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='''REVISION REQUEST 3980'''=
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==620.2.16 Stop and Yield Lines (MUTCD Section 3B.16)==
='''REVISION REQUEST 3818  (ON HOLD)'''=
'''Guidance.''' Stop lines should be used to indicate the point behind which vehicles are required to stop, in compliance with a traffic control signal.
 
='''REVISION REQUEST 3902  (ON HOLD)'''=
 
='''REVISION REQUEST 3905  (ON HOLD)'''=
 
='''REVISION REQUEST 3906  (ON HOLD)'''=
 
='''REVISION REQUEST 3934  (ON HOLD)'''=
 
='''REVISION REQUEST 4014  (ON HOLD)'''=
 
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='''REVISION REQUEST 4143'''=
==751.36.5 Design Procedure==
*Structural Analysis
*Geotechnical Analysis
*Drivability Analysis
 
===751.36.5.1 Design Procedure Outline===
*Determine foundation load effects from the superstructure and substructure for Service, Strength and Extreme Event Limit States. 
*If applicable, determine scour depths, liquefaction information and pile design unbraced length information. 
*Determine if downdrag loadings should be considered. 
*Select preliminary pile size and pile layout.
*Perform a Static Pile Soil Interaction Analysis.  Estimate Pile Length and pile capacity.
*Based on pile type and material, determine Resistance Factors for Structural Strength (<math>\, \phi_c</math> and <math>\, \phi_f</math>).
*Determine:
**Maximum axial load effects at toe of a single pile
**Maximum combined axial & flexural load effects of a single pile
**Maximum shear load effect for a single pile
**Uplift pile reactions
*Determine Nominal and Factored Structural Resistance for single pile
**Determine Structural Axial Compression Resistance
**Determine Structural Flexural Resistance
**Determine Structural Combined Axial & Flexural Resistance
**Determine Structural Shear Resistance
*Determine method for pile driving acceptance criteria
*Determine Resistance Factor for Geotechnical Resistance (<math>\, \phi_{stat}</math>) and Driving Resistance (<math>\, \phi_{dyn}</math>).
*If other than end bearing pile on rock or shale, determine Nominal Axial Geotechnical Resistance for pile.
*Determine Factored Axial Geotechnical Resistance for single pile.
*Determine Nominal pullout resistance if pile uplift reactions exist.
*Check for pile group effects.
*Resistance of Pile Groups in Compression 
*Check Drivability of all pile (bearing and friction pile) using the Wave equation analysis.  
*Review Static Pile Soil Interaction Analysis and pile lengths for friction pile.
*Show proper Pile Data on Plan Sheets ([https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table Foundation Data Table]).
 
===751.36.5.2 Structural Resistance Factor (ϕ<sub>c</sub> and ϕ<sub>f</sub>) for Strength Limit State===
{| style="margin: 1em auto 1em auto"
|-
|align="right" width="850"|'''LRFD 6.5.4.2'''
|}
 
'''For integral end bent simple pile design,''' use Φ<sub>c</sub>  = 0.35 for CIP steel pipe piles and HP piles.  See [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|Figure 751.35.2.4.2]].
 
'''For pile at all locations where integral end bent simple pile design is not applicable,''' use the following:
 
:The structural resistance factor for axial resistance in compression is dependent upon the expected driving conditions. When the pile is subject to damage due to severe driving conditions where use of pile point reinforcement is necessary:
::Steel Shells (Pipe): <math> \phi_c </math>= 0.60
::HP Piles: <math> \phi_c </math>= 0.50
:When the pile is subject to good driving conditions where use of pile point reinforcement is not necessary:
::Steel Shells (Pipe) Piles: <math> \phi_c </math>= 0.70
::HP Piles: <math> \phi_c </math>= 0.60
:For HP piles, pile point reinforcement is always required when HP piles are anticipated to be driven to rock and proofed. Driving HP piles to rock is considered severe driving conditions for determination of structural resistance factor. However, driving HP piles through overburden not likely to impede driving to deep rock or preboring to rock for setting piles are two situations that could be considered as less than severe. Further, driving any steel pile through soil without rubble, boulders, cobbles or very dense gravel could be considered good driving conditions for determination of structural resistance factor. Consult the Structural Project Manager or Structural Liaison Engineer.
:The structural resistance factor for combined axial and flexural resistance of undamaged piles:
::Axial resistance factor for HP Piles: <math> \phi_c </math>= 0.70
::Axial resistance for Steel Shells (Pipe): <math> \phi_c </math>= 0.80
::Flexural resistance factor for HP Piles or Steel Shells: <math> \phi_f </math>= 1.00
:For Extreme Event Limit States, see LRFD 10.5.5.3.
<div id="751.36.5.3 Geotechnical Resistance"></div>
 
===751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)===
The factors for Geotechnical Resistance (<math> \phi_{stat}</math>) and Driving Resistance (<math> \phi_{dyn}</math>) may be different because of the reliability of the different methods used to determine the nominal bearing resistance. Caution should be used if the difference in factors for Geotechnical Resistance and Driving Resistance are great as it can lead to issues with pile overruns. Also see [[#751.36.5.9 Estimate Pile Length and Check Pile Capacity|EPG 751.36.5.9]].
 
'''Geotechnical Resistance Factor, ϕ<sub>stat</sub>:'''
 
The Geotechnical Resistance factor is based on the static method used by the designer in determining the nominal bearing resistance. Unlike the Driving Resistance factor the Geotechnical Resistance factor can vary with the soil layers. If Geotechnical Resistance factors are not provided by the Geotechnical Engineer, the static method and resistance factors shall be selected from the table below. The values provided in LRFD Table 10.5.5.2.3-1 are only applicable if the end of drive criteria is based off the total pile penetration which is not recommended. For Extreme Event Limit States see LRFD 10.5.5.3.
 
{|border="1" style="text-align:center; width: 750px" cellpadding="5" align="center"  cellspacing="0"
|+ '''Table - Static Analysis Resistance Factors used for Pile Length Estimates'''
! Pile Type !! Soil Type !! Static Analysis Method !! Side Friction<sup>1</sup><br><math> \phi_{stat}</math> !! End Bearing<br><math> \phi_{stat}</math>
|-
| rowspan="4" | '''CIP Piles - Steel Pipe Shells''' || Clay || Alpha - Tomlinson || <math> \phi_{dyn}</math><sup>2</sup> || <math> \phi_{dyn}</math><sup>2</sup>
|-
| rowspan="3" | Sand || Nordlund<sup>3</sup> || 0.45 - Gates<br>0.45 - WEAP<br>0.55 - PDA || 0.45 - Gates<br>0.45 - WEAP<br>0.55 - PDA
|-
| LCPC<sup>4</sup> || 0.70 || 0.45
|-
| Schmertmann<sup>5</sup> || 0.50 || 0.50
|}
 
{|border="0" style="text-align:left; width: 750px" align="center"  cellspacing="0"
|-
| <sup>1</sup> For mixed soil profiles the lowest applicable resistance factor for clay or sand may be used to simplify the analysis.
|-
| <sup>2</sup>  ϕ<sub>dyn</sub> = see following section.
|-
| <sup>3</sup>The Nordlund method is recommended for sand layers in mixed soil profiles where CPT data is not available.
|-
| <sup>4</sup>The resistance factors associated with the LCPC method are not statistically calibrated for reliability, but studies have shown this method to be one of the most reliable methods for predicting soil behavior from CPT data.
|-
| <sup>5</sup>Per LRFD 10.7.3.8.6g the Schmertmann method shall only be used for sands and nonplastic silts with CPT data.
|-
| For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].
|}
 
'''Driving Resistance Factor, ϕ<sub>dyn</sub>:'''
 
The Driving Resistance factor shall be selected from LRFD Table 10.5.5.2.3-1 based on the method to be used in the field during construction to verify nominal axial compressive resistance.
 
{|border="1" style="text-align:center;" cellpadding="5" align="center"  cellspacing="0"
! Pile Driving Verification Method !! Resistance Factor,<br/><math> \phi_{dyn}</math>
|-
| FHWA-modified Gates Dynamic Pile Formula<br/>(End of Drive condition only) || 0.40
|-
| Wave Equation Analysis (WEAP) || 0.50
|-
| Dynamic Testing (PDA) on 1 to 10% piles || 0.65
|-
| Other methods || Refer to LRFD Table 10.5.5.2.3-1
|}
 
Use [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#G7._Steel_HP_Pile EPG 751.50 Standard Detailing Note G7.3] on plans as required for end bearing piles driven to rock. This requirement shall apply to any type of rock meaning weak to strong rock including stronger shales where HP piling is anticipated to meet refusal. The verification method shown on the plans is only used to verify the nominal axial compressive resistance prior to reaching practical refusal. If the practical refusal criterion is met the field verification method shown on the plans is no longer considered valid.
 
