Message sign message.

Changeable message signs should be placed off the shoulder of the roadway and behind a traffic barrier, if practical. Where a traffic barrier is not available to shield the changeable message sign, it should be placed off the shoulder and outside of the clear zone. If a changeable message sign has to be placed on the shoulder of the roadway or within the clear zone, it should be delineated with retroreflective TTC devices (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

When changeable message signs are not being used to display TTC messages, they should be relocated such that they are outside of the clear zone or shielded behind a traffic barrier and turned away from traffic. If relocation or shielding is not practical, they should be delineated with retroreflective TTC devices.

Changeable message sign trailers should be delineated on a permanent basis by affixing retroreflective material, known as conspicuity material, in a continuous line on the face of the trailer as seen by oncoming road users.

==616.6.61 Arrow Boards (MUTCD 6F.61)==

'''Standard.''' An arrow board shall be a sign with a matrix of elements capable of either flashing or sequential displays. This sign shall provide additional warning and directional information to assist in merging and controlling road users through or around a TTC zone (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

'''Guidance.''' An arrow board in the arrow mode should be used to advise approaching traffic of a lane closure along major multi-lane roadways in situations involving heavy traffic volumes, high speeds, and/or limited sight distances, or at other locations and under other conditions where road users are less likely to expect such lane closures.
If used, an arrow board should be used in combination with appropriate signs, channelizing devices, or other TTC devices.

An arrow board should be placed on the shoulder of the roadway or, if practical, farther from the traveled lane. It should be delineated with retroreflective TTC devices. When an arrow board is not being used, it should be removed; if not removed, it should be shielded; or if the previous two options are not feasible, it should be delineated with retroreflective TTC devices.

Flashing arrow panels are only to be used on multilane facilities. Flashing arrow panels are placed on the shoulder at the start of the taper for lane closures.

Flashing arrow panels are not used with temporary one-lane, two-way operations. Flashing arrow panels are not used to laterally shift one or more lanes of traffic through a temporary bypass or connection. Flashing arrow panels are not used to delineate narrow lanes, islands or fixed objects.

Quantities for flashing arrow panels are estimated and are tabulated on the plans.

'''Standard.''' Arrow boards shall meet the minimum size, legibility distance, number of elements, and other specifications. <u>The overall minimum dimensions of the panels are 60 in. wide x 30 in. high for truck-mounted units and 96 in. wide x 48 in. high for trailer-mounted units.</u>

'''Support.''' Type B arrow boards are normally truck-mounted units and appropriate for mobile operations on roadways. Type C arrow boards are normally trailer-mounted and intended to be used on traffic control projects. Type D arrow boards are intended for use on MoDOT emergency response vehicles for emergency use until standard temporary traffic control devices are available.

<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" |Arrow Board Type!!style="background:#BEBEBE" |Minimum Size!!style="background:#BEBEBE" |Minimum Legibility!! style="background:#BEBEBE"|Minimum Number of Elements
|-
|B|| 60 in. X 30 in.|| ¾ mile|| 15
|-
|C|| 96 in. X 48 in.|| 1 mile|| 15
|-
|D|| None'''*'''||½ mile|| 12
|-
|colspan="4" align="left"|'''*''' Length of arrow equals 48 in., width of arrowhead equals 24 in.
|}

</center>
'''Standard.''' Type B, and C arrow boards shall have solid rectangular appearances. A Type D arrow board shall conform to the shape of the arrow.

All arrow boards shall be finished in non-reflective black. The arrow board shall be mounted on a vehicle, a trailer, or other suitable support.

'''Guidance.''' The minimum mounting height, measured vertically from the bottom of the board to the roadway below it or to the elevation of the near edge of the roadway, of an arrow board should be 7 ft., except on vehicle-mounted arrow boards, which should be as high as practical.

A vehicle-mounted arrow board should be provided with remote controls.

'''Standard.''' Arrow board elements shall be capable of at least a 50 percent dimming from full brilliance. The dimmed mode shall be used for nighttime operation of arrow boards.

'''Guidance.''' Full brilliance should be used for daytime operation of arrow boards.

'''Standard.''' The arrow board shall have suitable elements capable of the various operating modes. The color presented by the elements shall be yellow.

'''Guidance.''' If an arrow board consisting of a bulb matrix is used, the elements should be recess-mounted or equipped with an upper hood of not less than 180 degrees.

'''Standard.''' The minimum element on-time shall be 50 percent for the flashing mode, with equal intervals of 25 percent for each sequential phase. The flashing rate shall be not less than 25 or more than 40 flashes per minute.
An arrow board shall have the following three mode selections:

:A. A Flashing Arrow or Sequential Arrow mode;
:B. A Flashing Double Arrow mode; and
:C. A Flashing Caution or Alternating Diamond Caution mode.
<div id="Sign Display"></div>
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" |Sign Display!!style="background:#BEBEBE" |Operating Mode!!style="background:#BEBEBE" |Direction!!style="background:#BEBEBE" | Work Type
|-
|[[image:616.6.61 sequential.jpg|center|320px]]||Sequential Arrow||Merge Right<br/>(Merge Left<br/>Similar)||Mobile Operations
|-
|[[image:616.6.2 merge R.jpg|center|120px]]||Flashing Arrow|| Merge Right<br/>(Merge Left<br/>Similar)||Stationary Operations
|-
|[[image:616.6.2 merge R or L.jpg|center|120px]]|| Flashing Double Arrow|| Merge Right or Left||Stationary and Mobile Operations
|-
|[[image:616.6.61 diamond caution.jpg|center|110 px]]||Alternating Diamond Caution||Non-directional||Mobile
Operations
|-
|[[image:616.6.2 non-directional.jpg|center|120px]]|| Flashing Caution||Non-directional||Stationary Operations
|}
</center>
An arrow board in the flashing, flashing double, or sequential arrow mode shall be used only for stationary, moving, or mobile lane closures on multi-lane roadways. For shoulder work, blocking the shoulder, for roadside work near the shoulder, or for temporarily closing one lane on a two-lane, two-way roadway, an arrow board shall be used only in the flashing caution or alternating diamond caution mode.

'''Guidance.''' For a stationary lane closure, the arrow board should be located on the shoulder at the beginning of the merging taper.

Where the shoulder is narrow, the arrow board should be located in the closed lane.

'''Standard.''' When arrow boards are used to close multiple lanes, a separate arrow board shall be used for each closed lane.

'''Guidance.''' When arrow boards are used to close multiple lanes, if the first arrow board is placed on the shoulder, the second arrow board should be placed in the first closed lane at the upstream end of the second merging taper [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.37 - MT]]. When the first arrow board is placed in the first closed lane, the second arrow board should be placed in the second closed lane at the downstream end of the second merging taper.

For mobile operations where a lane is closed, the arrow board should be located to provide adequate separation from the work operation to allow for appropriate reaction by approaching drivers.

'''Standard.''' A vehicle displaying an arrow board shall be equipped with high-intensity rotating, flashing, oscillating or strobe lights.

Arrow boards shall only be used to indicate a lane closure. Arrow boards shall not be used to indicate a lane shift.

'''Option.''' A portable changeable message sign may be used to simulate an arrow board display.

==616.6.62 High-Level Warning Devices (Flag Trees) (MUTCD 6F.62)==

MoDOT does not use the High-Level Warning Devices.

==616.6.63 Channelizing Devices (MUTCD 6F.63)==

{| style="margin: 1em auto 1em auto"
|-
|[[image:616.5.1.1 Cones.jpg|left|125px|thumb|<center>'''Cones'''</center>]]||[[image:616.5.1.2 Drum-like Channelizer.jpg|left|125px|thumb|<center>'''Drum-like Channelizer'''</center>]]||[[image:616.5.1.3 Trim-line Channelizer.jpg|left|125px|thumb|<center>'''Trim-line Channelizer'''</center>]]||[[image:616.5.1.4 Direction Indicator Barricade.jpg|left|125px|thumb|<center>'''Direction Indicator Barricade'''</center>]]
|}

{| style="margin: 1em auto 1em auto"
|-
|[[image:616.6.4.1.jpg|left|175px|thumb|<center>'''Tubular Markers'''</center>]]||[[image:616.6.4.2.jpg|left|175px|thumb|<Center>'''Tubular Markers with Temporary Lane Separator'''</center>]]
|}

'''Standard.''' Designs of various channelizing devices shall be as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. All channelizing devices shall be crashworthy.

'''Support.''' The function of channelizing devices is to warn road users of conditions created by work activities in or near the roadway and to guide road users. Channelizing devices include cones, tubular markers, vertical panels, drums, barricades and longitudinal channelizing devices.

Channelizing devices provide for smooth and gradual vehicular traffic flow from one lane to another, onto a bypass or detour, or into a narrower traveled way. They are also used to channelize vehicular traffic away from the work space, pavement drop-offs, pedestrian or shared-use paths, or opposing directions of vehicular traffic.

'''Standard.''' Devices used to channelize pedestrians shall be detectable to users of long canes and visible to persons having low vision.

Where channelizing devices are used to channelize pedestrians, there shall be continuous detectable bottom and top surfaces to be detectable to users of long canes. The bottom of the bottom surface shall be no higher than 2 in. above the ground. The top of the top surface shall be no lower than 32 in. above the ground.

'''Option.''' A gap not exceeding 2 in. between the bottom rail and the ground surface may be used to facilitate drainage.

'''Guidance.''' Where multiple channelizing devices are aligned to form a continuous pedestrian channelizer, connection points should be smooth to optimize long-cane and hand trailing.

Guidance for spacing between channelizers is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]].

'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.

'''Guidance.''' Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts.

'''Standard.''' When used, the successive flashing of the sequential warning lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each warning light in the sequence shall be flashed at a rate of not less than 55 nor more than 75 times per minute.
The retro reflective material used on channelizing devices shall have a smooth, sealed outer surface that will display a similar color day or night.

'''Option.''' The name and telephone number of the highway agency, contractor, or supplier may be displayed on the non-retroreflective surface of all types of channelizing devices.

'''Standard.''' The letters and numbers of the name and telephone number shall be non-retroreflective and not over 2 in. tall.

'''Guidance.''' Particular attention should be given to maintaining the channelizing devices to keep them clean, visible, and properly positioned at all times.

'''Standard.''' Devices that are damaged or have lost a significant amount of their retroreflectivity and effectiveness shall be replaced.

==616.6.64 Cones and Trim-lines (MUTCD 6F.64)==

===616.6.64.1 Cones===

'''Standard.''' Cones (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle.

'''Option.''' For temporary traffic control, cones may be used in lieu of trim-line channelizers for daytime operations on minor roads only and shall be a minimum of 28 inches in height. When specified, quantities are calculated and shown on the plans.

Traffic cones may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.

'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.

'''Option.''' Cones may be doubled up to increase their weight.

'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.

'''Guidance.''' Ballast should be kept to the minimum amount needed.

===616.6.64.2 Trim-lines===
[[image:616.5.2.1 Trim-line.jpg|right|350px|thumb|<center>'''Trim-line channelizers may be used in daytime or nighttime operations.'''</center>]]

'''Standard.''' Trim-line channelizers (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. Retroreflectorization of trim-lines that are more than 42 in. tall shall be provided by horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes that are 6 in. to 8 in. wide. Each trim-line shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflective spaces between the orange and white stripes shall not be wider than 3 inches.

'''Guidance.''' Trim-line channelizers are the preferred channelizing devices used in work zones and are to be specified in ramp areas, intersections and areas with limited lateral clearances. Trim-line channelizers may be used in daytime or nighttime operations. When specified, quantities are calculated and shown on the plans.

'''Option.''' Trim-line may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.

'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.

'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.

'''Guidance.''' Ballast should be kept to the minimum amount needed.

==616.6.65 Tubular Markers (MUTCD 6F.65)==

Tubular markers typically divide traffic in temporary two-lane, two-way traffic situations as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. When specified, quantities are calculated and shown on the plans.

'''Standard.''' Tubular markers shall be nominally 28 in. tall. They shall be made of a material that can be struck without causing damage to the impacting vehicle.

Tubular markers shall be retroreflectorized. Retroreflectorization of tubular markers shall be provided by two 3 in. wide Type 4 white bands placed a maximum of 2 in. from the top with a maximum of 6 in. between the bands.

'''Guidance.''' Tubular markers should be stabilized by affixing them to the pavement, by using weighted bases, or weights such as sandbag rings that can be dropped over the tubular markers and onto the base to provide added stability. Ballast should be kept to the minimum amount needed.

'''Option.''' Tubular markers may be used effectively to divide opposing lanes of road users, and divide vehicular traffic lanes when two or more lanes of moving vehicular traffic are kept open in the same direction.

'''Standard.''' A tubular marker shall be attached to the pavement to display the minimum 2 in. width to the approaching road users.

==616.6.66 Vertical Panels (MUTCD 6F.66)==

'''Standard.''' Vertical panels may be specified instead of trim-line channelizers for longitudinal channelization within the activity area. The diagonal marking provided by these devices subliminally directs motorists into the traffic space. This effect is beneficial in two-way two-lane operations and work zones within expressways and/or urban areas having many entrances. When specified, quantities are calculated and shown on the plans.

Vertical panels (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall have retroreflective striped material that is 8 in. to 12 in. wide and at least 24 in. tall. They shall have alternating diagonal Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction vehicular traffic is to pass.

Where the height of the retroreflective material on the vertical panel is 36 in., a stripe 6 in. wide shall be used.

'''Option.''' Where the height of the retroreflective material on the vertical panel is less than 36 in., a stripe 4 in. wide may be used.

Where space is limited, vertical panels may be used to channelize vehicular traffic, divide opposing lanes, or replace barricades.

==616.6.67 Drums (MUTCD 6F.67)==

'''Standard.''' Drums used for road user warning or channelization shall be constructed of lightweight, deformable materials. They shall be a minimum of 36 in. tall and have at least an 18 in. minimum width regardless of orientation. Metal drums shall not be used. The markings on drums shall be horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes 4 in. to 6 in. wide. Each drum shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflectorized spaces between the horizontal orange and white stripes shall not exceed 3 inches wide. Drums shall have closed tops that will not allow collection of construction debris or other debris. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

'''Support.''' Drums are highly visible, have good target value, give the appearance of being formidable obstacles and, therefore, command the respect of road users. They are portable enough to be shifted from place to place within a TTC zone in order to accommodate changing conditions, but are generally used in situations where they will remain in place for a prolonged period of time. Drum-like channelizers may be specified in lieu of trim-line channelizers to provide longitudinal channelization within the activity area if their larger size and additional retroreflective area are deemed appropriate.

'''Option.''' Although drums are most commonly used to channelize or delineate road user flow, they may also be used alone or in groups to mark specific locations.

'''Guidance.''' Drums should not be weighted with sand, water, or any material to the extent that would make them hazardous to road users or workers when struck. Drums used in regions susceptible to freezing should have drain holes in the bottom so that water will not accumulate and freeze causing a hazard if struck by a road user.
Drum-like channelizers are not to be used in ramp areas, intersections or areas with limited lateral clearance.

'''Standard.''' Ballast shall not be placed on the top of a drum.

==616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:616.6 Barricade.jpg|left|150px]]||[[image:616.6 Road closed correctly.jpg|320px]]||[[image:616.6.2.jpg|left|208px]]
|}

'''Support.''' A barricade is a portable or fixed device having from one to three rails with appropriate markings and is used to control road users by closing, restricting, or delineating all or a portion of the right of way. (For examples, see [https://www.modot.org/media/16892 Standard Drawing 616.10] and [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] TA-8 Highway Closure and TA-9 Road Closed Beyond Junction Detour).

For MoDOT use, barricades are classified as Type 1 or Type 3.

'''Standard.''' Stripes on barricade rails shall be alternating orange and white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. Except as provided in the below option, the stripes shall be 6 in. wide.

'''Option.''' When rail lengths are less than 36 in., 4 in. wide stripes may be used.

'''Standard.''' The minimum length for Type 1 Barricades shall be 24 in., and the minimum length for Type 3 Barricades shall be 48 inches. Each barricade rail shall be 8 in. to 12 in. wide. Barricades used on freeways, expressways, and other high-speed roadways shall have a minimum of 270 square inches of retroreflective area facing road users.

'''Guidance.''' Where barricades extend entirely across a roadway, the stripes should slope downward in the direction toward which road users must turn.

Where both right and left turns are provided, the barricade stripes should slope downward in both directions from the center of the barricade or barricades.

Where no turns are intended, the stripes should be positioned to slope downward toward the center of the barricade or barricades.

Barricade rails should be supported in a manner that will allow them to be seen by the road user, and in a manner that provides a stable support that is not easily blown over or displaced.

The width of the existing pedestrian facility should be provided for the temporary facility if practical. Traffic control devices and other construction materials and features should not intrude into the usable width of the sidewalk, temporary pathway, or other pedestrian facility. When it is not possible to maintain a minimum width of 60 in. throughout the entire length of the pedestrian pathway, a 60 in. x 60 in. passing space should be provided at least every 200 ft. to allow individuals in wheelchairs to pass.

Barricade rail supports should not project into pedestrian circulation routes more than 4 in. from the support between 27 in. and 80 in. from the surface as described in Section 4.4.1 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).

'''Option.''' For Type 1 Barricades, the support may include other unstriped horizontal rails necessary to provide stability.

'''Guidance.''' On high-speed expressways or in other situations where barricades may be susceptible to overturning in the wind, ballasting should be used.

'''Option.''' Sandbags may be placed on the lower parts of the frame or the stays of barricades to provide the required ballast. Additional ballasting information is located in [[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]].

'''Support.''' The Type I (one rail) barricade is only acceptable for use in non-motorized traffic operations on all highways and in emergency road closures on two-lane, undivided highways.

'''Option.''' Barricades may be used alone or in groups to mark a specific condition or they may be used in a series for channelizing road users.

'''Guidance.''' Type 3 Barricades should be used on freeways and expressways or other high-speed roadways. Type 3 Barricades should be used to close or partially close a road.

'''Standard.''' One Type 3 Barricade shall be used to completely close each 8 ft. of pavement. Paved shoulders shall be included in the area to be closed.

'''Guidance.''' Where provision is made for access of authorized equipment and vehicles, the responsibility for Type 3 Barricades should be assigned to a person who will provide proper closure at the end of each work day.

'''Support.''' When a highway is legally closed but access must still be allowed for local road users, barricades usually are not extended completely across the roadway.

'''Standard.''' A sign shall be installed with the appropriate legend concerning permissible use by local road users (see [https://www.modot.org/media/16892 Standard Drawing 616.10]). Adequate visibility of the barricades from both directions shall be provided.

'''Option.''' Signs may be installed on barricades (see Standard Drawing 616.10).

===616.6.68.1 Design and Construction Details===

Type 3 Movable Barricade details are shown in [https://www.modot.org/media/16892 Standard Drawing 616.10].

One barricade is required for every 8 ft. of pavement, so a typical roadway with two 12 ft. lanes and two 4 ft. shoulders will require four barricades. For paved roadways that are 20 ft. wide or narrower and without paved shoulders, two barricades are acceptable. The plans are to indicate the number and locations of barricades, and signs. When specified, quantities for barricades are calculated and shown on the plans. The quantity of signs needed for barricades shall be paid for as construction signs.

===616.6.68.2 Maintenance Details===
Maintenance forces may refer to the above details for barricades, signs and warning lights when deemed appropriate.

==616.6.69 Direction Indicator Barricades (MUTCD 6F.69)==

'''Standard.''' The Direction Indicator Barricade shall consist of a One-Direction Large Arrow (WO1-6) sign mounted above a diagonal striped, horizontally aligned, retroreflective rail.

The One-Direction Large Arrow (WO1-6) sign shall be black on a fluorescent orange background. The stripes on the bottom rail shall be alternating Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. The stripes shall be 4 in. wide. The One-Direction Large Arrow (WO1-6) sign shall be 24 in. x 12 inches. The bottom rail shall be 24 in. long and 8 in. tall (see Standard Drawing 616.10). For long-term stationary operations, direction indicator barricades (DIBs) should be used instead of trim-lime channelizers in merging tapers because they provide direction and have a larger target area for the motorists.

'''Option.''' For shorter duration projects, DIBs may be used in lieu of other channelizers. DIBs are not to be specified in shifting tapers except for the shifting tapers shown on Sheet 4 of Lane Closure, [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)|EPG 616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)]]. When specified, quantities are calculated and shown on the plans.

==616.6.70 Temporary Traffic Barriers as Channelizing Devices (MUTCD 6F.70)==

'''Support.''' Temporary traffic barriers are not TTC devices in themselves; however, when placed in a position identical to a line of channelizing devices and marked and/or equipped with appropriate channelization features to provide guidance and warning both day and night, they serve as TTC devices (see [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).

'''Standard.''' Temporary traffic barriers serving as TTC devices shall comply with requirements for such devices as set forth throughout EPG 616.

Temporary traffic barriers (see [[#616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)|EPG 616.6.85 Temporary Traffic Barriers]]) shall not be used solely to channelize road users, but also to protect the work space. If used to channelize vehicular traffic, the temporary traffic barrier shall be supplemented with delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility.

'''Guidance.''' Temporary traffic barriers should not be used for a merging taper except in low-speed urban areas.
When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper length should be designed to optimize road user operations considering the available geometric conditions.

'''Standard.''' When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper shall be delineated.

'''Guidance.''' When used for channelization, temporary traffic barriers should be of a light color for increased visibility.

==616.6.71 Longitudinal Channelizing Devices (MUTCD 6F.71)==

MoDOT has not approved the use of Longitudinal Channelizing Devices.

==616.6.72 Temporary Lane Separators (MUTCD 6F.72)==

MoDOT has not approved the use of Temporary Lane Separators.

==616.6.73 Other Channelizing Devices (MUTCD 6F.73) ==

'''Option.''' Channelizing devices other than those described in MODOT [https://www.modot.org/media/16892 Standard Drawing 616.10] may not be used.

==616.6.74 Detectable Edging for Pedestrians (MUTCD 6F.74)==

'''Support.''' Individual channelizing devices, tape or rope used to connect individual devices, other discontinuous barriers and devices, and pavement markings are not detectable by persons with visual disabilities and are incapable of providing detectable path guidance on temporary or realigned sidewalks or other pedestrian facilities.

'''Guidance.''' When it is determined that a facility should be accessible to and detectable by pedestrians with visual disabilities, a continuously detectable edging should be provided throughout the length of the facility such that it can be followed by pedestrians using long canes for guidance. This edging should protrude at least 6 in. above the surface of the sidewalk or pathway, with the bottom of the edging a maximum of 2.5 in. above the surface. This edging should be continuous throughout the length of the facility except for gaps at locations where pedestrians or vehicles will be turning or crossing. This edging should consist of a prefabricated or formed-in-place curbing or other continuous device that is placed along the edge of the sidewalk or walkway. This edging should be firmly attached to the ground or to other devices. Adjacent sections of this edging should be interconnected such that the edging is not displaced by pedestrian or vehicular traffic or work operations, and such that it does not constitute a hazard to pedestrians, workers, or other road users.

'''Support.''' Examples of detectable edging for pedestrians include:

:A. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected and fixed in place to form a continuous edge.
:B. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected, fixed in place, and placed at ground level to provide a continuous connection between channelizing devices located at intervals along the edge of the sidewalk or walkway.
:C. Sections of lumber interconnected and fixed in place to form a continuous edge.
:D. Formed-in-place asphalt or concrete curb.
:E. Prefabricated concrete curb sections that are interconnected and fixed in place to form a continuous edge.
:F. Continuous temporary traffic barrier or longitudinal channelizing barricades placed along the edge of the sidewalk or walkway that provides a pedestrian edging at ground level.
:G. Chain link or other fencing equipped with a continuous bottom rail.

'''Guidance.''' Detectable pedestrian edging should be orange, white, or yellow and should match the color of the adjacent channelizing devices or traffic control devices, if any are present.

==616.6.75 Temporary Raised Islands (MUTCD 6F.75)==

'''Standard.''' Temporary raised islands shall be used only in combination with pavement striping and other suitable channelizing devices.

'''Option.''' A temporary raised island may be used to separate vehicular traffic flows in two-lane, two-way operations on roadways having a vehicular traffic volume range of 4,000 to 15,000 average daily traffic (ADT) and on freeways having a vehicular traffic volume range of 22,000 ADT to 60,000 ADT.

Temporary raised islands also may be used in other than two-lane, two-way operations where physical separation of vehicular traffic from the TTC zone is not required.

'''Guidance.''' Temporary raised islands should have the basic dimensions of 4 in. tall by at least 12 in. wide and have rounded or chamfered corners.

The temporary raised islands should not be designed in such a manner that they would cause a motorist to lose control of the vehicle if the vehicle inadvertently strikes the temporary raised island. If struck, pieces of the island should not be dislodged to the extent that they could penetrate the occupant compartment or involve other vehicles.

'''Standard.''' At pedestrian crossing locations, temporary raised islands shall have an opening or be shortened to provide at least a 60 in. wide pathway for the crossing pedestrian.

==616.6.76 Opposing Traffic Lane Divider and Sign (W6-4) (MUTCD 6F.76)==

MoDOT does not use Opposing Traffic Lane dividers.

==616.6.77 Pavement Markings (MUTCD 6F.77)==

'''Support.''' Pavement markings are installed or existing markings are maintained or enhanced in TTC zones to provide road users with a clearly defined path for travel through the TTC zone in day, night, and twilight periods under both wet and dry pavement conditions.

'''Guidance.''' The work should be planned and staged to provide for the placement and removal of the pavement markings in a way that minimizes the disruption to traffic flow approaching and through the TTC zone during the placement and removal process.

'''Standard.''' Existing pavement markings shall be maintained in all long-term stationary (see [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]]) TTC zones in accordance with [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Marking]], except as otherwise provided for temporary pavement markings in EPG 616.6.78. Pavement markings shall match the alignment of the markings in place at both ends of the TTC zone. Pavement markings shall be placed along the entire length of any paved detour or temporary roadway prior to the detour or roadway being opened to road users.

For long-term stationary operations, pavement markings in the temporary traveled way that are no longer applicable shall be removed or obliterated as soon as practical. Pavement marking obliteration shall remove the non-applicable pavement marking material, and the obliteration method shall minimize pavement scarring. Painting over existing pavement markings with black paint or spraying with asphalt shall not be accepted as a substitute for removal or obliteration.

'''Option.''' Removable, non-reflective, preformed tape that is approximately the same color as the pavement surface may be used where markings need to be covered temporarily.

==616.6.78 Temporary Markings (MUTCD 6F.78)==

'''Support.''' Temporary markings are those pavement markings or devices that are placed within TTC zones to provide road users with a clearly defined path of travel through the TTC zone when the permanent markings are either removed or obliterated during the work activities. Temporary markings are typically needed during the reconstruction of a road while it is open to traffic, such as overlays or surface treatments or where lanes are temporarily shifted on pavement that is to remain in place. Preformed removable marking tape is the preferred temporary pavement marking material on final wearing surfaces.

'''Guidance.''' Unless justified based on engineering judgment, temporary pavement markings should not remain in place for more than 14 days after the application of the pavement surface treatment or the construction of the final pavement surface on new roadways or over existing pavements.

The temporary use of edge lines, channelizing lines, lane-reduction transitions, gore markings, and other longitudinal markings, and the various non-longitudinal markings (such as stop lines, railroad crossings, crosswalks, words, symbols, or arrows) should be in accordance with [https://www.modot.org/media/16897 Standard Plan 620.10] and [[:Category:620 Pavement Marking|EPG 620 Pavement Marking]].

Short-term pavement marking tape is used in locations where the marking will be in place no more than two weeks. It is cost effective only in small quantities. Short-term pavement marking is not normally removed. If removal is required, removable tape is the preferred material.

'''Standard.''' Warning signs, channelizing devices, and delineation shall be used to indicate required road user paths in TTC zones where it is not possible to provide a clear path by pavement markings.

Except as otherwise provided in this Section, all temporary pavement markings for no-passing zones shall comply with the requirements of [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]. All temporary broken-line pavement markings shall use the same cycle length as permanent markings and shall have line segments that are at least 4 ft. long.

'''Guidance.''' All pavement markings and devices used to delineate road user paths should be reviewed during daytime and nighttime periods.

'''Option.''' MoDOT does not sign for passing zones. If used, the NO CENTER LINE sign should be placed in accordance with [[#616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)|EPG 616.6.47]].

==616.6.79 Temporary Raised Pavement Markers (MUTCD 6F.79) ==

'''Option.''' Retroreflective or internally illuminated raised pavement markers, or non-retroreflective raised pavement markers supplemented by retroreflective or internally illuminated markers, may be substituted for markings of other types in TTC zones.

'''Standard.''' If used, the color and pattern of the raised pavement markers shall simulate the color and pattern of the markings for which they substitute.

The value of N for a broken or dotted line shall equal the length of one line segment plus one gap.

The value of N referenced for solid lines shall equal the N for the broken or dotted lines that might be adjacent to or might extend the solid lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]).

The spacing and locations of temporary pavement markers shall be in accordance with [https://www.modot.org/media/16896 Standard Plan 620.00].

'''Option.''' Temporary marking tape may be used to establish experimental lanes or intersection markings to determine the markings effectiveness prior to installing the permanent markings. It may also be used to mark temporary centerlines following spot sealing and patching operations.

Temporary pavement marking may be used as a short term replacement for existing marking for grinding, milling and resurfacing, but no direct payment is made to the contractor as described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620].

Temporary raised pavement markers may be used to substitute for broken line segments by using at least two retroreflective markers placed at each end of a segment of 2 ft. to 5 ft. long, using the same cycle length as permanent markings.

'''Guidance.''' Temporary raised pavement markers used on 2 ft. to 5 ft. segments to substitute for broken line segments should not be in place for more than 14 days unless justified by engineering judgment.

Raised pavement markers should be considered for use along surfaced detours or temporary roadways, and other changed or new travel-lane alignments.

==616.6.80 Delineators (MUTCD 6F.80)==

MoDOT does not use delineators in work zones.

==616.6.81 Lighting Devices (MUTCD 6F.81)==

'''Guidance.''' Lighting devices should be provided in TTC zones based on engineering judgment.

'''Fleet Lighting'''

'''Standard.''' Fleet lighting increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone. All work vehicles and equipment shall be equipped with an acceptable warning light system, per example USDOT-approved warning lights. These lights shall be activated whenever a vehicle or piece of equipment is engaged in a work zone or incident response operation within the temporary traffic control zone. An exception to this requirement is those vehicles and pieces of equipment located within a workspace delineated by channelizers or protected by temporary traffic barrier. For this situation, activation of the lights is not required. For Maintenance lighting requirements, see [[616.27 Fleet Lighting|EPG 616.27 Fleet Lighting]]. For construction projects see [https://epg.modot.org/index.php/616.18_Construction_Inspection_Guidelines_for_Sec_616#Work_Zone_and_Work_Area_Lighting_Requirements_.28for_Sec_616.5.29 EPG 616.18, Work Zone and Work Area Lighting Requirements (for Sec 616.5)].

'''Standard.''' Although vehicle hazard warning lights are permitted to be used to supplement high-intensity rotating, flashing, oscillating or strobe lights, they shall not be used instead of high-intensity rotating, flashing, oscillating or strobe lights.

==616.6.82 Floodlights (MUTCD 6F.82)==

'''Support.''' Utility, maintenance, or construction activities on highways are frequently conducted during nighttime periods when vehicular traffic volumes are lower. Large construction projects are sometimes operated on a double-shift basis requiring night work (see [[#616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)|EPG 616.6.19]]).

'''Guidance.''' When nighttime work is being performed, floodlights should be used to illuminate the work area, equipment crossings and other areas.

'''Standard.''' Except in emergency situations, flagger stations shall be illuminated at night.
[[image:616.6.82.jpg|right|275px]]
Floodlighting shall not produce a disabling glare condition for approaching road users, flaggers, or workers.

'''Guidance.''' The adequacy of the floodlight placement and elimination of potential glare should be determined by driving through and observing the floodlighted area from each direction on all approaching roadways after the initial floodlight setup, at night and periodically.

'''Support.''' Desired work area or overhead illumination levels vary depending upon the nature of the task involved. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles.
<div id="Work Area lighting"></div>

'''Work Area lighting''' enhances worker safety and quality of the work performed during nighttime operations by illuminating the work area to a level at which workers can adequately see what they are doing. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles.
<div id="Overhead lighting"></div>

'''Overhead lighting''' illuminates specific areas significant to traffic guidance within the temporary traffic control zone during nighttime hours. Lighting of this nature may be considered at gore areas, transitions, ingress and egress areas, equipment crossings, intersections, and temporary signals. A minimum intensity of 0.6 foot-candles in the specific area is recommended for this type of lighting.

'''Support:.''' Typical work zone lighting may include dirigible lighting, portable light towers, balloon lighting, lights attached to equipment or post-mounted lights. In some cases, existing lighting or ambient lighting may meet lighting level requirements and negate the need for including work zone lighting as a pay item.

When stationary operations exceed 15 consecutive days, such as a bridge replacement, interchange or intersection work that occurs at night, temporary fixed lighting is considered in lieu of work zone lighting. Temporary fixed lighting is also be considered for islands, temporary bypasses, crossovers and connections and areas of potential conflict, such as temporary ramps, intersections and one-lane, two-way traffic operations that are in place for more than 15 consecutive days. These conditions may require lighting even though the work may not be conducted at night. This type of lighting, while more difficult to design and install, provides more uniform light distribution thereby enabling the motorist to better navigate the work zone at night. If temporary fixed lighting is chosen, it must be designed, shown in the plans and a 901 pay item for “Temporary Lighting” included. Temporary fixed lighting generally includes wood poles, luminaires and power supplies. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 Sec 901] for lighting requirements and [[:Category:901 Lighting|EPG 901 Lighting]] for lighting design.

Flagger stations in operation at night are required to be lit. Payment for this is generally included as part of the lump sum for either work zone lighting or temporary lighting.

==616.6.83 Warning Lights (MUTCD 6F.83)==

'''Support.''' Sequential Flashing warning lights are portable, powered, yellow, lens-directed, enclosed lights (see [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 616.5.2.3] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063.5]).

{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="210px" align="right"
|-
|'''Videos of Sequential Lighting'''
|-
|[https://epg.modot.org/documents/616.6.83I44.wmv I-44 Newton County]
|-
|[https://epg.modot.org/documents/616.6.83Rt60.wmv Rte. 60 Howell County]
|}

'''Standard.''' Except for the sequential flashing warning lights, flashing warning lights shall not be used for delineation.

'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.

'''Standard.''' If a series of sequential flashing warning lights is used, the successive flashing of the lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each flashing warning light in the sequence shall be flashed at a rate of not less than 55 or more than 75 times per minute.

Sequential flashing warning lights shall have a minimum mounting height of 30 inches to the bottom of the lens.

'''Support.''' Sequential flashing warning lights shall be capable of being visible from a distance of 3000 ft. on a clear night. Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts.

'''Guidance.''' When used, sequential flashing warning lights shall only be used on the merging taper of a multi lane highway. For additional guidance, see Fig. 616.6.83 Sequential Flashing Warning Light, below.

===Fig. 616.6.83 Sequential Flashing Warning Light===
[[image:616.6.83.jpg|center|830px]]

==616.6.84 Temporary Traffic Control Signals (MUTCD 6F.84)==

'''Standard.''' Temporary traffic control signals (see [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.44_Temporary_and_Portable_Traffic_Control_Signals_.28MUTCD_Section_4D.32.29 EPG 902.5.44]) used to control road user movements through TTC zones and in other TTC situations shall comply with the applicable provisions of [[:Category:902 Signals|EPG 902 Signals]].

'''Support.''' Temporary traffic control signals are typically used in TTC zones such as temporary haul road crossings; temporary one-way operations along a one-lane, two-way highway; temporary one-way operations on bridges, reversible lanes and intersections.

'''Standard.''' A temporary traffic control signal that is used to control traffic through a one-lane, two-way section of roadway shall comply with the provisions of [[902.9 Traffic Control Signals for One-Lane, Two-Way Facilities (MUTCD Chapter 4H)|EPG 902.9.2]].

Both of the following criteria are to be met for temporary signals:

:(1) the traffic volumes using the intersection during the detour period meet the volume or interruption signal warrants as described in EPG 902 Signals and

:(2) the intersection has sufficient geometrics for signalization.

'''Guidance.''' Where pedestrian traffic is detoured to a temporary traffic control signal, engineering judgment should be used to determine if pedestrian signals or accessible pedestrian signals (see [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.9_Accessible_Pedestrian_Signals_and_Detectors_.E2.80.93_General_.28MUTCD_Sections_4E.09_-_4E.13.29 EPG 902.6.9]) are needed for crossing along an alternate route.

When temporary traffic control signals are used, conflict monitors typical of traditional traffic control signal operations should be used.

'''Option.'''Temporary traffic control signals may be portable or temporarily mounted on fixed supports.

'''Guidance.''' Temporary traffic control signals should only be used in situations where temporary traffic control signals are preferable to other means of traffic control, such as changing the work staging or work zone size to eliminate one-way vehicular traffic movements, using flaggers to control one-way or crossing movements, using STOP or YIELD signs, and using warning devices alone.

Due to construction detours through an intersection, temporary signals may be warranted at an intersection that is normally unsignalized. The detoured traffic may result from the closing of a ramp, interchange, intersection or route. The intersection affected by the detoured traffic may be in the work zone or project limits. Temporary signals are considered only when detours will be in effect for more than 15 consecutive days.

'''Support.''' Factors related to the design and application of temporary traffic control signals include the following:

:A. Safety and road user needs;

:B. Work staging and operations;

:C. The feasibility of using other TTC strategies (for example, flaggers, providing space for two lanes, or detouring road users, including bicyclists and pedestrians);

:D. Sight distance restrictions;

:E. Human factors considerations (for example, lack of driver familiarity with temporary traffic control signals);

:F. Road-user volumes including roadway and intersection capacity;

:G. Affected side streets and driveways;

:H. Vehicle speeds;

:I. The placement of other TTC devices;

:J. Parking;

:K. Turning restrictions;

:L. Pedestrians;

:M. The nature of adjacent land uses (such as residential or commercial);

:N. Legal authority;

:O. Signal phasing and timing requirements;

:P. Full-time or part-time operation;

:Q. Actuated, fixed-time, or manual operation;

:R. Power failures or other emergencies;

:S. Inspection and maintenance needs;

:T. Need for detailed placement, timing and operation records and

:U. Operation by contractors or by others.

Although temporary traffic control signals can be mounted on trailers or lightweight portable supports, fixed supports offer superior resistance to displacement or damage by severe weather, vehicle impact and vandalism.

'''Guidance.''' Other TTC devices should be used to supplement temporary traffic control signals, including warning and regulatory signs, pavement markings and channelizing devices.

Temporary traffic control signals not in use should be covered or removed.

If a temporary traffic control signal is located within 1/2 mile of an adjacent traffic control signal, consideration should be given to interconnected operation.

'''Standard.''' Temporary traffic control signals shall not be located within 200 ft. of a grade crossing unless the temporary traffic control signal is provided with preemption in accordance with [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.38_Preemption_and_Priority_Control_of_Traffic_Control_Signals_.28MUTCD_Section_4D.27.29 EPG 902.5.38], or unless a uniformed officer or flagger is provided at the crossing to prevent vehicles from stopping within the crossing.

Wood pole span wire signals are used for temporary signals. The signal phasing, location and type of signal heads and signing are designed as described in EPG 902 Signals. Temporary lighting is provided on the signal poles (silhouette discernment lighting as described in [[:Category:901 Lighting|EPG 901 Lighting]]). Temporary signals are normally pre-timed, although semi-actuated or fully-actuated control may be considered based on conditions. It is not necessary to itemize quantities, but a scaled layout is included in the TCP showing all items, proposed pole and signal controller locations and signal phasing.

==616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)==

'''Support.''' Temporary traffic barriers, including shifting portable or movable barriers, are devices designed to help prevent penetration by vehicles while minimizing injuries to vehicle occupants and to protect workers, bicyclists and pedestrians.

The four primary functions of temporary traffic barriers are:

:A. To keep vehicular traffic from entering work areas, such as excavations or material storage sites;

:B. To separate workers, bicyclists, and pedestrians from motor vehicle traffic;

:C. To separate opposing directions of vehicular traffic; and

:D. To separate vehicular traffic, bicyclists, and pedestrians from the work area such as false work for bridges and other exposed objects.

'''Option.''' Temporary traffic barriers may be used to separate two-way vehicular traffic.

'''Guidance.''' Because the protective requirements of a TTC situation have priority in determining the need for temporary traffic barriers, their use should be based on an engineering study.

'''Standard.''' Temporary traffic barrier is required on roadway excavation edge drop-offs (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]), bridge rehabilitation jobs with bridge rail replacement and/or full depth repair, and is to be considered for any other type of long-term bridge repair work. When specified, quantities are calculated and shown on the plans. Delineators for temporary concrete traffic barriers are provided at no direct pay as shown on [https://www.modot.org/media/16894 Standard Plan 617.20] and stated in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 617]. Delineator pay items are used only to retrofit existing permanent concrete traffic barrier.

Appropriate channelizing devices and pavement marking are always used in front of barrier tapers for lane closures, shoulder closures or transition areas for temporary bypasses or connections. Wherever practical, a lateral shy distance is to be provided between the edge of the driving lane and the barrier, and a longitudinal buffer area is to be provided between the channelizer taper and the barrier taper.

Temporary traffic barriers shall be supplemented with standard delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility if they are used to channelize vehicular traffic. The delineation color shall match the applicable pavement marking color.

Temporary traffic barriers, including their end treatments, shall be crashworthy. In order to mitigate the effect of striking the upstream end of a temporary traffic barrier, the end shall be installed in accordance with AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) by flaring until the end is outside the acceptable clear zone or by providing crashworthy end treatments.

'''Support.''' Movable barriers are capable of being repositioned laterally using a transfer vehicle that travels along the barrier. Movable barriers enable short-term closures to be installed and removed on long-term projects. Providing a barrier-protected work space for short-term closures and providing unbalanced flow to accommodate changes in the direction of peak-period traffic flows are two of the advantages of using movable barriers.

MUTCD Figure 6H-45 shows a temporary reversible lane using movable barriers. The notable feature of the movable barrier is that in both Phase A and Phase B, the lanes used by opposing traffic are separated by a barrier.

[[media:616.8.34 DECM 2016.pdf|Fig. 616.8.34 - DECM]] shows an exterior lane closure using a temporary traffic barrier. Notes 7 though 9 address the option of using a movable barrier. By using a movable barrier, the barrier can be positioned to close the lane during the off-peak periods and can be relocated to open the lane during peak periods to accommodate peak traffic flows. With one pass of the transfer vehicle, the barrier can be moved out of the lane and onto the shoulder. Furthermore, if so desired, with a second pass of the transfer vehicle, the barrier could be moved to the roadside beyond the shoulder.

More specific information on the use of temporary traffic barriers is contained in Chapters 8 and 9 of AASHTO’s ''Roadside Design Guide'' (see EPG 900.1.11).

==616.6.86 Crash Cushions (MUTCD 6F.86)==

'''Support.''' Crash cushions are systems that mitigate the effects of errant vehicles that strike obstacles, either by smoothly decelerating the vehicle to a stop when hit head-on, or by redirecting the errant vehicle. The two types of crash cushions that are used in TTC zones are stationary crash cushions and truck-mounted attenuators. Crash cushions in TTC zones help protect the drivers from the exposed ends of barriers, fixed objects, [[:Category:612 Impact Attenuators#612.1 Protective Vehicles (MUTCD "Shadow Vehicle")|shadow vehicles]], and other obstacles. Specific information on the use of crash cushions can be found in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11], [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] and [https://epg.modot.org/index.php?title=Category:612_Impact_Attenuators#612.1.1_Truck-_and_Trailer-Mounted_Attenuators EPG 612.1 Impact Attenuators]).

'''Standard.''' Crash cushions shall be crashworthy. They shall also be designed for each application to stop or redirect errant vehicles under prescribed conditions. Crash cushions shall be periodically inspected to verify that they have not been hit or damaged. Damaged crash cushions shall be promptly repaired or replaced to maintain their crashworthiness.

'''Support.''' Stationary crash cushions are used in the same manner as permanent highway installations to protect drivers from the exposed ends of barriers, fixed objects and other obstacles.

'''Standard.''' An approved crash cushion is installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility or the anticipated posted speed of a temporary facility is greater than 35 mph. A crash cushion will be required on the upstream end for divided facilities, and on both ends for all two-way facilities.

Stationary crash cushions shall be designed for the specific application intended.

Truck- or trailer-mounted attenuators shall be energy-absorbing devices attached to the rear of protective trucks. If used, the protective vehicle with the attenuator shall be located in advance of the work area, workers or equipment to reduce the severity of rear-end crashes from errant vehicles. Review [[:Category:612 Impact Attenuators|EPG 612 Impact Attenuators]] for the use of protective vehicle and truck/trailer-mounted attenuators.

'''Support.''' Protective vehicles are often used to protect workers or work equipment from errant vehicles. These protective vehicles are normally equipped with flashing arrows, changeable message signs, and/or high-intensity rotating, flashing, oscillating or strobe lights located properly in advance of the workers and/or equipment that they are protecting. However, these protective vehicles might themselves cause injuries to occupants of the errant vehicles if they are not equipped with truck or trailer-mounted attenuators.

'''Guidance.''' The protective vehicle should be positioned a sufficient distance in advance of the workers or equipment being protected so that there will be sufficient distance, but not so much so that errant vehicles will travel around the protective vehicle and strike the protected workers and/or equipment.

'''Support.''' Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) contains additional information regarding the use of protective vehicles.

'''Guidance.''' If used, the truck- or trailer-mounted attenuator should be used in accordance with the manufacturer’s specifications.

==616.6.87 Temporary Rumble Strips (MUTCD 6F.87)==
{| style="float:right; margin-left: 15px; background-color:#b2b2b1; border-style: solid; border-width: 4px; border-color: #b2b2b1;"
|-
|[[image:Figure 616.6.87.1 Rumble Strip Placement-January2023.jpg|300px|link=https://epg.modot.org/files/7/70/Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf]]
|-
|align="center"|<b>Figure 616.6.87.1</b>
|-
|}

Temporary rumble strips are a strategy for reducing distracted driving and achieving MoDOT’s work zone safety goals. Temporary rumble strips are used in construction or maintenance work zones (planned and unplanned) and consist of temporary long-term rumble strips.

'''Support.''' Temporary rumble strips are comprised of a series of elongated strips installed laterally within the travel lane of the roadway to provide an audible and vibratory alert to drivers of the upcoming work zone.

<u>[https://epg.modot.org/forms/JSP/JSP1304.docx JSP-13-04C]</u>

'''Support.''' Temporary long-term rumble strips are installed using adhesive backing on each strip to prevent movement of the strips in the travel lane.

'''Standard.''' When temporary long-term rumble strips are used, installation shall consist of a minimum of 1 set (5 strips per set) per open lane, spaced in accordance with <b>[[media:Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf|Figure 616.6.87.1]]</b> on center with the RUMBLE STRIPS AHEAD sign.

'''Standard.''' If temporary rumble strips are used in work zones, any damage done to pavement must be restored to the existing condition.

===616.6.87.1 Temporary Rumble Strips for Work Zones===

'''Standard.''' Temporary long-term rumble strips shall be used in long-term stationary daytime or night-time work zones with a duration of 3 days or more when a lane(s) is impacted. If the project is a long-¬term stationary project with intermediate construction activities impacting traffic, such as lane restrictions, additional temporary rumble strips should be evaluated for use.

'''Support.''' When temporary long-term rumble strips are included in projects performed by contractors, Job Special Provisions (JSPs) for temporary rumble strip used is required. Additional information, including maintenance, repair, and monitoring of temporary rumble strips, can be found in the following JSPs: [https://epg.modot.org/forms/JSP/JSP1304.docx Temporary Long-Term Rumble Strips]

===616.6.87.2 Placement of Temporary Rumble Strips for Work Zones===

'''Guidance.''' Generally, temporary rumble strips will be placed before the feature requiring attention (e.g., merge, lane shift, reduced speed) giving the motorist enough time to act safely. The recommended distance before the feature should be referenced or shown on the plans or figures. The location should be adjusted when needed to comply with the guidance below or based on performance observations.

'''Standard.''' Temporary rumble strips shall be placed perpendicular to traffic.

'''Guidance.''' The following information is applicable to temporary long-term rumble strips, except where noted.
:*Temporary rumble strip placement should be reviewed, and consideration given to geometric conditions prior to placement.
:*Preferred placement of temporary rumble strips is on tangent roadway segments. Avoid placement at or just beyond a vertical curve crest.
:*Temporary rumble strips work best when in complete contact with the roadway surface and therefore should not be used on heavily rutted roadways or on roadways with loose material.
:*Temporary rumble strips should not be placed through marked pedestrian crossings, marked pedestrian paths, or on marked bicycle routes. Engineering judgment should be used to avoid placement in these areas.
:*Temporary rumble strips should not be placed where routine braking is expected on the rumble strip. Routine braking on the strips may cause the strips to come loose and require additional maintenance than otherwise would be needed to keep them in place. Relocating the rumble strips may be necessary if constant maintenance is required.
:*Additional sets, of temporary long-term rumble strips may be used to get the attention of drivers.

'''Standard.''' Temporary rumble strips shall be checked, as necessary, for proper adhesion and corrected when needed.
If temporary rumble strips are omitted as directed by this standard or field conditions, the decision with explanation of why, shall be documented accordingly.

==616.6.88 Screens (MUTCD 6F.88)==

'''Support.''' Screens are used to block the road users’ view of activities that can be distracting. Screens might improve safety and motor vehicle traffic flow where volumes approach the roadway capacity because they discourage gawking and reduce headlight glare from oncoming motor vehicle traffic.

'''Guidance.''' Screens should not be mounted where they could adversely restrict road user visibility and sight distance and adversely affect the reasonably safe operation of vehicles.

'''Option.''' Screens may be mounted on the top of temporary traffic barriers that separate two-way motor vehicle traffic.

'''Guidance.''' Design of screens should be in accordance with Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11] and [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).

==616.6.89 Radar Speed Advisory System (RSAS)==

These units contain an active digital display that indicates the speed of each vehicle as it passes by. These units are recommended for use in work zones in which the posted speed limit has been reduced, and in which workers will regularly be working adjacent to open lanes of travel (within 12 ft.). In these situations, the units should be located just prior to the area in which workers will be present.

Likewise, the units should be considered for work zones in which it is anticipated traffic may significantly slow down or come to a stop on a regular basis. In these situations, the units should be located in advance of any expected queues. However, the radar speed advisory system is not intended to create queues. In all situations, the units should be located such that they are shielded from being struck by traffic or sufficiently delineated.

Other considerations for the radar speed advisory system include long-term work zones with intermittent or continuous lane closures, narrowed lanes, or changing geometrics. These units should not be used in mobile operations, short-term work zones, or on routes with a posted speed limit prior to construction less than 50 mph. Other conditions may warrant the use of this unit and should be discussed by the Core Team for potential inclusion.

A nonstandard JSP, [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP 21-06 Radar Speed Advisory System], has been created for the RSAS.

[[Category:616 Temporary Traffic Control|616.06]]

620.10 Rumble Strip Markings (MUTCD Chapter 3K)

2025-04-24T12:50:33Z

Legged1: update link

==620.9.1 [[:Category:626 Rumble Strips|Longitudinal Rumble Strip]] Markings (MUCTD Section 3J.01)==

'''Support.''' Longitudinal rumble strips consist of a series of rough-textured or slightly raised or depressed road surfaces intended to alert inattentive drivers through vibration and sound that their vehicle has left the travel lane. Shoulder rumble strips are typically installed along the shoulder near the travel lane. On divided highways, rumble strips are sometimes installed on the median side (left-hand side) shoulder as well as on the outside (right-hand side) shoulder. On two-way roadways, rumble strips are sometimes installed along the centerline.

This article contains no provisions regarding the design and placement of longitudinal rumble strips. The provisions in this article address the use of markings in combination with a longitudinal rumble strip.

'''Standard.''' The color of an edgeline or centerline associated with a longitudinal rumble strip shall be in accordance with [[620.1 General (MUTCD Chapter 3A)#620.1.5 Colors (MUTCD Section 3A.05)|EPG 620.1.5 Colors]].

An edgeline shall not be used in addition to the rumble strip marking that is located along a shoulder.

'''Support.''' Fig. 620.9.1 illustrates markings used with or near longitudinal rumble strips.

<div id="Fig. 620.10.1"></div>
[[Image:620.10.1 3J1.jpg|thumb|center|700px|<center>'''Fig. 620.9.1, Examples of Longitudinal Rumble Strip Markings (MUTCD 3J-1)'''</center>
<center> Edgeline located on the rumble strip (Option B). Centerline markings located on a centerline rumble stripe (Option C). Refer to [https://www.modot.org/media/16896 Std. Plan 620.00] for details.</center>]]

==620.9.2 [[626.4 Transverse Rumble Strips|Transverse Rumble Strip]] Markings (MUTCD Section 3J.02)==

'''Support.''' Transverse rumble strips consist of intermittent narrow, transverse areas of rough-textured or slightly raised or depressed road surface that extend across the travel lanes to alert drivers to unusual vehicular traffic conditions. Through noise and vibration, they attract the attention of road users to features such as unexpected changes in alignment and conditions requiring a reduction in speed or a stop.

This article contains no provisions regarding the design and placement of transverse rumble strips that approximate the color of the pavement. The provisions in this article address the use of markings in combination with a transverse rumble strip.

'''Standard.''' Except as otherwise provided in [https://epg.modot.org/index.php/616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)#616.6.87_Temporary_Rumble_Strips_.28MUTCD_6F.87.29 EPG 616.6.87 Temporary Rumble Strips], if the color of a transverse rumble strip used within a travel lane is not the color of the pavement, the color of the transverse rumble strip shall be either black or white.

'''Guidance.''' White transverse rumble strips used in a travel lane should not be placed in locations where they could be confused with other transverse markings such as stop lines or crosswalks.

==620.9.3 Rumble Strip Marking Application==

'''Support.''' Rumble strip markings provide notice to the driver that they are leaving their lane. They also provide increased visibility of the pavement markings during wet pavement conditions. Rumble strip markings are a system-wide safety improvement. Additional information on the use and application of rumble strip markings can be found in [[:Category:626 Rumble Strips|EPG 626]].

[[Category:620 Pavement Marking|620.09]]

Job Special Provisions

2025-04-02T14:49:29Z

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<tabber>
|-|Provision=
{| class="wikitable sortable"
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP-Formatting-Guide.docx JSP Formatting Guide] || _Roadway Job Special Provision Formatting Instructions || This format is to be used by all when writing provisions in order to create uniformity in project proposals. || JSP_Format_Guide || 4/3/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP_Roadway_Template.docx JSP_Roadway_Template] || _Roadway Job Special Provision Template || This template is to be used for Roadway Job Special Provisions. Choose the appropriate signature block and provide the necessary provisions according to the template provided. || Template || 1/17/2025 || 4/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2302.docx JSP2302] || 4-Inch Square Steel Sign Post || Use this provision to specify the details for a 4-inch square post which may be used to install single post exit gore signs, flat sheet signs 48” wide ranging in height from 60” to 96”, and community wayfinding signs at locations shown on the plans. || JSP-23-02 || 9/13/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9314.docx JSP9314] || Accelerating the Completion of Closure Work (Incentive/Disincentive Clause) || This provision is commonly known as A+B bidding. || JSP-93-14C || 12/5/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1001.docx JSP1001] || ADA Compliance and Final Acceptance Of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || JSP-10-01C || 1/23/2023 || 3/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2301.docx JSP2301] || ADA Material Testing Frequency Modifications || This provision may be used on ADA corridor projects to reduce the testing requirements due to the limited material quantities associated with sidewalk improvements. || JSP-23-01 || 8/16/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1203.docx JSP1203] || Add Alternate Section (Per Project) || || JSP-12-03A || 7/14/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1602.docx JSP1602] || Adjusting Guardrail || For minor routes only. This provision is to be used when the substandard height guardrail will be raised to a minimum of 27 3/4". Repair of guardrail should be addressed with separate pay items. || JSP-16-02A || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1509.docx JSP1509] || Airport Requirements || This provision is for use on projects near a public use airport or heliport or is more than 200 feet above existing ground level. || JSP-15-09 || 7/9/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9604.docx JSP9604] || Alternate for Pavements || This provision should be used for projects with 7,500 SY of continuous full depth pavement or 14,000 SY of full depth pavement at various locations. || JSP-96-04G || 1/4/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0905.docx JSP0905] || Alternates for Slab Stabilization || This provision should be used when slab stabilization operations are included in the contract to define the bidding requirements of the different materials for this type of work. || JSP-09-05 || 10/21/2009 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2401.docx JSP2401] || Balanced Mix Design Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-24-01B || 12/11/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9327.docx JSP9327] || Changeable Message Sign (Commission Furnished) || || JSP-93-27 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1805.docx NJSP1805] || Class VI Riprap * || * Limited Use. This provision is a revised Spec to better align with the need we have when rock much larger than the Rock Blanket Spec is needed. Contact Bridge Division & Construction and Materials Division prior to use. || NJSP-18-05B || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2102.docx NJSP2102] || Clean Water Act Section 404 Permit Requirements * || * Limited Use. For use by Design Division - Environmental Section only, as they will add this provision to the RES for required projects. || NJSP-21-02 || 1/15/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0415.docx JSP0415] || Concrete Planing || This provision is to be used when concrete planing is specified. </br> If there are questions on whether concrete planing should be included on a specific project, Construction and Materials Division should be consulted. || JSP-04-15 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1301.docx JSP1301] || Contract Liquidated Damages || This JSP is required on all projects except Job Order Contracts and must be JSP B in the set of JSPs. || JSP-13-01D || 4/9/2024 || 6/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0106.docx JSP0106] || Contractor Furnished/Commission Retained Temporary Type F Concrete Traffic Barrier || This provision should only be used when the district decides to retain contractor furnished barrier sections. If the district does not specifically intend to retain barrier sections, Sec 617 of the standard specifications covers Concrete Traffic Barrier. || JSP-01-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1542.docx NJSP1542] || Contractor Quality Control || This provision is required on all projects EXCEPT for JOCs and projects with Quality Management provision. || NJSP-15-42 || 4/20/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1521.docx NJSP1521] || Contractor Quality Control For Plant Mix Bituminous Surface Leveling || Required when project includes bid item 402-05.20 - Bituminous Pavement Mixture PG64-22 (Surface Leveling). QM or QC provisions are required when other types of asphalt or concrete paving are in a project. || NJSP-15-21A || 10/6/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2405.docx JSP2405] || DBE Prompt Payment Reporting || This provision is required on all federally funded contracts. || JSP-24-05B || 12/12/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9908.docx JSP9908] || Demolition and Removal Contract || Must be included in demolition and removal contracts when MoDOT doesn't have possession of all parcels or an asbestos survey are not completed on all structures, prior to letting. NTP must be issued. || JSP-99-08 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1505.docx JSP1505] || Disposition of Existing Signal/Lighting and Network Equipment || To be used when signal/lighting or communication is to be removed by the contractor and retained by the commission. || JSP-15-05A || 5/1/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9706.docx JSP9706] || Division 100 Revisions for Complex Projects || This provision is used on complex projects and those with major bridge work as determined by the State Design Engineer. Per 105.16 and 108.4 additional detail documentation is required. A+B Bidding (JSP-93-14) should not be used with this provision. || JSP-97-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1607.docx JSP1607] || Dynamic Late Merge Sysytem (Zipper Merge) || || JSP-16-07A || 12/10/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1905.docx NJSP1905] || Electronic Ticketing * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-05B || 4/9/2020 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9011.docx JSP9011] || Emergency Provisions and Incident Management || This provision is required on all projects and provides contact information for the local law enforcement and fire departments. || JSP-90-11A || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2201.docx NJSP2201] || Full Depth Reclamation * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-22-01A || 3/14/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0902.docx JSP0902] || General - Federal || This provision is required in all federally funded contracts. || JSP-09-02K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0903.docx JSP0903] || General - State || This provision is required in all state funded contracts. || JSP-09-03K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0904.docx JSP0904] || General - State Non-Prevailing Wages || Use this provision on any state funded non-construction project. || JSP-09-04K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0401.docx JSP0401] || Geosynthetic Interlayer Specification for Highway Applications * || *Limited use. Only as Approved by Construction and Materials Division. </br> The Geosynthetic Interlayer Specification is designed to provide a moisture barrier/stress relieving membrane to be placed beneath a hot-mix asphalt (HMA) Overlay. || JSP-04-01 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9709.docx JSP9709] || Geosynthetic Reinforced Soil Slope System || || JSP-97-09 || 5/20/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1702.docx JSP1702] || Guardrail Grading Requirements || This provision is for use on projects that require grading for guardrail and end treatment replacements. || JSP-17-02B || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2202.docx JSP2202] || Guardrail Posts in Concrete || Use this provision when guardrail posts are installed or removed from concrete pavement or drain basins. || JSP-22-02B || 5/18/2023 || 7/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1513.docx NJSP1513] || High Friction Surface Treatment || || NJSP-15-13B || 9/22/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9704.docx JSP9704] || High Performance Concrete for Precast Bridge Units || || JSP-97-04 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2403.docx JSP2403] || High-Tension Guard Cable Barrier || (Previous JSP-06-07) - This provision should be used when high-tension guard cable is specified. || JSP-24-03 || 5/16/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2502.docx JSP2502] || HiMod Asphalt Mixture Requirements * || *Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-25-02 || 3/20/2025 || 6/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1903.docx NJSP1903] || Hot Applied Seal Coat * || *Limited use. Requires approval from by Construction and Materials Division || NJSP-19-03 || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0202.docx JSP0202] || Hot-Mix Asphalt Overlay on Rubblized Concrete * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-02-02 || 10/9/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP8901.docx JSP8901] || Johnson Grass Control || || JSP-89-01 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1503.docx JSP1503] || Law Enforcement In the Work Zone || For use on projects which will include work zone enforcement. || JSP-15-03 || 3/17/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0305.docx JSP0305] || Liquidated Damages / Liquidated Savings Specified || This provision is for use to motivate the contractor to complete the work in a specific time frame as set up by the District. The description of the work should be complete and directly related to the Damage/Savings amount set up. || JSP-03-05B || 7/10/2024 || 10/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0417.docx JSP0417] || Liquidated Damages for Winter Months || This provision should be used on projects where the primary work can be performed during the winter months, such as bridge construction. || JSP-04-17A || 4/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9328.docx JSP9328] || Liquidated Damages Specified || This provision should be used when there is milestone date that must be met such as opening the road to traffic before a special event in the area. || JSP-93-28A || 7/10/2024 || 10/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0306.docx JSP0306] || Liquidated Savings Specified || For use to motivate the contractor to complete the work in a specific time frame as set up by the District. Ensure that the description of the work in question is complete as possible and directly related to the Damage/Savings amount set up. || JSP-03-06A || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2101.docx NJSP2101] || Low Type Asphalt Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-21-01A || 7/26/2022 || 9/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2201.docx JSP2201] || Lump Sum Temporary Traffic Control || This provision allows qualifying temporary traffic control devices to be lumped together. || JSP-22-01A || 7/19/2023 || 10/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1704.docx NJSP1704] || Macrotexture Surface for Ultrathin Bonded Asphalt Wearing Surface Requirement * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-04 || 11/17/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0413.docx JSP0413] || Masonry Construction || || JSP-04-13 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1539.docx NJSP1539] || Modified Bituminous Pavement Mixture (BP-2) || Allows districts to use modify BP-2 gradation to be laid thinner than 1.5 or 2" || NJSP-15-39A || 9/23/2022 || 1/1/23
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1511.docx NJSP1511] || Modified Bonded Asphaltic Concrete Pavement * || * Limited Use. Requires approval from Construction and Materials prior to use. || NJSP-15-11C || 11/12/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2501.docx JSP2501] || Modified Tack Coat* || *Limited Use. Requires approval from Construction and Materials Division prior to use. For when asphalt is being paved on concrete or when a higher amount of tack is needed for adequate bonding to the existing pavement. || JSP-25-01 || 1/7/2025 || 2/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1806.docx JSP1806] || MoDOT Retained Guardrail || Use this provision when MoDOT wishes to retain guardrail that is being removed. || JSP-18-06 || 6/12/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1517.docx NJSP1517] || MoDOT’S Construction Workforce Program || Required for all projects that are assigned a OJT goal. || JSP-15-17A || 8/19/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0011.docx JSP0011] || Mowing || Use this provision on projects requiring significant mowing during construction. District Maintenance should identify projects, mowing locations and No. of mowings. If only for specific areas, those areas need to be identified in the special provision. || JSP-00-11 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2202.docx NJSP2202] || Multi-Year, Multi-Location Project || This provision should only be used in proposals that have one Job Number for multiple overlay routes (locations) and the completion date is such that work is allowed to carry over into a second calendar year. || NJSP-22-02 || 4/20/2022 || 6/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0004.docx JSP0004] || NEMA TS2 Traffic Controller Assemblies || This provision is to be used only in special conditions after consulting with District Traffic and as directed or approved by General Headquarters. || JSP-00-04A || 5/24/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2105.docx NJSP2105] || No Open Burning || This provision should be used when open burning is prohibited. || NJSP-21-05 || 6/9/2021 ||
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2402.docx NJSP2402] || Non-Tracking Tack || This provision may be used on roadways located within an urban area where tracking from the tack coat operation would lead to aesthetic damage to the surrounding commercial driveways and parking lots. || JSP-24-02A || 12/11/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1802.docx JSP1802] || Notice to Bidders of Funding by Third Party || This provision is required on any project with funding provided by others. || JSP-18-02A || 5/21/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9819.docx JSP9819] || Notice to Bidders of Third Party Concurrence in Award || This provision is required on any project with funding provided by others in which they have the right by agreement to concur in the award of the contract. || JSP-98-19 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0407.docx JSP0407] || Office for the Engineer || This provision resulted from implementation of the Performance Specifications. Was Sec 615 of the specs. || JSP-04-07 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2407.docx JSP2407] || Optional Base Widening || This provision is to be used for pavement widening when there are no preferences of pavement type, and the final surface is to be overlaid. || JSP-24-07 || 9/23/2024 || 12/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1518.docx NJSP1518] || Optional Grading Concepts || || NJSP-15-18 || 3/20/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0606.docx JSP0606] || Optional Pavements || This provision should be used for projects which do not meet the criteria for Alt Pavements, specifically those with less than 7,500 SY of continuous full depth pavement or less than 14,000 SY of full depth pavement at various locations. || JSP-06-06H || 9/23/2022 || 1/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1303.docx JSP1303] || Optional Shoulder || Use this provision on shouldering projects that will allow for a concrete option when bituminous asphalt is specified. || JSP-13-03A || 9/29/2022 || 1/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1533.docx NJSP1533] || Optional Surface Treatment Prior to Asphalt Overlay * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-33D || 3/28/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1807.docx NJSP1807] || Optional Temporary Pavement Marking Paint || Use this provision and pay item with all overlay projects that have more than five (5) centerline miles of pavement requiring High Build Waterborne paint AND has a contract completion date of November 1 or later. || NJSP-18-07F || 5/13/2024 || 8/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0709.docx JSP0709] || Optional Traffic Signal Detectors || To be used when Optional Traffic Signal Detectors are specified. || JSP-07-09 || 1/3/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0409.docx JSP0409] || Overhead Lighting of Signs || When lighting of overhead signs is required on a project, the following information along with special sheet “ Sign Lighting – Lighting Support Bracket” shall be inserted in the contract documents. || JSP-04-09 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1901.docx NJSP1901] || Partial Depth Concrete Pavement Repair Using Hot Applied Polymer Modified Repair Material *|| * Limited Use. Requires approval by Construction and Materials Division prior to use. || NJSP-19-01B || 1/25/2024 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1705.docx NJSP1705] || Pavement Smoothness for UBAWS * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-05A || 4/23/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1540.docx NJSP1540] || Permanent Aggregate Edge Treatment || May be used when treatment along the edge of a pavement or shoulder is included in an overlay project. Sec 2.1 is only for areas prone to washout. When 2.1 is used, pay item and quantity for 413-40.00, Bituminous Fog Seal, per gallon must be included. || NJSP-15-40B || 2/3/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0408.docx JSP0408] || Placing State Owned Pipe || This provision resulted from implementation of the Performance Specifications. Was Sec 729 of the specs. || JSP-04-08 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1904.docx NJSP1904] || Polyester Polymer Concrete Overlay * ||* Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-04 || 9/13/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1601.docx JSP1601] || Post-Award Value Engineering Change Proposal Workshop * || * Limited use. Requires approval from Design Division prior to use. || JSP-16-01 || 1/8/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0406.docx JSP0406] || Powder Coating * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-04-06 || 10/9/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9605.docx JSP9605] || Project Contact for Contractor/Bidder Questions || This provision is required on all projects. || JSP-96-05 || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0708.docx JSP0708] || Protective Surface Treatment for Concrete - Penetrating Sealers * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-07-08B || 12/6/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1522.docx NJSP1522] || Quality Management || This provision is required on all projects identified as complex by the district. || NJSP-15-22 || 7/1/2014 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP2106] || Radar Speed Advisory System || This provision should be used when Radar Speed Advisory System is specified. || NJSP-21-06 || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2303.docx JSP2303] || Rapid Penetrating Emulsion * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-23-03 || 12/5/2023 || 3/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0210.docx JSP0210] || Rapid Set Concrete Patching Material - Horizontal Repair || Formerly JSP-02-01A renamed to follow JSP numbering formatting. || JSP-02-10 || 1/3/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0201.docx JSP0201] || Rapid Set Concrete Patching Material - Vertical and Overhead Repairs || || JSP-02-01|| 8/14/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1902.docx NJSP1902] || Rapid Strength Concrete for Pavement Repair || This JSP should be used when high early strength is necessary and long-term durability and performance is required. || NJSP-19-02A || 3/20/2025 || 6/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1710.docx NJSP1710] || Red Signal Ahead Sign With LED Light || This provision should be used when placing a red signal ahead sign with an attached LED assembly. || NJSP-17-10A || 2/21/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1706.docx NJSP1706] || Reinforcing Fibers for Bituminous Pavement Material * || * Limited Use. Requires approval from Construction and Materials Division prior to use; ADSR Test Methods Document required with Electronic Deliverables. || NJSP-17-06C || 8/1/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1523.docx NJSP1523] || Rejuvenating Restorative Seal Treatment * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-23 || 2/1/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9806.docx JSP9806] || Relocation of Portable Traffic Signal System || || JSP-98-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1201.docx JSP1201] || Removal and Delivery of Existing Signs || Use this provision when any existing roadway signs are to be removed from the project. || JSP-12-01C || 8/1/2023 || 11/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1701.docx JSP1701] || Required Combination of Calls || This provision is used when required projects with separate funding (ie: state funded and federal funded projects) are to be combined. || JSP-17-01A || 6/13/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1606.docx NJSP1606] || Restrictions for Migratory Birds || Use of this provision should be coordinated with Design Division - Environmental Section. || NJSP-06-06A || 4/11/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1811.docx NJSP1811] || Rigid Geogrid Enhanced Aggregate or Rock Base * || * Limited Use. The intent of this provision is to use rigid geogrid with either a Type 5 or 7 Aggregate Base or with Rock Base (12” or 18”) as shown on the plans. Requires approval from Construction and Materials prior to use. || NJSP-18-11B || 3/12/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1508.docx JSP1508] || Seal Coat Completion of Work || To be used in Seal Coat projects which span multiple seasons. || JSP-15-08 || 6/26/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9705.docx JSP9705] || Section 404 Nationwide Permit Special Conditions || This provision is to be used with any Nationwide Permit when the Corps of Eng. District Engineer places special conditions on the use of the NW Permit. List any special conditions provided in the letter from the Corps authorizing use of the NW Permit. || JSP-97-05 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2003.docx NJSP2003] || Shaping Slopes Class III (Modified Material Requirements) || Use when additional stability is needed for erosion and/or lack of stability of Shaping Slopes Class III with steep in-slopes. || NJSP-20-03B || 9/4/2024 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1527.docx NJSP1527] || Shoulder Grading || || NJSP-15-27A || 1/27/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0605.docx JSP0605] || Slurry and Residue Produced During Surface Treatment of PCCP and Bridge Decks || This provision should be used where diamond grinding or any other surface treatment that would produce slurry residue is specified. Any questions regarding the use of this provision should be directed to the Design Division - Environmental Section. || JSP-06-05A || 1/23/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0707.docx JSP0707] || Snowplowable Raised Pavement Marker Rehabilitation or Removal || This provision should be use when maintenance of SRPMs is included in a project. || JSP-07-07 || 8/7/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2107.docx JSP2107] || Special Consideration of Change Orders and Value Engineering || Use this provision when increased Federal Share has been approved by FHWA for an innovative technology or practice. || JSP-21-07 || 6/21/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1506.docx JSP1506] || Standard Alternate Technical Concepts || To be used on projects using the Standard ATC process which allows prequalified contractors to bid contractor specific bid items through the approval process. || JSP-15-06 || 5/26/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1801.docx JSP1801] || Supplemental Revisions || This provision is required in all contracts. || JSP-18-01FF || 1/17/2025 || 4/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1528.docx NJSP1528] || Surface Sealing Treatment || May be used on mainline pavement with an existing seal coat surface, on centerline joints, and on shoulder areas. This rescinds earlier guidance. </br> Use with pay item 4099905, surface sealing treatment. || NJSP-15-28 || 2/22/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1304.docx JSP1304] || Temporary Long Term Rumble Strips || Required when temporary long-term rumble strips are used on a project. Provides information for construction requirements, material information and basis of payment when using long term rumble strips on construction projects. || JSP-13-04C || 5/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0705.docx JSP0705] || Tree Clearing Restriction * || * Limited Use. Design Division - Environmental Section should be consulted prior to using this provision. || JSP-07-05C || 7/24/2024 || 11/01/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2304.docx JSP2304] || Truck Mounted Attenuator (TMA) for Stationary Activities || Use when requiring TMA for stationary work activity. (TMA for mobile operation, such as striping, is incidental.) || JSP-23-04 || 1/22/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0410.docx JSP0410] || Use of Crossovers and Truck Entrances || || JSP-04-10 || 4/24/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9326.docx JSP9326] || Utilities || || JSP-93-26F || 12/1/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2404.docx JSP2404] || Vegetative Barrier Pavement || This provision is used when installing new guard cable. || JSP-24-04B || 1/7/2025 || 2/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2203.docx JSP2203] || Void Reducing Asphalt Membrane for Longitudinal Joints (VRAM) || Use when MoDOT wishes to enhance longitudinal joint performance. Contact Construction & Materials Division for additional information. || JSP-22-03A || 8/17/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1507.docx JSP1507] || Winter Months Requirements || To be used for overlay projects that span multiple construction seasons. Developed for the CLC program. || JSP-15-07A || 4/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1532.docx NJSP1532] || Work Zone Intelligent Transportation System || To be used on projects whenever Intelligent Transportation Systems (ITS) will be used. || NJSP-15-32A || 6/6/2023 || 8/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0206.docx JSP0206] || Work Zone Traffic Management || This provision is required on all projects and must be provision "C" in the set of provisions. || JSP-02-06N || 4/19/2023 || 7/1/2023
|}
|-|LPA=
{| class="wikitable sortable"
! Name !! JSP Title !! Explanatory Notes || Current Version !! Revision Date !! Effective Letting
|-
| [https://epg.modot.org/forms/JSP/LPA1501.docx LPA1501] || Acceptance of Precast Concrete Members and Panels || || LPA-15-01A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1502.docx LPA1502] || Acceptance of Structural Steel || || LPA-15-02A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1507.docx LPA1507] || ADA Compliance and Final Acceptance of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || LPA-15-07B || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1503.docx LPA1503] || Add Alternates || || LPA-15-03A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1504.docx LPA1504] || Alternates For Pavements || || LPA-15-04A ||10/30/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1509.docx LPA1509] || Liquidated Damages For Winter Months || || LPA-15-09A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1510.docx LPA1510] || Liquidated Damages Specified for Entrance Closures || || LPA-15-10A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1508.doc LPA1508] || Liquidated Damages Specified for Final Closeout Documentation (Final Payment Documents) || || LPA-15-08 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1808.docx LPA1808] || LPA Buy America Requirements || || LPA-18-08A || 2/10/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA2301.docx LPA2301] || LPA Buy America Requirements Non-Iron and Steel || || LPA-23-01 || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1511.docx LPA1511] || Optional Pavements || || LPA-15-11A || 10/30/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1513.docx LPA1513] || Utilities || || LPA-15-13A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1512.doc LPA1512] || Work Zone Traffic Management Plan (Traffic Control) || || LPA-15-12 ||
|}
|-|JSP Packages=
{| class="wikitable sortable"
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_ASPHALT_2025.docx JOC_ASPHALT_2025] || Asphalt Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2025 Calendar year. || JOC_ASPHALT_2025 || 2/27/2025 || 3/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_BRIDGE_2025.docx JOC_BRIDGE_2025] || Bridge Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2025 Calendar year. || JOC_BRIDGE_2025 || 3/19/2025 || 4/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/CLC_Book_Job_JSPs.docx CLC Book Job JSPs] || CLC Book Job JSPs || Use this JSP package when submitting FY 2025 CLC Book Job projects without plans. || CLC_Book_Job_JSPs_FY2025 || 1/17/2025 || 4/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/CLC_JSPs.docx CLC_JSPs] || CLC JSP Package || Use this JSP package on FY 2025 CLC projects. || CLC_JSPs_FY2025 || 1/17/2025 || 4/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2025.docx JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2025] || Guardrail and Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2025 Calendar year. || JOC_GUARDRAIL_GUARD_CABLE_2024 || 2/27/2025 || 3/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_CONCRETE_2025.docx JOC_CONCRETE_2025] || Concrete Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2025 Calendar year. || JOC_CONCRETE_2025 || 2/27/2025 || 3/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_FENCE_2025.docx JOC_FENCE_2025] || Fence Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2025 Calendar year. || JOC_FENCE_2025 || 2/27/2025 || 3/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_GUARD_CABLE_2025.docx JOC_GUARD_CABLE_2025] || Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2025 Calendar year. || JOC_GUARD_CABLE_2025 || 2/27/2025 || 3/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_GUARDRAIL_2025.docx JOC_GUARDRAIL_2025] || Guardrail Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2025 Calendar year. || JOC_GUARDRAIL_2025 || 2/27/2025 || 3/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/Seal_Coat_Book_Job_JSPs.docx Seal_Coat_Book_Job_JSPs] || Seal Coat Book Job JSP Package || Use this JSP package when submitting FY 2025 Seal Coat Book Job projects without plans. || Seal_Coat_Book_Job_JSPs_FY2025 || 1/17/2025 || 4/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/Seal_Coat_JSPs.docx Seal_Coat_JSPs] || Seal Coat JSP Package || Use this JSP package with all FY 2025 Seal Coat projects. || Seal_Coat_JSPs_FY2025 || 1/17/2025 || 4/1/2025
|}
</tabber>

940.15 Spacing and Clearance for Right-In, Right-Out Driveways

2025-03-19T22:18:55Z

Legged1:

This guideline describes the recommended spacing and corner clearance for driveways along roadways in urban areas that have a non-traversable median and speed limits at or below 45 miles per hour. A non-traversable median restricts left-turn movements into and out of driveways. Adequate spacing between driveways and corner clearance are both important to maintain safety and traffic flow. Spacing between driveways is to be greater on higher speed routes and in rural areas than in urban areas because of higher posted speed limits.

Research and experience in other states indicates that on urban routes with non-traversable medians, shorter driveway spacing and corner clearance upstream from an intersection is acceptable for right-in, right-out driveways. This guideline provides for double the number of right-in, right-out driveway access points compared to situations where left turns into and out of driveways are permitted. It also provides for a shorter corner clearance to the last driveway upstream from the corner. For safety reasons, the downstream corner clearance is similar to situations where no non-traversable median is present. Do not use this shorter guideline for right-in right-out driveways where a non-traversable median does not exist (e.g., where there is a continuous left-turn lane.) The shorter spacing is also not recommended in rural areas, where higher operating speeds prevail.

Experience has shown that a shorter guideline for right-in, right-out drives is appropriate where there is a physical barrier that prevents left turns (e.g., a non-traversable median). Regulatory restrictions on left turns (e.g., “No Left Turn” signs) and small traffic islands do not prevent left turns.

[[image:940.15.gif|725px|center|thumb|<center>'''Driveway Spacing with Offset Drives and where left turns are prohibited '''</center>]]

Move direct access to local streets (not arterials and collectors) where possible. Access can be better accomplished on major roadways through techniques such as frontage and backage roads, joint access, cross access and shared driveways. These guidelines only apply where sight distance allows. Do not allow driveways where sight distance is inadequate even if the spacing guideline would allow them.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+ '''''Table 940.15 Urban Area Minimum Guidelines *'''''
! style="background:#BEBEBE"|Roadway Classification !! style="background:#BEBEBE"|Spacing between Right-In, Right-Out Driveways on Roadway with a Restrictive Median!! style="background:#BEBEBE"|Upstream Corner Clearance for Right-In, Right-Out Driveways on Roadway with a Restrictive Median**
|-
! Major, Freeway
| No driveways || No driveways
|-
!Major, Non-Freeway
| 220 to 330 ft.|| 220 to 330 ft.
|-
!Minor
| 110 to 165 ft.|| 110 to 165 ft.
|-
| colspan="3"|* The urban guideline may be applied in rural but developed areas that are not urban, for example, cities with populations under 5,000. On collectors in cities with population under 5,000, the recommended spacing is 110 ft. (same as the urban guideline).
|-
| colspan="3"|** Downstream corner clearance guidelines are similar to the main corner clearance guideline even when a non-traversable median exists.
|}

[[category:940 Access Management]]

940.15 Spacing and Clearance for Right-In, Right-Out Driveways

2025-03-19T16:11:26Z

Legged1: grammatical clarity

Category:108 Prosecution and Progress

2024-11-06T15:16:23Z

Legged1: /* 108.1 Subletting of Contract (for Sec 108.1) */ updated per RR3703

[[image:108.jpg|right|425px]]
It is the responsibility of the contractor to furnish adequate forces for meeting specified project schedules as well as quality requirements. The Resident Engineer should bring unsatisfactory progress to the contractor's attention in writing. Send copies of such letters to the District Engineer and Construction & Materials. If the contractor fails to respond in keeping with the intent of [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108], the matter must be brought immediately to the attention of the district office and the Division of [http://sp/sites/cm/Pages/default.aspx Construction and Materials].

This article also discusses critical and key [[:category:108 Prosecution and Progress#108.16 Project Dates|project dates]] and [[:category:108 Prosecution and Progress#108.7.1 Extensions or Adjustments of Time|extensions or adjustments of time]] when progress is adversely affected by items beyond a contractor’s control.

==108.1 Subletting of Contract (for Sec 108.1)==

The prime contractor is obligated to do a specified portion of the work, as indicated in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.1.1]. Any exception to this clause of the contract must be approved by the Division of [http://sharepoint/systemdelivery/cm/Pages/default.aspx Construction and Materials] and a change order must be issued to establish the revised terms.

Specifications permit the contractor to utilize approved subcontractors to perform up to 70 percent of the work under subcontract agreement. The Commission is not a party to the subcontract agreement, but holds final approval on all subcontract requests.

===108.1.1 Review and Approval of a Subcontract Request ===

When a contractor desires to sublet a portion of the work, the request will be submitted to the resident engineer on [https://epg.modot.org/forms/CM/Request_to_Subcontract_C_220.pdf Request to Subcontract Work (Form C-220)]. The resident engineer, or a designee assigned by the District Construction Engineer, shall perform the following review on all subcontract requests:

:'''1.''' Check all information on the header for accuracy and determine if the request a) involves a 2<sup>nd</sup> tier relationship, b) is for a DBE subcontractor, or c) includes any line item with a unit price or quantity that differs from the contract. If any of those three situations apply, then the request must include the subcontract agreement between the prime and the sub. For 2<sup>nd</sup> tier requests, the agreement between the 1<sup>st</sup> and 2<sup>nd</sup> tier subcontractor should also be submitted.

:'''2.''' For DBE requests, verify that the unit price and quantity matches what is on the DBE Identification Submittal Form. If there are line items listed on the C-220 for a DBE that go beyond the DBE Identification Submittal found in the contract, verify whether they can be counted for DBE credit and if they do not count, a separate C-220 should be submitted for these line items. For more information on DBE requests, refer to the article on DBE Subcontracting. If additional DBE subcontractors, suppliers, manufacturers or brokers are proposed by the prime contractor after the project commences, the engineer should work with the contractor to complete the [https://epg.modot.org/forms/CM/DBE_Change_Form.pdf "DBE Change" form] so that the total utilization of DBEs can be accounted for on the project towards MoDOT’s overall statewide DBE goal attainment. In addition, any added DBEs need to be evaluated for CUF.

:'''3.''' The Line No. and item Description should be as shown in the contract. However, the Quantity and/or the Subcontracted Unit Price will often differ from the contract; this is acceptable as long as they match the values in the subcontract agreement between the prime and the sub. Additionally, in rare cases, even the unit of measure might differ. For example, let’s say the contract line item is Diamond Grinding – 10,000 SY @ $3/SY = $30,000, yet the C-220 shows “Diamond Grinding (per hour)” with a quantity of 100 @ $250 = $25,000. This is acceptable if those are the terms in the subcontract agreement. Since there is not a field to show a revised Unit of Measure, the form instructions require the contractor to state the revised unit of measure in the Description. Also, even though their subcontract agreement may not include an estimated quantity, insist that your contractor provide an estimated quantity on the C-220. All of the above data is necessary for AWP to accurately track the total percent sublet on 1<sup>st</sup> tier subcontracts.

:'''4.''' Verify that all 1st tier requests include all work they plan to perform, as well as all work they plan to sublet to a 2<sup>nd</sup> tier sub. The 2<sup>nd</sup> tier request will only list items the 2<sup>nd</sup> tier plans to perform. See [[#108.1.2 Second Tier Subcontracting|EPG 108.1.2 Second Tier Subcontracting]] and [[#108.1.3 Disadvantaged Business Enterprises (DBE) Subcontracting|EPG 108.1.3 Disadvantaged Business Enterprise Subcontracting]] for more information.

:'''5.''' Verify that the requested subcontractor is on the approved Subcontractor List on the [https://www.modot.org/bid-opening-info Bid Opening Info page] under the Documents section and is qualified as a DBE (if the DBE box is checked) on the [https://www6.modot.mo.gov/MRCC/Home/PublicSearch MRCC directory page]. Refer unapproved subcontractors to the [https://www.modot.org/perform-subcontracting-work Perform Subcontracting Work webpage]. If the requested subcontractor is performing a Professional Service, refer to [[#108.1.4 Professional Service|EPG 108.1.4 Professional Service]].

:'''6.''' For Federal Aid projects, verify that the subcontract request is accompanied with a completed Subcontractor Certification Regarding Affirmative Action form, and a document listing the name, address, and telephone number of the subcontractor's EEO Officer on the subcontractor’s letterhead.

:'''7.''' Confirm the request has been signed by an authorized representative of the prime contractor.

:'''8.''' For federal aid projects, the prime contractor is required by federal statute to insert the contract Federal provisions and wage rates (including [http://www.fhwa.dot.gov/programadmin/contracts/index.cfm FHWA 1273]) in all subcontract agreements. The reviewer should perform a random check on submitted subcontract agreements to help ensure the prime is meeting this requirement.

:'''9.''' If all information is correct and all requirements are met, promptly enter the subcontract information into AASHTOWARE Project (AWP). Verify that the subcontract limit has not been exceeded (A pop-up notice will occur in AWP). Apply the MoDOT approval signature to the form. Save the approved subcontract request electronically according to current policy, with an electronic copy sent to the contractor as an attachment to an email.

:'''10.''' If any of the information on the form is incorrect, or if approval cannot be granted for any reason, the contractor should be notified immediately with an explanation so they can correct the form or take other actions to proceed without delay. Once the subcontract request is approved and work begins, work performed by the subcontractor will be recorded in AWP daily on the Daily Work Reports (DWR) work items tab, with the subcontractor designated on the contractor line.

====Subletting Limitation====
The self-perform requirement for prime contractors is a minimum of 30% by specification which is also the federal requirement. The minimum requirement is tracked by the C-220 request to subcontract forms. No self-perform re-evaluation will be required for contract change order adjustments. The prime contractor is allowed to purchase materials for subcontractor’s work. The material purchased by the prime for the subcontractor should be clearly indicated on the C-220 subcontract form.

===108.1.2 Second Tier Subcontracting===

Upon approval from the prime contractor, subcontractors may sublet a portion of their assigned work to another subcontractor. This relationship is called “2<sup>nd</sup> tier subcontracting”. A separate C-220, submitted by the prime, is required for 2<sup>nd</sup> tier subcontract requests. The contractor shall disclose the name of the 1<sup>st</sup> tier subcontractor on the form.