For end bearing piles tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, the Foundation Investigation Geotechnical Report (FIGR) should give a recommendation for dynamic pile testing (PDA) or no PDA. For most end bearing piles, where a recommendation for field verification is not given in the FIGR, the designer will need to determine whether gates or WEAP is required for the pile driving verification method based on the loading demands on the pile or other factors.
 
For piles bearing on hard rock with MNACR less than 600 kips, FHWA-modified Gates Dynamic Pile Formula should be listed as verification method, and practical refusal criterion should control end of driving criteria. FHWA-modified Gates Dynamic Pile Formula is not considered accurate for pile loading (Minimum Nominal Axial Compressive Resistance) exceeding 600 kips. When pile loading exceeds 600 kips, use wave equation analysis, dynamic testing, or other method. Consideration should be given to using additional piles to reduce the MNACR below 600 kips.
 
Under special circumstances when rock limits or conditions are nonuniform, WEAP should be considered in order to limit pile damage since it requires further scrutiny of the site conditions with the proposed pile driving system.
   
   
'''Option.''' Stop lines may be used to indicate the point behind which vehicles are required to stop in compliance with a STOP (R1-1) sign, a Stop Here For Pedestrians (R1-5b or R1-5c) sign, or some other traffic control device that requires vehicles to stop, except YIELD signs that are not associated with passive grade crossings.
Dynamic Testing is recommended for projects with friction piles where the soil profile is comprised primarily of sand. For bridges where the soil profile is comprised primarily of clays or evenly mixed clays and sands the recommended verification method is WEAP. When WEAP is specified as the pile driving criteria for friction pile, provide standard note E2.28 below the foundation table. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].
 
===751.36.5.4 Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction===
 
Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction (kips), '''LRFD 10.7.3.6, 10.7.3.7, and AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS) 6.8.'''
 
Downdrag, liquefaction and scour all reduce the available skin friction capacity of piles.  Downdrag <math>\, (DD)</math> is unique because it not only causes a loss of capacity, but also applies a downward force to the piles.  This is usually attributed to embankment settlement.  However, downdrag can also be caused by a non-liquefied layer overlying a liquefied layer.  Review geotechnical report for downdrag and liquefaction information.
 
===751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile ===
 
The PNDC equations provided herein assume the piles are continually braced. This assumption is applicable for the portion of piling below ground or confined by solid wall encasement. If designing a pile bent structure, scour exists or liquefaction exists, then the pile shall be checked considering the appropriate unbraced length.
 
'''Structural Steel HP Piles'''
 
:<math>\, PNDC = 0.66^\lambda F_y A_S</math>
 
:Since we are assuming the piles are continuously braced, then <math>\,\lambda</math>= 0.
 
:{|
|<math>\, F_y</math>||is the yield strength of the pile
|-
|<math>\, A_S</math>||is the area of the steel pile
|}
 
'''Welded or Seamless Steel Shell (Pipe) Cast-In-Place Piles (CIP Piles)'''
 
:<math>\, PNDC = 0.85 f'_c Ac+F_y A_{st}</math>
 
:{|
|<math>\, F_y</math>||is the yield strength of the pipe pile
|-
|valign="top"|<math>\, A_{st}</math>||is the area of the steel pipe (deducting 12.5 % ASTM tolerance and 1/16 inch corrosion where appropriate.)
|-
|<math>\, f'_c</math>||is the concrete compressive strength at 28 days
|-
|<math>\, Ac</math>|| is the area of the concrete inside the pipe pile
|}
 
:Maximum Load during pile driving = <math>\, 0.90 (f_y A_{st})</math>
 
Welded or Seamless Steel Shell shall be ASTM A252 Modified Grade 3 (50 ksi). ASTM A252 states “the wall thickness at any point shall not be more than 12.5% under the specified nominal wall thickness.” AASHTO recommends deducting 1/16” of the wall thickness due to corrosion (LRFD 5.13.4.5.2). Corrosion need not be considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis deduct 12.5% of specified nominal wall thickness (ASTM A252). For structural design deduct 12.5 % (ASTM A252) and 1/16” for corrosion (LRFD 5.13.4.5.2) from specified nominal wall thickness.
 
===751.36.5.6 Preliminary Factored Axial Design Capacity (PFDC) of an Individual Pile ===
 
:PFDC = Structural Factored Axial Compressive Resistance – Factored Downdrag Load
 
===751.36.5.7 Design Values for Steel Pile===
====751.36.5.7.1 Integral End Bent Simple Pile Design ====
The following design values may be used for integral end bents where the simple pile design method is applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]].  These values are not applicable for soils subject to liquefaction or scour where  unbraced lengths may alter the design.
 
=====751.36.5.7.1.1 Design Values for Individual HP Pile=====
 
<center>
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.
{|border="1" style="text-align:center;" cellpadding="5" align="center"  cellspacing="0"
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4,5</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi
|-
|HP 12x53|| 15.5|| 775|| 0.35|| 271|| 45.00
|-
|HP 14x73|| 21.4|| 1070|| 0.35|| 375|| 45.00
|-
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. <br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance  =  Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/>
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile  ≤  Structural factored axial compressive resistance.
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States.
<br/><br/>'''<sup>5</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.5 for structural resistance factor (LRFD 6.5.4.2)
<br/><br/><br/>'''Notes:
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]]. 
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42.  Do not show minimum hammer energy on plans.
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]]
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].
|}
</center>
 
=====751.36.5.7.1.2 Design Values for Individual Cast-In-Place (CIP) Pile=====
 
<center>
Modified Grade 3 F<sub>y</sub> = 50 ksi; F'<sub>c</sub> = 4 ksi; Structural Axial Compressive Resistance Factor, (Φ<sub>c</sub>)<sup>1,3</sup> = 0.35
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"
|-
! colspan="8" | Unfilled Pipe For Axial Analysis<sup>2</sup>
|-
! Pile Outside Diameter O.D., in. !! Pile Inside Diameter I.D., in. !! Minimum Wall Thickness, in. !! Reduced Wall thick. for Fabrication (ASTM A252), in. !! A<sub>s</sub>,<sup>4</sup><br/>Area<br/>of<br/>Steel<br/>Pipe,<br/>sq. in. !! Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>P<sub>n</sub><sup>5,6,7</sup>,<br/>kips !! Structural<br/>Factored Axial<br/>Compressive<br/>Resistance<sup>1,7,8</sup>,<br/>kips !! 0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>6</sup>,<br/>LRFD 10.7.8,<br/>kips
|-
| rowspan="2" | 14 || 13 || 0.5 || 0.44 || 18.47 || 923 || 323 || 831
|-
| 12.75 || 0.625<sup>9</sup> || 0.55 || 22.84 || 1142 || 400 || 1028
|-
| rowspan="2" | 16 || 15 || 0.5 || 0.44 || 21.22 || 1061 || 371 || 955
|-
| 14.75 || 0.625<sup>9</sup> || 0.55 || 26.28 || 1314 || 460 || 1183
|-
| rowspan="2" | 20 || 19 || 0.5 || 0.44 || 26.72 || 1336 || 468 || 1202
|-
| 18.75 || 0.625 || 0.55 || 33.15 || 1658 || 580 || 1492
|-
| rowspan="3" | 24 || 23 || 0.5 || 0.44 || 32.21 || 1611 || 564 || 1450
|-
| 22.75 || 0.625 || 0.55 || 40.03 || 2001 || 700 || 1801
|-
| 22.5 || 0.75 || 0.66 || 47.74 || 2387 || 835 || 2148
|-
| colspan="8" align="left" |
'''<sup>1</sup>'''Values are applicable for Strength Limit States.
 
'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.
 
'''<sup>3</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.6 for structural axial compressive resistance factor (LRFD 6.5.4.2). Since ϕ<sub>dyn</sub> >> Φ<sub>c</sub> the maximum nominal driving resistance may not control.
 
'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).
 
'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only.


Yield lines may be used to indicate the point behind which vehicles are required to yield in compliance with a YIELD (R1-2) sign or a Yield Here to Pedestrians (R1-5 or R1-5a) sign.
'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub>


'''Standard.''' Except as provided in MUTCD Section 8B.28, stop lines shall not be used at locations where drivers are required to yield in compliance with a YIELD (R1-2) sign or a Yield Here To Pedestrians (R1-5 or R1-5a) sign or at locations on uncontrolled approaches where drivers are required by State law to yield to pedestrians.
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.5.5.2.3


Yield lines shall not be used at locations where drivers are required to stop in compliance with a STOP (R1-1) sign, a Stop Here For Pedestrians (R1-5b or R1-5c) sign, a traffic control signal, or some other traffic control device.
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; ≤ Maximum nominal driving resistance.


Stop lines shall consist of solid white lines extending across approach lanes to indicate the point at which the stop is intended or required.
'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.


Stop lines shall be used in advance of railroad crossings to indicate the appropriate location to stop.
'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.


When any crosswalk is installed where a permanent traffic control device is provided, such as a STOP sign or traffic signal, a stop line shall be installed in advance of the crosswalk.
'''<sup>9</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.


Stop lines shall be 24 in. wide and shall extend across all lanes affected by the traffic control device.
'''Notes: '''


Yield lines shall consist of a row of solid white isosceles triangles pointing toward approaching vehicles extending across approach lanes to indicate the point at which the yield is intended or required. The spacing of triangles in a yield line shall be consistent for that marking.
Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42. Do not show minimum hammer energy on plans.


'''Guidance.''' Yield lines should be 24in. wide by 36in. long with 12 in. spacing between triangles, as shown on [https://www.modot.org/media/16896 Standard Plan 620.00]. Yield line triangles are paid for per each individual triangle. A yield line, for a lane that is 10 ft. or narrower, will consist of 4 individual triangles spaced accordingly.
Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].


Yield lines may be considered for those locations where a free right turn lane is developed but there is not an acceleration lane on the intersecting road. Yield lines may also be considered at on ramps with tapered acceleration lanes as shown in [[#Fig. 620.2.5.3|Fig. 620.2.5.3, Examples of Dotted Lined and Channelizing Line Applications for Entrance Ramp Markings]].
Require dynamic pile testing for field verification for all CIP piles on the plans. <br/>ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1.


Yield lines may also be used where engineering judgment indicates a need.
For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].
|}
</center>


'''Guidance.''' If used, stop and yield lines should be placed a minimum of 4 ft. in advance of the nearest crosswalk line at controlled intersections, except for yield lines at roundabouts as provided for in [https://epg.modot.org/index.php/620.3_Roundabout_Markings_(MUTCD_Chapter_3C)#620.3.4_Yield_Lines_for_Roundabouts_.28MUTCD_Section_3C.4.29 EPG 620.3.4 Yield Lines for Roundabouts] and at midblock crosswalks. In the absence of a marked crosswalk, the stop line or yield line should be placed at the desired stopping or yielding point, but should not be placed more than 30 ft. nor less than 4 ft. from the nearest edge of the intersecting traveled way. Stop lines should be placed to allow sufficient sight distance to all other approaches to an intersection.
====751.36.5.7.2 General Pile Design====


When a stop line is used in conjunction with the STOP sign it should be placed adjacent to, or in line with, the STOP sign.
The following design values are recommended for general use where the simple pile design method is not applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]].  These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design.


When a yield line is used in conjunction with the YIELD sign it should be placed adjacent to, or in line with, the YIELD sign.
=====751.36.5.7.2.1 Design Values for Individual HP Pile=====


Stop lines at midblock signalized locations should be placed at least 40 ft. in advance of the nearest signal indication.  
<center>
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.
{|border="1" style="text-align:center;" cellpadding="5" align="center"  cellspacing="0"
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi
|-
|HP 12x53|| 15.5|| 775|| 0.5|| 388|| 45.00
|-
|HP 14x73|| 21.4|| 1070|| 0.5|| 535|| 45.00
|-
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e., intermediate pile cap bent).<br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance  =  Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/>
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile  ≤  Structural factored axial compressive resistance.
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States.  Modify value for other Limit States.
<br/><br/><br/>'''Notes:
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]].
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans.
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]]
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].
|}
</center>


If yield or stop lines are used at a crosswalk that crosses an uncontrolled multilane approach, the yield lines or stop lines should be placed 20 to 50 ft. in advance of the nearest crosswalk line, and parking should be prohibited in the area between the yield or stop line and the crosswalk (see Figure 620.2.17.1 Examples of Yield Lines at Unsignalized Midblock Crosswalks).
=====751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile=====


'''Standard.''' If yield (stop) lines are used at a crosswalk that crosses an uncontrolled multi-lane approach, [https://epg.modot.org/index.php/903.5_Regulatory_Signs#903.5.6_YIELD_HERE_TO_PEDESTRIANS_Signs_.28R1-5.2C_R1-5a.29_.28MUTCD_Section_2B.11.29 Yield Here To (Stop Here For) Pedestrians (R1-5 series)] signs (see [[#620.2.11 Raised Pavement Markers (MUTCD Section 3B.11)|EPG 620.2.11 Raised Pavement Markers]]) shall be used.
<center>
Modified Grade 3 F<sub>y</sub> = 50 ksi; F'<sub>c</sub> = 4 ksi; Structural Resistance Factor, (Φ<sub>c</sub>)<sup>'''1'''</sup> = 0.6
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"
! colspan="8" | Unfilled Pipe For Axial Analysis<sup>2</sup> !! colspan="5" | Concrete Filled Pipe For Flexural Analysis<sup>3</sup>
|-
! Pile Outside Diameter O.D., in. !! Pile Inside Diameter I.D., in. !! Minimum Wall Thickness, in. !! Reduced Wall thick. for Fabrication (ASTM A252), in. !! A<sub>s</sub>,<sup>4</sup> Area of Steel Pipe, sq. in. !! Structural Nominal Axial Compressive Resistance, P<sub>n</sub><sup>5,6,7</sup>, kips !! Structural Factored Axial Compressive Resistance<sup>1,7,8</sup>, kips !! 0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub> Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>5,6</sup>, LRFD 10.7.8, kips !! Reduced Wall Thick. for Corrosion (1/16"), LRFD 5.13.4.5.2, in. !! A<sub>st</sub>,<sup>9</sup> Net Area of Steel Pipe, sq. in. !! A<sub>c</sub> Concrete Area, sq. in. !! Structural Nominal Axial Compressive Resistance PNDC<sup>5,7,10</sup>, kips !! Structural Factored Axial Compressive Resistance<sup>1,7,10</sup>, kips
|-
| rowspan="2" | 14 || 13 || 0.5 || 0.44 || 18.47 || 923 || 554 || 831 || 0.375 || 15.76 || 133 || 1239 || 743
|-
| 12.75 || 0.625<sup>'''11'''</sup> || 0.55 || 22.84 || 1142 || 685 || 1028 || 0.484 || 20.14 || 128 || 1441 || 865
|-
| rowspan="2" | 16 || 15 || 0.5 || 0.44 || 21.22 || 1061 || 637 || 955 || 0.375 || 18.11 || 177 || 1506 || 904
|-
| 14.75 || 0.625<sup>'''11'''</sup> || 0.55 || 26.28 || 1314 || 788 || 1183 || 0.484 || 23.18 || 171 || 1740 || 1044
|-
| rowspan="2" | 20 || 19 || 0.5 || 0.44 || 26.72 || 1336 || 801 || 1202 || 0.375 || 22.83 || 284 || 2105 || 1263
|-
| 18.75 || 0.625 || 0.55 || 33.15 || 1658 || 995 || 1492 || 0.484 || 29.27 || 276 || 2402 || 1441
|-
| rowspan="3" | 24 || 23 || 0.5 || 0.44 || 32.21 || 1611 || 966 || 1450 || 0.375 || 27.54 || 415 || 2790 || 1674
|-
| 22.75 || 0.625 || 0.55 || 40.03 || 2001 || 1201 || 1801 || 0.484 || 35.36 || 406 || 3150 || 1890
|-
| 22.5 || 0.75 || 0.66 || 47.74 || 2387 || 1432 || 2148 || 0.594 || 43.08 || 398 || 3506 || 2103
|-
| colspan="13" align="left" |
'''<sup>1</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.


'''Guidance.''' Yield (stop) lines and Yield Here To (Stop Here For) Pedestrians signs should not be used in advance of crosswalks that cross an approach to or departure from a roundabout.
'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.


'''Support.''' Drivers yielding or stopping too close to crosswalks that cross uncontrolled multi-lane approaches place pedestrians at risk by blocking other drivers’ views of pedestrians and by blocking pedestrians’ view of vehicles approaching in the other lanes.  
'''<sup>3</sup>''' Pipes placed in prebored holes in rock can use filled pipe capacity for axial plus flexural resistance. Therefore, number of piles should be based on this capacity assuming rock is infinitely more stiff. This recognizes that pile driving is not a concern.