The C-220 for the 1<sup>st</sup> tier subcontractor should list all of the work items they plan to perform, as well as all work they plan to sublet to their second tier subcontractors. The quantity and unit price for each line shall be that designated in the subcontract agreement between the prime contractor and the first tier subcontractor. The C-220 for the 2<sup>nd</sup> tier subcontract work lists only the work the 2<sup>nd</sup> tier sub will perform, and shows the quantity and price from the subcontract agreement between the 1<sup>st</sup> and 2<sup>nd</sup> tier subcontractors.

AWP will use the total of all work sublet to 1st tier subcontractors to determine the total percent sublet. The total for the 2<sup>nd</sup> tier work will not be included in that calculation since 2<sup>nd</sup> tier work is already included in the 1<sup>st</sup> tier total.

===108.1.3 Disadvantaged Business Enterprises (DBE) Subcontracting===

Note that compliance with Sec 108.1.1 and DBE goals are distinctly separate issues and are based on different requirements, as stated in this article. Most contracts with federal participation include a goal for the amount of work to be awarded to [http://www.modot.org/business/contractor_resources/External_Civil_Rights/DBE_program.htm disadvantaged business enterprises (DBE)]. At the time of bid, all bidders are required to list on the [https://epg.modot.org/forms/CM/DBE_Identification_Submittal_Form_MoDOT_Excel.xlsm DBE Identification Submittal Form] all proposed DBE subcontractors, suppliers and haulers to be used on that contract, including the amount for each line item on each subcontract. If the totals do not meet or exceed the goal, the bidder must document all good faith efforts to meet the goal. After award of the contract, MoDOT's [http://sharepoint/systemdelivery/ec/Pages/default.aspx External Civil Rights Division] must approve any change to the DBE commitment. In addition, all bidders must submit the [https://epg.modot.org/forms/CM/DBE_and_non_DBE_Subcontractor_Reporting_Form.pdf DBE and Non-DBE Subcontractor Reporting Form]. The DBE and Non-DBE Subcontractor Reporting Form will be due by the last day of the month of the letting being reported.
<div id="Once a project is awarded,"></div>
Once a project is awarded, the contractor must submit a Request to Subcontract Work on Form C-220 to the RE for all DBE subcontractors listed on the DBE Identification Submittal Form with the bid. There may be changes proposed with a C-220 that require ECR pre-approval and others that do not. If additional DBE subcontractors, suppliers, manufacturers or brokers are proposed by the prime contractor after the project commences, the engineer should work with the contractor to complete the [https://epg.modot.org/forms/CM/DBE_Change_Form.pdf DBE Change form] so that the total utilization of DBEs can be accounted for on the project towards MoDOT’s overall statewide DBE goal attainment. In addition, any added DBEs need to be evaluated for CUF.

The following are items that require ECR approval:
:* Contractor proposes to eliminate one or more DBEs initially committed on the DBE submittal form (see [https://epg.modot.org/forms/CM/DBE_Change_Form.pdf DBE Termination Form]),
:* Contractor proposes a reduction in the quantities for DBE firms initially committed on the DBE submittal form,
:* Propose additional DBE’s beyond the DBE firms initially committed on the DBE submittal form,
:* Increased quantities for DBE’s from what was originally committed on the DBE submittal form,
:* If DBEs are working in a 2<sup>nd</sup> tier capacity.

Additional work items can be added to any DBE subcontractor, and additional DBE subcontractors can be utilized for other work items, but no DBE work disclosed on the DBE Identification Submittal Form can be changed without approval from MoDOT's External Civil Rights division.

Any work subcontracted from a 1<sup>st</sup> tier DBE contractor to a 2<sup>nd</sup> tier non-DBE contractor will not count towards the DBE contract goal.

Compliance with the DBE goal is determined by the amounts shown on the subcontract agreement between the prime contractor and the DBE subcontractor, and later verified by the actual amount paid to that DBE once the work is complete.

===108.1.4 Professional Service===

Contractors sometimes hire a Professional Service to perform a support function to one or more line items of work. Use of a Professional Service does not typically require submittal of Form C-220, unless the work is directly tied to a contract line item. For example, Surveying/Staking is considered a Professional Service that does require a Form C-220 when there is a contract line item for that work. When the Surveying/Staking is considered incidental, no Form C-220 is required. The contractor or subcontractor utilizing a Professional Service is responsible for providing insurance coverage for this work if the Professional Service does not have sufficient coverage. Some professional service work may not require registration as a subcontractor. See [https://epg.modot.org/index.php?title=Category:110_State_and_Federal_Wage_Rates_and_Other_Requirements#110.3_Prevailing_Wages_and_Records_.28Guidance_for_Sec_110.3.29 EPG 110.3 Prevailing Wages and Records] for more information on Professional Services.

====Professional Service Contract Labor====
Contractors sometimes hire a company to provide trade workers for their workforce. These companies charge a fee to the contractor for providing workers and they pay the workers directly. This is permissible. Since the contract is for workforce and not contracting to perform line item work there is no subcontract required. Insurance for the workers would be covered under the contractor hiring them. The workers would fall under the prevailing wage rate. Their rate of pay for prevailing wage rate is what the worker receives and not what the contractor is paying for their services. Therefore the mark up paid to the labor supplier cannot be used as part of the prevailing wage rate determination. The workers would be paid by the company supplying the worker. So the payroll from that company is what is submitted to the Resident Engineer. It should be submitted along with the prime or subcontractors payroll and not separately.

===108.1.5 Rental Equipment===

Sometimes the contractor will rent equipment from other contractors to perform work on the project. To avoid the possibility of unauthorized subcontracting, the payroll should be checked to confirm that the contractor is paying the wages of operators and supervision. Checking may also be accomplished during routine labor interviews by determining who pays the operator's wages. The findings of such checking procedures should be noted in the project DWR. In lieu of such checking, the resident engineer may accept a written statement over the contractor's signature that all operators and supervisors are carried on the contractor's payroll. These procedures are not necessary for equipment rented from recognized rental agencies that are not also in the highway construction business. Further explanation of Owner Operator can be found in [https://epg.modot.org/index.php?title=Category:110_State_and_Federal_Wage_Rates_and_Other_Requirements#110.3_Prevailing_Wages_and_Records_.28Guidance_for_Sec_110.3.29 EPG 110.3 Prevailing Wages and Records].

===108.1.6 Termination of a Subcontract===

Occasionally it becomes necessary for the contractor to terminate a subcontract. The Commission recognizes cancellation of previously approved subcontracts when the contractor provides:

:a. A statement over the signatures of the contractor and the subcontractor that they have mutually agreed to cancel the subcontract, or

:b. A certified copy of the contractor's written notice to the subcontractor of cancellation for cause.

After a subcontract has been cancelled, the percentages of work sublet to date should be adjusted. The work involved in the canceled subcontract quite often is proposed to be sublet again. If condition (a) or (b), above, has been met, the proposal should then be handled as a normal request for approval of subcontract.

If the contractor requests replacement of a DBE subcontractor, approval must first be obtained from the External Civil Rights Division.

If any subcontractor is replaced for any reason, the existing subcontract item(s) of work for that subcontractor are removed from AWP. Remarks indicating the reason for the revision are included in the record. No revision of the original C-220 is required. The new subcontractor shall be added using the normal C-220 subcontract process documenting the items of work to be performed.

==108.2 Notice to Proceed (for Sec 108.2)==
[http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.2] provides information on notice to proceed. Early notice to proceed may be granted with the approval of the Division of Construction and Materials.

==108.3 Prosecution of Work==
[http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.3] provides information on prosecution of work.

==108.4 Progress Schedules==
Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.4] for information on progress schedules.

==108.5 Labor, Methods and Equipment==
[http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.5] provides information on labor, methods and equipment.

==108.6 Temporary Suspension of Work==
Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.6] for information on temporary suspension of work.

==108.7 Contract Time for Completion of the Work==
[[image:108.2.1.jpg|right|450px]]
===108.7.1 Extensions or Adjustments of Time===

[http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.7] provides a basis for granting adjustments, suspensions or extensions of time when progress is adversely affected by items beyond the contractor's control. Sec. 108.7.1 covers extensions of time for calendar day or calendar date contracts and refers to weighted time tables on file in the office of the Commission. Weighted timetables (for contracts with and without time exclusions) and examples of proper use are shown in [[:Category:108 Prosecution and Progress#108.7.2 Table for Contracts with No Time Exclusion|Tables 108.7.2]] and [[:Category:108 Prosecution and Progress#108.7.3 Table for Contracts with Time Exclusion|108.7.3]] and [[:Category:108 Prosecution and Progress#108.7.4 Examples|EPG 108.7.4 Examples]].

Such requests should be evaluated by the [[:category:105 Control of Work#105.9 Authority and Duties of Resident Engineer (Sec 105.9)|resident engineer]] and sent to the District Engineer along with a detailed study and recommendation. The district may discuss the request with [http://sp/sites/cm/Pages/default.aspx Construction & Materials] before rendering a decision. Requests from the contractor for major adjustments, suspensions, or extensions of time require thorough study by the resident engineer. In many cases the basis for the request is not subject to a clear-cut policy decision.

It is necessary that these procedures be followed to ensure uniform administration of the liquidated damage provisions of our contracts.

When it is not possible to grant the contractor's request, a thorough report should be sent to Construction & Materials to recover liquidated damages.

====108.7.1.1 Assessment of Liquidated Damages and Exceptions====
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="435px" align="right"
|-
|'''[https://epg.modot.org/forms/CM/Liquidated_Damages_Guidance.pdf Guidance for Assessment of Liquidated Damages]'''
|}
Contract time for project completion should be administered in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction#page=4 Sec 108.7] as well as all applicable job special provisions. At a minimum, all contracts should have a JSP for Contract Liquidated Damages that identifies the time limits along with penalties for both Road User Costs and Contract Administrative Costs. A [https://epg.modot.org/forms/CM/Liquidated_Damages_Guidance.pdf guide for assessment of liquidated damages] is available.

Contract time for specific milestone events, such as a road closure, should be administered as specified in the contract Liquidated Damages Specified JSP for that event. Sec 108.7 does not apply to specific milestone events, therefore, liquidated damages are generally charged 7 days/week with no waivers for weekends and holidays. Refer to the terms in the contract Liquidated Damages Specified JSP and administer accordingly.

Measurement of contract time for project completion ends when the contractor completes all work, including all corrections listed on the Semi-Final Inspection Form (C-236). The RE sometimes lists “exceptions” on the form. Exceptions are tasks or acceptance periods that are contractually allowed to occur after the contract completion date without penalty. For a list of common exceptions, refer to [[:Category:105 Control of Work#105.15.1.2 Exceptions|EPG 105.15.1.2 Exceptions]]. Some exceptions may require a date range attached to the task. For example, removal of the Point of Presence signs should be done approximately 90 days after the semi-final inspection, so the RE should specify a two-week period for the POP sign removal, approximately 90 days out. As that date approaches, the RE should remind the contractor of the looming deadline to remove the signs to avoid having the count of time reinstated and damages assessed.

More details are available in the following Quick Reference Guides: [[:Category:101 Standard Forms#CO Milestones|Milestones]] and [[:Category:101 Standard Forms#CO Contract Times|Contract Times]].

====108.7.1.2 Consideration of Time Extensions or Suspensions====

Contractors are presumed to have made provisions in their bids for any anticipated delays in procurement of materials. Contract time extensions or suspension of working days should not be based on unsupported claims of delays in delivery of materials. Consideration may be given to delays caused by unusual market conditions such as an industry-wide strike, natural disaster, or area-wide shortage that arises after award of the contract and prevents procurement of materials within the allowable time for contract completion. It will be necessary to evaluate any claim for time extension based on material shortages to determine if the delays were, in fact, beyond the control of the contractor or the fabricator.

====108.7.1.3 Progress Schedules====
Per [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.4], the contractor is required to provide the Resident Engineer with an initial Progress Schedule prior to or at the pre-construction meeting. The request for the initial schedule is included in the [https://epg.modot.org/forms/CM/PreCon_Letter_Federal.pdf Pre Con Letter-Federal] and [https://epg.modot.org/forms/CM/PreCon_Letter_State.pdf Pre Con Letter-State]. Contracts are generally set up as Completion Day or Completion Date projects; however, there may be some rare instances where a contract will be set up as a Working Day project. Regardless of the method of contract time, the progress schedule shall include an activities bar chart showing the major items of work throughout the life of the project. The initial Progress Schedule is very critical in establishing the basis for the planned work and should account for all limitations that are known at that point in time. It should be thoroughly reviewed for compliance with Sec 108.4, should demonstrate continuous prosecution of the work, achievement of any required milestones and indicate overall project completion within the allotted time. Acceptance of the initial Progress Schedule, and all subsequent progress schedules, will be made by the Resident Engineer.

Once the initial schedule is accepted, if the work plan changes or the contractor falls significantly behind schedule, the Resident Engineer should require a revised schedule be submitted in accordance with Sec 108.4.2.1 and Sec 108.4.4. The revised schedule should clearly show a plan to ensure project completion within the allowable time. Likewise, should an excusable delay occur, the RE should issue the appropriate time adjustment change order and require a revised schedule.

If progress towards completion within the allowable time is in jeopardy, and the cause is due to inexcusable failures by the contractor (see common failures below), a letter should be submitted to the contractor, with a copy to the surety, informing them of the possibility of being declared in default of the contract if the contractor does not proceed with a remedy within ten days of the notice. The State Construction and Materials Engineer should be informed of this notice. If after ten days the contractor has not adequately proceeded with a remedy, the State Construction and Materials Engineer will work with the district and the Chief Counsel’s office to determine the next course of action, which may include declaring the contractor to be in default.

Common contractor failures that could affect schedule and lead to Default of Contract:

:1. Failure to mobilize and begin work on time.
:2. Failure to provide sufficient resources (workers and/or equipment) to maintain sufficient progress.
:3. Unacceptable work that requires extensive time to repair or replace.
:4. Contractor delay caused by a refusal to remedy work deemed unacceptable.
:5. Contractor vacates project or discontinues work on the major operation.
:6. Contractor fails to return to the project in a reasonable time following a stoppage of work.
:7. A stoppage of work is issued for non-compliance with a contract requirement.
:8. A federal and or state legal action taken against the contractor.

=====Two-Week Schedule=====
In addition to maintaining a current project Progress Schedule, each week the contractor is required to provide the Resident Engineer with a dynamic two-week look-ahead schedule. This two-week schedule is the basis (i.e. agenda) for discussion at the weekly progress meetings. It provides current details that are important in planning and scheduling resources over the following days, including upcoming traffic control changes and inspection resources. This schedule is very important for coordination efforts. It can be in any format acceptable to the RE, but should not be waived except during planned pauses or low activity levels in the work and the RE agrees it is not necessary.

===108.7.2 Table for Contracts with No Time Exclusion===
{| border="1" class="wikitable" style="text-align:center"
|+<center>'''Table 108.7.2 Weighted Time Table for Contracts with No Time Exclusion (to be used with EPG 108.7.4)'''</center>
! style="background:#BEBEBE" width="65"|Day !! style="background:#BEBEBE"|January !! style="background:#BEBEBE"|February !! style="background:#BEBEBE" width="65"|March !! style="background:#BEBEBE" width="65"|April !! style="background:#BEBEBE" width="65"|May !! style="background:#BEBEBE" width="65"|June!! style="background:#BEBEBE" width="65"|July!! style="background:#BEBEBE"|August !! style="background:#BEBEBE"|September !! style="background:#BEBEBE"|October !! style="background:#BEBEBE"|November !! style="background:#BEBEBE"|December
|-
|'''1'''|| 0|| 32|| 88|| 154|| 244|| 356|| 487|| 614|| 738|| 834|| 919|| 978
|-
|''' 2'''|| 1|| 34|| 90|| 157||247|| 360 ||492 ||618|| 742|| 837|| 921|| 979
|-
|''' 3''' ||2||36|| 92||160||250 ||364 ||497 ||622 ||746|| 840 ||923|| 980
|-
|''' 4''' ||3 ||38|| 94|| 163|| 253|| 368|| 497|| 626|| 750|| 843|| 925|| 981
|-
|'''5'''|| 4|| 40|| 96|| 166|| 256|| 372|| 502|| 630|| 754|| 846|| 927|| 982
|-
|''' 6'''|| 5|| 42|| 98|| 169|| 259|| 376|| 507 ||634|| 758|| 849|| 929 ||983
|-
|''' 7'''|| 6|| 44|| 100 ||172|| 262|| 380|| 512|| 638 ||762|| 852|| 931|| 984
|-
|''' 8''' ||7|| 46 ||102 ||175 ||265|| 384|| 517|| 642|| 765 ||855|| 933|| 985
|-
|'''9 '''||8 ||48||104 ||178 ||268|| 388|| 522|| 646|| 768|| 858 ||935|| 986
|-
|''' 10'''|| 9|| 50|| 106 ||181 ||271 ||392 ||526|| 650 ||771|| 861 ||937|| 987
|-
|'''11'''|| 10 ||52|| 108|| 184|| 274|| 396|| 530|| 654|| 774 ||864|| 939|| 988
|-
|'''12'''|| 11 ||54 ||110 ||187|| 277|| 400|| 534|| 658|| 777|| 867|| 941|| 989
|-
|''' 13'''||12|| 56 ||112 ||190|| 280 ||404|| 538|| 662|| 780|| 870|| 943|| 990
|-
|'''14''' ||13 ||58 ||114|| 193|| 284 ||408|| 542|| 666|| 783|| 873|| 945|| 991
|-
|'''15''' ||14|| 60 ||116|| 196|| 288 ||412|| 546|| 670|| 786 ||876|| 947|| 992
|-
|''' 16'''|| 15 ||62 ||118|| 199|| 292 ||416|| 550|| 674|| 789|| 879 ||949|| 993
|-
|''' 17'''|| 16 ||64|| 120|| 202 ||296|| 420 ||554|| 678|| 792|| 882 ||951|| 994
|-
|''' 18'''|| 17|| 66|| 122 ||205 ||300|| 424|| 558|| 682|| 795|| 885|| 953|| 995
|-
|''' 19''' ||18|| 68|| 124|| 208|| 304|| 428|| 562|| 686|| 798 ||888|| 955|| 996
|-
|''' 20'''|| 19|| 70|| 126 ||211 ||308 ||432|| 566|| 690 ||801|| 891|| 957|| 997
|-
|''' 21'''|| 20|| 72|| 128|| 214||312 ||437|| 570|| 694 ||804|| 894|| 959|| 998
|-
|''' 22'''|| 21|| 74|| 130|| 217||316|| 442|| 574|| 698 ||807|| 897|| 961|| 999
|-
|''' 23''' ||22 ||76|| 132 ||220|| 320|| 447|| 578|| 702|| 810 ||900 ||963|| 1000
|-
|'''24''' ||23|| 78 ||134|| 223 ||324|| 452 ||582|| 706 ||813|| 903|| 965|| 1000
|-
|''' 25'''|| 24|| 80 ||136|| 226 ||328|| 457||586 ||710|| 816|| 905|| 967 ||1000
|-
|'''26''' ||25|| 82||138|| 229 ||332 ||462|| 590|| 714|| 819||907|| 969|| 1000
|-
|''' 27'''|| 26 ||84|| 140 ||232 ||336|| 467 ||594 ||718 ||822|| 909|| 971|| 1000
|-
|'''28'''|| 27|| 86|| 142|| 235|| 340|| 472|| 598|| 722 ||825 ||911 ||973 ||1000
|-
|''' 29''' ||28|| 86 ||145 ||238 ||344 ||477|| 602|| 726|| 828|| 913 ||975|| 1000
|-
|'''30''' ||29 || ||148|| 241|| 348|| 482 ||606|| 730|| 831|| 915 ||977|| 1000
|-
|'''31'''|| 30|| || 151|| || 352|| || 610 ||734 || ||917|| || 1000
|}

===108.7.3 Table for Contracts with Time Exclusion===

{| border="1" class="wikitable" style="text-align:center"
|+<center>'''Table 108.7.3 Weighted Time Table for Contracts with Time Exclusion, as of 5/10/2006 (to be used with EPG 108.7.4)'''</center>
! style="background:#BEBEBE"|Day !! style="background:#BEBEBE" width="82"|March !! style="background:#BEBEBE" width="82"|April !! style="background:#BEBEBE" width="82"|May !! style="background:#BEBEBE" width="82"|June!! style="background:#BEBEBE" width="82"|July!! style="background:#BEBEBE" width="82"|August !! style="background:#BEBEBE"|September !! style="background:#BEBEBE"|October !! style="background:#BEBEBE"|November !! style="background:#BEBEBE"|December
|-
|'''1'''|| ||24 ||102 ||198|| 316|| 457 ||610 ||758|| 887 ||971
|-
|''' 2''' || ||26|| 105|| 202 ||321|| 462 ||615|| 763|| 890|| 974
|-
|''' 3'''|| || 28|| 108|| 205|| 325|| 466 ||620|| 767|| 893|| 977
|-
|''' 4'''|| ||30|| 111|| 209|| 330|| 471|| 625|| 771|| 895|| 980
|-
|'''5'''|| || 32 ||114 ||213|| 334 ||476|| 630|| 776 ||898|| 983
|-
|'''6'''|| || 34 ||117 ||217|| 339 ||480|| 635|| 780|| 901 ||985
|-
|'''7'''|| || 36 ||120 ||221||343|| 485 ||640|| 784|| 904 ||987
|-
|'''8'''|| || 38 ||123 ||225 ||348 ||490||645|| 789 ||906 ||989
|-
|'''9'''|| || 40 ||126|| 229 ||352|| 495|| 650 ||793 ||909|| 991
|-
|'''10'''|| || 42 ||129|| 233 ||357 ||500 ||655||797 ||912|| 993
|-
|'''11'''|| || 44 ||132||236 ||361 ||505|| 660|| 802|| 915|| 995
|-
|'''12''' || || 46|| 135 ||240|| 366 ||510|| 665||806 ||917|| 997
|-
|'''13'''|| || 49 ||138||244 ||370 ||515|| 670||810|| 920|| 999
|-
|'''14''' || || 52|| 141|| 248 ||375|| 520 ||675|| 815 ||923 ||1000
|-
|'''15'''|| 0|| 54 ||144 ||252 ||379|| 525|| 680 ||819 ||926 ||
|-
|'''16'''|| 1||57|| 147 ||256 ||384 ||530|| 685|| 823|| 928||
|-
|'''17'''|| 2 ||60 ||150|| 260 ||388 ||535|| 690|| 827 ||931 ||
|-
|'''18'''|| 3 ||63|| 153 ||264 ||393 ||540 ||695 ||832 ||934 ||
|-
|'''19'''|| 4 ||66|| 156 ||268 ||397|| 545|| 700|| 836 ||937 ||
|-
|'''20''' ||5 ||69 ||159|| 272 ||402|| 550 ||705|| 840 ||940 ||
|-
|'''21''' ||6 ||72||162 ||276 ||406 ||555 ||710|| 844 ||942 ||
|-
|'''22''' ||7 ||75|| 165 ||280||411 ||560|| 715 ||848 ||945 ||
|-
|'''23'''|| 8 ||78|| 168||284|| 415 ||565 ||720|| 852|| 948 ||
|-
|'''24''' ||9 ||81|| 171|| 288|| 420|| 570 ||724 ||856|| 951 ||
|-
|'''25''' ||10 ||84|| 174 ||292|| 424|| 575|| 729 ||860||954 ||
|-
|'''26''' ||12 ||87|| 177 ||296|| 429|| 580 ||734 ||864 ||957 ||
|-
|'''27''' ||14|| 90|| 180 ||300|| 433 ||585|| 739 ||868|| 960 ||
|-
|'''28''' ||16 ||93|| 183||304 ||438 ||590|| 744|| 872 ||963 ||
|-
|'''29''' ||18 ||96 ||186 ||308|| 442 ||595|| 749|| 876|| 966 ||
|-
|'''30'''|| 20 ||99 ||190||312|| 447|| 600|| 753|| 880 ||968 ||
|-
|'''31'''|| 22|| ||194|| || 452|| 605|| || 884|| ||
|-
|style="background:#BEBEBE"|'''Monthly'''|| style="background:#BEBEBE"|22 ||style="background:#BEBEBE"|77||style="background:#BEBEBE"| 95|| style="background:#BEBEBE"|118||style="background:#BEBEBE"| 140||style="background:#BEBEBE"| 153 ||style="background:#BEBEBE"|148|| style="background:#BEBEBE"|131||style="background:#BEBEBE"| 84|| style="background:#BEBEBE"|32
|-
|style="background:#BEBEBE"|'''Cumulative''' ||style="background:#BEBEBE"|22|| style="background:#BEBEBE"|99||style="background:#BEBEBE"|194 ||style="background:#BEBEBE"|312 ||style="background:#BEBEBE"|452||style="background:#BEBEBE"|605|| style="background:#BEBEBE"|753|| style="background:#BEBEBE"|884|| style="background:#BEBEBE"|968|| style="background:#BEBEBE"|1000
|}

===108.7.4 Examples===

Five examples are provided, below.

====Example 1====

Assume the following:
Project costs overrun 2.6%. Contract completion date – September 1. Notice to proceed date – May 5. No time will be charged December 15 to March 15.

{| style="margin: 1em auto 1em auto"
|-
|From weighted time table: ||
|-
|Completion date Sept. 1 ||610 Units
|-
|Notice to Proceed May 5 || <u>-114 Units</u>
|-
|Total Contract Units for Project ||496 Units
|-
| ||
|-
|
|-
|496 * 2.6% = 12.9 (Adjustment for Overrun), so use 13 Units ||
|-
| ||
|-
|Contract Completion Sept. 1 ||610 Units
|-
|Added time due to overrun ||<u>+ 13 Units</u>
|-
|Revised completion date units|| 623 Units
|-
|colspan="2"|<center>'''So, from table the revised completion date is September 4.'''</center>
|}

====Example 2====

Assume the following:
Contract completion date – December 1. Project was delayed from July 10 through August 5. No time will be charged December 15 to March 15.
{| style="margin: 1em auto 1em auto"
|-
|From weighted time table: || ||
|-
| Completion date Dec. 1 || ||971 Units
|-
|Units at August 5|| 476 Units||
|-
|Units at July 10 || <u>-357 Units</u> ||
|-
|Units during delay || 119 Units||
|-
| || || <u>+ 119 Units</u>
|-
|Revised completion date units|| || 1090 Units
|-
|colspan="3"|<center>'''So from table, the revised completion date is April 27.'''</center>
|}

====Example 3====

Assume the following:
Project costs overrun 2.6%. Contract completion date – September 1. Notice to proceed date – May 5. Time will be charged December 15 to March 15.

{| style="margin: 1em auto 1em auto"
|-
|From weighted time table: ||
|-
|Completion date Sept. 1 ||738 Units
|-
|Notice to Proceed May 5 || <u>-256 Units</u>
|-
|
|-
|Total Contract Units for Project|| 482 Units
|-
|
|-
|482 * 2.6% = 13.9 (Adjustment for Overrun), so use 14 Units||
|-
|
|-
|Contract Completion Sept. 1|| 738 Units
|-
|Added time due to overrun || <u>+ 14 Units</u>
|-
|Revised completion date units|| 752 Units
|-
|colspan="2"|<center>'''So from table, the revised completion date is September 5.'''</center>
|}

====Example 4====

Assume the following:
Contract completion date – December 1. Project was delayed from July 5 through August 5. Time will be charged December 15 to March 15.

{| style="margin: 1em auto 1em auto"
|-
|From weighted time table: ||
|-
|Completion date Dec. 1|| || 978 Units
|-
|Units at August 5|| 630 Units ||
|-
|Units at July 5|| <u>-502 Units</u> ||
|-
|Units during delay ||128 Units ||
|-
| || ||<u>+ 128 Units</u>
|-
|Revised completion date units|| ||1106 Units
|-
| colspan="3"|<center>'''So from table, the revised completion date is March 10'''</center>
|}

====Example 5====

Assume the following:
Project costs overrun 10%. Contract completion date – October 1. Notice to proceed date – March 5. Working days allowed = 10. Weighted time table units available for project = 60. No time will be charged December 15 to March 15.

{| style="margin: 1em auto 1em auto" width="400"
|-
|From weighted time table: ||
|-
|Total Contract Units for Project ||60 Units
|-
|60 * 10% = 6 (Adjustment for Overrun), so use 6 Units||
|-
|
|-
|Contract Completion Oct. 1|| 758 Units
|-
|Added time due to overrun|| <u>+ 6 Units</u>
|-
|Revised completion date units|| 764 Units
|-
|colspan="2"|<center>'''So from table, the revised completion date is October 3.'''</center>
|}
[[image:108.2.jpg|center|725px]]

==108.8 Liquidated Damages for Failure or Delay in Completing Work on Time==

Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.8] for information on liquidated damages. Instructions for handling milestone disincentives through AWP are provided in the [[:Category:101 Standard Forms#CO Milestones|AWP CO Milestones]].

==108.9 Signal and Lighting Malfunctions==

Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.9]for information on signal and lighting malfunctions, and what to do when an emergency repair is required.

==108.10 Default of Contract ==

[http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.10] provides information on what constitutes a default of contract and related issues.

==108.11 Termination of Contract for Convenience of the Commission==

Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.11] for information on the termination of a contract.

'''Guidance for [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.11.2 Settlement Provisions] (Particularly Settlement for Leftover Material on a Construction Project)'''

When contract pay items are eliminated from the contract, the Resident Engineer should notify the contractor in writing as soon as possible so that the contractor can stop any unnecessary material purchases. If the material is delivered prior to notification, use the following guidance to settle the cost of returning or purchasing the material. If the cost of the material is significant, consult with the District Construction Engineer to discuss whether this resolution is appropriate.

:1. Request that the contractor make every effort to return the material to the supplier. We should avoid adding inventory items to MoDOT maintenance lots if at all possible. Make payment to the contractor for the shipping cost, return shipping cost, plus any restocking fee charged by the manufacturer. To this total, add an amount equal to 5% of the invoice cost of the material to cover the contractor's general overhead expenses.

:2. If the manufacturer will not accept the return, a negotiated settlement with the contractor can be made so that the contractor retains the material at the salvage value.

:3. If the material cannot be returned or retained by the contractor, purchase of the material can be made. Delivery of the material should be made to the local maintenance facility. For this option, payment should be made to the contractor for the invoice cost of the material, plus 5% for overhead, plus shipping cost, plus any cost incurred by the contractor for delivering the material to the maintenance lot.

==108.12 Notice to Contractor and Surety==

Refer to [[:Category:152 Contactor Bonding Responsibilities|EPG 152 Contactor Bonding Responsibilities]] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.12] for information on notice to the contractor when a contract has been terminated or default has occured.

==108.13 Termination of Contract for Misconduct==

Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.13] for information on termination of a contract for misconduct.

==108.14 Determination of Compensation and Contract Time Extension for Excusable, Noncompensable and Compensable Delays==

Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.14] for information related to delays in completing the work.

==108.15 Suspension of Work Directed by the Engineer==
Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 108.15] for information related to a suspension of work as directed by the engineer.

==108.16 Project Dates==
[[image:108.1.jpg|right|400px]]
Project dates are divided into two groups: Informational Dates and Contract Site Times. A [[media:239 Project Timeline example 2020.docx|sample project timeline]] includes most of the project dates.

===108.16.1 Informational Dates===
Informational dates are defined by each agency using AWP (AASHTOWARE Project) and may be used for any purpose. MoDOT has decided to use these dates for tracking significant contract events and to facilitate the final plans process.

The person(s) responsible for entering the Informational dates and their definitions follow, listed alphabetical order of abbreviation in AWP:

:'''1. Acceptance Date (ACCEPT-DT)''' – This is the Final Acceptance date as confirmed and documented by the District Construction & Materials Engineer (DCE) on the [https://epg.modot.org/forms/CM/Final_Acceptance_C_239.pdf Final Acceptance Report (C-239)]. The DCE makes Final Acceptance after receiving the Final Inspection notice from the RE and confirming that all requirements listed in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 105.15.2] have been met. Final Acceptance should be made as soon as possible after receiving the final documentation from the contractor, but no later than the 30 day maximum allowed per [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 105.10.7]. The Final Acceptance date (Actual) is entered by the District Final Plans and Reports Processor.
:'''2. 105 – Date Approved by DBE (ADBE)''' – The date the External Civil Rights Division (ECR) approved the final DBE participation of the project. The Actual date is populated by the ECR – CM Division.
:'''3. Award Date (AWRD-DT)''' - The date of action of the Commission accepting the bid of the lowest responsible bidder for the work, subject to the execution and approval of a satisfactory contract therefore and bond to secure the performance thereof, and to such other conditions as may be specified or as required by law. The Actual date passes into AWP during contract transition from Preconstruction to Construction.
:'''4. Contract Items Complete Date (CICM)''' – This will be the same date as the date of the Final Payment letter from the Financial Services office. The Actual Date is entered by the Final Plans Reviewer.
:'''5. Contract Closed for CRLMS Date (CRLMS-DT)''' - This date represents the review and approval of the final DBE participation for a contract. Entry of this date is necessary for the project data to be reported on the DBE Uniform Report. The Actual date is populated by ECR - CM Division.
:'''6. 050 Date Final Plans Received at HQ (DFPR)''' - The projected date for this field is populated by the District Final Plans and Reports processor immediately following Final Inspection. This date is 2 weeks after the projected date the plans are due in the District Office (per guidance in #8). After the district check of the final plans is complete, the DFP&RP shall notify the Final Plans Reviewer by email that the project is ready for final review and processing. After confirming that all needed documents are present in eProjects, the Final Plans Reviewer will enter the Actual date into this record to indicate the plans have been received by central office.
:'''7. Execution Date (EXEC)''' - The date that the contract has been signed by all parties and approved by the Chief Counsel's Office. The contractor has 15 days from award to return an executed contract for execution by the commission. The actual execution date can be more or less than 15 days after award based on the time the contractor takes to return the contract and the time for review and execution by the commission. The actual date for this record passes through at time of contract transition from Preconstruction to Construction.
<div id="8. Date of Final Inspection"></div>
:'''8. Date of Final Inspection''' - See Sec 105.10.7 and [[:Category:105 Control of Work#105.15.1.4 Acceptance for Maintenance (Final Inspection)|EPG 105.15.1.4 Acceptance for Maintenance (Final Inspection)]] for detail on the Final Inspection. This is the date of the Final Inspection, which is when all corrections and [[:Category:105 Control of Work#105.15.1.2 Exceptions|exceptions]] are complete on the last remaining project to be finally inspected in the contract. This date is important since it will be pulled from AWP by Cognos and listed on the Final Acceptance form. (See QRG [http://epg.modot.mo.gov/forms/CM/AWP_CO_Contract_Times.doc AWP CO Contract Times]). The Final Inspection Date (Projected and Actual) is entered into AWP by the Project Office.
:'''9. 060 Date Final Plans Check is Complete (FPC)''' - The Final Plans Reviewer will enter this Actual date after completing the review of the final plans and passing them for final payment.
:'''10. 040 Date Final Plans Recvd at District (FPR)''' - The <u>Projected</u> date that final plans should be completed by the project office is entered by the District Final Plans and Reports Processor immediately following Final Inspection. The projected date should be based on guidance in #8 above. After the project office completes the final plans, the RE shall notify the DFP&RP by email that the project is complete and ready for review by the district. After confirming all final documents are present in eProjects, the DFP&RP shall enter the <u>Actual</u> date final plans were received by the district.
:'''11. Letting Date (LETD)''' - The date on which bids for the project are accepted and opened publicly by MoDOT. Date passes into AWP during the transition from Preconstruction to Construction.
:'''12. 030 Project Data ready for Matls Summary (MCF)''' - The Projected and Actual date is entered by the project office when the last change order is approved or when it is determined that the current contract quantities are final. The date is used to notify district materials personnel that the materials summary may be completed.
:'''13. Notice to Proceed Date (NTP)''' - The date on or before which prosecution of the work is to begin. This date is specified in the contract and is generally about 60 days after letting. If the contractor does not begin work by this date, the count of working days begins on this date. If the contractor starts before this date, the count of working days begins when the contractor starts work. Date passes into AWP during transition from Preconstruction to Construction.
:'''14. Open to Traffic Date (OPTF)''' – Leave this field blank except for special program projects that are designated by the Division to have the “opening” date documented. When required, this date serves as a measure of progress towards completion of the special program. ''Smooth Road Initiative'' and ''Focus on Bridges'' are examples of past programs that required tracking of the Open to Traffic date. The Division will let the REs know what programs require tracking and what parameters constitute the project as being “Open to Traffic”.
:'''15. 110 Date Received from DBE (RDBE)''' - The Final Plans Reviewer enters this Actual date when the final plans are received from [https://modotgov.sharepoint.com/sites/ec External Civil Rights] after their review.
:'''16. 095 Materials Summary Approved by HQ (SAH)''' – The Actual date is entered by the Division of Construction and Materials after the materials summary is approved.
:'''17. 100 Date Sent to DBE (SDBE)''' – The Final Plans Reviewer enters this Actual date when the final plans are sent to [https://modotgov.sharepoint.com/sites/ec External Civil Rights] for their review.
:'''18. 080 Materials Summary Submitted to HQ (SSH)''' - Actual date is entered by District Materials when the materials summary is completed, uploaded to eProjects and available for review by the Central Office.
:'''19. Work Begin Date (WKBG-DT)''' - This is the actual date the contractor begins work and is used by AWP as the start date for the count of contract time. This date is entered by the Project Office.

===108.16.2 Contract Site Times===
Contract Site Times are records of the overall contract time-related information specific to contract. There are three types of contract site time records: Available Time, Calendar Time and Completion Date. These records are used for both the Overall Contract Time and for Milestones associated with the contracts. For more detail on administration of Contract Time, reference the following QRGs: [https://epg.modot.org/forms/CM/AWP_CO_Contract_Times.doc AWP CO Contract Times] and [https://epg.modot.org/forms/CM/AWP_CO_3ChangeOrderTimeExtension.doc Change Order Time Extension].

606.1 Guardrail

2024-10-31T13:37:25Z

Legged1: /* 606.1.3.2 End Terminals, Crash Cushions and Anchors */ typo

[[image:606.1 GUARDRAIL.jpg|right|450px]]

==606.1.1 Types of Guardrail==

===31 in. Midwest Guardrail System===
:'''MGS Guardrail 6 ft. Posts -''' single W beam rail with 6 ft. 3 in. post spacing.

:'''MGS Guardrail 8 ft. Posts -''' single W beam rail with 6 ft. 3 in. post spacing.

:'''MGS Double Faced Guardrail -''' double W beam rail (single beam on each side of post) with 6 ft. 3in. post spacing, generally for use in median.

:'''MGS Guardrail 6 ft. Post, 3 ft. 1-½ in. spacing -''' single W beam rail with 3 ft. 1-1/2 in. post spacing.

:'''MGS Guardrail 6 ft. Post, 1 ft. 6-¾ in. spacing -''' single W beam rail with 1 ft. 6-3/4 in. post spacing.

:'''MGS Long Span 6 ft. Posts –''' a single W beam rail system with modifications to omit certain posts at drainage culverts and small bridges.

===29 in. NCHRP 350 Guardrail System===
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:'''Type A Guardrail''' - single W beam rail with 6 ft. 3 in. post spacing.

:'''Type B Guardrail''' - double W beam rail (single beam on each side of post) with 6 ft. 3in. post spacing, generally for use in median.

:'''Type D Guardrail''' - single W beam rail with 12 ft. 6 in. post spacing for use at end of road or street.

:'''Type E Guardrail''' - single thrie beam rail with 3 ft. 1-½ in. post spacing.

==606.1.2 Guardrail Terms==

'''Blockout –''' a spacer block to separate the guardrail beam from the post used on most types of guardrail.

'''Bullnose Guardrail System –''' an enclosed guardrail design that wraps a semi-rigid guardrail around a hazard.

'''End Anchor -''' a guardrail end device without a buffer end to develop the full strength of the rail system.

'''Embedded End Anchor -''' an end anchorage system for guardrail whereby the rail is embedded in a concrete block and buried in the backslope.

'''MASH 2016 –''' AASHTO ''Manual for Assessing Safety Hardware'' (2016), or newer.

'''MASH 2016 End Terminal –''' Crashworthy End Terminals that have been approved using the MASH 2016 testing requirements.

'''MGS Guardrail –''' Midwest Guardrail System (MGS) a non-proprietary MASH 2016 approved guardrail system.

'''Non-350 Guardrail -''' Existing guardrail that does not meet NCHRP 350 testing requirements. Existing Type A guardrail that is either less than 27 ¾ in. tall, uses steel blockouts, or uses blockouts that are less than 8 in. deep is considered to be Non-350 Guardrail.

'''Pre-350 End Terminal –''' Devices that have not been approved by NCHRP 350 test requirements. Examples include Breakaway Cable Terminals (BCT), MELT, Turn-down ends, concrete height transitions and any unprotected blunt ends.

'''Rock Face End Anchor -''' an end anchorage system for guardrail whereby the rail is bolted to a rock face.

{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="280px" align="right"
|-
|<center>'''Figures'''</center>
|-
|[[Media:606.1 Warrant for Median Barriers.pdf|Warrant for Median Barriers]]
|-
|<center>'''Videos'''</center>
|-
|These are very short video clips of guardrail crash tests conducted at the Midwest Roadside Safety Facility in Lincoln, Nebraska. The video image is very small (and typically located on the lower left of your screen) unless you click the video's enlarge button.
|-
|[[media:606.1 A successful pickup test, real time.wmv|A successful pickup test]]
|-
|[[media:606.1 A successful pickup test, slow motion.wmv|A successful pickup test, slow motion]]
|-
|[[media:606.1 Another successful pickup test, real time.wmv|Another successful pickup test]]
|-
|[[media:606.1 Another successful pickup test, rear view.wmv|Another successful pickup test, rear view]]
|-
|[[media:606.1 A successful car test.wmv|A successful car test]]
|-
|[[media:606.1 An unsuccessful pickup test.wmv|An unsuccessful pickup test]]
|-
|MoDOT cooperates with other states in the [http://www.mwrsf.unl.edu/About.htm Midwest State's Regional Pooled Fund Program] to develop and improve new and innovative safety devices.
|}

==606.1.3 Guardrail Systems==

Beam guardrail systems are shown in [https://www.modot.org/media/16856 Std. Plan 606.00] and other standard plans. Strong post W-beam guardrail (MGS, Type A and Type B) and thrie beam guardrail (Type E) are semirigid barriers used predominantly on roadsides. Installed correctly, W-beam laps the rail splices in the direction of the traffic flow, crashworthy end terminals are used and the rail is blocked away from the strong posts. Placement of curb at guardrail installations also requires careful consideration.

The Midwest Guardrail System (MGS) is mounted at a 31 in. rail height, requires blockouts that are 12 in. deep (measured from the rail to the post) and includes rail elements that are spliced between guardrail posts.

The MGS offers tolerance for future resurfacings. The MGS allows a 3 in. height tolerance from 31 in. to 28 in. without adjustment of the rail element.

===606.1.3.1 Guardrail Selection and Placement===
During the project development process, use the following guidance to determine the guardrail improvements for the project:

:* Use MGS for new runs of guardrail on all routes. When guardrail is installed along existing shoulders that are 4 ft. or wider, the shoulder width may be reduced by 4 in. to accommodate the 12 in. blockout. For shoulders narrower than 4 ft., long post MGS should be considered.

:* On major routes with existing guardrail height at or higher than 27 ¾ in., the guardrail may be used in place.

:* On major routes with existing guardrail height lower than 27 ¾ in., replace the run with MGS.
:::* For existing guardrail height lower than 27 ¾ in. within the limit of ramps, replace the run with MGS.
:::* Improvements to existing guardrail that extends beyond the limits of the ramp onto the crossing route will be a judgment of the engineer of record.

:* On minor routes, existing runs of rail, in serviceable condition, may be left in place. Engineering judgment in accordance with AASHTO’s ''Roadside Design Guide'' and crash history should be used to evaluate guardrail needs for each project. Where future overlays are anticipated within the next ten years, use of MGS should be considered.

:* On minor routes where any portion of the guardrail run is repaired, moved or modified in any way, the following options are available based upon the height of rail:
:::* For existing runs with a rail height lower than 24 ¾ in., replace the run with MGS.
:::* For existing runs in serviceable condition with a rail height lower than 27 ¾ in. but as high or higher than 24 ¾ in., adjust the height to a minimum height of 27 ¾ in. or replace the run with MGS at 31 inches.
:::* Existing runs with rail height of 27 ¾ in. or greater can be used in place.

:* When it is necessary to replace more than 50% of an existing length of guardrail as a result of slides or extensive damage, the entire length of guardrail is to be removed and replaced with MGS at 31 inches.

:* Some 31 in. proprietary guardrail systems that do not incorporate the use of blockouts have been successfully crash-tested for MASH 2016. The use of this type of system may be appropriate for some applications. Contact the Design Division for further details.

:* Criteria for guardrail use on [[232.5 Freeways|outer roadways]] are the same as for other roads except for the shoulder side adjacent to a through lane. Guardrail is specified along outer roadways where the outer roadway is 10 ft. or more above the main roadway, and the shoulder of the outer roadway is less than 25 ft. from the top of the roadway backslope. Sometimes it is more economical to move the outer roadway back sufficiently to eliminate the requirement for guardrail. Guardrail along outer roadways is installed with the face of the rail toward the outer roadway. Double faced MGS may be required if the guardrail is within the limits of the clear zone for the through lanes.

'''Additional Guidance'''

:* The slope of the area between the edge of the shoulder and the face of the guardrail must be 1V:10H (10:1) or flatter. Do not place guardrail on a fill slope steeper than 1V:6H (6:1).

:* Shoulder cross slope may be adjusted during resurfacing in an attempt to use in place existing guardrail (in serviceable condition) that meets current design guidelines. The accepted range in cross-slope for shoulders is 2% to 6%. A tapered shoulder resurfacing to a minimum ½ in. thickness may be considered. A maximum of 8% algebraic difference in the slope of pavement and shoulder at the pavement edge is permitted. If the shoulder surfacing cannot be tapered to minimum thickness without exceeding the maximum cross slope, the shoulder resurfacing will be constructed to the minimum cross slope of 2% and the existing guardrail will be replaced with MGS at 31 inches.

:* On the high side of superelevated sections, place guardrail at the edge of shoulder prior to the slope break.

:* For guardrail installed at or near the shoulder, 2 ft. of shoulder widening behind the guardrail posts must be provided from the back of the post to the beginning of a fill slope. On existing roadways with less than 2 ft. behind the guardrail, Class III shaping slopes shall be used to widen the shoulder.

:* On projects where no roadway widening is proposed and the minimum 2 ft. shoulder widening behind the barrier is not practicable, the 8 ft. MGS long post design should be used. A cost analysis should be conducted to determine whether to add the 2 ft. shoulder widening or use 8 ft. MGS long post design. For fill slopes steeper than 1V:2H (2:1), the use of special designs are necessary. Contact the Design Division for further details.

:* MASH 2016 end terminals at 31 in. height will require a height and lateral transition for connection to existing non-MGS guardrail. The plans will need to include a 25 ft. MGS Transition Section between the MASH 2016 end terminal and the existing or modified guardrail.

:* Adjustment of guardrail height should be performed in accordance with the guidance provided in the [https://epg.modot.org/files/2/27/606_Adjusting_Low_Guradrail.pdf Assessment of Existing G4(1S) Strong Post Guardrail (Rail)]. The minimum guardrail height after adjusting/replacing blocks is 27 ¾ inches. If the 27 ¾ in. height will not be achieved, the guardrail must be replaced with MGS. A non-standard job special provision for height adjustment is available.

:* In areas of a roadway cut section, or where the road is transitioning from cut to fill, designers may consider the application of an embedded terminal. Often this can be accomplished by extending the guardrail beyond the length of need to tie the guardrail into the backslope. When properly designed and located, this type of anchor provides full shielding for the identified hazard, eliminates the possibility of an end-on impact with the terminal, and minimizes the likelihood of the vehicle passing behind the rail.

:* Any unconnected or unacceptably connected bridge approach guardrail is to be connected to the bridge by an acceptable transition design.

:* The use of curb in conjunction with guardrail is discouraged. When used in conjunction with MGS, an acceptable option is to place up to a 6 in. high curb at a maximum 6 in. offset outside the face of the rail at any posted speed. Where barrier curb is used, guardrail is placed with the guardrail face located at the face of the curb and the top of the rail is located 31 in. above the pavement elevation at the curb face. Where mountable curb is used, guardrail is placed with the face at the edge of the usable shoulder and the top of the rail is located 31 in. above the shoulder elevation. Where curb and gutter is used, guardrail is placed with the guardrail face at the face of curb and the top of the rail at 31 in. above the gutter flow line.

:* When an obstacle such as a culvert headwall is located close to the shoulder line, the MGS long-span section can be used to span up to 25 feet. When obstacles are to be marked with a [[903.17 Delineation and Object Markers|Type 3 Object Marker]], it shall be in accordance with [[903.17 Delineation and Object Markers#903.17.4 Object Markers for Obstructions Adjacent to the Roadway (MUTCD Section 2C.65)|EPG 903.17.4 Object Markers for Obstructions Adjacent to the Roadway]].

:* Guardrail should be used to protect traffic from non-breakaway signposts, sign trusses and bridge piers within the clear zone. Typical treatments are indicated in the standard plans. Bridge piers located close to the roadway are marked with a Type 2 Object Marker.

:* Guardrail is usually galvanized and has a silver color. It can also be provided in weathering steel that has a brown or rust color. Along Scenic Byways, at scenic overlooks, state highways through national forests, or other designated areas where aesthetic guardrail is needed, consider using weathering steel guardrail, colored terminals (powder-coated galvanized steel), colored steel posts (galvanized weathering steel or powder-coated galvanized steel) or wood posts to minimize the barrier’s visual impact. Funding for the increased cost of aesthetic guardrail should come from the local public agency or other outside sources. If a specific appearance is deemed appropriate in order to coordinate with existing facilities or some other aspect of the scenic location, the designer is to specify the system desired with a job special provision.

Guardrail details and typical locations for installation are shown in the standard plans. Guardrail is shown by proper legend on the plan sheets and the station location and quantities are tabulated on the 2B sheets. Quantities are tabulated in 12 ft. 6 in. increments. Curved sections of guardrail are to be installed on curves with a radius of 150 ft. or less. The plans specify the lengths of curved guardrail and the radius of curvature. Curved guardrail is not tabulated separately on the plans. Examples of [https://epg.modot.org/index.php?title=620.5_Delineators_%28MUTCD_Chapter_3F%29#620.5.5_Guardrail_Delineation guardrail delineation] and tabulation are shown in [https://epg.modot.org/files/0/0a/235_Sample_Preliminary_Plans.pdf Sample Plans].

'''Fill Slopes'''

Fill slopes can present a risk to an errant vehicle with the degree of severity dependent upon the slope and height of the fill. Providing fill slopes that are 1V:4H (4:1) or flatter can mitigate this condition. If flattening the slope is not feasible or cost-effective, the installation of a barrier might be appropriate. Figs. 5.1 through 5.3 in the ''AASHTO Roadside Design Guide'' provide guidelines to determine whether a fill slope constitutes a condition for which a barrier is a cost-effective mitigation. The curves are based on the severity indexes and represent the points where total costs associated with a traffic barrier are equal to the predicted cost of crashes over the service life for selected slope heights without traffic barrier. If the ADT and height of fill intersect on the “Barrier Considered” side of the embankment slope curve, then provide a barrier if flattening the slope is not feasible or cost-effective.

If the figure indicates that barrier is not recommended at an existing slope, that result is not justification for a deviation. For example, if the AADT is 4,000 and the embankment is 10 ft. tall, barrier might be cost-effective for a 1V:2H (2:1) slope, but not for a 1V:2.5H (2.5:1) slope. This process only addresses the potential risk of exposure to the slope. Obstacles on the slope can compound the condition. Where barrier is not cost-effective, use the recovery area formula to evaluate fixed objects on critical fill slopes shorter than 10 feet.

Guardrail is usually not used to protect traffic from headwalls located outside of the shoulder line of roadways without clear zones unless warranted by high fills. Exceptions include interstate safety modification projects where clear zones are not added and where it may not be economically feasible to extend a large box culvert to locate the headwall outside the clear zone point.

For routes under 400 AADT, guardrail for fill slopes is optional, however, good design judgment may require guardrail when conditions warrant.

'''Cut Slopes'''

A cut slope is usually less of a risk than a traffic barrier. The exception is a rock cut with a rough face that might cause vehicle snagging rather than providing relatively smooth redirection.

Analyze the potential motorist risk and the benefits of treatment of rough rock cuts located within the Design Clear Zone. Conduct an individual investigation for each rock cut or group of rock cuts. A cost-effectiveness analysis that considers the consequences of doing nothing, removal, smoothing of the cut slope, and other viable options to reduce the severity of the condition can be used to determine the appropriate treatment. Some potential options are:

:* W-beam guardrail barrier
:* Concrete barrier.
<div id="Length of Need"></div>

'''Length of Need'''
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The length of guardrail needed to shield a fixed feature (length of need) is dependent on the location and geometrics of the object, direction(s) of traffic, posted speed, traffic volume, and type and location of traffic barrier. The length of need and the flare rate of the guardrail shall be determined in accordance with the procedures contained in Sections 5.6.3 and 5.6.4 of the ''AASHTO Roadside Design Guide''. The general geometric data covering the length of need are illustrated on Figure 5.39 of the Roadside Design Guide.

Guardrail protection for fixed objects such as trees or utility poles may be necessary. If this protection is required, the protection is determined from the near lane on one-direction roadways and from both lanes on a two-direction roadway. Guardrail is warranted in advance of any fixed object located within the clear zone provided the object is potentially more damaging than the guardrail if struck by a vehicle and the object cannot be economically removed, relocated, or made crashworthy by means of breakaway type construction. When designing a barrier for a fill slope, the length of need begins at the point where the need for barrier is recommended.

When barrier is to be installed on the outside of a horizontal curve, the length of need can be determined graphically. For installations on the inside of a curve, determine the length of need as though it were straight. Also, consider the flare rate, barrier deflection, and barrier end treatment to be used.

When guardrail is placed in a median, consider the potential for impact from opposing traffic when conducting a length of need analysis. When guardrail is placed on either side of objects in the median, consider whether the trailing end of each run of guardrail will shield the leading end of the opposing guardrail. Shield the leading end when it is within the clear zone of opposing traffic. This is also a consideration for outer roads.

Before the actual length of need is determined, establish the lateral distance between the proposed barrier installation and the object shielded. Provide a distance that is greater than or equal to the anticipated deflection of the longitudinal barrier (See standard plans for barrier deflections). Place the barrier as far from the edge of the traveled way as possible while maintaining the deflection distance.

If the end of the length of need is near an adequate cut slope, extend the guardrail and embed it in the slope or attach it to a rock cut. Avoid gaps of 300 feet or less. Short gaps are acceptable when the guardrail is terminated in a cut slope. If the end of the length of need is near the end of an existing barrier, it is recommended that the barriers be connected to form a continuous barrier. Consider maintenance access issues when determining whether or not to connect barriers.

'''Barrier Deflections '''

Expect all barriers except rigid barriers (such as concrete bridge rails) to deflect when hit by an errant vehicle. The amount of deflection is primarily dependent on the stiffness of the system. However, vehicle speed, angle of impact, and weight also affect the amount of barrier deflection. For flexible and semirigid roadside barriers, the deflection distance is designed to help prevent the impacting vehicle from striking the object being shielded. For unrestrained rigid systems (unanchored precast concrete barrier), the deflection distance is designed to help prevent the barrier from being knocked over the side of a drop-off or steep fill slope (1V:2H [2:1] or steeper).

In median installations, design systems such that the anticipated deflection will not enter the lane of opposing traffic using deflection values that were determined from crash tests. When evaluating new barrier installations, consider the impacts where significant traffic closures are necessary to accomplish maintenance. Use a rigid system where deflection cannot be tolerated, such as in narrow medians or at the edge of bridge decks or other vertical drop-off areas. Runs of rigid concrete barrier can be cast in place or extruded with appropriate footings.

In some locations where deflection distance is limited, anchor precast concrete barrier. Unless the anchoring system has been designed to function as a rigid barrier, some movement can be expected and repairs may be more expensive. Use of an anchored or other deflecting barrier on top of a retaining wall without deflection distance provided requires approval from the Design Division.

Refer to Table 606.1.3.1 for barrier deflection design values when selecting a longitudinal barrier. The deflection distances for cable and guardrail are the minimum measurements from the face of the barrier to the fixed feature. The deflection distance for unanchored concrete barrier is the minimum measurement from the back edge of the barrier to the drop-off or slope break. The minimum offset to the obstacle can be eliminated completely by attaching the rail to the obstacle by use of a bridge anchor section.

<center>'''Table 606.1.3.1'''
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" |Barrier Type!! style="background:#BEBEBE" |System Type!! style="background:#BEBEBE" |Deflection
|-
|Cable barrier||Flexible|| Min. 8 ft.<br/>(face of barrier to object)
|-
|Type A guardrail||Semirigid|| 4 ft.<br/>(back of post to object)
|-
|Type E guardrail||Semirigid|| 2 ft.<br/>(back of post to object)
|-
|MGS guardrail||Semirigid|| 2 ft. 6 in.<br/>(back of post to object)
|-
|MGS, 3’ 1 ½” post spacing||Semirigid|| 2 ft.<br/>(back of post to object)
|-
|MGS, 1’ 6 ¾” post spacing||Semirigid|| 1 ft. 6 in.<br/>(back of post to object)
|-
|MGS guardrail, double faced||Semirigid|| 2 ft.<br/>(back of post to object)
|-
|Permanent concrete barrier, unanchored||Rigid Unrestrained|| 3 ft.<sup>'''1'''</sup><br/>(back of barrier to object)
|-
|Temporary concrete barrier, unanchored||Rigid Unrestrained|| 2 ft.<sup>'''2'''</sup><br/>(back of barrier to object)
|-
|Precast concrete barrier, anchored||Rigid Anchored|| 6 in.<br/>(back of barrier to object)
|-
|Rigid concrete barrier||Rigid|| No deflection
|-
|colspan="3" align="left"|<sup>'''1'''</sup> When placed in front of 2:1 or flatter fill slope, the deflection distance can be reduced to 2 feet.
|-
|colspan="3" align="left"|<sup>'''2'''</sup> When used as temporary bridge rail, anchor all barrier within 3 feet of drop-off.
|}
</center>

===606.1.3.2 End Terminals, Crash Cushions and Anchors===

A guardrail anchor is needed at the end of a run of guardrail to develop tensile strength throughout its length. In addition, when the end of the barrier is subject to head-on impacts, an end treatment is needed. End treatments generally fall into two categories: end terminals and crash cushions.

Guardrail should be extended outside of the clear zone, or the guardrail end is to be embedded into an adjacent embankment or attached to a solid rock face to eliminate the need for a crashworthy end treatment. If these options are not practical, all approach ends of guardrail are provided with a crashworthy end treatment. All downstream ends on two-way roadways are provided with a crashworthy end treatment. Downstream ends on dual lane highways that are not within the clear zone of the opposing lanes need only be treated with end anchors. The plans are to indicate where a crashworthy end treatment is to be installed and a separate payment is made for each crashworthy end treatment.
<div id="During the project development process"></div>
During the project development process, use the following guidance to determine the guardrail improvements for your project.
:* Use MASH 2016 crashworthy end terminals for exposed ends of all new runs of guardrail on all routes.
:::* On dual lane facilities, guardrail end terminals are to be upgraded with MASH 2016 crashworthy end terminals in both directions even if the project covers only rehabilitation of the roadway in one direction.
:* On major routes, replace all existing Pre-350 and 350 end terminals with MASH crashworthy end terminals.
:::* Downstream Pre-350 and 350 end terminals outside of the major route clear zone may remain in place as long as the terminal provides sufficient anchorage to the guardrail system.
:::* End terminals within the limits of ramps will be upgraded to MASH 2016 crashworthy end terminals. Improvements to existing guardrail that extends beyond the limits of the ramp onto the crossing route will be up to the judgment of the engineer of record.
:* On major routes, guardrail or concrete barrier blunt ends located on either side of a two-way roadway or on the guardrail approach end of dual lane facilities must be replaced with a MASH 2016 crashworthy end terminal even if the project covers only rehabilitation of the roadway in one direction.
:* Median Pier Protection: All undamaged bullnose systems may remain in place. Any Pre-350 and 350 end terminals (not protected by guard cable) and Non-350 Guardrail on median pier protection systems shall be replaced with MASH 2016 approved end terminals and MGS guardrail.
:* On minor routes, damaged end terminals shall be replaced with MASH 2016 crashworthy end terminals.
:* On minor routes, existing end terminals (in serviceable condition) may be left in place. Engineering judgment in accordance with AASHTO’s Roadside Design Guide and crash history should be used to determine guardrail improvements for each project.

'''Grading for New Roadway Construction.''' When an end terminal falls within the limits of an area that includes construction of a new roadbed, provide the needed embankment (cut/fill) quantities to construct the Standard Grading Limits shown in [https://www.modot.org/media/16869 Standard Plan 606.81] and include that volume in the model. Indicate in the Summary of Quantities for Crashworthy End Terminals that “Standard Grading Limits” are required and that payment is included in the embankment quantities.

See ''Roadside Design Guide 4th Edition 2011'', Chap. 8.3.3 (pages 8-4, 5, 6 and 7), for further information on grading. On projects without earthwork pay items, Class III shaping slopes shall be used to provide the flat recovery area.

'''Grading for Existing Roadbeds.''' When end terminals are to be installed on an existing roadway, an evaluation of each location should be made to determine if an existing platform is already in place that meets the Standard Grading Limits shown in [https://www.modot.org/media/16869 Std. Plan 606.81]. If a sufficient platform does exist, indicate in the Summary of Quantities for Crashworthy End Terminals that no grading is necessary.

If an existing platform does not exist, or is insufficient, evaluate the existing terrain and determine whether the Standard Grading Limits can reasonably be constructed with Shaping Slopes Class III without creating an excessively steep in-slope or blocking the ditch with fill (that is, project scope generally does not include purchasing new right of way and/or making significant alterations to the existing in-slopes/back-slopes/ditches). For most existing locations, retrofitting the terrain to meet the Standard Grading Limits is not feasible, but if it is, indicate in the Summary of Quantities for Crashworthy End Terminals that Standard Grading Limits are required and include the necessary quantities for Shaping Slopes Class III.

If it is not practical to construct the Standard Grading Limits but Alternate Grading Limits can reasonably be constructed, indicate in the Summary of Quantities for Crashworthy End Terminals that “Alternate Grading Limits” are required and include the necessary quantities for Shaping Slopes Class III. This is the most common option for existing roadways.

Shaping Slopes Class III should not be used if the existing terrain requires significant quantities of fill. When significant grading is required, other grading pay items should be used with specific volumetric quantities to provide the flat recovery area.

If the existing terrain is such that Alternate Grading Limits cannot be reasonably constructed within the project scope, a design exception may be necessary.

See ''Roadside Design Guide 4th Edition 2011'', Chap. 8.3.3 (pages 8-4, 5, 6 and 7), for further information on grading.

'''Bridge End Treatment'''

Guardrail is placed at bridge ends in accordance with typical locations shown in the standard plans on most routes. When the bridge end is shielded with guardrail, crashworthy end terminals are provided.

On certain low-volume highways throughout the state, bridge ends may be delineated in lieu of shielding. This option is viable where the operating speed is less than 60 mph and the design AADT is 400 or fewer vehicles per day. The delineation-only option is primarily governed by the parameters of speed and volume. Irrespective of any values for these parameters, however, the use of delineation-only is prohibited on Major Routes as well as the National Highway System (NHS).

Use of the delineation-only option is not recommended on bridge ends in areas of poor geometry (horizontal alignment, vertical alignment, sight distance, etc.). Nor is it recommended in areas with a crash history (as calculated between two points at least 0.25 miles from either approach) in excess of the statewide average for similar road. If further analysis of either of these situations proves the delineation option to be viable, then a design exception should be obtained for its use.

Additionally, the delineation-only option should be limited to those bridge replacements or rehabilitations where the existing structure was unshielded or the existing roadway template cannot reasonably accommodate the installation of guardrail.

Guardrail is not generally used to protect traffic from the ends of bridges carrying a crossroad or street over the through lanes in developed areas where speed controls exist or sidewalks are provided. If however, at ends of such bridges the roadway is in a high fill or has sharp curvature, guardrail may be considered.

'''Embedded and Rock Face Terminals'''

An embedded terminal is designed to terminate the guardrail by burying the end in a backslope. The embedded terminal is the preferred terminal because it eliminates the exposed end of the guardrail. The embedded terminal uses a concrete block anchor or embedded steel post to develop the tensile strength in the guardrail. The backslope needed to install an embedded terminal is to be 1V:3H (3:1) or steeper and at least 4 ft. above the roadway. The entire embedded terminal can be used within the length of need for backslopes of 1V:1H (1:1) or steeper if the barrier remains at full height in relation to the roadway shoulder to the point where the barrier enters the backslope. For backslopes between 1V:1H (1:1) and 1V:3H (3:1), design the length of need beginning at the point where the W-beam remains at full height in relation to the roadway shoulder usually beginning at the point where the barrier crosses the ditch line. If the backslope is flatter than 1:1, provide a minimum 20-ft. wide by 75 ft. long distance behind the barrier and between the beginning length of need point at the terminal end to the mitigated object to be protected.

For new installations, flare the guardrail to the foreslope/backslope intersection using a flare rate that meets the criteria in [https://www.modot.org/media/16860 Standard Plan 606.30] and or [https://www.modot.org/media/16868 Standard Plan 606.80]. Provide a 1V:4H (4:1) or flatter foreslope into the face of the guardrail and maintain the full guardrail height to the foreslope/backslope intersection in relation to a 1V:10H (10:1) line extending from edge of shoulder breakpoint.

For rock cuts with a smooth face, a rock face guardrail anchor is the preferred terminal. This option should not be used on rock cuts with a rough face that might cause vehicle snagging rather than providing relatively smooth redirection.

'''Crashworthy End Terminals and Crash Cushions'''

If an embedded terminal or rock face anchor cannot be installed, consider installing a crashworthy end terminal and/or crash cushion. Crashworthy end terminals and crash cushions are devices used to provide an acceptable level of safety to the end of a roadside barrier or fixed object. Such treatment is required because of the serious consequences that may result from a vehicle impacting an unprotected barrier or object. An unprotected barrier or object can cause an impacting vehicle to abruptly stop, become unstable or roll; it can even penetrate the passenger compartment, all of which increase the risk of injury to the vehicle’s occupants.

End terminals or crash cushions that have met the safety requirements contained in MASH 2016 are deemed crashworthy and must be listed as eligible for use on the [https://epg.modot.org/index.php/Category:123_Federal-Aid_Highway_Program#123.1.1_FHWA_Oversight_-_National_Highway_System NHS] by FHWA. MoDOT then reviews these items and makes a determination of their use on Missouri’s state-owned roadways. Refer to [http://www.modot.org/business/standards_and_specs/endterminals.htm MoDOT’s End Terminals, Crash Cushions and Barrier Systems website] for more information on approved crashworthy end terminals.

While crashworthy end terminals do not require an offset at the end, a flare is recommended so the end piece does not protrude into the shoulder. These terminals may have a 2 ft. offset to the first post. Four feet of widening is needed at the end posts to properly anchor the system. When widening includes an embankment, fill material will be necessary for optimum terminal performance. (See Standard Plan 606.30 for widening details.) When the entire barrier run is located farther than 12 ft. beyond the shoulder break point and the slopes are greater than 1V:10H (10:1) and 1V:6H (6:1) or flatter, additional embankment at the terminal is not needed. Crashworthy end terminals located within 10 ft. of the edgeline will be delineated with a Type 3 Modified Object Marker.

Currently, there is not a MASH 2016 approved flared-end terminal system. However, if a flared-end terminal is needed, there are NCRHP 350 systems available. These designs include an anchor for developing the tensile strength of the guardrail. The length of need begins at the third post for two approved flared terminals. When a flared terminal is specified, it is critical the embankment quantity also be specified so the area around the terminal can be constructed as shown in the standard plans.

{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="340px" align="right"
|-
|align="center"|'''Additional information on crashworthy end terminals and internet links to approved terminals'''
|-
|align="center"|[https://www.modot.org/end-terminals-crash-cushions-and-barrier-systems MoDOT's end terminal website]
|-
|align="center"|[[:Category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material#1040.4 Crashworthy End Terminal and Qualified Plastic Guardrail Block|EPG 1040.4 Crashworthy End Terminal and Qualified Plastic Guardrail Block]]
|}
There are five distinct types of end terminals and crash cushions; Type A, B, C, D and E. This classification aids in the designers’ selection of the appropriate treatment for a given context. It is important to note each of these treatments reduces driver risk to equally acceptable levels and the classifications are based merely on the benefit/cost associated with replacement or repair.

Each type is classified as follows:

'''End Terminals'''

'''Type A.''' Type A end terminals are treatments used for one-sided barriers such as roadside guardrail or roadside concrete barrier. These devices can also be used on one-sided barriers in [[231.1 Median Width|the median]], provided sufficient clear space is available behind the system to allow opposite direction traffic to recover from an errant path.

'''Crash Cushions'''

'''Type B.''' Type B crash cushions are end treatments used for double-sided barriers, most often in the median. These devices can safely be impacted from several angles including the opposite direction. Type B crash cushions cannot be installed in paved surface locations unless the installation is temporary and the paved area will be resurfaced after the system’s removal.
[[image:606.3.2 Type C.jpg|left|225px||thumb|<center>'''A Type C Crash Cushion'''</center>]]
'''Type C.''' Type C crash cushions are an end treatment used for double-sided barriers, in gore areas and in the median. Like the Type B, this device can safely be impacted from several angles usually ranging from head-on to the opposite direction. Type C crash cushions, however, may be installed in both paved and unpaved surface locations, but must be installed on an asphalt or concrete pad in non-paved areas. After impact, these crash cushions are usually damaged beyond repair and as such, should be used only in areas where low, annual-impact frequencies are expected.

'''Type D.''' Type D crash cushions have all of the installation and performance parameters of the Type C, but must be at least 80% reusable and have the ability to be reset manually with a moderate amount of repair. Type D crash cushions should be used in gore areas or medians with moderate traffic volumes and where high-impact frequencies are expected.

'''Type E.''' Type E crash cushions have all of the installation and performance parameters of the Type C but must have the ability to reset with little or no manual intervention and have an average cost of repair under $250 per event. Type E crash cushions should be used in gore areas or medians with high traffic volumes and where high-impact frequencies are expected.

Use the following decision matrix to help determine the appropriate end treatment for a given context, not to determine whether or not a barrier or object should be protected. The expected crashes per year are on an average basis:

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" colspan="8"|End Treatment Decision Matrix
|-
!colspan="2"|One-Sided Protection Required!!colspan="6"|Two-Sided Protection Required
|-
|rowspan="2"|Non-traversable Terrain Beyond the Terminal||rowspan="2"|Traversable Terrain Beyond the Terminal||colspan="2"|Fewer than 0.5 Crashes Per Year Expected||colspan="4"|0.5 or More Crashes Per Year Expected
|-
|Unpaved||Paved or Unpaved||Major ADT <75,000||Minor ADT <30,000||Major ADT ≥75,000||Minor ADT ≥30,000
|-
|Type A (energy absorbing)||Type A (non-energy absorbing)||Type B||Type C||colspan="2"|Type D||colspan="2"|Type E
|}

Sand barrels are a crash cushioning system most often used to shield fixed objects that cannot be removed or relocated. Sand barrels are recommended for temporary usage such as in work zones. Conduct a benefit/cost analysis before sand barrels are installed in a permanent application and consult with Maintenance staff. For more information, refer to [[:category:612 Impact Attenuators#612.2 Sand-Filled Impact Attenuators (Sand Barrels)|EPG 612.2 Sand-Filled Impact Attenuators (Sand Barrels)]].

'''Other Anchor Applications'''

End anchors are used to develop the tensile strength of the guardrail at the end of guardrail runs where a crashworthy end terminal is not needed.

====606.1.3.2.1 Crashworthy End Terminals with Curb====
When curb is present in front of and parallel to a crashworthy end terminal (CET), the potential exists the CET will not perform as designed (i.e. will not redirect the vehicle). When installing CETs, for new construction and roadway upgrades, the need for the curb and the curb height at the location of the CET shall be considered. See [[:Category:749 Hydrologic Analysis|EPG 749 Hydrologic Analysis]] and [[640.1 Pavement Drainage|EPG 640.1 Pavement Drainage]] to calculate the drainage needs in and around CETs. Gutters might be able to be spread out or curb heights reduced in the vicinity of the CET while still accommodating drainage needs and the installation of the CET. Drainage calculations shall be documented in eProjects.

When curb is present in front of and parallel to the CET, the project file should have documentation regarding the design selected and considered in the following priority order:
:1. Eliminate the curb or do not install new curb for the entire length of the CET with an additional 30’-50’ of curb removed upstream of the CET.
:2. Reduce the curb or install new curb to a height of two (2) inches for the entire length of the CET with an additional 30’-50’ upstream of the CET.
:3. Reduce the curb or install new curb to a height of four (4) inches for the entire length of the CET with an additional 30’-50’ upstream of the CET.

If a two-inch curb is not adequate for the drainage needs, a four-inch curb may be installed but is the maximum curb height allowed when installing a CET.

===606.1.3.3 Transitions and Connections===

When there is an abrupt change from one barrier type to a more rigid barrier type, a vehicle hitting the more flexible barrier is likely to be caught in the deflected barrier pocket and directed into the more rigid barrier. This is commonly referred to as “pocketing.” A transition stiffens the more flexible barrier by decreasing the post spacing, increasing the post size, and using stiffer beam elements to eliminate the possibility of pocketing. A transition is needed when connecting guardrail to a more rigid barrier or a structure, or when a rigid object is within the deflection distance of the barrier.

'''Bridge Connections'''

Guardrail is placed at bridge ends in accordance with typical locations shown in the standard plans. Guardrail placed for bridge end protection is anchored to the bridge end by a vertical barrier transition section. Existing bridge end connections that do not conform to current standards are to be considered for replacement or modification. In order to determine the appropriate solution for the specific non-standard bridge end connection, the Bridge Division Liaison Engineer is to be consulted. Where guardrail at the downstream end of a one-way bridge is necessary because of a high fill or other condition, the guardrail is connected to the vertical transition section.

The post spacing for MGS vertical bridge transitions varies from the previous bridge transition sections for Type A guardrail. If an existing bridge anchor section is replaced, an evaluation of the impact to drain basins should be conducted.

{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="240px" align="right"
|-
|<center>'''Additional Information'''</center>
|-
|align="center"|[[751.1 Preliminary Design#Common Bridge Barrier and Railing (for Rehabilitations)|Common Bridge Barrier and Railing (for Rehabilitations)]] Table
|}

===606.1.3.4 Median Barrier Selection and Placement ===

The most desirable barrier installation uses the most flexible system appropriate for the location and one that is placed as far from the traveled way as practicable. Good engineering judgment is called for in determining the appropriate placement of barrier systems. Solutions may need to be arrived at while considering competing factors such as crash frequency and severity. As discussed previously, performance of the system relies on the interaction of the vehicle, driver and system design at any given location. Additionally, the ability to access the system for maintenance and the need for access across the barrier play into the final decision.

With median barriers, the deflection characteristics and placement of the barrier for a traveled way in one direction can have an impact on the traveled way in the opposing direction. In addition, the median slopes and environmental issues often influence the type of barrier that is appropriate.

In narrow medians, avoid placement of barrier where the design deflection extends into oncoming traffic. Narrow medians provide little space for maintenance crews to repair or reposition the barrier. Therefore, avoid installing deflecting barriers in medians that provide less than 8 ft. from the edge of the traveled way to the face of the barrier.

In wider medians, the selection of barrier might depend on the slopes in the median. At locations where the median slopes are relatively flat (1V:10H [10:1] or flatter), unrestrained precast concrete barrier, beam guardrail and cable barrier can be used depending on the available deflection distance. At these locations, position the barrier as close to the center as possible so that the recovery distance can be maximized for both directions. There may be a need to offset the barrier from the flow line to avoid impacts to the drainage flow.

In general, cable barrier is recommended with medians that are 30 ft. wide or wider. However, cable barrier may be appropriate for narrower medians if adequate deflection distance exists. Refer to [[606.2 Guard Cable#606.2.3 Design and Installation Guidelines|EPG 606.2.3 Design and Installation Guidelines]] for design and installation guidelines for cable barriers. Do not use concrete barrier at locations where the foreslope into the face of the barrier is steeper than 1V:10H (10:1).

At locations where the roadways are on independent alignments and there is a difference in elevation between the roadways, the slope from the upper roadway might be steeper than 1V:6H (6:1). In these locations, position the median barrier along the upper roadway and provide deflection and offset distance as discussed previously. Barrier is generally not needed along the lower roadway except where there are fixed features in the median. When W-beam barrier is placed in a median as a countermeasure for cross-median crashes, design the barrier to be struck from either direction of travel. For example, the installation of beam guardrail might be double-sided.

Guardrail may be specified [[231.1 Median Width|in medians]] to provide a positive barrier. Guardrail may also be specified to convert an existing raised curb median to a barrier median provided the top of the MGS guardrail is placed 31 in. above the pavement elevation at the curb face. Double faced MGS guardrail may be used on a raised median width of 2 ft. back-to-back. For greater widths, two single lines of MGS guardrail will be required.
[[image:606.1 Warrants for Median Barriers English.jpg|left|thumb|<center>'''Warrant for Median Barriers'''</center>|605px]]
For medians of variable widths, a detail in the standard plans provides for transition from single faced to double faced guardrail. Crashworthy end terminals are added only at the beginning and ending of a total run of guardrail and not at each break caused by intersections and median openings. Breaks caused by intersections and median openings will be closed by means of a crashworthy special end treatment.

Double faced MGS guardrail can be used on a flush median, as shown in the figure below. Double faced MGS guardrail is to be used where a median barrier is to be provided but site conditions will not permit the use of a concrete barrier (drainage, visibility requirements, aesthetics, etc.). The concrete barrier is generally limited to the high volume roadways with narrow width medians.

'''Bullnose Guardrail System'''
[[image:606.1.3.3.jpg|right|280px]]
The bullnose guardrail system may be used in the medians of expressways or freeways to shield drivers from hazards, such as bridge piers and other obstacles. It is not a crashworthy end terminal, but is rather a non-gating barrier principally constructed of Type E guardrail. As long as the median’s vertical differences are minimal or can be minimized through grading, the bullnose guardrail system is an appropriate treatment for new construction. This system requires at least 15 ft. of median width for its construction. The bullnose guardrail system is not to be erected between twin bridges. Alternatives are available for twin bridge protection in [https://www.modot.org/media/16857 Standard Plan 606.01]. Consult [https://www.modot.org/media/16860 Standard Plan 606.30] for grading requirements and other important details.

===606.1.3.5 Closures of Existing Streets, Roads, Bridges or Non-Traversable Roads===

====606.1.3.5.1 Closures of Existing Streets and Roads====
When closing a street or road, use either Type 4 Object Markers only or a combination of Type 4 Object Markers and Type D guardrail as shown in Figs. 606.1.3.5.1.1 and 606.1.3.5.1.2. Where no hazard exists beyond the end of the closed street or road for a reasonable distance, Type 4 Object Markers are sufficient for delineation. Where a hazard exists beyond the end of the closed street or road that is considered equal to or greater than that created by the use of guardrail (for example a removed bridge or culvert, or a structurally deficient bridge), a combination of both Type 4 Object Markers and Type D guardrail is specified. Refer to [https://www.modot.org/media/16856 Standard Plan 606.00 Guardrail] and [https://www.modot.org/media/16921 Standard Plan 903.03 Sign Mounting Details].

[[image:606.1.3.10.1.jpg|center|700px]]
{| style="margin: 1em auto 1em auto"
|-
|width="345" valign="top"|<center>'''Fig. 606.1.3.5.1.1, Type 4 Object Markers'''</center>||width="355"|<center>'''Fig. 606.1.3.5.1.2, Type 4 Object Markers<br/>with Type D Guardrail</center>'''
|}

Additional emphasis of a sign barricade may be required for horizontal and vertical alignment of the roadway and at tee intersections as shown in Fig. 606.1.3.5.1.3. Location and installation guidelines for sign barricades are located in [[903.6 Warning Signs#903.6.53 Sign Barricades (MUTCD Section 2B.67)|EPG 903.6.53 Sign Barricades]], and [https://www.modot.org/media/16920 Standard Plan 903.02 Highway Signing Structure Signs].

[[image:606.1.3.10.3.jpg|center|350px]]
{| style="margin: 1em auto 1em auto"
|-
|width="350" valign="top"|<center>'''Fig. 606.1.3.5.1.3, Sign Barricade with Type 4 Object Markers'''</center>
|}

====606.1.3.5.2 Closure of Existing Bridges or Non-Traversable Roads====
Bridges and roadways may be closed to the traveling public due to natural aging process of the structure, weather damage (ex. flooding), bridge/roadway slides, etc.

Restoration of the bridges and roadways may be delayed due to scheduling constraints or budget costs of projects. District personnel and Central Office Bridge Division personnel should discuss the schedule to repair the bridge. District personnel and Central Office Construction/Material Geotechnical personnel should discuss the schedule to repair the roadway. Based on the repair schedule, the district will determine the type of closure needed for the bridge or roadway.

For bridge and/or roadway closures, bridge/roadways shall be closed according to [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|typical application]] EPG 616.8.8 (TA-8) Highway Closure – MT, EPG 616.8.8 (TA-8) Highway Closure – DE/CM, EPG 616.8.8a (TA-8a) Closure of Existing Bridges or Non-Traversable Roads, [https://www.modot.org/media/16856 Standard Plan 606.00 Guardrail] and [https://www.modot.org/media/16921 Standard Plan 903.03 Sign Mounting Details].

Figs. 606.1.3.5.2.1 and 606.1.3.5.2.2 are examples of the recommended installation of the bridge/roadway closures based on EPG 616.8.8a Closure of Existing Bridges or Non-Traversable Roads.

For less than one month closure duration, the district may use Type 3 barricades as shown in Fig. 606.1.3.5.2.1.

For six-month closure durations, the district may use Type 3 barricades and temporary concrete traffic barriers as shown in Picture 5. As shown in typical application EPG 616.8.8a, the temporary concrete traffic barriers should have red reflective sheeting across the face of the barrier.

[[image:606.1.3.10.2.jpg|center|700px]]
{| style="margin: 1em auto 1em auto"
|-
|width="335" valign="top"|<center>'''Fig. 606.1.3.5.2.1, Bridge Closure with Type 3 Barricades'''</center>||width="365"|<center>'''Fig. 606.1.3.5.2.2, Bridge Closure with <br/>Type 3 Barricades and Temporary Barriers</center>'''
|}

For longer closure durations, the district may use Type D guardrail and Type 4 object markers as shown in Fig. 606.1.3.5.2.3.

[[image:606.1.3.10.2.2.jpg|center|350px]]
{| style="margin: 1em auto 1em auto"
|-
|width="350" valign="top"|<center>'''Fig. 606.1.3.5.2.3, Bridge Closure with Type<br/>D Guardrail and Type 4 Object Markers'''</center>
|}

When closing bridges and/or roadway, the more temporary devices used will require additional attention compared to permanent devices.

==606.1.4 Maintenance Planning Guidelines for Guardrail==

'''Printable''' [https://epg.modot.org/forms/general_files/MT/R227_update-guardrails.pdf '''Maintenance Planning Guideline for Guardrail'''].

Index of all [[:Category:170 Maintenance Activity Planning Guidelines#Index of Printable Planning Guides|Maintenance Planning Guidelines]].

[[image:616.1.4.jpg|center|1075px]]

[[Category:606 Guardrail and Guard Cable]]

Job Special Provisions

2024-10-24T13:42:28Z

Legged1: /* */

<div id="JSP-Provision"></div>
=== ===
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | Provision
|-
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP-Formatting-Guide.docx JSP Formatting Guide] || _Roadway Job Special Provision Formatting Instructions || This format is to be used by all when writing provisions in order to create uniformity in project proposals. || JSP_Format_Guide || 4/3/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP_Roadway_Template.docx JSP_Roadway_Template] || _Roadway Job Special Provision Template || This template is to be used for Roadway Job Special Provisions. Choose the appropriate signature block and provide the necessary provisions according to the template provided. || Template || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2302.docx JSP2302] || 4-Inch Square Steel Sign Post || Use this provision to specify the details for a 4-inch square post which may be used to install single post exit gore signs, flat sheet signs 48” wide ranging in height from 60” to 96”, and community wayfinding signs at locations shown on the plans. || JSP-23-02 || 9/13/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9314.docx JSP9314] || Accelerating the Completion of Closure Work (Incentive/Disincentive Clause) || This provision is commonly known as A+B bidding. || JSP-93-14C || 12/5/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1001.docx JSP1001] || ADA Compliance and Final Acceptance Of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || JSP-10-01C || 1/23/2023 || 3/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2301.docx JSP2301] || ADA Material Testing Frequency Modifications || This provision may be used on ADA corridor projects to reduce the testing requirements due to the limited material quantities associated with sidewalk improvements. || JSP-23-01 || 8/16/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1203.docx JSP1203] || Add Alternate Section (Per Project) || || JSP-12-03A || 7/14/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1602.docx JSP1602] || Adjusting Guardrail || For minor routes only. This provision is to be used when the substandard height guardrail will be raised to a minimum of 27 3/4". Repair of guardrail should be addressed with separate pay items. || JSP-16-02A || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1509.docx JSP1509] || Airport Requirements || This provision is for use on projects near a public use airport or heliport or is more than 200 feet above existing ground level. || JSP-15-09 || 7/9/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9604.docx JSP9604] || Alternate for Pavements || This provision should be used for projects with 7,500 SY of continuous full depth pavement or 14,000 SY of full depth pavement at various locations. || JSP-96-04G || 1/4/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0905.docx JSP0905] || Alternates for Slab Stabilization || This provision should be used when slab stabilization operations are included in the contract to define the bidding requirements of the different materials for this type of work. || JSP-09-05 || 10/21/2009 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2401.docx JSP2401] || Balanced Mix Design Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-24-01A || 10/10/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9327.docx JSP9327] || Changeable Message Sign (Commission Furnished) || || JSP-93-27 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1805.docx NJSP1805] || Class VI Riprap * || * Limited Use. This provision is a revised Spec to better align with the need we have when rock much larger than the Rock Blanket Spec is needed. Contact Bridge Division & Construction and Materials Division prior to use. || NJSP-18-05B || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2102.docx NJSP2102] || Clean Water Act Section 404 Permit Requirements * || * Limited Use. For use by Design Division - Environmental Section only, as they will add this provision to the RES for required projects. || NJSP-21-02 || 1/15/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0415.docx JSP0415] || Concrete Planing || This provision is to be used when concrete planing is specified. </br> If there are questions on whether concrete planing should be included on a specific project, Construction and Materials Division should be consulted. || JSP-04-15 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1301.docx JSP1301] || Contract Liquidated Damages || This JSP is required on all projects except Job Order Contracts and must be JSP B in the set of JSPs. || JSP-13-01D || 4/9/2024 || 6/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0106.docx JSP0106] || Contractor Furnished/Commission Retained Temporary Type F Concrete Traffic Barrier || This provision should only be used when the district decides to retain contractor furnished barrier sections. If the district does not specifically intend to retain barrier sections, Sec 617 of the standard specifications covers Concrete Traffic Barrier. || JSP-01-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1542.docx NJSP1542] || Contractor Quality Control || This provision is required on all projects EXCEPT for JOCs and projects with Quality Management provision. || NJSP-15-42 || 4/20/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1521.docx NJSP1521] || Contractor Quality Control For Plant Mix Bituminous Surface Leveling || Required when project includes bid item 402-05.20 - Bituminous Pavement Mixture PG64-22 (Surface Leveling). QM or QC provisions are required when other types of asphalt or concrete paving are in a project. || NJSP-15-21A || 10/6/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2405.docx JSP2405] || DBE Prompt Payment Reporting || This provision is required on all federally funded contracts. || JSP-24-05 || 8/19/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9908.docx JSP9908] || Demolition and Removal Contract || Must be included in demolition and removal contracts when MoDOT doesn't have possession of all parcels or an asbestos survey are not completed on all structures, prior to letting. NTP must be issued. || JSP-99-08 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1505.docx JSP1505] || Disposition of Existing Signal/Lighting and Network Equipment || To be used when signal/lighting or communication is to be removed by the contractor and retained by the commission. || JSP-15-05A || 5/1/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9706.docx JSP9706] || Division 100 Revisions for Complex Projects || This provision is used on complex projects and those with major bridge work as determined by the State Design Engineer. Per 105.16 and 108.4 additional detail documentation is required. A+B Bidding (JSP-93-14) should not be used with this provision. || JSP-97-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1607.docx JSP1607] || Dynamic Late Merge Sysytem (Zipper Merge) || || JSP-16-07A || 12/10/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1905.docx NJSP1905] || Electronic Ticketing * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-05B || 4/9/2020 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9011.docx JSP9011] || Emergency Provisions and Incident Management || This provision is required on all projects and provides contact information for the local law enforcement and fire departments. || JSP-90-11A || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2201.docx NJSP2201] || Full Depth Reclamation * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-22-01A || 3/14/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0902.docx JSP0902] || General - Federal || This provision is required in all federally funded contracts. || JSP-09-02K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0903.docx JSP0903] || General - State || This provision is required in all state funded contracts. || JSP-09-03K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0904.docx JSP0904] || General - State Non-Prevailing Wages || Use this provision on any state funded non-construction project. || JSP-09-04K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0401.docx JSP0401] || Geosynthetic Interlayer Specification for Highway Applications * || *Limited use. Only as Approved by Construction and Materials Division. </br> The Geosynthetic Interlayer Specification is designed to provide a moisture barrier/stress relieving membrane to be placed beneath a hot-mix asphalt (HMA) Overlay. || JSP-04-01 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9709.docx JSP9709] || Geosynthetic Reinforced Soil Slope System || || JSP-97-09 || 5/20/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1702.docx JSP1702] || Guardrail Grading Requirements || This provision is for use on projects that require grading for guardrail and end treatment replacements. || JSP-17-02B || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2202.docx JSP2202] || Guardrail Posts in Concrete || Use this provision when guardrail posts are installed or removed from concrete pavement or drain basins. || JSP-22-02B || 5/18/2023 || 7/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1513.docx NJSP1513] || High Friction Surface Treatment || || NJSP-15-13B || 9/22/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9704.docx JSP9704] || High Performance Concrete for Precast Bridge Units || || JSP-97-04 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2403.docx JSP2403] || High-Tension Guard Cable Barrier || (Previous JSP-06-07) - This provision should be used when high-tension guard cable is specified. || JSP-24-03 || 5/16/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1903.docx NJSP1903] || Hot Applied Seal Coat * || *Limited use. Requires approval from by Construction and Materials Division || NJSP-19-03 || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0202.docx JSP0202] || Hot-Mix Asphalt Overlay on Rubblized Concrete * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-02-02 || 10/9/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP8901.docx JSP8901] || Johnson Grass Control || || JSP-89-01 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1503.docx JSP1503] || Law Enforcement In the Work Zone || For use on projects which will include work zone enforcement. || JSP-15-03 || 3/17/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0305.docx JSP0305] || Liquidated Damages / Liquidated Savings Specified || This provision is for use to motivate the contractor to complete the work in a specific time frame as set up by the District. The description of the work should be complete and directly related to the Damage/Savings amount set up. || JSP-03-05B || 7/10/2024 || 10/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0417.docx JSP0417] || Liquidated Damages for Winter Months || This provision should be used on projects where the primary work can be performed during the winter months, such as bridge construction. || JSP-04-17A || 4/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9328.docx JSP9328] || Liquidated Damages Specified || This provision should be used when there is milestone date that must be met such as opening the road to traffic before a special event in the area. || JSP-93-28A || 7/10/2024 || 10/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0306.docx JSP0306] || Liquidated Savings Specified || For use to motivate the contractor to complete the work in a specific time frame as set up by the District. Ensure that the description of the work in question is complete as possible and directly related to the Damage/Savings amount set up. || JSP-03-06A || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2101.docx NJSP2101] || Low Type Asphalt Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-21-01A || 7/26/2022 || 9/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2201.docx JSP2201] || Lump Sum Temporary Traffic Control || This provision allows qualifying temporary traffic control devices to be lumped together. || JSP-22-01A || 7/19/2023 || 10/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1704.docx NJSP1704] || Macrotexture Surface for Ultrathin Bonded Asphalt Wearing Surface Requirement * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-04A || 11/17/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0413.docx JSP0413] || Masonry Construction || || JSP-04-13 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1539.docx NJSP1539] || Modified Bituminous Pavement Mixture (BP-2) || Allows districts to use modify BP-2 gradation to be laid thinner than 1.5 or 2" || NJSP-15-39A || 9/23/2022 || 1/1/23
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1511.docx NJSP1511] || Modified Bonded Asphaltic Concrete Pavement * || * Limited Use. Requires approval from Construction and Materials prior to use. || NJSP-15-11C || 11/12/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1806.docx JSP1806] || MoDOT Retained Guardrail || Use this provision when MoDOT wishes to retain guardrail that is being removed. || JSP-18-06 || 6/12/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1517.docx NJSP1517] || MoDOT’S Construction Workforce Program || Required for all projects that are assigned a OJT goal. || JSP-15-17A || 8/19/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0011.docx JSP0011] || Mowing || Use this provision on projects requiring significant mowing during construction. District Maintenance should identify projects, mowing locations and No. of mowings. If only for specific areas, those areas need to be identified in the special provision. || JSP-00-11 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2202.docx NJSP2202] || Multi-Year, Multi-Location Project || This provision should only be used in proposals that have one Job Number for multiple overlay routes (locations) and the completion date is such that work is allowed to carry over into a second calendar year. || NJSP-22-02 || 4/20/2022 || 6/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0004.docx JSP0004] || NEMA TS2 Traffic Controller Assemblies || This provision is to be used only in special conditions after consulting with District Traffic and as directed or approved by General Headquarters. || JSP-00-04A || 5/24/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2105.docx NJSP2105] || No Open Burning || This provision should be used when open burning is prohibited. || NJSP-21-05 || 6/9/2021 ||
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2402.docx NJSP2402] || Non-Tracking Tack || This provision may be used on roadways located within an urban area where tracking from the tack coat operation would lead to aesthetic damage to the surrounding commercial driveways and parking lots. || JSP-24-02 || 3/20/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1802.docx JSP1802] || Notice to Bidders of Funding by Third Party || This provision is required on any project with funding provided by others. || JSP-18-02A || 5/21/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9819.docx JSP9819] || Notice to Bidders of Third Party Concurrence in Award || This provision is required on any project with funding provided by others in which they have the right by agreement to concur in the award of the contract. || JSP-98-19 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0407.docx JSP0407] || Office for the Engineer || This provision resulted from implementation of the Performance Specifications. Was Sec 615 of the specs. || JSP-04-07 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2407.docx JSP2407] || Optional Base Widening || This provision is to be used for pavement widening when there are no preferences of pavement type, and the final surface is to be overlaid. || JSP-24-07 || 9/23/2024 || 12/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1518.docx NJSP1518] || Optional Grading Concepts || || NJSP-15-18 || 3/20/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0606.docx JSP0606] || Optional Pavements || This provision should be used for projects which do not meet the criteria for Alt Pavements, specifically those with less than 7,500 SY of continuous full depth pavement or less than 14,000 SY of full depth pavement at various locations. || JSP-06-06H || 9/23/2022 || 1/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1303.docx JSP1303] || Optional Shoulder || Use this provision on shouldering projects that will allow for a concrete option when bituminous asphalt is specified. || JSP-13-03A || 9/29/2022 || 1/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1533.docx NJSP1533] || Optional Surface Treatment Prior to Asphalt Overlay * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-33D || 3/28/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1807.docx NJSP1807] || Optional Temporary Pavement Marking Paint || Use this provision and pay item with all overlay projects that have more than five (5) centerline miles of pavement requiring High Build Waterborne paint AND has a contract completion date of November 1 or later. || NJSP-18-07F || 5/13/2024 || 8/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0709.docx JSP0709] || Optional Traffic Signal Detectors || To be used when Optional Traffic Signal Detectors are specified. || JSP-07-09 || 1/3/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0409.docx JSP0409] || Overhead Lighting of Signs || When lighting of overhead signs is required on a project, the following information along with special sheet “ Sign Lighting – Lighting Support Bracket” shall be inserted in the contract documents. || JSP-04-09 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1901.docx NJSP1901] || Partial Depth Concrete Pavement Repair Using Hot Applied Polymer Modified Repair Material *|| * Limited Use. Requires approval by Construction and Materials Division prior to use. || NJSP-19-01B || 1/25/2024 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1705.docx NJSP1705] || Pavement Smoothness for UBAWS * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-05A || 4/23/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1540.docx NJSP1540] || Permanent Aggregate Edge Treatment || May be used when treatment along the edge of a pavement or shoulder is included in an overlay project. Sec 2.1 is only for areas prone to washout. When 2.1 is used, pay item and quantity for 413-40.00, Bituminous Fog Seal, per gallon must be included. || NJSP-15-40B || 2/3/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0408.docx JSP0408] || Placing State Owned Pipe || This provision resulted from implementation of the Performance Specifications. Was Sec 729 of the specs. || JSP-04-08 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1904.docx NJSP1904] || Polyester Polymer Concrete Overlay * ||* Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-04 || 9/13/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1601.docx JSP1601] || Post-Award Value Engineering Change Proposal Workshop * || * Limited use. Requires approval from Design Division prior to use. || JSP-16-01 || 1/8/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0406.docx JSP0406] || Powder Coating * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-04-06 || 10/9/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9605.docx JSP9605] || Project Contact for Contractor/Bidder Questions || This provision is required on all projects. || JSP-96-05 || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0708.docx JSP0708] || Protective Surface Treatment for Concrete - Penetrating Sealers * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-07-08B || 12/6/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1522.docx NJSP1522] || Quality Management || This provision is required on all projects identified as complex by the district. || NJSP-15-22 || 7/1/2014 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP2106] || Radar Speed Advisory System || This provision should be used when Radar Speed Advisory System is specified. || NJSP-21-06 || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2303.docx JSP2303] || Rapid Penetrating Emulsion * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-23-03 || 12/5/2023 || 3/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0210.docx JSP0210] || Rapid Set Concrete Patching Material - Horizontal Repair || Formerly JSP-02-01A renamed to follow JSP numbering formatting. || JSP-02-10 || 1/3/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0201.docx JSP0201] || Rapid Set Concrete Patching Material - Vertical and Overhead Repairs || || JSP-02-01|| 8/14/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1902.docx NJSP1902] || Rapid Strength Concrete for Pavement Repair * || *Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-02 || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1710.docx NJSP1710] || Red Signal Ahead Sign With LED Light || This provision should be used when placing a red signal ahead sign with an attached LED assembly. || NJSP-17-10A || 2/21/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1706.docx NJSP1706] || Reinforcing Fibers for Bituminous Pavement Material * || * Limited Use. Requires approval from Construction and Materials Division prior to use; ADSR Test Methods Document required with Electronic Deliverables. || NJSP-17-06C || 8/1/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1523.docx NJSP1523] || Rejuvenating Restorative Seal Treatment * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-23 || 2/1/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9806.docx JSP9806] || Relocation of Portable Traffic Signal System || || JSP-98-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1201.docx JSP1201] || Removal and Delivery of Existing Signs || Use this provision when any existing roadway signs are to be removed from the project. || JSP-12-01C || 8/1/2023 || 11/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1701.docx JSP1701] || Required Combination of Calls || This provision is used when required projects with separate funding (ie: state funded and federal funded projects) are to be combined. || JSP-17-01A || 6/13/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1606.docx NJSP1606] || Restrictions for Migratory Birds || Use of this provision should be coordinated with Design Division - Environmental Section. || NJSP-06-06A || 4/11/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1811.docx NJSP1811] || Rigid Geogrid Enhanced Aggregate or Rock Base * || * Limited Use. The intent of this provision is to use rigid geogrid with either a Type 5 or 7 Aggregate Base or with Rock Base (12” or 18”) as shown on the plans. Requires approval from Construction and Materials prior to use. || NJSP-18-11B || 3/12/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1508.docx JSP1508] || Seal Coat Completion of Work || To be used in Seal Coat projects which span multiple seasons. || JSP-15-08 || 6/26/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9705.docx JSP9705] || Section 404 Nationwide Permit Special Conditions || This provision is to be used with any Nationwide Permit when the Corps of Eng. District Engineer places special conditions on the use of the NW Permit. List any special conditions provided in the letter from the Corps authorizing use of the NW Permit. || JSP-97-05 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2003.docx NJSP2003] || Shaping Slopes Class III (Modified Material Requirements) || Use when additional stability is needed for erosion and/or lack of stability of Shaping Slopes Class III with steep in-slopes. || NJSP-20-03B || 9/4/2024 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1527.docx NJSP1527] || Shoulder Grading || || NJSP-15-27A || 1/27/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0605.docx JSP0605] || Slurry and Residue Produced During Surface Treatment of PCCP and Bridge Decks || This provision should be used where diamond grinding or any other surface treatment that would produce slurry residue is specified. Any questions regarding the use of this provision should be directed to the Design Division - Environmental Section. || JSP-06-05A || 1/23/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0707.docx JSP0707] || Snowplowable Raised Pavement Marker Rehabilitation or Removal || This provision should be use when maintenance of SRPMs is included in a project. || JSP-07-07 || 8/7/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2107.docx JSP2107] || Special Consideration of Change Orders and Value Engineering || Use this provision when increased Federal Share has been approved by FHWA for an innovative technology or practice. || JSP-21-07 || 6/21/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1506.docx JSP1506] || Standard Alternate Technical Concepts || To be used on projects using the Standard ATC process which allows prequalified contractors to bid contractor specific bid items through the approval process. || JSP-15-06 || 5/26/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1801.docx JSP1801] || Supplemental Revisions || This provision is required in all contracts. || JSP-18-01EE || 10/15/2024 || 12/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1528.docx NJSP1528] || Surface Sealing Treatment || May be used on mainline pavement with an existing chip seal surface, on centerline joints, and on shoulder areas. This rescinds earlier guidance. </br> Use with pay item 4099905, surface sealing treatment. || NJSP-15-28 || 2/22/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1304.docx JSP1304] || Temporary Long Term Rumble Strips || Required when temporary long-term rumble strips are used on a project. Provides information for construction requirements, material information and basis of payment when using long term rumble strips on construction projects. || JSP-13-04C || 5/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0705.docx JSP0705] || Tree Clearing Restriction * || * Limited Use. Design Division - Environmental Section should be consulted prior to using this provision. || JSP-07-05C || 7/24/2024 || 11/01/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2304.docx JSP2304] || Truck Mounted Attenuator (TMA) for Stationary Activities || Use when requiring TMA for stationary work activity. (TMA for mobile operation, such as striping, is incidental.) || JSP-23-04 || 1/22/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0410.docx JSP0410] || Use of Crossovers and Truck Entrances || || JSP-04-10 || 4/24/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9326.docx JSP9326] || Utilities || || JSP-93-26F || 12/1/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2404.docx JSP2404] || Vegetative Barrier Pavement || This provision is used when installing new guard cable. || JSP-24-04A || 10/15/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2203.docx JSP2203] || Void Reducing Asphalt Membrane for Longitudinal Joints (VRAM) || Use when MoDOT wishes to enhance longitudinal joint performance. Contact Construction & Materials Division for additional information. || JSP-22-03A || 8/17/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1507.docx JSP1507] || Winter Months Requirements || To be used for overlay projects that span multiple construction seasons. Developed for the CLC program. || JSP-15-07A || 4/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1532.docx NJSP1532] || Work Zone Intelligent Transportation System || To be used on projects whenever Intelligent Transportation Systems (ITS) will be used. || NJSP-15-32A || 6/6/2023 || 8/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0206.docx JSP0206] || Work Zone Traffic Management || This provision is required on all projects and must be provision "C" in the set of provisions. || JSP-02-06N || 4/19/2023 || 7/1/2023
|}

=== ===
<div id="JSP-LPA"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | LPA
|-
! Name !! JSP Title !! Explanatory Notes || Current Version !! Revision Date !! Effective Letting
|-
| [https://epg.modot.org/forms/JSP/LPA1501.docx LPA1501] || Acceptance of Precast Concrete Members and Panels || || LPA-15-01A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1502.docx LPA1502] || Acceptance of Structural Steel || || LPA-15-02A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1507.docx LPA1507] || ADA Compliance and Final Acceptance of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || LPA-15-07B || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1503.docx LPA1503] || Add Alternates || || LPA-15-03A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1504.docx LPA1504] || Alternates For Pavements || || LPA-15-04A ||10/30/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1509.docx LPA1509] || Liquidated Damages For Winter Months || || LPA-15-09A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1510.docx LPA1510] || Liquidated Damages Specified for Entrance Closures || || LPA-15-10A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1508.doc LPA1508] || Liquidated Damages Specified for Final Closeout Documentation (Final Payment Documents) || || LPA-15-08 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1808.docx LPA1808] || LPA Buy America Requirements || || LPA-18-08A || 2/10/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA2301.docx LPA2301] || LPA Buy America Requirements Non-Iron and Steel || || LPA-23-01 || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1511.docx LPA1511] || Optional Pavements || || LPA-15-11A || 10/30/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1513.docx LPA1513] || Utilities || || LPA-15-13A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1512.doc LPA1512] || Work Zone Traffic Management Plan (Traffic Control) || || LPA-15-12 ||
|}
=== ===
<div id="JSP-Packages"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | JSP Packages
|-
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_ASPHALT_2024.docx JOC_ASPHALT_2024] || Asphalt Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_ASPHALT_2024 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_BRIDGE_2024.docx JOC_BRIDGE_2024] || Bridge Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_BRIDGE_2024 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/CLC_Book_Job_JSPs.docx CLC Book Job JSPs] || CLC Book Job JSPs || Use this JSP package when submitting FY 2025 CLC Book Job projects without plans. || CLC_Book_Job_JSPs_FY2025 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/CLC_JSPs.docx CLC_JSPs] || CLC JSP Package || Use this JSP package on FY 2025 CLC projects. || CLC_JSPs_FY2025 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_CONCRETE_2024.docx JOC_CONCRETE_2024] || Concrete Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_CONCRETE_2024 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_FENCE_2024.docx JOC_FENCE_2024] || Fence Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_FENCE_2024 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_GUARD_CABLE_2024.docx JOC_GUARD_CABLE_2024] || Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARD_CABLE_2024 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024.docx JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024] || Guardrail and Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_GUARD_CABLE_2024 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_GUARDRAIL_2024.docx JOC_GUARDRAIL_2024] || Guardrail Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_2024 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/Seal_Coat_Book_Job_JSPs.docx Seal_Coat_Book_Job_JSPs] || Seal Coat Book Job JSP Package || Use this JSP package when submitting FY 2025 Seal Coat Book Job projects without plans. || Seal_Coat_Book_Job_JSPs_FY2025 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/Seal_Coat_JSPs.docx Seal_Coat_JSPs] || Seal Coat JSP Package || Use this JSP package with all FY 2025 Seal Coat projects. || Seal_Coat_JSPs_FY2025 || 10/21/2024 || 1/1/2025
|}

Job Special Provisions

2024-10-01T21:30:04Z

Legged1: /* */ Updated JSP1801

<div id="JSP-Provision"></div>
=== ===
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | Provision
|-
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP-Formatting-Guide.docx JSP Formatting Guide] || _Roadway Job Special Provision Formatting Instructions || This format is to be used by all when writing provisions in order to create uniformity in project proposals. || JSP_Format_Guide || 4/3/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP_Roadway_Template.docx JSP_Roadway_Template] || _Roadway Job Special Provision Template || This template is to be used for Roadway Job Special Provisions. Choose the appropriate signature block and provide the necessary provisions according to the template provided. || Template || 7/10/2024 || 9/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2302.docx JSP2302] || 4-Inch Square Steel Sign Post || Use this provision to specify the details for a 4-inch square post which may be used to install single post exit gore signs, flat sheet signs 48” wide ranging in height from 60” to 96”, and community wayfinding signs at locations shown on the plans. || JSP-23-02 || 9/13/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9314.docx JSP9314] || Accelerating the Completion of Closure Work (Incentive/Disincentive Clause) || This provision is commonly known as A+B bidding. || JSP-93-14C || 12/5/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1001.docx JSP1001] || ADA Compliance and Final Acceptance Of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || JSP-10-01C || 1/23/2023 || 3/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2301.docx JSP2301] || ADA Material Testing Frequency Modifications || This provision may be used on ADA corridor projects to reduce the testing requirements due to the limited material quantities associated with sidewalk improvements. || JSP-23-01 || 8/16/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1203.docx JSP1203] || Add Alternate Section (Per Project) || || JSP-12-03A || 7/14/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1602.docx JSP1602] || Adjusting Guardrail || For minor routes only. This provision is to be used when the substandard height guardrail will be raised to a minimum of 27 3/4". Repair of guardrail should be addressed with separate pay items. || JSP-16-02A || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1509.docx JSP1509] || Airport Requirements || This provision is for use on projects near a public use airport or heliport or is more than 200 feet above existing ground level. || JSP-15-09 || 7/9/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9604.docx JSP9604] || Alternate for Pavements || This provision should be used for projects with 7,500 SY of continuous full depth pavement or 14,000 SY of full depth pavement at various locations. || JSP-96-04G || 1/4/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0905.docx JSP0905] || Alternates for Slab Stabilization || This provision should be used when slab stabilization operations are included in the contract to define the bidding requirements of the different materials for this type of work. || JSP-09-05 || 10/21/2009 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2401.docx JSP2401] || Balanced Mix Design Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-24-01 || 3/18/2024 || 05/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9327.docx JSP9327] || Changeable Message Sign (Commission Furnished) || || JSP-93-27 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1805.docx NJSP1805] || Class VI Riprap * || * Limited Use. This provision is a revised Spec to better align with the need we have when rock much larger than the Rock Blanket Spec is needed. Contact Bridge Division & Construction and Materials Division prior to use. || NJSP-18-05B || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2102.docx NJSP2102] || Clean Water Act Section 404 Permit Requirements * || * Limited Use. For use by Design Division - Environmental Section only, as they will add this provision to the RES for required projects. || NJSP-21-02 || 1/15/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0415.docx JSP0415] || Concrete Planing || This provision is to be used when concrete planing is specified. </br> If there are questions on whether concrete planing should be included on a specific project, Construction and Materials Division should be consulted. || JSP-04-15 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1301.docx JSP1301] || Contract Liquidated Damages || This JSP is required on all projects except Job Order Contracts and must be JSP B in the set of JSPs. || JSP-13-01D || 4/9/2024 || 6/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0106.docx JSP0106] || Contractor Furnished/Commission Retained Temporary Type F Concrete Traffic Barrier || This provision should only be used when the district decides to retain contractor furnished barrier sections. If the district does not specifically intend to retain barrier sections, Sec 617 of the standard specifications covers Concrete Traffic Barrier. || JSP-01-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1542.docx NJSP1542] || Contractor Quality Control || This provision is required on all projects EXCEPT for JOCs and projects with Quality Management provision. || NJSP-15-42 || 4/20/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1521.docx NJSP1521] || Contractor Quality Control For Plant Mix Bituminous Surface Leveling || Required when project includes bid item 402-05.20 - Bituminous Pavement Mixture PG64-22 (Surface Leveling). QM or QC provisions are required when other types of asphalt or concrete paving are in a project. || NJSP-15-21A || 10/6/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2405.docx JSP2405] || DBE Prompt Payment Reporting || This provision is required on all federally funded contracts. || JSP-24-05 || 8/19/2024 || 01/01/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9908.docx JSP9908] || Demolition and Removal Contract || Must be included in demolition and removal contracts when MoDOT doesn't have possession of all parcels or an asbestos survey are not completed on all structures, prior to letting. NTP must be issued. || JSP-99-08 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1505.docx JSP1505] || Disposition of Existing Signal/Lighting and Network Equipment || To be used when signal/lighting or communication is to be removed by the contractor and retained by the commission. || JSP-15-05A || 5/1/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9706.docx JSP9706] || Division 100 Revisions for Complex Projects || This provision is used on complex projects and those with major bridge work as determined by the State Design Engineer. Per 105.16 and 108.4 additional detail documentation is required. A+B Bidding (JSP-93-14) should not be used with this provision. || JSP-97-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1607.docx JSP1607] || Dynamic Late Merge Sysytem (Zipper Merge) || || JSP-16-07A || 12/10/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1905.docx NJSP1905] || Electronic Ticketing * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-05B || 4/9/2020 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9011.docx JSP9011] || Emergency Provisions and Incident Management || This provision is required on all projects and provides contact information for the local law enforcement and fire departments. || JSP-90-11A || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2201.docx NJSP2201] || Full Depth Reclamation * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-22-01A || 3/14/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0902.docx JSP0902] || General - Federal || This provision is required in all federally funded contracts. || JSP-09-02K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0903.docx JSP0903] || General - State || This provision is required in all state funded contracts. || JSP-09-03K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0904.docx JSP0904] || General - State Non-Prevailing Wages || Use this provision on any state funded non-construction project. || JSP-09-04K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0401.docx JSP0401] || Geosynthetic Interlayer Specification for Highway Applications * || *Limited use. Only as Approved by Construction and Materials Division. </br> The Geosynthetic Interlayer Specification is designed to provide a moisture barrier/stress relieving membrane to be placed beneath a hot-mix asphalt (HMA) Overlay. || JSP-04-01 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9709.docx JSP9709] || Geosynthetic Reinforced Soil Slope System || || JSP-97-09 || 5/20/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1702.docx JSP1702] || Guardrail Grading Requirements || This provision is for use on projects that require grading for guardrail and end treatment replacements. || JSP-17-02B || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2202.docx JSP2202] || Guardrail Posts in Concrete || Use this provision when guardrail posts are installed or removed from concrete pavement or drain basins. || JSP-22-02B || 5/18/2023 || 7/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1513.docx NJSP1513] || High Friction Surface Treatment || || NJSP-15-13B || 9/22/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9704.docx JSP9704] || High Performance Concrete for Precast Bridge Units || || JSP-97-04 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2403.docx JSP2403] || High-Tension Guard Cable Barrier || (Previous JSP-06-07) - This provision should be used when high-tension guard cable is specified. || JSP-24-03 || 5/16/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1903.docx NJSP1903] || Hot Applied Seal Coat * || *Limited use. Requires approval from by Construction and Materials Division || NJSP-19-03 || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0202.docx JSP0202] || Hot-Mix Asphalt Overlay on Rubblized Concrete * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-02-02 || 10/9/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP8901.docx JSP8901] || Johnson Grass Control || || JSP-89-01 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1503.docx JSP1503] || Law Enforcement In the Work Zone || For use on projects which will include work zone enforcement. || JSP-15-03 || 3/17/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0305.docx JSP0305] || Liquidated Damages / Liquidated Savings Specified || This provision is for use to motivate the contractor to complete the work in a specific time frame as set up by the District. The description of the work should be complete and directly related to the Damage/Savings amount set up. || JSP-03-05B || 7/10/2024 || 10/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0417.docx JSP0417] || Liquidated Damages for Winter Months || This provision should be used on projects where the primary work can be performed during the winter months, such as bridge construction. || JSP-04-17A || 4/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9328.docx JSP9328] || Liquidated Damages Specified || This provision should be used when there is milestone date that must be met such as opening the road to traffic before a special event in the area. || JSP-93-28A || 7/10/2024 || 10/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0306.docx JSP0306] || Liquidated Savings Specified || For use to motivate the contractor to complete the work in a specific time frame as set up by the District. Ensure that the description of the work in question is complete as possible and directly related to the Damage/Savings amount set up. || JSP-03-06A || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2101.docx NJSP2101] || Low Type Asphalt Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-21-01A || 7/26/2022 || 9/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2201.docx JSP2201] || Lump Sum Temporary Traffic Control || This provision allows qualifying temporary traffic control devices to be lumped together. || JSP-22-01A || 7/19/2023 || 10/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1704.docx NJSP1704] || Macrotexture Surface for Ultrathin Bonded Asphalt Wearing Surface Requirement * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-04A || 11/17/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0413.docx JSP0413] || Masonry Construction || || JSP-04-13 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1539.docx NJSP1539] || Modified Bituminous Pavement Mixture (BP-2) || Allows districts to use modify BP-2 gradation to be laid thinner than 1.5 or 2" || NJSP-15-39A || 9/23/2022 || 1/1/23
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1511.docx NJSP1511] || Modified Bonded Asphaltic Concrete Pavement * || * Limited Use. Requires approval from Construction and Materials prior to use. || NJSP-15-11C || 11/12/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1806.docx JSP1806] || MoDOT Retained Guardrail || Use this provision when MoDOT wishes to retain guardrail that is being removed. || JSP-18-06 || 6/12/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1517.docx NJSP1517] || MoDOT’S Construction Workforce Program || Required for all projects that are assigned a OJT goal. || JSP-15-17A || 8/19/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0011.docx JSP0011] || Mowing || Use this provision on projects requiring significant mowing during construction. District Maintenance should identify projects, mowing locations and No. of mowings. If only for specific areas, those areas need to be identified in the special provision. || JSP-00-11 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2202.docx NJSP2202] || Multi-Year, Multi-Location Project || This provision should only be used in proposals that have one Job Number for multiple overlay routes (locations) and the completion date is such that work is allowed to carry over into a second calendar year. || NJSP-22-02 || 4/20/2022 || 6/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0004.docx JSP0004] || NEMA TS2 Traffic Controller Assemblies || This provision is to be used only in special conditions after consulting with District Traffic and as directed or approved by General Headquarters. || JSP-00-04A || 5/24/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2105.docx NJSP2105] || No Open Burning || This provision should be used when open burning is prohibited. || NJSP-21-05 || 6/9/2021 ||
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2402.docx NJSP2402] || Non-Tracking Tack || This provision may be used on roadways located within an urban area where tracking from the tack coat operation would lead to aesthetic damage to the surrounding commercial driveways and parking lots. || JSP-24-02 || 3/20/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1802.docx JSP1802] || Notice to Bidders of Funding by Third Party || This provision is required on any project with funding provided by others. || JSP-18-02A || 5/21/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9819.docx JSP9819] || Notice to Bidders of Third Party Concurrence in Award || This provision is required on any project with funding provided by others in which they have the right by agreement to concur in the award of the contract. || JSP-98-19 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0407.docx JSP0407] || Office for the Engineer || This provision resulted from implementation of the Performance Specifications. Was Sec 615 of the specs. || JSP-04-07 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1518.docx NJSP1518] || Optional Grading Concepts || || NJSP-15-18 || 3/20/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0606.docx JSP0606] || Optional Pavements || This provision should be used for projects which do not meet the criteria for Alt Pavements, specifically those with less than 7,500 SY of continuous full depth pavement or less than 14,000 SY of full depth pavement at various locations. || JSP-06-06H || 9/23/2022 || 1/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1303.docx JSP1303] || Optional Shoulder || Use this provision on shouldering projects that will allow for a concrete option when bituminous asphalt is specified. || JSP-13-03A || 9/29/2022 || 1/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1533.docx NJSP1533] || Optional Surface Treatment Prior to Asphalt Overlay * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-33D || 3/28/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1807.docx NJSP1807] || Optional Temporary Pavement Marking Paint || Use this provision and pay item with all overlay projects that have more than five (5) centerline miles of pavement requiring High Build Waterborne paint AND has a contract completion date of November 1 or later. || NJSP-18-07F || 5/13/2024 || 8/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0709.docx JSP0709] || Optional Traffic Signal Detectors || To be used when Optional Traffic Signal Detectors are specified. || JSP-07-09 || 1/3/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0409.docx JSP0409] || Overhead Lighting of Signs || When lighting of overhead signs is required on a project, the following information along with special sheet “ Sign Lighting – Lighting Support Bracket” shall be inserted in the contract documents. || JSP-04-09 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1901.docx NJSP1901] || Partial Depth Concrete Pavement Repair Using Hot Applied Polymer Modified Repair Material *|| * Limited Use. Requires approval by Construction and Materials Division prior to use. || NJSP-19-01B || 1/25/2024 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1705.docx NJSP1705] || Pavement Smoothness for UBAWS * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-05A || 4/23/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1540.docx NJSP1540] || Permanent Aggregate Edge Treatment || May be used when treatment along the edge of a pavement or shoulder is included in an overlay project. Sec 2.1 is only for areas prone to washout. When 2.1 is used, pay item and quantity for 413-40.00, Bituminous Fog Seal, per gallon must be included. || NJSP-15-40B || 2/3/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0408.docx JSP0408] || Placing State Owned Pipe || This provision resulted from implementation of the Performance Specifications. Was Sec 729 of the specs. || JSP-04-08 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1904.docx NJSP1904] || Polyester Polymer Concrete Overlay * ||* Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-04 || 9/13/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1601.docx JSP1601] || Post-Award Value Engineering Change Proposal Workshop * || * Limited use. Requires approval from Design Division prior to use. || JSP-16-01 || 1/8/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0406.docx JSP0406] || Powder Coating * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-04-06 || 10/9/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9605.docx JSP9605] || Project Contact for Contractor/Bidder Questions || This provision is required on all projects. || JSP-96-05 || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0708.docx JSP0708] || Protective Surface Treatment for Concrete - Penetrating Sealers * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-07-08B || 12/6/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1522.docx NJSP1522] || Quality Management || This provision is required on all projects identified as complex by the district. || NJSP-15-22 || 7/1/2014 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP2106] || Radar Speed Advisory System || This provision should be used when Radar Speed Advisory System is specified. || NJSP-21-06 || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2303.docx JSP2303] || Rapid Penetrating Emulsion * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-23-03 || 12/5/2023 || 03/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0210.docx JSP0210] || Rapid Set Concrete Patching Material - Horizontal Repair || Formerly JSP-02-01A renamed to follow JSP numbering formatting. || JSP-02-10 || 1/3/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0201.docx JSP0201] || Rapid Set Concrete Patching Material - Vertical and Overhead Repairs || || JSP-02-01|| 8/14/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1902.docx NJSP1902] || Rapid Strength Concrete for Pavement Repair * || *Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-02 || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1710.docx NJSP1710] || Red Signal Ahead Sign With LED Light || This provision should be used when placing a red signal ahead sign with an attached LED assembly. || NJSP-17-10A || 2/21/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1706.docx NJSP1706] || Reinforcing Fibers for Bituminous Pavement Material * || * Limited Use. Requires approval from Construction and Materials Division prior to use; ADSR Test Methods Document required with Electronic Deliverables. || NJSP-17-06C || 8/1/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1523.docx NJSP1523] || Rejuvenating Restorative Seal Treatment * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-23 || 2/1/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9806.docx JSP9806] || Relocation of Portable Traffic Signal System || || JSP-98-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1201.docx JSP1201] || Removal and Delivery of Existing Signs || Use this provision when any existing roadway signs are to be removed from the project. || JSP-12-01C || 8/1/2023 || 11/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1701.docx JSP1701] || Required Combination of Calls || This provision is used when required projects with separate funding (ie: state funded and federal funded projects) are to be combined. || JSP-17-01A || 6/13/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1606.docx NJSP1606] || Restrictions for Migratory Birds || Use of this provision should be coordinated with Design Division - Environmental Section. || NJSP-06-06A || 4/11/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1811.docx NJSP1811] || Rigid Geogrid Enhanced Aggregate or Rock Base * || * Limited Use. The intent of this provision is to use rigid geogrid with either a Type 5 or 7 Aggregate Base or with Rock Base (12” or 18”) as shown on the plans. Requires approval from Construction and Materials prior to use. || NJSP-18-11B || 3/12/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1508.docx JSP1508] || Seal Coat Completion of Work || To be used in Seal Coat projects which span multiple seasons. || JSP-15-08 || 6/26/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9705.docx JSP9705] || Section 404 Nationwide Permit Special Conditions || This provision is to be used with any Nationwide Permit when the Corps of Eng. District Engineer places special conditions on the use of the NW Permit. List any special conditions provided in the letter from the Corps authorizing use of the NW Permit. || JSP-97-05 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2003.docx NJSP2003] || Shaping Slopes Class III (Modified Material Requirements) || Use when additional stability is needed for erosion and/or lack of stability of Shaping Slopes Class III with steep in-slopes. || NJSP-20-03B || 9/4/2024 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1527.docx NJSP1527] || Shoulder Grading || || NJSP-15-27A || 1/27/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0605.docx JSP0605] || Slurry and Residue Produced During Surface Treatment of PCCP and Bridge Decks || This provision should be used where diamond grinding or any other surface treatment that would produce slurry residue is specified. Any questions regarding the use of this provision should be directed to the Design Division - Environmental Section. || JSP-06-05A || 1/23/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0707.docx JSP0707] || Snowplowable Raised Pavement Marker Rehabilitation or Removal || This provision should be use when maintenance of SRPMs is included in a project. || JSP-07-07 || 8/7/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2107.docx JSP2107] || Special Consideration of Change Orders and Value Engineering || Use this provision when increased Federal Share has been approved by FHWA for an innovative technology or practice. || JSP-21-07 || 6/21/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1506.docx JSP1506] || Standard Alternate Technical Concepts || To be used on projects using the Standard ATC process which allows prequalified contractors to bid contractor specific bid items through the approval process. || JSP-15-06 || 5/26/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1801.docx JSP1801] || Supplemental Revisions || This provision is required in all contracts. || JSP-18-01DD || 9/30/2024 || 10/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1528.docx NJSP1528] || Surface Sealing Treatment || May be used on mainline pavement with an existing chip seal surface, on centerline joints, and on shoulder areas. This rescinds earlier guidance. </br> Use with pay item 4099905, surface sealing treatment. || NJSP-15-28 || 2/22/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1304.docx JSP1304] || Temporary Long Term Rumble Strips || Required when temporary long-term rumble strips are used on a project. Provides information for construction requirements, material information and basis of payment when using long term rumble strips on construction projects. || JSP-13-04C || 5/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0705.docx JSP0705] || Tree Clearing Restriction * || * Limited Use. Design Division - Environmental Section should be consulted prior to using this provision. || JSP-07-05C || 7/24/2024 || 11/01/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2304.docx JSP2304] || Truck Mounted Attenuator (TMA) for Stationary Activities || Use when requiring TMA for stationary work activity. (TMA for mobile operation, such as striping, is incidental.) || JSP-23-04 || 1/22/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0410.docx JSP0410] || Use of Crossovers and Truck Entrances || || JSP-04-10 || 4/24/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9326.docx JSP9326] || Utilities || || JSP-93-26F || 12/1/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2404.docx JSP2404] || Vegetative Barrier Pavement || This provision is used when installing new guard cable. || JSP-24-04 || 5/16/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2203.docx JSP2203] || Void Reducing Asphalt Membrane for Longitudinal Joints (VRAM) || Use when MoDOT wishes to enhance longitudinal joint performance. Contact Construction & Materials Division for additional information. || JSP-22-03A || 8/17/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1507.docx JSP1507] || Winter Months Requirements || To be used for overlay projects that span multiple construction seasons. Developed for the CLC program. || JSP-15-07A || 4/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1532.docx NJSP1532] || Work Zone Intelligent Transportation System || To be used on projects whenever Intelligent Transportation Systems (ITS) will be used. || NJSP-15-32A || 6/6/2023 || 8/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0206.docx JSP0206] || Work Zone Traffic Management || This provision is required on all projects and must be provision "C" in the set of provisions. || JSP-02-06N || 4/19/2023 || 7/1/2023
|}

=== ===
<div id="JSP-LPA"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | LPA
|-
! Name !! JSP Title !! Explanatory Notes || Current Version !! Revision Date !! Effective Letting
|-
| [https://epg.modot.org/forms/JSP/LPA1501.docx LPA1501] || Acceptance of Precast Concrete Members and Panels || || LPA-15-01A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1502.docx LPA1502] || Acceptance of Structural Steel || || LPA-15-02A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1507.docx LPA1507] || ADA Compliance and Final Acceptance of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || LPA-15-07B || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1503.docx LPA1503] || Add Alternates || || LPA-15-03A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1504.docx LPA1504] || Alternates For Pavements || || LPA-15-04A ||10/30/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1509.docx LPA1509] || Liquidated Damages For Winter Months || || LPA-15-09A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1510.docx LPA1510] || Liquidated Damages Specified for Entrance Closures || || LPA-15-10A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1508.doc LPA1508] || Liquidated Damages Specified for Final Closeout Documentation (Final Payment Documents) || || LPA-15-08 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1808.docx LPA1808] || LPA Buy America Requirements || || LPA-18-08A || 2/10/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA2301.docx LPA2301] || LPA Buy America Requirements Non-Iron and Steel || || LPA-23-01 || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1511.docx LPA1511] || Optional Pavements || || LPA-15-11A || 10/30/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1513.docx LPA1513] || Utilities || || LPA-15-13A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1512.doc LPA1512] || Work Zone Traffic Management Plan (Traffic Control) || || LPA-15-12 ||
|}
=== ===
<div id="JSP-Packages"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | JSP Packages
|-
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_ASPHALT_2024.docx JOC_ASPHALT_2024] || Asphalt Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_ASPHALT_2024 || 9/12/2024 || 12/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_BRIDGE_2024.docx JOC_BRIDGE_2024] || Bridge Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_BRIDGE_2024 || 9/12/2024 || 12/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/CLC_Book_Job_JSPs.docx CLC Book Job JSPs] || CLC Book Job JSPs || Use this JSP package when submitting FY 2025 CLC Book Job projects without plans. || CLC_Book_Job_JSPs_FY2025 || 9/12/2024 || 12/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/CLC_JSPs.docx CLC_JSPs] || CLC JSP Package || Use this JSP package on FY 2025 CLC projects. || CLC_JSPs_FY2025 || 9/12/2024 || 12/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_CONCRETE_2024.docx JOC_CONCRETE_2024] || Concrete Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_CONCRETE_2024 || 9/12/2024 || 12/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_FENCE_2024.docx JOC_FENCE_2024] || Fence Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_FENCE_2024 || 9/12/2024 || 12/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_GUARD_CABLE_2024.docx JOC_GUARD_CABLE_2024] || Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARD_CABLE_2024 || 9/12/2024 || 12/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024.docx JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024] || Guardrail and Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_GUARD_CABLE_2024 || 9/12/2024 || 12/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_GUARDRAIL_2024.docx JOC_GUARDRAIL_2024] || Guardrail Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_2024 || 9/12/2024 || 12/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/Seal_Coat_Book_Job_JSPs.docx Seal_Coat_Book_Job_JSPs] || Seal Coat Book Job JSP Package || Use this JSP package when submitting FY 2025 Seal Coat Book Job projects without plans. || Seal_Coat_Book_Job_JSPs_FY2025 || 9/12/2024 || 12/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/Seal_Coat_JSPs.docx Seal_Coat_JSPs] || Seal Coat JSP Package || Use this JSP package with all FY 2025 Seal Coat projects. || Seal_Coat_JSPs_FY2025 || 9/12/2024 || 12/1/2024
|}

903.17 Delineation and Object Markers

2024-09-26T20:30:23Z

Legged1: /* 903.17.4 Object Markers for Obstructions Adjacent to the Roadway (MUTCD Section 2C.65) */ Clarification per HST email

[[image:903.15.1 Channel Post Delineator.jpg|right|250px|thumb|<center>'''Channel Post Delineator'''</center>]]
==903.17.1 Delineators==

'''Support.''' Refer to [https://www.modot.org/media/16921 Standard Plan 903.03] for delineator placement and use. Refer to [[620.5 Delineators (MUTCD Chapter 3F)|EPG 620.5]] for more information on delineators.

Delineators are placed on all divided highways, expressways, non-interstate freeways and interchanges. It is not necessary to spot each delineator on the sign location plan, unless the geometrics are unusual, and placement is not readily apparent when referencing the standard plans. Totals are estimated and shown on [https://www.modot.org/d-sheets Form D-29].

==903.17.2 Object Marker Design and Placement Height ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.63)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:903.18.2 OM22a.jpg|center|60px|thumb|<center>'''OM2-2'''</center>]]||[[image:903.18.2 OM43 2015a.jpg|center|80px|thumb|<center>'''OM4-3'''</center>]]
|}

Object markers are used to mark obstructions within or adjacent to the roadway. They are normally mounted 4 ft. above the travelway to the bottom of the sign.

Type 1, 2 and 3 object markers are used to mark obstructions within or adjacent to the roadway. Type 4 object markers are used to mark the end of a roadway.

'''Standard.''' When used, object markers shall not have a border and shall consist of:

:Type 1 – an 18 in. x 18 in. diamond-shape consisting of an all-yellow retroreflective sign (OM1-3).

:Type 2 – a 6 in. x 12 in. rectangle shape consisting of an all-yellow retroreflective sign (OM2-2) installed in a horizontal or vertical orientation.

:Type 3 – a 12 in. x 36 in. vertical rectangle shape consisting of a yellow retroreflective sign with black stripes (OM3-L or OM3-R) with alternating black and retroreflective yellow stripes sloping downward at an angle of 45 degrees. The minimum width of the yellow and black stripes shall be 3 inches.

:Type 4 – an 18 in. x 18 in. diamond-shape consisting of an all-red retroreflective sign (OM4-3).

'''Support.''' Type 3 object markers with stripes that begin at the upper right side and slope downward to the lower left side are designated as right object markers (OM3-R). Object markers with stripes that begin at the upper left side and slope downward to the lower right side are designated as left object markers (OM3-L).

'''Guidance.''' When used for marking obstructions within the roadway or obstructions that are 8 ft. or less from the shoulder or curb, the minimum mounting height, measured from the bottom of the object marker to the elevation of the near edge of the traveled way, should be 4 feet.

Object markers should not present a vertical or horizontal clearance obstacle for pedestrians.

'''Option.''' When object markers or markings are applied to an obstruction that by its nature requires a lower or higher mounting, the vertical mounting height may vary according to need. See [[media:903.17.4.1.jpg|Fig. 903.17.4.1]] for an example of lowered mounting height.

==903.17.3 Object Markers for Obstructions Within the Roadway ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.64)==

{| style="margin: 1em auto 1em auto"
|-
|[[image:903.18.3 OM1-1.jpg|center|80px|thumb|<center>'''OM1-3'''</center>]]||[[image:903.18.3 OM3L 2015a.jpg|center|60px|thumb|<center>'''OM3-L'''</center>]]||[[image:903.18.3 OM1-3R.jpg|center|60px|thumb|<center>'''OM3-R'''</center>]]
|}

'''Standard.''' Obstructions within the roadway shall be marked with a Type 1 or Type 3 object marker. In addition to markers on the face of the obstruction, warning of approach to the obstruction shall be given by appropriate pavement markings.

'''Option.''' To provide additional emphasis, a Type 1 or Type 3 object marker may be installed at or near the approach end of a median island.

To provide additional emphasis, large surfaces such as bridge piers may be painted with diagonal stripes, 12 in. or wider, similar in design to the Type 3 object marker.

'''Standard.''' The alternating black and retroreflective yellow stripes (OM3-L, OM3-R) shall be sloped down at an angle of 45 degrees toward the side on which traffic is to pass the obstruction.

'''Option.''' Appropriate signs directing traffic to one or both sides of the obstruction may be used instead of the object marker.

==903.17.4 Object Markers for Obstructions Adjacent to the Roadway ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.65)==

{| style="margin: 1em auto 1em auto"
|-
|[[image:903.18.4 OM2-1.jpg|center|70px|thumb|<center>'''OM2-2'''</center>]]||[[image:903.18.4 OM3L.jpg|center|60px|thumb|<center>'''OM3-L'''</center>]]||[[image:903.18.4 OM3R.jpg|center|60px|thumb|<center>'''OM3-R'''</center>]]
|}

'''Support.''' Obstructions not actually within the roadway are sometimes so close to the edge of the road that they need a marker. These include underpass piers, bridge abutments, handrails, ends of traffic barriers, utility poles, and culvert headwalls. In other cases there might not be a physical object involved, but other roadside conditions exist, such as narrow shoulders, drop-offs, gores, small islands, and abrupt changes in the roadway alignment, that might make it undesirable for a road user to leave the roadway, and therefore would create a need for a marker.

'''Standard.''' Type 3 object markers shall be used to mark all obstructions within 3 feet of the edge of the travel lane or edge of the shoulder when shoulders are present (paved or aggregate). Type 3 object markers are not used to mark obstructions located beyond 8 feet of the edge of the travel lane or edge of the shoulder. See Fig. 903.17.4.1 and Fig. 903.17.4.2 for standard applications of Type 3 object markers.

'''Option.''' Type 3 object markers may be used to mark obstructions located within 3 feet to 8 feet of the edge of the travel lane or edge of the shoulder based on engineering judgment.

[[image:903.17.4.1.jpg|center|800px]]

[[image:903.17.4.2.jpg|center|800px]]

'''Standard.''' If a Type 2 or Type 3 object marker is used to mark an obstruction adjacent to the roadway, the edge of the object marker that is closest to the road user shall be installed in line with the closest edge of the obstruction.

Where Type 3 object markers are applied to the approach ends of guardrail and other roadside appurtenances, sheeting without a substrate shall be directly affixed to the approach end of the guardrail in a rectangular shape conforming to the size of the approach end of the guardrail with alternating black and retroreflective yellow stripes sloping downward at an angle of 45 degrees toward the side of the obstruction on which traffic is to pass.

Type 1 and Type 4 object markers shall not be used to mark obstructions adjacent to the roadway.

'''Guidance.''' Standard warning signs should also be used where applicable.

==903.17.5 Object Markers for Ends of Roadways ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.66)==

[[image:903.18.5 OM4-1.jpg|center|80px|thumb|<center>'''OM4-3'''</center>]]

'''Support.''' The Type 4 object marker is used to warn and alert road users of the end of a roadway in other than construction or maintenance areas.

'''Standard.''' If object markers are used to mark the end of a roadway, four Type 4 object marker shall be used. See [https://www.modot.org/media/16921 Standard Plan 903.03] for installation details.

'''Option.''' The Type 4 object marker may be used in instances where there are no alternate vehicular paths.

'''Standard.''' The minimum mounting height, measured vertically from the bottom of a Type 4 object marker to the elevation of the near edge of the traveled way, shall be 4 feet.

'''Guidance.''' Appropriate advance warning signs should be used.

[[Category:903 Highway Signing]]

903.17 Delineation and Object Markers

2024-09-26T20:29:26Z

Legged1: /* 903.17.2 Object Marker Design and Placement Height (MUTCD Section 2C.63) */ Clarification per HST email

[[image:903.15.1 Channel Post Delineator.jpg|right|250px|thumb|<center>'''Channel Post Delineator'''</center>]]
==903.17.1 Delineators==

'''Support.''' Refer to [https://www.modot.org/media/16921 Standard Plan 903.03] for delineator placement and use. Refer to [[620.5 Delineators (MUTCD Chapter 3F)|EPG 620.5]] for more information on delineators.

Delineators are placed on all divided highways, expressways, non-interstate freeways and interchanges. It is not necessary to spot each delineator on the sign location plan, unless the geometrics are unusual, and placement is not readily apparent when referencing the standard plans. Totals are estimated and shown on [https://www.modot.org/d-sheets Form D-29].

==903.17.2 Object Marker Design and Placement Height ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.63)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:903.18.2 OM22a.jpg|center|60px|thumb|<center>'''OM2-2'''</center>]]||[[image:903.18.2 OM43 2015a.jpg|center|80px|thumb|<center>'''OM4-3'''</center>]]
|}

Object markers are used to mark obstructions within or adjacent to the roadway. They are normally mounted 4 ft. above the travelway to the bottom of the sign.

Type 1, 2 and 3 object markers are used to mark obstructions within or adjacent to the roadway. Type 4 object markers are used to mark the end of a roadway.

'''Standard.''' When used, object markers shall not have a border and shall consist of:

:Type 1 – an 18 in. x 18 in. diamond-shape consisting of an all-yellow retroreflective sign (OM1-3).

:Type 2 – a 6 in. x 12 in. rectangle shape consisting of an all-yellow retroreflective sign (OM2-2) installed in a horizontal or vertical orientation.

:Type 3 – a 12 in. x 36 in. vertical rectangle shape consisting of a yellow retroreflective sign with black stripes (OM3-L or OM3-R) with alternating black and retroreflective yellow stripes sloping downward at an angle of 45 degrees. The minimum width of the yellow and black stripes shall be 3 inches.

:Type 4 – an 18 in. x 18 in. diamond-shape consisting of an all-red retroreflective sign (OM4-3).

'''Support.''' Type 3 object markers with stripes that begin at the upper right side and slope downward to the lower left side are designated as right object markers (OM3-R). Object markers with stripes that begin at the upper left side and slope downward to the lower right side are designated as left object markers (OM3-L).

'''Guidance.''' When used for marking obstructions within the roadway or obstructions that are 8 ft. or less from the shoulder or curb, the minimum mounting height, measured from the bottom of the object marker to the elevation of the near edge of the traveled way, should be 4 feet.

Object markers should not present a vertical or horizontal clearance obstacle for pedestrians.

'''Option.''' When object markers or markings are applied to an obstruction that by its nature requires a lower or higher mounting, the vertical mounting height may vary according to need. See [[media:903.17.4.1.jpg|Fig. 903.17.4.1]] for an example of lowered mounting height.

==903.17.3 Object Markers for Obstructions Within the Roadway ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.64)==

{| style="margin: 1em auto 1em auto"
|-
|[[image:903.18.3 OM1-1.jpg|center|80px|thumb|<center>'''OM1-3'''</center>]]||[[image:903.18.3 OM3L 2015a.jpg|center|60px|thumb|<center>'''OM3-L'''</center>]]||[[image:903.18.3 OM1-3R.jpg|center|60px|thumb|<center>'''OM3-R'''</center>]]
|}

'''Standard.''' Obstructions within the roadway shall be marked with a Type 1 or Type 3 object marker. In addition to markers on the face of the obstruction, warning of approach to the obstruction shall be given by appropriate pavement markings.

'''Option.''' To provide additional emphasis, a Type 1 or Type 3 object marker may be installed at or near the approach end of a median island.

To provide additional emphasis, large surfaces such as bridge piers may be painted with diagonal stripes, 12 in. or wider, similar in design to the Type 3 object marker.

'''Standard.''' The alternating black and retroreflective yellow stripes (OM3-L, OM3-R) shall be sloped down at an angle of 45 degrees toward the side on which traffic is to pass the obstruction.

'''Option.''' Appropriate signs directing traffic to one or both sides of the obstruction may be used instead of the object marker.

==903.17.4 Object Markers for Obstructions Adjacent to the Roadway ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.65)==

{| style="margin: 1em auto 1em auto"
|-
|[[image:903.18.4 OM2-1.jpg|center|70px|thumb|<center>'''OM2-2'''</center>]]||[[image:903.18.4 OM3L.jpg|center|60px|thumb|<center>'''OM3-L'''</center>]]||[[image:903.18.4 OM3R.jpg|center|60px|thumb|<center>'''OM3-R'''</center>]]
|}

'''Support.''' Obstructions not actually within the roadway are sometimes so close to the edge of the road that they need a marker. These include underpass piers, bridge abutments, handrails, ends of traffic barriers, utility poles, and culvert headwalls. In other cases there might not be a physical object involved, but other roadside conditions exist, such as narrow shoulders, drop-offs, gores, small islands, and abrupt changes in the roadway alignment, that might make it undesirable for a road user to leave the roadway, and therefore would create a need for a marker.

'''Standard.''' Type 3 object markers shall be used to mark all obstructions within 3 feet of the edge of the travel lane or edge of the edge of the shoulder when shoulders are present (paved or aggregate). Type 3 object markers are not used to mark obstructions located beyond 8 feet of the edge of the travel lane or edge of the edge of the shoulder. See Fig. 903.17.4.1 and Fig. 903.17.4.2 for standard applications of Type 3 object markers.

'''Option.''' Type 3 object markers may be used to mark obstructions located within 3 feet to 8 feet of the edge of the travel lane or edge of the edge of the shoulder based on engineering judgment.

[[image:903.17.4.1.jpg|center|800px]]

[[image:903.17.4.2.jpg|center|800px]]

'''Standard.''' If a Type 2 or Type 3 object marker is used to mark an obstruction adjacent to the roadway, the edge of the object marker that is closest to the road user shall be installed in line with the closest edge of the obstruction.

Where Type 3 object markers are applied to the approach ends of guardrail and other roadside appurtenances, sheeting without a substrate shall be directly affixed to the approach end of the guardrail in a rectangular shape conforming to the size of the approach end of the guardrail with alternating black and retroreflective yellow stripes sloping downward at an angle of 45 degrees toward the side of the obstruction on which traffic is to pass.

Type 1 and Type 4 object markers shall not be used to mark obstructions adjacent to the roadway.

'''Guidance.''' Standard warning signs should also be used where applicable.

==903.17.5 Object Markers for Ends of Roadways ([https://mutcd.fhwa.dot.gov/ MUTCD] Section 2C.66)==

[[image:903.18.5 OM4-1.jpg|center|80px|thumb|<center>'''OM4-3'''</center>]]

'''Support.''' The Type 4 object marker is used to warn and alert road users of the end of a roadway in other than construction or maintenance areas.

'''Standard.''' If object markers are used to mark the end of a roadway, four Type 4 object marker shall be used. See [https://www.modot.org/media/16921 Standard Plan 903.03] for installation details.

'''Option.''' The Type 4 object marker may be used in instances where there are no alternate vehicular paths.

'''Standard.''' The minimum mounting height, measured vertically from the bottom of a Type 4 object marker to the elevation of the near edge of the traveled way, shall be 4 feet.

'''Guidance.''' Appropriate advance warning signs should be used.

[[Category:903 Highway Signing]]

Job Special Provisions

2024-09-04T20:48:08Z

Legged1: NJSP2003 - clarified drafter's note to use misc. pay item.

<div id="JSP-Provision"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | Provision
|-
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP-Formatting-Guide.docx JSP Formatting Guide] || _Roadway Job Special Provision Formatting Instructions || This format is to be used by all when writing provisions in order to create uniformity in project proposals. || JSP_Format_Guide || 4/3/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP_Roadway_Template.docx JSP_Roadway_Template] || _Roadway Job Special Provision Template || This template is to be used for Roadway Job Special Provisions. Choose the appropriate signature block and provide the necessary provisions according to the template provided. || Template || 7/10/2024 || 9/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2302.docx JSP2302] || 4-Inch Square Steel Sign Post || Use this provision to specify the details for a 4-inch square post which may be used to install single post exit gore signs, flat sheet signs 48” wide ranging in height from 60” to 96”, and community wayfinding signs at locations shown on the plans. || JSP-23-02 || 9/13/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9314.docx JSP9314] || Accelerating the Completion of Closure Work (Incentive/Disincentive Clause) || This provision is commonly known as A+B bidding. || JSP-93-14C || 12/5/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1001.docx JSP1001] || ADA Compliance and Final Acceptance Of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || JSP-10-01C || 1/23/2023 || 3/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2301.docx JSP2301] || ADA Material Testing Frequency Modifications || This provision may be used on ADA corridor projects to reduce the testing requirements due to the limited material quantities associated with sidewalk improvements. || JSP-23-01 || 8/16/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1203.docx JSP1203] || Add Alternate Section (Per Project) || || JSP-12-03A || 7/14/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1602.docx JSP1602] || Adjusting Guardrail || For minor routes only. This provision is to be used when the substandard height guardrail will be raised to a minimum of 27 3/4". Repair of guardrail should be addressed with separate pay items. || JSP-16-02A || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1509.docx JSP1509] || Airport Requirements || This provision is for use on projects near a public use airport or heliport or is more than 200 feet above existing ground level. || JSP-15-09 || 7/9/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9604.docx JSP9604] || Alternate for Pavements || This provision should be used for projects with 7,500 SY of continuous full depth pavement or 14,000 SY of full depth pavement at various locations. || JSP-96-04G || 1/4/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0905.docx JSP0905] || Alternates for Slab Stabilization || This provision should be used when slab stabilization operations are included in the contract to define the bidding requirements of the different materials for this type of work. || JSP-09-05 || 10/21/2009 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2401.docx JSP2401] || Balanced Mix Design Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-24-01 || 3/18/2024 || 05/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9327.docx JSP9327] || Changeable Message Sign (Commission Furnished) || || JSP-93-27 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1805.docx NJSP1805] || Class VI Riprap * || * Limited Use. This provision is a revised Spec to better align with the need we have when rock much larger than the Rock Blanket Spec is needed. Contact Bridge Division & Construction and Materials Division prior to use. || NJSP-18-05B || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2102.docx NJSP2102] || Clean Water Act Section 404 Permit Requirements * || * Limited Use. For use by Design Division - Environmental Section only, as they will add this provision to the RES for required projects. || NJSP-21-02 || 1/15/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0415.docx JSP0415] || Concrete Planing || This provision is to be used when concrete planing is specified. </br> If there are questions on whether concrete planing should be included on a specific project, Construction and Materials Division should be consulted. || JSP-04-15 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1301.docx JSP1301] || Contract Liquidated Damages || This JSP is required on all projects except Job Order Contracts and must be JSP B in the set of JSPs. || JSP-13-01D || 4/9/2024 || 6/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0106.docx JSP0106] || Contractor Furnished/Commission Retained Temporary Type F Concrete Traffic Barrier || This provision should only be used when the district decides to retain contractor furnished barrier sections. If the district does not specifically intend to retain barrier sections, Sec 617 of the standard specifications covers Concrete Traffic Barrier. || JSP-01-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1542.docx NJSP1542] || Contractor Quality Control || This provision is required on all projects EXCEPT for JOCs and projects with Quality Management provision. || NJSP-15-42 || 4/20/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1521.docx NJSP1521] || Contractor Quality Control For Plant Mix Bituminous Surface Leveling || Required when project includes bid item 402-05.20 - Bituminous Pavement Mixture PG64-22 (Surface Leveling). QM or QC provisions are required when other types of asphalt or concrete paving are in a project. || NJSP-15-21A || 10/6/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2405.docx JSP2405] || DBE Prompt Payment Reporting || This provision is required on all federally funded contracts. || JSP-24-05 || 8/19/2024 || 01/01/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9908.docx JSP9908] || Demolition and Removal Contract || Must be included in demolition and removal contracts when MoDOT doesn't have possession of all parcels or an asbestos survey are not completed on all structures, prior to letting. NTP must be issued. || JSP-99-08 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1505.docx JSP1505] || Disposition of Existing Signal/Lighting and Network Equipment || To be used when signal/lighting or communication is to be removed by the contractor and retained by the commission. || JSP-15-05A || 5/1/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9706.docx JSP9706] || Division 100 Revisions for Complex Projects || This provision is used on complex projects and those with major bridge work as determined by the State Design Engineer. Per 105.16 and 108.4 additional detail documentation is required. A+B Bidding (JSP-93-14) should not be used with this provision. || JSP-97-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1607.docx JSP1607] || Dynamic Late Merge Sysytem (Zipper Merge) || || JSP-16-07A || 12/10/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1905.docx NJSP1905] || Electronic Ticketing * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-05B || 4/9/2020 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9011.docx JSP9011] || Emergency Provisions and Incident Management || This provision is required on all projects and provides contact information for the local law enforcement and fire departments. || JSP-90-11A || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2201.docx NJSP2201] || Full Depth Reclamation * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-22-01A || 3/14/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0902.docx JSP0902] || General - Federal || This provision is required in all federally funded contracts. || JSP-09-02K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0903.docx JSP0903] || General - State || This provision is required in all state funded contracts. || JSP-09-03K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0904.docx JSP0904] || General - State Non-Prevailing Wages || Use this provision on any state funded non-construction project. || JSP-09-04K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0401.docx JSP0401] || Geosynthetic Interlayer Specification for Highway Applications * || *Limited use. Only as Approved by Construction and Materials Division. </br> The Geosynthetic Interlayer Specification is designed to provide a moisture barrier/stress relieving membrane to be placed beneath a hot-mix asphalt (HMA) Overlay. || JSP-04-01 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9709.docx JSP9709] || Geosynthetic Reinforced Soil Slope System || || JSP-97-09 || 5/20/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1702.docx JSP1702] || Guardrail Grading Requirements || This provision is for use on projects that require grading for guardrail and end treatment replacements. || JSP-17-02B || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2202.docx JSP2202] || Guardrail Posts in Concrete || Use this provision when guardrail posts are installed or removed from concrete pavement or drain basins. || JSP-22-02B || 5/18/2023 || 7/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1513.docx NJSP1513] || High Friction Surface Treatment || || NJSP-15-13B || 9/22/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9704.docx JSP9704] || High Performance Concrete for Precast Bridge Units || || JSP-97-04 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2403.docx JSP2403] || High-Tension Guard Cable Barrier || (Previous JSP-06-07) - This provision should be used when high-tension guard cable is specified. || JSP-24-03 || 5/16/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1903.docx NJSP1903] || Hot Applied Seal Coat * || *Limited use. Requires approval from by Construction and Materials Division || NJSP-19-03 || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0202.docx JSP0202] || Hot-Mix Asphalt Overlay on Rubblized Concrete * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-02-02 || 10/9/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP8901.docx JSP8901] || Johnson Grass Control || || JSP-89-01 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1503.docx JSP1503] || Law Enforcement In The Workzone || For use on projects which will include workzone enforcement. || JSP-15-03 || 3/17/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0305.docx JSP0305] || Liquidated Damages / Liquidated Savings Specified || This provision is for use to motivate the contractor to complete the work in a specific time frame as set up by the District. The description of the work should be complete and directly related to the Damage/Savings amount set up. || JSP-03-05B || 7/10/2024 || 10/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0417.docx JSP0417] || Liquidated Damages for Winter Months || This provision should be used on projects where the primary work can be performed during the winter months, such as bridge construction. || JSP-04-17A || 4/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9328.docx JSP9328] || Liquidated Damages Specified || This provision should be used when there is milestone date that must be met such as opening the road to traffic before a special event in the area. || JSP-93-28A || 7/10/2024 || 10/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0306.docx JSP0306] || Liquidated Savings Specified || For use to motivate the contractor to complete the work in a specific time frame as set up by the District. Ensure that the description of the work in question is complete as possible and directly related to the Damage/Savings amount set up. || JSP-03-06A || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2101.docx NJSP2101] || Low Type Asphalt Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-21-01A || 7/26/2022 || 9/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2201.docx JSP2201] || Lump Sum Temporary Traffic Control || This provision allows qualifying temporary traffic control devices to be lumped together. || JSP-22-01A || 7/19/2023 || 10/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1704.docx NJSP1704] || Macrotexture Surface for Ultrathin Bonded Asphalt Wearing Surface Requirement * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-04A || 11/17/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0413.docx JSP0413] || Masonry Construction || || JSP-04-13 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1539.docx NJSP1539] || Modified Bituminous Pavement Mixture (BP-2) || Allows districts to use modify BP-2 gradation to be laid thinner than 1.5 or 2" || NJSP-15-39A || 9/23/2022 || 1/1/23
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1511.docx NJSP1511] || Modified Bonded Asphaltic Concrete Pavement * || * Limited Use. Requires approval from Construction and Materials prior to use. || NJSP-15-11C || 11/12/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1806.docx JSP1806] || MoDOT Retained Guardrail || Use this provision when MoDOT wishes to retain guardrail that is being removed. || JSP-18-06 || 6/12/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1517.docx NJSP1517] || MoDOT’S Construction Workforce Program || Required for all projects that are assigned a OJT goal. || JSP-15-17A || 8/19/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0011.docx JSP0011] || Mowing || Use this provision on projects requiring significant mowing during construction. District Maintenance should identify projects, mowing locations and No. of mowings. If only for specific areas, those areas need to be identified in the special provision. || JSP-00-11 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2202.docx NJSP2202] || Multi-Year, Multi-Location Project || This provision should only be used in proposals that have one Job Number for multiple overlay routes (locations) and the completion date is such that work is allowed to carry over into a second calendar year. || NJSP-22-02 || 4/20/2022 || 6/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0004.docx JSP0004] || NEMA TS2 Traffic Controller Assemblies || This provision is to be used only in special conditions after consulting with District Traffic and as directed or approved by General Headquarters. || JSP-00-04A || 5/24/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2105.docx NJSP2105] || No Open Burning || This provision should be used when open burning is prohibited. || NJSP-21-05 || 6/9/2021 ||
|-
| [https://epg.modot.org/forms/JSP/JSP2402.docx NJSP2402] || Non-Tracking Tack || This provision may be used on roadways located within an urban area where tracking from the tack coat operation would lead to aesthetic damage to the surrounding commercial driveways and parking lots. || JSP-24-02 || 3/20/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1802.docx JSP1802] || Notice to Bidders of Funding by Third Party || This provision is required on any project with funding provided by others. || JSP-18-02A || 5/21/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9819.docx JSP9819] || Notice to Bidders of Third Party Concurrence in Award || This provision is required on any project with funding provided by others in which they have the right by agreement to concur in the award of the contract. || JSP-98-19 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0407.docx JSP0407] || Office for the Engineer || This provision resulted from implementation of the Performance Specifications. Was Sec 615 of the specs. || JSP-04-07 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1518.docx NJSP1518] || Optional Grading Concepts || || NJSP-15-18 || 3/20/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0606.docx JSP0606] || Optional Pavements || This provision should be used for projects which do not meet the criteria for Alt Pavements, specifically those with less than 7,500 SY of continuous full depth pavement or less than 14,000 SY of full depth pavement at various locations. || JSP-06-06H || 9/23/2022 || 1/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1303.docx JSP1303] || Optional Shoulder || Use this provision on shouldering projects that will allow for a concrete option when bituminous asphalt is specified. || JSP-13-03A || 9/29/2022 || 1/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1533.docx NJSP1533] || Optional Surface Treatment Prior to Asphalt Overlay * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-33D || 3/28/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1807.docx NJSP1807] || Optional Temporary Pavement Marking Paint || Use this provision and pay item with all overlay projects that have more than five (5) centerline miles of pavement requiring High Build Waterborne paint AND has a contract completion date of November 1 or later. || NJSP-18-07F || 5/13/2024 || 8/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0709.docx JSP0709] || Optional Traffic Signal Detectors || To be used when Optional Traffic Signal Detectors are specified. || JSP-07-09 || 1/3/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0409.docx JSP0409] || Overhead Lighting of Signs || When lighting of overhead signs is required on a project, the following information along with special sheet “ Sign Lighting – Lighting Support Bracket” shall be inserted in the contract documents. || JSP-04-09 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1901.docx NJSP1901] || Partial Depth Concrete Pavement Repair Using Hot Applied Polymer Modified Repair Material *|| * Limited Use. Requires approval by Construction and Materials Division prior to use. || NJSP-19-01B || 1/25/2024 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1705.docx NJSP1705] || Pavement Smoothness for UBAWS * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-05A || 4/23/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1540.docx NJSP1540] || Permanent Aggregate Edge Treatment || May be used when treatment along the edge of a pavement or shoulder is included in an overlay project. Sec 2.1 is only for areas prone to washout. When 2.1 is used, pay item and quantity for 413-40.00, Bituminous Fog Seal, per gallon must be included. || NJSP-15-40B || 2/3/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0408.docx JSP0408] || Placing State Owned Pipe || This provision resulted from implementation of the Performance Specifications. Was Sec 729 of the specs. || JSP-04-08 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1904.docx NJSP1904] || Polyester Polymer Concrete Overlay * ||* Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-04 || 9/13/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1601.docx JSP1601] || Post-Award Value Engineering Change Proposal Workshop * || * Limited use. Requires approval from Design Division prior to use. || JSP-16-01 || 1/8/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0406.docx JSP0406] || Powder Coating * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-04-06 || 10/9/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9605.docx JSP9605] || Project Contact for Contractor/Bidder Questions || This provision is required on all projects. || JSP-96-05 || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0708.docx JSP0708] || Protective Surface Treatment for Concrete - Penetrating Sealers * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-07-08B || 12/6/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1522.docx NJSP1522] || Quality Management || This provision is required on all projects identified as complex by the district. || NJSP-15-22 || 7/1/2014 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP2106] || Radar Speed Advisory System || This provision should be used when Radar Speed Advisory System is specified. || NJSP-21-06 || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2303.docx JSP2303] || Rapid Penetrating Emulsion * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-23-03 || 12/5/2023 || 03/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0210.docx JSP0210] || Rapid Set Concrete Patching Material - Horizontal Repair || Formerly JSP-02-01A renamed to follow JSP numbering formatting. || JSP-02-10 || 1/3/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0201.docx JSP0201] || Rapid Set Concrete Patching Material - Vertical and Overhead Repairs || || JSP-02-01|| 8/14/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1902.docx NJSP1902] || Rapid Strength Concrete for Pavement Repair * || *Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-02 || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1710.docx NJSP1710] || Red Signal Ahead Sign With LED Light || This provision should be used when placing a red signal ahead sign with an attached LED assembly. || NJSP-17-10A || 2/21/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1706.docx NJSP1706] || Reinforcing Fibers for Bituminous Pavement Material * || * Limited Use. Requires approval from Construction and Materials Division prior to use; ADSR Test Methods Document required with Electronic Deliverables. || NJSP-17-06C || 8/1/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1523.docx NJSP1523] || Rejuvenating Restorative Seal Treatment * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-23 || 2/1/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9806.docx JSP9806] || Relocation of Portable Traffic Signal System || || JSP-98-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1201.docx JSP1201] || Removal and Delivery of Existing Signs || Use this provision when any existing roadway signs are to be removed from the project. || JSP-12-01C || 8/1/2023 || 11/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1701.docx JSP1701] || Required Combination of Calls || This provision is used when required projects with separate funding (ie: state funded and federal funded projects) are to be combined. || JSP-17-01A || 6/13/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1606.docx NJSP1606] || Restrictions for Migratory Birds || Use of this provision should be coordinated with Design Division - Environmental Section. || NJSP-06-06A || 4/11/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1811.docx NJSP1811] || Rigid Geogrid Enhanced Aggregate or Rock Base * || * Limited Use. The intent of this provision is to use rigid geogrid with either a Type 5 or 7 Aggregate Base or with Rock Base (12” or 18”) as shown on the plans. Requires approval from Construction and Materials prior to use. || NJSP-18-11B || 3/12/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1508.docx JSP1508] || Seal Coat Completion of Work || To be used in Seal Coat projects which span multiple seasons. || JSP-15-08 || 6/26/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9705.docx JSP9705] || Section 404 Nationwide Permit Special Conditions || This provision is to be used with any Nationwide Permit when the Corps of Eng. District Engineer places special conditions on the use of the NW Permit. List any special conditions provided in the letter from the Corps authorizing use of the NW Permit. || JSP-97-05 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2003.docx NJSP2003] || Shaping Slopes Class III (Modified Material Requirements) || Use when additional stability is needed for erosion and/or lack of stability of Shaping Slopes Class III with steep in-slopes. || NJSP-20-03B || 9/4/2024 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1527.docx NJSP1527] || Shoulder Grading || || NJSP-15-27A || 1/27/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0605.docx JSP0605] || Slurry and Residue Produced During Surface Treatment of PCCP and Bridge Decks || This provision should be used where diamond grinding or any other surface treatment that would produce slurry residue is specified. Any questions regarding the use of this provision should be directed to the Design Division - Environmental Section. || JSP-06-05A || 1/23/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0707.docx JSP0707] || Snowplowable Raised Pavement Marker Rehabilitation or Removal || This provision should be use when maintenance of SRPMs is included in a project. || JSP-07-07 || 8/7/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2107.docx JSP2107] || Special Consideration of Change Orders and Value Engineering || Use this provision when increased Federal Share has been approved by FHWA for an innovative technology or practice. || JSP-21-07 || 6/21/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1506.docx JSP1506] || Standard Alternate Technical Concepts || To be used on projects using the Standard ATC process which allows prequalified contractors to bid contractor specific bid items through the approval process. || JSP-15-06 || 5/26/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1801.docx JSP1801] || Supplemental Revisions || This provision is required in all contracts. || JSP-18-01CC || 7/10/2024 || 9/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1528.docx NJSP1528] || Surface Sealing Treatment || May be used on mainline pavement with an existing chip seal surface, on centerline joints, and on shoulder areas. This rescinds earlier guidance. </br> Use with pay item 4099905, surface sealing treatment. || NJSP-15-28 || 2/22/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1304.docx JSP1304] || Temporary Long Term Rumble Strips || Required when temporary long-term rumble strips are used on a project. Provides information for construction requirements, material information and basis of payment when using long term rumble strips on construction projects. || JSP-13-04C || 5/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0705.docx JSP0705] || Tree Clearing Restriction * || * Limited Use. Design Division - Environmental Section should be consulted prior to using this provision. || JSP-07-05C || 7/24/2024 || 11/01/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2304.docx JSP2304] || Truck Mounted Attenuator (TMA) for Stationary Activities || Use when requiring TMA for stationary work activity. (TMA for mobile operation, such as striping, is incidental.) || JSP-23-04 || 1/22/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0410.docx JSP0410] || Use of Crossovers and Truck Entrances || || JSP-04-10 || 4/24/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9326.docx JSP9326] || Utilities || || JSP-93-26F || 12/1/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2404.docx JSP2404] || Vegetative Barrier Pavement || This provision is used when installing new guard cable. || JSP-24-04 || 5/16/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2203.docx JSP2203] || Void Reducing Asphalt Membrane for Longitudinal Joints (VRAM) || Use when MoDOT wishes to enhance longitudinal joint performance. Contact Construction & Materials Division for additional information. || JSP-22-03A || 8/17/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1507.docx JSP1507] || Winter Months Requirements || To be used for overlay projects that span multiple construction seasons. Developed for the CLC program. || JSP-15-07A || 4/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1532.docx NJSP1532] || Work Zone Intelligent Transportation System || To be used on projects whenever Intelligent Transportation Systems (ITS) will be used. || NJSP-15-32A || 6/6/2023 || 8/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0206.docx JSP0206] || Work Zone Traffic Management || This provision is required on all projects and must be provision "C" in the set of provisions. || JSP-02-06N || 4/19/2023 || 7/1/2023
|}

<div id="JSP-LPA"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | LPA
|-
! Name !! JSP Title !! Explanatory Notes || Current Version !! Revision Date !! Effective Letting
|-
| [https://epg.modot.org/forms/JSP/LPA1501.docx LPA1501] || Acceptance of Precast Concrete Members and Panels || || LPA-15-01A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1502.docx LPA1502] || Acceptance of Structural Steel || || LPA-15-02A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1507.docx LPA1507] || ADA Compliance and Final Acceptance of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || LPA-15-07B || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1503.docx LPA1503] || Add Alternates || || LPA-15-03A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1504.docx LPA1504] || Alternates For Pavements || || LPA-15-04A ||10/30/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1509.docx LPA1509] || Liquidated Damages For Winter Months || || LPA-15-09A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1510.docx LPA1510] || Liquidated Damages Specified for Entrance Closures || || LPA-15-10A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1508.doc LPA1508] || Liquidated Damages Specified for Final Closeout Documentation (Final Payment Documents) || || LPA-15-08 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1808.docx LPA1808] || LPA Buy America Requirements || || LPA-18-08A || 2/10/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA2301.docx LPA2301] || LPA Buy America Requirements Non-Iron and Steel || || LPA-23-01 || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1511.docx LPA1511] || Optional Pavements || || LPA-15-11A || 10/30/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1513.docx LPA1513] || Utilities || || LPA-15-13A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1512.doc LPA1512] || Work Zone Traffic Management Plan (Traffic Control) || || LPA-15-12 ||
|}

<div id="JSP-Packages"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | JSP Packages
|-
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting
|-
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_ASPHALT_2024.docx JOC_ASPHALT_2024] || Asphalt Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_ASPHALT_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_BRIDGE_2024.docx JOC_BRIDGE_2024] || Bridge Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_BRIDGE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/CLC_Book_Job_JSPs.docx CLC Book Job JSPs] || CLC Book Job JSPs || Use this JSP package when submitting FY 2025 CLC Book Job projects without plans. || CLC_Book_Job_JSPs_FY2025 || 5/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/CLC_JSPs.docx CLC_JSPs] || CLC JSP Package || Use this JSP package on FY 2025 CLC projects. || CLC_JSPs_FY2025 || 5/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_CONCRETE_2024.docx JOC_CONCRETE_2024] || Concrete Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_CONCRETE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_FENCE_2024.docx JOC_FENCE_2024] || Fence Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_FENCE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_GUARD_CABLE_2024.docx JOC_GUARD_CABLE_2024] || Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARD_CABLE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024.docx JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024] || Guardrail and Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_GUARD_CABLE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_GUARDRAIL_2024.docx JOC_GUARDRAIL_2024] || Guardrail Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/Seal_Coat_Book_Job_JSPs.docx Seal_Coat_Book_Job_JSPs] || Seal Coat Book Job JSP Package || Use this JSP package when submitting FY 2025 Seal Coat Book Job projects without plans. || Seal_Coat_Book_Job_JSPs_FY2025 || 5/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/Seal_Coat_JSPs.docx Seal_Coat_JSPs] || Seal Coat JSP Package || Use this JSP package with all FY 2025 Seal Coat projects. || Seal_Coat_JSPs_FY2025 || 5/22/2024 || 7/1/2024
|}

Job Special Provisions

2024-08-13T21:34:36Z

Legged1:

<div id="JSP-Provision"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | Provision
|-
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP-Formatting-Guide.docx JSP Formatting Guide] || _Roadway Job Special Provision Formatting Instructions || This format is to be used by all when writing provisions in order to create uniformity in project proposals. || JSP_Format_Guide || 4/3/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP_Roadway_Template.docx JSP_Roadway_Template] || _Roadway Job Special Provision Template || This template is to be used for Roadway Job Special Provisions. Choose the appropriate signature block and provide the necessary provisions according to the template provided. || Template || 7/10/2024 || 9/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2302.docx JSP2302] || 4-Inch Square Steel Sign Post || Use this provision to specify the details for a 4-inch square post which may be used to install single post exit gore signs, flat sheet signs 48” wide ranging in height from 60” to 96”, and community wayfinding signs at locations shown on the plans. || JSP-23-02 || 9/13/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9314.docx JSP9314] || Accelerating the Completion of Closure Work (Incentive/Disincentive Clause) || This provision is commonly known as A+B bidding. || JSP-93-14C || 12/5/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1001.docx JSP1001] || ADA Compliance and Final Acceptance Of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || JSP-10-01C || 1/23/2023 || 3/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2301.docx JSP2301] || ADA Material Testing Frequency Modifications || This provision may be used on ADA corridor projects to reduce the testing requirements due to the limited material quantities associated with sidewalk improvements. || JSP-23-01 || 8/16/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1203.docx JSP1203] || Add Alternate Section (Per Project) || || JSP-12-03A || 7/14/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1602.docx JSP1602] || Adjusting Guardrail || For minor routes only. This provision is to be used when the substandard height guardrail will be raised to a minimum of 27 3/4". Repair of guardrail should be addressed with separate pay items. || JSP-16-02A || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1509.docx JSP1509] || Airport Requirements || This provision is for use on projects near a public use airport or heliport or is more than 200 feet above existing ground level. || JSP-15-09 || 7/9/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9604.docx JSP9604] || Alternate for Pavements || This provision should be used for projects with 7,500 SY of continuous full depth pavement or 14,000 SY of full depth pavement at various locations. || JSP-96-04G || 1/4/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0905.docx JSP0905] || Alternates for Slab Stabilization || This provision should be used when slab stabilization operations are included in the contract to define the bidding requirements of the different materials for this type of work. || JSP-09-05 || 10/21/2009 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2401.docx JSP2401] || Balanced Mix Design Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-24-01 || 3/18/2024 || 05/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9327.docx JSP9327] || Changeable Message Sign (Commission Furnished) || || JSP-93-27 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1805.docx NJSP1805] || Class VI Riprap * || * Limited Use. This provision is a revised Spec to better align with the need we have when rock much larger than the Rock Blanket Spec is needed. Contact Bridge Division & Construction and Materials Division prior to use. || NJSP-18-05B || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2102.docx NJSP2102] || Clean Water Act Section 404 Permit Requirements * || * Limited Use. For use by Design Division - Environmental Section only, as they will add this provision to the RES for required projects. || NJSP-21-02 || 1/15/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0415.docx JSP0415] || Concrete Planing || This provision is to be used when concrete planing is specified. </br> If there are questions on whether concrete planing should be included on a specific project, Construction and Materials Division should be consulted. || JSP-04-15 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1301.docx JSP1301] || Contract Liquidated Damages || This JSP is required on all projects except Job Order Contracts and must be JSP B in the set of JSPs. || JSP-13-01D || 4/9/2024 || 6/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0106.docx JSP0106] || Contractor Furnished/Commission Retained Temporary Type F Concrete Traffic Barrier || This provision should only be used when the district decides to retain contractor furnished barrier sections. If the district does not specifically intend to retain barrier sections, Sec 617 of the standard specifications covers Concrete Traffic Barrier. || JSP-01-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1542.docx NJSP1542] || Contractor Quality Control || This provision is required on all projects EXCEPT for JOCs and projects with Quality Management provision. || NJSP-15-42 || 4/20/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1521.docx NJSP1521] || Contractor Quality Control For Plant Mix Bituminous Surface Leveling || Required when project includes bid item 402-05.20 - Bituminous Pavement Mixture PG64-22 (Surface Leveling). QM or QC provisions are required when other types of asphalt or concrete paving are in a project. || NJSP-15-21A || 10/6/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9908.docx JSP9908] || Demolition and Removal Contract || Must be included in demolition and removal contracts when MoDOT doesn't have possession of all parcels or an asbestos survey are not completed on all structures, prior to letting. NTP must be issued. || JSP-99-08 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1505.docx JSP1505] || Disposition of Existing Signal/Lighting and Network Equipment || To be used when signal/lighting or communication is to be removed by the contractor and retained by the commission. || JSP-15-05A || 5/1/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9706.docx JSP9706] || Division 100 Revisions for Complex Projects || This provision is used on complex projects and those with major bridge work as determined by the State Design Engineer. Per 105.16 and 108.4 additional detail documentation is required. A+B Bidding (JSP-93-14) should not be used with this provision. || JSP-97-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1607.docx JSP1607] || Dynamic Late Merge Sysytem (Zipper Merge) || || JSP-16-07A || 12/10/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1905.docx NJSP1905] || Electronic Ticketing * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-05B || 4/9/2020 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9011.docx JSP9011] || Emergency Provisions and Incident Management || This provision is required on all projects and provides contact information for the local law enforcement and fire departments. || JSP-90-11A || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2201.docx NJSP2201] || Full Depth Reclamation * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-22-01A || 3/14/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0902.docx JSP0902] || General - Federal || This provision is required in all federally funded contracts. || JSP-09-02K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0903.docx JSP0903] || General - State || This provision is required in all state funded contracts. || JSP-09-03K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0904.docx JSP0904] || General - State Non-Prevailing Wages || Use this provision on any state funded non-construction project. || JSP-09-04K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0401.docx JSP0401] || Geosynthetic Interlayer Specification for Highway Applications * || *Limited use. Only as Approved by Construction and Materials Division. </br> The Geosynthetic Interlayer Specification is designed to provide a moisture barrier/stress relieving membrane to be placed beneath a hot-mix asphalt (HMA) Overlay. || JSP-04-01 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9709.docx JSP9709] || Geosynthetic Reinforced Soil Slope System || || JSP-97-09 || 5/20/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1702.docx JSP1702] || Guardrail Grading Requirements || This provision is for use on projects that require grading for guardrail and end treatment replacements. || JSP-17-02B || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2202.docx JSP2202] || Guardrail Posts in Concrete || Use this provision when guardrail posts are installed or removed from concrete pavement or drain basins. || JSP-22-02B || 5/18/2023 || 7/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1513.docx NJSP1513] || High Friction Surface Treatment || || NJSP-15-13B || 9/22/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9704.docx JSP9704] || High Performance Concrete for Precast Bridge Units || || JSP-97-04 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2403.docx JSP2403] || High-Tension Guard Cable Barrier || (Previous JSP-06-07) - This provision should be used when high-tension guard cable is specified. || JSP-24-03 || 5/16/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1903.docx NJSP1903] || Hot Applied Seal Coat * || *Limited use. Requires approval from by Construction and Materials Division || NJSP-19-03 || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0202.docx JSP0202] || Hot-Mix Asphalt Overlay on Rubblized Concrete * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-02-02 || 10/9/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP8901.docx JSP8901] || Johnson Grass Control || || JSP-89-01 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1503.docx JSP1503] || Law Enforcement In The Workzone || For use on projects which will include workzone enforcement. || JSP-15-03 || 3/17/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0305.docx JSP0305] || Liquidated Damages / Liquidated Savings Specified || This provision is for use to motivate the contractor to complete the work in a specific time frame as set up by the District. The description of the work should be complete and directly related to the Damage/Savings amount set up. || JSP-03-05B || 7/10/2024 || 10/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0417.docx JSP0417] || Liquidated Damages for Winter Months || This provision should be used on projects where the primary work can be performed during the winter months, such as bridge construction. || JSP-04-17A || 4/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9328.docx JSP9328] || Liquidated Damages Specified || This provision should be used when there is milestone date that must be met such as opening the road to traffic before a special event in the area. || JSP-93-28A || 7/10/2024 || 10/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0306.docx JSP0306] || Liquidated Savings Specified || For use to motivate the contractor to complete the work in a specific time frame as set up by the District. Ensure that the description of the work in question is complete as possible and directly related to the Damage/Savings amount set up. || JSP-03-06A || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2101.docx NJSP2101] || Low Type Asphalt Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-21-01A || 7/26/2022 || 9/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2201.docx JSP2201] || Lump Sum Temporary Traffic Control || This provision allows qualifying temporary traffic control devices to be lumped together. || JSP-22-01A || 7/19/2023 || 10/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1704.docx NJSP1704] || Macrotexture Surface for Ultrathin Bonded Asphalt Wearing Surface Requirement * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-04A || 11/17/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0413.docx JSP0413] || Masonry Construction || || JSP-04-13 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1539.docx NJSP1539] || Modified Bituminous Pavement Mixture (BP-2) || Allows districts to use modify BP-2 gradation to be laid thinner than 1.5 or 2" || NJSP-15-39A || 9/23/2022 || 1/1/23
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1511.docx NJSP1511] || Modified Bonded Asphaltic Concrete Pavement * || * Limited Use. Requires approval from Construction and Materials prior to use. || NJSP-15-11C || 11/12/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1806.docx JSP1806] || MoDOT Retained Guardrail || Use this provision when MoDOT wishes to retain guardrail that is being removed. || JSP-18-06 || 6/12/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1517.docx NJSP1517] || MoDOT’S Construction Workforce Program || Required for all projects that are assigned a OJT goal. || JSP-15-17A || 8/19/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0011.docx JSP0011] || Mowing || Use this provision on projects requiring significant mowing during construction. District Maintenance should identify projects, mowing locations and No. of mowings. If only for specific areas, those areas need to be identified in the special provision. || JSP-00-11 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2202.docx NJSP2202] || Multi-Year, Multi-Location Project || This provision should only be used in proposals that have one Job Number for multiple overlay routes (locations) and the completion date is such that work is allowed to carry over into a second calendar year. || NJSP-22-02 || 4/20/2022 || 6/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0004.docx JSP0004] || NEMA TS2 Traffic Controller Assemblies || This provision is to be used only in special conditions after consulting with District Traffic and as directed or approved by General Headquarters. || JSP-00-04A || 5/24/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2105.docx NJSP2105] || No Open Burning || This provision should be used when open burning is prohibited. || NJSP-21-05 || 6/9/2021 ||
|-
| [https://epg.modot.org/forms/JSP/JSP2402.docx NJSP2402] || Non-Tracking Tack || This provision may be used on roadways located within an urban area where tracking from the tack coat operation would lead to aesthetic damage to the surrounding commercial driveways and parking lots. || JSP-24-02 || 3/20/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1802.docx JSP1802] || Notice to Bidders of Funding by Third Party || This provision is required on any project with funding provided by others. || JSP-18-02A || 5/21/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9819.docx JSP9819] || Notice to Bidders of Third Party Concurrence in Award || This provision is required on any project with funding provided by others in which they have the right by agreement to concur in the award of the contract. || JSP-98-19 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0407.docx JSP0407] || Office for the Engineer || This provision resulted from implementation of the Performance Specifications. Was Sec 615 of the specs. || JSP-04-07 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1518.docx NJSP1518] || Optional Grading Concepts || || NJSP-15-18 || 3/20/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0606.docx JSP0606] || Optional Pavements || This provision should be used for projects which do not meet the criteria for Alt Pavements, specifically those with less than 7,500 SY of continuous full depth pavement or less than 14,000 SY of full depth pavement at various locations. || JSP-06-06H || 9/23/2022 || 1/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1303.docx JSP1303] || Optional Shoulder || Use this provision on shouldering projects that will allow for a concrete option when bituminous asphalt is specified. || JSP-13-03A || 9/29/2022 || 1/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1533.docx NJSP1533] || Optional Surface Treatment Prior to Asphalt Overlay * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-33D || 3/28/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1807.docx NJSP1807] || Optional Temporary Pavement Marking Paint || Use this provision and pay item with all overlay projects that have more than five (5) centerline miles of pavement requiring High Build Waterborne paint AND has a contract completion date of November 1 or later. || NJSP-18-07F || 5/13/2024 || 8/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0709.docx JSP0709] || Optional Traffic Signal Detectors || To be used when Optional Traffic Signal Detectors are specified. || JSP-07-09 || 1/3/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0409.docx JSP0409] || Overhead Lighting of Signs || When lighting of overhead signs is required on a project, the following information along with special sheet “ Sign Lighting – Lighting Support Bracket” shall be inserted in the contract documents. || JSP-04-09 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1901.docx NJSP1901] || Partial Depth Concrete Pavement Repair Using Hot Applied Polymer Modified Repair Material *|| * Limited Use. Requires approval by Construction and Materials Division prior to use. || NJSP-19-01B || 1/25/2024 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1705.docx NJSP1705] || Pavement Smoothness for UBAWS * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-05A || 4/23/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1540.docx NJSP1540] || Permanent Aggregate Edge Treatment || May be used when treatment along the edge of a pavement or shoulder is included in an overlay project. Sec 2.1 is only for areas prone to washout. When 2.1 is used, pay item and quantity for 413-40.00, Bituminous Fog Seal, per gallon must be included. || NJSP-15-40B || 2/3/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0408.docx JSP0408] || Placing State Owned Pipe || This provision resulted from implementation of the Performance Specifications. Was Sec 729 of the specs. || JSP-04-08 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1904.docx NJSP1904] || Polyester Polymer Concrete Overlay * ||* Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-04 || 9/13/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1601.docx JSP1601] || Post-Award Value Engineering Change Proposal Workshop * || * Limited use. Requires approval from Design Division prior to use. || JSP-16-01 || 1/8/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0406.docx JSP0406] || Powder Coating * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-04-06 || 10/9/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9605.docx JSP9605] || Project Contact for Contractor/Bidder Questions || This provision is required on all projects. || JSP-96-05 || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0708.docx JSP0708] || Protective Surface Treatment for Concrete - Penetrating Sealers * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-07-08B || 12/6/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1522.docx NJSP1522] || Quality Management || This provision is required on all projects identified as complex by the district. || NJSP-15-22 || 7/1/2014 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP2106] || Radar Speed Advisory System || This provision should be used when Radar Speed Advisory System is specified. || NJSP-21-06 || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2303.docx JSP2303] || Rapid Penetrating Emulsion * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-23-03 || 12/5/2023 || 03/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0210.docx JSP0210] || Rapid Set Concrete Patching Material - Horizontal Repair || Formerly JSP-02-01A renamed to follow JSP numbering formatting. || JSP-02-10 || 1/3/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0201.docx JSP0201] || Rapid Set Concrete Patching Material - Vertical and Overhead Repairs || || JSP-02-01|| 8/14/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1902.docx NJSP1902] || Rapid Strength Concrete for Pavement Repair * || *Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-02 || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1710.docx NJSP1710] || Red Signal Ahead Sign With LED Light || This provision should be used when placing a red signal ahead sign with an attached LED assembly. || NJSP-17-10A || 2/21/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1706.docx NJSP1706] || Reinforcing Fibers for Bituminous Pavement Material * || * Limited Use. Requires approval from Construction and Materials Division prior to use; ADSR Test Methods Document required with Electronic Deliverables. || NJSP-17-06C || 8/1/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1523.docx NJSP1523] || Rejuvenating Restorative Seal Treatment * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-23 || 2/1/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9806.docx JSP9806] || Relocation of Portable Traffic Signal System || || JSP-98-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1201.docx JSP1201] || Removal and Delivery of Existing Signs || Use this provision when any existing roadway signs are to be removed from the project. || JSP-12-01C || 8/1/2023 || 11/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1701.docx JSP1701] || Required Combination of Calls || This provision is used when required projects with separate funding (ie: state funded and federal funded projects) are to be combined. || JSP-17-01A || 6/13/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1606.docx NJSP1606] || Restrictions for Migratory Birds || Use of this provision should be coordinated with Design Division - Environmental Section. || NJSP-06-06A || 4/11/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1811.docx NJSP1811] || Rigid Geogrid Enhanced Aggregate or Rock Base * || * Limited Use. The intent of this provision is to use rigid geogrid with either a Type 5 or 7 Aggregate Base or with Rock Base (12” or 18”) as shown on the plans. Requires approval from Construction and Materials prior to use. || NJSP-18-11B || 3/12/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1508.docx JSP1508] || Seal Coat Completion of Work || To be used in Seal Coat projects which span multiple seasons. || JSP-15-08 || 6/26/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9705.docx JSP9705] || Section 404 Nationwide Permit Special Conditions || This provision is to be used with any Nationwide Permit when the Corps of Eng. District Engineer places special conditions on the use of the NW Permit. List any special conditions provided in the letter from the Corps authorizing use of the NW Permit. || JSP-97-05 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2003.docx NJSP2003] || Shaping Slopes Class III (Modified Material Requirements) || Use when additional stability is needed for erosion and/or lack of stability of Shaping Slopes Class III with steep in-slopes. || NJSP-20-03B || 1/6/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1527.docx NJSP1527] || Shoulder Grading || || NJSP-15-27A || 1/27/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0605.docx JSP0605] || Slurry and Residue Produced During Surface Treatment of PCCP and Bridge Decks || This provision should be used where diamond grinding or any other surface treatment that would produce slurry residue is specified. Any questions regarding the use of this provision should be directed to the Design Division - Environmental Section. || JSP-06-05A || 1/23/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0707.docx JSP0707] || Snowplowable Raised Pavement Marker Rehabilitation or Removal || This provision should be use when maintenance of SRPMs is included in a project. || JSP-07-07 || 8/7/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2107.docx JSP2107] || Special Consideration of Change Orders and Value Engineering || Use this provision when increased Federal Share has been approved by FHWA for an innovative technology or practice. || JSP-21-07 || 6/21/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1506.docx JSP1506] || Standard Alternate Technical Concepts || To be used on projects using the Standard ATC process which allows prequalified contractors to bid contractor specific bid items through the approval process. || JSP-15-06 || 5/26/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1801.docx JSP1801] || Supplemental Revisions || This provision is required in all contracts. || JSP-18-01CC || 7/10/2024 || 9/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1528.docx NJSP1528] || Surface Sealing Treatment || May be used on mainline pavement with an existing chip seal surface, on centerline joints, and on shoulder areas. This rescinds earlier guidance. </br> Use with pay item 4099905, surface sealing treatment. || NJSP-15-28 || 2/22/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1304.docx JSP1304] || Temporary Long Term Rumble Strips || Required when temporary long-term rumble strips are used on a project. Provides information for construction requirements, material information and basis of payment when using long term rumble strips on construction projects. || JSP-13-04C || 5/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0705.docx JSP0705] || Tree Clearing Restriction * || * Limited Use. Design Division - Environmental Section should be consulted prior to using this provision. || JSP-07-05C || 7/24/2024 || 11/01/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2304.docx JSP2304] || Truck Mounted Attenuator (TMA) for Stationary Activities || Use when requiring TMA for stationary work activity. (TMA for mobile operation, such as striping, is incidental.) || JSP-23-04 || 1/22/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0410.docx JSP0410] || Use of Crossovers and Truck Entrances || || JSP-04-10 || 4/24/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9326.docx JSP9326] || Utilities || || JSP-93-26F || 12/1/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2404.docx JSP2404] || Vegetative Barrier Pavement || This provision is used when installing new guard cable. || JSP-24-04 || 5/16/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2203.docx JSP2203] || Void Reducing Asphalt Membrane for Longitudinal Joints (VRAM) || Use when MoDOT wishes to enhance longitudinal joint performance. Contact Construction & Materials Division for additional information. || JSP-22-03A || 8/17/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1507.docx JSP1507] || Winter Months Requirements || To be used for overlay projects that span multiple construction seasons. Developed for the CLC program. || JSP-15-07A || 4/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1532.docx NJSP1532] || Work Zone Intelligent Transportation System || To be used on projects whenever Intelligent Transportation Systems (ITS) will be used. || NJSP-15-32A || 6/6/2023 || 8/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0206.docx JSP0206] || Work Zone Traffic Management || This provision is required on all projects and must be provision "C" in the set of provisions. || JSP-02-06N || 4/19/2023 || 7/1/2023
|}

<div id="JSP-LPA"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | LPA
|-
! Name !! JSP Title !! Explanatory Notes || Current Version !! Revision Date !! Effective Letting
|-
| [https://epg.modot.org/forms/JSP/LPA1501.docx LPA1501] || Acceptance of Precast Concrete Members and Panels || || LPA-15-01A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1502.docx LPA1502] || Acceptance of Structural Steel || || LPA-15-02A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1507.docx LPA1507] || ADA Compliance and Final Acceptance of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || LPA-15-07B || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1503.docx LPA1503] || Add Alternates || || LPA-15-03A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1504.docx LPA1504] || Alternates For Pavements || || LPA-15-04A ||10/30/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1509.docx LPA1509] || Liquidated Damages For Winter Months || || LPA-15-09A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1510.docx LPA1510] || Liquidated Damages Specified for Entrance Closures || || LPA-15-10A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1508.doc LPA1508] || Liquidated Damages Specified for Final Closeout Documentation (Final Payment Documents) || || LPA-15-08 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1808.docx LPA1808] || LPA Buy America Requirements || || LPA-18-08A || 2/10/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA2301.docx LPA2301] || LPA Buy America Requirements Non-Iron and Steel || || LPA-23-01 || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1511.docx LPA1511] || Optional Pavements || || LPA-15-11A || 10/30/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1513.docx LPA1513] || Utilities || || LPA-15-13A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1512.doc LPA1512] || Work Zone Traffic Management Plan (Traffic Control) || || LPA-15-12 ||
|}

<div id="JSP-Packages"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | JSP Packages
|-
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting
|-
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_ASPHALT_2024.docx JOC_ASPHALT_2024] || Asphalt Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_ASPHALT_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_BRIDGE_2024.docx JOC_BRIDGE_2024] || Bridge Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_BRIDGE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/CLC_Book_Job_JSPs.docx CLC Book Job JSPs] || CLC Book Job JSPs || Use this JSP package when submitting FY 2025 CLC Book Job projects without plans. || CLC_Book_Job_JSPs_FY2025 || 5/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/CLC_JSPs.docx CLC_JSPs] || CLC JSP Package || Use this JSP package on FY 2025 CLC projects. || CLC_JSPs_FY2025 || 5/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_CONCRETE_2024.docx JOC_CONCRETE_2024] || Concrete Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_CONCRETE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_FENCE_2024.docx JOC_FENCE_2024] || Fence Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_FENCE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_GUARD_CABLE_2024.docx JOC_GUARD_CABLE_2024] || Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARD_CABLE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024.docx JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024] || Guardrail and Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_GUARD_CABLE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_GUARDRAIL_2024.docx JOC_GUARDRAIL_2024] || Guardrail Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/Seal_Coat_Book_Job_JSPs.docx Seal_Coat_Book_Job_JSPs] || Seal Coat Book Job JSP Package || Use this JSP package when submitting FY 2025 Seal Coat Book Job projects without plans. || Seal_Coat_Book_Job_JSPs_FY2025 || 5/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/Seal_Coat_JSPs.docx Seal_Coat_JSPs] || Seal Coat JSP Package || Use this JSP package with all FY 2025 Seal Coat projects. || Seal_Coat_JSPs_FY2025 || 5/22/2024 || 7/1/2024
|}

640.2 Median Drainage

2024-08-05T22:05:20Z

Legged1: fix links

==640.2.2 General==
This guidance describes the design of drainage facilities located in grassed medians. Information pertaining to the drainage of paved medians is presented in [[640.1 Pavement Drainage|Pavement Drainage]].

==640.2.2 Procedure==
The general procedure for the design of median drainage facilities is as follows:

*Establish location of median inlets.
*Determine the degree of erosion protection necessary in each median channel segment.
*Size median inlets.
*Size median pipes.

The determination of the location of the median inlets requires good engineering judgment. Inlet locations are, in many cases, governed by non-hydraulic as well as hydraulic considerations.

Inlets are required at all low points in grade. Additional inlets are then located, as needed, between the high point and low point of a given drainage segment. The most economical locations are usually at points of minimum cut and fill. Therefore, these points should be considered first, as possible inlet locations.

==640.2.3 Design Discharge==
After the inlets have been located (at least on a trial basis) the peak rate of runoff arriving at each inlet is computed. This determination is made by application of the rational formula. Appropriate design frequencies are 10 years for all inlets located on grade and 50 years for inlets located at low points in grade.

If the median under consideration is a standard 60 ft. (18 m) grassed median, with no additional inflow, then [[media:640.2 Runoff on Median Grassed Slopes.pdf|Runoff on Median Grassed Slopes]] may be used to estimate the 10 year design flow rate. The values obtained from these figures apply to those areas in the state where the rainfall factor is equal to 1.0. For other areas the values obtained from [[media:640.2 Runoff on Median Grassed Slopes.pdf|Runoff on Median Grassed Slopes]] are multiplied by the rainfall factor which is obtained from the [[Media:640.2 Rainfall Factor Map.pdf|Rainfall Factor Map]]. These adjusted values are then used as the 10 year design flow rate. The 50 year design flow rate may be obtained by multiplying the 10 year flow rate by 1.50.

==640.2.4 Inlet Spacing and Channel Design==
Inlet spacing may influence the erosion control measures necessary in the median channel. Therefore, in order to achieve a least cost design, these items must be considered collectively rather than individually.

Optimum inlet spacing will be achieved when inlets are placed at those points where the grassed median channels are operating at capacity. Under these conditions no ditch liner will be required. However, in many cases there are only a certain number of discrete points at which median inlets may be built, in an economical manner. There are also points, such as the upstream limit of the grading for narrow median bridge piers or all median openings, at which an inlet is required. Under these conditions it may be necessary to specify ditch liner for some channel segments. The object of correct inlet spacing and channel design is to minimize the number of inlets and the amount of ditch liner, subject to the constraint that the completed median channel will be stable.

Erosion control criteria are set out in [[750.6 Erosion Control and Energy Dissipation|Erosion Control and Energy Dissipation]]. Cross sections and linings may be analyzed by the general methods of [[750.1 Open Channels|Open Channel Flow]].

==640.2.5 Median Inlet Capacities==
Median inlets are of two types: spillways (Type E) and grates (Type S). Only Type S (see [https://www.modot.org/media/16974 Standard Plan 731.10]) inlets may be used within the limits of the safety zones. Therefore, Type E inlets (see [https://www.modot.org/media/16974 Standard Plan 731.10]) are never used in medians 60 ft. wide or narrower. Outside of safety zone limits both a Type E and Type S inlet may be considered. Median inlets are either located at low points in grade or they are constructed in conjunction with a ditch block. Therefore, they intercept all waters arriving at the inlet.

Design consists of selecting the smallest inlet which will pass the design flow rate at an acceptable depth. This acceptable depth shall be so that a freeboard of at least 6 in. is provided to the top of the ditch block or to the shoulder line of the roadway.

Guidance for specifying and inspecting drop inlets and grates is in [[:Category:731 Precast Reinforced Concrete Manholes and Drop Inlets|Precast Reinforced Concrete Manholes and Drop Inlets]].

===640.2.5.1 Type S Inlets===
Type S inlets are grate type drop inlets and are governed by either weir flow or orifice flow depending upon the depth of water above the grate. Details and available sizes may be found in the standard plans. [[Media:640.2 Capacity of Type S Median Inlets.pdf|Capacity of Type S Median Inlets]] relates the inlet capacity to the depth of water for standard inlet sizes. The "design capacity", as shown on this figure is one half of the theoretical capacity of the inlet. This factor of safety of 2.0 has been applied to the design curves because grate type inlets which must pass all waters arriving at the inlet are prone to clogging. Therefore, only one-half of the waterway area is assumed to function during the design event.

===640.2.5.2 Type E Inlets===
Type E inlets are spillway type drop inlets. Details and available sizes may be found in the standard plans. The behavior of this inlet is identical to the behavior of a curb opening inlet located at a low point in grade. Methods and design aids which may be used to estimate the capacity of Type E inlets are presented in [[640.1 Pavement Drainage|Pavement Drainage]].

==640.2.6 Median Pipes==
The conduits which drain the median inlets must be sized so that they will pass the design flow rate at a headwater elevation not greater than 150 mm (6 inches) below the bottom of the grate or the flow line of the spillway. That is, the required headwater must be completely contained within the drop inlet structure. Design of these median drains are based on the principles of [[750.2 Culverts|culvert hydraulics]].

[[Category: 640 Pavement and Median Drainage]]

940.16 Driveway Geometrics

2024-06-12T16:46:11Z

Legged1:

<div style="float: right; margin-top: 5px; margin-left: 5px; width:325px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
'''<u><center>Standard Plans for Driveways and Entrances</center></u>'''
* [https://www.modot.org/media/16824 203.61 Type I - Private]
* [https://www.modot.org/media/16825 203.62 Type II - Side Road]
* [https://www.modot.org/media/16826 230.63 Type III - Business]
* [https://www.modot.org/media/16828 203.64 Type IV - Truck Pair]
* [https://www.modot.org/media/16827 203.65 Type V - Truck Single/ Volume Product]
* [https://www.modot.org/media/16873 608.00 Paved Approaches]
</div>
The design of driveways affects the speed of traffic turning into and out of driveways and in turn the speed differential between through traffic and turning traffic. Large speed differentials are associated with higher crash rates and diminished traffic operations.

Driveway designs should always be based on the results of a study of the traffic likely to use them; these guidelines are presented to illustrate good practices for driveway designs.

'''940.16.1 LINING UP DRIVEWAYS ACROSS ROADWAYS.''' Driveways are to be as closely lined up with driveways across roadways without non-traversable medians as much as possible even if this produces less spacing between driveways.

'''940.16.2 ANGLE OF INTERSECTION TO THE PUBLIC ROADWAY.''' Driveways that serve two-way traffic are to have angles of intersection with the public road of 90 degrees or very near 90 degrees. Two-way traffic driveways with skews greater than 20 degrees are discouraged. One-way traffic driveways are to have skews between 0 and 30 degrees.
[[image:940.16.3 turn radii.gif|right|275px|thumb|<center>'''The larger the radius, the faster the turning vehicle can get off the road and fewer through-movement vehicles need to slow.'''</center>]]
'''940.16.3 RIGHT-TURN (APPROACH) RADIUS.''' Approach radii are to be large enough to allow vehicles to enter at a reasonable speed. The following are suggested as acceptable approach radii and are measured from the edge of the driving surface of the roadway. Any maximum approach radius is allowable for driveways.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+ '''''Table 940.16.3'''''
! style="background:#BEBEBE"|Right-Turn Radius for Driveways!! style="background:#BEBEBE"|Urban Areas (At or below 45 mph Posted Speed)!! style="background:#BEBEBE"|Rural Areas (Greater than 45 mph Posted Speed)
|-
! Residential Driveways
| align="center"|10 ft.||align="center"| 25 ft.
|-
!Commercial Driveways
|align="center"| 25 ft. ||align="center"|50 ft.
|-
!Industrial Driveways
| align="center"| Design to handle typical large truck that uses the driveway|| align="center"|Design to handle typical large truck that uses the driveway
|}

Determine inside radii on a case-by-case basis given driveway angle, traffic volume and other relevant factors. Sites that generate substantial large truck traffic need inside larger radii to accommodate the wheel path of the turning trucks.
[[image:940.16.4 driveway width.gif|325px|right|thumb|<center>'''Adequate driveway width can help turning vehicles get off the road with a greater speed and less encroachment into oncoming driveway traffic.'''</center>]]
'''940.16.4 DRIVEWAY WIDTH.''' No driveway is to have a width less than 20 ft. Driveways of greater than 54 ft. are strongly discouraged unless they contain a raised median to separate traffic lanes. Driveways that serve one-way traffic are to be from 20 to 30 ft. wide. Driveway widths are measured from the face of the curb to the face of the curb at the point of tangency. Any medians contained in the driveway are not included in the widths in the table. Appropriate widths for various levels of traffic and directions of access are shown in the table below:

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+ '''''Table 940.16.4'''''
! style="background:#BEBEBE"|Driveway Traffic Category!! style="background:#BEBEBE"|Average Daily Traffic Using Driveway!!style="background:#BEBEBE"| Peak Hour Traffic Using Driveway!!style="background:#BEBEBE"| With Two-Way Access!! style="background:#BEBEBE"|With One-Way Access
|-
!Residential
|align="center"| 0 – 100 ||align="center"|0 – 10||align="center"|20* ft. – 30** ft.||align="center"| NA
|-
!Low Volume Commercial/Industrial
|align="center"|< 1500||align="center"| < 150|| align="center"|28 ft.** - 42 ft.*** ||align="center"|20 ft.*
|-
!Medium Volume Commercial/Industrial
|align="center"|1,500 – 4,000 ||align="center"|150 – 400||align="center"|42 ft.*** - 54 ft.****||align="center"|20 ft.* - 30 ft.**
|-
!High Volume Commercial/Industrial
|align="center"|> 4000 ||align="center"|> 400 ||align="center"|Determined through a traffic study - normally 42 ft. or greater ||align="center"|Generally not applicable
|-
| colspan="5"|* One-lane driveways.
|-
| colspan="5"|** Driveway striped for two lanes.
|-
| colspan="5"|*** Driveway striped for three lanes.
|-
|colspan="5"|**** Driveway striped for four lanes.
|}

Curb on approach all commercial and industrial driveways.

'''940.16.5 DRIVEWAYS AND ACCOMMODATION OF PEDESTRIANS.''' In current and future urban locations, all driveways are to adequately accommodate pedestrians using sidewalks or paths. The narrowest practical width is to be used to accommodate pedestrians. Medians are to be considered on driveways, four lanes or wider, to provide a refuge for pedestrians.
[[image:940.16.6 accommodation of bicyclists.jpg|right|125px]]
'''940.16.6 DRIVEWAYS AND ACCOMMODATION OF BICYCLES.''' Where a driveway crosses a bicycle facility, design the driveway and the bicycle facility so as to accommodate the safe crossing of bicyclists.

'''940.16.7 TAPERS.''' The distance between the entrance and exit tapers of adjacent driveways is to be 50 ft. or greater. If not, the tapers are to be eliminated and the shoulder paved to form a turn lane.

'''940.16.8 DRIVEWAY THROAT LENGTH.''' The throat length is the distance between the street and the parking lot served by a driveway. An adequate throat length helps to keep traffic conflicts within a parking lot to an acceptable level and provides space on the driveway for incoming and outbound traffic. The following throat length guidelines are suggested:

* For low traffic volume commercial and industrial driveways (below 150 peak hour vehicles in both directions), the shortest desirable driveway throat length is 20 ft. (about one 20-ft. car length).

* For medium traffic volume commercial and industrial driveways (150 – 400 peak hour vehicles in both directions), the shortest desirable driveway throat length is 60 ft. (about three 20-ft. car lengths).

* For high-volume driveways (over 400 peak hour vehicles in both directions) such as a shopping center entrance, the adequate throat length is to be determined by the results of a traffic study.

'''940.16.9 VERTICAL GEOMETRICS (DRIVEWAY GRADE CHANGE).''' Design access driveways on arterial roadways so vehicles can proceed into or out of the driveway at a speed that will prevent large speed differentials between turning and through traffic. Required apron lengths and desirable grade changes are shown in the table below. The apron is a relatively flat area where the driveway meets the public roadway. These guidelines apply to all types of driveways, including for residential, commercial and industrial. Driveways are to have a minimum grade change of approximately 1 percent to provide for adequate drainage. Either an upgrade or downgrade can be used.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+ '''''Table 940.16.9'''''
! style="background:#BEBEBE"|Roadway Classification!! style="background:#BEBEBE"|Apron Length (“A” in the Diagram)!! style="background:#BEBEBE"|Desirable Grade Change, (“D” in the Diagram), Urban !!style="background:#BEBEBE"| Desirable Grade Change, (“D” in the Diagram), Rural
|-
!Major, Freeway
|align="center"| No driveways|| align="center"|No driveways||align="center"| No driveways
|-
!Principal Arterial
|align="center"|25-30 ft.||align="center"| 1%-4%||align="center"| 1%-3%
|-
!Minor Arterial
|align="center"| 10-20 ft.||align="center"| 1%-5% ||align="center"|1%-4%
|}

Notes: The Apron Length is shown as “A” and grade change as “D” on the diagram below. The grade may change along the course of the driveway, as indicated by G1 and G2. In such cases, it is very important to ensure that the minimum apron length is maintained.
{| style="margin: 1em auto 1em auto"
|-
|[[image:940.16.9 elevation.gif|left|360px]]||[[image:940.16.9 plan.gif|left|250px]]
|}

====940.16.10 DRIVEWAY SURFACING.====
Required [[233.2 At-Grade Intersections with Stop and Yield Control#233.2.10 Driveway and Approach Pavement Design Criteria|driveway surfaces]] depend on the roadway they are entering.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+ '''''Table 940.16.10'''''
! style="background:#BEBEBE"|Roadway Classification !!style="background:#BEBEBE"| In Current and Projected Urban Areas!!style="background:#BEBEBE"| In Rural Areas
|-
! Major, Freeway
| align="center"|No driveways ||align="center"| No driveways
|-
!Major, Non-Freeway
| align="center"|Paved|| align="center"|Paved, except for residential and field entrances
|-
!Minor
| align="center"|Paved|| align="center"|Paved, except for residential and field entrances. Unpaved driveways are acceptable on collectors
|}

Having paved driveways is most critical on major roadways to keep the speed differential between through and turning traffic as low as possible. As noted before, all commercial and industrial driveways are to be curbed on approach.

[[category:940 Access Management]]

Category:170 Maintenance Activity Planning Guidelines

2024-05-30T19:01:26Z

Legged1: /* Index of Printable Planning Guides */ update link

[[image:170.jpg|right|350px]]
==Introduction==
{|style="padding: 0.3em; margin-right:11px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="170px" align="left"
|-
|[[image:safety begins with me.jpg|165px|center]]
|-
|'''Safety Video'''
|-
|[http://www.youtube.com/user/modotvideo Safety is My Story]
|-
|[http://wwwi.dot.missouri/intranet/PotholePatchingSafetyVideo2.wmv Patching Roads]
|-
|'''Additional Information'''
|-
|[http://sharepoint/facilitation/RBM/RM%20Policies/Current%20Policies/Lifting%20Policy.pdf Safe Lifting]
|}
The original Maintenance Planning Guide was developed and published in 1989. The purpose of that manual was to provide maintenance managers with a quick reference for performing most maintenance functions. It included scheduling forms, traffic control guidelines, function codes, commodity codes and a sample crew report. Since the original publication the guide has been updated to meet the needs of MoDOT.

This article provides each manager with a list of recommended equipment and materials to use for each function as well as a recommended procedure for that function. The guidelines also have safety reminders and schedules to help managers plan for the best time of year to perform each function.

This article is intended to be an accurate source of information and a tool that maintenance managers will use to better organize, plan and be more productive leaders.

<center>'''GENERAL NOTES'''</center>

Reference the [https://www.modot.org/missouri-standard-plans-highway-construction Missouri Standard Plans] and [https://www.modot.org/missouri-standard-specifications-highway-construction Missouri Standard Specifications for Highway Construction] for performance details on many of the maintenance function planning guidelines. It is the intent of the department to provide as good of a finished product with Maintenance forces as it does by contract methods.

Recommended materials: When purchasing recommended material, refer to guidance for [[:Category:1100 MAINTENANCE MATERIALS|maintenance materials]]. Guidance for these materials also refers to the [https://www.modot.org/general-services-specifications-mgs-subject Current General Services Specifications (MGS) by Subject] for each of the various maintenance materials.

The Highway Maintenance Tables in the appendix were provided to MoDOT through the Local Technical Assistance Program of the Michigan Tech Transportation Institute at Michigan Technological University in Houghton, Michigan.

==Rainy Day Activities==
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right"
|-
|'''Printable Version'''
|-
|[[Media:170.1 Rainy Day Activities.pdf|Rainy Day Activities]]
|}

*Check roadway surface drainage
*Check bridge surface for ponding
*Check bridges and box culverts for drift and erosion
*Flush bridge decks
*Check culverts and culvert pipes
*Check drain basins on bridges
*Check high water locations
*Check, clean and repair equipment
*Clean and repair buildings and grounds
*Blade driveways, entrances, shoulders and mailbox turnouts
*Check signs
*Work on special projects
*Clean abutment caps on bridges
*Cut and treat brush and vines under bridges
*Conduct equipment and safety trainings

==Work Scheduling Guidelines==
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right"
|-
|'''Printable Version'''
|-
|[[media:170 Work Scheduling Guide 2014 Dec.xls|Work Scheduling Guide]]
|}

:::[[Image:Work schedule1 Dec 2014.jpg|750px]]
:::[[Image:Work schedule2 Dec 20143.jpg|750px]]

==Index of Printable Planning Guides==
{| border="1" class="wikitable"
! colspan="2" style="background:#BEBEBE" | '''Printable Versions of Maintenance Planning Guides'''
|-
! style="background:#FFFFCC"|'''Activity Code''' !! style="background:#FFFFCC"|'''Action'''
|-
|rowspan="7" | '''R225 Roadway Shoulders'''<br/>(Also see [[:Category:Shoulder Maintenance|Shoulder Maintenance]] and [[771.3 Shaving Shoulder and Around Guardrail|Shaving Shoulder and Around Guardrail]]) || [https://epg.modot.org/forms/general_files/MT/R225_update-blade_patching.pdf Blade Patching]
|-
| [https://epg.modot.org/forms/general_files/MT/R225_seal_coat.pdf Seal Coat]
|-
| [https://epg.modot.org/forms/general_files/MT/R225_update-edge_ribbon.pdf Edge Ribbon]
|-
| [https://epg.modot.org/forms/general_files/MT/R225_update-fly_coating.pdf Fly Coating]
|-
| [https://epg.modot.org/forms/general_files/MT/R225_update-pothole_patching_asphalt_and_partial_depth_concrete.pdf Pothole Patching Asphalt & Partial Depth Concrete]
|-
| [https://epg.modot.org/forms/general_files/MT/R225_update-Repair_concrete_shoulder_and_approaches.pdf Repair Concrete Shoulders & Approaches]
|-
|[https://epg.modot.org/forms/general_files/MT/R225_update-Repair_sod_aggregate_shoulder_and_approaches.pdf Repair Sod and/or Aggregate Shoulders & Approaches]
|-
| '''R226 Rumble Strips''' (See [[:Category:626 Rumble Strips|Rumble Strips]]) || <div id="R227 Roadway & Bridge Safety Features"></div> No printable guideline available at this time.
|-
| rowspan="7" | '''R227 Roadway & Bridge Safety Features''' || [https://epg.modot.org/forms/general_files/MT/R227_update-fences.pdf Fences] (Also see [[:Category:607 Fencing|Fencing]])
|-
| [https://epg.modot.org/forms/general_files/MT/R227_update-guardrails.pdf Guardrails] (Also see [[:Category:606 Guardrail and Guard Cable|Guardrail and Guard Cable]])
|-
| [https://epg.modot.org/forms/general_files/MT/R227_update-guard_cables.pdf Guard Cables] (Also see [[:Category:606 Guardrail and Guard Cable|Guardrail and Guard Cable]])
|-
| [https://epg.modot.org/forms/general_files/MT/R227_update-impact_attenuator_devices.pdf Impact Attenuator Devices] (Also see [[:Category:612 Impact Attenuators|Impact Attenuators]])
|-
| '''Traffic Barriers (Concrete)''' (Also see [[:Category:617 Traffic Barrier|Traffic Barrier]])
|-
|   [https://epg.modot.org/forms/general_files/MT/R227_update-traffic_barrier-concrete-replacement.pdf A. Replacement]
|-
|   [https://epg.modot.org/forms/general_files/MT/R227_update-traffic_barrier-concrete-repair.pdf B. Repair]
|-
| '''R22E Edge Rut Repair (0.1 LM)''' || [https://epg.modot.org/forms/general_files/MT/R22E_update.pdf Edge Rut Repair (0.1 LM)] (Also see [[:Category:Shoulder Maintenance|Shoulder Maintenance]])
|-
| rowspan="2" | '''R311 Patching Roads'''<br/>(Also see [[:Category:470 Bituminous Asphalt Maintenance|Bituminous Asphalt Maintenance]]) || <div id="R311 Patching Roads"></div> [https://epg.modot.org/forms/general_files/MT/R311_update-pothole_patching-temporary_emergency_repairs_and_blow_up_repairs.pdf Pothole Patching (Temporary/Emergency Repairs and Blow Up Repairs)]
|-
| [https://epg.modot.org/forms/general_files/MT/R311_update-pothole_patching-permanent_partial_depth_repair_on_apshaltic_or_concrete_pavement.pdf Pothole Patching (Permanent partial depth repair on asphaltic or concrete pavements)]
|-
| Rowspan="2" | '''R312 Asphalt Pavement Repair (TN)''' || <div id="R312 Asphalt Pavement Repair (TN)"></div> [https://epg.modot.org/forms/general_files/MT/R312_update-Major-box_and_lay_down_machine_patching.pdf Blade, Box & Lay Down Machine Patching (TN)]
|-
| [https://epg.modot.org/forms/general_files/MT/R312_update-Major-box_and_lay_down_machine_patching.pdf Box & Lay Down Machine Patching (TN)]
|-
| '''R313 Concrete Replacement (SY)''' || <div id="R313 Concrete Replacement (SY)"></div> [https://epg.modot.org/forms/general_files/MT/R313_update-concrete_replacement_full_depth.pdf Concrete Replacement Full Depth (SY)]<br/>Also See [[:Category:613 Pavement Repair|Pavement Repair]]
|-
| rowspan="2" | '''R314 Other Pavement Maintenance''' || <div id="R314 Other Pavement Maintenance"></div>[https://epg.modot.org/forms/general_files/MT/R314_update-pavement_leveling-mudjacking_or_other_methods.pdf Pavement Leveling (Mudjacking or Other Methods)(SY)] (Also See [[:Category:625 Slab Stabilization|Slab Stabilization]], [[570.5 Mudjacking (Slab Jacking) by MoDOT Maintenance|Mudjacking (Slab Jacking) by MoDOT Maintenance]] and [[771.1 Mud Jacking Bridge Approach|Mud Jacking Bridge Approach]])
|-
| [https://epg.modot.org/forms/general_files/MT/R314_update-cold_milling.pdf Cold Milling (SY)] (Also See [[:Category:622 Pavement and Bridge Surface Removal and Texturing|Pavement and Bridge Surface Removal and Texturing]])
|-
| rowspan="5" | '''[https://epg.modot.org/forms/general_files/MT/R315_update-pavement_preventative_maintenace.pdf R315 Pavement Preventative Maintenance (LM)]''' || <div id="R315 Pavement Preventative Maintenance (LM)"></div> '''Crack & Joint Maintenance'''
|-
|  A. Fly Coating (LM) (Also See [[413.9 Fly Coating|Fly Coating]])
|-
|  B. Sealing Cracks, Joints & Edge Cracks (Also See [[413.5 Crack Treatment in Bituminous Pavements|Crack Treatment in Bituminous Pavements]] and [[570.2 Joint and Crack Maintenance|Joint and Crack Maintenance]])
|-
|  C. Milling High Joints (Also See [[:Category:622 Pavement and Bridge Surface Removal and Texturing|Pavement and Bridge Surface Removal and Texturing]])
|-
|  D. Scrub Seals (LM)
|-
| rowspan="10" | '''R316 Drainage''' || <div id="R316 Drainage"></div> '''Clean & Reshape Ditches'''
|-
|   [https://epg.modot.org/forms/general_files/MT/R316_update-clean_and_reshape_ditches-earth_ditches.pdf A. Earth Ditches] (Also See [[:Category:773 Pipe, Box Culvert and Miscellaneous Drainage Maintenance|Pipe, Box Culvert and Miscellaneous Drainage Maintenance]])
|-
|   [https://epg.modot.org/forms/general_files/MT/R316_update-clean_and_reshape_ditches-paved_ditches.pdf B. Paved Ditches] (Also See [[:Category:609 Paved Drainage|Paved Drainage]])
|-
| [https://epg.modot.org/forms/general_files/MT/R316_update-clean_and_reshape_ditches-repair_paved_ditches_and_slopes.pdf Repair Paved Ditches & Slopes] (Also See [[:Category:609 Paved Drainage|Paved Drainage]])
|-
| '''Repair Curbing'''
|-
|   [https://epg.modot.org/forms/general_files/MT/R316_update-clean_and_reshape_ditches-repair_curbing-concrete_curbs.pdf A. Concrete Curbs] (Also See [[:Category:609 Paved Drainage|Paved Drainage]])
|-
|   [https://epg.modot.org/forms/general_files/MT/R316_update-clean_and_reshape_ditches-repair_curbing-asphalt_curbs B. Asphalt Curbs] (Also See [[:Category:609 Paved Drainage|Paved Drainage]])
|-
|   [https://epg.modot.org/forms/general_files/MT/R316_update-clean_and_reshape_ditches-repair_curbing-drop_inlets_and_storm_sewers.pdf C. Drop Inlets & Storm Sewers] (Also See [[:Category:614 Drainage Fittings (Grate Inlets)|Drainage Fittings (Grate Inlets)]])
|-
| [https://epg.modot.org/forms/general_files/MT/R316_update-channel_control.pdf Channel Control]
|-
| [https://epg.modot.org/forms/general_files/MT/R316_update-slide_repair.pdf Slide Repair]
|-
| rowspan="5" | '''R319 Pipe Culvert Repairs (LF)''' || <div id="R319 Pipe Culvert Repairs (LF)"></div> '''Clean & Repair Pipe & Box Culverts'''
|-
|[https://epg.modot.org/forms/general_files/MT/R319_update-install_pipe_liners.pdf Install Pipe Liners (LF)]
|-
|   [https://epg.modot.org/forms/general_files/MT/R319_update-clean_and_repair_pipe_culverts.pdf Pipe Culverts] (Also See [[:Category:773 Pipe, Box Culvert and Miscellaneous Drainage Maintenance|Pipe, Box Culvert and Miscellaneous Drainage Maintenance]])
|-
|   [https://epg.modot.org/forms/general_files/MT/R319_update-clean_and_repair_box_culverts.pdf Box Culverts] (Also See [[:Category:773 Pipe, Box Culvert and Miscellaneous Drainage Maintenance|Pipe, Box Culvert and Miscellaneous Drainage Maintenance]])
|-
| [https://epg.modot.org/forms/general_files/MT/R319_update-replace_pipe_and_box_culverts.pdf Replace Pipe & Box Culverts (LF)] (Also See [[:Category:773 Pipe, Box Culvert and Miscellaneous Drainage Maintenance|Pipe, Box Culvert and Miscellaneous Drainage Maintenance]])
|-
| '''R31B Sweeping (LM)''' || [https://epg.modot.org/forms/general_files/MT/R31B_update-sweeping.pdf Sweeping (LM)] (For routine flushing of bridge decks see [[771.2 Bridge Cleaning and Flushing|Bridge Cleaning and Flushing]])
|-
| rowspan="3" | '''R31C Seal Coating (LM)''' || '''Seal Coating'''
|-
|   [https://epg.modot.org/forms/general_files/MT/R31C_Seal_Coat-Course_Aggregate.pdf A. Course Aggregate] (Also See [[:Category:409 Seal Coat|Seal Coat]])
|-
|   [https://epg.modot.org/forms/general_files/MT/R31C_Seal_Coat-Fine_Aggregate.pdf B. Fine Aggregate] (Also See [[413.6 Scrub Seal Treatment|Scrub Seal Treatment]])
|-
| rowspan="3" | '''R321 Bridge Maintenance''' (Also See R322 Bridge Preventative Maintenance and R327 Other Bridge Preventative Maintenance) || '''Substructure Repairs''' (Also See [[:Category:774 Cathodic Protection|Cathodic Protection]], [[770.7 Maintenance of Bridge Superstructure|Superstructure Maintenance]] and [[770.8 Maintenance of Bridge Substructure|Substructure Maintenance]])
|-
|   [https://epg.modot.org/forms/general_files/MT/R321_update-substructure_repairs-sealing_abutment_and_pier_caps.pdf A. Sealing Abutment & Pier Caps]
|-
|   [https://epg.modot.org/forms/general_files/MT/R321_update-substructure_repairs-spot_painting_of_bearings_and_piling.pdf B. Spot Painting of Bearings & Piling]
|-
| rowspan="4" | '''R322 Bridge Preventative Maintenance''' || <div id="R322 Bridge Preventative Maintenance"></div>[https://epg.modot.org/forms/general_files/MT/R322_update-bridge_seal_coats.pdf Bridge Seal Coats (SY)] (Also See [[771.15 Chip Seal to Entire Deck|Seal Coat to Entire Deck]])
|-
| '''Silane & In-Deck Seals (SY)'''
|-
|   [https://epg.modot.org/forms/general_files/MT/R322_update-silane_and_in-deck_seal-silane.pdf A. Silane]
|-
|   [https://epg.modot.org/forms/general_files/MT/R322_update-silane_and_in-deck_seals-in-deck.pdf B. In-Deck] (Also See [[771.17 Concrete Crack Filler - Low Viscosity Polymer (LVP)|Concrete Crack Filler -Low Viscosity Polymer (LVP)]])
|-
| rowspan="3" | '''R323 Bridge Deck Repair (SY)''' || '''Deck Repair (SY)''' (Also See [[771.9 Temporary Bridge Deck Repair|Temporary Bridge Deck Repair]])
|-
|   [https://epg.modot.org/forms/general_files/MT/R323_update-deck_repair-concrete.pdf A. Concrete]
|-
|   [https://epg.modot.org/forms/general_files/MT/R323_update-deck_repair-asphalt.pdf B. Asphalt]
|-
| '''R324 Bridge Painting (TN)''' || No printable guideline available at this time.
|-
| rowspan="9" | '''R327 Other Bridge Preventative Maintenance''' || No printable guidelines available at this time. See the following:
|-
|   [[771.4 Drain Basin Maintenance | Drain Basin Maintenance]]
|-
|   [[771.5 Mat Gutter Maintenance | Mat Gutter Maintenance]]
|-
|   [[771.6 Channel Work - Gabion Installation | Channel Work - Gabion Installation]]
|-
|   [[771.7 Channel Work - Rock Blanket | Channel Work - Rock Blanket]]
|-
|   [[771.8 Remove Drift | Remove Drift]]
|-
|   [[771.13 Sealing Abutment and Pier Caps | Sealing Abutment and Pier Caps]]
|-
|   [[771.14 Spot Painting of Bearings and Piling | Spot Painting of Bearings and Piling]]
|-
|   [[771.16 Bridge Deck Crack Pouring | Bridge Deck Crack Pouring]]
|-
| rowspan="4" | '''R328 Bridge Joint Maintenance''' || No printable guidelines available at this time. See the following:
|-
|   [[771.10 Bridge Joint Sealing - Hot Pour | Bridge Joint Sealing - Hot Pour]]
|-
|   [[771.11 Bridge Joint Sealing - Silicone | Bridge Joint Sealing - Silicone]]
|-
|   [[771.12 Bridge Joint Sealing - Polytite | Bridge Joint Sealing - Polytite]]
|-
| rowspan="2" | '''R329 Bridge Cleaning & Flushing''' || No printable guidelines available at this time. See the following:
|-
|   [[771.2 Bridge Cleaning and Flushing | Bridge Cleaning and Flushing]]
|-
| '''R411 Litter Pick-Up''' || <div id="R411 Litter Pick-Up"></div> [https://epg.modot.org/forms/general_files/MT/R411_update-litter_pick_up.pdf Litter Pick-Up] (Also See [[:Category:824 Adopt-A-Highway and Sponsor-A-Highway Programs|Adopt-A-Highway and Sponsor-A-Highway Programs]])
|-
| '''R412 Landscaping''' || <div id="R412 Landscaping"></div> [https://epg.modot.org/forms/general_files/MT/R412_update-general_plant_installation_and_fertilizing_seeding_and_mulching.pdf Fertilizing, Seeding & Mulching] (Also See [[:Category:800 ROADSIDE DEVELOPMENT|Roadside Development]])
|-
| '''R413 Mowing (AC)''' || <div id="R413 Mowing (AC)"></div> [https://epg.modot.org/forms/general_files/MT/R413_update-mowing.pdf Mowing (AC)]] (Also See [[:Category:822 Roadside Vegetation Management|Roadside Vegetation Management]])
|-
| '''R414 Brush Cutting & Tree Removal''' || <div id="R414 Brush Cutting & Tree Removal"></div> [https://epg.modot.org/forms/general_files/MT/R414_update-brush_cutting_and_tree_removal.pdf Brush Cutting & Tree Removal] (Also See [[:Category:822 Roadside Vegetation Management|Roadside Vegetation Management]])
|-
| '''R415 Chemical Weed Control''' || <div id="R415 Chemical Weed Control"></div> [https://epg.modot.org/forms/general_files/MT/R415_update-chemical_weed_control.pdf Chemical Weed Control] (Also See [[:Category:821 Herbicides and Roadsides|Herbicides and Roadsides]])
|}

==[[Media:Highway Maintenance Tables and Conversion Factors.pdf|Highway Maintenance Tables and Conversion Factors]]==

The [[Media:Highway Maintenance Tables and Conversion Factors.pdf|Highway Maintenance Tables and Conversion Factors]] contain helpful tables and conversion factors that aid in volumetric and weight measurements needed in maintenance activities.

Category:732 Flared End Sections

2024-05-20T19:02:13Z

Legged1: /* 732.1 Installation */ changed MES to FES

==732.1 Installation==
Proper installation is important to the long term stability of the flared end section (FES) and they should be installed and backfilled it the same manner required for the pipe. The inspector should ensure the installed FES is properly matched to the surrounding soil grading. Grading around all FES should slope away from the side of the end section. When the surrounding soil slopes towards the sides of the end section, it concentrates run off water along the FES which leads to erosion and future maintenance.

For concrete FES, the same mastic used to join pipe sections should also be used to join the FES to the pipe.

For FES made of flexible pipe materials such as metal and thermoplastic, care should be taken to ensure the sides of the FES are well compacted. The sides of metal and plastic end sections that are not properly supported are likely to be flimsy and prone to movement that will need future maintenance.

Metal FES must be aluminized for Group A pipes. For Group B and C pipes, either zinc or aluminized is acceptable.

For metal end sections, care should be taken to ensure the end section has an appropriate connection type per Std. Plan 732.00 that is tight.

When jointing a metal FES to thermoplastic pipe, any connection rod or strap used should be placed behind at least one full corrugation. The female bell section does not count as a corrugation. Thermoplastic pipe is flexible and failure to secure the rod or strap behind at least one full corrugation may allow the FES to come loose. Proper installation is essential to ensure that the metal FES stays connected to the pipe and can resist the forces placed on it by flowing water.

The toe strip staying embedded is important to the long term performance of the FES. The fill material used around the toe should be well graded and compacted well enough to protect the toe. If scour is observed after installation, corrective measures should be taken. The toe wall is especially important on the outlet end of safety slopes to do the extra force exerted on the bars by the flowing water.

Included in [https://www.modot.org/media/16975 Std. Plan 732.00] are details for dimensions including closure gaps for installed FES. There may be some variance from those details with thermoplastic pipes due to the thicker wall differences. The standard plan allows for some deviation from the details and judgment should be used to ensure the FES is suitable.

==732.2 Safety Slope FES==
Safety slope FES are used in cases where a FES is within the recovery area and could pose a hazard to the traveling public. Any possible change or substitution during construction involving a safety slope FES should involve the design engineer.

==732.3 Tapered Sleeve==
A tapered sleeve is used in some cases to adapt a FES to a type of pipe. The tapered sleeves are essentially a metal cone with corrugations on one end to allow the secure attachment of a metal FES. The cone portion must be friction fit into the end piece of pipe, usually using a piece of equipment to secure it. The inspector should check each tapered sleeve to ensure it is not loose.

==732.4 Pay==
These items are paid for on a unit basis. Payment for any tapered sleeves or other short runs of pipe used as adaptors or for UV protection at an FES are NOT paid for with the FES. Payment for those items is included in the pipe run.

FES may be different lengths depending on material type (metal vs. concrete). This different does not affect the pay for either the FES or the pipe run.

The contractor may choose to adjust the length of the pipe run to aid in the fitment or grading operations. Approval and payment for this change may be considered at the discretion of the engineer.

If the contractor chooses to use a larger size pipe than shown on the plans, any FES used for that pipe should be paid for at the bid price for the smaller size FES originally shown on the plans.

==732.5 Construction Records ==
The inspector should record in a diary when FES were installed and which type of toe wall was used.

==732.6 Materials Inspection and Laboratory Testing ==
These items will be inspected by Construction and Materials and an inspection report will be issued in AASHTOWARE Project (AWP). See [http://modot.mo.gov/business/standards_and_specs/Sec1020.pdf Sec 1020] for metal and [http://modot.mo.gov/business/standards_and_specs/Sec1032.pdf Sec 1032] for concrete.

750.7 Non-Hydraulic Considerations

2024-05-20T18:55:43Z

Legged1: /* 750.7.2.2 Roadways with ADT ≤ 3500 */ corrected PVC diameter limit

{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right"
|-
|'''Metal and Concrete Pipe'''
|-
|[http://library.modot.mo.gov/RDT/reports/Ri07058/or08014.pdf Report 2008]
|-
|'''High Density Polyethylene (HDPE) Pipe Culverts'''
|-
|[http://library.modot.mo.gov/RDT/reports/Ri01037/Brf2002.htm Summary 2002]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri01037/RDT02007.pdf Report 2002]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri01037/Brf2002.pdf Summary 2002]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri01037/RDT02007.htm Report 2002]
|-
|'''See also:''' [https://www.modot.org/research-publications Research Publications]
|}
==750.7.1 General==
Drainage structures are located and designed to adequately handle runoff across improvements and to handle runoff from the improvement. Non-Hydraulic Considerations presents criteria pertaining to the selection of culvert and storm sewer material and appurtenances. The hydraulic design of culverts and other drainage facilities is discussed in other articles under [[:Category:750 Hydraulic Analysis|Hydraulic Analysis]].

==750.7.2 Types==
Permissible culvert pipe types are separated into the following groups.

<div id="Permissible Pipe Types by Group"></div>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+ '''Permissible Pipe Types by Group'''
! style="background:#BEBEBE"|Group A (ADT>3500) !! style="background:#BEBEBE"| Group B (ADT≤3500) !! style="background:#BEBEBE"|Group C (Other Applications)
|-
| Reinforced Concrete || Group A Pipe || Group A Pipe
|-
| Vitrified Clay || || Group B Pipe
|-
| Aluminum Coated Steel || Double Wall Polypropylene ≤60 in. ||
|-
| Polymer Coated Steel || High Density Polyethylene, Corrugated ≤60 in. || Zinc-Coated Steel
|-
| Aluminum Alloy || Steel Reinforced Polyethylene ≤60 in. || Bituminous-Coated Steel
|-
| Triple Wall Polypropylene ≤60 in. || rowspan="6" colspan="2" |
|-
| Double Wall Polypropylene ≤30 in.
|-
| High Density Polyethylene, Corrugated ≤24 in.
|-
| Steel Reinforced Polyethylene ≤24 in.
|-
| Polyvinyl chloride ≤36 in.
|}

In general, there are two methods of specifying the permissible culvert types dependent upon the design ADT. For most applications, a group of culvert types is specified as described in succeeding sections. For special situations, a qualified pipe group may be specified, as described in [[#750.7.2.5 Installations for Special Situations|Installations for Special Situations]]. The final selection of the structure type is based on requirements in the standard specifications, on good engineering judgment, and economy with consideration of service and maintenance costs.

===750.7.2.1 Roadways with ADT > 3500===
For roadways with ADT > 3500, Group A pipe will be specified for crossroad structures, except for the following conditions:

*Reinforced concrete box culverts are specified when it is more economical to build the reinforced box culvert than it is to provide an equivalent pipe culvert.
*Vitrified clay pipe (extra strength) is specified when the purpose of the culvert is a sanitary sewer.
*Group B pipe should be specified for the portion of median outlet pipes outside the edge of pavement where such pipes are located on high fills requiring a break in flowline grade. Details for such installations are illustrated in [[Media:750.7 Pipe Grades For Median Drop Inlets.pdf|Pipe Grades For Median Drop Inlets]].
*Group B pipe is specified to drain drop inlets into crossroad drainage structures when such installation necessitates a steep flowline grade and when the pipe will not extend under the pavement or in other non-traffic areas, such as behind guardrail at median piers.

Pipes of 12 in. and 15 in. are not used except as outlets from drop inlets and in storm sewer systems.

The requirements for using reinforced concrete pipe or vitrified clay pipe for structures may be waived if conditions warrant, such as poor structure foundation conditions, high fills, simplification of handling traffic, etc.

===750.7.2.2 Roadways with ADT ≤ 3500===
For roadways with ADT ≤ 3500, Group B pipe should be specified for crossroad structures. The hydraulic design computations for Group B pipe should be performed for both corrugated and smooth wall pipe. The pay item for the corrugated pipe size should be used. At each pipe location on the plans, both the corrugated and equivalent smooth wall diameters should be shown as in the following examples:

:::36" Group B Pipe (30")
:::36" Group B Pipe (36")

The equivalent smooth wall diameter must be shown whether the size is equal to or less than the corrugated size. The standard specifications for pipe and end sections describe the nomenclature for this procedure. Some exceptions to specifying Group B on the plans are the following:

*Reinforced concrete box culverts should be considered for pipes larger than 60 in. diameter.
*Reinforced concrete pipe, corrugated polyethylene pipe or polyvinyl chloride pipe should be specified for locations where high acidity or alkalinity of soils or waters or other abrasive or corrosive elements are present.
*Corrugated metallic-coated steel pipe-arch structures in sizes B-5 and larger may be specified where necessary because of limited allowable structure height. A battery of round pipes or a single elliptical reinforced concrete pipe may be considered in lieu of B-1 through B-4 corrugated metallic-coated steel pipe-arch structures.
*Elliptical reinforced concrete pipe may be specified in special cases, usually for storm sewers, where necessary because of limited allowable structure height.

Pipes of 12 in. and 15 in. are not used for crossroad culverts, except where the use of an 18 in. pipe will create an unsightly or impracticable drainage condition.

Corrugated polyethylene pipe (Type S) and polyvinyl chloride pipe are double walled, full circular cross section pipes, with an outer corrugated wall and a smooth inner liner. Only 12 to 60 in. diameter sizes of corrugated polyethylene, or 12 to 36 in. diameter sizes of PVC pipe, are approved for use on highway projects. Corrugations may be either annular or helical. Headwall protection is provided by means of a beveled pipe end treatment, safety slope end section, or metal or concrete flared end sections. [https://www.modot.org/missouri-standard-specifications-highway-construction Section 728] of the Standard Specifications require all PVC pipes to have an end section of one of the other Group B pipe materials to protect from ultraviolet degradation where the end of the pipe is exposed.

===750.7.2.3 Roadways and Roadside Applications with ADT < 1700===
For roadways, side roads, and entrances with ADT < 1700 Group C pipe should be specified using the same method for corrugated and smooth wall Group B pipe as explained in [[#750.7.2.2 Roadways with ADT ≤ 3500|Roadways with ADT ≤ 3500]]. For information regarding replacement of failed driveway drainage pipes see [[:Category:941 Permits and Access Requests#941.9.8.4 Drainage Structures|EPG 941.9.8.4 Drainage Structures]].

===750.7.2.4 Outer Roadway Drainage Structures===
Outer roadway drainage structures shall be selected by ADT as described above. Continuous drainage structures extending under outer roadways are designed to the same standard as required for the portion of the structure under the main roadway. Since a continuous drainage structure usually increases the standard for the portion under the outer roadway, it is usually more economical to use independent structures. Where continuous structures are used, the runoff between the outer roadway and the main roadway is usually carried into the crossroad structure by drop inlets and pipe. Where the crossroad structure is a relatively small pipe, the drop inlet is constructed in the crossroad structure.

For drainage applications other than crossroad pipes, such as entrances, side roads and median drainage, Group C pipe may be specified. In special cases where low clearance exists and the structure is essentially at right angles on roads with less than 400 ADT, pipe arches with flared end sections may be specified.

===750.7.2.5 Installations for Special Situations===
For installations on a project which normally would require a pipe group option, special conditions may exist which would justify the specifying of a qualified pipe group type. Justification for the selection of a qualified group pipe type include, but are not limited to, unstable foundation, high embankments, high erosive forces, highly abrasive or corrosive conditions, high fire hazard or other pertinent reasons. When any one or a combination of these factors exist, the culvert pipe type(s) best suited to resist such destructive forces is selected and specified by excluding pipe types from a specified group with a note on the plans or Job Special Provision. When a qualified pipe group is specified, the reasons for such selection are included in the letter of transmittal of the plans.

===750.7.2.6 Storm Sewers===
The permissible storm sewer type under the paved portion and any planned widening of roadways with ADT greater than 3500 is Group A pipe. All other applications of storm sewer are Group B pipe. The standard specifications require that corrugated metal culvert pipes used for storm sewer be smooth interior pipe types, so that consistent hydraulic characteristics may be assumed during design of the entire interconnected system.

===750.7.2.7 Multiple Opening Installations===
Multiple opening structures, either boxes or pipes, are used only as required where the allowable structure height is restricted. Where multiple pipes are constructed, the pipes are separated by a distance of 1/2 their outside diameter, or a minimum of 1 ft., whichever is greater.

===750.7.2.8 Temporary Installations===
For bypasses, crossovers or other temporary installations, regardless of design ADT, Group C pipe should be specified using the same method as for corrugated and smooth wall Group B pipe as explained in [[#750.7.2.2 Roadways with ADT ≤ 3500|Roadways with ADT ≤ 3500]].

==750.7.3 Environmental Requirements==

[https://epg.modot.org/index.php?title=127.4_Wetlands_and_Streams#127.4.1.1_Overview Waters of the United States] are under the jurisdiction of the U.S. Army Corps of Engineers (COE) which has implemented a [http://usace.contentdm.oclc.org/utils/getfile/collection/p16021coll11/id/2654 Regional Condition], affecting new and replacement culverts, to [[127.4 Wetlands and Streams|Section 404 Nationwide Permits]] (all Nationwide Permits including NWP 14, Linear Transportation Projects and NWP 3, Maintenance Activities) for Missouri.

If meeting the requirements of the Regional Condition is not feasible, or requires unreasonable measures or expense, a waiver can be requested from the COE. For more information, or to request a waiver, contact a Wetlands Specialist in the [https://modotgov.sharepoint.com/sites/DE/SitePages/Environmental-&-Historic-Preservation.aspx Environmental Section] of the Design Division.

<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" colspan="8"|Summary of COE Regional Condition Requirements for New and Replacement Culverts
|-
! style="background:#BEBEBE" colspan="4"|Culvert Opening Width<br/>(Total Width of All Culverts Within the Stream)<sup>1</sup> !! style="background:#BEBEBE" |≤ 4 ft.!! style="background:#BEBEBE" width="550" colspan="3"|> 4 ft.
|-
|colspan="4" rowspan="2"|Invert Embedment ||rowspan="2"|Flush or Below Natural Stream Bottom ||rowspan="2"|Stream Type||Perennial<br/>Intermittent||1 ft. (min.) below natural stream bottom<sup>2</sup>
|-
|Ephemeral||Flush or Below Natural Stream Bottom
|-
|rowspan="3"|Hydraulics||rowspan="3"|Stream Type|| Perennial||rowspan="3"|Flow Area||rowspan="3"|No requirement ||colspan="3"|Minimum of 85% of Bankfull Flow Area (Includes culvert(s) and roadway overtopping flow below bankfull stage.)
|-
|Intermittent||colspan="3"| Minimum of 50% of Bankfull Flow Area (Includes culvert(s) and roadway overtopping flow below bankfull stage.)
|-
|Ephemeral ||colspan="3"| No Requirement
|-
|colspan="8" align="left"|'''<sup>1</sup>''' Diameter for circular culverts; multiple culverts or barrels are considered to be one culvert
|-
|colspan="8" align="left"|'''<sup>2</sup>''' Flush with natural stream bottom for streams with non-erodible beds.
|}
</center>

===750.7.3.1 Stream Classifications===
A list, of perennial and intermittent streams, is available in [[127.4 Wetlands and Streams#127.4.1.1 Overview|EPG 127.4.1.1 Overview]]. This list does not include all perennial and intermittent streams in the state. Streams not listed in this list or thought to be a different class than what is represented, should be further evaluated to determine their classification. The Wetlands Specialist in the Environmental Section of the Design Division will likely have visited the site and have, photos and/or, notes on the stream classification. The following sources are examples of information that may be used to aid in determination of the stream classification:

:* Survey Field Notes from Wetland Specialist and/or Survey Crew
:* Bridge Survey Report
:* USGS Topographical Maps
:* Photos
:* Aerial or Satellite Imagery

===750.7.3.2 Embedment Requirements===
The regional condition encourages the use of single culverts. If multiple culverts are used, all must be embedded to the same invert elevation.

:'''Perennial and Intermittent Streams'''
::<u>Total width of all culverts within the stream channel > 4’ (diameter for circular culverts):</u>
:::* Culvert Extensions and Repairs – No Embedment Required
:::* New and Replacement Culverts
:::::* 1’ minimum embedment of culvert invert below natural stream bottom, except that:
:::::* Invert may be placed flush with stream bottom in non-erodible channels.
:::::* Invert should be embedded deeper in streams with highly erodible beds.
::<u>Total width of all culverts within the stream channel < 4’ (diameter for circular culverts):</u>
:::* Invert placed flush with stream bottom, except that:
:::* Invert should be embedded in streams with highly erodible beds.

:'''Ephemeral Streams'''

::* Culvert Extensions and Repairs – No Embedment Required
::* New and Replacement Culverts
:::* Invert placed flush with stream bottom, except that:
:::* Invert should be embedded in streams with highly erodible beds.

The embedded area shall be allowed to naturally backfill and shall not be included as part of the flow area for hydraulic design calculations.

On streams with highly erodible beds, grade control measures may be applied as necessary to prevent erosion and maintain aquatic life movement.

===750.7.3.3 Hydraulic Requirements===
In addition to the embedment requirements, new and replacement culverts with a width (diameter for circular culverts) greater than 4 ft. (total width of all culverts within the stream channel), on perennial and intermittent streams are required to convey a portion of the bankfull flow area.

Bankfull flow area is the area within the stream channel between the bankfull stage and the bottom of the channel. Bankfull stage is defined as the lowest bank elevation where water begins to overflow on the floodplain. On highly incised streams, where the bankfull stage is higher than a 100-yr. flood event, contact a Wetlands Specialist in the Environmental section for consultation with the Corps to determine the appropriate bankfull stage.

Once the bankfull stage and associated area have been determined the minimum area of the culvert can be determined. The Regional Condition provides guidance for the following [[127.4 Wetlands and Streams#127.4.1.1 Overview|regulated stream types]]:

:1) Perennial streams: 85% of the bankfull area shall remain open. This may be a combination of the culvert opening(s) and roadway overtopping flow below the bankfull stage.
:2) Intermittent streams: 50% of the bankfull area shall remain open. This may be a combination of the culvert opening(s) and roadway overtopping flow below the bankfull stage.

[[image:750.7.3.2.jpg|center|750px]]

==750.7.4 Box Culverts==
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="320px" align="right"
|-
|align="center"|'''Additional Info for the Districts'''
|-
|The Bridge Division has prepared the [[media:751.8 Reference Guide SBC 2016.pdf|Reference Guide SBC]] for laying out and plan reporting details of concrete single box culverts (SBC) using the standard plans.
|}

===750.7.4.1 Standard Plans===
The standard plans were designed for the HL-93 design loading. The standard plans may be used for all culverts on the state system with [[#750.7.11.2 Design Fill Heights|design fill heights]] of one foot thru 50 feet.
<center>

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+ '''Index to Box Culvert Standard Plans'''
! colspan="2" style="background:#BEBEBE"|General Details
|-
|Wing J-bars & Wing Backfill Slopes ||width="100"|[https://www.modot.org/media/16943 703.37]
|-
|Cutting Details for Partial Removal ||[https://www.modot.org/media/16944 703.38]
|-
|Pipe Inlets ||[https://www.modot.org/media/16954 703.60]
|-
|Bar Supports for Concrete ||[https://www.modot.org/media/16963 706.35]
|}

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE"|Culvert Details||style="background:#BEBEBE"| Single Box||style="background:#BEBEBE"| Double Box|| style="background:#BEBEBE"| Triple Box
|-
|Square - Straight Wings||[https://www.modot.org/media/16931 703.10] || [https://www.modot.org/media/16945 703.40] ||[https://www.modot.org/media/16955 703.80]
|-
|Square - Flared Wings ||[https://www.modot.org/media/16933 703.11] ||[https://www.modot.org/media/16946 703.41] ||[https://www.modot.org/media/16956 703.81]
|-
|Left Ahead - Straight Wings ||[https://www.modot.org/media/16934 703.12] || [https://www.modot.org/media/16947 703.42] ||[https://www.modot.org/media/16957 703.82]
|-
|Left Ahead - Flared Wings ||[https://www.modot.org/media/16936 703.13] ||[https://www.modot.org/media/16948 703.43] ||[https://www.modot.org/media/16958 703.83]
|-
|Right Ahead - Straight Wings ||[https://www.modot.org/media/16937 703.14] ||[https://www.modot.org/media/16950 703.44] || [https://www.modot.org/media/16959 703.84]
|-
|Right Ahead - Flared Wings ||[https://www.modot.org/media/16940 703.15] ||[https://www.modot.org/media/16951 703.45] ||[https://www.modot.org/media/16960 703.85]
|-
|Cut Sections ||[https://www.modot.org/media/16941 703.16] ||[https://www.modot.org/media/16952 703.46] ||[https://www.modot.org/media/16961 703.86]
|-
|Member Size & Reinforcement Tables ||[https://www.modot.org/media/16942 703.17] ||[https://www.modot.org/media/16953 703.47] ||[https://www.modot.org/media/16962 703.87]
|}

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+ '''Standard Box Culvert Sizes'''
! style="background:#BEBEBE" colspan="2"| !!colspan="14" width="650"|Span (ft.)!!style="background:#BEBEBE" |
|-
!style="background:#BEBEBE" colspan="2"| !! 3!! 4!!5!! 6!!7!!8!!9!!10!!11!!12!!13!!14!!15!!16!! style="background:#BEBEBE"|
|-
|rowspan="15"|'''Height<br/>(ft.)''' ||'''2'''|| X|| X||style="background:#BEBEBE" colspan="12"| ||'''2'''
|-
| '''3'''|| X|| X|| X|| X||style="background:#BEBEBE" colspan="10"| || ''' 3'''
|-
| '''4'''|| X|| X|| X|| X|| X|| X||style="background:#BEBEBE" colspan="8"| || '''4'''
|-
|'''5'''|| X||X||X||X||X||X||X||X||style="background:#BEBEBE" colspan="6"| ||'''5'''
|-
|'''6'''||'''A'''||X||X||X|| X||X||X||X||X|| X||style="background:#BEBEBE" colspan="4"| || '''6'''
|-
|'''7'''||style="background:#BEBEBE"| ||X||X||X||X||X||X||X||X||X||X||X||style="background:#BEBEBE" colspan="2"| || '''7'''
|-
|'''8'''||style="background:#BEBEBE" colspan="2"| ||X||X||X||X||X||X||X||X||X||X||X||X||'''8'''
|-
|'''9'''||style="background:#BEBEBE" colspan="3"| ||X||X||X||X||X||X||X||X||X||X||X|| '''9'''
|-
|'''10'''||style="background:#BEBEBE" colspan="4"| || X||X||X||X||X||X||X||X||X||X|| '''10'''
|-
|'''11'''||style="background:#BEBEBE" colspan="5"| || X||X||X||X||X||X||X||X||X|| '''11'''
|-
|'''12'''|| style="background:#BEBEBE" colspan="6"| ||X||X||X||X||X||X||X||X|| '''12'''
|-
|'''13'''|| style="background:#BEBEBE" colspan="7"| ||X||X||X||X||X||X||X|| '''13'''
|-
|'''14'''|| style="background:#BEBEBE" colspan="8"| ||X||X||X||X||X||X|| '''14'''
|-
|'''15'''|| style="background:#BEBEBE" colspan="9"| ||X||X||X||X||X|| '''15'''
|-
|'''16'''|| style="background:#BEBEBE" colspan="10"| || X||X||X||X|| '''16'''
|-
!style="background:#BEBEBE" colspan="2"| !!3!!4!!5!!6!!7!!8!!9!!10!!11!!12!!13!!14!!15!!16!!style="background:#BEBEBE"|
|-
|colspan="17" align="left"| '''X''' = single, double and triple box
|-
|colspan="17" align="left"| '''A''' = double and triple box only
|}

</center>

===750.7.4.2 Abrasion of Interior Surfaces===

The Core Team shall determine whether abrasion of the interior surfaces of the box culvert from large rocks or boulders is likely. If abrasion is to be considered, a structural design performed by the Bridge Division will be required. For guidance in determining when abrasion should be considered in culvert design, refer to the following documents:

:• Schall, J.T., etal., 2012 ''Hydraulic Design of Highway Culverts – Hydraulic Design Series No. 5 (HDS-5)'', Federal Highway Administration, Publication No. FHWA-HIF-0112-026

:• NRC. 1978. “Durability of Drainage Pipe.” ''NCHRP Synthesis of Highway Practice No. 50''. Transportation Research Board, National Research Council, Washington, DC, p. 37.

===750.7.4.3 Summary of Responsibilities===
<center>
<div id="Responsibilities for Multiple Opening Installations"></div>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+ '''Responsibilities for Box Culvert'''
! rowspan="2" style="background:#BEBEBE"|Drainage Area (Acres) !! rowspan="2" style="background:#BEBEBE"| Number of Cells !! rowspan="2" style="background:#BEBEBE"| Design Fill in Standard Plans !! colspan="2" style="background:#BEBEBE"| Responsible Entity !! rowspan="2" style="background:#BEBEBE"| Bridge Number !! rowspan="2" style="background:#BEBEBE"| Pay Items, Job Specials, Estimate
|-
! style="background:#BEBEBE"| Hydraulics !! style="background:#BEBEBE"| Final Plans
|-
| <1000 || 1 || Yes || District || District* || No || Roadway
|-
| <1000 || 1 || No || District || Bridge Division** || No || Roadway
|-
| <1000 || 2 or 3 || N/A || District || Bridge Division || Yes || Bridge
|-
| >1000 || 1, 2 or 3 || N/A || Bridge Division || Bridge Division || Yes || Bridge
|-
| colspan="7" align="left"| * Bridge Division will produce a typical section for the district to use in roadway plans (including quantities per foot) when abrasion design is required
|-
| colspan="7" align="left"| ** Bridge Division will produce a typical section for the district to use in roadway plans (including quantities per foot)
|}
</center>

For drainage areas of 1000 acres and less which require a structure designed by Bridge Division (multiple cell box, etc.), the district shall make the necessary hydraulic analysis and provide the following information to Bridge Division for each structure for placement on the plans:

:* [[#750.7.4.4 Size|Box Culvert Size]]
:* Drainage Area
:* [https://epg.modot.mo.gov/index.php?title=748.6_High_Water_Surface_Elevation Base Flood Elevation], discharge, [[748.4 Headwater and Backwater|backwater]] and culvert outlet velocity.
:* [https://epg.modot.org/index.php?title=748.6_High_Water_Surface_Elevation#748.6.1_Design_Flood_Elevation Design Flood Elevation], [https://epg.modot.org/index.php?title=Category:749_Hydrologic_Analysis#749.2.1_Design_Frequency_Criteria Design Frequency] and discharge.
:* [https://epg.modot.org/index.php?title=748.2_Roadway_Design_Criteria#748.2.3_Overtopping_Flood Overtopping Flood] discharge and frequency.

Multiple cell box structures for drainage areas of 1000 acres and under require that the final plans be done by Bridge Division. Where such plans are required, [https://modotgov.sharepoint.com/sites/br Bridge Division] shall be furnished with the grade across the structure, typical section, and any other necessary information.

===750.7.4.4 Size===

Hydraulic and environmental factors will control the required size of the box culvert. The size of the box culvert will affect the fill slopes and the culvert length. In special cases, a more economical box culvert may be attained by increasing the height of the culvert opening. Box culvert sizes are indicated on the plans as "(span) x (height)".

===750.7.4.5 Guardrail Attachment===

When guardrail is provided over a box culvert and the fill over the culvert provides less than 3’ 8” embedment of guardrail posts, guardrail attachments to the culvert shall be provided unless one of the following applies:

:1) No guardrail required if [[231.2 Clear Zones|clear zones]] are provided.
:2) For smaller box culverts a long span guardrail system as shown in [https://www.modot.org/media/16856 Standard Plan 606.00] may be used to eliminate posts over the culvert.

Guardrail posts attached to the top slab of the culvert shall have at least a 10” distance between the face of the headwall and the center of the guardrail post.

===750.7.4.6 Concrete Type===

All district designed concrete culvert designs should use Class B-1 Concrete, as reflected in the general notes of the culvert design standard plans. For these items, unit bid item 7034041 CLASS B1 CONCRETE (CULVERTS) should be used.

==750.7.5 Pipe Headwalls==
Type S pipe headwalls may be used in lieu of drop inlets for median pipes for medians 60 ft. wide or wider. Details for Type S pipe headwalls are shown on [https://www.modot.org/media/16844 Standard Plan 604.05].

==750.7.6 End Treatment==
End treatments on culverts provide safety benefits for errant vehicles, improved structural support for pipe ends, and improved hydraulic flow for pipe entrances. All pipe ends in the clear zone require some type of end treatment. Outside of the clear zone, considerations of hydraulics, aesthetics or soil erosion may warrant the use of an end section.

The following table contains minimum usage of end treatments as discussed in the ''Roadside Design Guide''. This table and the following discussion should be used with site specific factors, including maintenance concerns, to determine the safe and cost-effective end treatment for each culvert. The ''Roadside Design Guide'' (Chapter 3) has additional discussion of cross-drainage and parallel drainage structures.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+ '''End Section Requirements'''
! colspan="4" style="background:#BEBEBE"|Within Clear Zone !! style="background:#BEBEBE" width="250"| Outside Clear Zone
|-
| colspan="2" | <center>Crossroad Culverts</center>|| colspan="2" | <center>Parallel Culverts</center>|| rowspan="4" | <center>Permissible to have no end treatment; consider FES or BET especially for ADT ≥ 400</center>
|-
| <center>Single Pipes</center> || <center>Multiple Pipes</center> || <center>Single Pipes</center> || <center>Multiple Pipes</center>
|-
| <center>≤ 36 in. diameter use BET or FES</center>|| <center>≤ 30 in. diameter use BET or FES</center>|| <center>≤ 24 in. diameter BET or FES</center>|| rowspan="2" | <center>Consider SSES for       ≤ 24 in. diameter</center>
|-
| <center>> 36 in. diameter use SSES</center> || <center>> 30 in. diameter use SSES</center> || <center>> 24 in. diameter use SSES</center>
|-
| colspan="5" | FES = Flared End Section<br/>BET = Beveled Pipe End Treatment<br/>SSES = Safety Slope End Section
|}

===750.7.6.1 Flared End Sections===
Flared end sections may be used on concrete, metal, or plastic pipes as shown on [https://www.modot.org/media/16975 Standard Plan 732.00]. Where flared end sections are used on skewed pipe, the section is placed on the same line as the pipe and the fill slope is warped to fit.

===750.7.6.2 Beveled Pipe End Treatment===
Beveled pipe end treatment may be used on either corrugated metal or plastic pipes as shown on [https://www.modot.org/media/16976 Standard Plan 732.05]. All beveled pipes use encasement. Corrugated steel pipe-arches are not beveled. In general, the bevel should not be flatter than 1V:6H nor should the skew exceed 15 degrees. If these controls are exceeded, special consideration is given to the use of headwalls, riprap, or slope pavement to stiffen the structure against uneven loading from the embankment and the dynamic forces of the water. Proposed designs for these conditions are submitted to the Support Center for approval.

===750.7.6.3 Safety Slope End Sections===
Safety slope end sections are used to reduce the potential for vehicle snagging. End sections with two types of safety treatment for 1V:4H, 1V:6H and 1V:10H slopes are shown in [https://www.modot.org/media/16977 Standard Plan 732.10]. The 2B (Summary of Quantities) sheet should indicate the slope of the end section and whether the end section is for a crossroad or parallel drainage structure.

===750.7.6.4 Floodgates===
Floodgates are specified for the outlet ends of pipes where required to prevent floodwater from backing through the pipe. Type 1 floodgates are specified for concrete pipes. Floodgates for concrete box structures will require a special item number and special provision. Type 2 floodgates are specified on corrugated metal pipes. The hydraulic head should be specified on the plans. If the hydraulic head is not specified on the plans, the height of fill above the pipe will be considered the hydraulic head. The number of floodgates is listed on the plans in accordance with pipe sizes.

For information maintenance of floodgates, see [[614.5 Maintenance of Floodgates|EPG 614.5 Maintenance of Floodgates]].

==750.7.7 Circular Reinforced Concrete Pipes==
===750.7.7.1 Classes of Strength===
Reinforced concrete pipe is available as any one of five classes designated as Class I, II, III, IV or V. Class V pipe is the strongest design.

===750.7.7.2 Use of Various Classes===
Class I and II pipes are used only for sewers in trenches outside roadbed and street limits. Class I pipe is provided in 60 to 108 in. diameters, inclusive, and is used with fill 12 ft. or less in depth. Class II and III pipes are provided in sizes from 12 in. to 108 in. diameters, inclusive. Class II pipe is used with fill 15 ft. or less in depth and Class III pipe is used with fill 21 ft. or less in depth. Class IV pipe is provided in 12 in. to 84 in. Diameters, inclusive, and is used with fill 33 ft. or less in depth. Class V pipe is provided in sizes from 12 in. to 72 in. diameters, inclusive, and is used with fill 51 ft. or less in depth.

===750.7.7.3 Selection of Pipe Class and Installation Type===
In order for the contractor to select the most economical class of reinforced concrete pipe, the fill height must be shown on the culvert sheets. As shown on [https://www.modot.org/media/16970 Standard Plan 726.30], a range of installation types can be used for each soil category; however, the proper installation type will correspond to the most economical, lowest class of pipe for a given fill height.

===750.7.7.4 Special Design Reinforced Concrete Pipe===

Since pipes are specified by group, there is no need for the designer to select a special pipe design. Rather, the responsibility lies with the choices made by the contractor on the job. If the contractor elects to use reinforced concrete pipe, and the fill height exceeds 51 ft., a special design reinforced pipe may be specified for diameters 36 in. or less. [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1026] requires the manufacturer, prior to pipe fabrication, to provide design and installation details that must be reviewed by the Bridge Division for compliance with appropriate design standards.

Special design reinforced concrete pipe shall not be used when fill height exceeds 51 ft. with diameters greater than 36 in. This limit is due to installation difficulties associated with larger pipe diameters with the potential for problems increasing under deep fills.

===750.7.7.5 Payment for Bedding===
There is no direct payment or [http://www.modot.mo.gov/business/contractor_resources/biditemslisting.htm bid item] for any bedding category; however, when an unsuitable bedding material exists, such as rock, payment for a specific bedding material needed for the installation type specified will be included in the Class 3 excavation.

==750.7.8 Fill Settlements==
Fill settlements can seriously affect concrete box structures by opening joints and cracks sufficiently to allow the fill around the culvert to infiltrate into the culvert, thereby creating voids which can cause the roadbed to fail. In areas subject to large settlements, other structure types are considered or the box culvert is designed to withstand the settlement. This requires special box culvert designs and where box culverts are to be so designed, [https://modotgov.sharepoint.com/sites/br Bridge Division] is furnished with full information, including culvert sections, grades, and anticipated settlement. Box culverts with special collars around joints have been successfully designed and used in areas subject to large fill settlements. Since such structures are expensive, it is sometimes more economical to use other structure types, such as flexible pipe.

==750.7.9 Camber in Culverts==
Camber, as used in culvert design, is defined as the distance the central portion of crossroad structures is constructed above final flowline grade to compensate for anticipated settlement. Typical details for cambering culverts are shown on [https://www.modot.org/media/16970 Standard Plan 726.30]. A structure designed with proper camber will settle to near flowline grade and elevation when it reaches final settlement. All culverts, except those on non-yielding foundations, are cambered at a minimum rate of 0.01 ft/ft of overfill. Cambers of 0.1 ft. or less are not shown on plans. Where the fill settlement is known, culverts are designed with a camber equal to the anticipated settlement. The camber is shown on the culvert section at the roadbed shoulders by amount and flowline elevation.

==750.7.10 Culvert Extensions==
All culvert extensions, both boxes and pipes, are extended with structures meeting current design requirements and standards, regardless of the type of standard of the existing structure. Pipe collars, as detailed on [https://www.modot.org/media/16853 Standard Plan 604.40], are used to connect different types of pipe, and concrete pipe to concrete pipe. For extension of box culverts [https://epg.modot.org/index.php?title=751.8_LRFD_Concrete_Box_Culverts#751.8.3.4_Miscellaneous EPG 751.8.3.4 Miscellaneous, Culvert Extensions]. Additional fills on existing box culverts may require a structural analysis of the existing structure by the Bridge Division. If so, [https://modotgov.sharepoint.com/sites/br Bridge Division] is furnished a print of the completed culvert section and the standard to which the existing structure was designed, if known, for their use in making the analysis.

The unit cost for pipe or box extensions is typically greater than the unit cost for new construction of pipe or box culverts.

For floodplain development permit requirements, see [[748.8 National Flood Insurance Program (NFIP)#748.8.3.3 Culvert Extensions|EPG 748.9.3.3 National Flood Insurance Program (NFIP) - Culvert Extensions]] for structures designed by Bridge or [[127.9 Floodplain Management and the Regulatory Floodway|EPG 127.9 Floodplain Management and the Regulatory Floodway]] for roadway culverts.

==750.7.11 Overfill Heights==
===750.7.11.1 Minimum Fill Heights===
The minimum allowable fill or cover for all structures is 1 ft. at the outside shoulder line, (refer to [[751.1 Preliminary Design#751.1.2.8.3.3 Roadway Fill|EPG 751.1.2.8.3.3 Box Culverts, Roadway Fill]] for details of warping fill over exposed portions of box culverts), with the following exceptions:

*The minimum fill for structural-plate pipe structures is tabulated in [[Media:750.7 Overfill Structural Plate Pipe.pdf|Allowable Overfills for Structural Plate Pipe]].

* The minimum clearance from the top of pipe structures to the bottom of the aggregate base material is 6 inches.

* The minimum fill for box culverts at the outside shoulder line is the greater of 1 ft. or the pavement thickness plus 4 ½ in. of aggregate base material, with a minimum of 4 ½ in. of aggregate base material under all pavement. Exceptions are special box culverts designed to carry traffic on the top slab.

*For roadways with an ADT ≤ 1700, the minimum fill at the shoulder on the inside of superelevated curves is 18 inches.

*Minimum fill heights for vitrified clay pipe (extra strength) are 4 ft. for the 8 to 21 in. diameters and 3 ft. for the 24 to 36 in. diameters.

Overfill heights which are less than those indicated as allowable for any one pipe type are not considered as justification for the elimination of specifying pipe types by "Group" provided other criteria are satisfactory.

===750.7.11.2 Design Fill Heights===
For standard concrete box culverts if design fill is between tabulated design fills, use the next greater tabulated design fill, except for design fills between 2 ft. and 4 feet. For design fills between 2 ft. and 4 ft. use the greater member thickness, area of reinforcement and bar dimensions from the 2 ft. and 4 ft. tabulated design fills. For pipe culverts where the fill height is between values tabulated for design, the design fill height is taken to the next increment requiring the higher design. Pipe culverts are designed throughout their length for the maximum design condition except in the case of structural plate pipe.

A single fill height, representing the maximum height of fill over the culvert, can be used for most box culverts. Additional fill heights may be used for longer culverts, as described in [https://epg.modot.org/index.php?title=751.8_LRFD_Concrete_Box_Culverts#751.8.2.2_Design_Fill EPG 751.8.2.2 Design Fill]. Generally, no more than two or three fill heights should be required. When multiple fill heights are used, consideration should be given to the potential for future widening of the roadbed.