'''Option.''' Stop and yield lines may be staggered longitudinally on a lane-by-lane basis. Refer to [[#Fig. 620.2.8.2|"D" of Fig. 620.2.8.2]].
'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).


'''Support.''' Staggered stop lines and staggered yield lines can improve the driver's view of pedestrians, provide better sight distance for turning vehicles and increase the turning radius for left-turning vehicles.
'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only. Value in table is a raw number and is the value used to determine the factored resistance. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e. Intermediate pile cap bent).  


[[620.2_Pavement_and_Curb_Markings_(MUTCD_Chapter_3B)#620.2.25_Stop_and_Yield_Lines_at_Highway-Rail_Grade_Crossings_(MUTCD_section_8B.28)|EPG 620.2.25 Stop and Yield Lines at Highway-Rail Grade Crossings]] contains information regarding the use of stop lines and yield lines at grade crossings.
'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub>


&nbsp; &nbsp; &nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; LRFD 10.5.5.2.3


----
&nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; ≤ Maximum nominal driving resistance.


'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered


==620.2.24 Pavement Markings for Highway-Rail Grade Crossings (MUTCD Section 8B.27)==
'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance
'''Standard.''' All grade crossing pavement markings shall be retroreflectorized white. All other markings shall be in accordance with [[:Category:620 Pavement Marking|EPG 620 Pavement Marking]].


On paved roadways, pavement markings in advance of a grade crossing shall consist of an X, the letters RR, a no-passing zone marking (on two-lane, two-way highways with centerline markings in compliance with [[#620.2.1 Yellow Centerline Pavement Markings and Warrants (MUTCD Section 3B.01)|EPG 620.2.1]]), and certain transverse lines as shown in Fig. 620.2.25.1, Example of Placement of Warning Signs and Pavement Markings at Grade Crossings and Fig. 620.2.25.2, Grade Crossing Pavement Markings.
'''<sup>9</sup>''' Net area of steel pipe, A<sub>st</sub>, assumes a 12.5% fabrication reduction (ASTM A252) and 1/16" (LRFD 5.13.4.5.2) reduction in pipe nominal wall thickness for corrosion.  


Identical markings shall be placed in each approach lane on all paved approaches to grade crossings where signals or automatic gates are located, and at all other grade crossings where the posted or statutory highway speed is 40 mph or greater.
'''<sup>10</sup>''' Use for lateral load analysis. Resistance value includes filled pipe based on net area of steel pipe, A<sub>st</sub> (12.5% fab. reduction and 1/16” corr. reduction in nominal pipe wall thickness).


Pavement markings shall not be required at grade crossings where the posted or statutory highway speed is less than 40 mph if an engineering study indicates that other installed devices provide suitable warning and control. Pavement markings shall not be required at grade crossings in urban areas if an engineering study indicates that other installed devices provide suitable warning and control.
'''<sup>11</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.  


'''Guidance.''' When pavement markings are used, a portion of the X symbol should be directly opposite the Grade Crossing Advance Warning sign. The X symbol and letters should be elongated to allow for the low angle at which they will be viewed.
'''Notes:


'''Option.''' When justified by engineering judgment, supplemental pavement marking symbol(s) may be placed between the Grade Crossing Advance Warning sign and the grade crossing.
Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42. Do not show minimum hammer energy on plans.


Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].


----
Require dynamic pile testing for field verification for all CIP piles on the plans.


ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1.


==620.2.25 Stop and Yield Lines at Highway-Rail Grade Crossings (MUTCD section 8B.28)==
For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].
'''Standard.''' On paved roadways at grade crossings that are equipped with active control devices such as flashing-light signals, gates, or traffic control signals, a stop line (see [[#620.2.16 Stop and Yield Lines (MUTCD Section 3B.16)|EPG 620.2.16]]) shall be installed to indicate the point behind which highway vehicles are or might be required to stop.
|}
</center>


'''Guidance.''' On paved roadway approaches to passive grade crossings where a STOP sign is installed in conjunction with the Crossbuck sign, a stop line should be installed to indicate the point behind which highway vehicles are required to stop or as near to that point as practical.
===751.36.5.8 Additional Provisions for Pile Cap Footings===
'''Pile Group Layout:'''


If a stop line is used, it should be a transverse line at a right angle to the traveled way and should be placed approximately 8 ft. in advance of the gate (if present), but no closer than 15 ft. in advance of the nearest rail.
P<sub>u</sub> = Total Factored Vertical Load.


'''Option.''' On paved roadway approaches to passive grade crossings where a YIELD sign is installed in conjunction with the Crossbuck sign, a yield line (see [[#620.2.16 Stop and Yield Lines (MUTCD Section 3B.16)|EPG 620.2.16]]) or a stop line may be installed to indicate the point behind which highway vehicles are required to yield or stop or as near to that point as practical.
Preliminary Number of Piles Required = <math>\, \frac{Total\ Factored\ Vertical\ Load}{PFDC}</math>


'''Guidance.''' If a yield line is used, it should be a transverse line at a right angle to the traveled way and should be placed no closer than 15 ft. in advance of the nearest rail (see Fig. 620.2.25.1, Example of Placement of Warning Signs and Pavement Markings at Grade Crossings).
Layout a pile group that will satisfy the preliminary number of piles required. Calculate the maximum and minimum factored load applied to the outside corner piles assuming the pile cap/footing is perfectly rigid. The general equation is as follows:


[[Image:620.2.25.1 8B6 2020.jpg|thumb|center|780px|<center>'''Fig. 620.2.25.1, Example of Placement of Warning Signs and Pavement Markings at Grade Crossings (MUTCD 8B-6)'''</center>]]
Max. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} + \frac {M_{ux} Y_i}{\Sigma Y_i^2} + \frac {M_{uy} X_i}{\Sigma X_i^2}</math>


[[Image:620.2.28.2 8B7.jpg|thumb|center|780px|<center>'''Fig. 620.2.25.2, Grade Crossing Pavement Markings (MUTCD 8B-7)'''</center><center>Note: Refer to Fig. 620.2.25.1 for placement.</center>]]
Min. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} - \frac {M_{ux} Y_i}{\Sigma Y_i^2} - \frac {M_{uy} X_i}{\Sigma X_i^2}</math>


The maximum factored load per pile must be less than or equal to PFDC for the pile type and size chosen.  If not, the pile size must be increased or additional piles must be added to the pile group.  Reanalyze until the pile type, size and layout are satisfactory.


='''REVISION REQUEST 3981'''=


'''Pile Uplift on End Bearing Piles and Friction Piles:'''


==620.2.18 Crosswalk Markings (MUTCD Section 3B.18)==
:'''Service - I Limit State:'''
'''Support.''' Crosswalk markings provide guidance for pedestrians who are crossing roadways by defining and delineating paths on approaches to and within signalized intersections, and on approaches to other intersections where traffic stops.


In conjunction with signs and other measures, crosswalk markings help to alert road users of a designated pedestrian crossing point across roadways at locations that are not controlled by traffic control signals or STOP or YIELD signs.
::Minimum factored load per pile shall be ≥ 0.
::Tension on a pile is not allowed for conventional bridges.


At non-intersection locations, crosswalk markings legally establish the crosswalk.
:'''Strength and Extreme Event Limit States:'''


'''Standard.''' When crosswalk lines are used, they shall consist of solid white lines that mark the crosswalk.
::Uplift on a pile is not preferred for conventional bridges.
::Maximum Pile Uplift load = │Minimum factored load per pile│ - │Factored pile uplift resistance│ ≥ 0<sup>'''1'''</sup>


There are two styles of crosswalk markings: transverse and longitudinal (also known as continental). In most applications, the longitudinal markings are preferred and should be used to provide greater visibility, especially at midblock and uncontrolled crossings.  
:::'''Note:''' Compute maximum pile uplift load if value of minimum factored load is negative.


When used, longitudinal crosswalk markings shall be 24 inches wide and at least 6 feet in length, except that they shall be at least 8 feet in length at non-intersection crossings where the posted speed limit is 40 mph or greater.
::::<sup>'''1'''</sup> The minimum factored load (maximum tensile load) per pile should preferably not result in uplift for the Strength and Extreme Event Limit States. Pile uplift for the Strength and Extreme Event limit states may be permitted by SPM or SLE based on infrequent uplift load cases and small magnitudes of uplift. This decision is based on the presumed difficulty of a pile cap footing to rotate, specifically for it to be able to rotate on piles driven to rock. When pile uplift is allowed, the necessity of top pile cap reinforcement shall be investigated and the standard  anchorage detail for HP pile per [[#751.36.4.1 Structural Steel HP Pile - Details|EPG 751.36.4.1 Structural Steel HP Pile - Details]] shall be used.