Design fill heights for all pipe culverts specified by "Group" are shown on the "B" sheets. The allowable overfill heights for corrugated metal pipe-arches and structural plate pipes are tabulated in [[Media:750.7 Overfill Corrugated Metal Pipe-Arches.pdf|Allowable Overfills for Corrugated Metal Pipe-Arches]] and [[Media:750.7 Overfill Structural Plate Pipe.pdf|Allowable Overfills for Structural Plate Pipe]]. These overfill heights indicate both a minimum and a maximum, neither of which should be exceeded. If overfill heights exceed the range shown, a different gage may be necessary and a special design is requested from the Central Office. A special design is also requested for pipe-arches of a size not listed in [[Media:750.7 Overfill Corrugated Metal Pipe-Arches.pdf|Allowable Overfills for Corrugated Metal Pipe-Arches]]. If a different gage is necessary, the plans specify the gage required. Where overfill heights are greater than shown in the figure, consideration should be given to round pipe. The gage for structural plate pipe is specified on the plans and may be changed throughout the length of the structure, where economically feasible, dependent on the fill heights in accordance with [[Media:750.7 Overfill Structural Plate Pipe.pdf|Allowable Overfills for Structural Plate Pipe]].

===750.7.11.3 Maximum Fill Heights===
====750.7.11.3.1 Box Culverts====
For design fill heights of less than 1 ft. or exceeding 50 ft., a special design request is made to [https://modotgov.sharepoint.com/sites/br Bridge Division]. A plat showing the culvert location and a cross section at the culvert location should be provided with the request. A special sheet with structural details will be returned to the district. Input on pay item quantities will also be provided.

====750.7.11.3.2 Pipes====
Design overfill heights which are in excess of those indicated as allowable for any one pipe type are not considered as justification for the elimination of specifying pipe types by "Group" provided other criteria are satisfactory.

For fill heights exceeding the values tabulated on [https://www.modot.org/media/16970 Std. Plan 726.30] for circular reinforced concrete pipe diameters 36 in. or less, the contractor has the option to supply a special design reinforced concrete pipe in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1026].

==750.7.12 Culvert Grades==
Crossroad drainage structures are usually placed parallel to the natural stream slope or the ditch slope in which the culvert is being placed. The invert of most culverts with a width or diameter larger than 48 in. are required to be embedded a minimum of 1 ft. below the natural ditch grade due to [[#750.7.3 Environmental Requirements|environmental requirements]]. Culverts that are not embedded should have a minimum slope of 0.3% to reduce the chances of an adverse slope being created if there is any settlement at the inlet. 0% slopes may be used in special cases or where flow may occur in either direction. Culverts with slopes greater than 10% or with drops more than 25’ may require special connections between culvert sections. See FHWA's ''Hydraulic Design of Highway Culverts – Hydraulic Design Series No. 5 (HDS-5)'' for additional details. Erosion may be a problem at the outlet end of culverts on steep slopes which sometimes can be reduced by breaking the slope within the culvert. Slope breaks can also be used to reduce structure excavation. Drop structures can be used at the inlet end of culverts to reduce the slope through the culvert. Drop structures are used with discretion because of the ponding upstream, and because of the unstable condition that may be created by the ponding.

Guidance about controlling slopes for [[750.4 Storm Sewers|storm sewers]] and [[750.5 Sanitary Sewers|sanitary sewers]] is available.

The slope for pipes for median drop inlets is broken in accordance with the requirements and details illustrated on [[Media:750.7 Pipe Grades For Median Drop Inlets.pdf|Pipe Grades For Median Drop Inlets]].

==750.7.13 Culvert Lengths==
Culvert lengths are determined graphically by scaling from the culvert sections. The lengths are obtained by intersection of the structure with slope lines as shown on the culvert standard plans, and as described in the following sections. Precise lengths are not computed. In questionable cases a longer length is used. Skewed slopes used for culvert sections are shown on [[Media:750.7.13 Slopes for Skewed Culvert Sections.pdf|Slopes for Skewed Culvert Sections]]. Intermediate values are interpolated.

===750.7.13.1 Box Culverts===
For additional information on culvert length, see [[751.1 Preliminary Design#751.1.2.8.3.2 Length|EPG 751.1.2.8.3.2 Length]]. For maximum length of box culver barrels and box culvert cut sections, refer to [[751.8 LRFD Concrete Box Culverts#751.8.3.1 Joints|EPG 751.8.3.1 Joints, Transverse Joints]] and [[751.8 LRFD Concrete Box Culverts#751.8.1.3 Barrel Section Dimensions|EPG 751.8.1.3 Barrel Section Dimensions]].

===750.7.13.2 Pipes===
The length of pipe culverts with headwalls is 2 ft. longer than the distance between headwalls. Pipe headwalls are designed on a flat grade, regardless of the grade of the pipe. The length of pipe culverts not beveled and without headwalls is the distance between the slope lines at the flowline. Corrugated metallic-coated steel pipe lengths are scaled to the next higher even foot. Other pipe lengths are scaled to the next higher 1.0 ft. The length of corrugated metallic-coated steel pipes with beveled ends is 2 ft. longer than the distance between the intersection of the slope lines and the centerline of the pipe scaled to the next higher even foot. Pipe bends and special connections are not listed as a pay item on the plans. The plans should include notes to the effect that such items are required and that their costs are included in other items. The plans include, usually on the culvert sections, sufficient dimensions and detail to fabricate pipe with bends or special connections.

==750.7.14 Excavation for Structure==
See [[:Category:206 Excavation for Structures|EPG 206 Excavation for Structures.]]

==750.7.15 Connections==
The plans provide for connecting new structures to existing structures, and connecting different types of new structures. The plans do not include an item for the connection of pipes to existing manholes, box culverts, drop inlets or sewer pipes. The plans do include the pipe collar item for connecting different types of pipe or different sizes of pipes. Details for pipe collars are shown on [https://www.modot.org/media/16853 Standard Plan 604.40].

==750.7.16 Culvert Cleanout==
Information needed to properly estimate culvert cleanout items are:
*Location of culvert by station
*Type of culvert, i.e. corrugated metal or concrete
*Length of culvert
*Size of culvert

This information should be listed for each culvert to be cleaned out on the 2B sheets under the heading "Culvert Cleanout, Estimated." This information should be obtained from existing plans; no field measurement is required.

==750.7.17 Slotted Drains==
Slotted drains may be used to assist in drainage across entrances or very short sections of the roadway edge. Consistent hydraulic characteristics are not available, so slotted drains should not be expected to completely drain a pavement area. Chapter 4 of the FHWA Hydraulic Engineering Circular 22, "HEC-22 Urban Drainage Design" provides guidance for the design of slotted drains. The plans provide for the contractor to select among different styles of slotted drains (See [https://www.modot.org/media/16854 Standard Plan 604.70]). The diameter of pipe and length of slotted drain are specified in the plans.

[[Category:750 Hydraulic Analysis]]

750.7 Non-Hydraulic Considerations

2024-05-20T18:55:07Z

Legged1: /* 750.7.2.4 Outer Roadway Drainage Structures */ removed information that's covered in 750.7.6

{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right"
|-
|'''Metal and Concrete Pipe'''
|-
|[http://library.modot.mo.gov/RDT/reports/Ri07058/or08014.pdf Report 2008]
|-
|'''High Density Polyethylene (HDPE) Pipe Culverts'''
|-
|[http://library.modot.mo.gov/RDT/reports/Ri01037/Brf2002.htm Summary 2002]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri01037/RDT02007.pdf Report 2002]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri01037/Brf2002.pdf Summary 2002]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri01037/RDT02007.htm Report 2002]
|-
|'''See also:''' [https://www.modot.org/research-publications Research Publications]
|}
==750.7.1 General==
Drainage structures are located and designed to adequately handle runoff across improvements and to handle runoff from the improvement. Non-Hydraulic Considerations presents criteria pertaining to the selection of culvert and storm sewer material and appurtenances. The hydraulic design of culverts and other drainage facilities is discussed in other articles under [[:Category:750 Hydraulic Analysis|Hydraulic Analysis]].

==750.7.2 Types==
Permissible culvert pipe types are separated into the following groups.

<div id="Permissible Pipe Types by Group"></div>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+ '''Permissible Pipe Types by Group'''
! style="background:#BEBEBE"|Group A (ADT>3500) !! style="background:#BEBEBE"| Group B (ADT≤3500) !! style="background:#BEBEBE"|Group C (Other Applications)
|-
| Reinforced Concrete || Group A Pipe || Group A Pipe
|-
| Vitrified Clay || || Group B Pipe
|-
| Aluminum Coated Steel || Double Wall Polypropylene ≤60 in. ||
|-
| Polymer Coated Steel || High Density Polyethylene, Corrugated ≤60 in. || Zinc-Coated Steel
|-
| Aluminum Alloy || Steel Reinforced Polyethylene ≤60 in. || Bituminous-Coated Steel
|-
| Triple Wall Polypropylene ≤60 in. || rowspan="6" colspan="2" |
|-
| Double Wall Polypropylene ≤30 in.
|-
| High Density Polyethylene, Corrugated ≤24 in.
|-
| Steel Reinforced Polyethylene ≤24 in.
|-
| Polyvinyl chloride ≤36 in.
|}

In general, there are two methods of specifying the permissible culvert types dependent upon the design ADT. For most applications, a group of culvert types is specified as described in succeeding sections. For special situations, a qualified pipe group may be specified, as described in [[#750.7.2.5 Installations for Special Situations|Installations for Special Situations]]. The final selection of the structure type is based on requirements in the standard specifications, on good engineering judgment, and economy with consideration of service and maintenance costs.

===750.7.2.1 Roadways with ADT > 3500===
For roadways with ADT > 3500, Group A pipe will be specified for crossroad structures, except for the following conditions:

*Reinforced concrete box culverts are specified when it is more economical to build the reinforced box culvert than it is to provide an equivalent pipe culvert.
*Vitrified clay pipe (extra strength) is specified when the purpose of the culvert is a sanitary sewer.
*Group B pipe should be specified for the portion of median outlet pipes outside the edge of pavement where such pipes are located on high fills requiring a break in flowline grade. Details for such installations are illustrated in [[Media:750.7 Pipe Grades For Median Drop Inlets.pdf|Pipe Grades For Median Drop Inlets]].
*Group B pipe is specified to drain drop inlets into crossroad drainage structures when such installation necessitates a steep flowline grade and when the pipe will not extend under the pavement or in other non-traffic areas, such as behind guardrail at median piers.

Pipes of 12 in. and 15 in. are not used except as outlets from drop inlets and in storm sewer systems.

The requirements for using reinforced concrete pipe or vitrified clay pipe for structures may be waived if conditions warrant, such as poor structure foundation conditions, high fills, simplification of handling traffic, etc.

===750.7.2.2 Roadways with ADT ≤ 3500===
For roadways with ADT ≤ 3500, Group B pipe should be specified for crossroad structures. The hydraulic design computations for Group B pipe should be performed for both corrugated and smooth wall pipe. The pay item for the corrugated pipe size should be used. At each pipe location on the plans, both the corrugated and equivalent smooth wall diameters should be shown as in the following examples:

:::36" Group B Pipe (30")
:::36" Group B Pipe (36")

The equivalent smooth wall diameter must be shown whether the size is equal to or less than the corrugated size. The standard specifications for pipe and end sections describe the nomenclature for this procedure. Some exceptions to specifying Group B on the plans are the following:

*Reinforced concrete box culverts should be considered for pipes larger than 60 in. diameter.
*Reinforced concrete pipe, corrugated polyethylene pipe or polyvinyl chloride pipe should be specified for locations where high acidity or alkalinity of soils or waters or other abrasive or corrosive elements are present.
*Corrugated metallic-coated steel pipe-arch structures in sizes B-5 and larger may be specified where necessary because of limited allowable structure height. A battery of round pipes or a single elliptical reinforced concrete pipe may be considered in lieu of B-1 through B-4 corrugated metallic-coated steel pipe-arch structures.
*Elliptical reinforced concrete pipe may be specified in special cases, usually for storm sewers, where necessary because of limited allowable structure height.

Pipes of 12 in. and 15 in. are not used for crossroad culverts, except where the use of an 18 in. pipe will create an unsightly or impracticable drainage condition.

Corrugated polyethylene pipe (Type S) and polyvinyl chloride pipe are double walled, full circular cross section pipes, with an outer corrugated wall and a smooth inner liner. Only 12 to 60 in. diameter sizes of corrugated polyethylene, or 12 to 48 in. diameter sizes of PVC pipe, are approved for use on highway projects. Corrugations may be either annular or helical. Headwall protection is provided by means of a beveled pipe end treatment, safety slope end section, or metal or concrete flared end sections. [https://www.modot.org/missouri-standard-specifications-highway-construction Section 728] of the Standard Specifications require all PVC pipes to have an end section of one of the other Group B pipe materials to protect from ultraviolet degradation where the end of the pipe is exposed.

===750.7.2.3 Roadways and Roadside Applications with ADT < 1700===
For roadways, side roads, and entrances with ADT < 1700 Group C pipe should be specified using the same method for corrugated and smooth wall Group B pipe as explained in [[#750.7.2.2 Roadways with ADT ≤ 3500|Roadways with ADT ≤ 3500]]. For information regarding replacement of failed driveway drainage pipes see [[:Category:941 Permits and Access Requests#941.9.8.4 Drainage Structures|EPG 941.9.8.4 Drainage Structures]].

===750.7.2.4 Outer Roadway Drainage Structures===
Outer roadway drainage structures shall be selected by ADT as described above. Continuous drainage structures extending under outer roadways are designed to the same standard as required for the portion of the structure under the main roadway. Since a continuous drainage structure usually increases the standard for the portion under the outer roadway, it is usually more economical to use independent structures. Where continuous structures are used, the runoff between the outer roadway and the main roadway is usually carried into the crossroad structure by drop inlets and pipe. Where the crossroad structure is a relatively small pipe, the drop inlet is constructed in the crossroad structure.

For drainage applications other than crossroad pipes, such as entrances, side roads and median drainage, Group C pipe may be specified. In special cases where low clearance exists and the structure is essentially at right angles on roads with less than 400 ADT, pipe arches with flared end sections may be specified.

===750.7.2.5 Installations for Special Situations===
For installations on a project which normally would require a pipe group option, special conditions may exist which would justify the specifying of a qualified pipe group type. Justification for the selection of a qualified group pipe type include, but are not limited to, unstable foundation, high embankments, high erosive forces, highly abrasive or corrosive conditions, high fire hazard or other pertinent reasons. When any one or a combination of these factors exist, the culvert pipe type(s) best suited to resist such destructive forces is selected and specified by excluding pipe types from a specified group with a note on the plans or Job Special Provision. When a qualified pipe group is specified, the reasons for such selection are included in the letter of transmittal of the plans.

===750.7.2.6 Storm Sewers===
The permissible storm sewer type under the paved portion and any planned widening of roadways with ADT greater than 3500 is Group A pipe. All other applications of storm sewer are Group B pipe. The standard specifications require that corrugated metal culvert pipes used for storm sewer be smooth interior pipe types, so that consistent hydraulic characteristics may be assumed during design of the entire interconnected system.

===750.7.2.7 Multiple Opening Installations===
Multiple opening structures, either boxes or pipes, are used only as required where the allowable structure height is restricted. Where multiple pipes are constructed, the pipes are separated by a distance of 1/2 their outside diameter, or a minimum of 1 ft., whichever is greater.

===750.7.2.8 Temporary Installations===
For bypasses, crossovers or other temporary installations, regardless of design ADT, Group C pipe should be specified using the same method as for corrugated and smooth wall Group B pipe as explained in [[#750.7.2.2 Roadways with ADT ≤ 3500|Roadways with ADT ≤ 3500]].

==750.7.3 Environmental Requirements==

[https://epg.modot.org/index.php?title=127.4_Wetlands_and_Streams#127.4.1.1_Overview Waters of the United States] are under the jurisdiction of the U.S. Army Corps of Engineers (COE) which has implemented a [http://usace.contentdm.oclc.org/utils/getfile/collection/p16021coll11/id/2654 Regional Condition], affecting new and replacement culverts, to [[127.4 Wetlands and Streams|Section 404 Nationwide Permits]] (all Nationwide Permits including NWP 14, Linear Transportation Projects and NWP 3, Maintenance Activities) for Missouri.

If meeting the requirements of the Regional Condition is not feasible, or requires unreasonable measures or expense, a waiver can be requested from the COE. For more information, or to request a waiver, contact a Wetlands Specialist in the [https://modotgov.sharepoint.com/sites/DE/SitePages/Environmental-&-Historic-Preservation.aspx Environmental Section] of the Design Division.

<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" colspan="8"|Summary of COE Regional Condition Requirements for New and Replacement Culverts
|-
! style="background:#BEBEBE" colspan="4"|Culvert Opening Width<br/>(Total Width of All Culverts Within the Stream)<sup>1</sup> !! style="background:#BEBEBE" |≤ 4 ft.!! style="background:#BEBEBE" width="550" colspan="3"|> 4 ft.
|-
|colspan="4" rowspan="2"|Invert Embedment ||rowspan="2"|Flush or Below Natural Stream Bottom ||rowspan="2"|Stream Type||Perennial<br/>Intermittent||1 ft. (min.) below natural stream bottom<sup>2</sup>
|-
|Ephemeral||Flush or Below Natural Stream Bottom
|-
|rowspan="3"|Hydraulics||rowspan="3"|Stream Type|| Perennial||rowspan="3"|Flow Area||rowspan="3"|No requirement ||colspan="3"|Minimum of 85% of Bankfull Flow Area (Includes culvert(s) and roadway overtopping flow below bankfull stage.)
|-
|Intermittent||colspan="3"| Minimum of 50% of Bankfull Flow Area (Includes culvert(s) and roadway overtopping flow below bankfull stage.)
|-
|Ephemeral ||colspan="3"| No Requirement
|-
|colspan="8" align="left"|'''<sup>1</sup>''' Diameter for circular culverts; multiple culverts or barrels are considered to be one culvert
|-
|colspan="8" align="left"|'''<sup>2</sup>''' Flush with natural stream bottom for streams with non-erodible beds.
|}
</center>

===750.7.3.1 Stream Classifications===
A list, of perennial and intermittent streams, is available in [[127.4 Wetlands and Streams#127.4.1.1 Overview|EPG 127.4.1.1 Overview]]. This list does not include all perennial and intermittent streams in the state. Streams not listed in this list or thought to be a different class than what is represented, should be further evaluated to determine their classification. The Wetlands Specialist in the Environmental Section of the Design Division will likely have visited the site and have, photos and/or, notes on the stream classification. The following sources are examples of information that may be used to aid in determination of the stream classification:

:* Survey Field Notes from Wetland Specialist and/or Survey Crew
:* Bridge Survey Report
:* USGS Topographical Maps
:* Photos
:* Aerial or Satellite Imagery

===750.7.3.2 Embedment Requirements===
The regional condition encourages the use of single culverts. If multiple culverts are used, all must be embedded to the same invert elevation.

:'''Perennial and Intermittent Streams'''
::<u>Total width of all culverts within the stream channel > 4’ (diameter for circular culverts):</u>
:::* Culvert Extensions and Repairs – No Embedment Required
:::* New and Replacement Culverts
:::::* 1’ minimum embedment of culvert invert below natural stream bottom, except that:
:::::* Invert may be placed flush with stream bottom in non-erodible channels.
:::::* Invert should be embedded deeper in streams with highly erodible beds.
::<u>Total width of all culverts within the stream channel < 4’ (diameter for circular culverts):</u>
:::* Invert placed flush with stream bottom, except that:
:::* Invert should be embedded in streams with highly erodible beds.

:'''Ephemeral Streams'''

::* Culvert Extensions and Repairs – No Embedment Required
::* New and Replacement Culverts
:::* Invert placed flush with stream bottom, except that:
:::* Invert should be embedded in streams with highly erodible beds.

The embedded area shall be allowed to naturally backfill and shall not be included as part of the flow area for hydraulic design calculations.

On streams with highly erodible beds, grade control measures may be applied as necessary to prevent erosion and maintain aquatic life movement.

===750.7.3.3 Hydraulic Requirements===
In addition to the embedment requirements, new and replacement culverts with a width (diameter for circular culverts) greater than 4 ft. (total width of all culverts within the stream channel), on perennial and intermittent streams are required to convey a portion of the bankfull flow area.

Bankfull flow area is the area within the stream channel between the bankfull stage and the bottom of the channel. Bankfull stage is defined as the lowest bank elevation where water begins to overflow on the floodplain. On highly incised streams, where the bankfull stage is higher than a 100-yr. flood event, contact a Wetlands Specialist in the Environmental section for consultation with the Corps to determine the appropriate bankfull stage.

Once the bankfull stage and associated area have been determined the minimum area of the culvert can be determined. The Regional Condition provides guidance for the following [[127.4 Wetlands and Streams#127.4.1.1 Overview|regulated stream types]]:

:1) Perennial streams: 85% of the bankfull area shall remain open. This may be a combination of the culvert opening(s) and roadway overtopping flow below the bankfull stage.
:2) Intermittent streams: 50% of the bankfull area shall remain open. This may be a combination of the culvert opening(s) and roadway overtopping flow below the bankfull stage.

[[image:750.7.3.2.jpg|center|750px]]

==750.7.4 Box Culverts==
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="320px" align="right"
|-
|align="center"|'''Additional Info for the Districts'''
|-
|The Bridge Division has prepared the [[media:751.8 Reference Guide SBC 2016.pdf|Reference Guide SBC]] for laying out and plan reporting details of concrete single box culverts (SBC) using the standard plans.
|}

===750.7.4.1 Standard Plans===
The standard plans were designed for the HL-93 design loading. The standard plans may be used for all culverts on the state system with [[#750.7.11.2 Design Fill Heights|design fill heights]] of one foot thru 50 feet.
<center>

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+ '''Index to Box Culvert Standard Plans'''
! colspan="2" style="background:#BEBEBE"|General Details
|-
|Wing J-bars & Wing Backfill Slopes ||width="100"|[https://www.modot.org/media/16943 703.37]
|-
|Cutting Details for Partial Removal ||[https://www.modot.org/media/16944 703.38]
|-
|Pipe Inlets ||[https://www.modot.org/media/16954 703.60]
|-
|Bar Supports for Concrete ||[https://www.modot.org/media/16963 706.35]
|}

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE"|Culvert Details||style="background:#BEBEBE"| Single Box||style="background:#BEBEBE"| Double Box|| style="background:#BEBEBE"| Triple Box
|-
|Square - Straight Wings||[https://www.modot.org/media/16931 703.10] || [https://www.modot.org/media/16945 703.40] ||[https://www.modot.org/media/16955 703.80]
|-
|Square - Flared Wings ||[https://www.modot.org/media/16933 703.11] ||[https://www.modot.org/media/16946 703.41] ||[https://www.modot.org/media/16956 703.81]
|-
|Left Ahead - Straight Wings ||[https://www.modot.org/media/16934 703.12] || [https://www.modot.org/media/16947 703.42] ||[https://www.modot.org/media/16957 703.82]
|-
|Left Ahead - Flared Wings ||[https://www.modot.org/media/16936 703.13] ||[https://www.modot.org/media/16948 703.43] ||[https://www.modot.org/media/16958 703.83]
|-
|Right Ahead - Straight Wings ||[https://www.modot.org/media/16937 703.14] ||[https://www.modot.org/media/16950 703.44] || [https://www.modot.org/media/16959 703.84]
|-
|Right Ahead - Flared Wings ||[https://www.modot.org/media/16940 703.15] ||[https://www.modot.org/media/16951 703.45] ||[https://www.modot.org/media/16960 703.85]
|-
|Cut Sections ||[https://www.modot.org/media/16941 703.16] ||[https://www.modot.org/media/16952 703.46] ||[https://www.modot.org/media/16961 703.86]
|-
|Member Size & Reinforcement Tables ||[https://www.modot.org/media/16942 703.17] ||[https://www.modot.org/media/16953 703.47] ||[https://www.modot.org/media/16962 703.87]
|}

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+ '''Standard Box Culvert Sizes'''
! style="background:#BEBEBE" colspan="2"| !!colspan="14" width="650"|Span (ft.)!!style="background:#BEBEBE" |
|-
!style="background:#BEBEBE" colspan="2"| !! 3!! 4!!5!! 6!!7!!8!!9!!10!!11!!12!!13!!14!!15!!16!! style="background:#BEBEBE"|
|-
|rowspan="15"|'''Height<br/>(ft.)''' ||'''2'''|| X|| X||style="background:#BEBEBE" colspan="12"| ||'''2'''
|-
| '''3'''|| X|| X|| X|| X||style="background:#BEBEBE" colspan="10"| || ''' 3'''
|-
| '''4'''|| X|| X|| X|| X|| X|| X||style="background:#BEBEBE" colspan="8"| || '''4'''
|-
|'''5'''|| X||X||X||X||X||X||X||X||style="background:#BEBEBE" colspan="6"| ||'''5'''
|-
|'''6'''||'''A'''||X||X||X|| X||X||X||X||X|| X||style="background:#BEBEBE" colspan="4"| || '''6'''
|-
|'''7'''||style="background:#BEBEBE"| ||X||X||X||X||X||X||X||X||X||X||X||style="background:#BEBEBE" colspan="2"| || '''7'''
|-
|'''8'''||style="background:#BEBEBE" colspan="2"| ||X||X||X||X||X||X||X||X||X||X||X||X||'''8'''
|-
|'''9'''||style="background:#BEBEBE" colspan="3"| ||X||X||X||X||X||X||X||X||X||X||X|| '''9'''
|-
|'''10'''||style="background:#BEBEBE" colspan="4"| || X||X||X||X||X||X||X||X||X||X|| '''10'''
|-
|'''11'''||style="background:#BEBEBE" colspan="5"| || X||X||X||X||X||X||X||X||X|| '''11'''
|-
|'''12'''|| style="background:#BEBEBE" colspan="6"| ||X||X||X||X||X||X||X||X|| '''12'''
|-
|'''13'''|| style="background:#BEBEBE" colspan="7"| ||X||X||X||X||X||X||X|| '''13'''
|-
|'''14'''|| style="background:#BEBEBE" colspan="8"| ||X||X||X||X||X||X|| '''14'''
|-
|'''15'''|| style="background:#BEBEBE" colspan="9"| ||X||X||X||X||X|| '''15'''
|-
|'''16'''|| style="background:#BEBEBE" colspan="10"| || X||X||X||X|| '''16'''
|-
!style="background:#BEBEBE" colspan="2"| !!3!!4!!5!!6!!7!!8!!9!!10!!11!!12!!13!!14!!15!!16!!style="background:#BEBEBE"|
|-
|colspan="17" align="left"| '''X''' = single, double and triple box
|-
|colspan="17" align="left"| '''A''' = double and triple box only
|}

</center>

===750.7.4.2 Abrasion of Interior Surfaces===

The Core Team shall determine whether abrasion of the interior surfaces of the box culvert from large rocks or boulders is likely. If abrasion is to be considered, a structural design performed by the Bridge Division will be required. For guidance in determining when abrasion should be considered in culvert design, refer to the following documents:

:• Schall, J.T., etal., 2012 ''Hydraulic Design of Highway Culverts – Hydraulic Design Series No. 5 (HDS-5)'', Federal Highway Administration, Publication No. FHWA-HIF-0112-026

:• NRC. 1978. “Durability of Drainage Pipe.” ''NCHRP Synthesis of Highway Practice No. 50''. Transportation Research Board, National Research Council, Washington, DC, p. 37.

===750.7.4.3 Summary of Responsibilities===
<center>
<div id="Responsibilities for Multiple Opening Installations"></div>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+ '''Responsibilities for Box Culvert'''
! rowspan="2" style="background:#BEBEBE"|Drainage Area (Acres) !! rowspan="2" style="background:#BEBEBE"| Number of Cells !! rowspan="2" style="background:#BEBEBE"| Design Fill in Standard Plans !! colspan="2" style="background:#BEBEBE"| Responsible Entity !! rowspan="2" style="background:#BEBEBE"| Bridge Number !! rowspan="2" style="background:#BEBEBE"| Pay Items, Job Specials, Estimate
|-
! style="background:#BEBEBE"| Hydraulics !! style="background:#BEBEBE"| Final Plans
|-
| <1000 || 1 || Yes || District || District* || No || Roadway
|-
| <1000 || 1 || No || District || Bridge Division** || No || Roadway
|-
| <1000 || 2 or 3 || N/A || District || Bridge Division || Yes || Bridge
|-
| >1000 || 1, 2 or 3 || N/A || Bridge Division || Bridge Division || Yes || Bridge
|-
| colspan="7" align="left"| * Bridge Division will produce a typical section for the district to use in roadway plans (including quantities per foot) when abrasion design is required
|-
| colspan="7" align="left"| ** Bridge Division will produce a typical section for the district to use in roadway plans (including quantities per foot)
|}
</center>

For drainage areas of 1000 acres and less which require a structure designed by Bridge Division (multiple cell box, etc.), the district shall make the necessary hydraulic analysis and provide the following information to Bridge Division for each structure for placement on the plans:

:* [[#750.7.4.4 Size|Box Culvert Size]]
:* Drainage Area
:* [https://epg.modot.mo.gov/index.php?title=748.6_High_Water_Surface_Elevation Base Flood Elevation], discharge, [[748.4 Headwater and Backwater|backwater]] and culvert outlet velocity.
:* [https://epg.modot.org/index.php?title=748.6_High_Water_Surface_Elevation#748.6.1_Design_Flood_Elevation Design Flood Elevation], [https://epg.modot.org/index.php?title=Category:749_Hydrologic_Analysis#749.2.1_Design_Frequency_Criteria Design Frequency] and discharge.
:* [https://epg.modot.org/index.php?title=748.2_Roadway_Design_Criteria#748.2.3_Overtopping_Flood Overtopping Flood] discharge and frequency.

Multiple cell box structures for drainage areas of 1000 acres and under require that the final plans be done by Bridge Division. Where such plans are required, [https://modotgov.sharepoint.com/sites/br Bridge Division] shall be furnished with the grade across the structure, typical section, and any other necessary information.

===750.7.4.4 Size===

Hydraulic and environmental factors will control the required size of the box culvert. The size of the box culvert will affect the fill slopes and the culvert length. In special cases, a more economical box culvert may be attained by increasing the height of the culvert opening. Box culvert sizes are indicated on the plans as "(span) x (height)".

===750.7.4.5 Guardrail Attachment===

When guardrail is provided over a box culvert and the fill over the culvert provides less than 3’ 8” embedment of guardrail posts, guardrail attachments to the culvert shall be provided unless one of the following applies:

:1) No guardrail required if [[231.2 Clear Zones|clear zones]] are provided.
:2) For smaller box culverts a long span guardrail system as shown in [https://www.modot.org/media/16856 Standard Plan 606.00] may be used to eliminate posts over the culvert.

Guardrail posts attached to the top slab of the culvert shall have at least a 10” distance between the face of the headwall and the center of the guardrail post.

===750.7.4.6 Concrete Type===

All district designed concrete culvert designs should use Class B-1 Concrete, as reflected in the general notes of the culvert design standard plans. For these items, unit bid item 7034041 CLASS B1 CONCRETE (CULVERTS) should be used.

==750.7.5 Pipe Headwalls==
Type S pipe headwalls may be used in lieu of drop inlets for median pipes for medians 60 ft. wide or wider. Details for Type S pipe headwalls are shown on [https://www.modot.org/media/16844 Standard Plan 604.05].

==750.7.6 End Treatment==
End treatments on culverts provide safety benefits for errant vehicles, improved structural support for pipe ends, and improved hydraulic flow for pipe entrances. All pipe ends in the clear zone require some type of end treatment. Outside of the clear zone, considerations of hydraulics, aesthetics or soil erosion may warrant the use of an end section.

The following table contains minimum usage of end treatments as discussed in the ''Roadside Design Guide''. This table and the following discussion should be used with site specific factors, including maintenance concerns, to determine the safe and cost-effective end treatment for each culvert. The ''Roadside Design Guide'' (Chapter 3) has additional discussion of cross-drainage and parallel drainage structures.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+ '''End Section Requirements'''
! colspan="4" style="background:#BEBEBE"|Within Clear Zone !! style="background:#BEBEBE" width="250"| Outside Clear Zone
|-
| colspan="2" | <center>Crossroad Culverts</center>|| colspan="2" | <center>Parallel Culverts</center>|| rowspan="4" | <center>Permissible to have no end treatment; consider FES or BET especially for ADT ≥ 400</center>
|-
| <center>Single Pipes</center> || <center>Multiple Pipes</center> || <center>Single Pipes</center> || <center>Multiple Pipes</center>
|-
| <center>≤ 36 in. diameter use BET or FES</center>|| <center>≤ 30 in. diameter use BET or FES</center>|| <center>≤ 24 in. diameter BET or FES</center>|| rowspan="2" | <center>Consider SSES for       ≤ 24 in. diameter</center>
|-
| <center>> 36 in. diameter use SSES</center> || <center>> 30 in. diameter use SSES</center> || <center>> 24 in. diameter use SSES</center>
|-
| colspan="5" | FES = Flared End Section<br/>BET = Beveled Pipe End Treatment<br/>SSES = Safety Slope End Section
|}

===750.7.6.1 Flared End Sections===
Flared end sections may be used on concrete, metal, or plastic pipes as shown on [https://www.modot.org/media/16975 Standard Plan 732.00]. Where flared end sections are used on skewed pipe, the section is placed on the same line as the pipe and the fill slope is warped to fit.

===750.7.6.2 Beveled Pipe End Treatment===
Beveled pipe end treatment may be used on either corrugated metal or plastic pipes as shown on [https://www.modot.org/media/16976 Standard Plan 732.05]. All beveled pipes use encasement. Corrugated steel pipe-arches are not beveled. In general, the bevel should not be flatter than 1V:6H nor should the skew exceed 15 degrees. If these controls are exceeded, special consideration is given to the use of headwalls, riprap, or slope pavement to stiffen the structure against uneven loading from the embankment and the dynamic forces of the water. Proposed designs for these conditions are submitted to the Support Center for approval.

===750.7.6.3 Safety Slope End Sections===
Safety slope end sections are used to reduce the potential for vehicle snagging. End sections with two types of safety treatment for 1V:4H, 1V:6H and 1V:10H slopes are shown in [https://www.modot.org/media/16977 Standard Plan 732.10]. The 2B (Summary of Quantities) sheet should indicate the slope of the end section and whether the end section is for a crossroad or parallel drainage structure.

===750.7.6.4 Floodgates===
Floodgates are specified for the outlet ends of pipes where required to prevent floodwater from backing through the pipe. Type 1 floodgates are specified for concrete pipes. Floodgates for concrete box structures will require a special item number and special provision. Type 2 floodgates are specified on corrugated metal pipes. The hydraulic head should be specified on the plans. If the hydraulic head is not specified on the plans, the height of fill above the pipe will be considered the hydraulic head. The number of floodgates is listed on the plans in accordance with pipe sizes.

For information maintenance of floodgates, see [[614.5 Maintenance of Floodgates|EPG 614.5 Maintenance of Floodgates]].

==750.7.7 Circular Reinforced Concrete Pipes==
===750.7.7.1 Classes of Strength===
Reinforced concrete pipe is available as any one of five classes designated as Class I, II, III, IV or V. Class V pipe is the strongest design.

===750.7.7.2 Use of Various Classes===
Class I and II pipes are used only for sewers in trenches outside roadbed and street limits. Class I pipe is provided in 60 to 108 in. diameters, inclusive, and is used with fill 12 ft. or less in depth. Class II and III pipes are provided in sizes from 12 in. to 108 in. diameters, inclusive. Class II pipe is used with fill 15 ft. or less in depth and Class III pipe is used with fill 21 ft. or less in depth. Class IV pipe is provided in 12 in. to 84 in. Diameters, inclusive, and is used with fill 33 ft. or less in depth. Class V pipe is provided in sizes from 12 in. to 72 in. diameters, inclusive, and is used with fill 51 ft. or less in depth.

===750.7.7.3 Selection of Pipe Class and Installation Type===
In order for the contractor to select the most economical class of reinforced concrete pipe, the fill height must be shown on the culvert sheets. As shown on [https://www.modot.org/media/16970 Standard Plan 726.30], a range of installation types can be used for each soil category; however, the proper installation type will correspond to the most economical, lowest class of pipe for a given fill height.

===750.7.7.4 Special Design Reinforced Concrete Pipe===

Since pipes are specified by group, there is no need for the designer to select a special pipe design. Rather, the responsibility lies with the choices made by the contractor on the job. If the contractor elects to use reinforced concrete pipe, and the fill height exceeds 51 ft., a special design reinforced pipe may be specified for diameters 36 in. or less. [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1026] requires the manufacturer, prior to pipe fabrication, to provide design and installation details that must be reviewed by the Bridge Division for compliance with appropriate design standards.

Special design reinforced concrete pipe shall not be used when fill height exceeds 51 ft. with diameters greater than 36 in. This limit is due to installation difficulties associated with larger pipe diameters with the potential for problems increasing under deep fills.

===750.7.7.5 Payment for Bedding===
There is no direct payment or [http://www.modot.mo.gov/business/contractor_resources/biditemslisting.htm bid item] for any bedding category; however, when an unsuitable bedding material exists, such as rock, payment for a specific bedding material needed for the installation type specified will be included in the Class 3 excavation.

==750.7.8 Fill Settlements==
Fill settlements can seriously affect concrete box structures by opening joints and cracks sufficiently to allow the fill around the culvert to infiltrate into the culvert, thereby creating voids which can cause the roadbed to fail. In areas subject to large settlements, other structure types are considered or the box culvert is designed to withstand the settlement. This requires special box culvert designs and where box culverts are to be so designed, [https://modotgov.sharepoint.com/sites/br Bridge Division] is furnished with full information, including culvert sections, grades, and anticipated settlement. Box culverts with special collars around joints have been successfully designed and used in areas subject to large fill settlements. Since such structures are expensive, it is sometimes more economical to use other structure types, such as flexible pipe.

==750.7.9 Camber in Culverts==
Camber, as used in culvert design, is defined as the distance the central portion of crossroad structures is constructed above final flowline grade to compensate for anticipated settlement. Typical details for cambering culverts are shown on [https://www.modot.org/media/16970 Standard Plan 726.30]. A structure designed with proper camber will settle to near flowline grade and elevation when it reaches final settlement. All culverts, except those on non-yielding foundations, are cambered at a minimum rate of 0.01 ft/ft of overfill. Cambers of 0.1 ft. or less are not shown on plans. Where the fill settlement is known, culverts are designed with a camber equal to the anticipated settlement. The camber is shown on the culvert section at the roadbed shoulders by amount and flowline elevation.

==750.7.10 Culvert Extensions==
All culvert extensions, both boxes and pipes, are extended with structures meeting current design requirements and standards, regardless of the type of standard of the existing structure. Pipe collars, as detailed on [https://www.modot.org/media/16853 Standard Plan 604.40], are used to connect different types of pipe, and concrete pipe to concrete pipe. For extension of box culverts [https://epg.modot.org/index.php?title=751.8_LRFD_Concrete_Box_Culverts#751.8.3.4_Miscellaneous EPG 751.8.3.4 Miscellaneous, Culvert Extensions]. Additional fills on existing box culverts may require a structural analysis of the existing structure by the Bridge Division. If so, [https://modotgov.sharepoint.com/sites/br Bridge Division] is furnished a print of the completed culvert section and the standard to which the existing structure was designed, if known, for their use in making the analysis.

The unit cost for pipe or box extensions is typically greater than the unit cost for new construction of pipe or box culverts.

For floodplain development permit requirements, see [[748.8 National Flood Insurance Program (NFIP)#748.8.3.3 Culvert Extensions|EPG 748.9.3.3 National Flood Insurance Program (NFIP) - Culvert Extensions]] for structures designed by Bridge or [[127.9 Floodplain Management and the Regulatory Floodway|EPG 127.9 Floodplain Management and the Regulatory Floodway]] for roadway culverts.

==750.7.11 Overfill Heights==
===750.7.11.1 Minimum Fill Heights===
The minimum allowable fill or cover for all structures is 1 ft. at the outside shoulder line, (refer to [[751.1 Preliminary Design#751.1.2.8.3.3 Roadway Fill|EPG 751.1.2.8.3.3 Box Culverts, Roadway Fill]] for details of warping fill over exposed portions of box culverts), with the following exceptions:

*The minimum fill for structural-plate pipe structures is tabulated in [[Media:750.7 Overfill Structural Plate Pipe.pdf|Allowable Overfills for Structural Plate Pipe]].

* The minimum clearance from the top of pipe structures to the bottom of the aggregate base material is 6 inches.

* The minimum fill for box culverts at the outside shoulder line is the greater of 1 ft. or the pavement thickness plus 4 ½ in. of aggregate base material, with a minimum of 4 ½ in. of aggregate base material under all pavement. Exceptions are special box culverts designed to carry traffic on the top slab.

*For roadways with an ADT ≤ 1700, the minimum fill at the shoulder on the inside of superelevated curves is 18 inches.

*Minimum fill heights for vitrified clay pipe (extra strength) are 4 ft. for the 8 to 21 in. diameters and 3 ft. for the 24 to 36 in. diameters.

Overfill heights which are less than those indicated as allowable for any one pipe type are not considered as justification for the elimination of specifying pipe types by "Group" provided other criteria are satisfactory.

===750.7.11.2 Design Fill Heights===
For standard concrete box culverts if design fill is between tabulated design fills, use the next greater tabulated design fill, except for design fills between 2 ft. and 4 feet. For design fills between 2 ft. and 4 ft. use the greater member thickness, area of reinforcement and bar dimensions from the 2 ft. and 4 ft. tabulated design fills. For pipe culverts where the fill height is between values tabulated for design, the design fill height is taken to the next increment requiring the higher design. Pipe culverts are designed throughout their length for the maximum design condition except in the case of structural plate pipe.

A single fill height, representing the maximum height of fill over the culvert, can be used for most box culverts. Additional fill heights may be used for longer culverts, as described in [https://epg.modot.org/index.php?title=751.8_LRFD_Concrete_Box_Culverts#751.8.2.2_Design_Fill EPG 751.8.2.2 Design Fill]. Generally, no more than two or three fill heights should be required. When multiple fill heights are used, consideration should be given to the potential for future widening of the roadbed.

Design fill heights for all pipe culverts specified by "Group" are shown on the "B" sheets. The allowable overfill heights for corrugated metal pipe-arches and structural plate pipes are tabulated in [[Media:750.7 Overfill Corrugated Metal Pipe-Arches.pdf|Allowable Overfills for Corrugated Metal Pipe-Arches]] and [[Media:750.7 Overfill Structural Plate Pipe.pdf|Allowable Overfills for Structural Plate Pipe]]. These overfill heights indicate both a minimum and a maximum, neither of which should be exceeded. If overfill heights exceed the range shown, a different gage may be necessary and a special design is requested from the Central Office. A special design is also requested for pipe-arches of a size not listed in [[Media:750.7 Overfill Corrugated Metal Pipe-Arches.pdf|Allowable Overfills for Corrugated Metal Pipe-Arches]]. If a different gage is necessary, the plans specify the gage required. Where overfill heights are greater than shown in the figure, consideration should be given to round pipe. The gage for structural plate pipe is specified on the plans and may be changed throughout the length of the structure, where economically feasible, dependent on the fill heights in accordance with [[Media:750.7 Overfill Structural Plate Pipe.pdf|Allowable Overfills for Structural Plate Pipe]].

===750.7.11.3 Maximum Fill Heights===
====750.7.11.3.1 Box Culverts====
For design fill heights of less than 1 ft. or exceeding 50 ft., a special design request is made to [https://modotgov.sharepoint.com/sites/br Bridge Division]. A plat showing the culvert location and a cross section at the culvert location should be provided with the request. A special sheet with structural details will be returned to the district. Input on pay item quantities will also be provided.

====750.7.11.3.2 Pipes====
Design overfill heights which are in excess of those indicated as allowable for any one pipe type are not considered as justification for the elimination of specifying pipe types by "Group" provided other criteria are satisfactory.

For fill heights exceeding the values tabulated on [https://www.modot.org/media/16970 Std. Plan 726.30] for circular reinforced concrete pipe diameters 36 in. or less, the contractor has the option to supply a special design reinforced concrete pipe in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1026].

==750.7.12 Culvert Grades==
Crossroad drainage structures are usually placed parallel to the natural stream slope or the ditch slope in which the culvert is being placed. The invert of most culverts with a width or diameter larger than 48 in. are required to be embedded a minimum of 1 ft. below the natural ditch grade due to [[#750.7.3 Environmental Requirements|environmental requirements]]. Culverts that are not embedded should have a minimum slope of 0.3% to reduce the chances of an adverse slope being created if there is any settlement at the inlet. 0% slopes may be used in special cases or where flow may occur in either direction. Culverts with slopes greater than 10% or with drops more than 25’ may require special connections between culvert sections. See FHWA's ''Hydraulic Design of Highway Culverts – Hydraulic Design Series No. 5 (HDS-5)'' for additional details. Erosion may be a problem at the outlet end of culverts on steep slopes which sometimes can be reduced by breaking the slope within the culvert. Slope breaks can also be used to reduce structure excavation. Drop structures can be used at the inlet end of culverts to reduce the slope through the culvert. Drop structures are used with discretion because of the ponding upstream, and because of the unstable condition that may be created by the ponding.

Guidance about controlling slopes for [[750.4 Storm Sewers|storm sewers]] and [[750.5 Sanitary Sewers|sanitary sewers]] is available.

The slope for pipes for median drop inlets is broken in accordance with the requirements and details illustrated on [[Media:750.7 Pipe Grades For Median Drop Inlets.pdf|Pipe Grades For Median Drop Inlets]].

==750.7.13 Culvert Lengths==
Culvert lengths are determined graphically by scaling from the culvert sections. The lengths are obtained by intersection of the structure with slope lines as shown on the culvert standard plans, and as described in the following sections. Precise lengths are not computed. In questionable cases a longer length is used. Skewed slopes used for culvert sections are shown on [[Media:750.7.13 Slopes for Skewed Culvert Sections.pdf|Slopes for Skewed Culvert Sections]]. Intermediate values are interpolated.

===750.7.13.1 Box Culverts===
For additional information on culvert length, see [[751.1 Preliminary Design#751.1.2.8.3.2 Length|EPG 751.1.2.8.3.2 Length]]. For maximum length of box culver barrels and box culvert cut sections, refer to [[751.8 LRFD Concrete Box Culverts#751.8.3.1 Joints|EPG 751.8.3.1 Joints, Transverse Joints]] and [[751.8 LRFD Concrete Box Culverts#751.8.1.3 Barrel Section Dimensions|EPG 751.8.1.3 Barrel Section Dimensions]].

===750.7.13.2 Pipes===
The length of pipe culverts with headwalls is 2 ft. longer than the distance between headwalls. Pipe headwalls are designed on a flat grade, regardless of the grade of the pipe. The length of pipe culverts not beveled and without headwalls is the distance between the slope lines at the flowline. Corrugated metallic-coated steel pipe lengths are scaled to the next higher even foot. Other pipe lengths are scaled to the next higher 1.0 ft. The length of corrugated metallic-coated steel pipes with beveled ends is 2 ft. longer than the distance between the intersection of the slope lines and the centerline of the pipe scaled to the next higher even foot. Pipe bends and special connections are not listed as a pay item on the plans. The plans should include notes to the effect that such items are required and that their costs are included in other items. The plans include, usually on the culvert sections, sufficient dimensions and detail to fabricate pipe with bends or special connections.

==750.7.14 Excavation for Structure==
See [[:Category:206 Excavation for Structures|EPG 206 Excavation for Structures.]]

==750.7.15 Connections==
The plans provide for connecting new structures to existing structures, and connecting different types of new structures. The plans do not include an item for the connection of pipes to existing manholes, box culverts, drop inlets or sewer pipes. The plans do include the pipe collar item for connecting different types of pipe or different sizes of pipes. Details for pipe collars are shown on [https://www.modot.org/media/16853 Standard Plan 604.40].

==750.7.16 Culvert Cleanout==
Information needed to properly estimate culvert cleanout items are:
*Location of culvert by station
*Type of culvert, i.e. corrugated metal or concrete
*Length of culvert
*Size of culvert

This information should be listed for each culvert to be cleaned out on the 2B sheets under the heading "Culvert Cleanout, Estimated." This information should be obtained from existing plans; no field measurement is required.

==750.7.17 Slotted Drains==
Slotted drains may be used to assist in drainage across entrances or very short sections of the roadway edge. Consistent hydraulic characteristics are not available, so slotted drains should not be expected to completely drain a pavement area. Chapter 4 of the FHWA Hydraulic Engineering Circular 22, "HEC-22 Urban Drainage Design" provides guidance for the design of slotted drains. The plans provide for the contractor to select among different styles of slotted drains (See [https://www.modot.org/media/16854 Standard Plan 604.70]). The diameter of pipe and length of slotted drain are specified in the plans.

[[Category:750 Hydraulic Analysis]]

Category:805 Seeding

2024-05-14T17:49:18Z

Legged1: /* 805.1.2 Seed Mixes */ add link

==Design Guidance for [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=12 Sec 805]==
===805.1.1 Description ===
MoDOT is obligated to stabilize disturbed areas with permanent building materials or perennial vegetative cover to minimize erosion and sedimentation of disturbed areas as outlined in the current Missouri State Operating Permit for land disturbance. Vegetative cover helps slow down sheet flow runoff and promote infiltration, reduce pollutant loading of runoff, and stabilize slopes to improve the integratory of the roadway template.

===805.1.2 Seed Mixes===
As outlined in Sec 805, it is MoDOT’s intention to plant cool season and warm season grasses within the right-of-way. Cool season grasses provide a dense stand of grasses in a reduced time over warm season grasses. Cool season mixes grow better in the early spring and late fall when soil and air temperatures are cooler. Warm season grasses take a bit longer to establish growth, but they provide deep root systems that require less moisture, fertilizer, and pesticides.

Job special provisions will no longer be required for seeding mixes. Standard seed mixes, fertilizer, and lime rates have been developed and can be found in [https://www.modot.org/media/37677 Standard Plan 805.00] based on soil type regions throughout the state. Projects shall be developed following the standard seed mixes, fertilizer, and lime rates shown in the standard plan. When designing large corridor projects, the Roadside Management Specialist, Maintenance, (573) 751-8647, should be contacted for consideration to refine fertilizer and lime rates as well as if any changes to the standard seed mixes are necessary.

===805.1.3 Planned Quantities===
When developing quantities for cool and warm season grasses, the intended objective is to provide a landscape that supports MoDOT’s mowing policy. MoDOT Roadside Vegetative Management policy can be found in [[:Category:822 Roadside Vegetation Management|EPG 822 Roadside Vegetation Management]].

Seeding quantities for major road shall be computed based on the following:
:* Cool season mixes shall be planted in the first 30 feet from the travel way;
:* Medians narrower than 60 feet shall be planted in cool season grasses.
:* Warm season grasses shall be planted beyond 30 feet from the travel way;
:* Medians wider than 60 feet shall be planted with cool season grasses 20 feet from the travel way and warm season grasses within the remaining median.

Seeding quantities for minor roads shall be computed based on the following:
:* Cool season grasses shall be placed from the edge of pavement or shoulder to the back of the ditch.
:* Warm season grasses shall be placed in backslope areas to the right-of-way.

Maintenance Roadside Management Specialist shall be consulted if alternate seeding configurations are considered.

Temporary seeding should be set up for all grading projects as outlined in [[806.1 Erosion Control Measures#806.1.7 Temporary Seeding|EPG 806.1.7 Temporary Seeding]].

===805.1.4 Design Considerations for Seeding===
Seeding operations are typically the last operation a contractor completes on a project. The critical component of opening a road to traffic as quickly as possible is still desirable but final project closeout requires the project to obtain final stabilization among other obligations. When native grasses will be placed on a project, completion dates need to take in to account the warm season grass planting season outlined in Sec 805. The specifications include a provision for projects that will not be able to complete seeding within the contract completion date due to the planting season, but accounting for seeding when setting completion dates will eliminate potential risk for the contractor that may be reflected in the bid. Relying on the exception in the specifications should not be a default approach to addressing seeding and mulch operations and completion dates but an exception to extenuating circumstances within the project.

==805.2 Construction Inspection Guidance for [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=12 Sec 805]==

===805.2.1 Description ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=12 Sec 805.1])===

This work shall consist of furnishing and sowing seed as specified in the contract. Areas to be seeded include earth shoulders, medians, and the entire roadway outside of the roadbed limits, excluding sodded areas, surfaced areas, solid rock, and rock fill slopes consisting primarily of broken rock. The standard plans specify the seeding mixture and the rate of application. The areas to be seeded will be shown in the plans in acres. The seeding item includes the cost for fertilizing and liming. Mulch will be paid for by the acre in accordance with Sec 802.

===805.2.2 Material ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=12 Sec 805.2])===

Seeds shall be grown and processed in the United States or Canada and must comply with requirements of Missouri state laws. These laws require that each container of agricultural seeds bear a plainly written or printed label, or tag, giving certain information which includes lot number, percent pure seed, percent germination, percent hard seed, etc. Local ecotype native seeds adaptive to grow in Missouri should be used when available. Planting with local ecotypes varieties increases the likelihood that plants will survive and thrive in the local climate. When local ecotypes are not available, this should be documented by the contractor and submitted to the RE with a recommended alternative variety.

The contractor shall provide a certification with the lot number, percent pure seed, percent germination, percent hard seed, etc. prior to applying seed on the project. Certification should carry a statement to the following effect, "This seed is certified to meet all requirements of the Missouri Standard Specifications for Highway Construction." If the seed for the project is mixed prior to arriving on the project, the contractor shall certify the seed mix proportions comply with contract requirements and shall present the required documentation for the inspector in the field.

In addition to requirements of Missouri Seed Law, the specifications list minimum percentages of purity and germination, which govern unless otherwise permitted by the engineer. Intent of this specification is that seed will not be furnished with less than the percent purity and/ or germination required. Standard seed mixes have been developed with permissible additional seed species that may be added to the standard mix at the option of the contractor for no additional pay. Requests may be received to modify the standard seed mixes, in such cases, the resident engineer should consult with the Roadside Management Specialist, Maintenance, (573) 751-8647, for approval and revised application rates. Additional consideration may be necessary if requests are submitted for permission to apply increased quantities of seed deficient in purity and/or germination to compensate for deviation from the specification. The Roadside Management Specialist should be consulted for approval and revised application rates. This procedure will not normally be allowed as it is intended that the contractor furnish seed of specified quality. If approval is granted, the revised rate will not give credit for any excess purity and/or germination that may exist.

Under no condition is approval to be given to reduce specified amounts of seed per acre even if certification and test results indicate purity and/or germination greater than minimums specified.

Stored seed should be protected from moisture, heat, and rodents.

===805.2.3 Construction Requirements ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=12 Sec 805.3])===

The seedbed shall be prepared in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=12 Sec 801]. The seeding operation follows after lime and fertilizer has been applied to the soil. Before lime, fertilizer, and seed application, the seedbed should be inspected to determine that soil conditions conform to intent of the specifications. Seed should not be applied to eroded, dry, crusted, or frozen soil. Soil with high silt or clay content may crust over following a light shower and deter proper seed application. Soil should be firm, but uncompacted, with a relatively fine texture. Ground preparation when soil is so wet that it clings to equipment is not only impractical but unsatisfactory because soil is not being broken down into fine particles. Preparation when soil is frozen is undesirable for the same reason.

'''Sowing'''

Grass mixes, fertilizer, and lime rates shall be based on the zone indicated in the standard plan for seeding ([https://www.modot.org/media/37677 Std. Plan 805.00]) in which the project falls. It is the contractor’s responsibility to ensure vegetative growth. Projects that fall in multiple zones should follow the recommended fertilizer and lime rates for that zone.

'''Cool Season Grasses –''' The preferred time to seed cool season grasses is outlined in Sec 805.3. Full seeding periods include the months of December through May, August, and September. During these months, all lime, fertilizer, seed, and mulch shall be applied. When seeding of cool season grasses occurs during the months of June, July, October, or November, partial fertilizer and seed shall be applied at the rates specified in Sec 805.3. Overseeding, to include the specified rates of seed and fertilizer, shall be applied during the months of August, September, December, January, or February. Lime will be applied at the full rate during the initial installation and will not require additional application at the time of overseeding. Likewise, additional mulch will not be required for overseeding, unless there are bare spots that require correction, as directed by the engineer. No additional payment for mulch will be made for any areas of correction.

'''Warm Season Grasses –''' Seeding of warm season grasses shall only occur during the period of October 15 through April 15 both dates inclusive. Temporary stabilization efforts necessary to comply with the statewide operating permit for land disturbance from April 16 through October 14 shall be done with temporary seeding in accordance with Sec 806.50 and 100 percent of the necessary lime for the permanent seed application. The temporary seeded areas shall be overseeded with warm season grasses during the next October through April seeding period at the full rate specified for seed and fertilizer in the standard plans. It is not necessary that additional lime be applied. Mulching will not be required in overseeded areas unless areas lack temporary vegetation or original mulch is no longer adequately covering the ground.

This is a performance-based specification; therefore, it is the contractor's responsibility to furnish materials in quantities according to areas and rates specified. The seeding is to be applied at no less than the rates specified in the contract. The inspector's count of number and weight of bags of seed used is part of the inspector's record for approving partial payment for areas completed. The inspector must document when an area is seeded as acceptance is made within 60 days of seeding.

It is usually necessary to mix seed on the project in proportions to provide the proper amount of each seed per acre. The inspector should carefully observe mixing operations to be sure a thorough blend is obtained.

Various methods of sowing are available to the contractor. Each has their advantages and disadvantages. The inspector should note the method used in a diary or daily work report.

'''Dry Seeding'''

Broadcast distribution of dry seed is affected by winds. Drills may be used without regard to wind. Normally, a drill operating in one direction produces satisfactory distribution of seeds. Drills have a tendency to place seed too deep. Mechanical seeders should produce satisfactory coverage when operated in one direction only. When seeding is by hand or by mechanical hand seeder, in order to obtain desirable seed distribution, it should be done in two directions, at right angles to each other. Raking, or other approved method, covers the seed to a desirable depth. Care should be taken to preserve proper seed distribution. Seed may also be sufficiently covered by dragging brush, chain, or timber over the seeded area if soil is loose and easily pulverized at the surface, particularly if fine seeds have been sown.

'''Hydraulic Seeding'''

Hydraulic application is done by what is frequently called the "slurry method". On slopes steeper than 2 to 1 fertilizer and seed may be mixed with water and sprayed on the area in one application. On other slopes seed and fertilizer are applied separately. No seed should be applied which has been mixed with water for more than 4 hours as germination may be effected.

'''Application Rate'''

Minimum application rates are required by the standard plans and applicable JSPs in the contract, based on the location of the project. Rate of seeding should be checked as soon as possible after beginning operations, and frequently thereafter by comparing areas seeded with the measured quantity of seed used. Area dimensions, type of seed, and quantities applied should be recorded in the diary or daily work report.

===805.2.4 Acceptance ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=12 Sec 805.4])===

Acceptance of permanent seeding is based on the final stabilization requirements as specified in the current state operating permit for land disturbance. The current permit requires that vegetative cover to be at least 70% perennial plant density over 100% of the disturbed area.

In order to obtain the permanent vegetation desired, job seed mixtures are tailored for the region. Standard seed mixes, fertilizer, and lime rates have been developed and can be found in the Standard Plans based on soil type regions throughout the state. Initial plant growth typically will be from the annual seeds included in the mix. Competition from annual cover crop species can affect the success of permanent vegetative establishment. For this reason, the contractor should not be allowed to increase the percentage of the annual cover crop seeds in the mix above what is allowed in the seed mixes. The contractor shall only use acceptable additional seed species unless approved by the engineer and the Maintenance Roadside Manager.
{|style="padding: 0.3em; margin-right:1px;margin-left:10px; border:3px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="160px" align="right"
|-
|<center>'''[[media:Table 805.2.4a.docx|Guide for Grass Species]]'''</center>
|-
|<center>'''Photos of seedlings and mature grasses'''</center>
|}
Inspection for acceptance is dependent on when the seeding occurred (see [[#805.2.9 Basis of Payment (Sec 805.7)|EPG 805.2.9 Basis of Payment]] for when an evaluation for acceptance should be made). Careful examination is critical to ensure that the vegetative cover is from the permanent seeding mix and not a temporary cover crop or other foreign plant. It may be necessary to ask for assistance from Roadside Management staff in the [https://modotgov.sharepoint.com/sites/mt Maintenance Division] if there is a question regarding plant species present. The [[media:Table 805.2.4a.docx|seed species picture guide]] is available to assist with general inspection and acceptance of vegetative covers allowed by specification. Documentation of final acceptance should be made for all seeded areas.

Seed acceptance shall be by certification. Certification shall state that seed meets Sec 805 and seed mixture complies with contract requirements and shall be presented to the inspector on the project, prior to application.

Please refer to the [[media:805 certification.pdf|example for acceptable form of certification]].

===805.2.5 Report (Records)===

Seed shall be reported through AASHTOWARE Project (AWP). A copy of the certification for the seed is to be retained as part of the project files. The report is to show a Status of Accepted/Complete or Rejected/Fail. Appropriate remarks, as described in [[106.20 Reporting|EPG 106.20 Reporting]], are to be included in the report to clarify conditions of acceptance or rejection. Free form report should be attached to the AWP record with any additional information. The AWP record shall be the responsibility of the project inspection personnel upon incorporation into the project.

Acceptance of sufficient seed growth, shall be noted in AWP in a daily work report. Final seed growth may be listed as an exception on the semi-final inspection.

===805.2.6 Time Extension (Sec 805.5)===

When seeding operations cannot be completed within the specified contract timeframe due to seeding period limitations, an extension of time can be requested by the contractor. The request shall include a proposed work schedule showing final seeding operations being completed promptly during the next available seeding period. The request must document why the delay is at no fault of the contractor. The extension shall not apply to any other uncompleted work. If approved, time extensions are to be granted without assessment of liquidated damages.

===805.2.7 Corrective Action ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=12 Sec 805.7])===

If an area has not been accepted for seeding and erosion exists due to the lack of ground cover, the contractor will be responsible for the repair. Cost to repair erosion from sheet and rill flow is the contractor’s responsibility. In the event gulley erosion results from linear flow drainage from outside the construction area, the resident engineer should authorize payment to the contractor to make the necessary repairs.

===805.2.8 Method of Measurement ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=12 Sec 805.8])===

Follow the specification.

===805.2.9 Basis of Payment ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=12 Sec 805.9])===

After full seeding has been applied on a properly prepared seed bed, and all applicable material certifications have been received (for example, certifications for seed, lime, fertilizer, etc.), a partial payment of 80% should be made unless additional withholding is justified. If cool season seeding is applied during the partial seeding period, where 50% of the specified rate is applied to the seeded area, a partial payment of 40% should be made. An additional 40% shall be paid upon overseeding of those areas. The balance of the payment due should be withheld until final stabilization has been achieved in accordance with the state operating permit for land disturbance, and as follows:

:'''For cool season grasses applied during the full seeding period from March 1 through May 31 and August 1 through September 30,''' the engineer’s initial evaluation for acceptance should occur between 45 and 60 days from the date the seed was applied, but no later than 60 days. A notification of the results of the evaluation shall be promptly submitted to the contractor so that any re-seeding work can be scheduled.

:'''For cool season grasses applied during the partial seeding period from June 1 through July 31 and October 1 through November 30,''' the engineer’s initial evaluation for acceptance shall not be made until overseeding during the specified timeframe is performed. Evaluation for acceptance shall be based on the time period of the overseeding, not the partial seeding.

:'''For all warm season grasses and cool season grasses applied during the full seeding periods applied between December 1 and February 28,''' the engineer’s initial evaluation for acceptance should occur on or shortly after May 1 (for example, May 1-7). A notification of the results of the evaluation shall be promptly submitted to the contractor so that any re-seeding work can be scheduled.

Evaluation of any re-seeding work should be based on the time period of the re-seeding and not the time period of the original seeding.

Where temporary seeding is used for vegetative stabilization in areas where warm season grasses will be placed and 100% of the lime is provided in accordance with Sec 806.50, the contractor may request an initial compensation payment of 10% of the warm season grass bid to compensate the contractor for lime placed.

'''Repairs'''

When the engineer waives contractor responsibility for damaged areas, payment for repairing the seedbed and reseeding shall be made as provided in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 109.4 of the Standard Specifications].

751.6 General Quantities

2024-04-29T21:19:21Z

Legged1: /* 751.6.2.17 Excavation */ erratum

[[image:751.6.jpg|right|280px]]

===751.6.1 Index of Quantities===
The following list of pay items shall be used as a guide when preparing the Table of Estimated Quantities to be shown on the bridge plans. The pay items shall be listed on the plans in numerical order according to the Item Number. The Item Number is for information only and is not to be listed in the Table of Estimated Quantities. For pay items not listed, see the Review Section. For more information about pay items, see [https://modotgov.sharepoint.com/sites/CO_BR/Shared%20Documents/General/Review/Estimates/Bridge%20Pay%20Items.xlsx?d=wb7b0e56ae5e248229b684899dea463bf&csf=1&web=1&e=87pOaI Pay Items Spreadsheet (For MoDOT Bridge access only)].

'''Accuracy and Rounding'''

When performing multi-step calculations as in the case of computing the final estimated quantities, keep at least one more significant digit in the intermediate result than needed in the final answer, in this case the final estimated quantity. Hence, the accuracy given in the following indexed table of quantities represents the plan reporting accountability to which the final estimated quantity is subject to for measurement and payment.

Round final calculation to the nearest unit increment given as the plan reporting accuracy and show on plans. Rounding should follow generally accepted rules and be agreeable to those responsible for estimating the final estimated quantities.

Items in the table below can also be found in the [https://www.modot.org/missouri-standard-specifications-highway-construction Missouri Standard Specifications for Highway Construction]
{| class="wikitable" style="text-align:center"
|+
|-
! width="130" | Item Number
! width="120" | Plan Reporting Accuracy
! width="150" | Units
! width="550" | Item Description
|-
| colspan="4" align="left" | '''Sec 202 – Removal of Roadways and Buildings'''
|-
| 202-40.18 || 1 || linear foot || align="left" | Removal of Miscellaneous ACM (Non-Friable)
|-
| 202-40.43 || 1 || sq. foot || align="left" | Removal of Miscellaneous ACM (Non-Friable)
|-
| colspan="4" align="left" | '''Sec 206 – Excavation for Structures'''
|-
| 206-10.00 || 5 || cu. yard || align="left" | Class 1 Excavation
|-
| 206-10.03 || 1 || cu. yard ||align="left"| Class 1 Excavation in Rock <i>(*)</i>
|-
| 206-20.00 || 1 || cu. yard ||align="left"| Class 2 Excavation
|-
| 206-20.03 || 1 || cu. yard ||align="left"| Class 2 Excavation in Rock <i>(*)</i>
|-
| 206-33.00 || 5 || cu. yard ||align="left"| Class 4 Excavation
|-
| 206-34.00 || 1 || cu. yard ||align="left"| Class 4 Excavation in Rock <i>(*)</i>
|-
| colspan="4" align="left" | * <i>Note: Use when cross-sections indicate rock will be encountered and quantity is more than 10 cu. Yard. If there is less than 10 cu. yards of total excavation in rock, no Excavation in Rock pay items should be listed in the Estimated Quantities. Excavation in rock will be paid in accordance with Sec 109. Check with Project Manager when computing this item</i>.
|-
| 206-36.00 || 1 || linear foot || align="left" | Supplementary Foundation Test Holes (NX)
|-
| 206-36.10 || 1 || linear foot || align="left" | Supplementary Cored Holes
|-
| 206-40.00 || 1 || cu. yard || align="left" | Porous Backfill
|-
| 206-55.00 || 1 || lump sum || align="left" | Temporary Shoring
|-
| 206-60.02 to<br/>206-60.12 || 1 || lump sum || align="left" | Cofferdams - Bent xx<br/><i>Note: Use a separate pay item for each bent. Item numbers established for only Bent 2 thru Bent 12</i>.
|-
| 206-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 206-99.02 || 1 || each || align="left" | Misc.
|-
| 206-99.03 || 1 || linear foot || align="left" | Misc.
|-
| 206-99.04 || 1 || sq. foot || align="left" | Misc.
|-
| 206-99.05 || 1 || sq. yard || align="left" | Misc.
|-
| 206-99.07 || 0.1 || cu. yard || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 216 – Removals for Bridge Structures'''
|-
| 216-05.00 || 1 || lump sum || align="left" | Removal of Bridges
|-
| 216-05.01 || 1 || lump sum ||align="left" | Match Marking and Storing Superstructure
|-
| 216-10.00 || 1 || sq. yard || align="left" | Scarification of Bridge Deck<br/><i>Note: Do not use with concrete wearing surface removals</i>.
|-
| 216-10.01 || 1|| sq. yard || align="left" | Total Surface Hydro Demolition
|-
| 216-15.00 || 1 || sq. foot || align="left" | Removal of Seal Coat or Polymer Wearing Surface<br/><i>Note: Do not use for unbonded removal</i>.
|-
| 216-15.01 || 1 || sq. foot || align="left" | Removal of Asphalt Wearing Surface
|-
| 216-15.02 || 1 || sq. foot || align="left" | Removal of Concrete Wearing Surface<br/><i>Note: Use for all concrete wearing surfaces</i>.
|-
| 216-15.03 || 1 || sq. foot || align="left" | Removal of Existing Deck Repair<br/><i>Note: Use with Hydro demolition when required</i>.
|-
| 216-20.00 || 1 || linear foot || align="left" | Removal and Storage of Existing Bridge Rail
|-
| 216-25.00 || 1 || sq. foot || align="left" | Removal of Existing Bridge Deck
|-
| 216-30.00 || 1 || sq. foot || align="left" | Partial Removal of Existing Bridge Deck
|-
| 216-35.00 || 1 || lump sum || align="left" | Partial Removal of Culvert Concrete
|-
| 216-35.01 || 1 || lump sum || align="left" | Partial Removal of Culvert-Bridge Concrete
|-
| 216-35.02 || 1 || lump sum || align="left" | Partial Removal of Substructure Concrete
|-
| 216-40.00 || 1 || linear foot || align="left" | Curb Removal<br/><i>Note: Use for just removal of curbs including for thrie beam installation</i>.
|-
| 216-45.00 || 1 || linear foot || align="left" | Removal of Existing Expansion Joint & Adjacent Concrete<br/><i>Note: Also use concrete and reinforcing steel pay items for replacement of expansion joint system</i>.
|-
| 216-50.00 || 1 || linear foot || align="left" | Removal of Existing Expansion Joint Seal or Sealant<br/><i>Note: Also use Concrete and Reinforcing Steel pay items for replacement of expansion joint system</i>.
|-
| 216-55.00 || 1 || lump sum || align="left" | Removal of Cathodic Protection System
|-
| 216-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 216-99.02 || 1 || each || align="left" | Misc.
|-
| 216-99.03 || 1 || linear foot || align="left" | Misc.
|-
| 216-99.04 || 1 || sq. foot || align="left" | Misc.
|-
| 216-99.05 || 1 || sq. yard || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 403 – Asphaltic Concrete Pavement'''
|-
| 403-10.50 || 1 || sq. yard || align="left" | Optional Asphaltic Concrete Wearing Surface (Bridges)
|-
| colspan="4" align="left" | '''Sec 407 – Tack Coat'''
|-
| 407-10.05 || 1 || gallon || align="left" | Tack Coat
|-
| colspan="4" align="left" | '''Sec 409 – Seal Coat'''
|-
| 409-10.48 || 1 || gallon || align="left" | Emulsified Asphalt, Seal Coat
|-
| 409-40.01 || 1 || sq. yard || align="left" | Seal Coat Aggregate, Grade A1
|-
| 409-40.11 || 1 || sq. yard || align="left" | Seal Coat Aggregate, Grade B1
|-
| colspan="4" align="left" | '''Sec 413 – Surface Treatments'''
|-
| 413-33.00 || 1|| sq. yard || align="left" | Optional Ultrathin Bonded Asphalt Wearing Surface (Bridges)
|-
| colspan="4" align="left" | '''Sec 503 – Bridge Approach Slab'''
|-
| 503-10.10A || 1 || sq. yard || align="left" | Bridge Approach Slab (Major)
|-
| 503-10.11A || 1 || sq. yard || align="left" | Bridge Approach Slab (Minor)
|-
| colspan="4" align="left" | '''Sec 505 – Bridge Deck Concrete Wearing Surface'''
|-
| 505-00.01 || 1 || sq. yard || align="left" | Optional Concrete Wearing Surface
|-
| 505-00.02 || 1 || sq. yard || align="left" | Optional Very Early Strength Concrete Wearing Surface
|-
| 505-00.03 || 1 || sq. yard || align="left" | Reinforced Concrete Wearing Surface
|-
| 505-00.04 || 1 || cu. yard || align="left" | Supplementary Wearing Surface Material<br/><i>Note: Use with total surface hydro demolition to pay for monolithic deck repair</i>.
|-
| 505-10.00 || 1 || sq. yard || align="left" | Low Slump Concrete Wearing Surface<br/><i>Note: Use with SPM or SLE approval (typically only allowed as a choice with 505-00.01)</i>.
|-
| 505-20.00 || 1 || sq. yard || align="left" | Latex Modified Concrete Wearing Surface
|-
| 505-30.00 ||1||sq. yard||align="left"| Silica Fume Concrete Wearing Surface
|-
| 505-40.00 || 1 || sq. yard || align="left" | Latex Modified Very Early Strength Concrete Wearing Surface
|-
| 505-50.00 || 1 || sq. yard || align="left" | CSA Cement Very Early Strength Concrete Wearing Surface
|-
| 505-60.00 || 1 || sq. yard || align="left" | Steel Fiber Reinforced Concrete Wearing Surface
|-
| 505-70.00 || 1|| sq. yard || align="left" | Polyester Polymer Concrete Wearing Surface
|-
| 505-99.05 || 1 || sq. yard || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 605 - Underdrainage'''
|-
| 605-20.10A || 1 || linear foot || align="left" | Structural Underdrain
|-
| colspan="4" align="left" | '''Sec 607 - Fencing'''
|-
| 607-10.50 || 1 || linear foot || align="left" | Chain-Link Fence (Retaining Walls)
|-
| 607-10.54 || 1 || linear foot || align="left" | (42 in.) Property Fence (Structures)
|-
| 607-10.55 || 1 || linear foot || align="left" | (60 in.) Property Fence (Structures)
|-
| 607-10.56 || 1 || linear foot || align="left" | (72 in.) Property Fence (Structures)
|-
| 607-10.57 || 1 || linear foot ||align="left" | (84 in.) Property Fence (Structures)
|-
| 607-10.58 || 1 || linear foot || align="left" | (96 in.) Property Fence (Structures)
|-
| 607-10.60 || 1 || linear foot || align="left" | Pedestrian Fence (Structures)
|-
| 607-10.65 || 1 || linear foot ||align="left" | (60 in.) Pedestrian Fence (Structures)
|-
| 607-10.66 || 1 || linear foot || align="left" | (72 in.) Pedestrian Fence (Structures)
|-
| 607-10.67 || 1 || linear foot || align="left" | (112 in.) Curved Top Pedestrian Fence (Structures)
|-
| 607-30.00 || 1 || linear foot || align="left" | (30 in.) Decorative Pedestrian Fence (Structures)
|-
| 607-30.01 || 1 || linear foot || align="left" | (48 in.) Decorative Pedestrian Fence (Structures)
|-
| 607-30.02|| 1 || linear foot || align="left" | (60 in.) Decorative Pedestrian Fence (Structures)
|-
| 607-30.03 || 1 || linear foot || align="left" | (72 in.) Decorative Pedestrian Fence (Structures)
|-
| 607-30.04 || 1 || linear foot || align="left" | (96 in.) Decorative Pedestrian Fence (Structures)
|-
| 607-99.03 || 1 || linear foot || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 615 – Office for Engineer'''
|-
| 615-10.05 ||1||lump sum||align="left"| Water Transportation for Engineer
|-
| colspan="4" align="left" | '''Sec 623 – Polymer Products'''
|-
| 623-00.01 || 1 || sq. yard || align="left" | Optional Polymer Wearing Surface
|-
| 623-30.00 || 1 || sq. yard || align="left" | Epoxy Polymer Wearing Surface
|-
| 623-40.00 || 1 || cu. foot || align="left" | Polymer Concrete
|-
| 623-50.00 || 1 || sq. yard || align="left" | MMA Polymer Slurry Wearing Surface
|-
| 623-99.05 || 1 || sq. yard || align="left"| Misc.
|-
| colspan="4" align="left" |'''Sec 701 – Drilled Shafts'''
|-
| 701-11.00 || 0.1 || linear foot || align="left" | Drilled Shafts (1 ft. 0 in. Dia.)
|-
| 701-11.01 || 0.1 || linear foot || align="left" | Drilled Shafts (1 ft. 6 in. Dia.)
|-
| 701-11.02 || 0.1 || linear foot || align="left" | Drilled Shafts (2 ft. 0 in. Dia.)
|-
| 701-11.03 || 0.1 || linear foot || align="left" | Drilled Shafts (2 ft. 6 in. Dia.)
|-
| 701-11.04 || 0.1 || linear foot || align="left" | Drilled Shafts (3 ft. 0 in. Dia.)
|-
| 701-11.05 || 0.1 || linear foot || align="left" | Drilled Shafts (3 ft. 6 in. Dia.)
|-
| 701-11.06 || 0.1 || linear foot || align="left" | Drilled Shafts (4 ft. 0 in. Dia.)
|-
| 701-11.07 || 0.1 || linear foot || align="left" | Drilled Shafts (4 ft. 6 in. Dia.)
|-
| 701-11.08 || 0.1 || linear foot || align="left" | Drilled Shafts (5 ft. 0 in. Dia.)
|-
| 701-11.09 || 0.1 || linear foot || align="left" | Drilled Shafts (5 ft. 6 in. Dia.)
|-
| 701-11.10 || 0.1 || linear foot || align="left" | Drilled Shafts (6 ft. 0 in. Dia.)
|-
| 701-11.11 || 0.1 || linear foot || align="left" | Drilled Shafts (6 ft. 6 in. Dia.)
|-
| 701-11.12 || 0.1 ||linear foot || align="left" | Drilled Shafts (7 ft. 0 in. Dia.)
|-
| 701-11.13 || 0.1 || linear foot || align="left" | Drilled Shafts (7 ft. 6 in. Dia.)
|-
| 701-11.14 || 0.1 || linear foot || align="left" | Drilled Shafts (8 ft. 0 in. Dia.)
|-
| 701-11.15 || 0.1 || linear foot || align="left" | Drilled Shafts (8 ft. 6 in. Dia.)
|-
| 701-11.16 || 0.1 || linear foot || align="left" | Drilled Shafts (9 ft. 0 in. Dia.)
|-
| 701-11.17 || 0.1 || linear foot || align="left" | Drilled Shafts (9 ft. 6 in. Dia.)
|-
| 701-11.18 || 0.1 || linear foot || align="left" | Drilled Shafts (10 ft. 0 in. Dia.)
|-
| 701-12.00 || 0.1 || linear foot||align="left" | Rock Sockets (1 ft. 0 in. Dia.)
|-
| 701-12.01 || 0.1 || linear foot || align="left" | Rock Sockets (1 ft. 6 in. Dia.)
|-
| 701-12.02 || 0.1 || linear foot || align="left" | Rock Sockets (2 ft. 0 in. Dia.)
|-
| 701-12.03 || 0.1 || linear foot || align="left" | Rock Sockets (2 ft. 6 in. Dia.)
|-
| 701-12.04 || 0.1 || linear foot || align="left" | Rock Sockets (3 ft. 0 in. Dia.)
|-
| 701-12.05 || 0.1 || linear foot || align="left" | Rock Sockets (3 ft. 6 in. Dia.)
|-
| 701-12.06 || 0.1 || linear foot || align="left" | Rock Sockets (4 ft. 0 in. Dia.)
|-
| 701-12.07 || 0.1 || linear foot || align="left" | Rock Sockets (4 ft. 6 in. Dia.)
|-
| 701-12.08 || 0.1 || linear foot || align="left" | Rock Sockets (5 ft. 0 in. Dia.)
|-
| 701-12.09 || 0.1 || linear foot || align="left" | Rock Sockets (5 ft. 6 in. Dia.)
|-
| 701-12.10 || 0.1 || linear foot || align="left" | Rock Sockets (6 ft. 0 in. Dia.)
|-
| 701-12.11 || 0.1 || linear foot || align="left" | Rock Sockets (6 ft. 6 in. Dia.)
|-
| 701-12.12 || 0.1 || linear foot || align="left" | Rock Sockets (7 ft. 0 in. Dia.)
|-
| 701-12.13 || 0.1 || linear foot || align="left" | Rock Sockets (7 ft. 6 in. Dia.)
|-
| 701-12.14 || 0.1 || linear foot || align="left" | Rock Sockets (8 ft. 0 in. Dia.)
|-
| 701-12.15 || 0.1 || linear foot || align="left" | Rock Sockets (8 ft. 6 in. Dia.)
|-
| 701-12.16 || 0.1 || linear foot || align="left" | Rock Sockets (9 ft. 0 in. Dia.)
|-
| 701-12.17 || 0.1 || linear foot || align="left" | Rock Sockets (9 ft. 6 in. Dia.)
|-
| 701-13.00 || 1 || each || align="left" | Video Camera Inspection
|-
| 701-14.00 || 0.1 || linear foot || align="left" | Foundation Inspection Holes
|-
| 701-16.00 || 1 || each || align="left" | Sonic Logging Testing
|-
| 701-17.00 || 1 || each || align="left" | Drilled Shaft Load Tests
|-
| 701-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 701-99.02 || 1 || each || align="left" | Misc.
|-
| 701-99.03 || 0.1 || linear foot || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 702 – Load-Bearing Piles'''
|-
| 702-10.10 || 1 || linear foot || align="left" | Structural Steel Piles (10 in.)
|-
| 702-10.12 || 1 || linear foot || align="left" | Structural Steel Piles (12 in.)
|-
| 702-10.14 || 1 || linear foot || align="left" | Structural Steel Piles (14 in.)
|-
| 702-11.14 || 1 || linear foot || align="left" | Cast-In-Place Concrete Piles (14 in.)
|-
| 702-11.16 || 1 || linear foot || align="left" | Cast-In-Place Concrete Piles (16 in.)
|-
| 702-11.20 || 1 || linear foot || align="left" | Cast-In-Place Concrete Piles (20 in.)
|-
| 702-11.24 || 1 || linear foot || align="left" | Cast-In-Place Concrete Piles (24 in.)
|-
| 702-12.10 || 1 || linear foot || align="left" | Galvanized Structural Steel Piles (10 in.)
|-
| 702-12.12 || 1 || linear foot || align="left" | Galvanized Structural Steel Piles (12 in.)
|-
| 702-12.14 || 1 || linear foot || align="left" | Galvanized Structural Steel Piles (14 in.)
|-
| 702-13.14 || 1 || linear foot || align="left" | Galvanized Cast-In-Place Concrete Piles (14 in.)
|-
| 702-13.16 || 1 || linear foot || align="left" | Galvanized Cast-In-Place Concrete Piles (16 in.)
|-
| 702-13.20 || 1 || linear foot || align="left" | Galvanized Cast-In-Place Concrete Piles (20 in.)
|-
| 702-13.24 || 1 || linear foot || align="left" | Galvanized Cast-In-Place Concrete Piles (24 in.)
|-
| 702-30.00 || 1 || linear foot || align="left" | Probe Piles
|-
| 702-40.00 || 1 || each || align="left" | Static Load Test Piles
|-
| 702-50.01 || 1 || each || align="left" | Dynamic Pile Testing
|-
| 702-50.02 || 1 || each || align="left" | Pile Wave Analysis
|-
| 702-50.03 || 1 || linear foot || align="left" | Pilot Hole
|-
| 702-50.04 || 1 || each || align="left" | Dynamic Pile Restrike Testing
|-
| 702-60.00 || 1 || linear foot || align="left" | Pre-Bore for Piling<br/><i>Note: Compute this to nearest foot for each hole</i>.
|-
| 702-70.00 || 1 || each || align="left" | Pile Point Reinforcement
|-
| 702-99.02 || 1 || each ||align="left" | Misc.
|-
| 702-99.03 || 1 || linear foot || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 703 – Concrete Masonry Construction'''
|-
| 703-10.04 || 1 || sq. yard || align="left" | Diamond Grinding
|-
| 703-10.05 || 1 || sq. yard || align="left" | Transverse Diamond Grooving
|-
| 703-20.02 || 0.1 || cu. yard || align="left" | Class B Concrete (Misc)
|-
| 703-20.03 || 0.1 || cu. yard || align="left" | Class B Concrete (Substructure)
|-
| 703-20.09 || 0.1 || cu. yard || align="left" | Class B Concrete (Retaining Walls)
|-
| 703-20.25 || 1 || each || align="left" | Deadman Anchorage Assembly
|-
| 703-30.01 || 0.1 || cu. yard || align="left" | Seal Concrete
|-
| 703-30.09 || 1 || lump sum || align="left" | Aesthetic Concrete Stain
|-
| 703-30.13 || 1 || sq. yard || align="left" | Penetrating Concrete Sealer
|-
| 703-40.01 || 0.1 || cu. yard || align="left" | Class B-1 Concrete
|-
| 703-40.02 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Superstructure on Steel and Concrete)
|-
| 703-40.03 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Substructure)
|-
| 703-40.04 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Superstructure on Steel)
|-
| 703-40.05 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Superstructure Voided Slabs)
|-
| 703-40.06 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Superstructure Concrete Box Girder)
|-
| 703-40.07 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Superstructure Concrete Tee Girder)
|-
| 703-40.08 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Superstructure Solid Slab)
|-
| 703-40.09 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Retaining Walls)
|-
| 703-40.10 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Superstructure Concrete on I-Girder)
|-
| 703-40.20 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Superstructure)
|-
| 703-40.30 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Barriers)
|-
| 703-40.40 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Culverts-Bridge)
|-
| 703-40.41 || 0.1 || cu. yard || align="left" | Class B-1 Concrete (Culverts)
|-
| 703-42.02 || 0.1 || cu. yard || align="left" | Class B-2 Concrete (Superstructure on Steel and Concrete)
|-
| 703-42.04 || 0.1 || cu. yard || align="left" | Class B-2 Concrete (Superstructure on Steel)
|-
| 703-42.05 || 0.1 || cu. yard || align="left" | Class B-2 Concrete (Superstructure Voided Slabs)
|-
| 703-42.06 || 0.1 || cu. yard || align="left" | Class B-2 Concrete (Superstructure Concrete Box Girder)
|-
| 703-42.07 || 0.1 || cu. yard || align="left" | Class B-2 Concrete (Superstructure Concrete Tee Girder)
|-
| 703-42.08 || 0.1 || cu. yard || align="left" | Class B-2 Concrete (Superstructure Solid Slab)
|-
| 703-42.10 || 0.1 || cu. yard || align="left" | Class B-2 Concrete (Superstructure Concrete on I Girder)
|-
| 703-42.11 || 0.1 || cu. yard || align="left" | Class B-2 Concrete (Superstructure Concrete on Box Girder)
|-
| 703-42.12 || 1 || sq. yard || align="left" | Slab on Steel
|-
| 703-42.13 || 1 || sq. yard || align="left" | Slab on Concrete I-Girder
|-
| 703-42.14 || 0.1 || cu. yard || align="left" | Class B-2 Concrete
|-
| 703-42.15 || 1 || linear foot || align="left" | Type B Barrier
|-
| 703-42.16 || 1 || linear foot || align="left" | Type H Barrier
|-
| 703-42.18 || 1 || sq. yard || align="left" | Slab on Concrete Bulb-Tee Girder
|-
| 703-42.19A || 1 || linear foot || align="left" | Type D Barrier
|-
| 703-42.20 || 1 || sq. yard || align="left" | Slab on Semi-Deep Abutment
|-
| 703-42.21 || 1 || sq. yard || align="left" | Slab on Concrete NU-Girder
|-
| 703-42.22 || 1 || sq. yard || align="left" | Slab on Concrete Beam<br/><i>Note: For spread box beams and spread voided slab beams</i>.
|-
| 703-42.26 || 1 || sq. yard || align="left" | Slab on Concrete Adjacent Beam<br><i>Note: For double-tee girders and when specified on the Design Layout for solid slab beams, adjacent box beams and adjacent voided slab beams</i>.
|-
| 703-42.30 || 0.1 || cu. yard || align="left" | Class B-2 Concrete (Post-Tensioned Wearing Surface)
|-
| 703-44.10 || 1 || linear foot || align="left" | Type A Barrier
|-
| 703-44.11 || 1 || linear foot || align="left" | Type C Barrier
|-
| 703-44.12 || 1 || linear foot || align="left" | Type A Barrier Transition
|-
| 703-44.13 || 1 || linear foot || align="left" | Type C Barrier Transition
|-
| 703-44.20 || 1 || sq. foot || align="left" | Raised Median Barrier
|-
| 703-44.30 || 1 || sq. foot || align="left" | Sidewalk (Bridges)
|-
| 703-45.35 || 1 || linear foot || align="left" | Curb Modification
|-
| 703-46.00 || 1 || linear foot || align="left" | Curb Blockout
|-
| 703-46.10 || 1 || linear foot || align="left" |Corral Curb
|-
| 703-46.20 || 1 || sq. yard || align="left" | Form Liners
|-
| 703-46.30 || 1 || linear foot || align="left" | Concrete Curb (Bridge Rail)
|-
| 703-60.00A || 0.1 || cu. yard || align="left" | Class A-1 Concrete
|-
| 703-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 703-99.02 || 1 || each || align="left" | Misc.
|-
| 703-99.03 || 1 || linear foot || align="left" | Misc.
|-
| 703-99.04 || 1 || sq. foot || align="left" | Misc.
|-
| 703-99.05 || 1 || sq. yard || align="left" | Misc.
|-
| 703-99.07 || 0.1 || cu. yard || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 704 – Concrete Masonry Repair'''
|-
| 704-01.01 || 1 || sq. foot || align="left" | Substructure Repair (Formed)
|-
| 704-01.02 || 1 || sq. foot || align="left" | Substructure Repair (Unformed)
|-
| 704-01.03 || 1 || sq. foot || align="left" | Superstructure Repair (Unformed)
|-
| 704-01.04 || 50* || sq. foot || align="left" | Half-Sole Repair
|-
| 704-01.06 || 50* || sq. foot || align="left" | Full Depth Repair
|-
| 704-01.07 || 1 || linear foot || align="left" | Slab Edge Repair (Bridges)
|-
| 704-01.08 || 50* || sq. foot || align="left" | Modified Deck Repair
|-
| 704-01.10 || 1 || linear foot || align="left" | Epoxy Pressure Injecting
|-
|704-01.11||1||each||align="left"|Deck Girder End Repair
|-
|704-01.12||50*||sq. foot||align="left"|Deck Repair with Void Tube Replacement
|-
|704-01.13||1||sq. foot||align="left"|Cleaning and Epoxy Coating
|-
| colspan="3" | || align="left" | *<i>Note: Round quantity up to nearest multiple of 50 sq. ft</i>.
|-
| 704-01.63 || 1 || sq. yard || align="left" | Concrete Crack Filler
|-
| 704-01.64 || 1 || sq. foot || align="left" | Fiber Reinforced Polymer Wrap
|-
| 704-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 704-99.02 || 1 || each || align="left" | Misc.
|-
| 704-99.03 || 1 || linear foot || align="left" | Misc.
|-
| 704-99.04 || 1 || sq. foot || align="left" | Misc.
|-
| 704-99.05 || 1 || sq. yard || align="left" | Misc.
|-
| 704-99.07 || 0.1 || cu. yard || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 705 – Prestressed Concrete Members for Bridges'''
|-
| 705-60.00 || 1 || linear foot || align="left" | Type 2 (32 in.), Prestressed Concrete I-Girder
|-
| 705-60.01 || 1 || linear foot || align="left" | Type 3 (39 in.), Prestressed Concrete I-Girder
|-
| 705-60.02 || 1 || linear foot || align="left" | Type 4 (45 in.), Prestressed Concrete I-Girder
|-
| 705-60.03 || 1 || linear foot || align="left" | Type 6 (54 in.), Prestressed Concrete I-Girder
|-
| 705-60.10 || 1 || linear foot || align="left" | Type 8 (63 in.), Prestressed Concrete Bulb-Tee Girder
|-
| 705-60.11 || 1 ||linear foot || align="left" | Type 7 (72 in.), Prestressed Concrete Bulb-Tee Girder
|-
| 705-60.21 || 1 || linear foot || align="left" | NU 35, Prestressed Concrete NU-Girder
|-
| 705-60.22 || 1 || linear foot || align="left" | NU 43, Prestressed Concrete NU-Girder
|-
| 705-60.23 || 1 || linear foot || align="left" | NU 53, Prestressed Concrete NU-Girder
|-
| 705-60.24 || 1 || linear foot || align="left" | NU 63, Prestressed Concrete NU-Girder
|-
| 705-60.25 || 1 || linear foot || align="left" | NU 70, Prestressed Concrete NU-Girder
|-
| 705-60.26 || 1 || linear foot || align="left" | NU 78, Prestressed Concrete NU-Girder
|-
| 705-60.30 || 1 || linear foot || align="left" | 11 in., Prestressed Concrete Solid Slab Beam
|-
| 705-60.40A || 1 || linear foot || align="left" | 15 in., Prestressed Concrete Spread Voided Slab Beam
|-
| 705-60.42A || 1 || linear foot || align="left" | 18 in., Prestressed Concrete Spread Voided Slab Beam
|-
| 705-60.43A || 1 || linear foot || align="left" | 21 in., Prestressed Concrete Spread Voided Slab Beam
|-
| 705-60.45 || 1 || linear foot || align="left" | 15 in., Prestressed Concrete Adjacent Voided Slab Beam
|-
| 705-60.47 || 1 || linear foot || align="left" | 18 in., Prestressed Concrete Adjacent Voided Slab Beam
|-
| 705-60.48 || 1 || linear foot || align="left" | 21 in., Prestressed Concrete Adjacent Voided Slab Beam
|-
| 705-60.49 || 1 || linear foot || align="left" | 21 in., Prestressed Concrete Spread Box Beam
|-
| 705-60.50A || 1 || linear foot || align="left" | 27 in., Prestressed Concrete Spread Box Beam
|-
| 705-60.51A || 1 || linear foot || align="left" | 33 in., Prestressed Concrete Spread Box Beam
|-
| 705-60.52A || 1 || linear foot || align="left" | 39 in., Prestressed Concrete Spread Box Beam
|-
| 705-60.53A || 1 || linear foot || align="left" | 42 in., Prestressed Concrete Spread Box Beam
|-
| 705-60.54 || 1 || linear foot || align="left" | 21 in., Prestressed Concrete Adjacent Box Beam
|-
| 705-60.55 || 1 || linear foot || align="left" | 27 in., Prestressed Concrete Adjacent Box Beam
|-
| 705-60.56 || 1 || linear foot || align="left" | 33 in., Prestressed Concrete Adjacent Box Beam
|-
| 705-60.57 || 1 || linear foot || align="left" | 39 in., Prestressed Concrete Adjacent Box Beam
|-
| 705-60.58 || 1 || linear foot || align="left" | 42 in., Prestressed Concrete Adjacent Box Beam
|-
| 705-60.60 || 1 || linear foot || align="left" | 16 in., Prestressed Concrete Double-Tee Girder
|-
| 705-60.61 || 1 || linear foot || align="left" | 22 in., Prestressed Concrete Double-Tee Girder
|-
| 705-60.62 || 1 || linear foot || align="left" | 30 in., Prestressed Concrete Double-Tee Girder
|-
| 705-60.65 || 1 || linear foot || align="left" | 17 in., Prestressed Concrete Spread Box Beam
|-
| 705-60.66 || 1 || linear foot || align="left" | 17 in., Prestressed Concrete Adjacent Box Beam
|-
| 705-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 705-99.02 || 1 || each || align="left" | Misc.
|-
| 705-99.03 || 1 || linear foot || align="left" | Misc.
|-
| 705-99.04 || 1 || sq. foot || align="left" | Misc.
|-
| 705-99.05 || 1 || sq. yard || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 706 – Reinforcing Steel for Concrete Structures'''
|-
| 706-10.00 || 10 || pound || align="left" | Reinforcing Steel
|-
| 706-10.20 || 10 || pound || align="left" | Reinforcing Steel (Culverts-Bridge)
|-
| 706-10.30 || 10 || pound || align="left" | Reinforcing Steel (Culverts)
|-
| 706-10.40 || 10 || pound || align="left" | Reinforcing Steel (Retaining Wall)
|-
| 706-10.60 || 10 || pound || align="left"|Reinforcing Steel (Bridges)
|-
| 706-10.70 || 1 || each || align="left" | Mechanical Bar Splice<br/><i>Note: Use when the total number of mechanical bar splices on a set of plans is 50 or greater not including any required in the approach slabs</i>.
|-
| 706-99.11 || 10 || pound || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 707 – Conduit System on Structure'''
|-
| 707-10.00 || 1 || lump sum || align="left" | Conduit System on Structure
|-
| 707-10.30 || 1 || lump sum || align="left" | Conduit System on Structure (Telephone)
|-
| 707-10.40 || 1 || lump sum || align="left" | Cathodic Protection System
|-
| 707-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 707-99.02 || 1 || each || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 710 – Epoxy Coated Reinforcing Steel'''
|-
| 710-10.00 || 10 || pound || align="left" | Reinforcing Steel (Epoxy Coated)
|-
| 710-99.11 || 10 || pound || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 711 – Protective Coatings for Exposed Concrete Surfaces'''
|-
| 711-01.00 || 1 || lump sum || align="left" | Protective Coating – Concrete Bents and Piers (Urethane) <i>Note: Tar appearance</i>
|-
| 711-02.00 || 1 || lump sum ||align="left" | Protective Coating – Concrete Bents and Piers (Epoxy) <i>Note: Clear appearance</i>
|-
| 711-03.00 || 1 || lump sum || align="left" | Concrete and Masonry Protection System
|-
| 711-04.00 || 1 || lump sum || align="left" | Sacrificial Graffiti Protection System
|-
| 711-05.00 || 1 || lump sum || align="left" | Temporary Coating – Concrete Bents and Piers (Weathering Steel)
|-
| 711-10.00 || 1 || sq. yard || align="left" | Waterproofing
|-
| 711-10.01 || 1 || sq. yard || align="left" | Waterproofing Membrane
|-
| 711-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 711-99.04 || 1 || sq. foot || align="left" | Misc.
|-
| 711-99.05 || 1 || sq. yard || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 712 – Structural Steel Construction'''
|-
| 712-09.00 || 1 || linear foot || align="left" | Expansion Device (Finger Plate)
|-
| 712-09.15 || 1 || linear foot || align="left" | Expansion Device (Flat Plate)
|-
| 712-10.00 || 10 || pound || align="left" | Fabricated Structural Carbon Steel (Misc.)
|-
| 712-10.10 || 10 || pound || align="left" | Fabricated Structural Carbon Steel (I-Beam)
|-
| 712-10.20 || 10 || pound || align="left" | Fabricated Structural Carbon Steel (Plate Girder)
|-
| 712-10.30 || 10 || pound || align="left" | Fabricated Structural Carbon Steel (Trusses)
|-
| 712-10.40 || 10 || pound || align="left" | Fabricated Structural Carbon Steel (Concrete)
|-
| 712-10.50 || 10 || pound || align="left" | Fabricated Structural Carbon Steel (Box Girder)
|-
| 712-10.60 || 1 || lump sum || align="left" | Fabricated Sign Support Brackets
|-
| 712-11.00 || 10 ||pound || align="left" | Fabricated Structural Low Alloy Steel (Misc.)
|-
| 712-11.11 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (I-Beam) A709, Grade 50
|-
| 712-11.13 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (I-Beam) A709, Grade 50W
|-
| 712-11.21 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (Plate Girder) A709, Grade 50
|-
| 712-11.22 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (Plate Girder) A709, Grade 50W
|-
| 712-11.23 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (Plate Girder) A709 Grade HPS70W
|-
| 712-11.24 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (Plate Girder) A709 Grade HPS50W
|-
| 712-11.30 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (Trusses)
|-
| 712-11.40 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (Concrete)
|-
| 712-11.51 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (Box Girder) A709, Grade 50
|-
| 712-11.52 || 10 || pound || align="left" | Fabricated Structural Low Alloy Steel (Box Girder) A709, Grade 50W
|-
| 712-11.59 || 1 || each || align="left" | Shear Connectors
|-
| 712-11.60 || 1 || sq. foot || align="left" | Steel Grid Floor (Half Concrete Filled)
|-
| 712-11.61 || 1 || sq. foot || align="left" | Steel Grid Floor (Concrete Filled)
|-
| 712-12.50 || 1 || lump sum || align="left" | Strengthening Existing Beams
|-
| 712-12.51 || 1 || each || align="left" | Hinge Modification
|-
| 712-13.00 || 10 || pound || align="left" | Fabricated Structural Steel Bearings
|-
| 712-20.00 || 10 || pound || align="left" | Carbon Steel Castings
|-
| 712-22.00 || 10 || pound || align="left" | Gray Iron Castings
|-
| 712-23.00 || 1 || linear foot || align="left" | Bridge Rail (Two Tube Structural Steel)
|-
| 712-30.00 || 1 || each || align="left" | Steel Bar Dam
|-
| 712-31.00 || 1 || each || align="left" | Cleaning and Coating Existing Bearings
|-
| 712-31.10 || 1 || each || align="left" | Bearing Removal for Inspection
|-
| 712-31.15 || 1 || each || align="left" | Surface Finishing Bearing Rocker
|-
| 712-31.20 || 1 || each || align="left" | Cleaning, Lubricating and Coating Bearing
|-
| 712-31.30 || 1 || each || align="left" | Rehabilitate Bearing
|-
| 712-31.40 || 10 || pound || align="left" | New Bearing Materials
|-
| 712-31.50 || 1 || each || align="left" | Anchor Bolt Replacement
|-
| 712-32.00 || 1 || each || align="left" | Removing, Coating and Reinstalling Light Standards (Bridges)
|-
| 712-32.10 || 1 || each || align="left" | Earthquake Restrainer Assemblies
|-
| 712-32.50 || 1 || each || align="left" | Rivet Removal and Replacement
|-
| 712-33.00 || 1 || lump sum || align="left" | Existing Diaphragm Connections to Flange
|-
| 712-33.01 || 1 || each || align="left" | Steel Intermediate Diaphragm for P/S Concrete Girders
|-
| 712-35.00 || 1 || linear foot || align="left" | Railing for Steps
|-
| 712-36.10 || 1 || each || align="left" | Slab Drain
|-
| 712-36.11 || 1 || each || align="left" | Slab Drain with Grate
|-
| 712-36.20 || 1 || lump sum || align="left" | Drainage System (On Structure)
|-
| 712-51.00 || 1 || lump sum || align="left" | Surface Preparation for Recoating Structural Steel
|-
| 712-51.01 || 1 || lump sum || align="left" | Surface Preparation for Overcoating Structural Steel (System G)
|-
| 712-51.02 || 1 || lump sum || align="left" | Surface Preparation for Applying Epoxy-Mastic Primer
|-
| 712-51.09 || 1 || lump sum || align="left" | Field Application of Organic Zinc Primer
|-
| 712-51.10 || 1 || lump sum || align="left" | Field Application of Inorganic Zinc Primer
|-
| 712-51.11 || 1 || lump sum || align="left" | Intermediate Field Coat (System G)
|-
| 712-51.12 || 1 || lump sum || align="left" | Finish Field Coat (System G)
|-
| 712-51.13 || 1 || lump sum || align="left" | Intermediate Field Coat (System H)
|-
| 712-51.14 || 1 || lump sum || align="left" | Finish Field Coat (System H)
|-
| 712-51.15 || 1 || lump sum || align="left" | Finish Field Coat (System I)
|-
| 712-52.00 || 100 || sq. foot || align="left" | Surface Preparation for Recoating Structural Steel
|-
| 712-52.01 || 100 || sq. foot ||align="left" | Surface Preparation for Overcoating Structural Steel (System G)
|-
| 712-52.02 || 100 ||sq. foot || align="left" | Chloride Remediation Surface Preparation
|-
| 712-52.09 || 100 || sq. foot || align="left" | Field Application of Organic Zinc Primer
|-
| 712-52.10 || 100 || sq. foot || align="left" | Field Application of Inorganic Zinc Primer
|-
| 712-53.15A || 0.1 || ton || align="left" | Intermediate Field Coat (System G)
|-
| 712-53.20A || 0.1 || ton || align="left" | Finish Field Coat (System G)
|-
| 712-53.35A || 0.1 || ton || align="left" | Intermediate Field Coat (System H)
|-
|| 712-53.40A || 0.1 || ton || align="left" | Finish Field Coat (System H)
|-
| 712-53.46 || 0.1 || ton || align="left" | Finish Field Coat (System I)
|-
| 712-53.65A || 100 || sq. foot || align="left" | Intermediate Field Coat (System G)
|-
| 712-53.70A || 100 || sq. foot || align="left" | Finish Field Coat (System G)
|-
| 712-53.85A || 100 || sq. foot || align="left" | Intermediate Field Coat (System H)
|-
| 712-53.90A || 100 ||sq. foot || align="left" | Finish Field Coat (System H)
|-
| 712-53.96 || 100 || sq. foot || align="left" | Finish Field Coat (System I)
|-
| 712-59.60 || 1 || lump sum || align="left" | Aluminum Epoxy-Mastic Primer
|-
| 712-59.61 || 1 || lump sum || align="left" | Gray Epoxy-Mastic Primer
|-
| 712-60.00 || 1 || linear foot || align="left" | Non-Destructive Testing
|-
| 712-99.01 || 1 || lump sum || align="left" | Galvanizing Structural Steel
|-
| 712-99.02 || 1 || each || align="left" | Misc.
|-
| 712-99.03 || 1 || linear foot || align="left" | Misc.
|-
| 712-99.04 || 1 || sq. foot || align="left" | Misc.
|-
| 712-99.05 || 1 || sq. yard || align="left" | Misc.
|-
| 712-99.10 || 0.1 || ton || align="left" | Misc.
|-
| 712-99.11 || 10 || pound || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 713 – Thrie Beam for Bridge Guardrail'''
|-
| 713-30.00 || 1 || linear foot || align="left" | Bridge Guardrail (W-Beam)
|-
| 713-40.00 || 1 || linear foot || align="left" | Bridge Guardrail (Thrie Beam)
|-
| 713-99.03A || 1 || linear foot || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 715 – Vertical Drain at End Bents'''
|-
| 715-10.01 || 1 || each || align="left" | Vertical Drain at End Bents
|-
| 715-99.02 || 1 || each || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 716 – Neoprene Bearings'''
|-
| 716-10.00 || 1 || each || align="left" | Plain Neoprene Bearing Pad
|-
| 716-10.01 || 1 || linear foot || align="left" | Plain Neoprene Bearing Pad
|-
| 716-10.02 || 1 || each || align="left" | Laminated Neoprene Bearing Pad
|-
| 716-10.03 || 1 || each || align="left" | Laminated Neoprene Bearing Pad (Tapered)
|-
| 716-20.00 || 1 || each || align="left" | Laminated Neoprene Bearing Pad Assembly
|-
| 716-30.00 || 1 || each || align="left" | Type N PTFE Bearing
|-
| 716-40.00 || 1 || each || align="left" | POT Bearing
|-
| 716-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 716-99.02 || 1 || each || align="left" | Misc.
|-
| 716-99.03 || 1 || linear foot || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 717 – Flexible Joint Systems'''
|-
| 717-00.01 || 1 || linear foot || align="left" | Alternate Expansion Joint System
|-
| 717-10.01 || 1 || linear foot || align="left" | Preformed Compression Seal Expansion Joint System
|-
| 717-10.02 || 1 || linear foot || align="left" | Preformed Compression Seal<br/><i>Note: Use for seal only, no armor</i>.
|-
| 717-20.01 || 1 || linear foot || align="left" | Strip Seal Expansion Joint System
|-
| 717-20.02 || 1 || linear foot || align="left" | Strip Seal<br/><i>Note: Use for seal only, no armor</i>.
|-
| 717-20.53 || 1 || linear foot || align="left" | Open Cell Foam Joint System
|-
| 717-20.54 || 1 || linear foot || align="left" | Open Cell Foam Joint Seal<br/><i>Note: Use for seal only, no armor</i>.
|-
| 717-30.01 || 1 || linear foot || align="left" | Silicone Expansion Joint Sealant System<br/><i>Note: See [[751.13 Expansion Devices#751.13.1.5 Silicone Seal Expansion Joint System|EPG 751.13.1.5 Silicone Seal Expansion Joint System]]</i>.
|-
| 717-30.02 || 1 || linear foot || align="left" | Silicone Expansion Joint Sealant<br/><i>Note: See [[751.13 Expansion Devices#751.13.1.5 Silicone Seal Expansion Joint System|EPG 751.13.1.5 Silicone Seal Expansion Joint System]].<br/>Use for silicone sealant only, no armor<i>.
|-
| 717-40.01 || 1 || linear foot || align="left" | Preformed Silicone or EPDM Expansion Joint System
|-
| 717-40.02 || 1 || linear foot || align="left" | Preformed Silicone or EPDM Expansion Joint Seal<br/><i>Note: Use for seal only, no armor</i>.
|-
| 717-99.03 || 1 || linear foot || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 718 – Temporary Bridge'''
|-
| 718-10.10 || 1 || lump sum || align="left" | Furnishing Superstructure
|-
| 718-10.11 || 1 || lump sum || align="left" | Partial Furnishing of Superstructure
|-
| 718-10.20 || 1 || lump sum || align="left" | Transporting and Erecting Superstructure
|-
| 718-10.30 || 1 || lump sum || align="left" | Removing and Storing Superstructure
|-
| 718-99.01 || 1 || lump sum || align="left" | Misc.
|-
| 718-99.02 || 1 || each || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 720 – Mechanically Stabilized Earth Wall Systems'''
|-
|720-10.00 || 1 || sq. foot || align="left" | Mechanically Stabilized Earth Wall Systems
|-
| 720-11.00 || 1 || sq. yard || align="left" | Form Liners for MSE Wall Systems
|-
| 720-12.00 || 1 || cu. yard || align="left" | Select Granular Backfill for Structural Systems
|-
| 720-13.00 || 1 || each || align="left" | Pipe Pile Spacers
|-
| 720-14.00 || 1 || lump sum || align="left" | Temporary MSE Wall System
|-
| 720-99.04 || 1 || sq. foot || align="left" | Misc.
|-
| 720-99.05 || 1 || sq. yard || align="left" | Misc.
|-
| colspan="4" align="left" | '''Sec 901 – Highway Lighting'''
|-
| 901-93.00 || 1 || lump sum || align="left" | Navigation Lighting System
|-
| 901-93.01 || 1 || lump sum || align="left" | Bridge Lighting
|}

===751.6.2 Computation of Estimated Quantities===

All estimated quantities shall be carried to the degree of accuracy specified in the Index of Estimated Quantities. All quantities shall be listed on the plans in the order and worded exactly as shown in the Index of Estimated Quantities.

Two sets of quantity computations shall be independently performed and then agreed upon by the individuals performing the computations. Both sets of computations shall be bound together and submitted with the design plans.

In order to satisfy funding requirements on projects that add capacity to the Interstate System, the quantities that are attributed to the addition of capacity shall be reported separately from the remaining quantities in the submitted computations. Quantities shall not be shown separately on the bridge plans.

====751.6.2.1 Weight of Bolts and Shear Connectors====

Refer to AISC Manual of Steel Construction or ASTM F3125 for weight and dimensions of high strength bolts and washers. When calculating the weight of high strength bolts in structural connections, the following simplified weights may be used. These values include the weight of a regular hex head, one heavy hex nut, one washer, and the portion of the bolt projecting beyond the grip (washer thickness + nut thickness + 1/4“).

<center><u>'''Weight of High Strength Bolts'''</u></center>
{|align="center" border="1" cellpadding="1" cellspacing="1" style="text-align:center"
|-
!width="100"|Bolt Size<br/>Diameter (inch)
!width="100"|Weight per <br/>100 Bolts (pounds)
|-
|5/8||40
|-
|3/4||65
|-
|7/8||95
|-
|1||135
|-
|1-1/8||180
|-
|1-1/4||245
|-
|1-3/8||352
|-
|1-1/2||400
|}

<center><u>'''Weight of Shear Connectors'''</u></center>
{|align="center" border="1" cellpadding="1" cellspacing="1" style="text-align:center"
|-
!width="100"| 
!colspan="4"|Weight In Place Per 100 Studs
|-
!width="65"|Stud Dia.
!width="50"|4"
!width="50"|5"
!width="50"|6"
!width="50"|7"
|-
|3/4"||63||75||88||100
|-
|7/8"||81||98||115||132
|}

====751.6.2.2 Piles====

Estimated quantities for piles, steel or concrete, shall be compiled as the entire length of the piles used, including the length of pile embedded in the pile cap or footing, measured to the nearest foot for each pile.

====751.6.2.3 Pre-bore for Piling====

Pre-bore is required when fill exceeds five feet as described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 702] or when specified on the Design Layout. Pre-bore is also required through earth plugs. Pre-bore is computed as the length of pile measured from the bottom of the pile cap or footing to the natural ground line or as directed on the Design Layout rounded to the nearest foot for each hole.

====751.6.2.4 Drilled Shafts ====

Drilled shafts, rock sockets and reinforcing steel quantity will be measured in accordance with Sec 701. Video camera inspection quantity will be calculated one for each drilled shaft. Foundation inspection hole quantities will be from the top of rock socket to the greater of either 10 feet or twice the diameter of the rock socket below the anticipated bottom of rock socket for each rock socket. Sonic logging testing shall be performed on all drilled shafts and rock sockets. Drilled shafts for high mast lighting will not require sonic logging testing.

====751.6.2.5 Concrete====

The volume of concrete shall be calculated to the nearest 0.1 cubic yard, except where reported in the table of Estimated Quantities for Slab, where concrete is rounded to the nearest whole cubic yard (see [[751.50 Standard Detailing Notes#(B3.21)|EPG 751.50, Note B3.21]]). Do not deduct for volume of concrete displaced by reinforcing steel or HP piling. When CIP piles are used, the displaced concrete volume should be deducted.

====751.6.2.6 Polymer Concrete====

The volume of polymer concrete shall be calculated to the nearest 1.0 cubic foot. Do not deduct for volume of concrete displaced by reinforcing steel.
<div id="Non-Destructive Testing (NDT) for Cover Plates"></div>

====751.6.2.7 Non-Destructive Testing (NDT) for Cover Plates====

NDT shall be required for all top cover plates when a bridge is to be redecked. Required NDT length shall be computed for pay and, if necessary for clarity, details can be shown on the plans (for example, to show unusual NDT locations not covered elsewhere). The length of weld to be tested and the base metal, 1” either side of the weld, shall be cleaned of all rust prior to the testing. On cover plates with square ends, the weld shall be tested 1” from each corner along the ends of the cover plate plus 6” back along the side from each corner of the plate. On cover plates with tapered ends, the weld shall be tested along the end of cover plate, along tapered edges and 6” back along cover plate from end of taper.

In the rare case that there are bottom flange cover plates, it is the responsibility of the SPM or SLE to coordinate with district bridge engineer or review visual records and field inspection notes and decide if these plates need to be tested. This should include only welded cover plate ends that terminate in a tension zone. If cover plates terminate at the inflection point or past it, there is a small chance that the bottom flange cover plate welds would need to be tested. (Rarely, other areas of cover plate welds could be tested based on deteriorated conditions as reported from the field on the Structural Rehabilitation Checklist.)

====751.6.2.8 Temporary Shoring or Temporary MSE Wall System====

When temporary shoring or temporary MSE wall is required, it shall be reported as a lump sum item on the bridge plans. In addition, the estimated area of temporary shoring or temporary MSE wall shall be computed to the nearest square foot and recorded only in the quantity folder. Embedment of temporary shoring shall be taken as one third of the exposed height of the shoring for the purpose of estimating the shoring area. The bottom of temporary MSE wall shall be taken as the lower of the top of permanent wall levelling pad or bottom of improved foundation. For temporary shoring use 206-55.00 pay item and for temporary MSE wall system use 720-14.00 pay item ([[751.6_General_Quantities#751.6.1_Index_of_Quantities|EPG 751.6.1 Index of Quantities]]).

====751.6.2.9 MSE Retaining Walls====

Quantities for Mechanically Stabilized Earth Wall Systems are to be calculated based on the vertical face of the wall system as shown on the plans. The payment for furnishing and fabricating the concrete facing elements, excavation and installing the leveling pad, furnishing, and installing the soil reinforcement, furnishing, and placing select granular backfill for structural systems, furnishing other incidentals related to the wall system, and erecting the wall system complete-in-place, will be considered completely covered by the contract unit price for Mechanically Stabilized Earth Wall Systems per square foot. The use of the Select Granular Backfill for Structural Systems pay item will not be required. For permanent MSE wall systems use 720-10.00 pay item ([[751.6_General_Quantities#751.6.1_Index_of_Quantities|EPG 751.6.1 Index of Quantities]]).

====751.6.2.10 Bridge Slabs====

The gross area of concrete slabs is used in the Estimated Quantities table and shall be estimated to the nearest square yard longitudinally from end of slab to end of slab and transversely from out to out of the bridge slab. This shall include all expansion gaps within these limits.

The actual volume of concrete is used in the table of slab quantities for the purpose of preparing the cost estimate and is given on the plans as an aid to the contractor. The concrete on top of the backwall at end bents for expansion joint systems shall be included in this volume (see [[751.50 Standard Detailing Notes#(B1.7)|Note B1.7]]). Concrete shall be estimated to the nearest cubic yard instead of 0.1 cubic yard due to variances and assumptions used in this estimate (see [[751.50 Standard Detailing Notes#B3c. Slabs on Steel, Concrete and Semi-Deep Abutment, and Reinforced Concrete Slab Overlays|Note B3.21]]). Reinforcing steel shall be estimated to the nearest 10 pounds.

<div id="Structural Steel Protective Coatings (Nonweathering Steel)"></div>

====751.6.2.11 Structural Steel Protective Coatings (Non-weathering Steel)====

The protective coating, as specified on the Design Layout, shall be System G, H or I with the color being gray or brown. The coating color shall be specified on the Design Layout. The following gives pay item guidelines for most bridges.

'''<u>Coating New Multi-Girder/Beam Bridges</u> '''

Intermediate Field Coat and Finish Field Coat (System G, H or I) (Gray or Brown) - The quantity shall be computed to the nearest one hundred square foot of structural steel to be field coated. The area computations do not include bearings, diaphragms, stiffeners and all other miscellaneous steel within the limits of the field coatings.

'''1. Bridges over Roadways''' (does not include over Railroads)

The intermediate field coat for beam and girder spans shall be applied to the surfaces of all structural steel except those surfaces to be in contact with concrete shall not receive the intermediate coat. The intermediate coat shall also be applied to the bearings, except where bearings will be encased in concrete.

The finish field coat for beam and girder spans shall include the facia girders or beams. The limits of the facia girders or beams shall include the bottom of the top exterior flanges, the top of the bottom exterior flanges, the exterior web area, the exterior face of the top and bottom flanges, and the bottom of the bottom flange. Areas of steel to be in contact with concrete shall not receive the finish coat. The finish coat shall also be applied to the exterior bearings, except where bearings will be encased in concrete.

The surfaces of all structural steel located under expansion joints of beam and girder spans shall be field coated with intermediate and finish coats for a distance of one and a half times the girder depth, but not less than 10 feet from the center line of the joint. Within this limit, the items to be field coated shall include all surfaces of beams, girders, bearings, diaphragms, stiffeners and miscellaneous structural steel items. Areas of steel to be in contact with concrete shall not receive the field coats. The limits of the field coatings shall be masked to provide crisp, straight lines and to prevent overspray on adjacent areas.
<div id="When System I finish field coat"></div>
When System I finish field coat is specified on the plans with System G intermediate coat, System I finish field coat quantity will be figured the same as above for the finish field coat. System G intermediate coat with System I finish field coat will be as above for the intermediate field coat except that the area of the System I finish field coat will not be included in the System G intermediate field coat area. When the plans state System I finish field coat shall be substituted for System G intermediate coat, System I finish field coat quantity will be figured for all girder surfaces as discussed above for intermediate field coat area.

{| style="text-align: center; font-size:1.6em", align="center"
|-
|COLSPAN="3"|<u>'''New Non-Weathering Bridge Over Roadway'''</u>
|-
|[[image:751.6.2.11-Typical Roadway.jpg|center|x300px]] ||style="width: 200px"| || [[image:751.6.2.11-Deck Joints Roadway.jpg|center|x300px]]
|-
|style="font-size:0.75em"|'''Typical Coating (System G)''' || ||style="font-size:0.75em"|'''Coating Near Deck Joints (System G)'''
|-
|}

'''2. Bridges over Streams and Bridges over Railroads '''

The field coatings (including intermediate and finish coats) for beam and girder spans shall include the facia girders or beams. The limits of the facia girders or beams shall include the bottom of the top exterior flanges, the top of the bottom exterior flanges, the exterior web area, the exterior face of the top and bottom flanges, and the bottom of the bottom flange. Areas of steel to be in contact with concrete shall not receive the field coats. The field coatings shall also be applied to the exterior bearings, except where bearings will be encased in concrete. The interior beams or girders shall only have the prime coat applied with no other field coatings required.

The surfaces of all structural steel located under expansion joints of beam and girder spans shall be field coated with intermediate and finish coats for a distance of one and a half times the girder depth, but not less than 10 feet from the center line of the joint. Within the limit, the items to be field coated shall include all surfaces of beams, girders, bearings, diaphragms, stiffeners and miscellaneous structural steel items. Areas of steel to be in contact with concrete shall not receive the field coats. The limits of the field coatings shall be masked to provide crisp, straight lines and to prevent overspray on adjacent areas.

When System I is specified, the intermediate field coat will not be required.

{| style="text-align: center; font-size:1.6em", align="center"
|-
|COLSPAN="3"|<u>'''New Non-Weathering Bridge Over Stream or Railroad'''</u>
|-
|[[image:751.6.2.11-Typical_Stream_RR.jpg|center|x300px]] ||style="width: 200px"| || [[image:751.6.2.11-Deck_Joints_Stream_RR.jpg|center|x300px]]
|-
|style="font-size:0.75em"|'''Typical Coating (System G)''' || ||style="font-size:0.75em"| '''Coating Near Deck Joints (System G)'''
|-
|}

'''<u>Coating New Truss Bridges or Other Unusual Structures</u> '''

Intermediate Field Coat and Finish Field Coat (System G, H or I) (Gray or brown) - The quantity shall be computed as a lump sum quantity.

All structural steel for truss or steel box girder spans shall be field coated with intermediate and finish coats, except the area of steel to be in contact with concrete and intermediate field coat is not required when System I is specified.

<u>'''Recoating Existing Multi-Girder/Beam Bridges '''</u>

Quantities shall be computed to the nearest one hundred square feet of structural steel to be prepared or coated. The area computations do not include bearings, diaphragms, stiffeners and all other misc. steel within the limits of surface preparation or field coatings.

'''1. Surface Preparation for Recoating Structural Steel '''- Preparation shall include the surfaces of all structural steel except areas to be in contact with concrete.

'''2. Field Application of Inorganic or Organic Zinc Primer''' - Coverage shall meet the same requirements of Surface Preparation for Recoating Structural Steel.

'''3. Intermediate Field Coat (System G or H) (Gray or Brown)''' - Coverage shall meet the same requirements as new multi-girder/beam bridges.

'''4. Finish Field Coat (System G, H or I) (Gray or Brown)''' - Coverage shall meet the same requirements as new multi-girder/beam bridges.

{| style="text-align: center; font-size:1.6em", align="center"
|-
|COLSPAN="3"|<u>'''Existing Non-Weathering Bridge'''</u>
|-
|[[image:751.6.2.11-Recoating_Roadway.jpg|center|x300px]] ||style="width: 200px"| || [[image:751.6.2.11-Recoating_Stream_RR.jpg|center|x300px]]
|-
|style="font-size:0.75em"|'''Typical Recoating Over Roadway (System G)''' || ||style="font-size:0.75em"| '''Typical Recoating Over Stream or Railroad (System G)'''
|-
|COLSPAN="3"|[[image:751.6.2.11-Recoating_Deck_Joints.jpg|center|x300px]]
|-
|COLSPAN="3" style="font-size:0.75em"|'''Recoating Near Deck Joints (System G)'''
|-
|}

<u>'''Recoating Existing Truss Bridges or other Unusual Structures '''</u>

Quantities shall be computed as lump sum quantities. The approximate weight of steel shall be shown to the nearest ton in the contract documents.

'''1. Surface Preparation for Recoating Structural Steel''' - Preparation shall include the surfaces of all structural steel except areas to be in contact with concrete.

'''2. Field Application of Inorganic or Organic Zinc Primer''' – Coverage shall meet the same requirements of Surface Preparation for Recoating Structural Steel.

'''3. Intermediate Field Coat (System G or H) (Gray or Brown)''' – Coverage shall meet the same requirements as new truss bridges.

'''4. Finish Field Coat (System G, H or I) (Gray or Brown)''' – Coverage shall meet the same requirements as new truss bridges.

<u>'''Overcoating Existing Multi-Girder/Beam Bridges '''</u>

Quantities shall be computed to the nearest one hundred square feet of structural steel to be prepared or overcoated except as noted below. The area computations do not include bearings, diaphragms, stiffeners and all other misc. steel within the limits of surface preparation or field coatings. Partial overcoating of steel structures is allowed and the areas of partial overcoating should be clearly indicated shown on the plans.

'''1. Surface Preparation for Overcoating Structural Steel (System G)''' - Preparation shall include the surfaces of all structural steel except areas to be in contact with concrete.

'''2. Intermediate Field Coat (System G)''' - Coverage shall meet the same requirements as Surface Preparation for Overcoating Structural Steel (System G).

'''3. Finish Field Coat (System G)''' - Coverage shall meet the same requirements as new bridges.

{| style="text-align: center; font-size:1.6em", align="center"
|-
|COLSPAN="3"|[[image:751.6.2.11-Overcoating_Existing_Bridge.jpg|center|x300px]]
|-
|COLSPAN="3" style="font-size:0.75em"|'''Overcoating Existing Non-Weathering Bridge (System G)'''
|-
|}

<u>'''Limits of Paint Overlap '''</u>

Refer to [[751.50_Standard_Detailing_Notes#A4a1._Steel_Structures-_Nonweathering_Steel|EPG 751.50 Note A4a1.24]]. The figure below with note is available in a CADD cell.

[[image:Part_Elev_Paint_Overlap_11-3-23.png|800px]]

====751.6.2.12 Structural Steel Protective Coatings (Weathering Steel)====

'''<u>Coating New Multi-Girder/Beam Bridges, Truss Bridges or other Unusual Structures</u>'''

There will not be a quantity item for coating weathering steel. The cost of coating weathering steel structures will be considered completely covered by the contract unit price for the Fabricated Structural Steel.

'''<u>Recoating Existing Multi-Girder/Beam Bridges, Truss Bridges or other Unusual Structures </u>'''

Recoating weathering steel when performing joint repair/replacement may be included on the contract plans. Other areas may be recoated depending upon inspection of the condition of weathering steel and the future deterioration expectations of same by Bridge Maintenance. See Structural Project Manager or Structural Liaison Engineer.

For existing multi-girder/beam bridges, quantities shall be computed to the nearest one hundred square feet of structural steel to be prepared or recoated. The area computations do not include bearings, diaphragms, stiffeners and all other misc. steel within the limits of surface preparation or field coatings. For truss bridges or other unusual structures, quantities shall be computed as lump sum quantities.

'''1. Surface Preparation for Recoating Structural Steel''' - Preparation shall be on a case-by-case basis except areas to be in contact with concrete.

'''2. Field Application of Inorganic or Organic Zinc Primer''' - Coverage shall meet the same requirements of Surface Preparation for Recoating Structural Steel.

'''3. Intermediate Field Coat (System G) (Brown)''' - Coverage shall be on a case-by-case basis.

'''4. Finish Field Coat (System G or I) (Brown)''' - Coverage shall be on a case-by-case basis.

====751.6.2.13 Protective Coatings for Concrete====

When the use of a protective coating for concrete is required, it shall be reported as a lump sum item on the bridge plans. In addition, the estimated area to be coated shall be computed to the nearest square foot and recorded only in the quantity folder. The following guidelines shall apply to the calculations for these items.

:'''Protective Coating - Concrete Bents and Piers (Urethane) or (Epoxy)'''

:See Expansion Devices Section for details.

:'''Protective Coating - Concrete Bents and Piers (Weathering Steel)'''

:Concrete Abutments - Coat all surfaces above the ground line.

:Concrete Intermediate Bents & Piers - Coat all surfaces above the ground line or above the low water elevation, whichever is the higher at that bent or pier.

:'''Concrete and Masonry Protection System'''

:Coat all surfaces above ground line of the concrete as specified on the Design Layout.

:'''Sacrificial Graffiti Protection System'''

:Coat all surfaces above ground line of the concrete as specified on the Design Layout.

====751.6.2.14 Asphaltic Concrete Pavement====

Seal coat or tack coat is required with the asphaltic concrete pavement. Unit weights will not be calculated.

====751.6.2.15 Seal Coat ====

A seal coat shall be used when specified on the Bridge Memo.

The following unit weight will be used to calculate the estimated quantity reported on the bridge plans:
:Seal Coat = 0.4 gal/sq. yd.

Grade B1 seal coat aggregate shall be used whenever a bridge deck is to receive an asphalt wearing surface. Grade A1 seal coat aggregate shall be used whenever the seal coat is to be the final riding surface. Unit weights will not be calculated for aggregate.

====751.6.2.16 Tack Coat====

A tack coat shall be used when specified on the Bridge Memo. The following unit weights will be used to calculate the estimated quantity reported on the bridge plans:

:Tack Coat = 0.05 gal/sq. yd.

====751.6.2.17 Excavation====

Excavation shall be computed in accordance with Sec 206 and the limits shown in this section.

The '''Roadway and Drainage Excavation Line''' is the finish grade line after the bridge is completed in place. This may or may not correspond to the preliminary embankment line placed before the bridge is built.

The '''Excavation Datum''' is located at one foot above Low Water Elevation of the stream bed (round up to the next one foot). Use the low point of the streambed cross-section as Low Water Elevation, if a Low Water Elevation cannot be found. Everything above this datum is Class 1 Excavation while everything below it is Class 2 Excavation.

'''Excavation Limit Rules'''

Soil or other sub-strata shall be excavated to the limits of:
* 18” around the perimeter at the bottom of footings, and vertically* to the finished Roadway and Drainage Excavation Line
* 18” around the wings on end bents
* The perimeter of seal courses
* No excavation shall be figured for piles or bracing
* If there is less than 10 cubic yards of total excavation, no excavation item needs to be listed in the Estimated Quantities. See [[751.50 Standard Detailing Notes|EPG 751.50 Standard Detailing Notes]] for the appropriate notes.

'''Classes of Excavation**'''

'''Class 1, Class 2 Excavations''' shall be computed in accordance with Sec 206 and the limits shown in the figures below. Excavation for structures below Excavation Datum Elevation will be paid for as '''Class 2 Excavation.''' Excavation for structures above Excavation Datum Elevation will be paid for as '''Class 1 Excavation.''' Use a minimum of 10 cubic yards of Class 1 Excavation when there is Class 2.

'''Class 4 Excavation''' shall be used for culverts. Class 4 Excavation shall be computed in accordance with Sec 206 and the limits shown below. Culvert concrete removal for extensions will be paid for as Partial Removal of Culvert-Bridge Concrete. See the Design Layout for special cases.

'''Cases of Excavation'''

'''Case 1''' is when the ground line survey is a higher elevation than the roadway and drainage excavation line.

'''Case 2''' is when the ground line survey is a lower elevation than the roadway and drainage excavation line.

:<font color = "white">(</font color="white">''*'' Soil shall be excavated vertically from the bottom of the footing for footing on pile, 6” above the bottom of the footing for footing on rock and 18” above the bottom of the footing for footing on shale.

:<font color = "white">(</font color="white">''**'' Use Excavation in Rock if it is anticipated to be more than 10 cu. yard. The designer should check with the Structural Project Manager before calculating the quantity of Excavation in Rock. See [[#751.6.1 Index of Quantities|EPG 751.6.1 Index of Quantities Bridge]].

'''Excavation Limits: Bridges'''

The following figures graphically show the excavation limits for various substructure types. The effects of skew on the fill slope (H:V) should be considered in determining excavation quantities at end bents.

:H<sub>θ</sub> = H/cosθ

Where:
:::H:V = horizontal:vertical components of fill slope (Normal)
:::H<sub>θ</sub> = horizontal component of the fill slope parallel to centerline of roadway with V = 1
:::H = horizontal component of the fill slope normal to centerline of bent with V = 1
:::θ = end bent skew angle

<center>'''Excavation Limits: Integral End Bent (Case I) '''

[[image:751.6.2.17 int case 1 1.jpg|500px]]

[[image:751.6.2.17 int case 1 2.jpg|500px]]
----

'''Excavation Limits: Non-Integral End Bent (Case I) '''

[[image:751.6.2.17 non int case 1 1.jpg|500px]]

[[image:751.6.2.17 non int case 1 2.jpg|500px]]
----

'''Excavation Limits: Stub Bent (Case I) '''

[[image:751.6.2.17 stub.jpg|500px]]

----

'''Excavation Limits: All Grade Separations'''

[[image:751.6.2.17 all.jpg|900px]]

----

'''Excavation Limits: Stream Crossings (Typical)'''</center>

[[image:751.6.2.17 stream typical.jpg|center|900px]]

----
<center>'''Excavation Limits: Stream Crossings (No Excavation Item)'''</center>

[[image:751.6.2.17 stream no excavation.jpg|center|900px]]

'''Excavation Limits: Retaining Walls'''

[[Image:751.6 Retaining Walls.gif|center]]

Note:
:Excavation to be included in Estimated Quantity Table (Class 1 shall be calculated to the nearest 5 cubic yards).

:Final limits of the roadway and bridge excavation to be coordinated with the bridge plans prior to estimating.

:See [[751.50 Standard Detailing Notes|EPG 751.50 Standard Detailing Notes]] for the appropriate notes.

'''Excavation Limits: Culverts'''

[[Image:751.6 Culverts.gif|center]]

Excavation to be included in Estimated Quantity Table (Class 4 Excavation shall be carried to the nearest 5 cubic yards). Final limits of the roadway and bridge excavation to be coordinated with the bridge plans prior to estimating.
<br/>
<br/>Excavation of 18" adjacent to the removal of culvert ends for purpose of extending the culvert will not be considered excavation and is considered part of removal. (Refer to Sec 206)
<br/>
<br/>See [[751.50 Standard Detailing Notes|EPG 751.50 Standard Detailing Notes]] for the appropriate notes.

'''Mechanically Stabilized Earth Walls (MSEW) Excavation and Fill'''

Excavation and Fill behind MSEW:

Excavation classes, quantities and pay items are determined and computed by districts for all MSEWs (Bridge Division walls and District Design Division walls) and are to be included on the roadway plans. Excavation before wall should be addressed same as excavation behind wall. Fill behind MSEWs is included in the cost of MSEWs and no separate quantity or pay item is required.

Excavation and Fill below MSEW (below top of leveling pad):

Excavation classes, quantities, replacement fill and pay items are determined and computed by districts for all MSEWs (Bridge Division walls and District Design Division walls) when required on the Foundation Investigation Geotechnical Report (FIGR), and are to be included on the roadway plans. When the FIGR gives excavation limits and type of replacement fill required for ground improvement, a detail is typically added to the MSEW plans showing the removal area and the removal locations along the wall (also referred to as “soil improvement”, “ground [or soil] mitigation”, “foundation replacement” or “foundation excavation”).

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center" align="center"
|+
! style="background:#BEBEBE" colspan="5"|MSEW Excavation and Fill Guidelines
|-
!Excavation!!Std. Spec. Sec!!Fill!!Pay Item(s) on<br/>Roadway Plans 2B<br/>Quantities Sheet!!Notes
|-
|Behind Wall||203||Compacted select<br/>granular backfill<br/>per Sec 720||Class A or Class C<br/>Excavation||• Show on roadway plans
|-
|Below Wall<br/>(Ground<br/>Improvement)||203, 214||Compacted rock fill<br/>or other per FIGR||Class A or Class C<br/>Excavation,<br/>Furnishing Rock<br/>Fill,<br/>Placing Rock Fill (or<br/>other fill per FIGR)||• Show on MSEW<br/>plans
|-
|Below Wall<br/>(Incidental)||720||Suitable material<br/>per District<br/>Geotechnical||NA||• Unanticipated and<br/>Unsuitable per<br/>engineer in field
|}

'''Excavation Limits: Mechanically Stabilized Earth Walls (MSEW)'''

Excavation behind and below MSEWs are roadway pay items and based on information given in the Foundation Investigation Geotechnical Report (FIGR). Included may be a minimum soil reinforcement length, minimum embedment of the bottom of wall (top of leveling pad), global stability confirmation and angle of retained backfill which are used to estimate the excavation quantities. Use greatest of recommended minimum soil reinforcement length from
:::* FIGR, or
:::* the following table, or
:::* 8 ft. minimum.
One additional foot must be added to the selected length to determine estimated excavation quantities.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center" align="center"
|+
! !!style="background:#BEBEBE" |MoDOT (USE)!!style="background:#BEBEBE" |Table 2-1 (FHWA NHI-10-024)<br/>(REFERENCE)
|-
!style="background:#BEBEBE" |Case!!Minimum Length of Soil<br/>Reinforcement, L!!Minimum Length of Soil<br/>Reinforcement, L
|-
|align="center"|Static loading with or without<br/> traffic surcharge ||align="center"|0.7H ||align="center"|0.7H
|-
|align="center"|Sloping backfill surcharge ||align="center"|0.8H||align="center"| 0.8H
|-
|align="center"|Seismic loading||align="center"|0.95H||align="center"| 0.8H to 1.1H
|}

Where,

H = Height of the wall as measured from the top of the leveling pad to the top of the wall

Note: Upper two layers of soil reinforcement shall be extended 3 feet to 5 feet beyond the lower layers for seismic requirement. (FHWA NHI-10-024 section 4.4.3)

Minimum soil reinforcement length shall be greater than or equal to as required for a stable feature wall for strong/stable rock as shown in following cases 5 through 7.

<center>'''<u>TABLE OF EARTH WORK EXCAVATION QUANTITIES EXAMPLE IN ACCORDANCE WITH DISTRICT PROCEDURE</u>'''</center>

[[image:751.6.2.17 earth work.jpg|850px|center]]

The excavation table example provides for identifying both Bridge Division MSE walls and District Design MSE walls.

For District Design MSE walls:

Ex. 1 shows that a wall can be laid out separate from the roadway and will have its own alignment where the wall earthwork can be quantified and shown independently in a table row.

Ex. 2 shows that a wall can be laid out along a roadway where it makes sense to include the wall earthwork with the roadway earthwork. This will be the case most of the time.

<center>'''General Section thru MSEW In Cut'''</center>

[[image:751.6.2.17.jpg|700px|center]]

In Cut: (Cases 1 to 6)

θ can equal ɸ<sub>Ƅ</sub> for computing excavation quantities. It may also be 1:1 (H:V) or 2:1 (H:V) at discretion of district.

In Fill: (Case 7)

Excavation shall be computed based on the wall and soil (and/or rock) parameters as given in the FIGR.
Dimensions of ground improvements will be given in FIGR if required. This includes area elevation, length and locations along the wall and slope cuts*.

Rock fill in accordance with Sec 214 is typically used as replacement fill for ground improvement.

<center>'''Case 1: In cut with soil excavation (behind wall)'''</center>

[[image:751.6.2.17 case 1.jpg|700px|center]]

________________________________________

<center>'''Case 2: In cut with soil excavation (behind wall) and ground improvement (below wall)'''</center>

[[image:751.6.2.17 case 2.jpg|750px|center]]

________________________________________

<center>'''Case 3: In cut with soil and rock excavation (behind wall)'''</center>

[[image:751.6.2.17 case 3.jpg|700px|center]]

________________________________________

<center>'''Case 4: In cut with soil and rock excavation (behind wall) and ground improvement (below wall)'''</center>

[[image:751.6.2.17 case 4.jpg|700px|center]]

________________________________________

<center>'''Case 5a Stable Feature MSE Wall: In cut with soil and partial rock excavation (behind wall)'''</center>

[[image:751.6.2.17 case 5a.jpg|700px|center]]

________________________________________

<center>'''Case 5b Stable Feature MSE Wall: In cut with soil excavation (behind wall) and ground improvement (below wall)'''</center>

[[image:751.6.2.17 case 5b.jpg|700px|center]]

________________________________________

<center>'''Case 6 Stable Feature MSE Wall: In cut with soil excavation'''</center>

[[image:751.6.2.17 case 6.jpg|700px|center]]

________________________________________

<center>'''Case 7a: In fill with ground improvement (below wall)'''</center>

[[image:751.6.2.17 case 7a.jpg|500px|center]]

<center>'''Case 7b Stable Feature MSE wall: In fill mostly with partial rock excavation (behind wall)'''</center>

[[image:751.6.2.17 case 7b.jpg|700px|center]]

Note: Include rock excavation in excavation quantities.

[[Category:751 LRFD Bridge Design Guidelines|751.06]]

Job Special Provisions

2024-03-22T12:30:46Z

Legged1:

<div id="JSP-Provision"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | Provision
|-
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP-Formatting-Guide.docx JSP Formatting Guide] || _Roadway Job Special Provision Formatting Instructions || This format is to be used by all when writing provisions in order to create uniformity in project proposals. || JSP_Format_Guide || 4/3/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP_Roadway_Template.docx JSP_Roadway_Template] || _Roadway Job Special Provision Template || This template is to be used for Roadway Job Special Provisions. Choose the appropriate signature block and provide the necessary provisions according to the template provided. || Template || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0607.docx JSP0607] || 3 - or 4 - Strand High Tension Guard Cable || This provision should be used when high tension guard cable is specified. || JSP-06-07D || 11/3/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2302.docx JSP2302] || 4-Inch Square Steel Sign Post || Use this provision to specify the details for a 4-inch square post which may be used to install single post exit gore signs, flat sheet signs 48” x 60” up to and not exceeding 48” x 96”, and community wayfinding signs at locations shown on the plans. || JSP-23-02 || 9/13/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9314.docx JSP9314] || Accelerating the Completion of Closure Work (Incentive/Disincentive Clause) || This provision is commonly known as A+B bidding. || JSP-93-14C || 12/5/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1001.docx JSP1001] || ADA Compliance and Final Acceptance Of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || JSP-10-01C || 1/23/2023 || 3/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2301.docx JSP2301] || ADA Material Testing Frequency Modifications || This provision may be used on ADA corridor projects to reduce the testing requirements due to the limited material quantities associated with sidewalk improvements. || JSP-23-01 || 8/16/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1203.docx JSP1203] || Add Alternate Section (Per Project) || || JSP-12-03A || 7/14/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1602.docx JSP1602] || Adjusting Guardrail || For minor routes only. This provision is to be used when the substandard height guardrail will be raised to a minimum of 27 3/4". Repair of guardrail should be addressed with separate pay items. || JSP-16-02A || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1509.docx JSP1509] || Airport Requirements || This provision is for use on projects near a public use airport or heliport or is more than 200 feet above existing ground level. || JSP-15-09 || 7/9/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9604.docx JSP9604] || Alternate for Pavements || This provision should be used for projects with 7,500 SY of continuous full depth pavement or 14,000 SY of full depth pavement at various locations. || JSP-96-04G || 1/4/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0905.docx JSP0905] || Alternates for Slab Stabilization || This provision should be used when slab stabilization operations are included in the contract to define the bidding requirements of the different materials for this type of work. || JSP-09-05 || 10/21/2009 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2401.docx NJSP2401] || Balanced Mix Design Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-24-01 || 3/18/2024 || 05/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9327.docx JSP9327] || Changeable Message Sign (Commission Furnished) || || JSP-93-27 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1805.docx NJSP1805] || Class VI Riprap * || * Limited Use. This provision is a revised Spec to better align with the need we have when rock much larger than the Rock Blanket Spec is needed. Contact Bridge Division & Construction and Materials Division prior to use. || NJSP-18-05B || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2102.docx NJSP2102] || Clean Water Act Section 404 Permit Requirements * || * Limited Use. For use by Design Division - Environmental Section only, as they will add this provision to the RES for required projects. || NJSP-21-02 || 1/15/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0415.docx JSP0415] || Concrete Planing || This provision is to be used when concrete planing is specified. </br> If there are questions on whether concrete planing should be included on a specific project, Construction and Materials Division should be consulted. || JSP-04-15 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1301.docx JSP1301] || Contract Liquidated Damages || This provision is required on all projects except Job Order Contracts and must be provision "B" in the set of provisions. || JSP-13-01C || 4/14/2023 || 6/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0106.docx JSP0106] || Contractor Furnished/Commission Retained Temporary Type F Concrete Traffic Barrier || This provision should only be used when the district decides to retain contractor furnished barrier sections. If the district does not specifically intend to retain barrier sections, Sec 617 of the standard specifications covers Concrete Traffic Barrier. || JSP-01-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1542.docx NJSP1542] || Contractor Quality Control || This provision is required on all projects EXCEPT for JOCs and projects with Quality Management provision. || NJSP-15-42 || 4/20/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1521.docx NJSP1521] || Contractor Quality Control For Plant Mix Bituminous Surface Leveling || Required when project includes bid item 402-05.20 - Bituminous Pavement Mixture PG64-22 (Surface Leveling). QM or QC provisions are required when other types of asphalt or concrete paving are in a project. || NJSP-15-21A || 10/6/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9908.docx JSP9908] || Demolition and Removal Contract || Must be included in demolition and removal contracts when MoDOT doesn't have possession of all parcels or an asbestos survey are not completed on all structures, prior to letting. NTP must be issued. || JSP-99-08 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1505.docx JSP1505] || Disposition of Existing Signal/Lighting and Network Equipment || To be used when signal/lighting or communication is to be removed by the contractor and retained by the commission. || JSP-15-05A || 5/1/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9706.docx JSP9706] || Division 100 Revisions for Complex Projects || This provision is used on complex projects and those with major bridge work as determined by the State Design Engineer. Per 105.16 and 108.4 additional detail documentation is required. A+B Bidding (JSP-93-14) should not be used with this provision. || JSP-97-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1607.docx JSP1607] || Dynamic Late Merge Sysytem (Zipper Merge) || || JSP-16-07A || 12/10/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1905.docx NJSP1905] || Electronic Ticketing * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-05B || 4/9/2020 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9011.docx JSP9011] || Emergency Provisions and Incident Management || This provision is required on all projects and provides contact information for the local law enforcement and fire departments. || JSP-90-11A || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2201.docx NJSP2201] || Full Depth Reclamation * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-22-01A || 3/14/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0902.docx JSP0902] || General - Federal || This provision is required in all federally funded contracts. || JSP-09-02J || 4/20/2023 || 7/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0903.docx JSP0903] || General - State || This provision is required in all state funded contracts. || JSP-09-03J || 4/20/2023 || 7/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0904.docx JSP0904] || General - State Non-Prevailing Wages || Use this provision on any state funded non-construction project. || JSP-09-04J || 4/20/2023 || 7/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0401.docx JSP0401] || Geosynthetic Interlayer Specification for Highway Applications * || *Limited use. Only as Approved by Construction and Materials Division. </br> The Geosynthetic Interlayer Specification is designed to provide a moisture barrier/stress relieving membrane to be placed beneath a hot-mix asphalt (HMA) Overlay. || JSP-04-01 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9709.docx JSP9709] || Geosynthetic Reinforced Soil Slope System || || JSP-97-09 || 5/20/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1702.docx JSP1702] || Guardrail Grading Requirements || This provision is for use on projects that require grading for guardrail and end treatment replacements. || JSP-17-02B || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2202.docx JSP2202] || Guardrail Posts in Concrete || Use this provision when guardrail posts are installed or removed from concrete pavement or drain basins. || JSP-22-02B || 5/18/2023 || 7/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1513.docx NJSP1513] || High Friction Surface Treatment || || NJSP-15-13B || 9/22/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9704.docx JSP9704] || High Performance Concrete for Precast Bridge Units || || JSP-97-04 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1903.docx NJSP1903] || Hot Applied Seal Coat * || *Limited use. Requires approval from by Construction and Materials Division || NJSP-19-03 || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0202.docx JSP0202] || Hot-Mix Asphalt Overlay on Rubblized Concrete * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-02-02 || 10/9/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP8901.docx JSP8901] || Johnson Grass Control || || JSP-89-01 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1503.docx JSP1503] || Law Enforcement In The Workzone || For use on projects which will include workzone enforcement. || JSP-15-03 || 3/17/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0305.docx JSP0305] || Liquidated Damages / Liquidated Savings Specified || This provision is for use to motivate the contractor to complete the work in a specific time frame as set up by the District. The description of the work should be complete and directly related to the Damage/Savings amount set up. || JSP-03-05A || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0417.docx JSP0417] || Liquidated Damages for Winter Months || This provision should be used on projects where the primary work can be performed during the winter months, such as bridge construction. || JSP-04-17A || 4/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9328.docx JSP9328] || Liquidated Damages Specified || This provision should be used when there is milestone date that must be met such as opening the road to traffic before a special event in the area. || JSP-93-28 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0306.docx JSP0306] || Liquidated Savings Specified || For use to motivate the contractor to complete the work in a specific time frame as set up by the District. Ensure that the description of the work in question is complete as possible and directly related to the Damage/Savings amount set up. || JSP-03-06A || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2101.docx NJSP2101] || Low Type Asphalt Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-21-01A || 7/26/2022 || 9/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2201.docx JSP2201] || Lump Sum Temporary Traffic Control || This provision allows qualifying temporary traffic control devices to be lumped together. || JSP-22-01A || 7/19/2023 || 10/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1704.docx NJSP1704] || Macrotexture Surface for Ultrathin Bonded Asphalt Wearing Surface Requirement * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-04A || 11/17/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0413.docx JSP0413] || Masonry Construction || || JSP-04-13 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1539.docx NJSP1539] || Modified Bituminous Pavement Mixture (BP-2) || Allows districts to use modify BP-2 gradation to be laid thinner than 1.5 or 2" || NJSP-15-39A || 9/23/2022 || 1/1/23
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1511.docx NJSP1511] || Modified Bonded Asphaltic Concrete Pavement * || * Limited Use. Requires approval from Construction and Materials prior to use. || NJSP-15-11C || 11/12/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1806.docx JSP1806] || MoDOT Retained Guardrail || Use this provision when MoDOT wishes to retain guardrail that is being removed. || JSP-18-06 || 6/12/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1517.docx NJSP1517] || MoDOT’S Construction Workforce Program || Required for all projects that are assigned a OJT goal. || JSP-15-17A || 8/19/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0011.docx JSP0011] || Mowing || Use this provision on projects requiring significant mowing during construction. District Maintenance should identify projects, mowing locations and No. of mowings. If only for specific areas, those areas need to be identified in the special provision. || JSP-00-11 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2202.docx NJSP2202] || Multi-Year, Multi-Location Project || This provision should only be used in proposals that have one Job Number for multiple overlay routes (locations) and the completion date is such that work is allowed to carry over into a second calendar year. || NJSP-22-02 || 4/20/2022 || 6/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0004.docx JSP0004] || NEMA TS2 Traffic Controller Assemblies || This provision is to be used only in special conditions after consulting with District Traffic and as directed or approved by General Headquarters. || JSP-00-04A || 5/24/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2105.docx NJSP2105] || No Open Burning || This provision should be used when open burning is prohibited. || NJSP-21-05 || 6/9/2021 ||
|-
| [https://epg.modot.org/forms/JSP/JSP2402.docx NJSP2402] || Non-Tracking Tack || This provision may be used on roadways located within an urban area where tracking from the tack coat operation would lead to aesthetic damage to the surrounding commercial driveways and parking lots. || JSP-24-02 || 3/20/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1802.docx JSP1802] || Notice to Bidders of Funding by Third Party || This provision is required on any project with funding provided by others. || JSP-18-02A || 5/21/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9819.docx JSP9819] || Notice to Bidders of Third Party Concurrence in Award || This provision is required on any project with funding provided by others in which they have the right by agreement to concur in the award of the contract. || JSP-98-19 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0407.docx JSP0407] || Office for the Engineer || This provision resulted from implementation of the Performance Specifications. Was Sec 615 of the specs. || JSP-04-07 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1518.docx NJSP1518] || Optional Grading Concepts || || NJSP-15-18 || 3/20/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0606.docx JSP0606] || Optional Pavements || This provision should be used for projects which do not meet the criteria for Alt Pavements, specifically those with less than 7,500 SY of continuous full depth pavement or less than 14,000 SY of full depth pavement at various locations. || JSP-06-06H || 9/23/2022 || 1/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1303.docx JSP1303] || Optional Shoulder || Use this provision on shouldering projects that will allow for a concrete option when bituminous asphalt is specified. || JSP-13-03A || 9/29/2022 || 1/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1533.docx NJSP1533] || Optional Surface Treatment Prior to Asphalt Overlay * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-33D || 3/28/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1807.docx NJSP1807] || Optional Temporary Pavement Marking Paint || Use this provision and pay item with all overlay projects that have more than five (5) centerline miles of pavement requiring High Build Waterborne paint AND has a contract completion date of November 1 or later. || NJSP-18-07E || 5/31/2023 || 8/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0709.docx JSP0709] || Optional Traffic Signal Detectors || To be used when Optional Traffic Signal Detectors are specified. || JSP-07-09 || 1/3/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0409.docx JSP0409] || Overhead Lighting of Signs || When lighting of overhead signs is required on a project, the following information along with special sheet “ Sign Lighting – Lighting Support Bracket” shall be inserted in the contract documents. || JSP-04-09 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1901.docx NJSP1901] || Partial Depth Concrete Pavement Repair Using Hot Applied Polymer Modified Repair Material *|| * Limited Use. Requires approval by Construction and Materials Division prior to use. || NJSP-19-01B || 1/25/2024 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1705.docx NJSP1705] || Pavement Smoothness for UBAWS * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-05A || 4/23/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1540.docx NJSP1540] || Permanent Aggregate Edge Treatment || May be used when treatment along the edge of a pavement or shoulder is included in an overlay project. Sec 2.1 is only for areas prone to washout. When 2.1 is used, pay item and quantity for 413-40.00, Bituminous Fog Seal, per gallon must be included. || NJSP-15-40B || 2/3/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0408.docx JSP0408] || Placing State Owned Pipe || This provision resulted from implementation of the Performance Specifications. Was Sec 729 of the specs. || JSP-04-08 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1904.docx NJSP1904] || Polyester Polymer Concrete Overlay * ||* Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-04 || 9/13/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1601.docx JSP1601] || Post-Award Value Engineering Change Proposal Workshop * || * Limited use. Requires approval from Design Division prior to use. || JSP-16-01 || 1/8/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0406.docx JSP0406] || Powder Coating * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-04-06 || 10/9/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9605.docx JSP9605] || Project Contact for Contractor/Bidder Questions || This provision is required on all projects. || JSP-96-05 || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0708.docx JSP0708] || Protective Surface Treatment for Concrete - Penetrating Sealers * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-07-08B || 12/6/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1522.docx NJSP1522] || Quality Management || This provision is required on all projects identified as complex by the district. || NJSP-15-22 || 7/1/2014 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP2106] || Radar Speed Advisory System || This provision should be used when Radar Speed Advisory System is specified. || NJSP-21-06 || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2303.docx JSP2303] || Rapid Penetrating Emulsion * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-23-03 || 12/5/2023 || 03/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0210.docx JSP0210] || Rapid Set Concrete Patching Material - Horizontal Repair || Formerly JSP-02-01A renamed to follow JSP numbering formatting. || JSP-02-10 || 1/3/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0201.docx JSP0201] || Rapid Set Concrete Patching Material - Vertical and Overhead Repairs || || JSP-02-01|| 8/14/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1902.docx NJSP1902] || Rapid Strength Concrete for Pavement Repair * || *Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-02 || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1710.docx NJSP1710] || Red Signal Ahead Sign With LED Light || This provision should be used when placing a red signal ahead sign with an attached LED assembly. || NJSP-17-10A || 2/21/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1706.docx NJSP1706] || Reinforcing Fibers for Bituminous Pavement Material * || * Limited Use. Requires approval from Construction and Materials Division prior to use; ADSR Test Methods Document required with Electronic Deliverables. || NJSP-17-06C || 8/1/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1523.docx NJSP1523] || Rejuvenating Restorative Seal Treatment * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-23 || 2/1/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9806.docx JSP9806] || Relocation of Portable Traffic Signal System || || JSP-98-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1201.docx JSP1201] || Removal and Delivery of Existing Signs || Use this provision when any existing roadway signs are to be removed from the project. || JSP-12-01C || 8/1/2023 || 11/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1606.docx NJSP1606] || Restrictions for Migratory Birds || Use of this provision should be coordinated with Design Division - Environmental Section. || NJSP-06-06A || 4/11/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1811.docx NJSP1811] || Rigid Geogrid Enhanced Aggregate or Rock Base * || * Limited Use. The intent of this provision is to use rigid geogrid with either a Type 5 or 7 Aggregate Base or with Rock Base (12” or 18”) as shown on the plans. Requires approval from Construction and Materials prior to use. || NJSP-18-11B || 3/12/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1508.docx JSP1508] || Seal Coat Completion of Work || To be used in Seal Coat projects which span multiple seasons. || JSP-15-08 || 6/26/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9705.docx JSP9705] || Section 404 Nationwide Permit Special Conditions || This provision is to be used with any Nationwide Permit when the Corps of Eng. District Engineer places special conditions on the use of the NW Permit. List any special conditions provided in the letter from the Corps authorizing use of the NW Permit. || JSP-97-05 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2003.docx NJSP2003] || Shaping Slopes Class III (Modified Material Requirements) || Use when additional stability is needed for erosion and/or lack of stability of Shaping Slopes Class III with steep in-slopes. || NJSP-20-03B || 1/6/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1527.docx NJSP1527] || Shoulder Grading || || NJSP-15-27A || 1/27/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0605.docx JSP0605] || Slurry and Residue Produced During Surface Treatment of PCCP and Bridge Decks || This provision should be used where diamond grinding or any other surface treatment that would produce slurry residue is specified. Any questions regarding the use of this provision should be directed to the Design Division - Environmental Section. || JSP-06-05A || 1/23/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0707.docx JSP0707] || Snowplowable Raised Pavement Marker Rehabilitation or Removal || This provision should be use when maintenance of SRPMs is included in a project. || JSP-07-07 || 8/7/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2107.docx JSP2107] || Special Consideration of Change Orders and Value Engineering || Use this provision when increased Federal Share has been approved by FHWA for an innovative technology or practice. || JSP-21-07 || 6/21/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1506.docx JSP1506] || Standard Alternate Technical Concepts || To be used on projects using the Standard ATC process which allows prequalified contractors to bid contractor specific bid items through the approval process. || JSP-15-06 || 5/26/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1801.docx JSP1801] || Supplemental Revisions || This provision is required in all contracts. || JSP-18-01AB || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1528.docx NJSP1528] || Surface Sealing Treatment || May be used on mainline pavement with an existing chip seal surface, on centerline joints, and on shoulder areas. This rescinds earlier guidance. </br> Use with pay item 4099905, surface sealing treatment. || NJSP-15-28 || 2/22/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1304.docx JSP1304] || Temporary Long Term Rumble Strips || Required when temporary long-term rumble strips are used on a project. Provides information for construction requirements, material information and basis of payment when using long term rumble strips on construction projects. || JSP-13-04C || 5/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0705.docx JSP0705] || Tree Clearing Restriction * || * Limited Use. Design Division - Environmental Section should be consulted prior to using this provision. || JSP-07-05B || 2/9/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2304.docx JSP2304] || Truck Mounted Attenuator (TMA) for Stationary Activities || Use when requiring TMA for stationary work activity. (TMA for mobile operation, such as striping, is incidental.) || JSP-23-04 || 1/22/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0410.docx JSP0410] || Use of Crossovers and Truck Entrances || || JSP-04-10 || 4/24/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9326.docx JSP9326] || Utilities || || JSP-93-26F || 12/1/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2203.docx JSP2203] || Void Reducing Asphalt Membrane for Longitudinal Joints (VRAM) || Use when MoDOT wishes to enhance longitudinal joint performance. Contact Construction & Materials Division for additional information. || JSP-22-03A || 8/17/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1507.docx JSP1507] || Winter Months Requirements || To be used for overlay projects that span multiple construction seasons. Developed for the CLC program. || JSP-15-07A || 4/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1532.docx NJSP1532] || Work Zone Intelligent Transportation System || To be used on projects whenever Intelligent Transportation Systems (ITS) will be used. || NJSP-15-32A || 6/6/2023 || 8/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0206.docx JSP0206] || Work Zone Traffic Management || This provision is required on all projects and must be provision "C" in the set of provisions. || JSP-02-06N || 4/19/2023 || 7/1/2023
|}

<div id="JSP-LPA"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | LPA
|-
! Name !! JSP Title !! Explanatory Notes || Current Version !! Revision Date !! Effective Letting
|-
| [https://epg.modot.org/forms/JSP/LPA1501.docx LPA1501] || Acceptance of Precast Concrete Members and Panels || || LPA-15-01A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1502.docx LPA1502] || Acceptance of Structural Steel || || LPA-15-02A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1507.docx LPA1507] || ADA Compliance and Final Acceptance of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || LPA-15-07B || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1503.docx LPA1503] || Add Alternates || || LPA-15-03A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1504.docx LPA1504] || Alternates For Pavements || || LPA-15-04A ||10/30/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1509.docx LPA1509] || Liquidated Damages For Winter Months || || LPA-15-09A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1510.docx LPA1510] || Liquidated Damages Specified for Entrance Closures || || LPA-15-10A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1508.doc LPA1508] || Liquidated Damages Specified for Final Closeout Documentation (Final Payment Documents) || || LPA-15-08 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1808.docx LPA1808] || LPA Buy America Requirements || || LPA-18-08A || 2/10/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA2301.docx LPA2301] || LPA Buy America Requirements Non-Iron and Steel || || LPA-23-01 || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1511.docx LPA1511] || Optional Pavements || || LPA-15-11A || 10/30/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1513.docx LPA1513] || Utilities || || LPA-15-13A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1512.doc LPA1512] || Work Zone Traffic Management Plan (Traffic Control) || || LPA-15-12 ||
|}

<div id="JSP-Packages"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | JSP Packages
|-
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting
|-
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_ASPHALT_2024.docx JOC_ASPHALT_2024] || Asphalt Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_ASPHALT_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_BRIDGE_2024.docx JOC_BRIDGE_2024] || Bridge Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_BRIDGE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/CLC_Book_Job_JSPs.docx CLC Book Job JSPs] || CLC Book Job JSPs || Use this JSP package when submitting FY 2024 CLC Book Job projects without plans. || CLC_Book_Job_JSPs_FY2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/CLC_JSPs.docx CLC_JSPs] || CLC JSP Package || Use this JSP package on FY 2024 CLC projects. || CLC_JSPs_FY2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_CONCRETE_2024.docx JOC_CONCRETE_2024] || Concrete Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_CONCRETE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_FENCE_2024.docx JOC_FENCE_2024] || Fence Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_FENCE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_GUARD_CABLE_2024.docx JOC_GUARD_CABLE_2024] || Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARD_CABLE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024.docx JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024] || Guardrail and Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_GUARD_CABLE_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_GUARDRAIL_2024.docx JOC_GUARDRAIL_2024] || Guardrail Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/Seal_Coat_Book_Job_JSPs.docx Seal_Coat_Book_Job_JSPs] || Seal Coat Book Job JSP Package || Use this JSP package when submitting FY 2024 Seal Coat Book Job projects without plans. || Seal_Coat_Book_Job_JSPs_FY2024 || 2/2/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/Seal_Coat_JSPs.docx Seal_Coat_JSPs] || Seal Coat JSP Package || Use this JSP package with all FY 2024 Seal Coat projects. || Seal_Coat_JSPs_FY2024 || 2/2/2024 || 4/1/2024
|}

616.27 Traffic Control for Field Operations

2024-03-06T21:57:34Z

Legged1: /* 616.23.2.5.7 Pavement Markings */ terminology

[[image:616.23.jpg|left|205px]]
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[[:Category:132 Safety|Safety]] is one of MoDOT's values. To keep our work zones as safe as possible, MoDOT published the Traffic Control for Field Operations (TCFO) manual in 2002 and later incorporated the manual into EPG 616.23. It establishes minimum expectations for temporary traffic control measures on the state highway system and is valuable when developing a temporary traffic control plan for specific situations.

Traffic Control for Field Operations is based upon Part 6 of [http://mutcd.fhwa.dot.gov/pdfs/2003r1/pdf-index.htm the ''Manual on Uniform Traffic Control Devices (MUTCD)''] as well as MoDOT policies and best practices. EPG 616.23 is applicable to maintenance operations performed on MoDOT right of way. In this article, "maintenance operation" shall include any field operation performed by a MoDOT employee.

[[616.23 Traffic Control for Field Operations#616.23.2 Guidelines|Guidelines]] contains basic temporary traffic control guidelines used on the state highway system. These guidelines provide insight into the development of the typical applications and may be used by the supervisor to develop a temporary traffic control plan for a particular situation not covered by one of the typical applications. [[616.23 Traffic Control for Field Operations#616.23.3 Typical Applications|Typical Applications]] contains the most common temporary traffic control plans needed for work accomplished within highway right of way. These typical applications feature information on and a schematic of how the temporary traffic control zone is set up.

<div id="Easily printable pdf. versions"></div>

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! colspan="3" height="35" align="center" style="background:#ff9933" |<font size = 4.5>''[[616.8 Typical Applications (MUTCD 6H)#Listing of Typical Applications for Maintenance|Easily printable pdf. versions of the TAs]]''
|-
|}

Supervisors should exercise discretion in the application of these guidelines and typical applications, as deviations may be necessary due to conditions and requirements of a particular site or jurisdiction. Many variables, such as work location, work duration, work type, time of day, weather conditions, road type, geometrics, vertical and horizontal alignment, intersections, interchanges, traffic volumes, traffic mix and traffic speed affect the needs of each zone. Therefore, it may be necessary to modify, enhance or combine typical applications to provide adequate temporary traffic control for a particular situation. If a situation is encountered where none of the typical applications provided can be easily adapted for use, consult the appropriate engineering staff or their designee for assistance to develop a temporary traffic control plan specific to the field condition.

==616.23.1 Definitions==
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'''Activity Area''' - Area of a temporary traffic control zone where work activity takes place. It is comprised of the work, traffic and buffer spaces.

'''Advance Warning Area''' - Area of a temporary traffic control zone where traffic is informed of the upcoming temporary traffic control zone.

'''Advance Warning Rail System''' - Three barricade rails installed to enhance a warning sign and flags.

'''Area Lighting''' - Lighting used at night to guide traffic through the temporary traffic control zone.

'''Annual Average Daily Traffic (AADT) ''' - Volume of vehicular traffic using a section of highway on an average day.

'''Barricade''' - Temporary traffic control device consisting of one or three appropriately marked rails used to close, restrict or delineate all or a portion of the right of way.

'''Barrier-Mounted Sign''' - Sign mounted on a temporary or permanent traffic barrier.

'''Buffer Space''' - Area within the activity area free of equipment, material, and personnel used to provide lateral and/or longitudinal separation of traffic from the workspace or an unsafe condition.

'''Channelizer''' - Temporary traffic control device used to guide traffic or delineate an unsafe condition.
[[image:616.23.1 daytime.jpg|right|200px]]
'''Crash Cushion''' - Temporary traffic control device used at fixed object and other desirable locations to reduce crash severity.

'''Daytime/Daylight''' - Period of time from one-half hour after sunrise to one-half hour before sunset.

'''Detour''' - Temporary rerouting of traffic onto an existing facility to avoid a temporary traffic control zone.

'''Diversion''' - Rerouting of traffic around an activity area using a temporary roadway or portions of an existing parallel roadway.

'''Divided Highway''' - Highway with physical separation of traffic in opposite directions.

'''Downstream Taper''' - Visual cue to traffic that access back into a closed lane is available.

'''Emergency Operation''' - Work involving the initial response to and repair/removal of safety concerns including Response Priority 1 items.

'''Fine Sign''' - Regulatory sign indicating the applicability of additional fines in a temporary traffic control zone.

'''Flag System''' – A flag bracket and two flag assemblies. Flags are used to enhance signs.

'''Flagger''' - Person who provides temporary traffic control by assigning right of way.

'''Flashing Arrow Panel''' - Temporary traffic control device with a pattern of elements capable of flashing displays (i.e. left/right arrow, double arrow, caution mode) used to provide warning or guidance to traffic.
[[image:616.23.1 fleet warning light.jpg|right|200px|thumb|<center>'''Fleet Lighting'''</center>]]
'''Fleet Lighting''' - Rotating or flashing lights used to increase the visibility of work-related vehicles and equipment in the temporary traffic control zone.

'''Guide Sign''' - Sign showing route designations, destinations, directions, distances, services, points of interest or other geographical, recreational or cultural information.

'''High Speed''' - Posted speed of 50 mph and above.

'''Highway''' - Any facility constructed for the purposes of moving traffic.

'''Incident Area''' - Temporary traffic control zone where temporary traffic control devices are deployed in response to a traffic incident, natural disaster, special event, etc.

'''Intermediate-Term Stationary Operation''' - Daytime work occupying a location from more than one daylight period up to 3 days or nighttime work occupying a location more than 60 minutes.

'''Lane Taper''' - Temporary traffic control measure used to merge or shift traffic either left or right out of a closed lane.

'''Lateral Buffer Space''' - Obstacle-free area adjacent to the workspace or an unsafe condition that provides room for recovery of an errant vehicle.

'''Lighting Device''' - Temporary traffic control device illuminating a portion of the roadway or supplementing other traffic control devices.

'''Long-Term Stationary Operation''' - Work occupying a location longer than 3 days.

'''Longitudinal Buffer Space''' - Obstacle-free area in advance of the work space or an unsafe condition that provides room for recovery of an errant vehicle.

'''Low Speed''' - Posted speed of 45 mph and below.

'''Low Volume''' - 500 or less AADT. The rule of thumb is to count the number of vehicles passing a single reference point over a five-minute period. If not more than three vehicles pass the reference point in that period, then the road can be considered low volume for the purpose of installing work zone traffic control.

'''May''' - Indicates a permitted practice and carries no requirement or recommendation.

'''Mobile Operation''' - Work on the roadway that moves intermittently or continuously.

'''Motorized Traffic''' - Movement of vehicles and equipment on the roadway.

'''Multilane Highway''' - Highway with two or more driving lanes in the same direction of travel.

'''Nighttime''' - Period of time from one-half hour before sunset to one-half hour after sunrise.
[[image:616.23.1 non-motorize 2013.jpg|right|300px]]
'''Non-Motorized Traffic''' - Movement of pedestrians, bicycles, horse-drawn vehicles, etc. on roadway or within the right of way.

'''One-Lane, Two-Way Taper''' - Temporary traffic control measure used to channelize traffic through an activity area occupying one lane of an undivided, two-lane roadway.

'''[[:Category:620 Pavement Marking|Pavement Marking]]''' - Lines, markers, words and symbols affixed to the pavement surface to channelize and guide traffic.

'''Pilot Car''' - Vehicle used to guide a queue of vehicles through the temporary traffic control zone.

'''[[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)|
Portable Changeable Message Signs (CMS)]]''' - Temporary traffic control device capable of displaying a variety of messages to traffic.

'''Portable Sign''' - Sign mounted on temporary supports (e.g. self-driving post, easels, foldup stands, barricades, etc.).

'''Post-Mounted Sign''' - Sign mounted on a non-portable post (e.g. perforated square steel tube, u-channel, wood, etc.).

'''Protective Vehicle''' - Vehicle used to protect workers or work equipment from errant vehicles (e.g. pick up, dump truck, loader, etc.).

[[903.5 Regulatory Signs|'''Regulatory Sign''']] - Sign giving notice of traffic laws or regulations.

'''Roadway''' - Portion of highway, including shoulders, intended for use by motorized traffic.

[[941.3 Urban/Rural Designations|'''Rural''']] - Area generally characterized by lower volumes, higher speeds and fewer turning conflicts and conflicts with pedestrians. Includes unincorporated areas designated by community boards.

[[616.18 Construction Inspection Guidelines for Sec 616# Safety Requirements (for Sec 616.3)| '''Safety Apparel''']] - [http://sharepoint/safety/csp/SitePages/PPE.aspx Personal protective equipment] worn by a worker to improve visibility (e.g. vests, hats, etc.).

'''Shall''' - Indicates a required, mandatory, or specifically prohibitive practice. Shall statements are not to be modified or compromised based on engineering judgement or engineering study.

'''Short Duration Operation''' - Daytime or nighttime work occupying a location up to 60 minutes.

'''Short-Term Stationary Operation''' - Daytime work occupying a location more than 60 minutes, but less than 12 hours.

'''Should''' - Indicates a recommended, but not mandatory, practice in typical situations. Deviations are allowed if engineering judgement or engineering study indicates the deviation to be appropriate.

'''Shoulder Taper''' - Temporary traffic control measure used to close the shoulder.

'''Sign''' - Traffic control device conveying a static message to traffic through words or symbols.

'''Speed Limit''' - Maximum speed applicable to a section of highway as established by law.

'''Stop Bar''' - Solid white pavement marking extending across an approach lane to indicate the point where traffic is to stop.

'''Supplemental Warning Methods''' - Temporary traffic control enhancements used to increase the effectiveness of select temporary traffic control devices or the awareness of the entire temporary traffic control zone.

'''Taper''' - Series of channelizers and/or pavement markings used to move traffic into the intended path.

'''Temporary Traffic Barrier''' - Temporary traffic control device used to create a physical separation between traffic and the workspace, an unsafe condition, or non-motorized traffic.

'''Temporary Traffic Control Device''' - Item used to regulate, warn or guide traffic through a temporary traffic control zone.

'''Temporary Traffic Control Plan''' - Describes temporary traffic control measures to be used for moving traffic through a temporary traffic control zone.

'''Temporary Traffic Control Signal''' - Temporary traffic control device used to assign right of way through automatic means.

'''Temporary Traffic Control Zone''' - Section of highway where traffic conditions are changed due to a work zone or an incident area through the use of temporary traffic control devices, [[616.16 Law Enforcement Services|law enforcement]] or other authorized officials. It extends from the first warning sign or rotating/strobe lights on a vehicle to the last temporary traffic control device.

'''Termination Area''' - Area of a temporary traffic control zone returning traffic to the normal path.

'''Traffic''' - Highway user.

'''Traffic Space''' - Area within the activity area in which traffic is routed through the activity area.

'''Transition Area''' - Area of a temporary traffic control zone where traffic is redirected out of the normal path and into the traffic space.

'''Traveled Way''' - Portion of roadway intended for the movement of motorized traffic.

[[:Category:612 Impact Attenuators#612.1.1 Truck- and Trailer-Mounted Attenuators|'''Truck-Mounted Attenuator (TMA) ''']] - Device designed to attach to the rear of protective vehicles to absorb the impact of an errant vehicle or inattentive driver.

'''Undivided Highway''' - Highway with no physical separation of traffic in opposite directions.

'''Urban''' - Area within the limits of incorporated towns and cities where the posted speed is 60 mph or less.

'''Vehicle-Mounted Sign''' - Sign mounted on a protective vehicle used in short duration and mobile operations or on a pilot car.

'''Warning Sign''' - Sign giving notice of a situation or condition that might not be readily apparent.

'''Work Duration''' - Length of time an operation occupies a location.

'''Work Lighting''' - Lighting used at night to perform activities within the workspace.

'''Work Location''' - Portion of right of way in which work is performed.

'''Workspace''' - Area within the activity area closed to traffic and set aside for workers, equipment, materials and a protective vehicle, if one is used upstream. Channelizers usually delineate workspaces.

'''Work Vehicle''' - Any vehicle by which work is performed.

'''Work Zone''' - Temporary traffic control zone where temporary traffic control devices are deployed for construction, maintenance or utility- related work activities.

'''Work Zone Length''' - Distance from last sign in the advance warning area to the last temporary traffic control device in the same direction or the last sign in the advance warning area in the opposing direction, whichever is longest.

Refer to [[902.18 Glossary|EPG 902.18 Glossary]] for definitions of interchange, intersection and right of way.

==616.23.2 Guidelines==
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The two purposes for establishing a temporary traffic control zone while working within the highway right of way are: 1) to provide for the safe and efficient movement of both motorized and non-motorized traffic through or around the workspace and 2) to provide protection for workers and equipment located within the workspace.

Work in or adjacent to the highway does violate traffic expectations and is performed in vulnerable conditions. However, a properly designed and executed temporary traffic control plan will enable the temporary traffic control zone to provide the above noted functions in the most effective manner possible.

===616.23.2.1 [[616.2 Fundamental Principles (MUTCD Chapter 6B)|Fundamental Principles]]===

Motorized and non- motorized traffic and worker safety is an integral element of every incident management, maintenance, permit, and utility operation. Consideration of the following principles should enhance the safety performance of the temporary traffic control zone.

:* Prepare a temporary traffic control plan and communicate it to all responsible parties prior to occupying the site.

:* Provide those whose actions affect the temporary traffic control zone with training appropriate to their level of responsibility.

:* Employ the same basic safety principles used to design permanent roadways.