If used, transverse crosswalk lines shall be no less than 6 inches wide and at least 6 feet apart


'''Guidance.''' Crosswalk lines, if used on both sides of the crosswalk, should extend across the full width of pavement or to the edge of the intersecting crosswalk to discourage diagonal walking between crosswalks.
'''Resistance of Pile Groups in Compression'''&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;'''LRFD 10.7.3.9'''


At locations controlled by traffic control signals or on approaches controlled by STOP or YIELD signs, crosswalk lines should be installed where engineering judgment indicates they are needed to direct pedestrians to the proper crossing path(s).
If the cap is not in firm contact with the ground and if the soil at the surface is soft, the individual nominal resistance of each pile (751.36.5.5) shall be multiplied by an efficiency factor, <math>\eta</math>, based on pile spacing.


Crosswalk lines should not be used indiscriminately. An engineering study should be performed before a marked crosswalk installed at a location away from a traffic control signal or STOP or YIELD signs. The engineering study should consider the number of lanes, the presence of a median, the distance from adjacent signalized intersections, the pedestrian volumes and delays, the average annual daily traffic (AADT), the posted or statutory speed limit or 85<sup>th</sup>-percentile speed, the geometry of the location, the possible consolidation of multiple crossing points, the availability of street lighting and other appropriate factors.
===751.36.5.9 Estimate Pile Length and Check Pile Capacity===


New marked crosswalks alone, without other measures designed to reduce traffic speeds, shorten crossing distances, enhance driver awareness of the crossing, and/or provide active warning of pedestrian presence, should not be installed across uncontrolled roadways where the speed limit exceeds 40 mph and either:
====751.36.5.9.1 Estimated Pile Length====


:A. The roadway has four or more lanes of travel without a raised median or pedestrian refuge island and an ADT of 12,000 vehicles per day or greater; or
'''Friction Piles:'''


:B. The roadway has four or more lanes of travel with a raised median or pedestrian refuge island and an ADT of 15,000 vehicles per day or greater.
Estimate the pile length required to achieve the minimum nominal axial compressive resistance, MNACR, or required driving resistance, R<sub>ndr</sub>, for establishment of contract pile quantities. Perform a static analysis using one of the methods given in EPG [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]] to determine the nominal resistance profile of the soil.  For each soil layer the appropriate resistance factor, ϕ<sub>stat</sub>, shall be applied to account for the reliability of the static analysis method to create a factored resistance profile. The penetration depth would then occur at the location where the factored resistance profile intercepts the factored load. The relationship between the static axial compressive resistance and required driving resistance for a uniform soil profile with a constant static resistance factor is given as follows:
:{| style="margin: 1em auto 1em auto"
|-
|ϕ<sub>dyn</sub> x R<sub>ndr</sub> = ϕ<sub>stat</sub> x R<sub>nstat</sub> ≥ Factored Load||width="450"| ||LRFD C10.7.3.3-1
|}


'''Support.''' Chapter 4F of the MUTCD contains information on Pedestrian Hybrid Beacons. Section 4L.03 contains information regarding Warning Beacons to provide active warning of a pedestrian's presence. Section 4N.02 contains information regarding In-Roadway Warning Lights at crosswalks. Chapter 7D contains information regarding school crossing supervision.
Where:
:ϕ<sub>dyn</sub> = see [[#751.36.5.3 Geotechnical Resistance|EPG.751.36.5.3]]
:R<sub>ndr</sub> = Required nominal driving resistance = MNACR
:ϕ<sub>stat</sub> = Static analysis resistance factor per [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|EPG 751.36.5.3]] or as provided by the Geotechnical Engineer. Factors for side friction and end bearing may be different.
:R<sub>nstat</sub> = Required nominal static resistance
 
Use soil profiles from borings and mimic soil characteristics as closely as possible in computations or software to calculate the geotechnical resistance and for estimating the length of pile. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].
 
It is not advisable to design pile deeper than available borings or to reach capacity within the bottom 3 to 5 feet of borings. If a longer pile depth is needed to meet design requirements then request Geotechnical Section to provide deeper borings or increase the number of piles which will reduce load per pile as well as the required pile length.
 
For friction pile the top five feet of soil friction resistance may be neglected with SPM or SLE approval for possible disturbance from MSE wall excavation prior to driving pile.
 
'''End Bearing Piles:'''
 
The estimated pile length is the distance along the pile from the cut-off elevation to the estimated tip elevation considering any penetration into rock. The estimated tip elevation shall not be shown on plans for end bearing piles.
 
The geotechnical material above the estimated end bearing tip elevation shall be reviewed for the presence of glacial till or similar layers. If these layers are present, then a static analysis shall be performed to verify if the required pile resistance is reached at a higher elevation due to pile friction capacity.
 
====751.36.5.9.2 Check Pile Geotechnical Capacity (Axial Loads Only)====
 
Use the same methodology outlined in [[#751.36.5.9.1 Estimated Pile Length|EPG 751.36.5.9.1 Estimated Pile Length]].
 
====751.36.5.9.3 Check Pile Structural Capacity (Combined Axial and Bending)====
 
Structural design checks which include lateral loading and bending shall be accomplished using the appropriate structural resistance factors.
 
===751.36.5.10 Pile Nominal Axial Compressive Resistance ===
The minimum nominal axial compressive resistance, MNACR, or required driving resistance, R<sub>ndr</sub>, must be calculated and shown on the final plans. The factored axial compressive resistance will be used to verify the pile group layout and loading. The minimum nominal axial compressive resistance will be used in construction field verification methods to obtain the required nominal driving resistance.  
 
: Minimum Nominal Axial Compressive Resistance, MNACR = Required Nominal Driving Resistance, R<sub>ndr</sub> 
: = Maximum factored axial loads/ϕ<sub>dyn</sub>
:ϕ<sub>dyn</sub> = Resistance factor of the dynamic method used to estimate nominal pile resistance during pile installation. LRFD 10.5.5.2.3.1
 
The value of R<sub>ndr</sub> shown on the plans shall be the greater of the value required at the '''Strength limit state and Extreme Event limit state'''.  This value shall not be greater than the structural nominal axial compressive resistance of the steel HP pile nor shall it exceed the maximum nominal driving resistance of the steel shell for CIP piles.  See [[#751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile |EPG 751.36.5.5]]. &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.7.7
 
For friction piles predominantly embedded and tipped in cohesionless soils the minimum nominal axial compressive resistance shall be limited to the values shown in the following table. Approval from the SPM, SLE or owner's representative is required before exceeding the limits provided in this table.
 
{| border="1" style="text-align:center;" cellpadding="5" align="center"  cellspacing="0"
|+ '''Maximum Axial Loads for Friction Pile in Cohesionless Soils'''
! rowspan="3" | Pile Type !! rowspan="3" | Minimum Nominal<br/>Axial Compressive<br/>Resistance (R<sub>ndr</sub>)<sup>'''1'''</sup><br/>(kips)<br/> !! colspan="3" | Maximum Factored Axial Load (kips)
|-
! Dynamic Testing !! Wave Equation<br/>Analysis !! FHWA-modified<br/>Gates Dynamic<br/>Pile Formula
|-
! ϕ<sub>dyn</sub>= 0.65 !! ϕ<sub>dyn</sub> = 0.50 !! ϕ<sub>dyn</sub> = 0.40
|-
| CIP 14” || 210 || 136 || 105 || 84
|-
| CIP 16” || 240 || 156 || 120 || 96
|-
| CIP 20” || 300 || 195 || 150 || 120
|-
| CIP 24” || 340 || 221 || 170 || 136
|-
| colspan="5" align="left" | <sup>'''1'''</sup> The minimum nominal axial compressive resistance values are correlated to match the maximum design tonnage values used in past ASD practice.  A factor of safety of 3.5 is used to determine the equivalent R<sub>ndr</sub>.
|}
 
===751.36.5.11 Check Pile Drivability===
Drivability of the pile through the soil profile shall be investigated using the GRLWEAP wave equation analysis program. The static axial compressive resistance profile used in the wave equation analysis shall be determined using one of the approved static methods given in [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|EPG 751.36.5.3]].
   