:* Avoid frequent or abrupt geometric changes.

:* Minimize delay and disruption.

:* Schedule and coordinate operations according to [[616.25.MoDOT Work Zone Guidelines|MoDOT Work Zone Guidelines]].

:* Provide adequate warning, delineation and channelization in advance of and through the affected area.

:* Provide positive guidance.

:* Provide for safe operation of work.

:* Encourage the use of alternative routes.

:* Assume drivers will only reduce their speeds if they clearly perceive a need to do so.

:* Provide for reasonably safe passage of bicyclists and pedestrians.

:* Provide recovery areas where practical.

:* Coordinate operations with those having jurisdiction over any affected cross-streets, railroads or transit facilities.

:* Ensure continuation of emergency services.

:* Communicate with and provide reasonable accommodations for adjoining property owners.

:* Ensure temporary traffic control devices used are effective, in good working order and reasonably consistent with the traffic control plan.

:* Monitor performance of the temporary traffic control and modify as needed.

:* Inspect and maintain temporary traffic control devices.

:* Remove, cover or turn; and turn off all unnecessary temporary traffic control devices.

:* Maintain a record of any crashes or incidents.

:* Store unused equipment and material in such a manner to reduce the probability of being hit.

:* Involve the media to assist in information dissemination.

===616.23.2.2 [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|Temporary Traffic Control Elements]]===

====616.23.2.2.1 [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.1 Temporary Traffic Control Plans (MUTCD Section 6C.01)|Temporary Traffic Control Elements]]====
A traffic control plan describes temporary traffic control measures to be used for facilitating the movement of traffic through a temporary traffic control zone. They play a vital role in providing continuity of safe and efficient traffic flow when a work zone or an incident area temporarily disrupts normal traffic flow.

Several temporary traffic control plans, referred to as typical applications, are presented in [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|EPG 616.8 Typical Applications]]. These plans depict the most common applications of temporary traffic control devices used in highway-related operations.

====616.23.2.2.2 [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)|Temporary Traffic Control Zone]]====

A temporary traffic control zone is a section of highway where traffic conditions are changed due to a work zone or an incident area through the use of temporary traffic control devices, law enforcement, or other authorized officials. It extends from the first warning sign or rotating/strobe lights on a vehicle to the last temporary traffic control device. The zone may either be stationary or move as work progresses.

A temporary traffic control zone consists of four basic components: advance warning, transition, activity and termination.

The '''advance warning area''' is where traffic is informed of an upcoming temporary traffic control zone. It may vary from a single sign or rotating/strobe lights on a vehicle to a series of signs depending on the duration, location, and type of work. Guidance is available in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.4 Advance Warning Area (MUTCD 6C.04)|EPG 616.3.4 Advance Warning Area]].

The '''transition area''' is where traffic is redirected out of their normal path and into the traffic space. This is usually accomplished through the use of a series of channelizers placed in a taper across the portion of roadway to be closed.

There are three types of tapers: shoulder, lane and one-lane, two-way. Guidance is available in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.5 Transition Area (MUTCD 6C.05)|EPG 616.3.5 Transition Area]].

The '''activity area''' is where work activity takes place. It is comprised of three spaces - work, traffic and buffer. Guidance is available in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.6 Activity Area (MUTCD 6C.06)|EPG 616.3.6 Activity Area]].

The workspace is the area closed to traffic and set aside for workers, equipment, materials and a protective vehicle, if one is used upstream. Workspaces are usually delineated by channelizers or temporary barriers to exclude vehicles and pedestrians. Guidance is available in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.6.1 Workspace|EPG 616.3.6.1 Workspace]].

The traffic space is the area where traffic is routed through the activity area. Guidance is available in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.6.2 Traffic Space|EPG 616.3.6.2 Traffic Space]].

The buffer space is the area separating traffic from the workspace or an unsafe area. Since this area provides some recovery space for an errant vehicle, it should be kept free of any work activity, equipment, vehicles and material storage. There are two types of buffer spaces - longitudinal and lateral. Guidance is available in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.6.3 Buffer Space|EPG 616.3.6.3 Buffer Space]].

The '''termination area''' is where traffic is returned to their normal path. This area extends from the downstream end of the work area to the last temporary traffic control device. This area may include a downstream taper or a sign informing traffic they may return to normal operations (e.g. END ROAD WORK or Speed Limit). Guidance is available in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.7 Termination Area (MUTCD 6C.07)|EPG 616.3.7 Termination Area]].

===616.23.2.3 [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|Pedestrian and Worker Safety]]===

'''Pedestrian Considerations'''

While the majority of temporary traffic control situations involve providing safe and efficient movement of motorized traffic, there are times when this function must also be extended to include pedestrians. In these instances, consideration of the following provisions, in addition to those previously noted in Fundamental Principles, should enhance the safe and efficient movement of pedestrians within the temporary traffic control zone.

:* Separate pedestrian movements from the activity area and motorized traffic. In some cases, it may be necessary to use a physical barrier instead of channelizers to provide this separation.

:* Provide a clearly delineated and usable travel path that nearly replicates the existing path.

:* Provide advance notification of sidewalk closures to discourage unsafe pedestrian movements.

:* Avoid accessing activity area across pedestrian paths.

'''Worker Considerations'''

Of equal importance to the safety of the motorized and non- motorized traffic navigating the temporary traffic control zone is the safety of the worker involved in activities within the zone. Therefore, it is important to comply with the following minimum requirements.

:* Train field employees involved in the planning, set- up, operation, maintenance or removal of temporary traffic control to the level of their responsibility. For MoDOT employees, this typically requires the completion of both the [[616.20 Flagger Training|Flagger Training]] and [[616.21 Work Zone Technician Training|Work Zone Technician]] courses.

:* Require workers to wear the appropriate [https://epg.modot.org/index.php/616.4_Pedestrian_and_Worker_Safety_(MUTCD_Chapter_6D) safety apparel] while in the temporary traffic control zone. For MoDOT employees, refer to [http://sp/safety/csp/default.aspx Comprehensive Safety Program].

:* Inspect and operate vehicles and equipment within the temporary traffic control zone appropriately. For MoDOT employees, refer to [http://sp/safety/csp/default.aspx Comprehensive Safety Program].

In addition to the above items and those previously noted in [[616.23 Traffic Control for Field Operations#616.23.2.1 Fundamental Principles|Fundamental Principles]], consideration of the following should enhance the safety and effectiveness of the workforce.

:* Use physical barriers instead of channelizers to separate traffic from the activity area.

:* Reduce speeds through the temporary traffic control zone.

:* Use protective vehicles and truck mounted attenuators within the temporary traffic control zone to provide protection from errant vehicles.

:* Close the road to traffic temporarily where traffic volumes are low and an adequate alternate route exists.

:* Request assistance of law enforcement officials in patrolling the temporary traffic control zone.

:* Provide adequate lighting to perform work activities within and guide traffic through the temporary traffic control zone.

:* Heighten awareness of the temporary traffic control zone through the use of supplemental warning methods.

:* Ensure workers are visible to equipment operators.

:* Ensure signal person and equipment operator understand hand signals.

===616.23.2.4 [[616.5 Flagger Control (MUTCD Chapter 6E)|Flagger Control]]===

For flagger guidance, see [[616.5 Flagger Control (MUTCD Chapter 6E)|EPG 616.5 Flagger Control]].

===616.23.2.5 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)|Temporary Traffic Control Devices]]===

Temporary traffic control devices are the medium through which traffic is informed of and guided through a temporary traffic control zone or otherwise protected from an unsafe condition. The most common devices include signs, portable changeable message signs, flashing arrow panels, channelizers, barricades, [[617.1 Temporary Traffic Barriers|temporary traffic barriers]], [[:Category:620 Pavement Marking|pavement markings]], lighting devices, temporary traffic signals, [[617.1 Temporary Traffic Barriers#617.1.3.3 Crash Cushion|crash cushions]], [[:Category:612 Impact Attenuators#612.1.1 Truck-Mounted Attenuators|protective vehicles and truck mounted attenuators]].

Due to the placement of these devices in relation to traffic, these devices shall be crashworthy. This requires that all temporary traffic control devices comply with the crash test requirements of NCHRP 350 or MASH 2016.

It may become necessary to ballast some of these devices to inhibit their movement due to natural and vehicle-induced wind in the field. This is particularly the case for portable sign supports and channelizers. Ballast shall be selected and installed such that the ballast itself does not become a hazard if impacted by a vehicle. When in doubt on ballasting, consult the device’s manufacturer for their recommendation.

In order for these devices to perform the functions noted previously, they must command the public’s respect. This means the correct devices are installed according to the traffic control plan and they function as intended. Furthermore, the devices are maintained throughout the life of the operation and removed when no longer needed. Devices that are damaged or have lost their functionality should be replaced or, when acceptable, repaired. Refer to [[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]] for guidelines regarding acceptability of devices.

====616.23.2.5.1 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|Signs]]====
Temporary traffic control signs convey, in words and symbols, both general and specific messages used by motorized and non-motorized traffic to navigate the temporary traffic control zone safely and efficiently. Guidance is located in EPG 616.6.2. General Characteristics of Signs.

=====616.23.2.5.1.1 [https://epg.modot.org/index.php/616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)#616.6.2.2_Flags_and_Advance_Warning_Rail_System_on_Signs Flags and Advance Warning Rail System]=====
Guidance is located in [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.2.2 Flags and Advance Warning Rail System on Signs|EPG 616.6.2.2 Flags and Advance Warning Rail System on Signs]].

=====616.23.2.5.1.2 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)|Sign Classification]]=====
Temporary signs are classified into one of three types: regulatory, warning or guide.

Regulatory signs give notice of traffic laws or regulations and indicate applicability of legal requirements that would not be readily apparent. These signs are generally rectangular in shape and have a black legend on white background. Noteworthy exceptions to this rule are the STOP, YIELD, DO NOT ENTER and WRONG WAY signs. Additional information is available at [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.5 Regulatory Sign Authority (MUTCD 6F.05)|EPG 616.6.5 Regulatory Sign Authority]], [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.6 Regulatory Sign Design (MUTCD 6F.06)|EPG 616.6.6 Regulatory Sign Design]] and [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.7 Regulatory Sign Applications (MUTCD 6F.07)|EPG 616.6.7 Regulatory Sign Applications]].

Warning signs give notice to situations or conditions that might not be readily apparent. These signs are generally diamond-shaped and, when used in a temporary traffic control zone, have a black legend or symbol on orange background. Additional information is available at [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.16 Warning Sign Function, Design and Application (MUTCD 6F.16)|EPG 616.6.16 Warning Sign Function, Design and Application]] and [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.17 Position of Advance Warning Signs (MUTCD 6F.17)|EPG 616.6.17 Position of Advance Warning Signs]].

Guide signs indicate route designations, destinations, directions, distances, services, points of interest or other geographical, recreational or cultural information. These signs come in different shapes and colors depending on type and purpose of the signing. However, special guide signs relating to the conditions of the temporary traffic control zone (e.g. RAMP OPEN, DETOUR, ROAD WORK NEXT XX MILES, etc.) are typically rectangular in shape and have a black legend on orange background. Additional information is available at [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.55 Guide Signs (MUTCD 6F.55)|EPG 616.6.55 Guide Signs]].

=====616.23.2.5.1.3 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.2.3 Sign Dimension|Sign Design]]=====
Details, descriptions, and ordering information for signs used for temporary traffic control are specified in [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)|EPG 616.6 Temporary Traffic Control Zone Devices]].

These signs may have a rigid or flexible substrate. Additional information is located in [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.2.3 Sign Dimension|EPG 616.6.2.3 Sign Dimension]] and [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.3 Sign Placement (MUTCD 6F.03)|EPG 616.6.3 Sign Placement]].

Flags may be used to supplement these signs provided they do not block the sign face. Additional information located in [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.2.2 Flags and Advance Warning Rail System on Signs|EPG 616.6.2.2 Flags and Advance Warning Rail System on Signs]].

=====616.23.2.5.1.4 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.3 Sign Placement (MUTCD 6F.03)|Sign Installation]]=====
Guidelines are located in [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.3 Sign Placement (MUTCD 6F.03)|EPG 616.6.3 Sign Placement]].

Recommended sign spacing is shown in [https://epg.modot.org/index.php/616.3_Temporary_Traffic_Control_Elements_(MUTCD_Chapter_6C)#Table_616.3.4_Recommended_Advance_Warning_Sign_Minimum_Spacing Recommended Advance Warning Minimum Spacing Table] in EPG 616.3.4.

Signs may be supported in one of four methods: on a portable support, post-mounted, vehicle-mounted or barrier-mounted located in [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.3.3 Sign Mounting and Payment|EPG 616.6.3.3 Sign Mounting and Payment]].

====616.23.2.5.2 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)|Portable Changeable Message Signs]]====

Portable changeable message signs are temporary traffic control devices with the flexibility to display a variety of messages. These messages provide pertinent traffic operation and guidance information to the motorist. They serve as a supplement to, not as a replacement for or a repeat of, static temporary traffic control signing. In temporary traffic control applications, these units are generally mounted on a trailer.

Some typical situations where portable changeable message sign use may be beneficial to temporary traffic control are as follows.

:* Where the speed of traffic is expected to drop substantially.

:* Where significant queuing and delay are expected.

:* Where adverse environmental conditions exist.

:* Where there are changes in alignment or surface conditions.

:* Where there is a ramp, lane, or roadway closure.

:* Where a crash or incident has occurred.

:* Where traffic patterns change.

Messages should consist of a maximum of two phases. Typically, these phases consist of three lines of eight characters. Techniques such as fading, exploding, dissolving, moving, or scrolling text shall not be used. The entire message cycle should be readable to traffic at least twice while traveling at the posted speed. Messages should be programmed prior to deployment of the unit to the field. Consideration of the following guidelines will assist in designing a message.

:* Each phase should convey a single thought.

:* If the message can be displayed in one phase, the top line should present the problem, the center should present the location or distance ahead, and the bottom line should present the recommended driver action.

:* The message should be as brief as possible.

:* When a message is longer than two phases, additional portable changeable message signs should be used.

:* When abbreviations are used, they should be easily understood.

Signs should be located to provide traffic with ample warning of any conditions ahead or actions they may need to perform.

It is preferable to locate signs off to the right of any usable portion of the roadway. Where field conditions do not allow for this placement, the signs may be located on the outside shoulder of the roadway or within the median where field conditions do not allow for deployment on the outside shoulder. A minimum lateral clearance of three ft., measured horizontally from the edge of the sign to edge of the traveled way, is recommended.

If multiple signs are used, the signs should be located on the same side of the road and separated according to the sign spacing chart.

A minimum mounting height of seven ft., measured vertically from the bottom of the sign to the roadway, is recommended.

When deployed, the sign shall be sighted and aligned with approaching traffic to ensure visibility of the message.

Five channelizers should be used to delineate each sign. These channelizers should be positioned on the upstream end of the unit to form a taper leading up to traffic side of the unit. The recommended length of this taper is 100 ft. For a sign located in the median, the sign should be delineated from both directions.

====616.23.2.5.3 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.61 Arrow Boards (MUTCD 6F.61)|Flashing Arrow Panels]]====

Flashing arrow panels are temporary traffic control devices with a matrix of elements capable of flashing displays. The devices are intended to provide additional warning and directional information to assist in traffic movement through or around a temporary traffic control zone. These units may be either trailer- or truck-mounted. However, truck- mounted units are preferred in mobile operations.

The overall minimum dimensions of the panels are 60 in. wide x 30 in. high for truck-mounted units and 96 in. wide x 48 in. high for trailer-mounted units. Panels for both units shall include 15 yellow elements.

Panels may be operated in one of three operating modes: arrow, double arrow and caution. The arrow and double arrow modes are used for stationary or moving lane closures on multilane highways. The arrow mode is used when traffic has no choice but to go left or right while the double arrow mode is used when traffic has the choice to go left or right. The caution mode is used for shoulder work, blocking the shoulder, work within a lane where the lane is not closed, and lane closures on two-lane, undivided highways. When used during night operations, these displays shall be dimmed by 50 percent.

For stationary lane closures, the panel should be deployed on the shoulder or within an adjacent closed lane at the beginning of the lane or one-lane, two-way taper. Where adequate space or the temporary traffic control plan does not permit this placement, the unit may be placed within the taper of the closed lane. When closing multiple lanes, a separate unit shall be used to close each lane.

For moving lane closures on two-lane, undivided highways, the panel shall be deployed within the lane to be closed.

For moving lane closures on multi-lane highways, one panel should be deployed on the shoulder and another shall be deployed within the lane to be closed. Where adequate space does not permit deployment of the unit on the shoulder, the unit may be positioned partially in the lane to be closed. When an interior lane is being closed by itself, both units shall be deployed within the lane to be closed. When closing multiple lanes, a separate unit shall be used to close each lane.

A minimum lateral clearance of three feet, measured horizontally from the edge of the panel to the edge of the traveled way, is recommended for trailer-mounted units deployed as specified in the previous paragraphs.

A minimum mounting height of seven ft., measured vertically from the bottom of the panel to the roadway, is recommended for trailer-mounted units. For truck-mounted units, the panel mounting height should be as high as practical.

When deployed, the panel shall be sighted and aligned with approaching traffic to ensure visibility of the display.

Except when panels are located behind a taper or are truck- mounted, five channelizers should be used to delineate each panel. These channelizers should be positioned on the upstream end of the unit to form a taper leading up to traffic side of the unit. The recommended length of this taper is 100 ft.

====616.23.2.5.4 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.63 Channelizing Devices (MUTCD 6F.63)|Channelizers]]====

The function of channelizers is to warn motorized and non- motorized traffic of conditions created by temporary activities or conditions in or near the roadway and to guide them through or around these conditions. Common channelizers used by MoDOT include:

<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
! style="background:#BEBEBE"|Type!! style="background:#BEBEBE" |EPG Article
|-
|Cones || [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.64.1 Cones|EPG 616.6.64.1 Cones]]
|-
|Trimlines|| [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.64.2 Trim-lines|EPG 616.6.64.2 Trim-lines]]
|-
|Tubular Markers|| [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.65 Tubular Markers (MUTCD 6F.65)|EPG 616.6.65 Tubular Markers]]
|-
|Vertical Panel|| [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.66 Vertical Panels (MUTCD 6F.66)|EPG 616.6.66 Vertical Panels]]
|-
|Drums|| [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.67 Drums (MUTCD 6F.67)|EPG 616.6.67 Drums]]
|}
</center>

====616.23.2.5.5 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|Barricades]]====

A barricade is a portable or fixed device having from one to three rails with appropriate markings and is used to control road users by closing, restricting, or delineating all or a portion of the right of way. See [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68 Type 1 or 3 Barricades]] for further information.

====616.23.2.5.6 [[617.1 Temporary Traffic Barriers|Temporary Traffic Barrier]]====

Temporary traffic barrier may be used in lieu of or in addition to channelizers separating motorized traffic from the workspace, an unsafe condition, or non-motorized traffic. It is not used to form tapers.

Due to the amount of resources needed to put barrier in place, this option is generally reserved for long-term stationary operations where the need for the noted functions is critical.

If barrier is desired, consult with appropriate engineering staff for design requirements prior to installation.

See [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] for further information.

====616.23.2.5.7 [[620.1 General (MUTCD Chapter 3A)#620.1.8 Temporary Pavement Markings|Pavement Markings]]====

Pavement markings such as broken lane lines ("skips"), lane lines and edgelines are the primary means of channelizing and providing guidance to traffic. However, when temporary traffic control activities impact the use of a roadway or when operations eliminate or obliterate permanent pavement markings, existing pavement markings, or lack thereof, can confuse the motorist.

'''Changes in roadway use''' caused by long-term operations should be accompanied by pavement marking revisions (i.e., the removal or obliteration of any pavement markings that are not applicable to current roadway use and the installation of temporary pavement markings). For operations of shorter duration, the other temporary traffic control devices (e.g. channelizers, signs, etc.) deployed will be relied on to provide traffic with the needed channelization and guidance cues. Pavement marking revisions for shorter duration operations may be a possibility but should be considered on a case-by-case basis.

'''Elimination or obliteration of permanent pavement markings''' for a distance of 200 linear ft. or more caused by operations such as leveling course, patching, seal coat, spot sealing, crack pouring, milling and scrub sealing shall be accompanied by the installation of temporary pavement markings.

There are three means typically used to provide temporary pavement marking: preformed short-term pavement marking tape, Temporary raised pavement markers and pavement marking paint.

'''Preformed short-term pavement marking tape''' consists of a 4-in. wide retroreflectorized tape with a pressure-sensitive adhesive on the back. The tape, available in white and yellow, may be used to provide a surrogate permanent pavement marking or it may be cut into 4-ft. long sections and applied to the road surface at 40-ft. intervals as a temporary pavement marking. The length and spacing of the latter pavement marking may be reduced to one-half when marking intersections, ramp gores and other transitional areas. This material is typically used to temporarily mark changes in normal roadway use and to provide temporary marking of centerlines and lane lines. It is not recommended for locations where the materials will be subjected to heavy traffic, in areas of heavy turning movements, on short radius curves, or on roadways having loose aggregate on the surface, since the material will not adhere well under these conditions.

[[image:Raised_pavement_marker-01.png|right|300px|thumb|<center>'''Temporary Raised Pavement Marker'''</center>]]

'''Temporary raised pavement markers''' consist of an L- or T-shaped flexible tab with a retroreflective sheeting on both faces of the vertical section and a pressure-sensitive adhesive on the base. These markers, available in white and yellow, are typically used to temporarily mark centerlines and lane lines by applying them to the road surface at 40-ft. intervals prior to or after (depending on the type of surface treatment) an operation and removing the protective film covering the retroreflective sheeting upon completion of the operation. This spacing may be reduced to one-half when marking intersections, ramp gores and other transitional areas. These are the preferred means of providing temporary marking on rough surfaces.

'''Pavement marking paint''' consists of applying a 4-in. wide strip of acrylic waterborne paint with drop-on glass beads for retroreflectivity. The paint, available in white and yellow, may be used to provide a surrogate permanent pavement marking or it may be applied in 4-ft. long sections at 40-ft. intervals as a temporary pavement marking. The length and spacing of the latter pavement marking may be reduced to one-half when marking intersections, ramp gores and other transition areas. This material is typically used to temporarily mark changes in normal roadway use and to provide temporary marking of centerlines and lane lines when permanent pavement markings are obliterated.

In addition to providing temporary pavement markings, [http://epg.modot.mo.gov/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)#616.6.47_NO_CENTER_LINE_Sign_.28WO8-12.29_.28MUTCD_6F.47.29 NO CENTER LINE] signs may also be needed. NO CENTER LINE signs are black-on-orange warning signs used on two-lane and two-lane with auxiliary lane facilities where centerline marking is not in place for 200 linear ft. or more. These signs are placed in advance of the missing centerline markings area at the recommended sign spacing. For extended areas continuously or intermittently missing centerline marking, NO CENTER LINE signs should also be installed within 150 ft. after the intersection of a state route and at two-mile spacing throughout the affected area. Upon the discretion of the supervisor, additional NO CENTER LINE signs may be installed within 150 ft. after other intersections. When a sign placed at the two-mile interval and one placed after an intersection fall within one-eighth mile of each other, the sign placed at the two-mile interval may be eliminated.

When temporary pavement markings and/or NO CENTER LINE signs are necessitated by either a change in roadway use or the absence of permanent pavement markings, the following provisions shall be incorporated into the operation.

:* Those performing the operation shall be responsible for coordinating the procurement, installation, maintenance and removal, as applicable, of pavement markings, temporary or permanent, and any NO CENTER LINE signs.

:* Temporary pavement markings and any NO CENTER LINE signs shall be in place prior to opening a roadway to traffic. On two-lane highways with AADTs less than 1000, certain material and operations do not allow the practical application of these markings (e.g., seal coat, cold mix curing, fly coating, etc.), installation of temporary pavement markings may be delayed up to 5 working days, initiated by the obliteration or elimination of the permanent pavement markings, provided the required NO CENTER LINE signs are in place as prescribed previously prior to opening the facility to traffic.

:* Temporary centerline and lane line pavement markings and any NO CENTER LINE signs shall be in accordance with [https://www.modot.org/media/16897 Standard Plan 620.10].

:* For planned pavement work including planned patching, permanent pavement markings should be installed no later than 15 calendar days after any operation has been completed. However, delays in installation should be minimized where possible.

:* For emergency or unplanned patching, permanent pavement markings should be installed according to the following:
:::• Major roads and regionally significant roads within 15 days.

:::• Other minor roads before the end of the striping season.

:* Temporary marking shall be maintained until the permanent striping is accomplished.

:* Removal or obliteration of all pavement markings shall be complete and leave minimal pavement scarring. Concealing any pavement marking with black paint or asphalt is not allowed.

====616.23.2.5.8 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.81 Lighting Devices (MUTCD 6F.81)|Lighting Devices]]====

'''Work Area lighting''' enhances worker safety and quality of the work performed during nighttime operations by illuminating the work area to a level at which workers can adequately see what they are doing. See [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.82 Floodlights (MUTCD 6F.82)|EPG 616.6.82 Floodlights]] for further information.

'''Fleet lighting''' increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone. See [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#Fleet Lighting|EPG 616.6.81 Lighting Devices]] for further information.

'''Sequential flashing warning lights''' should be used on interstate nighttime operations and may be used on other multi-lane highways. See [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.83 Warning Lights (MUTCD 6F.83)|EPG 616.6.83 Warning Lights]] for further information.

====616.23.2.5.9 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.84 Temporary Traffic Control Signals (MUTCD 6F.84)|Temporary Traffic Control Signals]]====

Temporary traffic control signals are used at haul road or equipment crossings, on one-lane, two-way operations, and at temporary intersections located within the temporary traffic control zone to assign vehicular right of way. Typically, this is done with temporary span-wire installations or trailer- mounted units.

Consideration of the following factors will assist in the design and application of a signal installation.

:* Site characteristics (e.g. safety and traffic needs; traffic volumes and speeds; sight distance and turning restrictions; side streets and driveways; parking; pedestrians; existing traffic control devices; human factors; etc.)

:* Temporary traffic control design details (e.g. work staging; operation location and duration; feasibility of using other temporary traffic control measures; placement of this and other temporary traffic control devices; etc.)

:* Functional aspects (e.g. signal phasing and timing requirements; full-time or part-time operation; actuated, fixed-time, or manual operation; interconnection with other temporary or permanent signals; etc.)

:* Operational issues (e.g. power source; operation, inspection, and maintenance needs; record keeping; etc.)

When used, signals shall be installed and operated in accordance with [[:Category:902 Signals|EPG 902 Signals]]. In addition, the signals shall meet the physical display and operational requirements of conventional signals.

A traffic engineer or their designee shall approve all timing of the signal. In one-lane, two-way situations, this timing shall include an all-red interval of sufficient duration for traffic to clear the portion of roadway controlled by the signal.

A minimum lateral clearance of 3 ft., measured horizontally from the edge of the trailer to the edge of the traveled way, is recommended for trailer-mounted units.

When deployed, signal heads shall be properly aligned with approaching traffic to ensure visibility of the indications.

Five channelizers should be used to delineate each trailer- mounted signal. These channelizers should be positioned on the upstream end of the unit to form a taper leading up to traffic side of the unit. The recommended length of this taper is 100 ft.

====616.23.2.5.10 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.86 Crash Cushions (MUTCD 6F.86)|Crash Cushions]]====

Crash cushions are systems that mitigate the effects of errant vehicles impacting roadside obstacles such as fixed objects or exposed barrier and guardrail ends. The system is designed to accomplish this by either smoothly decelerating the vehicle to a stop or redirecting the vehicle.

Due to variability of site conditions, systems shall be selected on a case-by-case basis. Consult appropriate engineering staff for this assistance. (See [[:Category:612 Impact Attenuators#612.1 Protective Vehicles (MUTCD "Shadow Vehicle")|EPG 612.1 Protective Vehicles]] for additional guidance).

====616.23.2.5.11 [[:Category:612 Impact Attenuators|Protective Vehicles]]====

Protective vehicles are used to safeguard the workspace from errant vehicles. In some operations, these devices also serve as platforms for signs and other devices used to warn traffic of upcoming conditions or inform them of needed actions. For increased motorist, driver and worker safety, the protective vehicle may be equipped with a [[:Category:612 Impact Attenuators # 612.1.1 Truck-Mounted Attenuators|truck-mounted attenuator]]. (See [[:Category:612 Impact Attenuators#612.1 Protective Vehicles (MUTCD "Shadow Vehicle")|EPG 612.1 Protective Vehicles]] for additional guidance).

====616.23.2.5.12 [[:Category:612 Impact Attenuators#612.1.1 Truck-Mounted Attenuators|Truck-Mounted Attenuators]]====

Truck-mounted attenuators are energy-absorbing devices attached to the rear of trucks used as protective vehicles. These devices are designed to protect the motorist and protective vehicle driver upon impact. (See [[:Category:612 Impact Attenuators#612.1 Protective Vehicles (MUTCD "Shadow Vehicle")|EPG 612.1 Protective Vehicles]] for additional guidance).

====616.23.2.5.13 Supplemental Warning Methods====

It may, on occasion, be desirable to enhance the visibility of certain temporary traffic control devices or the entire zone. The purpose of this is to increase awareness of the temporary traffic control zone or specific conditions within it.

Typical methods for accomplishing this objective include supplementing the prescribed devices with other devices, adding devices to the zone, or changing the characteristics of a device itself. Examples of possible enhancements are as follows.

:* Channelizers by signs or at [[616.20 Flagger Training #Flagger Station|flagger stations]]

:* [[616.23 Traffic Control for Field Operations#616.23.2.5.1.1 Flags and Advance Warning Rail System|Flags atop signs]]

:* Increased sign height

:* Additional signs

:* More or increased levels of retroreflectivity

:* Area lighting

:* Portable changeable message signs

:* [[620.1 General (MUTCD Chapter 3A)#620.1.7 Temporary Pavement Markings|Pavement markings]]

:* Speed trailers

:* Light bars on vehicles

:* [[616.16 Law Enforcement Services|Law enforcement]]

:* [[135.2 Public Contacts|Press releases]]

===616.23.2.6 [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)|Temporary Traffic Control Zone Operations]]===

====616.23.2.6.1 [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2 Work Duration (MUTCD 6G.02)|Duration of Work]]====

Work duration is a major factor in determining the number and types of devices used in temporary traffic control zones. The duration of a temporary traffic control zone is defined relative to the length of time an operation occupies a location. There are six categories of work duration: long-term stationary, intermediate-term stationary, short-term stationary, short duration, mobile and emergency.

''' Long-term stationary operations''' include planned work occupying a location more than three days.

'''Intermediate term stationary operations''' include planned daytime work occupying a location from more than one daylight period up to three days or planned nighttime work occupying a location more than 60 minutes.

'''Short-term stationary operations''' include planned daytime work occupying a location for more than 60 minutes, but less than twelve hours. This category describes the majority of work zone activities undertaken on the state highway system.

'''Short duration operations''' include planned daytime or nighttime work occupying a location up to 60 minutes.

'''Mobile operations''' include planned work that moves intermittently or continuously.

'''Emergency operations''' include unplanned work. Within MoDOT, these operations consist of the initial response to and repair/removal of safety concerns including Response Priority 1 items (refer to the MoDOT's Incident Response Plan).

====616.23.2.6.2 [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.3 Location of Work (MUTCD 6G.03)|Location of Work]]====

In addition to work duration, work location is also a major factor in determining the temporary traffic control needed for a temporary traffic control zone. As a general rule, the closer the work activity is to traffic, the greater the need for and number of temporary traffic control devices. Typically, the degree of temporary traffic control is based on three locations - work beyond shoulder, work on shoulder and work within the traveled way.

'''Work outside the shoulder''' includes any work performed between the edge of the shoulder, the edge of the travel way where no shoulder exists, to the right of way line or within any unimproved median.

Work performed in this area typically requires a minimal amount of temporary traffic control, such as signs and fleet lighting, or even none at all. The amount and type of temporary traffic control depends on the lateral displacement of the work activity and the location and movement of any work vehicle or equipment relative to the edge of the shoulder, or travel way where no shoulder exists.

'''Work on shoulder''' includes any work performed on the shoulder that does not significantly encroach upon the adjacent driving lane. Where no shoulder exists, this also includes any work performed adjacent to the roadway that encroaches, but not significantly, upon the adjacent driving lane. A significant encroachment means 10 ft. of driving surface cannot be maintained for traffic.

'''Work within the travel way''' includes any operation requiring a lane closure. Due to the location of the operation, more temporary traffic control devices are required to ensure the safety of both the motorist and the worker. Mobile operations typically require a vehicle-mounted sign, flashing arrow panel, fleet lighting, protective vehicle and truck-mounted attenuator. Stationary operations usually require the substitution of multiple stationary signs for the single vehicle-mounted sign and the addition of channelizers and flaggers.

===616.23.2.7 Miscellaneous Temporary Traffic Control Items===

====616.23.2.7.1 Work Zone Length====

While it is important to grab the motorist's attention as they approach the temporary traffic control zone, it is just as important to maintain their attention as they travel through the zone. To accomplish this, the work zone length, including any areas of inactivity within this length, should be kept to a minimum.

The work zone length is defined as the distance from the last sign in the advance warning area to the last temporary traffic control device in the same direction or to the last sign in the advance warning area in the opposing direction, whichever is longest.

The recommended maximum work zone length is shown in the following table.

=====<center> Table 616.23.2.7.1 Maximum Work Zone Lengths </center>=====

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
! style="background:#BEBEBE" | Highway Type!! style="background:#BEBEBE"| Work Zone Length
|-
| align="center"| Urban || align="center"|1 mile
|-
| align="center"| Rural Divided|| align="center"|2 miles
|-
| align="center"| Rural Undivided || align="center"|3 miles
|}

====616.23.2.7.2 Speed Limits====

Refer to [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]] for guidance on setting work zone speed limits.

====616.23.2.7.3 Fine Signs====

Refer to [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]] for guidance on setting work zone speed limits.

====616.23.2.7.4 [https://epg.modot.org/index.php?title=643.4_Railroads#643.4.4.8_Temporary_Traffic_Control_Zones_.28MUTCD_Section_8A.08.29 Railroads]====

When a highway-rail grade crossing exists within or upstream of the transition area and backups resulting from the lane closure might extend through the highway-rail grade crossing, the temporary traffic control zone should be extended so the transition area precedes the highway-rail grade crossing.

====616.23.2.7.5 Excavations====

When work activities involve movement of soil or subsurface operations, utilities shall be located by calling DIG-RITE, the local provider and MoDOT.

Unprotected excavations or repairs located within the roadway shall be backfilled or plated while workers are not present. For steel plate and back filled work, review [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.46_STEEL_PLATE_AHEAD_Sign_.28WO8-24.29_.28MUTCD_6F.46.29 EPG 616.6.46 Steel Plate Ahead Signs] and [[616.8 Typical Applications (MUTCD 6H)|Typical Applications 616.8.47a and 616.8.47b]].

====616.23.2.7.6 Pavement Maintenance Operations====

When needed, for example using premix bituminous material for patching, FRESH OIL, LOOSE GRAVEL or FRESH OIL/LOOSE GRAVEL signs, as applicable, shall be incorporated into the advance warning signs at the prescribed spacing. Signs shall be placed at the start of the project. Signs should also be installed within 150 ft. after the intersection of a state route. Upon the discretion of the supervisor, additional signs may be installed within 150 ft. after other intersections. Where the affected area is discontinuous, additional signs should be considered. Signs remain in place until the surface is cured and loose aggregate has been thoroughly swept.

==616.23.3 [[616.8 Typical Applications (MUTCD 6H)#Listing of Typical Applications for Maintenance|Typical Applications]]==
{|style="border:10px solid #ff9933;" width="775px" align="center"
|-
|[[image:616.23.3.jpg|center|750px]]
|}

[[Category:616 Temporary Traffic Control]]

616.6 Temporary Traffic Control Zone Signs - General (MUTCD Chapter 6F)

2024-03-06T21:55:46Z

Legged1: /* 616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47) */ terminology

==616.6.1 Types of Devices (MUTCD 6F.01)==

'''Guidance.''' The design and application of Temporary Traffic Control (TTC) devices used in work zones shall consider the needs of all road users (motorists, bicyclists and pedestrians), including those with disabilities.

'''Support,''' MoDOT policy requires that all roadside appurtenances such as traffic barriers, barrier terminals and crash cushions, bridge railings, sign and light pole supports, and work zone hardware used on the National Highway System (NHS) and all state funded roadways and/or projects meet NCHRP 350 or MASH 2016 crashworthy performance criteria.

Crashworthiness and crash testing information on devices described in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).

As defined in [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.13_Definitions_of_Headings.2C_Words_and_Phrases_in_the_EPG_900_articles_.28MUTCD_Section_1A.13.29 EPG 900.1.13], “crashworthy” is a characteristic of a roadside appurtenance that has been successfully crash tested in accordance with a national standard such as the NCHRP Report 350, “Recommended Procedures for the Safety Performance Evaluation of Highway Features.”

FHWA Category 2 and 3 TTC devices shall indicate the compliance of NCHRP 350 or MASH 2016 Test Level 3 (TL-3). For contract or permit projects, documentation from the contractor or permittee shall be furnished to the engineer. For maintenance work, all products should be crashworthy based on statewide bids and purchasing documents.
[[image:616.6.1 safety.jpg|right|350px|thumb|<center>'''In this photo probably dating from the 1930s, the safety equipment included a "danger" flag and a black and white barrier.'''</center>]]

'''Standard.''' Traffic control devices shall be defined as all signs, signals, markings, and other devices used to regulate, warn, or guide road users, placed on, over, or adjacent to a street, highway, private roads open to public travel (see definition in EPG 900.1.13), pedestrian facility, or bikeway by authority of a public body or official having jurisdiction.

All traffic control devices used for construction, maintenance, utility, or incident management operations on a street, highway, or private road open to public travel (see definition in EPG 900.1.13) shall comply with the applicable provisions within MoDOT’s EPG.

==616.6.2 General Characteristics of Signs (MUTCD 6F.02)==

'''Support.''' TTC work zone signs convey both general and specific messages by means of words, symbols, and/or arrows and have the same three categories as all road user signs: regulatory, warning and guide.

'''Standard.''' The colors for regulatory signs shall follow the Standards for regulatory signs in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]]. Warning signs in TTC work zones shall have a black legend and border on a fluorescent orange background, except for the Grade Crossing Advance Warning (W10-1) sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in [[903.6 Warning Signs|EPG 903.6 Warning Signs]] to have fluorescent yellow-green backgrounds. Colors for guide signs shall follow [[903.7 Conventional Road Guide Signs|EPG 903.7 Conventional Road Guide Signs]] and [[903.8 Freeway and Expressway Guide Signs|EPG 903.8 Freeway and Expressway Guide Signs]], except for guide signs as otherwise provided in [[#616.6.55 Guide Signs (MUTCD 6F.55)|EPG 616.6.55]].

'''Standard.''' All signs used at night shall be retroreflective with a material that has a smooth, sealed outer surface.

'''Option.''' Signs may be made of rigid or flexible material.

'''Guidance.''' Where the color orange is required, the fluorescent orange color should be used, unless specifically stated in the plans.

'''Support.''' The fluorescent version of orange provides higher conspicuity than standard orange, especially during twilight.

===616.6.2.1 Existing Sign Use===

'''Option.''' Existing warning signs that are still applicable may remain in place. The TTC plan is to contain details showing the location of each work zone sign. All existing signs within the project limits are shown on the traffic control plan with a descriptive note indicating "UIP" (use in place), "cover" or "remove".

To ensure maximum visibility, existing signs and other physical features (trees, sidewalks, billboards, commercial signs, etc.) must be considered when locating work zone signs.

In order to maintain the systematic use of yellow or fluorescent yellow-green backgrounds for pedestrian, bicycle, and school warning signs in a jurisdiction, the yellow or fluorescent yellow-green background for pedestrian, bicycle, and school warning signs may be used in TTC work zones.

===616.6.2.2 Flags and Advance Warning Rail System on Signs===
{| style="margin: 1em auto 1em auto" align=right
|-
|[[image:616.6.2.2 Typical road work ahead and flagger ahead.jpg|right|300px|thumb|<center>'''Examples of ROAD WORK AHEAD and FLAGGER AHEAD signs'''</center>]]||[[image:616.2.9 flag assembly.jpg|right|210px|thumb|<center>'''Example of flag assembly, viewed from behind the temporary sign'''</center>]]
|}
Signs may be enhanced with flags, but only during daytime hours. Flags should not be used on signs at night, except that it is allowable to leave flags on signs when the work carries over from day to night.
[[image:616.6.2.2 Typical sign and AWRS.jpg|right|190px|thumb|<center>'''Typical Sign and AWRS Assembly''']]

'''Standard.''' When standard orange flags are used in conjunction with signs, they shall not block the sign face.
<div id="The “Advance Warning Rail System” (AWRS)"></div>
The “Advance Warning Rail System” (AWRS) shall consist of three barricade rails used to enhance the target value of certain advance warning signs on [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#Standard. The five categories|long-term stationary operations]] (i.e., the work zone is in place at the same location for more than 3 days and the signs are left up 24 hrs./day). Specifically, the AWRS is installed on the “active” first occurrence of the ROAD/BRIDGE WORK AHEAD (WO20-1) and ROAD CLOSED AHEAD (WO20-3) signs on the mainline roadway. Active signs provide information to the traveling public, whereas signs that are covered or laid down each day are not deemed active. Refer to [https://www.modot.org/media/16892 Standard Plan 616.10] for details on sizing. The following are common ways to install the AWRS:

:1. The three barricade rails may be attached to U-channel, wood or PSST posts, according to the minimum sign area (sign and rails) as located in Table B of Standard Plan 616.10.
:2. A crashworthy skid-mounted sign and rail assembly.
:3. The sign and three-rail system may be mounted as separate crashworthy devices. The rail system shall be located directly in front of the sign with 7 ft. to 10 ft. separating the two devices.

===616.6.2.3 Sign Dimension===

Work zone warning signs are typically 48 in. x 48 in., diamond-shaped, black on fluorescent orange signs with Type 9 or 11 sheeting. Work zone regulatory signs are identical to permanent regulatory signs with Type 4 sheeting. Work zone guide signs are generally rectangular in shape and have a black legend and border on a fluorescent orange background with Type 9 or 11 sheeting; but may come in different sizes, shapes, colors and sheeting depending on type and purpose of the signing. Sometimes a plate or plaque is affixed to a work zone sign or mounted below it to customize the sign. For additional discussion on enhancements, refer to EPG 616.6.2.2 Flags and Advance Warning Rail System.

Sign dimensions for contract projects are located in [https://www.modot.org/media/16892 Standard Plan 616.10] and for maintenance projects are located in the MGS-04-01 Roll-up Signs. Maintenance projects may require other signs, NO CENTER LINE, SHOULDER DROP-OFF, UNEVEN LANE, BUMP, etc., which dimensions are located in Standard Plan 616.10.

Non-standard work zone signs (i.e., legends or sizes not shown on Standard Plan 616.10) are to be designed with the assistance of Traffic. Correspondence with Traffic on this design is to indicate these are work zone signs. The non-standard work zone signs are to be detailed in the plans and listed under “Miscellaneous Signs” on the D-2BS sheet.

==616.6.3 Sign Placement (MUTCD 6F.03)==

===616.6.3.1 Sign Location===

'''Guidance.''' Signs should be located on the right-hand side of the roadway unless otherwise provided in the EPG. Examples of signs located on both the left-hand and right-hand side of the roadway is divided highways. Sign location information is located in [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] and [[:Category:903 Highway Signing|EPG 903 Highway Signing]].

===616.6.3.2 Sign Height===

'''Support.''' The provisions of this Section regarding mounting height apply unless otherwise provided for a particular sign elsewhere in the EPG.

'''Standard.''' Rural Undivided Highways: The minimum height, measured vertically from the bottom of the sign to the elevation of the near edge of the pavement, of signs installed at the side of the road in rural areas shall be 5 ft. (see [https://www.modot.org/media/16892 Standard Plan 616.10]).

Urban or Rural Divided Highways: The minimum height, measured vertically from the bottom of the sign to the top of the curb, or in the absence of curb, measured vertically from the bottom of the sign to the elevation of the near edge of the traveled way, of signs installed at the side of the road in business, commercial, or residential areas where parking or pedestrian movements are likely to occur, or where the view of the sign might be obstructed, shall be 7 ft. (see Standard Plan 616.10).

The minimum height, measured vertically from the bottom of the sign to the sidewalk, of signs installed above sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic shall be 7 feet.

'''Guidance.''' Further guidance for the above Rural Undivided Highway and Urban or Rural Divided Highways paragraphs. For long-term duration projects, post or type 1 portable sign supports should be 5 ft. or 7 ft. depending on rural or urban applications. For short-term duration projects (up to 3 days), signs may be mounted on type 2 portable sign supports and should have a minimum height of 12 inches. Additional mounting heights for signs located on barrier and vehicles are located in Standard Plan 616.10.

'''Option.''' The height to the bottom of a secondary sign or plaque mounted below another sign may be 1 foot less than the height provided as shown in Standard Plan 616.10.

'''Guidance.''' Neither portable nor permanent sign supports should be located on sidewalks, bicycle facilities, or areas designated for pedestrian or bicycle traffic. If the bottom of a secondary sign that is mounted below another sign is mounted lower than 7 ft. above a pedestrian sidewalk or pathway (see [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]]), the secondary sign should not project more than 4 in. into the pedestrian facility.

'''Standard.''' Where it has been determined that the accommodation of pedestrians with disabilities is necessary, signs shall be mounted and placed in accordance with Section 4.4 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).

Signs mounted on barricades and barricade/sign combinations shall be crashworthy ([[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68]]).

===616.6.3.3 Sign Mounting and Payment===

'''Standard.''' Sign mounting shall be crashworthy. Standard Plan 616.10 show the following: sign mounting requirements, post size and quantities requirements, and post installation details. The standard drawings show detail information for use of signs on posts, barrier, vehicles, and barricades. Where large signs having an area exceeding 50 sq. ft. are installed on multiple breakaway posts, the clearance from the ground to the bottom of the sign shall be at least 7 feet.

'''Support.''' If alterations are made to specific traffic control device supports that have been successfully crash tested in accordance with NCHRP 350 or MASH 2016, the altered supports might not be considered crashworthy.

The sign mounting method is dependent upon the contractor’s operations and is not to be dictated on the plans. See Standard Plan 616.10 for mounting methods and post installation requirements. Sign relocation is only paid for post-mounted signs. MoDOT does not pay for temporary or portable sign relocations. If the designer judges post-mounted signs will be used on a project, a pay item for Relocated Signs (616-10.10) is to be included in the contract documents. Sign quantities are tabulated on the plans and are paid for by the square foot. The tabulation and any notes concerning the signs shall be consistent throughout the traffic control plan.

Signs may be supported in one of four methods: on a portable support, post-mounted, vehicle-mounted or barrier-mounted.

'''Portable signs''' are temporary traffic control signs affixed to a portable support such as an easel, fold- up sign stand, self-driving post, skid, barricade, etc..

These signs are to be constructed of either a rigid or flexible substrate, as required, to meet crashworthiness requirements.

A minimum mounting height of one ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended. However, higher mounting heights should be considered on higher volume highways, on multi-lane highways, in urban settings, and where the sign is located in line with other traffic control devices to increase visibility of the sign. Mounting heights for regulatory and guide signs are as specified for post-mounted signs.

Portable signs may be located adjacent to or within the roadway itself. However, a minimum lateral clearance of three ft., measured horizontally from the edge of the sign to edge of the designated traveled way, is recommended.

Signs mounted in this manner may be left in place for up to three days. An exception to this duration is any crosswalk/sidewalk closure, any road closure, Horizontal Arrow, Double-Headed Horizontal Arrow, Chevron, DETOUR (within arrow) or Gore Exit sign. These sign may be left in place for over three days.

When not in use, consideration should be given to removing portable signs from the temporary traffic control zone to discourage theft and limit potential hazards within the right of way.

[[image:616.6.3.3.1.jpg|center|600px|thumb|<center>'''Picture 1: Easel portable sign. Pictures 2 & 3: Fold-up signs at 1-ft. and 5-ft. heights.</center>''']]

[[image:616.6.3.3.4.jpg|center|400px|thumb|<center>'''Picture 4: Self-driving post. Picture5: Skid-mounted sign</center>''']]

'''Post-mounted signs''' are temporary traffic control signs affixed to a breakaway support such as perforated square steel tube, u-channel, wood, etc..

These signs are constructed of a rigid substrate.

A minimum mounting height of seven ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for urban highways and rural divided highways. A minimum mounting height of five ft., measured vertically from the bottom of the sign to the near edge of the pavement, is recommended for rural undivided highways. If a supplemental sign is mounted below another sign, the mounting height of the supplemental sign may be one ft. less than the heights specified.

A minimum lateral clearance of two ft., measured horizontally from the edge of the sign to the edge of the roadway, is recommended for installations on roadways with curbed sections. A minimum lateral clearance of six ft., measured horizontally from the edge of the sign to the edge of the traveled way, is recommended for installations on roadways without curbed sections.

[[image:616.6.3.3 U channel 2016.jpg|center|150px|thumb|<center>'''U-Channel Post-Mounted Sign'''</center>]]

'''Vehicle-mounted signs,''' when allowed in this manual, are temporary traffic control signs affixed to a protective vehicle or pilot car at a recommended minimum height of four ft., measured vertically from the bottom of the sign to the pavement surface.

For additional information, review Standard Drawing 616.10 or [[#616.6.17.3 Signing for Mobile Operations|EPG 616.6.17.3 Signing for Mobile Operations]].

[[image:616.6.3.3 vehicle mounted 2016.jpg|center|650px|thumb|<center>'''Vehicle-Mounted Signs'''</center>]]

'''Barrier-mounted signs''' are temporary traffic control signs affixed to the top portion of a temporary or permanent traffic barrier. The method of attachment to the barrier must assure a positive connection and minimize potential for vehicle snagging. Mounting heights for regulatory and guide signs are as specified for post-mounted signs.

In order to accommodate narrow medians, it may be necessary to reduce the sign size; clip the sign corners or edges; or possibly both. For additional information see [[#616.6.17.2 Signs in Narrow Medians|EPG 616.6.17.2 Signs in Narrow Medians]].

[[image:616.6.3.3 barrier mounted 2016.jpg|center|150px|thumb|<center>'''Barrier-Mounted Signs'''</center>]]

If the sign cannot be mounted by a method specified by [[903.4 Overhead Guide Sign Mounting|EPG 903.4 Overhead Guide Sign Mounting]], Standard Plan 616.10 or Standard Plan 903.03, the mounting method is also to be specified in the plans.

==616.6.4 Sign Maintenance (MUTCD 6F.04)==

'''Guidance.''' Signs should be properly maintained for cleanliness, visibility and correct positioning.

Signs that have lost significant legibility should be promptly replaced.

[[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]] provides examples of sign maintenance.

'''Support.''' [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063] contains information regarding the retroreflectivity of signs, including the signs that are used in TTC zones.

==616.6.5 Regulatory Sign Authority (MUTCD 6F.05)==

'''Support.''' Regulatory signs inform road users of traffic laws or regulations and indicate the applicability of legal requirements that would not otherwise be apparent.

'''Standard.''' Regulatory signs shall be authorized by the public agency or official having jurisdiction and shall conform with [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]].

==616.6.6 Regulatory Sign Design (MUTCD 6F.06)==

'''Standard.''' TTC regulatory signs shall comply with the Standards for regulatory signs presented in [[903.5 Regulatory Signs|EPG 903.5 Regulatory Signs]] and in the FHWA’s ''Standard Highway Signs and Markings'' book (see MUTCD 1A.11).

'''Support.''' Regulatory signs are generally rectangular with a black legend and border on a white background. Exceptions include the STOP, YIELD, DO NOT ENTER, WRONG WAY and ONE WAY signs.

==616.6.7 Regulatory Sign Applications (MUTCD 6F.07)==

'''Standard.''' If a TTC zone requires regulatory measures different from those existing, the existing permanent regulatory devices shall be removed or covered and superseded by the appropriate temporary regulatory signs. This change shall be made in compliance with applicable ordinances or statutes of the jurisdiction.

'''Support.''' Regulatory sign information is available in the below table. EPG links and MUTCD section info are located within the table. Additional information of regulatory signs used in TTC applications are located after the table.

===<center>Table 616.6.7</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:R1-1.gif|center|40px]]|| STOP|| R1-1|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05
|-
| [[image:R1-2.gif|center|40px]]|| YIELD|| R1-2|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]] || 2B.11
|-
| [[image:R1-2a.gif|center|40px]]|| TO ONCOMING TRAFFIC (Plaque)|| R1-2a|| [[903.5 Regulatory Signs#903.5.5 YIELD Sign (R1-2, R1-2a) (MUTCD Section 2B.08)|903.5.5]]|| 2B.11
|-
| [[image:R1-4.gif|center|40px]]|| ALL-WAY (Plaque)|| R1-3|| [[903.5 Regulatory Signs#903.5.4 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) (MUTCD Section 2B.05)|903.5.4]]|| 2B.05
|-
| [[image:R2-1.jpg|center|40px]]|| SPEED LIMIT XX|| R2-1|| [[616.12 Work Zone Speed Limits|616.12]] & [[903.5 Regulatory Signs#903.5.7 SPEED LIMIT Sign (R2-1) (MUTCD Section 2B.13)|903.5.7]]|| 2B.13
|-
| [[image:R3-1.gif|center|40px]]|| No Right Turn (Symbol)|| R3-1|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]] || 2B.18
|-
| [[image:R3-2.gif|center|40px]]|| No Left Turn (Symbol)|| R3-2|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18
|-
| [[image:R3-3.gif|center|40px]]|| NO TURNS ||R3-3|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18
|-
| [[image:R3-4.gif|center|40px]]|| No U-Turn (Symbol)|| R3-4|| [[903.5 Regulatory Signs#903.5.11 Movement Prohibition Signs (R3-1 through R3-4 and R3-18) (MUTCD Section 2B.18)|903.5.11]]|| 2B.18
|-
| [[image:R3-7.gif|center|40px]]|| LEFT LANE MUST TURN LEFT|| R3-7L|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] || 2B.19
|-
| [[image:R3-7R.gif|center|60px]]|| RIGHT LANE MUST TURN RIGHT ||R3-7R|| [[903.5 Regulatory Signs#903.5.12 Intersection Lane Control Signs (R3-5 through R3-8) (MUTCD Section 2B.19)|903.5.12]] ||2B.19
|-
| [[image:R4-1.gif|center|40px]]|| DO NOT PASS|| R4-1|| [[903.5 Regulatory Signs#903.5.16 DO NOT PASS Sign (R4-1) (MUTCD Section 2B.28)|903.5.16]] ||2B.28
|-
| [[image:R4-2.jpg|center|40px]]|| PASS WITH CARE|| R4-2|| [[903.5 Regulatory Signs#903.5.17 PASS WITH CARE (R4-2) (MUTCD Section 2B.29)|903.5.17]] ||2B.29
|-
| [[image:R4-7a.gif|center|40px]]|| KEEP RIGHT (Horizontal Arrow)|| R4-7a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]] || 2B.32
|-
| [[image:R4-8a.jpg|center|40px]]|| KEEP LEFT (Horizontal Arrow)|| R4-8a|| [[903.5 Regulatory Signs#903.5.19 KEEP RIGHT AND KEEP LEFT Signs (R4-7, R4-7a, R4-7b, R4-8, R4-8a, R4-8d) (MUTCD Section 2B.32)|903.5.19]]|| 2B.32
|-
| [[image:R5-1.gif|center|40px]]|| DO NOT ENTER|| R5-1|| [[903.5 Regulatory Signs#903.5.20 DO NOT ENTER Sign (R5-1) (MUTCD Section 2B.37)|903.5.20]] || 2B.37
|-
| [[image:R5-1a.gif|center|40px]]|| WRONG WAY|| R5-1a|| [[903.5 Regulatory Signs#903.5.21 WRONG WAY Sign (R5-1a) (MUTCD Section 2B.38)|903.5.21]] || 2B.38
|-
| [[image:R6-1.jpg|center|40px]]|| ONE WAY ARROW (Left)|| R6-1L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]] || 2B.40
|-
| [[image:R6-1R.gif|center|40px]]|| ONE WAY ARROW (Right)|| R6-1R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40
|-
| [[image:R6-2.jpg|center|40px]]|| ONE WAY (Left)|| R6-2L|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40
|-
| [[image:R6-2R.gif|center|40px]]|| ONE WAY (Right)|| R6-2R|| [[903.5 Regulatory Signs#903.5.23 ONE WAY Signs (R6-1, R6-2) (MUTCD Section 2B.40)|903.5.23]]|| 2B.40
|-
| [[image:R10-6.gif|center|40px]]|| STOP HERE ON RED (45⁰ Arrow)|| R10-6 || [[903.5 Regulatory Signs#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|903.5.30]] || 2B.53
|}
</center>

'''R1-1 (STOP).''' STOP signs in work zones are used where a side street connection is currently under stop control is temporarily relocated. Due to temporary changes in geometrics or traffic patterns, multi-way STOP signs may be needed.

'''R1-2a (TO ONCOMING TRAFFIC).''' The TO ONCOMING TRAFFIC plaque is used to supplement the YIELD sign for one-lane, two-way operations. See [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10].

'''R2-1 (SPEED LIMIT XX).''' SPEED LIMIT signs are used in work zones to set enforceable speed limits through the work zone. Work zone speed limits are based on guidelines in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]].

'''R4-1 (DO NOT PASS).''' The DO NOT PASS sign may be used on a two- or three-lane roadway at the beginning of and at intervals within, a work zone where passing is restricted, or in conjunction with the WORK ZONE FINE sign. A typical application of this sign is on a temporary two-lane, two-way operation on a normally divided highway.

'''R4-2 (PASS WITH CARE).''' The PASS WITH CARE sign is to only be used in conjunction with the “WORK ZONE FINE” sign set-up.

'''R10-6 (STOP HERE ON RED).''' This sign may be used at signalized intersections to supplement the pavement stop bar. This sign is typically used with the signal or automatic flagger assistance device controlled one-lane, two-way operations.

==616.6.8 ROAD CLOSED Sign (R11-2) (MUTCD 6F.08)==
[[image:R11-2.gif|center|150px]]

'''Guidance.''' The ROAD CLOSED (R11-2) sign should be used when the roadway is closed to all road users except contractors’ equipment or officially authorized vehicles. The R11-2 sign should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).

'''Guidance.''' The ROAD CLOSED sign should be installed at or near the center of the roadway on or above a Type 3 Barricade that closes the roadway (see [[#616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)|EPG 616.6.68 Type 1 or 3 Barricades]]).

'''Standard.''' The ROAD CLOSED sign shall not be used where road user flow is maintained through the TTC zone with a reduced number of lanes on the existing roadway or where the actual closure is some distance beyond the sign.

[[image:616.6.8.jpg|center|775px|thumb|'''<center>The correct use of the Road Closed sign is to either mount it on the barricade or place a sign behind the barricade. If a sign stand and barricades are used separately, the sign and barricades should have a distance of 7 ft. to 10 ft. apart.</center>]]

==616.6.9 Local Traffic Only Signs (R11-3a, R11-4) (MUTCD 6F.09)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:R11-3a.jpg|left|150px|thumb|<center>'''R11-3a'''</center>]]
||[[image:R11-4.gif|left|150px|thumb|<center>'''R11-4'''</center>]]
|}

'''Guidance.''' The Local Traffic Only signs should be used where road user flow detours to avoid a closure some distance beyond the sign, but where local road users can use the roadway to the point of closure. These signs should be accompanied by appropriate warning and detour signing (see [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]).

In rural applications, the Local Traffic Only sign should have the legend ROAD CLOSED XX MILES AHEAD, LOCAL TRAFFIC ONLY (R11-3a).

In urban areas, the legend ROAD CLOSED TO THRU TRAFFIC (R11-4) should be used.

==616.6.10 Weight Limit Signs (R12-1, R12-2, R12-5) (MUTCD 6F.10)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:R12-1.gif|left|90px|thumb|<center>'''R12-1'''</center>]]
||[[image:R12-2.jpg|left|90px|thumb|<center>'''R12-2'''</center>]]||[[image:R12-5.jpg|left|90px|thumb|<center>'''R12-5'''</center>]]
|}

'''Standard.''' A Weight Limit sign , that shows the gross weight or axle weight that is permitted on the roadway or bridge, shall be consistent with state or local regulations and shall not be installed without the approval of the authority having jurisdiction over the highway.

When weight restrictions are imposed because of the activity in a TTC zone, a marked detour shall be provided for vehicles weighing more than the posted limit.

==616.6.11 STAY IN LANE Sign (R4-9) (MUTCD 6F.11)==

MoDOT does not use this sign.

==616.6.12 Work Zone and Higher Fines Signs and Plaques (MUTCD 6F.12)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:G20-5aP 2013.jpg|left|160px|thumb|<center>'''G20-5aP WORK ZONE (Plaque)'''</center>]]
||[[image:616.6 WORK ZONE FINE.jpg|left|160px|thumb|<center>''' WORK ZONE FINE (sign)'''</center>]]||[[image:616.6 SPEEDING PASSING.jpg|left|160px|thumb|<center>'''SPEEDING/PASSING (plate)'''</center>]]
|}

'''Standard.''' A WORK ZONE (G20-5aP) plaque shall be mounted above all SPEED LIMIT signs, except on the SPEED LIMIT signs at the end of the work zone to return traffic to the normal posted speed. These plaques shall be mounted above all DO NOT PASS signs. These signs shall be used on the above signs regardless of whether the WORK ZONE FINE sign is used.

WORK ZONE FINE sign and SPEEDING/PASSING (plate) information and guidelines is available in [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]].

==616.6.13 PEDESTRIAN CROSSWALK Sign (R9-8) (MUTCD 6F.13)==
[[image:R9-8.jpg|center|140px|thumb|<center>'''R9-8'''</center>]]

'''Option.''' The PEDESTRIAN CROSSWALK (R9-8) sign may be used to indicate where a temporary crosswalk has been established.

'''Standard.''' If a temporary crosswalk is established, it shall be accessible to pedestrians with disabilities in accordance with [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)#616.4.2 Accessibility Considerations (MUTCD 6D.02)|EPG 616.4.2]].

==616.6.14 SIDEWALK CLOSED Signs (R9-9, R9-10, R9-11, R9-11a) (MUTCD 6F.14)==
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="120"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|MUTCD section
|-
| [[image:R9-9.jpg|center|90px]]|| SIDEWALK CLOSED|| R9-9|| 6F.14
|-
|[[image:R-10.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> USE OTHER SIDE|| R-10|| 6F.14
|-
|[[image:R9-11L.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11L|| 6F.14
|-
|[[image:R9-11R.jpg|center|90px]]|| SIDEWALK CLOSED AHEAD, (Arrow)<br> CROSS HERE|| R9-11R|| 6F.14
|-
|[[image:R9-11aL.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aL ||6F.14
|-
|[[image:R9-11aR.jpg|center|90px]]|| SIDEWALK CLOSED, (Arrow)<br> CROSS HERE|| R9-11aR ||6F.14
|}
</center>
'''Guidance.''' SIDEWALK CLOSED signs should be used where pedestrian flow is restricted. Bicycle/Pedestrian Detour (MO4-9a) signs or Pedestrian Detour (MO4-9b) signs should be used where pedestrian flow is rerouted (see [[#616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)|EPG 616.6.59]]).

The SIDEWALK CLOSED (R9-9) sign should be installed at the beginning of the closed sidewalk, at the intersections preceding the closed sidewalk, and elsewhere along the closed sidewalk as needed.

The SIDEWALK CLOSED, (ARROW) USE OTHER SIDE (R9-10) sign should be installed at the beginning of the restricted sidewalk when a parallel sidewalk exists on the other side of the roadway.

The SIDEWALK CLOSED AHEAD, (ARROW) CROSS HERE (R9-11) sign should be used to indicate to pedestrians that sidewalks beyond the sign are closed and to direct them to open crosswalks, sidewalks, or other travel paths.

The SIDEWALK CLOSED, (ARROW) CROSS HERE (R9-11a) sign should be installed just beyond the point to which pedestrians are being redirected.

'''Support.''' These signs are typically mounted on a detectable barricade to encourage compliance and to communicate with pedestrians that the sidewalk is closed. Printed signs are not useful to many pedestrians with visual disabilities. A barrier or barricade detectable by a person with a visual disability is sufficient to indicate that a sidewalk is closed. If the barrier is continuous with detectable channelizing devices for an alternate route, accessible signing might not be necessary. An audible information device is needed when the detectable barricade or barrier for an alternate channelized route is not continuous.

Further guidance is located in [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4 Pedestrian and Worker Safety]] and [[616.24 Traffic Control for Non-Motorized Traffic|EPG 616.24 Traffic Control for Non-Motorized Traffic]].

==616.6.15 Special Regulatory Signs (MUTCD 6F.15)==

'''Guidance.''' Special regulatory signs may be used based on engineering judgment consistent with regulatory requirements. All special regulatory sign shall be designed with the assistance of [http://sharepoint/systemdelivery/tr/Pages/default.aspx Central Office Highway Safety and Traffic Division]. Special regulatory signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.

==616.6.16 Warning Sign Function, Design and Application (MUTCD 6F.16)==

'''Support.''' TTC zone warning signs notify road users of specific situations or conditions on or adjacent to a roadway that might not otherwise be apparent.

'''Standard.''' TTC warning signs shall comply with the Standards for warning signs presented in [[903.6 Warning Signs|EPG 903.6]] and in FHWA’s ''Standard Highway Signs and Markings'' book (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]). Except for incident management warning signs, TTC warning signs shall be diamond-shaped with a black legend and border on a fluorescent orange background, except for the W10-1 sign which shall have a black legend and border on a fluorescent yellow background, and except for signs that are required or recommended in EPG 903 to have fluorescent yellow-green backgrounds.

The letter “O” is added to the TTC sign designation of WO, GO, EO, MO, etc. to represent the color orange, which provides a separate nomenclature from the permanent warning signs.

'''Option.''' Warning signs used for TTC incident management situations may have a black legend and border on a fluorescent pink background (see [[616.9 Control of Traffic Through Traffic Incident Management Areas (MUTCD 6I)|EPG 616.9 Control of Traffic Through Traffic Incident Management Areas)]].

Mounting or space considerations may justify a change from the standard diamond shape (see [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]]).

In emergencies with coordination with district work zone coordinators, available warning signs having yellow backgrounds may be used if signs with orange or fluorescent pink backgrounds are not at hand.

'''Guidance.''' Where any part of the roadway is obstructed or closed by work activities or incidents, advance warning signs should be installed to alert road users well in advance of these obstructions or restrictions.

Where road users include pedestrians, the provision of supplemental audible information or detectable barriers or barricades should be considered for people with visual disabilities.

'''Support.''' Detectable barriers or barricades communicate very clearly to pedestrians who have visual disabilities that they can no longer proceed in the direction that they are traveling.

'''Option.''' Advance warning signs may be used singly or in combination.

Where distances are not displayed on warning signs as part of the message, a supplemental plaque with the distance legend may be mounted immediately below the sign on the same support.

==616.6.17 Position of Advance Warning Signs (MUTCD 6F.17)==

'''Guidance.''' Where highway conditions permit, warning signs should be placed in advance of the TTC zone at varying distances depending on roadway type, condition, and posted speed. [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]] contains information regarding the spacing of advance warning signs.

Where multiple advance warning signs are needed on the approach to a TTC zone, the ROAD WORK AHEAD (W20-1) sign should be the first advance warning sign encountered by road users.

'''Support.''' Various conditions, such as limited sight distance or obstructions that might require a driver to reduce speed or stop, might require additional advance warning signs.

'''Option.''' As an alternative to a specific distance on advance warning signs, the word AHEAD may be used.

'''Option.''' Utility work, maintenance or minor construction can occur within the TTC zone limits of a major construction project and additional warning signs may be needed.

'''Guidance.''' Utility, maintenance, and minor construction signing and TTC should be coordinated with district work zone coordinators so that road users are not confused or misled by the additional TTC devices.

===616.6.17.1 Signing for One-Lane, Two-Way Resurfacing Operations===

To expedite moving resurfacing operations on one-lane, two-way roadways, a third and fourth series of construction zone signs is to be provided. This configuration is to be shown in the TCP and appropriate sign quantities are to be provided. A maximum length of work area may also be shown in the TCP. See [[media:616.8.10d DECM 2016.pdf|Fig. 616.8.10 - DECM]].

===616.6.17.2 Signs in Narrow Medians===

Where signs are installed in narrow medians, the size of signs may need to be reduced to provide sufficient lateral clearance. It is important to retain the diamond shape of warning signs as much as possible. It is not acceptable to use rectangular shapes in lieu of diamond shapes, but the corners of the diamond shaped signs may be clipped to reduce sign width. It is preferable to use 36 in. warning signs rather than to cut the corners of 48 in. signs. [[media:616.8.49 MT.pdf|Fig. 616.8.49 - MT, DECM]] provides guidelines for signs in narrow medians. Any other sign sizes or shapes used that are not shown in the standard plans are shown in the plans with a layout including lettering size and series.
[[image:616.2.8 Raised Pavement Markers.jpg|right|100px|thumb|<center>'''Raised Pavement Markers'''</center>]]

===616.6.17.3 Signing for Mobile Operations===

Mobile operations are work activities that move along the road either intermittently or continuously. During mobile operations the signs and traffic control devices are normally attached to protective or warning trucks moving with the operation. Stationary signs may also be installed at the beginning and end of sections covered by the mobile operation. For short-duration operations, the stops normally do not exceed 30 minutes. For short-duration lane closures with stops exceeding 30 minutes, stationary traffic control is to be considered. In addition to warning signs, revolving lights, flashing arrow panels and truck-mounted attenuators are also commonly used with mobile operations. See [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)#616.7.2 Work Duration (MUTCD 6G.02|EPG 616.7.2 Work Duration]]. Refer to Maintenance discussion concerning TMAs for additional information.

The most common mobile operation used with construction projects is the installation of pavement
marking. Refer to [[620.1 General (MUTCD Chapter 3A)|EPG 620.1]] for additional information. For other mobile operations, consult Part VI of the MUTCD.

==616.6.18 ROAD/BRIDGE/RAMP WORK Sign (WO20-1) (MUTCD 6F.18)==
[[image:WO20-1.jpg|center|180px]]

'''Guidance.''' The ROAD/BRIDGE/RAMP WORK (WO20-1) sign , which serves as a general warning of obstructions or restrictions, should be located in advance of the work space or any detour, on the road where the work is taking place.

Where traffic can enter a TTC zone from a crossroad or a major (high-volume) driveway, an advance warning sign should be used on the crossroad or major driveway.

'''Standard.''' The ROAD WORK (WO20-1) sign shall have the legend ROAD/BRIDGE/RAMP WORK, XX FEET, XX MILES, or AHEAD.

==616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)==
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO20-2.jpg|center|60px]]|| DETOUR AHEAD|| WO20-2|| 616.6.19|| 6F.19
|-
|[[image:Detour Rte Assembly.jpg|center|140px]]|| Detour Route Assembly|| SPECIAL||[[media:616.2.1 Road Closed Beyond april 2011a.pdf|Fig. 616.2.1]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]]|| n/a
|}
</center>

'''Guidance.'''The DETOUR (WO20-2) sign and Detour Route Assemblies should be used in advance of a road user detour over a different roadway or route.

'''Standard.''' The DETOUR sign shall have the legend DETOUR, XX FEET, XX MILES, or AHEAD.

These signs are used in advance of a signed detour. These signs are installed only on the route being detoured. Detour signing is used with these signs to guide drivers through the detour. These signs are not used with temporary bypasses or connections unless part of or the entire route is on other existing roadways.

Detour signing is used when a section of road is closed to through traffic and rerouted over other existing facilities. Detours are used when other methods of traffic control such as one-lane, two-way operations, lane closures or temporary bypasses cannot be used. Detours are provided over the shortest possible route around the closure that can sufficiently accommodate the traffic. [[image:616.2.5.jpg|right|240px|thumb|<center>'''Example of the older style of detour routing (middle route assembly) and the newer style (far right route assembly).'''</center>]] The existing traffic (AADT) on the roadway being closed and the detour route, as well as the facility types are considered when determining detour routes. State routes are preferred for detour use, but other local facilities may be considered. [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.8 - MT]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.9 - MT]] show a typical detour of a road closed beyond the junction. Detours for multilane roadways, expressways and freeways can be quite complex and may require a combination of lane closures and modification of existing guide signs as well as detour signing.
[[image:616.13 county road.jpg|left|225px|thumb|<center>'''County Road'''</center>]]

Where city streets, county roads and other public roads are detoured due to roadwork, detour signing is provided showing the name or number of the road being detoured. Detour signing is provided at each junction through the detour route as well as confirmation signs where there are long detour sections over the same route. Detour signing is not used for temporary bypasses or connections.

Alternate route signing may be used where lane closures or physical height or width restrictions will have a significant effect on traffic and a viable alternate route is available. Alternate route signing may also be used where temporary bridge weight restrictions are imposed during construction. Alternate route signing is similar to detour signing except the DETOUR plaque is replaced with an ALTERNATE plaque.

Additional information is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.9 Detours and Diversions (MUTCD 6C.09)|EPG 616.3.9 Detours and Diversions]].

==616.6.20 ROAD (STREET) CLOSED Sign (WO20-3) (MUTCD 6F.20)==
[[image:WO20-3.jpg|center|110px]]

'''Guidance.''' The ROAD CLOSED (WO20-3) sign should be used in advance of the point where a highway is closed to all road users, or to all but local road users. These signs are used with detour signing after the ROAD CLOSED XX MILES AHEAD sign and before the ROAD CLOSED sign.

'''Standard.''' The ROAD CLOSED sign shall have the legend ROAD CLOSED, XX FEET, XX MILES, or AHEAD.

==616.6.21 ONE LANE ROAD Sign (WO20-4) (MUTCD 6F.21)==
[[image:WO20-4.jpg|center|110px]]

'''Standard.''' The ONE LANE ROAD (WO20-4) sign shall be used only in advance of that point where motor vehicle traffic in both directions must use a common single lane (see [https://epg.modot.org/index.php?title=616.3_Temporary_Traffic_Control_Elements_%28MUTCD_Chapter_6C%29#616.3.10_One-Lane.2C_Two-Way_Traffic_Control_.28MUTCD_6C.10.29 EPG 616.3.10]). It shall have the legend ONE LANE ROAD, XX FEET, XX MILES, or AHEAD.

==616.6.22 Lane(s) Closed Signs (WO20-5, WO20-5a) (MUTCD 6F.22)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO20-5.jpg|center|170px|thumb|<center>'''WO20-5'''</center>]]||[[image:WO20-5a.jpg|center|170px|thumb|<center>'''WO20-5a'''</center>]]
|}

'''Standard.''' The Lane(s) Closed sign shall be used in advance of that point where one or more through lanes of a multi-lane roadway are closed.

For a single lane closure, the Lane Closed (WO20-5) sign shall have the legend RIGHT (LEFT) LANE CLOSED, XX FEET, XX MILES, or AHEAD. Where two adjacent lanes are closed, the WO20-5a sign shall have the legend XX RIGHT (LEFT) LANES CLOSED, XX FEET, XX MILES, or AHEAD.

'''Guidance.''' The CENTER LANE CLOSED AHEAD sign should be used in advance of that point where work occupies
the center lane(s) and approaching motor vehicle traffic is directed to the right or left of the work zone in
the center lane.

==616.6.23 CENTER LANE CLOSED AHEAD Sign (W9-3) (MUTCD 6F.23)==

See EPG 616.6.22.

==616.6.24 Lane Ends Sign (Special Signs RIGHT LANE CLOSED (WO20-6a) and MERGE (Arrow)) (MUTCD 6F.24)==
[[image:616.6.24.jpg|center|260px]]

'''Guidance.''' MoDOT should use the signs RIGHT (LEFT/CENTER) LANE CLOSED (MoDOT WO20-6a) and MERGE (ARROW) (MoDOT) to warn of the reduction in the number of lanes for moving motor vehicle traffic in the direction of travel on a multi-lane roadway.

==616.6.25 ON RAMP Plaque (W13-4P) (MUTCD 6F.25)==

MoDOT does not use this sign.

==616.6.26 ROAD/BRIDGE/RAMP NARROWS Sign (WO5-1) (MUTCD 6F.26)==
[[image:WO5-1.jpg|center|140px|thumb|<center>'''WO5-1'''</center>]]

'''Guidance.''' The ROAD/BRIDGE/RAMP NARROWS (WO5-4) sign should be used in advance of the point where work on a road/bridge/ramp reduces the normal width of the road/bridge/ramp along a part or all of the road/bridge/ramp.

==616.6.27 SLOW TRAFFIC AHEAD Sign (W23-1) (MUTCD 6F.27)==

MoDOT does not use this sign.

==616.6.28 EXIT GORE, EXIT OPEN and EXIT CLOSED Signs (EO5-1, EO5-2, EO5-2a) (MUTCD 6F.28 and 2E.37)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:EO5-1.jpg|left|105px|thumb|<center>'''EO5-1'''</center>]]
||[[image:EO5-2.jpg|left|110px|thumb|<center>'''EO5-2'''</center>]]||[[image:EO5-2a.jpg|left|110px|thumb|<center>'''EO5-2a'''</center>]]
|}

'''Guidance.''' Temporary EXIT GORE (EO5-1) signs should be provided when work in the vicinity of off-ramps shifts the gore point of the ramp.

'''Option.''' An EXIT OPEN (EO5-2) or EXIT CLOSED (EO5-2a) sign may be used to supplement other warning signs where work is being conducted in the vicinity of an exit ramp and where the exit maneuver for vehicular traffic using the ramp is different from the normal condition.

'''Guidance.''' When an exit ramp is closed, an EXIT CLOSED sign panel with a black legend and border on an orange background should be placed diagonally across the interchange/intersection guide signs.

==616.6.29 EXIT ONLY Sign (E5-3) (MUTCD 6F.29)==

MoDOT does not use this sign.

==616.6.30 NEW TRAFFIC PATTERN AHEAD Sign (W23-2) (MUTCD 6F.30)==

MoDOT does not use this sign.

==616.6.31 Flagger (WO20-7) and BE PREPARD TO STOP (WO3-4) signs (MUTCD 6F.31)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO20-7_2024.jpg|left|115px|thumb|<center>'''WO20-7'''</center>]]
||[[image:WO3-4.jpg|left|110px|thumb|<center>'''WO3-4'''</center>]]
|}
'''Guidance.''' The Flagger (WO20-7) symbol sign should be used in advance of any point where a flagger is stationed to control road users. These signs should be displayed when a flagger is present and should be covered when the flagger is not present.

'''Option.''' The Flagger (WO20-7) symbol sign may be used with the BE PREPARED TO STOP (WO3-4) sign .
The BE PREPARED TO STOP (WO3-4) sign is used where conditions require traffic to stop for flagger-controlled truck/equipment crossings or entrances and temporary road closures where traffic is allowed to proceed unimpeded until access is needed. This sign may also be used in one-lane, two-way flagging operations where no work zone speed limit is established.

==616.6.32 Two-Way Traffic Sign (WO6-3) (MUTCD 6F.32)==

'''Guidance.''' When one roadway of a normally divided highway is closed, with two-way vehicular traffic maintained on the other roadway, the Two-Way Traffic (WO6-3) sign should be used at the beginning of the two-way vehicular traffic section and at intervals to remind road users of opposing vehicular traffic.

==616.6.33 Workers Signs (W21-1, W21-1a) (MUTCD 6F.33)==

MoDOT does not use this sign.

==616.6.34 FRESH OIL Sign (WO21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign (Special) (MUTCD 6F.34)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO21-2.jpg|left|110px|thumb|<center>'''WO21-2'''</center>]]
||[[image:WO8-7.jpg|left|110px|thumb|<center>'''WO8-7'''</center>]]||[[image:616.6.34 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]
|}

'''Guidance.''' The FRESH OIL (W21-2), LOOSE GRAVEL (WO8-7) or FRESH OIL/LOOSE GRAVEL Sign should be used to warn road users of the surface treatment.

==616.6.35 ROAD MACHINERY AHEAD Sign (W21-3) (MUTCD 6F.35)==

MoDOT does not use this sign.

==616.6.36 Motorized Traffic Signs: TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (SPECIAL WO8-6c) (MUTCD 6F.36)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO8-6_2024.jpg|left|112px|thumb|<center>'''WO8-6'''</center>]]
||[[image:616.6.36 special.jpg|left|110px|thumb|<center>'''SPECIAL'''</center>]]
|}

'''Option.''' TRUCK CROSSING (WO8-6) and TRUCK ENTRANCE (Special WO8-8c) signs may be used to alert road users to locations where unexpected travel on the roadway or entries into or departures from the roadway by construction vehicles might occur.

'''Support.''' These locations might be relatively confined or might occur randomly over a segment of roadway.

==616.6.37 Shoulder Work Signs (WO21-5b) (MUTCD 6F.37)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO21-5 Shoulder Work.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5 Ahead.jpg|center|105px|thumb|<center>'''WO21-5'''</center>]]||[[image:WO21-5a.jpg|center|109px|thumb|<center>'''WO21-5a'''</center>]]||[[image:WO21-5b 2021.jpg|center|108px|thumb|<center>'''WO21-5b'''</center>]]
|}

'''Support.''' Shoulder Work signs warn of maintenance, reconstruction, or utility operations on the highway shoulder where the roadway is unobstructed.

'''Standard.''' The Shoulder Work sign shall have the legend SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b).

'''Option.''' The Shoulder Work sign may be used in advance of the point on a non-limited access highway where there is shoulder work. It may be used singly or in combination with a ROAD WORK NEXT XX MILES or ROAD WORK AHEAD sign.

'''Guidance.''' On freeways and expressways, the SHOULDER WORK (WO21-5), SHOULDER WORK AHEAD (WO21-5), RIGHT (LEFT) SHOULDER CLOSED (WO21-5a), or RIGHT (LEFT) SHOULDER CLOSED XX FT or AHEAD (WO21-5b) signs should be preceded by a ROAD WORK AHEAD sign.

==616.6.38 SURVEY CREW AHEAD Sign (WO21-6) (MUTCD 6F.38)==
[[image:WO21-6.jpg|center|110px|thumb|<center>'''WO21-6'''</center>]]

'''Guidance.''' The SURVEY CREW AHEAD (WO21-6) sign should be used to warn of surveying crews working in or adjacent to the roadway.

==616.6.39 UTILITY WORK Sign (WO21-7) (MUTCD 6F.39)==
[[image:WO21-7.jpg|center|110px|thumb|<center>'''WO21-7'''</center>]]

'''Option.''' For permit projects, the UTILITY WORK (WO21-7) sign may be used as an alternate to the ROAD WORK (WO20-1) sign for utility operations on or adjacent to a highway.

'''Standard.''' The UTILITY WORK sign shall carry the legend UTILITY WORK, XX FEET, XX MILES, or AHEAD.

==616.6.40 Signs for Blasting Areas (MUTCD 6F.40)==

These signs are not shown on the traffic control plan due to the various methods of detonation and various locations within a project that may require blasting. These signs, if used, are furnished by the contractor, at the contractor's expense. Reference to Blasting Area requirements are located in the following: Specification Section 616, [[:Category:203 Roadway and Drainage Excavation, Embankment and Compaction|EPG 203 Roadway and Drainage Excavation, Embankment, and Compaction]], MUTCD sections
6F.40 – 43, and MUTCD Figure 6H-2: Blasting Zone.

==616.6.41 BLASTING ZONE AHEAD Sign (W22-1) (MUTCD 6F.41)==

Refer to EPG 616.6.40.

==616.6.42 TURN OFF 2-WAY RADIO AND CELL PHONE Sign (W22-2) (MUTCD 6F.42)==

Refer to EPG 616.6.40.

==616.6.43 END BLASTING ZONE Sign (W22-3) (MUTCD 6F.43)==

Refer to EPG 616.6.40.

==616.6.44 Shoulder Signs and Plaque (WO8-4, WO8-17 and WO8-17P) (MUTCD 6F.44)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:WO8-4.jpg|center|110px|thumb|<center>'''WO8-4'''</center>]]||[[image:WO8-17.jpg|center|150px]]
|}

The SOFT SHOULDER (WO8-4) sign may be used to warn of a soft shoulder condition.

'''Guidance.''' The SHOULDER DROP OFF (WO8-17) sign should be used when an unprotected shoulder drop-off, adjacent to the travel lane, is deeper than 2 in. for a continuous length along the roadway, based on engineering judgment. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].

When the SHOULDER DROP-OFF signs are in-placed for greater than three days, the SHOULDER DROP-OFF plaque should be used in addition with the SHOULDER DROP-OFF sign.

==616.6.45 UNEVEN LANES Sign (WO8-11) (MUTCD 6F.45)==

[[image:WO8-11.jpg|center|90px|thumb|<center>'''WO8-11'''</center>]]

'''Guidance.''' The UNEVEN LANES (WO8-11) sign should be used during operations that create a difference in elevation between adjacent lanes that are open to travel. This sign is to be used as shown in [https://www.modot.org/media/16895 Standard Plans 619.10] and [https://www.modot.org/media/16897 620.10].

==616.6.46 STEEL PLATE AHEAD Sign (WO8-24) (MUTCD 6F.46)==
[[image:WO8-24.jpg|center|110px|thumb|<center>'''WO8-24'''</center>]]

Unprotected excavations or repairs located within a roadway are usually backfilled when workers are not present, but may also be covered with steel plates. While plating is generally used by Maintenance employees on low speed (under 45 mph) roadways, it can also be appropriate within contract and permit work zones.

When plating is used, WO8-24 is deployed as part of [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Typical Applications 616.8.47a]] and [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|616.8.47b]]. For roadways posted 45 mph or greater, the use of steel plates will require approval from the Highway Safety and Traffic Division and, when project-related, a design exception.

In any case, the plate must be appropriately sized to adequately conduct the vehicular loading and must be delineated according to the diagram below. Only 3/4 in. of the plate’s overall thickness may protrude above the roadway surface and the height differential must be transitioned at a rate no steeper than 3H:1V around the entire perimeter. This may be accomplished by beveling the plate, wedging asphalt or mechanically fastening, as approved by the engineer. Care must be taken to ensure that a mechanical fastener is appropriate for the operating speed of the work zone. The surface of the plate must be treated for skid resistance, either by surface deformation or direct application of a friction course.

[[image:616.6.46.jpg|center|740px|thumb|
{| style="margin: 1em auto 1em auto"
|-
|'''Steel plates with any side ≥ 6' long'''||width=120| || '''Steel plates with any side < 6' long'''
|}
<center>'''Steel Plate Delineation'''</center>]]

==616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)==
[[image:WO8-12.jpg|center|110px|thumb|<center>'''WO8-12'''</center>]]

These signs are black-on-orange warning signs used on two-lane and two-lane with auxiliary lane facilities where centerline marking is eliminated for 200 linear ft. or more. These signs are used in combination with temporary pavement marking. These signs are placed in advance of the missing centerline markings area at the recommended sign spacing. For extended areas continuously or intermittently missing centerline marking, NO CENTER LINE signs should also be installed within 150 ft. after the intersection of a state route and at two-mile spacing throughout the affected area. Upon the discretion of the engineer or supervisor, additional NO CENTER LINE signs may be installed within 150 ft. after other intersections. When a sign placed at the two-mile interval and another sign placed after an intersection fall within one-eighth mile of each other, the sign placed at the two-mile interval may be eliminated. [https://www.modot.org/media/16897 Standard Plan 620.10] shows the configuration for these signs and pavement markers on a two-lane roadway. This layout is to also be included in the TCP.

When temporary pavement markings and/or NO CENTER LINE signs are necessitated by either a change in roadway use or the elimination of permanent pavement markings, the following provisions shall be incorporated into the operation:

: Those performing the operation shall be responsible for coordinating the procurement, installation, maintenance and removal, as applicable, of pavement markings, temporary or permanent, and any NO CENTER LINE signs.

: Temporary pavement markings and any NO CENTER LINE signs shall be in place prior to opening a roadway to traffic. On two-lane highways with AADTs less than 1000, certain material and operations do not allow the practical application of these markings (e.g., seal coat, cold mix curing, fly coating, etc.), installation of temporary pavement markings may be delayed up to 5 working days, initiated by the elimination of the permanent pavement markings, provided the required NO CENTER LINE signs are in place as prescribed previously prior to opening the facility to traffic.

:'''Contract Projects –''' Permanent pavement marking shall be installed in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620 Pavement Marking].

:'''Maintenance Operations –''' Permanent pavement markings should be installed no later than 14 calendar days after any operation has been completed. However, delays in installation should be minimized where possible.

:Removal or obliteration of all pavement markings shall be complete and leave minimal pavement scarring. Concealing any pavement marking with black paint or asphalt is not acceptable.