   
'''Guidance.''' Because non-intersection pedestrian crossings are generally unexpected by the road user, warning signs (see [[903.6 Warning Signs#903.6.41 Non-Vehicular Warning Signs (W11-2, W11-3, W11-4, W11-7, W11-32, W11-33, W16-9P) (MUTCD Section 2C.50)|Non-vehicular Sign (W11-2, W11-7)]]) should be installed and adequate visibility should be provided by parking prohibitions.
Drivability analysis shall be performed by the designer for all pile types (bearing pile and friction pile) using the Delmag D19-42 hammer with manufacturer recommendations. The drivability analysis shall confirm that the pile can be driven to the minimum tip elevation, rock elevation or reach the minimum nominal axial compressive resistance prior to refusal and without overstressing the pile. If the drivability analysis shows overstress or refusal prior to reaching the desired depth a lighter or heavier hammer from the table below may be used to confirm constructability. The drivability analysis is not intended to confirm that a pile can be driven through rock (shales, sandstones, etc…) where the likelihood of pile damage is increased and PDA is recommended to reduce loads and monitor pile stresses in the field. The drivability analyses performed by the designer does not waive the responsibility of the contractor in selecting the appropriate pile driving system per Sec 702.3.5 (also discussed below).


If used, the high-visibility longitudinal pedestrian crosswalk marking should consist of longitudinal bars 24 in. wide and spaced uniformly, centering one bar in each lane, and across each lane line, centerline, and edgeline ([https://www.modot.org/media/16896 see Standard Plan 620.00]).
Use soil profiles from borings and mimic soil characteristics as closely as possible for computations or in software to perform drivability analysis of any kind of pile.


When longitudinal bars are used to mark a crosswalk, the transverse crosswalk lines should be omitted. The marking design should avoid the wheel paths.
'''Structural steel HP Pile:'''


Existing 30 in. crosswalk bars should be replaced with 24 in. bars when the roadway is resurfaced.
Drivability analysis shall be performed for the box shape of the pile (i.e., not the perimeter).  


'''Support.''' [[#620.2.16 Stop and Yield Lines (MUTCD Section 3B.16)|EPG 620.2.16]] contains information regarding placement of stop line markings near crosswalk markings.
Drivability shall be performed considering existing condition without considering any excavation/ disturbance (i.e., possible disturbance to top 5 feet of soil from MSE wall excavation prior to driving pile), liquefaction or future scour loss.
 
'''Hammer types:'''
 
{| border="1" style="text-align:center;" cellpadding="5" align="center"  cellspacing="0"
|+ '''Pile Driving Hammer Information For GRLWEAP'''
! colspan="3" | Hammer used in the field per survey response (2017)  
|-
! GRLWEAP ID !! Hammer name !! No. of Responses
|-
| 41 || Delmag D19-42<sup>1</sup> || 13
|-
| 40 || Delmag D19-32 || 6
|-
| 38 || Delmag D12-42 || 4
|-
| 139 || ICE 32S || 4
|-
| 15 || Delmag D30-32 || 2
|-
| || Delmag D25-32 || 2
|-
| 127 || ICE 30S || 1
|-
| 150 || MKT DE-30B || 1
|-
| colspan="3" | <sup>'''1</sup>''' Delmag series of pile hammers is the most popular, with the D19-42 being the most widely used.  
|}


'''Option.''' Where permanent traffic control devices are not provided, speeds are greater than 35 mph or the crosswalk is located in rural locations where they are unexpected, the width of the crosswalk line may be increased up to 24 inches.
The contractor is responsible for determining the driving system required to successfully drive the pile to the minimum tip elevation and to reach the minimum nominal axial compressive resistance specified on the plans. The contractor is required to perform a drivability analysis to select an appropriate hammer size to ensure the pile can be driven without overstressing the pile and to prevent refusal of the pile prior to reaching the minimum tip elevation. The contractor shall plan pile driving activities and submit hammer energy requirements to the engineer for approval before driving. There is an exception to the contractor’s responsibility for the drivability analysis when WEAP is specified as the driving criteria for friction pile. When WEAP is specified for friction pile an inspector’s chart will be provided for the contractor in the electronic deliverables. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].  


Crosswalks may be located mid-block if this placement offers greater safety to the pedestrian than the normal placement at an intersection. In these cases, the longitudinal bar pedestrian crosswalk marking should be used for greater emphasis and visibility. This type of marking may also be used at locations where substantial numbers of pedestrians cross without any other traffic control device, at locations where physical conditions are such that added visibility of the crosswalk is desired, or at places where a pedestrian crosswalk might not be expected.  
Practical refusal is defined at 20 blows/inch or 240 blows per foot.


'''Standard.''' All school crosswalks authorized by an agreement between the Commission and the school and/or city shall be marked. Crosswalks for schools shall be maintained in a manner that will provide a clearly visible marking at all times.
Driving should be terminated immediately once 30 blows/inch is encountered.


All school crosswalks shall be marked using both the advance school crosswalk and the school crosswalk sign, refer to [[903.18 Signing for School Areas#903.18.8 School Sign (S1-1) and Plaques (S4-3p, W16-9P and W16-7P) (MUTCD Section 7B.08)|EPG 903.18.8 School Sign (S1-1) and Plaques]].
:{| style="margin: 1em auto 1em auto"
|-
|'''Nominal Driving Stress'''||width="840"| ||'''LRFD 10.7.8'''
|}
:Nominal driving stress ≤ 0.9*ϕ<sub>da</sub>*F<sub>y</sub>
::For structural steel HP pile, Maximum nominal driving stress = 45 ksi
::For CIP pile, Maximum nominal driving resistance, see [[#751.36.5.7.2.1 Design Values for Individual HP Pile|EPG 751.36.5.7.1.2]] or [[#751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile|EPG 751.36.5.7.2.2]] (unfilled pipe for axial analysis).
If analysis indicates the piles do not have sufficient structural or geotechnical strength or drivability issues exist, then consider increasing the number of piles.


'''Option.''' When school crosswalks are located mid-block, the longitudinal bar pedestrian crosswalk marking should be used for greater emphasis and visibility.
===751.36.5.12 Information to be Included on the Plans===
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#A1._Design_Specifications.2C_Loadings_.26_Unit_Stresses EPG 751.50 A1 Design Specifications, Loadings & Unit Stresses] for appropriate design stresses to be included in the general notes.


'''Guidance.''' Crosswalk markings should be located so that the curb ramps are within the extension of the crosswalk markings.
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table EPG 751.50 E2 Foundation Data Table] for appropriate data to be included in the foundation data table for HP pile and CIP pile and any additional notes required below the table. See [https://www.modot.org/pile-pile  Bridge Standard Drawings “Pile”] for CIP data table.


'''Support.''' Detectable warning surfaces mark boundaries between pedestrian and vehicular ways where there is no raised curb. Detectable warning surfaces are required by 49 CFR, Part 37 and by the Americans with Disabilities Act (ADA) where curb ramps are constructed at the junction of sidewalks and the roadway, for marked and unmarked crosswalks. Detectable warning surfaces contrast visually with adjacent walking surfaces, either light-on-dark, or dark-on-light. The [https://www.access-board.gov/guidelines-and-standards/buildings-and-sites/about-the-ada-standards/background/adaag ''Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)''] (see MUTCD Section 1A.11) contains specifications for design and placement of detectable warning surfaces.


[[Image:620.2.18 3B19.jpg|thumb|center|780px|<center>'''Fig. 620.2.18, Examples of Crosswalk Markings (MUTCD Figs. 3B-19 and -20)'''</center>]]
<br><br>
<hr style="border:none; height:2px; background-color:red;" />
<br><br>




='''REVISION REQUEST 3997'''=
=== E2. Foundation Data Table ===


The following table is to be placed on the design plans and filled out as indicated.


===616.6.2.2 Flags and Advance Warning Rail System on Signs===
'''(E2.1) <font color="purple">[MS Cell] (E2.1)</font color="purple"> (Example: Use the underlined parts in the bent headings for bridges having detached wing walls at end bents only.) '''
<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.
<center>
</div>
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"
<div style="width:30%; float:left;"">
|-
{|
!colspan="8" style="background:#BEBEBE"| Foundation Data<sup>1</sup>
| [[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>]]
|-
!rowspan="2" style="background:#BEBEBE"|Type!!rowspan="2" style="background:#BEBEBE" colspan="2"|Design Data!!colspan="5" style="background:#BEBEBE"| Bent Number
|-
!style="background:#BEBEBE"|1 <u>(Detached<br/>Wing Walls<br/>Only)</u> !!style="background:#BEBEBE"|1 <u>(Except<br/>Detached<br/>Wing Walls)</u> !!style="background:#BEBEBE"|2 !!style="background:#BEBEBE"| 3 !!style="background:#BEBEBE"|4
|-
|rowspan="11"|'''Load<br/>Bearing<br/>Pile'''|| colspan="2" align="left" width="300"|CECIP/OECIP/HP Pile Type and Size||CECIP 14"||CECIP 14"||CECIP 16"|| OECIP 24"||HP 12x53
|-
|colspan="2" align="left" width="300"|Number [[image:751.50 ea.jpg|34px|right]]||6||8||15||12||6
|-
|colspan="2" align="left" width="300"|Approximate Length Per Each [[image:751.50 ft.jpg|20px|right]]||50||50||60||40||53
|-
|colspan="2" align="left" width="300"|Pile Point Reinforcement[[image:751.50 ea.jpg|34px|right]]||All||All|| - ||All||All
|-
|colspan="2" align="left" width="300"|Min. Galvanized Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||303||295<sup>'''4'''</sup>||273||Full Length||300
|-
|colspan="2" align="left" width="300"|Est. Max. Scour Depth 100<sup>'''2'''</sup> (Elev.) [[image:751.50 ft.jpg|20px|right]]|| - || - ||285 || - || -
|-
|colspan="2" align="left" width="300"|Minimum Tip Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||285||303||270|| - || -
|-
|colspan="2" align="left" width="300"|Criteria for Min. Tip Penetration ||Min. Embed.||Min. Embed.|| Scour || - || -
|-
|colspan="2" align="left" width="300"|Pile Driving Verification Method || DT ||DT ||DT||DT||DF
|-
|colspan="2" align="left" width="300"|Resistance Factor||0.65|| 0.65|| 0.65|| 0.65|| 0.4
|-
|colspan="2" align="left" width="300"|<u>Design Bearing</u><sup>'''3'''</sup> <u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u> [[image:751.50 kip.jpg|27px|right]]||175||200||300||600||250
|-
|rowspan="2"|'''Spread<br/>Footing||colspan="2" align="left"|Foundation Material || - || - ||Weak Rock||Rock|| -
|-
|colspan="2" align="left"|<u>Design Bearing</u> <u>Minimum Nominal</u><br/><u>Bearing Resistance</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||10.2||22.6|| -
|-
|rowspan="8"|'''Rock<br/>Socket'''||colspan="2" align="left"|Number [[image:751.50 ea.jpg|34px|right]]|| - || - || 2 ||3|| -
|-
|rowspan="3" width="35"|[[image:751.50 Layer 1.jpg|center|24px]]||align="left" width="265"|Foundation Material|| - || - || Rock||Rock|| -
|-
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||410-403||410-398|| -
|-
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||20.0||20.0|| -
|-
|rowspan="3"|[[image:751.50 Layer 2.jpg|center|21px]]|| align="left" |Foundation Material|| - || - ||Weak Rock|| - || -
|-
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||403-385|| - || -
|-
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||9.0|| - || -
|-
|colspan="2" align="left"|<u>Design End Bearing</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Tip Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||12||216|| -
|-
|colspan="8" align="left"|'''1'''  Show only required CECIP/OECIP/HP pile data for specific project.
|-
|colspan="8" align="left"|'''2''' Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500). If return periods are different for different bents, add a new line.
|-
|colspan="8" align="left"|'''3''' For LFD: For bridges in Seismic Performance Categories B, C and D, the design bearing values for load bearing piles given in the table should be the larger of the following two values: <br/> &nbsp; 1. Design bearing value for AASHTO group loads I thru VI. <br/> &nbsp; 2. Design bearing for seismic loads / 2.0
|-
|colspan="8" align="left"|'''4''' It is possible that min. tip penetration (elev.) can be higher than min. galvanized penetration (elev.).
|}
|}
</div>
</div>


{|border="2" style="text-align:center;" cellpadding="5" cellspacing="0"
|-
| align="left"|'''Additional notes:'''<br/> On the plans, report the following definition(s) just below the foundation data table for the specific method(s) used:<br/>
DT = Dynamic Testing<br/>
DF = FHWA-modified Gates Dynamic Pile Formula<br/>
WEAP = Wave Equation Analysis of Piles<br/>
SLT = Static Load Test<br/><br/>On the plans, report the following definition(s) just below the foundation data table for CIP Pile:<br/>CECIP = Closed Ended Cast-In-Place concrete pile<br/>OECIP = Open Ended Cast-In-Place concrete pile<br/><br/>On the plans, report the following equation(s) just below the foundation data table for the specific foundation(s) used:<br/>'''Rock Socket (Drilled Shafts):'''<br/>Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance) = Maximum Factored Loads/Resistance Factors<br/>'''Spread Footings:'''<br/>Minimum Nominal Bearing Resistance = Maximum Factored Loads/Resistance Factor <br/>'''Load Bearing Pile:'''<br/>Minimum Nominal Axial Compressive Resistance = Maximum Factored Loads/Resistance Factor
|}




</center>


 
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="700px" align="center"  
==616.23.1 Definitions==
|-
{|style="border:10px solid #ff9933;" width="775px" align="center"  
|colspan="3" align="left"|<b>Guidance for Using the Foundation Data Table:</b>
|-
|rowspan="18"| || rowspan="4"|Pile Driving Verification Method ||width="350px"|DF = FHWA-Modified Gates Dynamic Pile Formula
|-
|DT = Dynamic Testing
|-
|WEAP = Wave Equation Analysis of Piles
|-
|SLT = Static Load Test
|-
|colspan="7"  style="background:#BEBEBE"|
|-
|rowspan="7"|Criteria for Minimum Tip Penetration ||Scour
|-
|Tension or uplift resistance
|-
|Lateral stability
|-
|Penetration anticipated soft geotechnical layers
|-
|Minimize post construction settlement
|-
|Minimum embedment into natural ground
|-
|Other Reason
|-
|colspan="7"  style="background:#BEBEBE"|
|-
|colspan="7"|'''Elevation reporting accuracy: Report to nearest foot for min. tip penetration, pile cleanout penetration, max. galvanized depth and est. max. scour depth.  (Any more accuracy is acceptable but not warranted.)'''
|-
|colspan="3"|'''For LFD Design'''
|-
|colspan="3"|Use "Design Bearing" for load bearing pile and spread footing and use "Design Side Friction + Design End Bearing" for rock socket (drilled shaft).
|-
|colspan="3"|'''For LRFD Design'''
|-
|-
|[[image:616.23.1.jpg|center|750px]]
|colspan="3"|Use "Minimum Nominal Axial Compressive Resistance" for load bearing pile, "Minimum Nominal Bearing Resistance" for spread footing and "Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance)" for rock socket (drilled shaft).
|}
|}


'''Activity Area''' - Area of a temporary traffic control zone where work activity takes place. It is comprised of the work, traffic and buffer spaces.
'''Shallow Footings '''


'''Advance Warning Area''' - Area of a temporary traffic control zone where traffic is informed of the upcoming temporary traffic control zone.
'''(E2.10) (Use when shallow footings are specified on the Design Layout.)'''


'''Area Lighting''' - Lighting used at night to guide traffic through the temporary traffic control zone.
:In no case shall footings of Bents No. <u> &nbsp;  &nbsp;  &nbsp;  </u> and <u> &nbsp;  &nbsp;  &nbsp;  </u> be placed higher than elevations shown <u> &nbsp;  &nbsp;  &nbsp;  </u> and  <u> &nbsp;  &nbsp;  &nbsp;  </u>, respectively.


'''Annual Average Daily Traffic (AADT) ''' - Volume of vehicular traffic using a section of highway on an average day.
'''Driven Piles'''


'''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.
'''(E2.20) (Use when prebore is required and the natural ground line is not erratic.)'''
:Prebore for piles at Bent(s) No.<u> &nbsp;  &nbsp;  &nbsp;  </u> and <u> &nbsp;  &nbsp;  &nbsp;  </u> to elevation(s) <u> &nbsp;  &nbsp;  &nbsp;  </u> and <u> &nbsp;  &nbsp;  &nbsp;  </u>, respectively.


'''Barrier-Mounted Sign''' - Sign mounted on a temporary or permanent traffic barrier.
'''(E2.21) (Use when prebore is required and the natural ground line is erratic.)'''
:Prebore to natural ground line.
<div id="(E2.22) (Use the following note"></div>


'''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.
'''(E2.22)  (Use when estimated maximum scour depth (elevation) for CIP piles is required.)  '''
:Estimated Maximum Scour Depth (Elevation) shown is for verifying <u>Minimum Nominal Axial Compressive Resistance</u> <u>Design Bearing</u> using dynamic testing only where pile resistance contribution above this elevation shall not be considered.