==616.6.48 Turn, Curve, Reverse Curve, Double and Triple Arrow Reverse Curve and ALL LANE Signs (WO1-1, 1-2, 1-3, 1-4 and WO24-1cP Series) (MUTCD 6F.48)==

'''WO1-1 and WO1-3 Series (Turn and Reverse Turn).''' These symbolic signs are used when the anticipated posted speed of a turn or reverse turn is 30 mph or less.

'''WO1-2 and WO1-4 Series (Curve and Reverse Curve).''' These symbolic signs are used when the anticipated posted speed of a curve or reverse curve is greater than 30 mph and less than the posted speed limit.

'''Guidance.''' In order to give road users advance notice of a lane shift, a Reverse Curve (WO1-4, WO1-4b, or WO1-4c) sign should be used when a lane (or lanes) is being shifted to the left or right. If the design speed of the curves is 30 mph or less, a Reverse Turn (WO1-3) sign should be used.

'''Standard.''' If a Reverse Curve (or Turn) sign is used, the direction of the reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.

'''Option.''' Where two or more lanes are being shifted, a WO1-4 (or WO1-3) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.

Where more than three lanes are being shifted, the Reverse Curve (or Turn) sign may be rectangular.

===<center>Table 616.6.48===

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO1-1.jpg|center|40px]]||Turn|| WO1-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-2.jpg|center|40px]]||Curve|| WO1-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-3.jpg|center|40px]]|| Reverse Turn|| WO1-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-4.jpg|center|40px]]||Reverse Curve|| WO1-4|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.7_Horizontal_Alignment_Signs_.28W1-1_through_W1-5.2C_W1-11.2C_W1-15.2C_W24-1L.2C_W24-1cP.29_.28MUTCD_Section_2C.07.29 903.6.7]|| 2C.07
|-
| [[image:WO1-4b.jpg|center|40px]]||Double Arrow Reverse Curve|| WO1-4b|| 616.6.48 ||6F.48
|-
| [[image:WO1-4c.jpg|center|40px]]||Triple Arrow Reverse Curve|| WO1-4c|| 616.6.48 ||6F.48
|-
| [[image:WO24-1cP.jpg|center|50px]]||ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48
|}
</center>

==616.6.49 Double Reverse Curve, Double and Triple Arrow Double Reverse and ALL LANES Signs (WO24-1 Series) (MUTCD 6F.49)==

'''Option.''' The Double Reverse Curve (WO24-1, WO24-1a or WO24-1b) sign may be used where the tangent distance between two reverse curves is less than 600 ft., thus making it difficult for a second Reverse Curve (WO1-4 series) sign to be placed between the curves. If the design speed of the curves is 30 mph or less, Double Reverse Turn signs should be used.

'''Standard.''' If a Double Reverse Curve (or Turn) sign is used, the direction of the double reverse curve (or turn) shall be appropriately illustrated. Except as provided below, the number of lanes illustrated on the sign shall be the same as the number of through lanes available to road users.

'''Option.''' Where two or more lanes are being shifted, a WO24-1 (or Double Reverse Turn sign showing one lane) sign with an ALL LANES (WO24-1cP) plaque may be used instead of a sign that illustrates the number of lanes.

Where more than three lanes are being shifted, the Double Reverse Curve (or Turn) sign may be rectangular.

===<center>Table 616.6.49</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO24-1.jpg|center|40px]]|| Double Reverse Curve|| WO24-1|| 616.6.49|| 6F.49
|-
| [[image:WO24-1a.jpg|center|40px]]|| Double Arrow Double Reverse Curve|| WO24-1a|| 616.6.49 ||6F.49
|-
| [[image:WO24-1b.jpg|center|40px]]|| Triple Arrow Double Reverse Curve|| WO24-1b|| 616.6.49 ||6F.49
|-
| [[image:WO24-1cP.jpg|center|50px]]|| ALL LANES (Plaque)|| WO24-1cP|| 616.6.48 ||6F.48
|}
</center>

==616.6.50 Other Warning Signs (MUTCD 6F.50)==

'''Option.''' Advance warning signs may be used by themselves or with other advance warning signs.

Besides the warning signs specifically related to TTC zones, several other warning signs in [[:Category:903 Highway Signing|EPG 903 Highway Signing]] may apply in TTC zones.

'''Standard.''' Except as provided in [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]], other warning signs that are used in TTC zones shall have black legends and borders on a fluorescent orange background.

Below the table, additional information is provided for the following signs.

===<center>Table 616.6.50</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:WO1-6.jpg|center|60px]]|| Horizontal Arrow (Symbol)|| WO1-6||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10] ||2C.12
|-
| [[image:WO1-6a.jpg|center|60px]]|| Horizontal Arrow (Symbol on Permanent Barricade)|| WO1-6a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.10_One-Direction_Large_Arrow_Sign_.28W1-6.29_.28MUTCD_Section_2C.12.29 903.6.10]|| 2C.12
|-
| [[image:WO1-7.jpg|center|60px]]|| Double Head Horizontal Arrow (Symbol)|| WO1-7||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47
|-
| [[image:WO1-7a .jpg|center|60px]]|| Double Head Horizontal Arrow <br> (Symbol on Permanent Barricade)|| WO1-7a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.38_Two-Direction_Large_Arrow_Sign_.28W1-7.29_.28MUTCD_Section_2C.47.29 903.6.38]|| 2C.47
|-
| [[image:WO1-8 .jpg|center|22px]]|| Chevron (Symbol)|| WO1-8|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11] ||2C.09
|-
| [[image:WO1-8a .jpg|center|22px]]|| Chevron (Symbol for Divided Highways)|| WO1-8a||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29 903.6.11]|| 2C.09
|-
| [[image:WO3-1 .jpg|center|40px]]|| Stop Ahead (Symbol)|| W03-1|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36
|-
| [[image:WO3-2 .jpg|center|40px]]|| Yield Ahead (Symbol)|| WO3-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28]|| 2C.36
|-
| [[image:WO3-3.jpg|center|40px]]|| Signal Ahead (Symbol)|| WO3-3|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.28_Advance_Traffic_Control_Signs_.28W3-1.2C_W3-2.2C_W3-3.2C_W3-4.29_.28MUTCD_Section_2C.36.29 903.6.28] ||2C.36
|-
| [[image:WO3-5.jpg|center|40px]]|| Reduced Speed Limit Ahead (Symbol)|| WO3-5|| [[616.12 Work Zone Speed Limits|616.12]] & [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.30_Reduced_Speed_Limit_Ahead_Signs_.28W3-5.29_.28MUTCD_Section_2C.38.29 903.6.30]|| 2C.38
|-
| [[image:WO4-1.jpg|center|40px]]|| Merge Traffic (Symbol)|| WO4-1(L or R)||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.31_Merge_Signs_.28W4-1.2C_W4-5.29_.28MUTCD_Section_2C.40.29 903.6.31] ||2C.40
|-
| [[image:WO5-3.jpg|center|40px]]|| ONE LANE BRIDGE|| WO5-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.21
|-
| [[image:616.6.50 Narrow Lanes.jpg|center|40px]]|| NARROW LANES|| SPECIAL WO5-5|| N/A|| N/A
|-
| [[image:WO6-1.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.17_ONE_LANE_BRIDGE_Sign_.28W5-3.29_.28MUTCD_Section_2C.21.29 903.6.17]|| 2C.22
|-
| [[image:WO6-2.jpg|center|40px]]|| Divided Highway End (Symbol)|| WO6-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.18_Divided_Highway_Sign_.28W6-1.29_.28MUTCD_Section_2C.22.29 903.6.18]|| 2C.23
|-
| [[image:WO8-1.jpg|center|40px]]|| BUMP|| WO8-1||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23] || 2C.28
|-
| [[image:WO8-2.jpg|center|40px]]|| DIP|| WO8-2|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.23_BUMP_and_DIP_Signs_.28W8-1.2C_W8-2.29_.28MUTCD_Section_2C.28.29 903.6.23]|| 2C.28
|-
| [[image:WO8-3.jpg|center|40px]]|| PAVEMENT ENDS|| WO8-3||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.24_PAVEMENT_ENDS_Sign_.28W8-3.29_.28MUTCD_Section_2C.30.29 903.6.24] ||2C.30
|-
| [[image:WO8-5.jpg|center|40px]]|| Slippery When Wet (Symbol)|| WO8-5||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.26_Slippery_When_Wet_Sign_.28W8-5.29_.28MUTCD_Section_2C.32.29 903.6.26]|| 2C.32
|-
| [[image:WO8-15.jpg|center|40px]]|| GROOVED PAVEMENT|| WO8-15|| N/A|| 2C.33
|-
| [[image:WO10-1.jpg|center|38px]]|| Railroad Crossing|| W010-1|| [https://epg.modot.org/index.php?title=903.20_Signing_for_Rail_and_Light_Rail_Transit_Grade_Crossings#903.20.6_Grade_Crossing_Advance_Warning_Signs_.28W10_Series.29_.28MUTCD_Section_8B.06.29 903.20.6] ||8B.06
|-
| [[image:WO12-1.jpg|center|40px]]|| Double Down Arrow (Symbol)|| WO12-1||[[903.6 Warning Signs#903.6.20 Double Arrow Sign (W12-1) (MUTCD Section 2C.25)|903.6.20]] ||2C.25
|-
| [[image:WO12-2.jpg|center|40px]]|| Low Clearance (Symbol)|| WO12-2||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22] || 2C.27
|-
| [[image:WO12-2a.jpg|center|60px]]|| Overhead Low Clearance (Feet and Inches)|| WO12-2a|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.22_Low_Clearance_Sign_.28W12-2_and_W12-2a.29_.28MUTCD_Section_2C.27.29 903.6.22]|| 2C.27
|-
|[[image:WO12-2x.jpg|center|50px]]||Low Clearance (Plaque)||WO12-2x||N/A||N/A
|-
| [[image:616.50 Low Clearance orange.jpg|center|60px]]|| LOW CLEARANCE <br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL ||N/A|| N/A
|-
| [[image:616.50 Width Restriction orange.jpg|center|60px]]|| WIDTH RESTRICTION<br>XX FT XX IN <br>XX MILES AHEAD|| SPECIAL|| N/A|| N/A
|-
| [[image:WO16-2P.jpg|center|40px]]|| XXX FEET (Plaque)|| WO16-2P||[https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45] ||2C.60
|-
| [[image:WO16-3aP.jpg|center|40px]]|| X MILE (Plaque)|| WO16-3aP|| [https://epg.modot.org/index.php?title=903.6_Warning_Signs#903.6.45_Distance_Supplemental_Plaques_.28W16-2_Series.2C_W16-3_Series.2C_W16-4P.2C_W7-3aP.29_.28MUTCD_Section_2C.55.29 903.6.45]|| 2C.55
|-
| [[image:616.6.50 Wet Paint.jpg|center|30px]]|| WET PAINT (Arrow Pivots)|| GO22-1|| N/A|| N/A
|-
| [[image:616.6.50 Type 1.jpg|center|40px]]|| Type1 Object Marker|| - || [https://www.modot.org/media/16887 Std. Plan 612.20] || 2C.63
|-
| [[image:616.6.50 Type 3.jpg|center|40px]]|| Type 3 Object Marker|| - ||[https://www.modot.org/media/16892 Std. Plan 616.10]|| 2C.63
|}
</center>

'''WO1-6 and WO1-7 Series (Horizontal Arrow and Double Head Horizontal Arrow).''' These symbolic signs are used in conjunction with Type 3 barricades. The HORIZONTAL ARROW signs are also used in conjunction with the TURN and REVERSE TURN series signs.

'''WO3-1a (Stop Ahead).''' This symbolic sign is used in advance of a STOP sign not visible for a sufficient distance to permit the driver to bring the vehicle to a complete stop. This sign may also be used where a driver would not normally expect STOP sign control.

'''WO3-2a (Yield Ahead).''' This symbolic sign is used in advance of a YIELD sign not visible for a sufficient distance to permit the driver to bring the vehicle to a stop at the YIELD sign or where a driver would not normally expect YIELD sign control.

'''WO3-3 (Signal Ahead).''' This symbolic sign is used in advance of a traffic signal where the minimum visibility requirements described in [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.3__Application_of_Pedestrian_Signal_Heads_.28MUTCD_Section_4E.03.29 EPG 902.6.3 Application of Signal Heads], cannot be met or where a driver would not normally expect signal control. This sign is to be used at temporary traffic signal installations in work zones.

'''WO3-5 (Reduced Speed Limit Ahead).''' This sign is used when the approved speed reduction for an immediate location is greater than 10 mph below the existing or posted speed limit. If the geometrics of the roadway require an approved greater than 10 mph reduction in speed, then this sign is required. If the geometrics require a 10 mph reduction at the beginning of the project and construction work requires an additional 5 to 10 mph reduction farther down the road, then the WO3-5 sign is not required. The REDUCDED SPEED LIMIT AHEAD sign is always followed by a SPEED LIMIT sign. The speed limit indicated on the REDUCDED SPEED LIMIT AHEAD sign shall be identical to the SPEED LIMIT sign (see [[616.12 Work Zone Speed Limits|EPG 616.12 Work Zone Speed Limits]]).

'''WO8-15 GROOVED PAVEMENT.''' When coldmilled areas are left opened to traffic, the GROOVED PAVEMENT (WO8-15) signs shall be provided in locations described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 622]. Since designers cannot estimate the various times a contractor may leave a milled area opened to traffic, these signs are not shown on the traffic control plan.

When the GROOVED PAVEMENT signs are in-placed for greater than three days, the Motorcycle (WO8-15P) plaque shall be used in addition with the GROOVED PAVEMENT sign.

These signs, if used, are furnished by the contractor at the contractor's expense.

'''Special (NARROW LANES).''' This sign is used on multilane highways where the lane width is temporarily reduced.

'''WO12-1 (Double Down Arrow).''' These signs are used at the end of temporary islands or obstructions in the roadway where traffic traveling in the same direction is permitted to pass on either side of the island or obstruction.

'''WO12-2 Series (Low Clearance).''' These signs are used when the vertical clearance is 15 ft. 2 in. or less in non-commercial zones and 16 ft. 2 in. or less in commercial zone limits in metropolitan areas. Consult with Motor Carrier Services for a current listing of all commercial zones. The clearance indicated on the signs is the actual clearance less 2 inches. Use the mileage plaque with this assembly in advance of the last interchange or intersection before the restriction.

'''WO12-2a (Overhead Low Clearance).''' These signs are mounted on the bridge with low clearance. These signs and the LOW CLEARANCE shoulder mount signs are always used when the low clearance condition outlined for WO12-2 SERIES (LOW CLEARANCE) exists in work zones.

'''LOW CLEARANCE/WIDTH RESTRICTION XX' XX" XX MILES AHEAD.''' These signs may be used in advance of the last interchange or intersection before a physical height or width restriction. These signs are to be used on divided highways. Where a significant amount of traffic will be affected by these restrictions, changeable message signs and/or alternate route signing may be used in addition to these signs.

'''Object Markers.'''
Refer to [[903.17 Delineation and Object Markers|EPG 903.17 Delineation and Object Markers]] for more information. Object markers are used in work zones to mark temporary obstructions within or adjacent to the roadway.

:'''Type 1 Object Marker.''' The Type 1 Object Marker is attached to the lead module of sand-filled impact attenuators. No direct payment is made for Type 1 object markers.

:'''Type 3 Object Marker.''' The Type 3 Object Marker may be used to supplement other channelizing devices in special situations. When specified, quantities are calculated and shown on the plans.

==616.6.51 Project Signs==
[[image:616.2.4 Point of Presence Sign.jpg|right|250px|thumb|<center>'''Point of Presence sign with "COMPLETED AS PROMISED" label'''</center>]]
'''Option.''' Project signs may be used to inform the public or convey safety messages.

'''Guidance.''' Project signs should comply with the general requirements of color, shape and alphabet size and series. The sign message should be brief, legible and clear.

===616.6.51.1 RATE OUR WORK ZONE Sign===
The RATE OUR WORK ZONE sign is designed to capture the traveling public’s expectation of MoDOT’s work zones through a [https://www.modot.org/work-zone-customer-survey MoDOT website customer survey].
{| style="margin: 1em auto 1em auto" align="left"
|-
|[[image:616.6.51.1 rate 48 x 24.jpg|center|145px|thumb|<center>'''48 in. x 24. in. RATE OUR WORK ZONE sign'''</center>]]
|-
|[[image:616.6.51.1 rate 72 x 36.jpg|center|220px|thumb|<center>'''72 in. x 36. in. RATE OUR WORK ZONE sign'''</center>]]
|}
Placement location for the RATE OUR WORK ZONE, POINT OF PRESENCE and WORK ZONE NO PHONE signs are located in [https://epg.modot.org/forms/general_files/TS/Typical_Applications/SF-Begin-End_of_Project_Signing.pdf Supporting Figure: Begin/End of Project Signing].

This sign is used on all projects unless the roadway is closed to traffic and the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One RATE OUR WORK ZONE sign will be placed approximately 500 ft. before the beginning of the project limits or the ROAD WORK AHEAD sign or ROAD WORK NEXT xx MILES sign, if used, when these signs are located outside the project limits for each direction of traffic affected by the project. On multilane highways, only one RATE OUR WORK ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.

The RATE OUR WORK ZONE sign is available in two sizes depending on roadway conditions. The 48 in. x 24 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for a six foot wide sign. The 72 in. x 36 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 24 in. sign if added emphasis is deemed necessary.

===616.6.51.2 "Point of Presence" Sign===
The POINT OF PRESENCE signs provides the traveling public the finished date of the project as promised by MoDOT.

This sign is to be used on projects deemed prominent by the district. One sign should be placed in each direction of traffic on state highways. This sign is not to be used on roadways that are closed to traffic or where the construction has no effect on existing roadways. The “Point of Presence” sign is to be placed in a visible area within the project’s limits provided its placement does not disrupt a sequence of signs (e.g., between ROAD WORK AHEAD, RIGHT LANE CLOSED AHEAD and RIGHT LANE CLOSED). If a visible location within the project is not available, this sign may be placed approximately 500 ft. before the RATE OUR WORK sign. Because of the sign’s width, flatter areas are preferable in order to avoid long post lengths in fill sections. The job estimate is to include the appropriate square footage of the sign as construction signing.

{| style="margin: 1em auto 1em auto" align="right"
|-
|[[image:616.2.4 POP Sign 96x48 Feb 2012.jpg|235px|left|thumb|<center>'''96 in. x 48. in POP sign'''</center>]]||[[image:616.2.4 POP Sign 36x48 Feb 2012.jpg|120px|left|thumb|<center>'''48 in. x 36. in POP sign'''</center>]]
|-
|colspan="2"|[[image:616.6.51.jpg|475px|left|thumb|<center>'''Two acceptable examples of affixing the “Completed as Promised” label.'''</center>]]
|}

The “POINT OF PRESENCE” sign is available in two sizes depending on roadway conditions. The 48 in. x 36 in. sign is used on low volume routes that carry 400 AADT or less, on projects that have a duration of 4 weeks or less or in urban areas where there is insufficient right of way for an eight foot wide sign. The 96 in. x 48 in. version of the sign is used in all other applications, but can also be used in place of the 48 in. x 36 in. sign if added emphasis is deemed necessary.

Upon final inspection, the contractor shall affix a "Completed As Promised" label to the sign in the specific location shown on the plans. The contractor shall remove the signs and sign posts approximately 90 days after the job has been accepted by MoDOT.

The designer should complete the D-28 form and submit it to the Central Office Highway Safety and Traffic Division where it will be detailed. The finished layout will be returned to the designer for inclusion in the traffic control plans.

<div id="The options available to the designer"></div>
The options available to the designer to describe the project are listed below. Any deviations from this list must be approved by the Public Information and Outreach Unit.

:* Bridge Improvements
:* New Bridge
:* Intersection Improvement
:* Road Improvements
:* Road Resurfacing
:* New Signals
:* New Intersection
:* New Pavement
:* Signal Improvements
:* Pavement Repair
:* Road Widening
:* Safety Improvements
:* Lane Additions
:* New Interchange
:* Surface Improvements

The options available for project completion date on the sign are Spring, Summer, Fall or Winter along
with the year.

===616.6.51.3 WORK ZONE NO PHONE ZONE Sign===
The WORK ZONE NO PHONE ZONE sign is designed to capture the traveling public’s expectation that cellular phone and other distracting device usage is not allowed within the project limits.

[[image:616.6.51.3.jpg|center|300px]]

This sign is used on all projects unless the roadway is closed to traffic or the construction has no effect on existing roadways. District Engineers have discretion whether to use this sign on mobile and short-term projects, such as contract leveling course. One WORK ZONE NO PHONE ZONE sign will be placed a minimum of 500 ft. before the ROAD WORK AHEAD sign. On two-lane undivided roadways highways, only one NO PHONE ZONE sign is required for each direction of traffic affected by the project. The job estimate is to include the appropriate square footage of the sign as construction signing. See [https://www.modot.org/media/16892 Std. Plan 616.10] for sign layout.

==616.6.52 Advisory Speed Plaque (WO13-1P) (MUTCD 6F.52)==
[[image:W13-1P.jpg|center|80px|thumb|<center>'''WO13-1P'''</center>]]

'''Option.''' In combination with a warning sign, an Advisory Speed (WO13-1P) plaque may be used to indicate a recommended speed around a curve or through a signed condition.

'''Standard.''' The Advisory Speed plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone.

==616.6.53 NEXT XX MILES Plaque (WO7-3aP) (MUTCD 6F.53)==
[[image:WO7-3aP.jpg|center|110px|thumb|<center>'''WO7-3aP'''</center>]]

'''Option.''' In combination with a warning sign, a NEXT XX MILES (WO7-3aP) plaque may be used to indicate the length of highway over which a work activity is being conducted, or over which a condition exists in the TTC zone.
In long TTC zones, NEXT XX MILES plaques may be placed in combination with warning signs at regular intervals within the zone to indicate the remaining length of highway over which the TTC work activity or condition exists.

'''Standard.''' The NEXT XX MILES plaque shall not be used in conjunction with any sign other than a warning sign, nor shall it be used alone.

'''Guidance.''' When used in TTC zones, the NEXT XX MILES plaque should be placed below the initial warning sign designating that, within the approaching zone, a temporary work activity or condition exists.

==616.6.54 Motorcycle Plaque (WO8-15P) (MUTCD6F.54)==
[[image:WO8-15P.jpg|center|110px|thumb|<center>'''WO8-15P'''</center>]]

'''Option.''' A Motorcycle (WO8-15P) plaque may be mounted below a GROOVED PAVEMENT (WO8-15) sign, if the warning is intended to be directed primarily to motorcyclists.

==616.6.55 Guide Signs (MUTCD 6F.55)==

'''Support.''' Guide signs along highways provide road users with information to help them along their way through the TTC zone. The design of guide signs is presented in [[:Category:903 Highway Signing|EPG 903 Highway Signing]].

'''Guidance.''' The following guide signs should be used in TTC zones as needed:

:A. Standard route markings, where temporary route changes are necessary,
:B. Directional signs and street name signs, and
:C. Special guide signs relating to the condition or work being done.

'''Standard.''' If additional temporary guide signs are used in TTC zones, they shall have a black legend and border on a fluorescent orange background.

'''Option.''' Guide signs used in TTC incident management situations may have a black legend and border on a fluorescent pink background.

When directional signs and street name signs are used in conjunction with detour routing, these signs may have a black legend and border on a fluorescent orange background.

When permanent directional signs or permanent street name signs are used in conjunction with detour signing, they may have a white legend on a green background.

==616.6.56 ROAD WORK NEXT XX MILES Sign (GO20-1) (MUTCD 6F.56)==
[[image:GO20-1.jpg|center|110px|thumb|<center>'''GO20-1'''</center>]]

'''Guidance.''' The ROAD WORK NEXT XX MILES (GO20-1) sign should be installed in advance of TTC zones that are longer than 2 miles. The project with this sign may be a lane addition or have head-to-head lane reconstruction, for example. Examples of projects where this sign is not to be installed include new alignment, guardrail replacement, or those with mobile operations. The mileage on the road construction sign is rounded to the nearest mile.

'''Option.''' The ROAD WORK NEXT XX MILES sign may be mounted on a Type 3 Barricade. The sign may also be used for TTC zones of shorter length.

'''Standard.''' The distance displayed on the ROAD WORK NEXT XX MILES sign shall be stated to the nearest whole mile.

==616.6.57 END ROAD WORK Sign (GO20-2) (MUTCD 6F.57)==
[[image:GO20-2.jpg|center|110px|thumb|<center>'''GO20-2'''</center>]]

'''Guidance.''' These signs shall be used when the ROAD WORK NEXT XX MILES sign is used.

'''Option.''' The END ROAD WORK sign may be installed on the back of a warning sign facing the opposite direction of road users or on the back of a Type 3 Barricade.

==616.6.58 PILOT CAR FOLLOW ME (GO20-4) and PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) (MUTCD 6F.58)==

'''Standard.''' The PILOT CAR FOLLOW ME (GO20-4) sign shall be mounted in a conspicuous position on the rear of a vehicle used for guiding one-way vehicular traffic through or around a TTC zone (see [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.13 Pilot Car Method of One-Lane, Two-Way Traffic Control (MUTCD 6C.13)|EPG 616.3.13]]).

'''Guidance.''' The 42 in. X 30 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) shall be used on all state routes and may be used on any non-state routes, as determined by the engineer. The 18 in. X 12 in. PILOT CAR IN USE WAIT & FOLLOW (GO20-4a) is used on all other non-state routes (city streets, county roads, etc.).

===<center>Table 616.6.58</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:GO20-4.jpg|center|70px]]|| PILOT CAR <br>FOLLOW ME || GO20-4|| 616.6.58 ||6F.58
|-
| [[image:616.6.58 Pilot Car.jpg|center|75px]]|| PILOT CAR<br>IN USE<br>WAIT & FOLLOW|| GO20-4a ||616.6.58|| n/a
|}
</center>

==616.6.59 Detour Signs (MO4-8, MO4-8a, MO4-8b, MO4-9, MO4-9a, MO4-9b, MO4-9c, and MO4-10) (MUTCD 6F.59)==

'''Standard.''' Each detour shall be adequately marked with standard temporary route signs and destination signs.

'''Option.''' Detour signs in TTC incident management situations may have a black legend and border on a fluorescent pink background.

The Detour Arrow (MO4-10) sign may be used where a detour route has been established.

The DETOUR (MO4-8) sign may be mounted at the top of a route sign assembly to mark a temporary route that detours from a highway, bypasses a section closed by a TTC zone, and rejoins the highway beyond the TTC zone.

'''Guidance.''' The Detour Arrow (MO4-10) sign should normally be mounted just below the ROAD CLOSED (R11-2, R11-3a, or R11-4) sign. The Detour Arrow sign should include a horizontal arrow pointed to the right or left as required.
The DETOUR (MO4-9) sign (see Table 616.6.59) should be used for unnumbered highways, for emergency situations, for periods of short durations, or where, over relatively short distances, road users are guided along the detour and back to the desired highway without route signs.

A Street Name sign should be placed above, or the street name should be incorporated into, a DETOUR (MO4-9) sign to indicate the name of the street being detoured.

'''Option.''' The END DETOUR (MO4-8a) or END (MO4-8b) sign may be used to indicate that the detour has ended.

'''Guidance.''' When the END DETOUR sign is used on a numbered highway, the sign should be mounted above a route sign after the downstream end of the detour.

The Pedestrian/Bicycle Detour (MO4-9a) sign should be used where a pedestrian/bicycle detour route has been established because of the closing of a pedestrian/bicycle facility to through traffic.

'''Standard.''' If used, the Pedestrian/Bicycle Detour sign shall have an arrow pointing in the appropriate direction.

'''Option.''' The arrow on a Pedestrian/Bicycle Detour sign may be on the sign face or on a supplemental plaque.
The Pedestrian Detour (MO4-9b) sign or Bicycle Detour (MO4-9c) sign may be used where a pedestrian or bicycle detour route (not both) has been established because of the closing of the pedestrian or bicycle facility to through traffic.

===<center>Table 616.6.59</center>===
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="100" align="center"|Sign!!style="background:#BEBEBE"|Title!!style="background:#BEBEBE" |Sign No.!! style="background:#BEBEBE"|EPG Article!!style="background:#BEBEBE"|MUTCD section
|-
| [[image:M4-8.jpg|center|60px]]|| DETOUR|| MO4-8|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59
|-
| [[image:M4-8a.jpg|center|60px]]|| END DETOUR|| MO4-8A|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|-
| [[image:M4-9.jpg|center|70px]]|| DETOUR ||MO4-9|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|-
| [[image:M4-9a.jpg|center|60px]]|| BIKE/ PEDESTRIAN DETOUR|| MO4-9a|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59
|-
| [[image:M4-9b.jpg|center|60px]]|| PEDESTRIAN DETOUR|| MO4-9b|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]]|| 6F.59
|-
| [[image:M4-9c.jpg|center|60px]]|| BIKE DETOUR|| MO4-9c|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|-
| [[image:M4-10.jpg|center|70px]]|| DETOUR ARROW||MO4-10|| [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|616.3]] ||6F.59
|}
</center>

==616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)==

'''Support.''' Portable changeable message signs (PCMS) are TTC devices installed for temporary use with the flexibility to display a variety of messages. In most cases, portable changeable message signs follow the same provisions for design and application as those given for changeable message signs in [[910.3 Dynamic Message Signs (DMS)| EPG 910.3 Dynamic Message Signs]]. The information in this article describes situations where the provisions for changeable message signs differ from those given in EPG 910.3.
[[image:616.3 CMS.JPG|right|400px]]

Portable changeable message signs are used most frequently on high-density urban freeways, but have applications on all types of highways where highway alignment, road user routing problems, or other pertinent conditions require advance warning and information.

Portable changeable message signs have a wide variety of applications in TTC zones including: roadway, lane, or ramp closures; incident management; width restriction information; speed control or reductions; advisories on work scheduling; road user management and diversion; warning of adverse conditions or special events; and other operational control.

The primary purpose of portable changeable message signs in TTC zones is to advise the road user of unexpected situations. Portable changeable message signs are particularly useful as they are capable of:

:A. Conveying complex messages,
:B. Displaying real time information about conditions ahead, and
:C. Providing information to assist road users in making decisions prior to the point where actions must be taken.

Some typical applications include the following:
{|style="padding: 0.3em; margin-left:3px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right"
|-
|'''Related Information'''
|-
|[[910.3 Dynamic Message Signs (DMS)|'''Dynamic Message Signs (DMS)''']]
|}

:A. Where the speed of vehicular traffic is expected to drop substantially;
:B. Where significant queuing and delays are expected;
:C. Where adverse environmental conditions are present;
:D. Where there are changes in alignment or surface conditions;
:E. Where advance notice of ramp, lane, or roadway closures is needed;
:F. Where crash or incident management is needed; and/or
:G. Where changes in the road user pattern occur.

'''Guidance.''' The components of a portable changeable message sign should include: a message sign, control systems, a power source, and mounting and transporting equipment. The front face of the sign should be covered with a protective material. CMSs shall not be used to replace or repeat static sign messages. Changeable message signs shall not display advertising.

'''Standard.''' Portable changeable message signs shall comply with the applicable design and application principles established in [[:Category:903 Highway Signing|EPG 903 Highway Signing]]. Portable changeable message signs shall display only traffic operational, regulatory, warning, and guidance information, and shall not be used for advertising messages.

'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding overly simplistic or vague messages that is also applicable to portable changeable message signs.

'''Standard.''' The colors used for legends on portable changeable message signs shall comply with those shown in [[903.2 Extent of Signing|EPG 903.2 Extent of Signing]].

'''Support.''' EPG 910.3 Dynamic Message Signs contains information regarding the luminance, luminance contrast, and contrast orientation that is also applicable to portable changeable message signs.

'''Guidance.''' Portable changeable message signs should be visible from 1/2 mile under both day and night conditions.

'''Support.''' [https://epg.modot.org/index.php?title=903.5_Regulatory_Signs#903.5.7_SPEED_LIMIT_Sign_.28R2-1.29_.28MUTCD_Section_2B.13.29 EPG 903.5.7 SPEED LIMIT] contains information regarding the design of portable changeable message signs that are used to display speed limits that change based on operational conditions, or are used to display the speed at which approaching drivers are traveling.

'''Guidance.''' A portable changeable message sign should be limited to three lines of eight characters per line or should consist of a full matrix display.

The letter height used for portable changeable message sign messages should be a minimum of 18 in. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

'''Option.''' The changeable message sign may vary in size.

'''Guidance.''' Messages on a changeable message sign should consist of no more than two phases, and a phase should consist of no more than three lines of text. Each phase should be capable of being understood by itself, regardless of the order in which it is read. Messages should be centered within each line of legend. If more than one portable changeable message sign is simultaneously legible to road users, then only one of the signs should display a sequential message at any given time.

'''Support.''' Road users have difficulties in reading messages displayed in more than two phases on a typical three-line changeable message sign.

'''Standard.''' Techniques of message display such as animation, rapid flashing, dissolving, exploding, scrolling, travelling horizontally or vertically across the face of the sign, or other dynamic elements shall not be used.

'''Guidance.''' When a message is divided into two phases, the display time for each phase should be at least 2 seconds, and the sum of the display times for both of the phases should be a maximum of 8 seconds.

All messages should be designed with consideration given to the principles provided in this Section and also taking into account the following:

:A. The message should be as brief as possible and should contain three thoughts (with each thought preferably shown on its own line) that convey:

::1. The problem or situation that the road user will encounter ahead,

::2. The location of or distance to the problem or situation, and

::3. The recommended driver action.

:B. If more than two phases are needed to display a message, additional changeable message signs should be used. When multiple changeable message signs are needed, they should be placed on the same side of the roadway and they should be separated from each other by a distance of at least 1,000 feet.

'''Standard.''' When the word messages need to be abbreviated on a changeable message sign, the provisions described in EPG 910.3 shall be followed.

In order to maintain legibility, changeable message signs shall automatically adjust their brightness under varying light conditions.

The control system shall include a display screen upon which messages can be reviewed before being displayed on the message sign. The control system shall be capable of maintaining memory when power is unavailable.

Changeable message signs shall be equipped with a power source and a battery back-up to provide continuous operation when failure of the primary power source occurs.

The mounting of changeable message signs on a trailer shall be such that the bottom of the message sign shall be a minimum of 7 ft. above the roadway when it is in the operating mode.

'''Guidance.''' Changeable message signs should be used as a supplement to and not as a substitute for conventional signs and pavement markings.

When changeable message signs are used for route diversion, they should be placed far enough in advance of the diversion to allow road users ample opportunity to perform necessary lane changes, to adjust their speed, or to exit the affected highway.

Changeable message signs should be sited and aligned to provide maximum legibility and to allow time for road users to respond appropriately to the portable changeable Message sign message.

Changeable message signs should be placed off the shoulder of the roadway and behind a traffic barrier, if practical. Where a traffic barrier is not available to shield the changeable message sign, it should be placed off the shoulder and outside of the clear zone. If a changeable message sign has to be placed on the shoulder of the roadway or within the clear zone, it should be delineated with retroreflective TTC devices (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

When changeable message signs are not being used to display TTC messages, they should be relocated such that they are outside of the clear zone or shielded behind a traffic barrier and turned away from traffic. If relocation or shielding is not practical, they should be delineated with retroreflective TTC devices.

Changeable message sign trailers should be delineated on a permanent basis by affixing retroreflective material, known as conspicuity material, in a continuous line on the face of the trailer as seen by oncoming road users.

==616.6.61 Arrow Boards (MUTCD 6F.61)==

'''Standard.''' An arrow board shall be a sign with a matrix of elements capable of either flashing or sequential displays. This sign shall provide additional warning and directional information to assist in merging and controlling road users through or around a TTC zone (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

'''Guidance.''' An arrow board in the arrow mode should be used to advise approaching traffic of a lane closure along major multi-lane roadways in situations involving heavy traffic volumes, high speeds, and/or limited sight distances, or at other locations and under other conditions where road users are less likely to expect such lane closures.
If used, an arrow board should be used in combination with appropriate signs, channelizing devices, or other TTC devices.

An arrow board should be placed on the shoulder of the roadway or, if practical, farther from the traveled lane. It should be delineated with retroreflective TTC devices. When an arrow board is not being used, it should be removed; if not removed, it should be shielded; or if the previous two options are not feasible, it should be delineated with retroreflective TTC devices.

Flashing arrow panels are only to be used on multilane facilities. Flashing arrow panels are placed on the shoulder at the start of the taper for lane closures.

Flashing arrow panels are not used with temporary one-lane, two-way operations. Flashing arrow panels are not used to laterally shift one or more lanes of traffic through a temporary bypass or connection. Flashing arrow panels are not used to delineate narrow lanes, islands or fixed objects.

Quantities for flashing arrow panels are estimated and are tabulated on the plans.

'''Standard.''' Arrow boards shall meet the minimum size, legibility distance, number of elements, and other specifications. <u>The overall minimum dimensions of the panels are 60 in. wide x 30 in. high for truck-mounted units and 96 in. wide x 48 in. high for trailer-mounted units.</u>

'''Support.''' Type B arrow boards are normally truck-mounted units and appropriate for mobile operations on roadways. Type C arrow boards are normally trailer-mounted and intended to be used on traffic control projects. Type D arrow boards are intended for use on MoDOT emergency response vehicles for emergency use until standard temporary traffic control devices are available.

<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" |Arrow Board Type!!style="background:#BEBEBE" |Minimum Size!!style="background:#BEBEBE" |Minimum Legibility!! style="background:#BEBEBE"|Minimum Number of Elements
|-
|B|| 60 in. X 30 in.|| ¾ mile|| 15
|-
|C|| 96 in. X 48 in.|| 1 mile|| 15
|-
|D|| None'''*'''||½ mile|| 12
|-
|colspan="4" align="left"|'''*''' Length of arrow equals 48 in., width of arrowhead equals 24 in.
|}

</center>
'''Standard.''' Type B, and C arrow boards shall have solid rectangular appearances. A Type D arrow board shall conform to the shape of the arrow.

All arrow boards shall be finished in non-reflective black. The arrow board shall be mounted on a vehicle, a trailer, or other suitable support.

'''Guidance.''' The minimum mounting height, measured vertically from the bottom of the board to the roadway below it or to the elevation of the near edge of the roadway, of an arrow board should be 7 ft., except on vehicle-mounted arrow boards, which should be as high as practical.

A vehicle-mounted arrow board should be provided with remote controls.

'''Standard.''' Arrow board elements shall be capable of at least a 50 percent dimming from full brilliance. The dimmed mode shall be used for nighttime operation of arrow boards.

'''Guidance.''' Full brilliance should be used for daytime operation of arrow boards.

'''Standard.''' The arrow board shall have suitable elements capable of the various operating modes. The color presented by the elements shall be yellow.

'''Guidance.''' If an arrow board consisting of a bulb matrix is used, the elements should be recess-mounted or equipped with an upper hood of not less than 180 degrees.

'''Standard.''' The minimum element on-time shall be 50 percent for the flashing mode, with equal intervals of 25 percent for each sequential phase. The flashing rate shall be not less than 25 or more than 40 flashes per minute.
An arrow board shall have the following three mode selections:

:A. A Flashing Arrow or Sequential Arrow mode;
:B. A Flashing Double Arrow mode; and
:C. A Flashing Caution or Alternating Diamond Caution mode.
<div id="Sign Display"></div>
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" |Sign Display!!style="background:#BEBEBE" |Operating Mode!!style="background:#BEBEBE" |Direction!!style="background:#BEBEBE" | Work Type
|-
|[[image:616.6.61 sequential.jpg|center|320px]]||Sequential Arrow||Merge Right<br/>(Merge Left<br/>Similar)||Mobile Operations
|-
|[[image:616.6.2 merge R.jpg|center|120px]]||Flashing Arrow|| Merge Right<br/>(Merge Left<br/>Similar)||Stationary Operations
|-
|[[image:616.6.2 merge R or L.jpg|center|120px]]|| Flashing Double Arrow|| Merge Right or Left||Stationary and Mobile Operations
|-
|[[image:616.6.61 diamond caution.jpg|center|110 px]]||Alternating Diamond Caution||Non-directional||Mobile
Operations
|-
|[[image:616.6.2 non-directional.jpg|center|120px]]|| Flashing Caution||Non-directional||Stationary Operations
|}
</center>
An arrow board in the flashing, flashing double, or sequential arrow mode shall be used only for stationary, moving, or mobile lane closures on multi-lane roadways. For shoulder work, blocking the shoulder, for roadside work near the shoulder, or for temporarily closing one lane on a two-lane, two-way roadway, an arrow board shall be used only in the flashing caution or alternating diamond caution mode.

'''Guidance.''' For a stationary lane closure, the arrow board should be located on the shoulder at the beginning of the merging taper.

Where the shoulder is narrow, the arrow board should be located in the closed lane.

'''Standard.''' When arrow boards are used to close multiple lanes, a separate arrow board shall be used for each closed lane.

'''Guidance.''' When arrow boards are used to close multiple lanes, if the first arrow board is placed on the shoulder, the second arrow board should be placed in the first closed lane at the upstream end of the second merging taper [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|Fig. 616.8.37 - MT]]. When the first arrow board is placed in the first closed lane, the second arrow board should be placed in the second closed lane at the downstream end of the second merging taper.

For mobile operations where a lane is closed, the arrow board should be located to provide adequate separation from the work operation to allow for appropriate reaction by approaching drivers.

'''Standard.''' A vehicle displaying an arrow board shall be equipped with high-intensity rotating, flashing, oscillating or strobe lights.

Arrow boards shall only be used to indicate a lane closure. Arrow boards shall not be used to indicate a lane shift.

'''Option.''' A portable changeable message sign may be used to simulate an arrow board display.

==616.6.62 High-Level Warning Devices (Flag Trees) (MUTCD 6F.62)==

MoDOT does not use the High-Level Warning Devices.

==616.6.63 Channelizing Devices (MUTCD 6F.63)==

{| style="margin: 1em auto 1em auto"
|-
|[[image:616.5.1.1 Cones.jpg|left|125px|thumb|<center>'''Cones'''</center>]]||[[image:616.5.1.2 Drum-like Channelizer.jpg|left|125px|thumb|<center>'''Drum-like Channelizer'''</center>]]||[[image:616.5.1.3 Trim-line Channelizer.jpg|left|125px|thumb|<center>'''Trim-line Channelizer'''</center>]]||[[image:616.5.1.4 Direction Indicator Barricade.jpg|left|125px|thumb|<center>'''Direction Indicator Barricade'''</center>]]
|}

{| style="margin: 1em auto 1em auto"
|-
|[[image:616.6.4.1.jpg|left|175px|thumb|<center>'''Tubular Markers'''</center>]]||[[image:616.6.4.2.jpg|left|175px|thumb|<Center>'''Tubular Markers with Temporary Lane Separator'''</center>]]
|}

'''Standard.''' Designs of various channelizing devices shall be as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. All channelizing devices shall be crashworthy.

'''Support.''' The function of channelizing devices is to warn road users of conditions created by work activities in or near the roadway and to guide road users. Channelizing devices include cones, tubular markers, vertical panels, drums, barricades and longitudinal channelizing devices.

Channelizing devices provide for smooth and gradual vehicular traffic flow from one lane to another, onto a bypass or detour, or into a narrower traveled way. They are also used to channelize vehicular traffic away from the work space, pavement drop-offs, pedestrian or shared-use paths, or opposing directions of vehicular traffic.

'''Standard.''' Devices used to channelize pedestrians shall be detectable to users of long canes and visible to persons having low vision.

Where channelizing devices are used to channelize pedestrians, there shall be continuous detectable bottom and top surfaces to be detectable to users of long canes. The bottom of the bottom surface shall be no higher than 2 in. above the ground. The top of the top surface shall be no lower than 32 in. above the ground.

'''Option.''' A gap not exceeding 2 in. between the bottom rail and the ground surface may be used to facilitate drainage.

'''Guidance.''' Where multiple channelizing devices are aligned to form a continuous pedestrian channelizer, connection points should be smooth to optimize long-cane and hand trailing.

Guidance for spacing between channelizers is located in [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)|EPG 616.3 Temporary Traffic Control Elements]].

'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.

'''Guidance.''' Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts.

'''Standard.''' When used, the successive flashing of the sequential warning lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each warning light in the sequence shall be flashed at a rate of not less than 55 nor more than 75 times per minute.
The retro reflective material used on channelizing devices shall have a smooth, sealed outer surface that will display a similar color day or night.

'''Option.''' The name and telephone number of the highway agency, contractor, or supplier may be displayed on the non-retroreflective surface of all types of channelizing devices.

'''Standard.''' The letters and numbers of the name and telephone number shall be non-retroreflective and not over 2 in. tall.

'''Guidance.''' Particular attention should be given to maintaining the channelizing devices to keep them clean, visible, and properly positioned at all times.

'''Standard.''' Devices that are damaged or have lost a significant amount of their retroreflectivity and effectiveness shall be replaced.

==616.6.64 Cones and Trim-lines (MUTCD 6F.64)==

===616.6.64.1 Cones===

'''Standard.''' Cones (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle.

'''Option.''' For temporary traffic control, cones may be used in lieu of trim-line channelizers for daytime operations on minor roads only and shall be a minimum of 28 inches in height. When specified, quantities are calculated and shown on the plans.

Traffic cones may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.

'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.

'''Option.''' Cones may be doubled up to increase their weight.

'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.

'''Guidance.''' Ballast should be kept to the minimum amount needed.

===616.6.64.2 Trim-lines===
[[image:616.5.2.1 Trim-line.jpg|right|350px|thumb|<center>'''Trim-line channelizers may be used in daytime or nighttime operations.'''</center>]]

'''Standard.''' Trim-line channelizers (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall be predominantly orange and shall be made of a material that can be struck without causing damage to the impacting vehicle. Retroreflectorization of trim-lines that are more than 42 in. tall shall be provided by horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes that are 6 in. to 8 in. wide. Each trim-line shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflective spaces between the orange and white stripes shall not be wider than 3 inches.

'''Guidance.''' Trim-line channelizers are the preferred channelizing devices used in work zones and are to be specified in ramp areas, intersections and areas with limited lateral clearances. Trim-line channelizers may be used in daytime or nighttime operations. When specified, quantities are calculated and shown on the plans.

'''Option.''' Trim-line may be used to channelize road users, divide opposing vehicular traffic lanes, divide lanes when two or more lanes are kept open in the same direction, and delineate short duration maintenance and utility work.

'''Guidance.''' Steps should be taken to minimize the possibility of cones being blown over or displaced by wind or moving vehicular traffic.

'''Support.''' Some cones are constructed with bases that can be filled with ballast. Others have specially weighted bases, or weight such as sandbag rings that can be dropped over the cones and onto the base to provide added stability.

'''Guidance.''' Ballast should be kept to the minimum amount needed.

==616.6.65 Tubular Markers (MUTCD 6F.65)==

Tubular markers typically divide traffic in temporary two-lane, two-way traffic situations as shown in [https://www.modot.org/media/16892 Standard Drawing 616.10]. When specified, quantities are calculated and shown on the plans.

'''Standard.''' Tubular markers shall be nominally 28 in. tall. They shall be made of a material that can be struck without causing damage to the impacting vehicle.

Tubular markers shall be retroreflectorized. Retroreflectorization of tubular markers shall be provided by two 3 in. wide Type 4 white bands placed a maximum of 2 in. from the top with a maximum of 6 in. between the bands.

'''Guidance.''' Tubular markers should be stabilized by affixing them to the pavement, by using weighted bases, or weights such as sandbag rings that can be dropped over the tubular markers and onto the base to provide added stability. Ballast should be kept to the minimum amount needed.

'''Option.''' Tubular markers may be used effectively to divide opposing lanes of road users, and divide vehicular traffic lanes when two or more lanes of moving vehicular traffic are kept open in the same direction.

'''Standard.''' A tubular marker shall be attached to the pavement to display the minimum 2 in. width to the approaching road users.

==616.6.66 Vertical Panels (MUTCD 6F.66)==

'''Standard.''' Vertical panels may be specified instead of trim-line channelizers for longitudinal channelization within the activity area. The diagonal marking provided by these devices subliminally directs motorists into the traffic space. This effect is beneficial in two-way two-lane operations and work zones within expressways and/or urban areas having many entrances. When specified, quantities are calculated and shown on the plans.

Vertical panels (see [https://www.modot.org/media/16892 Standard Drawing 616.10]) shall have retroreflective striped material that is 8 in. to 12 in. wide and at least 24 in. tall. They shall have alternating diagonal Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction vehicular traffic is to pass.

Where the height of the retroreflective material on the vertical panel is 36 in., a stripe 6 in. wide shall be used.

'''Option.''' Where the height of the retroreflective material on the vertical panel is less than 36 in., a stripe 4 in. wide may be used.

Where space is limited, vertical panels may be used to channelize vehicular traffic, divide opposing lanes, or replace barricades.

==616.6.67 Drums (MUTCD 6F.67)==

'''Standard.''' Drums used for road user warning or channelization shall be constructed of lightweight, deformable materials. They shall be a minimum of 36 in. tall and have at least an 18 in. minimum width regardless of orientation. Metal drums shall not be used. The markings on drums shall be horizontal, circumferential, alternating Type 4 fluorescent orange and Type 4 white retroreflective stripes 4 in. to 6 in. wide. Each drum shall have a minimum of two orange and two white stripes with the top stripe being orange. Any non-retroreflectorized spaces between the horizontal orange and white stripes shall not exceed 3 inches wide. Drums shall have closed tops that will not allow collection of construction debris or other debris. (see [https://www.modot.org/media/16892 Standard Drawing 616.10]).

'''Support.''' Drums are highly visible, have good target value, give the appearance of being formidable obstacles and, therefore, command the respect of road users. They are portable enough to be shifted from place to place within a TTC zone in order to accommodate changing conditions, but are generally used in situations where they will remain in place for a prolonged period of time. Drum-like channelizers may be specified in lieu of trim-line channelizers to provide longitudinal channelization within the activity area if their larger size and additional retroreflective area are deemed appropriate.

'''Option.''' Although drums are most commonly used to channelize or delineate road user flow, they may also be used alone or in groups to mark specific locations.

'''Guidance.''' Drums should not be weighted with sand, water, or any material to the extent that would make them hazardous to road users or workers when struck. Drums used in regions susceptible to freezing should have drain holes in the bottom so that water will not accumulate and freeze causing a hazard if struck by a road user.
Drum-like channelizers are not to be used in ramp areas, intersections or areas with limited lateral clearance.

'''Standard.''' Ballast shall not be placed on the top of a drum.

==616.6.68 Type 1 or 3 Barricades (MUTCD 6F.68)==
{| style="margin: 1em auto 1em auto"
|-
|[[image:616.6 Barricade.jpg|left|150px]]||[[image:616.6 Road closed correctly.jpg|320px]]||[[image:616.6.2.jpg|left|208px]]
|}

'''Support.''' A barricade is a portable or fixed device having from one to three rails with appropriate markings and is used to control road users by closing, restricting, or delineating all or a portion of the right of way. (For examples, see [https://www.modot.org/media/16892 Standard Drawing 616.10] and [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]] TA-8 Highway Closure and TA-9 Road Closed Beyond Junction Detour).

For MoDOT use, barricades are classified as Type 1 or Type 3.

'''Standard.''' Stripes on barricade rails shall be alternating orange and white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. Except as provided in the below option, the stripes shall be 6 in. wide.

'''Option.''' When rail lengths are less than 36 in., 4 in. wide stripes may be used.

'''Standard.''' The minimum length for Type 1 Barricades shall be 24 in., and the minimum length for Type 3 Barricades shall be 48 inches. Each barricade rail shall be 8 in. to 12 in. wide. Barricades used on freeways, expressways, and other high-speed roadways shall have a minimum of 270 square inches of retroreflective area facing road users.

'''Guidance.''' Where barricades extend entirely across a roadway, the stripes should slope downward in the direction toward which road users must turn.

Where both right and left turns are provided, the barricade stripes should slope downward in both directions from the center of the barricade or barricades.

Where no turns are intended, the stripes should be positioned to slope downward toward the center of the barricade or barricades.

Barricade rails should be supported in a manner that will allow them to be seen by the road user, and in a manner that provides a stable support that is not easily blown over or displaced.

The width of the existing pedestrian facility should be provided for the temporary facility if practical. Traffic control devices and other construction materials and features should not intrude into the usable width of the sidewalk, temporary pathway, or other pedestrian facility. When it is not possible to maintain a minimum width of 60 in. throughout the entire length of the pedestrian pathway, a 60 in. x 60 in. passing space should be provided at least every 200 ft. to allow individuals in wheelchairs to pass.

Barricade rail supports should not project into pedestrian circulation routes more than 4 in. from the support between 27 in. and 80 in. from the surface as described in Section 4.4.1 of the “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]).

'''Option.''' For Type 1 Barricades, the support may include other unstriped horizontal rails necessary to provide stability.

'''Guidance.''' On high-speed expressways or in other situations where barricades may be susceptible to overturning in the wind, ballasting should be used.

'''Option.''' Sandbags may be placed on the lower parts of the frame or the stays of barricades to provide the required ballast. Additional ballasting information is located in [[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]].

'''Support.''' The Type I (one rail) barricade is only acceptable for use in non-motorized traffic operations on all highways and in emergency road closures on two-lane, undivided highways.

'''Option.''' Barricades may be used alone or in groups to mark a specific condition or they may be used in a series for channelizing road users.

'''Guidance.''' Type 3 Barricades should be used on freeways and expressways or other high-speed roadways. Type 3 Barricades should be used to close or partially close a road.

'''Standard.''' One Type 3 Barricade shall be used to completely close each 8 ft. of pavement. Paved shoulders shall be included in the area to be closed.

'''Guidance.''' Where provision is made for access of authorized equipment and vehicles, the responsibility for Type 3 Barricades should be assigned to a person who will provide proper closure at the end of each work day.

'''Support.''' When a highway is legally closed but access must still be allowed for local road users, barricades usually are not extended completely across the roadway.

'''Standard.''' A sign shall be installed with the appropriate legend concerning permissible use by local road users (see [https://www.modot.org/media/16892 Standard Drawing 616.10]). Adequate visibility of the barricades from both directions shall be provided.

'''Option.''' Signs may be installed on barricades (see Standard Drawing 616.10).

===616.6.68.1 Design and Construction Details===

Type 3 Movable Barricade details are shown in [https://www.modot.org/media/16892 Standard Drawing 616.10].

One barricade is required for every 8 ft. of pavement, so a typical roadway with two 12 ft. lanes and two 4 ft. shoulders will require four barricades. For paved roadways that are 20 ft. wide or narrower and without paved shoulders, two barricades are acceptable. The plans are to indicate the number and locations of barricades, and signs. When specified, quantities for barricades are calculated and shown on the plans. The quantity of signs needed for barricades shall be paid for as construction signs.

===616.6.68.2 Maintenance Details===
Maintenance forces may refer to the above details for barricades, signs and warning lights when deemed appropriate.

==616.6.69 Direction Indicator Barricades (MUTCD 6F.69)==

'''Standard.''' The Direction Indicator Barricade shall consist of a One-Direction Large Arrow (WO1-6) sign mounted above a diagonal striped, horizontally aligned, retroreflective rail.

The One-Direction Large Arrow (WO1-6) sign shall be black on a fluorescent orange background. The stripes on the bottom rail shall be alternating Type 4 orange and Type 4 white retroreflective stripes sloping downward at an angle of 45 degrees in the direction road users are to pass. The stripes shall be 4 in. wide. The One-Direction Large Arrow (WO1-6) sign shall be 24 in. x 12 inches. The bottom rail shall be 24 in. long and 8 in. tall (see Standard Drawing 616.10). For long-term stationary operations, direction indicator barricades (DIBs) should be used instead of trim-lime channelizers in merging tapers because they provide direction and have a larger target area for the motorists.

'''Option.''' For shorter duration projects, DIBs may be used in lieu of other channelizers. DIBs are not to be specified in shifting tapers except for the shifting tapers shown on Sheet 4 of Lane Closure, [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)|EPG 616.3.2 Temporary Traffic Control Zones (MUTCD 6C.02)]]. When specified, quantities are calculated and shown on the plans.

==616.6.70 Temporary Traffic Barriers as Channelizing Devices (MUTCD 6F.70)==

'''Support.''' Temporary traffic barriers are not TTC devices in themselves; however, when placed in a position identical to a line of channelizing devices and marked and/or equipped with appropriate channelization features to provide guidance and warning both day and night, they serve as TTC devices (see [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).

'''Standard.''' Temporary traffic barriers serving as TTC devices shall comply with requirements for such devices as set forth throughout EPG 616.

Temporary traffic barriers (see [[#616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)|EPG 616.6.85 Temporary Traffic Barriers]]) shall not be used solely to channelize road users, but also to protect the work space. If used to channelize vehicular traffic, the temporary traffic barrier shall be supplemented with delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility.

'''Guidance.''' Temporary traffic barriers should not be used for a merging taper except in low-speed urban areas.
When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper length should be designed to optimize road user operations considering the available geometric conditions.

'''Standard.''' When it is necessary to use a temporary traffic barrier for a merging taper in low-speed urban areas or for a constricted/restricted TTC zone, the taper shall be delineated.

'''Guidance.''' When used for channelization, temporary traffic barriers should be of a light color for increased visibility.

==616.6.71 Longitudinal Channelizing Devices (MUTCD 6F.71)==

MoDOT has not approved the use of Longitudinal Channelizing Devices.

==616.6.72 Temporary Lane Separators (MUTCD 6F.72)==

MoDOT has not approved the use of Temporary Lane Separators.

==616.6.73 Other Channelizing Devices (MUTCD 6F.73) ==

'''Option.''' Channelizing devices other than those described in MODOT [https://www.modot.org/media/16892 Standard Drawing 616.10] may not be used.

==616.6.74 Detectable Edging for Pedestrians (MUTCD 6F.74)==

'''Support.''' Individual channelizing devices, tape or rope used to connect individual devices, other discontinuous barriers and devices, and pavement markings are not detectable by persons with visual disabilities and are incapable of providing detectable path guidance on temporary or realigned sidewalks or other pedestrian facilities.

'''Guidance.''' When it is determined that a facility should be accessible to and detectable by pedestrians with visual disabilities, a continuously detectable edging should be provided throughout the length of the facility such that it can be followed by pedestrians using long canes for guidance. This edging should protrude at least 6 in. above the surface of the sidewalk or pathway, with the bottom of the edging a maximum of 2.5 in. above the surface. This edging should be continuous throughout the length of the facility except for gaps at locations where pedestrians or vehicles will be turning or crossing. This edging should consist of a prefabricated or formed-in-place curbing or other continuous device that is placed along the edge of the sidewalk or walkway. This edging should be firmly attached to the ground or to other devices. Adjacent sections of this edging should be interconnected such that the edging is not displaced by pedestrian or vehicular traffic or work operations, and such that it does not constitute a hazard to pedestrians, workers, or other road users.

'''Support.''' Examples of detectable edging for pedestrians include:

:A. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected and fixed in place to form a continuous edge.
:B. Prefabricated lightweight sections of plastic, metal, or other suitable materials that are interconnected, fixed in place, and placed at ground level to provide a continuous connection between channelizing devices located at intervals along the edge of the sidewalk or walkway.
:C. Sections of lumber interconnected and fixed in place to form a continuous edge.
:D. Formed-in-place asphalt or concrete curb.
:E. Prefabricated concrete curb sections that are interconnected and fixed in place to form a continuous edge.
:F. Continuous temporary traffic barrier or longitudinal channelizing barricades placed along the edge of the sidewalk or walkway that provides a pedestrian edging at ground level.
:G. Chain link or other fencing equipped with a continuous bottom rail.

'''Guidance.''' Detectable pedestrian edging should be orange, white, or yellow and should match the color of the adjacent channelizing devices or traffic control devices, if any are present.

==616.6.75 Temporary Raised Islands (MUTCD 6F.75)==

'''Standard.''' Temporary raised islands shall be used only in combination with pavement striping and other suitable channelizing devices.

'''Option.''' A temporary raised island may be used to separate vehicular traffic flows in two-lane, two-way operations on roadways having a vehicular traffic volume range of 4,000 to 15,000 average daily traffic (ADT) and on freeways having a vehicular traffic volume range of 22,000 ADT to 60,000 ADT.

Temporary raised islands also may be used in other than two-lane, two-way operations where physical separation of vehicular traffic from the TTC zone is not required.

'''Guidance.''' Temporary raised islands should have the basic dimensions of 4 in. tall by at least 12 in. wide and have rounded or chamfered corners.

The temporary raised islands should not be designed in such a manner that they would cause a motorist to lose control of the vehicle if the vehicle inadvertently strikes the temporary raised island. If struck, pieces of the island should not be dislodged to the extent that they could penetrate the occupant compartment or involve other vehicles.

'''Standard.''' At pedestrian crossing locations, temporary raised islands shall have an opening or be shortened to provide at least a 60 in. wide pathway for the crossing pedestrian.

==616.6.76 Opposing Traffic Lane Divider and Sign (W6-4) (MUTCD 6F.76)==

MoDOT does not use Opposing Traffic Lane dividers.

==616.6.77 Pavement Markings (MUTCD 6F.77)==

'''Support.''' Pavement markings are installed or existing markings are maintained or enhanced in TTC zones to provide road users with a clearly defined path for travel through the TTC zone in day, night, and twilight periods under both wet and dry pavement conditions.

'''Guidance.''' The work should be planned and staged to provide for the placement and removal of the pavement markings in a way that minimizes the disruption to traffic flow approaching and through the TTC zone during the placement and removal process.

'''Standard.''' Existing pavement markings shall be maintained in all long-term stationary (see [[#616.6.2 General Characteristics of Signs (MUTCD 6F.02)|EPG 616.6.2]]) TTC zones in accordance with [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Marking]], except as otherwise provided for temporary pavement markings in EPG 616.6.78. Pavement markings shall match the alignment of the markings in place at both ends of the TTC zone. Pavement markings shall be placed along the entire length of any paved detour or temporary roadway prior to the detour or roadway being opened to road users.

For long-term stationary operations, pavement markings in the temporary traveled way that are no longer applicable shall be removed or obliterated as soon as practical. Pavement marking obliteration shall remove the non-applicable pavement marking material, and the obliteration method shall minimize pavement scarring. Painting over existing pavement markings with black paint or spraying with asphalt shall not be accepted as a substitute for removal or obliteration.

'''Option.''' Removable, non-reflective, preformed tape that is approximately the same color as the pavement surface may be used where markings need to be covered temporarily.

==616.6.78 Temporary Markings (MUTCD 6F.78)==

'''Support.''' Temporary markings are those pavement markings or devices that are placed within TTC zones to provide road users with a clearly defined path of travel through the TTC zone when the permanent markings are either removed or obliterated during the work activities. Temporary markings are typically needed during the reconstruction of a road while it is open to traffic, such as overlays or surface treatments or where lanes are temporarily shifted on pavement that is to remain in place. Preformed removable marking tape is the preferred temporary pavement marking material on final wearing surfaces.

'''Guidance.''' Unless justified based on engineering judgment, temporary pavement markings should not remain in place for more than 14 days after the application of the pavement surface treatment or the construction of the final pavement surface on new roadways or over existing pavements.

The temporary use of edge lines, channelizing lines, lane-reduction transitions, gore markings, and other longitudinal markings, and the various non-longitudinal markings (such as stop lines, railroad crossings, crosswalks, words, symbols, or arrows) should be in accordance with [https://www.modot.org/media/16897 Standard Plan 620.10] and [[:Category:620 Pavement Marking|EPG 620 Pavement Marking]].

Short-term pavement marking tape is used in locations where the marking will be in place no more than two weeks. It is cost effective only in small quantities. Short-term pavement marking is not normally removed. If removal is required, removable tape is the preferred material.

'''Standard.''' Warning signs, channelizing devices, and delineation shall be used to indicate required road user paths in TTC zones where it is not possible to provide a clear path by pavement markings.

Except as otherwise provided in this Section, all temporary pavement markings for no-passing zones shall comply with the requirements of [[620.1 General (MUTCD Chapter 3A)|EPG 620.1 General]] and [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]. All temporary broken-line pavement markings shall use the same cycle length as permanent markings and shall have line segments that are at least 4 ft. long.

'''Guidance.''' All pavement markings and devices used to delineate road user paths should be reviewed during daytime and nighttime periods.

'''Option.''' MoDOT does not sign for passing zones. If used, the NO CENTER LINE sign should be placed in accordance with [[#616.6.47 NO CENTER LINE Sign (WO8-12) (MUTCD 6F.47)|EPG 616.6.47]].

==616.6.79 Temporary Raised Pavement Markers (MUTCD 6F.79) ==

'''Option.''' Retroreflective or internally illuminated raised pavement markers, or non-retroreflective raised pavement markers supplemented by retroreflective or internally illuminated markers, may be substituted for markings of other types in TTC zones.

'''Standard.''' If used, the color and pattern of the raised pavement markers shall simulate the color and pattern of the markings for which they substitute.

The value of N for a broken or dotted line shall equal the length of one line segment plus one gap.

The value of N referenced for solid lines shall equal the N for the broken or dotted lines that might be adjacent to or might extend the solid lines (see [[620.2 Pavement and Curb Markings (MUTCD Chapter 3B)|EPG 620.2 Pavement and Curb Markings]]).

The spacing and locations of temporary pavement markers shall be in accordance with [https://www.modot.org/media/16896 Standard Plan 620.00].

'''Option.''' Temporary marking tape may be used to establish experimental lanes or intersection markings to determine the markings effectiveness prior to installing the permanent markings. It may also be used to mark temporary centerlines following spot sealing and patching operations.

Temporary pavement marking may be used as a short term replacement for existing marking for grinding, milling and resurfacing, but no direct payment is made to the contractor as described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 620].

Temporary raised pavement markers may be used to substitute for broken line segments by using at least two retroreflective markers placed at each end of a segment of 2 ft. to 5 ft. long, using the same cycle length as permanent markings.

'''Guidance.''' Temporary raised pavement markers used on 2 ft. to 5 ft. segments to substitute for broken line segments should not be in place for more than 14 days unless justified by engineering judgment.

Raised pavement markers should be considered for use along surfaced detours or temporary roadways, and other changed or new travel-lane alignments.

==616.6.80 Delineators (MUTCD 6F.80)==

MoDOT does not use delineators in work zones.

==616.6.81 Lighting Devices (MUTCD 6F.81)==

'''Guidance.''' Lighting devices should be provided in TTC zones based on engineering judgment.

'''Fleet Lighting'''

'''Standard.''' Fleet lighting increases the visibility of work or incident response vehicles and equipment while in the temporary traffic control zone. All work vehicles and equipment shall be equipped with an acceptable warning light system, per example USDOT-approved warning lights. These lights shall be activated whenever a vehicle or piece of equipment is engaged in a work zone or incident response operation within the temporary traffic control zone. An exception to this requirement is those vehicles and pieces of equipment located within a workspace delineated by channelizers or protected by temporary traffic barrier. For this situation, activation of the lights is not required. For Maintenance lighting requirements, see [[616.27 Fleet Lighting|EPG 616.27 Fleet Lighting]]. For construction projects see [https://epg.modot.org/index.php/616.18_Construction_Inspection_Guidelines_for_Sec_616#Work_Zone_and_Work_Area_Lighting_Requirements_.28for_Sec_616.5.29 EPG 616.18, Work Zone and Work Area Lighting Requirements (for Sec 616.5)].

'''Standard.''' Although vehicle hazard warning lights are permitted to be used to supplement high-intensity rotating, flashing, oscillating or strobe lights, they shall not be used instead of high-intensity rotating, flashing, oscillating or strobe lights.

==616.6.82 Floodlights (MUTCD 6F.82)==

'''Support.''' Utility, maintenance, or construction activities on highways are frequently conducted during nighttime periods when vehicular traffic volumes are lower. Large construction projects are sometimes operated on a double-shift basis requiring night work (see [[#616.6.19 DETOUR Sign (WO20-2) and Detour Route Assembly (MUTCD 6F.19)|EPG 616.6.19]]).

'''Guidance.''' When nighttime work is being performed, floodlights should be used to illuminate the work area, equipment crossings and other areas.

'''Standard.''' Except in emergency situations, flagger stations shall be illuminated at night.
[[image:616.6.82.jpg|right|275px]]
Floodlighting shall not produce a disabling glare condition for approaching road users, flaggers, or workers.

'''Guidance.''' The adequacy of the floodlight placement and elimination of potential glare should be determined by driving through and observing the floodlighted area from each direction on all approaching roadways after the initial floodlight setup, at night and periodically.

'''Support.''' Desired work area or overhead illumination levels vary depending upon the nature of the task involved. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles.
<div id="Work Area lighting"></div>

'''Work Area lighting''' enhances worker safety and quality of the work performed during nighttime operations by illuminating the work area to a level at which workers can adequately see what they are doing. An average horizontal luminance of 5 foot-candles can be adequate for general activities. Tasks requiring high levels of precision and extreme care can require an average horizontal luminance of 20 foot-candles.
<div id="Overhead lighting"></div>

'''Overhead lighting''' illuminates specific areas significant to traffic guidance within the temporary traffic control zone during nighttime hours. Lighting of this nature may be considered at gore areas, transitions, ingress and egress areas, equipment crossings, intersections, and temporary signals. A minimum intensity of 0.6 foot-candles in the specific area is recommended for this type of lighting.

'''Support:.''' Typical work zone lighting may include dirigible lighting, portable light towers, balloon lighting, lights attached to equipment or post-mounted lights. In some cases, existing lighting or ambient lighting may meet lighting level requirements and negate the need for including work zone lighting as a pay item.

When stationary operations exceed 15 consecutive days, such as a bridge replacement, interchange or intersection work that occurs at night, temporary fixed lighting is considered in lieu of work zone lighting. Temporary fixed lighting is also be considered for islands, temporary bypasses, crossovers and connections and areas of potential conflict, such as temporary ramps, intersections and one-lane, two-way traffic operations that are in place for more than 15 consecutive days. These conditions may require lighting even though the work may not be conducted at night. This type of lighting, while more difficult to design and install, provides more uniform light distribution thereby enabling the motorist to better navigate the work zone at night. If temporary fixed lighting is chosen, it must be designed, shown in the plans and a 901 pay item for “Temporary Lighting” included. Temporary fixed lighting generally includes wood poles, luminaires and power supplies. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 Sec 901] for lighting requirements and [[:Category:901 Lighting|EPG 901 Lighting]] for lighting design.

Flagger stations in operation at night are required to be lit. Payment for this is generally included as part of the lump sum for either work zone lighting or temporary lighting.

==616.6.83 Warning Lights (MUTCD 6F.83)==

'''Support.''' Sequential Flashing warning lights are portable, powered, yellow, lens-directed, enclosed lights (see [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 616.5.2.3] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1063.5]).

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|'''Videos of Sequential Lighting'''
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|[https://epg.modot.org/documents/616.6.83I44.wmv I-44 Newton County]
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|[https://epg.modot.org/documents/616.6.83Rt60.wmv Rte. 60 Howell County]
|}

'''Standard.''' Except for the sequential flashing warning lights, flashing warning lights shall not be used for delineation.

'''Option.''' A series of sequential flashing warning lights may be placed on channelizing devices that form a merging taper in order to increase driver detection and recognition of the merging taper.

'''Standard.''' If a series of sequential flashing warning lights is used, the successive flashing of the lights shall occur from the upstream end of the merging taper to the downstream end of the merging taper in order to identify the desired vehicle path. Each flashing warning light in the sequence shall be flashed at a rate of not less than 55 or more than 75 times per minute.

Sequential flashing warning lights shall have a minimum mounting height of 30 inches to the bottom of the lens.

'''Support.''' Sequential flashing warning lights shall be capable of being visible from a distance of 3000 ft. on a clear night. Sequential flashing warning lights should be used on interstate nighttime operations and may be used on other multi-lane highways as determined by the districts.

'''Guidance.''' When used, sequential flashing warning lights shall only be used on the merging taper of a multi lane highway. For additional guidance, see Fig. 616.6.83 Sequential Flashing Warning Light, below.

===Fig. 616.6.83 Sequential Flashing Warning Light===
[[image:616.6.83.jpg|center|830px]]

==616.6.84 Temporary Traffic Control Signals (MUTCD 6F.84)==

'''Standard.''' Temporary traffic control signals (see [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.44_Temporary_and_Portable_Traffic_Control_Signals_.28MUTCD_Section_4D.32.29 EPG 902.5.44]) used to control road user movements through TTC zones and in other TTC situations shall comply with the applicable provisions of [[:Category:902 Signals|EPG 902 Signals]].

'''Support.''' Temporary traffic control signals are typically used in TTC zones such as temporary haul road crossings; temporary one-way operations along a one-lane, two-way highway; temporary one-way operations on bridges, reversible lanes and intersections.

'''Standard.''' A temporary traffic control signal that is used to control traffic through a one-lane, two-way section of roadway shall comply with the provisions of [[902.9 Traffic Control Signals for One-Lane, Two-Way Facilities (MUTCD Chapter 4H)|EPG 902.9.2]].

Both of the following criteria are to be met for temporary signals:

:(1) the traffic volumes using the intersection during the detour period meet the volume or interruption signal warrants as described in EPG 902 Signals and

:(2) the intersection has sufficient geometrics for signalization.

'''Guidance.''' Where pedestrian traffic is detoured to a temporary traffic control signal, engineering judgment should be used to determine if pedestrian signals or accessible pedestrian signals (see [https://epg.modot.org/index.php?title=902.6_Pedestrian_Control_Features_%28MUTCD_Chapter_4E%29#902.6.9_Accessible_Pedestrian_Signals_and_Detectors_.E2.80.93_General_.28MUTCD_Sections_4E.09_-_4E.13.29 EPG 902.6.9]) are needed for crossing along an alternate route.

When temporary traffic control signals are used, conflict monitors typical of traditional traffic control signal operations should be used.

'''Option.'''Temporary traffic control signals may be portable or temporarily mounted on fixed supports.

'''Guidance.''' Temporary traffic control signals should only be used in situations where temporary traffic control signals are preferable to other means of traffic control, such as changing the work staging or work zone size to eliminate one-way vehicular traffic movements, using flaggers to control one-way or crossing movements, using STOP or YIELD signs, and using warning devices alone.

Due to construction detours through an intersection, temporary signals may be warranted at an intersection that is normally unsignalized. The detoured traffic may result from the closing of a ramp, interchange, intersection or route. The intersection affected by the detoured traffic may be in the work zone or project limits. Temporary signals are considered only when detours will be in effect for more than 15 consecutive days.

'''Support.''' Factors related to the design and application of temporary traffic control signals include the following:

:A. Safety and road user needs;

:B. Work staging and operations;

:C. The feasibility of using other TTC strategies (for example, flaggers, providing space for two lanes, or detouring road users, including bicyclists and pedestrians);

:D. Sight distance restrictions;

:E. Human factors considerations (for example, lack of driver familiarity with temporary traffic control signals);

:F. Road-user volumes including roadway and intersection capacity;

:G. Affected side streets and driveways;

:H. Vehicle speeds;

:I. The placement of other TTC devices;

:J. Parking;

:K. Turning restrictions;

:L. Pedestrians;

:M. The nature of adjacent land uses (such as residential or commercial);

:N. Legal authority;

:O. Signal phasing and timing requirements;

:P. Full-time or part-time operation;

:Q. Actuated, fixed-time, or manual operation;

:R. Power failures or other emergencies;

:S. Inspection and maintenance needs;

:T. Need for detailed placement, timing and operation records and

:U. Operation by contractors or by others.

Although temporary traffic control signals can be mounted on trailers or lightweight portable supports, fixed supports offer superior resistance to displacement or damage by severe weather, vehicle impact and vandalism.

'''Guidance.''' Other TTC devices should be used to supplement temporary traffic control signals, including warning and regulatory signs, pavement markings and channelizing devices.

Temporary traffic control signals not in use should be covered or removed.

If a temporary traffic control signal is located within 1/2 mile of an adjacent traffic control signal, consideration should be given to interconnected operation.

'''Standard.''' Temporary traffic control signals shall not be located within 200 ft. of a grade crossing unless the temporary traffic control signal is provided with preemption in accordance with [https://epg.modot.org/index.php?title=902.5_Traffic_Control_Signal_Features_%28MUTCD_Chapter_4D%29#902.5.38_Preemption_and_Priority_Control_of_Traffic_Control_Signals_.28MUTCD_Section_4D.27.29 EPG 902.5.38], or unless a uniformed officer or flagger is provided at the crossing to prevent vehicles from stopping within the crossing.

Wood pole span wire signals are used for temporary signals. The signal phasing, location and type of signal heads and signing are designed as described in EPG 902 Signals. Temporary lighting is provided on the signal poles (silhouette discernment lighting as described in [[:Category:901 Lighting|EPG 901 Lighting]]). Temporary signals are normally pre-timed, although semi-actuated or fully-actuated control may be considered based on conditions. It is not necessary to itemize quantities, but a scaled layout is included in the TCP showing all items, proposed pole and signal controller locations and signal phasing.

==616.6.85 Temporary Traffic Barriers (MUTCD 6F.85)==

'''Support.''' Temporary traffic barriers, including shifting portable or movable barriers, are devices designed to help prevent penetration by vehicles while minimizing injuries to vehicle occupants and to protect workers, bicyclists and pedestrians.

The four primary functions of temporary traffic barriers are:

:A. To keep vehicular traffic from entering work areas, such as excavations or material storage sites;

:B. To separate workers, bicyclists, and pedestrians from motor vehicle traffic;

:C. To separate opposing directions of vehicular traffic; and

:D. To separate vehicular traffic, bicyclists, and pedestrians from the work area such as false work for bridges and other exposed objects.

'''Option.''' Temporary traffic barriers may be used to separate two-way vehicular traffic.

'''Guidance.''' Because the protective requirements of a TTC situation have priority in determining the need for temporary traffic barriers, their use should be based on an engineering study.

'''Standard.''' Temporary traffic barrier is required on roadway excavation edge drop-offs (refer to [https://www.modot.org/media/16895 Standard Plan 619.10]), bridge rehabilitation jobs with bridge rail replacement and/or full depth repair, and is to be considered for any other type of long-term bridge repair work. When specified, quantities are calculated and shown on the plans. Delineators for temporary concrete traffic barriers are provided at no direct pay as shown on [https://www.modot.org/media/16894 Standard Plan 617.20] and stated in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 617]. Delineator pay items are used only to retrofit existing permanent concrete traffic barrier.

Appropriate channelizing devices and pavement marking are always used in front of barrier tapers for lane closures, shoulder closures or transition areas for temporary bypasses or connections. Wherever practical, a lateral shy distance is to be provided between the edge of the driving lane and the barrier, and a longitudinal buffer area is to be provided between the channelizer taper and the barrier taper.

Temporary traffic barriers shall be supplemented with standard delineation, pavement markings, or channelizing devices for improved daytime and nighttime visibility if they are used to channelize vehicular traffic. The delineation color shall match the applicable pavement marking color.

Temporary traffic barriers, including their end treatments, shall be crashworthy. In order to mitigate the effect of striking the upstream end of a temporary traffic barrier, the end shall be installed in accordance with AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) by flaring until the end is outside the acceptable clear zone or by providing crashworthy end treatments.

'''Support.''' Movable barriers are capable of being repositioned laterally using a transfer vehicle that travels along the barrier. Movable barriers enable short-term closures to be installed and removed on long-term projects. Providing a barrier-protected work space for short-term closures and providing unbalanced flow to accommodate changes in the direction of peak-period traffic flows are two of the advantages of using movable barriers.

MUTCD Figure 6H-45 shows a temporary reversible lane using movable barriers. The notable feature of the movable barrier is that in both Phase A and Phase B, the lanes used by opposing traffic are separated by a barrier.

[[media:616.8.34 DECM 2016.pdf|Fig. 616.8.34 - DECM]] shows an exterior lane closure using a temporary traffic barrier. Notes 7 though 9 address the option of using a movable barrier. By using a movable barrier, the barrier can be positioned to close the lane during the off-peak periods and can be relocated to open the lane during peak periods to accommodate peak traffic flows. With one pass of the transfer vehicle, the barrier can be moved out of the lane and onto the shoulder. Furthermore, if so desired, with a second pass of the transfer vehicle, the barrier could be moved to the roadside beyond the shoulder.

More specific information on the use of temporary traffic barriers is contained in Chapters 8 and 9 of AASHTO’s ''Roadside Design Guide'' (see EPG 900.1.11).

==616.6.86 Crash Cushions (MUTCD 6F.86)==

'''Support.''' Crash cushions are systems that mitigate the effects of errant vehicles that strike obstacles, either by smoothly decelerating the vehicle to a stop when hit head-on, or by redirecting the errant vehicle. The two types of crash cushions that are used in TTC zones are stationary crash cushions and truck-mounted attenuators. Crash cushions in TTC zones help protect the drivers from the exposed ends of barriers, fixed objects, [[:Category:612 Impact Attenuators#612.1 Protective Vehicles (MUTCD "Shadow Vehicle")|shadow vehicles]], and other obstacles. Specific information on the use of crash cushions can be found in AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11], [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] and [https://epg.modot.org/index.php?title=Category:612_Impact_Attenuators#612.1.1_Truck-_and_Trailer-Mounted_Attenuators EPG 612.1 Impact Attenuators]).

'''Standard.''' Crash cushions shall be crashworthy. They shall also be designed for each application to stop or redirect errant vehicles under prescribed conditions. Crash cushions shall be periodically inspected to verify that they have not been hit or damaged. Damaged crash cushions shall be promptly repaired or replaced to maintain their crashworthiness.

'''Support.''' Stationary crash cushions are used in the same manner as permanent highway installations to protect drivers from the exposed ends of barriers, fixed objects and other obstacles.

'''Standard.''' An approved crash cushion is installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility or the anticipated posted speed of a temporary facility is greater than 35 mph. A crash cushion will be required on the upstream end for divided facilities, and on both ends for all two-way facilities.

Stationary crash cushions shall be designed for the specific application intended.

Truck- or trailer-mounted attenuators shall be energy-absorbing devices attached to the rear of protective trucks. If used, the protective vehicle with the attenuator shall be located in advance of the work area, workers or equipment to reduce the severity of rear-end crashes from errant vehicles. Review [[:Category:612 Impact Attenuators|EPG 612 Impact Attenuators]] for the use of protective vehicle and truck/trailer-mounted attenuators.

'''Support.''' Protective vehicles are often used to protect workers or work equipment from errant vehicles. These protective vehicles are normally equipped with flashing arrows, changeable message signs, and/or high-intensity rotating, flashing, oscillating or strobe lights located properly in advance of the workers and/or equipment that they are protecting. However, these protective vehicles might themselves cause injuries to occupants of the errant vehicles if they are not equipped with truck or trailer-mounted attenuators.

'''Guidance.''' The protective vehicle should be positioned a sufficient distance in advance of the workers or equipment being protected so that there will be sufficient distance, but not so much so that errant vehicles will travel around the protective vehicle and strike the protected workers and/or equipment.

'''Support.''' Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11]) contains additional information regarding the use of protective vehicles.

'''Guidance.''' If used, the truck- or trailer-mounted attenuator should be used in accordance with the manufacturer’s specifications.

==616.6.87 Temporary Rumble Strips (MUTCD 6F.87)==
{| style="float:right; margin-left: 15px; background-color:#b2b2b1; border-style: solid; border-width: 4px; border-color: #b2b2b1;"
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|[[image:Figure 616.6.87.1 Rumble Strip Placement-January2023.jpg|300px|link=https://epg.modot.org/files/7/70/Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf]]
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|align="center"|<b>Figure 616.6.87.1</b>
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Temporary rumble strips are a strategy for reducing distracted driving and achieving MoDOT’s work zone safety goals. Temporary rumble strips are used in construction or maintenance work zones (planned and unplanned) and consist of temporary long-term rumble strips.

'''Support.''' Temporary rumble strips are comprised of a series of elongated strips installed laterally within the travel lane of the roadway to provide an audible and vibratory alert to drivers of the upcoming work zone.

<u>[https://epg.modot.org/forms/JSP/JSP1304.docx JSP-13-04C]</u>

'''Support.''' Temporary long-term rumble strips are installed using adhesive backing on each strip to prevent movement of the strips in the travel lane.

'''Standard.''' When temporary long-term rumble strips are used, installation shall consist of a minimum of 1 set (5 strips per set) per open lane, spaced in accordance with <b>[[media:Figure_616.6.87.1_Rumble_Strip_Placement-January2023.pdf|Figure 616.6.87.1]]</b> on center with the RUMBLE STRIPS AHEAD sign.

'''Standard.''' If temporary rumble strips are used in work zones, any damage done to pavement must be restored to the existing condition.

===616.6.87.1 Temporary Rumble Strips for Work Zones===

'''Standard.''' Temporary long-term rumble strips shall be used in long-term stationary daytime or night-time work zones with a duration of 3 days or more when a lane(s) is impacted. If the project is a long-¬term stationary project with intermediate construction activities impacting traffic, such as lane restrictions, additional temporary rumble strips should be evaluated for use.

'''Support.''' When temporary long-term rumble strips are included in projects performed by contractors, Job Special Provisions (JSPs) for temporary rumble strip used is required. Additional information, including maintenance, repair, and monitoring of temporary rumble strips, can be found in the following JSPs: [https://epg.modot.org/forms/JSP/JSP1304.docx Temporary Long-Term Rumble Strips]

===616.6.87.2 Placement of Temporary Rumble Strips for Work Zones===

'''Guidance.''' Generally, temporary rumble strips will be placed before the feature requiring attention (e.g., merge, lane shift, reduced speed) giving the motorist enough time to act safely. The recommended distance before the feature should be referenced or shown on the plans or figures. The location should be adjusted when needed to comply with the guidance below or based on performance observations.

'''Standard.''' Temporary rumble strips shall be placed perpendicular to traffic.

'''Guidance.''' The following information is applicable to temporary long-term rumble strips, except where noted.
:*Temporary rumble strip placement should be reviewed, and consideration given to geometric conditions prior to placement.
:*Preferred placement of temporary rumble strips is on tangent roadway segments. Avoid placement at or just beyond a vertical curve crest.
:*Temporary rumble strips work best when in complete contact with the roadway surface and therefore should not be used on heavily rutted roadways or on roadways with loose material.
:*Temporary rumble strips should not be placed through marked pedestrian crossings, marked pedestrian paths, or on marked bicycle routes. Engineering judgment should be used to avoid placement in these areas.
:*Temporary rumble strips should not be placed where routine braking is expected on the rumble strip. Routine braking on the strips may cause the strips to come loose and require additional maintenance than otherwise would be needed to keep them in place. Relocating the rumble strips may be necessary if constant maintenance is required.
:*Additional sets, of temporary long-term rumble strips may be used to get the attention of drivers.

'''Standard.''' Temporary rumble strips shall be checked, as necessary, for proper adhesion and corrected when needed.
If temporary rumble strips are omitted as directed by this standard or field conditions, the decision with explanation of why, shall be documented accordingly.

==616.6.88 Screens (MUTCD 6F.88)==

'''Support.''' Screens are used to block the road users’ view of activities that can be distracting. Screens might improve safety and motor vehicle traffic flow where volumes approach the roadway capacity because they discourage gawking and reduce headlight glare from oncoming motor vehicle traffic.

'''Guidance.''' Screens should not be mounted where they could adversely restrict road user visibility and sight distance and adversely affect the reasonably safe operation of vehicles.

'''Option.''' Screens may be mounted on the top of temporary traffic barriers that separate two-way motor vehicle traffic.

'''Guidance.''' Design of screens should be in accordance with Chapter 9 of AASHTO’s ''Roadside Design Guide'' (see [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11] and [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]]).

==616.6.89 Radar Speed Advisory System (RSAS)==

These units contain an active digital display that indicates the speed of each vehicle as it passes by. These units are recommended for use in work zones in which the posted speed limit has been reduced, and in which workers will regularly be working adjacent to open lanes of travel (within 12 ft.). In these situations, the units should be located just prior to the area in which workers will be present.

Likewise, the units should be considered for work zones in which it is anticipated traffic may significantly slow down or come to a stop on a regular basis. In these situations, the units should be located in advance of any expected queues. However, the radar speed advisory system is not intended to create queues. In all situations, the units should be located such that they are shielded from being struck by traffic or sufficiently delineated.

Other considerations for the radar speed advisory system include long-term work zones with intermittent or continuous lane closures, narrowed lanes, or changing geometrics. These units should not be used in mobile operations, short-term work zones, or on routes with a posted speed limit prior to construction less than 50 mph. Other conditions may warrant the use of this unit and should be discussed by the Core Team for potential inclusion.

A nonstandard JSP, [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP 21-06 Radar Speed Advisory System], has been created for the RSAS.

[[Category:616 Temporary Traffic Control|616.06]]