'''Channelizer''' - Temporary traffic control device used to guide traffic or delineate an unsafe condition.
'''(E2.23) (Use when static test piles are required.) The number of piles in table should not include probe piles. If probe piles are specified, place an * beside the number of piles at the bents indicated.'''
[[image:616.23.1 daytime.jpg|right|200px]]
:&nbsp;*One concrete probe pile shall be driven in permanent position, one for each bent, at Bents No. <u> &nbsp;  &nbsp;  &nbsp;  </u> and <u> &nbsp;  &nbsp;  &nbsp;  </u>.
'''Crash Cushion''' - Temporary traffic control device used at fixed object and other desirable locations to reduce crash severity.
'''(E2.24) '''  
:All piles shall be galvanized down to the minimum galvanized penetration (elevation).


'''Daytime/Daylight''' - Period of time from one-half hour after sunrise to one-half hour before sunset.
'''(E2.25) (Use for all HP pile and when pile point reinforcement is required for CIP pile.)'''
:Pile point reinforcement need not be galvanized. Shop drawings will not be  required for pile point reinforcement.
<div id="(E2.26)"></div>
'''(E2.26) (Use for LFD piling design when Design Bearing is determined from service loads and shown on the plans. See guidance on <font color="purple">[MS Cell] (E2.1)</font color="purple"> for specific pile driving verification method. Example: Considered only for widenings, repairs and rehabilitations.) '''


'''Detour''' - Temporary rerouting of traffic onto an existing facility to avoid a temporary traffic control zone.
:All  piling shall be driven to a minimum nominal axial compressive resistance equal to <u>3.5</u> <u>2.75</u> <u>2.25</u> <u>2.00</u> times the Design Bearing as shown on the plans.
<div id="(E2.27)"></div>
'''(E2.27) Use for galvanized piles.'''


'''Diversion''' - Rerouting of traffic around an activity area using a temporary roadway or portions of an existing parallel roadway.
:The contractor shall make every effort to achieve the minimum galvanized penetration (elevation) shown on the plans for all piles.  Deviations in penetration less than 5 feet of the minimum will be considered acceptable provided the contractor makes the necessary corrections to ensure the minimum penetration is achieved on subsequent piles.


'''Divided Highway''' - Highway with physical separation of traffic in opposite directions.
'''(E2.28) Use when WEAP is specified as the pile driving criteria for friction pile. Place an * behind each instance of WEAP in the Foundation Data table. The pay item Pile Wave Analysis shall not be included when this note is used.'''


'''Downstream Taper''' - Visual cue to traffic that access back into a closed lane is available.
:<nowiki>*</nowiki>See electronic deliverables file for pile driving inspector’s chart(s). MoDOT will provide alternate charts for different driving systems as needed per request. With the request, the contractor shall provide the hammer manufacturer make and model, and any modifications to the manufacturer’s recommended settings including hammer cushion information. The contractor shall provide the request 30 calendar days before pile driving operations begin.


'''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.
='''REVISION REQUEST 4149'''=


'''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.
===106.3.2.59.3.1 Segment Smoothness===
The data will first be analyzed for ride quality, which will determine the average IRI for each wheel track on a per segment basis. The steps are as follow:


'''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.
* '''Open ProVAL program.'''
[[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.
* '''Select "New".'''


'''High Speed''' - Posted speed of 50 mph and above.
[[image:106.3.2.59.3 new 2014.jpg|center|750px]]


'''Highway''' - Any facility constructed for the purposes of moving traffic.
* '''Select "Add Files" to import PPF file with QC/QA profile data.'''


'''Incident Area''' - Temporary traffic control zone where temporary traffic control devices are deployed in response to a traffic incident, natural disaster, special event, etc.
File(s) will contain either right and left track profiles or single wheel track profiles.


'''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.
[[image:106.3.2.59.3 add files 2014.jpg|center|750px]]


'''Lane Taper''' - Temporary traffic control measure used to merge or shift traffic either left or right out of a closed lane.
* '''Select left elevation and right elevation.'''


'''Lateral Buffer Space''' - Obstacle-free area adjacent to the workspace or an unsafe condition that provides room for recovery of an errant vehicle.
The following example uses a file containing both wheel paths. The program will correctly align files with individual wheel paths, provided the data collection was initiated at the same starting station for both files. The next screen shot shows the actual change in elevation along the profile length.


'''Lighting Device''' - Temporary traffic control device illuminating a portion of the roadway or supplementing other traffic control devices.
[[image:106.3.2.59.3 left right 2014.jpg|center|750px]]
* '''Select "Ride Quality" in the "Analysis" module.'''


'''Long-Term Stationary Operation''' - Work occupying a location longer than 3 days.
[[image:106.3.2.59.3 ride 2014.jpg|center|750px]]
* '''Select "Fixed Interval" in the "Analysis Type" dropdown box.'''


'''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.
* '''Change "Threshold" limit to 80 or 125 (in/mi) based on criteria in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 610.4.5.4 Table 1]. The "Segment Length" should show the default value of 528 ft. and the "Ride Quality Index" should show the default name of "IRI".'''


'''Low Speed''' - Posted speed of 45 mph and below.
* '''Check box for "LElev." and "RElev." and make sure the "Apply 250mm Filter" box is checked for both.'''


'''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.
[[image:106.3.2.59.3 LElev 2014.jpg|center|750px]]


'''May''' - Indicates a permitted practice and carries no requirement or recommendation.
* '''Select "Analyze".'''


'''Mobile Operation''' - Work on the roadway that moves intermittently or continuously.
[[image:106.3.2.59.3 analyze 2014.jpg|center|750px]]


'''Motorized Traffic''' - Movement of vehicles and equipment on the roadway.
The average IRI of a wheel path for each 528 ft. long segment will be shown on the screen. The drop down menu above table at left can be used to view either left or right wheel path IRI values.


'''Multilane Highway''' - Highway with two or more driving lanes in the same direction of travel.
[[image:106.3.2.59.3 average IRI.jpg|center|750px]]
* '''Select "Excel" in the "Report" dropdown box.'''


'''Nighttime''' - Period of time from one-half hour before sunset to one-half hour after sunrise.
[[image:106.3.2.59.3 Excel.jpg|center|750px]]
[[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.
* Open the Excel file.


'''[[:Category:620 Pavement Marking|Pavement Marking]]''' - Lines, markers, words and symbols affixed to the pavement surface to channelize and guide traffic.
Average IRI for each segment for both wheel paths is listed in the Excel spreadsheet.


'''Pilot Car''' - Vehicle used to guide a queue of vehicles through the temporary traffic control zone.
[[image:106.3.2.59.3 spreadsheet.jpg|center|750px]]


'''[[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)|
* Copy and paste this data into the "IRI Inertial Profiler Report with Bonus" Excel spreadsheet in eProjects Templates. Select the appropriate individual worksheet in the "Start" worksheet (first tab); based on posted route speed, pavement type and pay unit type. The worksheet will automatically generate pay factors for each segment.
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.).
[[image:106.3.2.59.3 IRI summary 2014.jpg|center|900px]]


'''Post-Mounted Sign''' - Sign mounted on a non-portable post (e.g. perforated square steel tube, u-channel, wood, etc.).
There may be exempted areas per [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 610.4.2.2] within the section profile limits. The engineer should verify that the limits do not go beyond the eligible exemption area. The contractor may elect to:


'''Protective Vehicle''' - Vehicle used to protect workers or work equipment from errant vehicles (e.g. pick up, dump truck, loader, etc.).
1) Stop the profile run at the beginning of the exemption and begin a new section profile at the end of the exemption.


[[903.5 Regulatory Signs|'''Regulatory Sign''']] - Sign giving notice of traffic laws or regulations.
2) Manually enter exemption boundaries in the data acquisition software during the profile run (typically performed with high speed IPs).


'''Roadway''' - Portion of highway, including shoulders, intended for use by motorized traffic.
3) Enter a "leave-out" area in ProVAL during the ride quality analysis. The instructions for performing this are as follows:


[[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.
* '''Select "Editor". Select the file from the File dropdown menu.'''


[[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.).
[[image:106.3.2.59.3 editor.jpg|center|750px]]


'''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.
* Select the IP file from the "File" dropdown box.


'''Short Duration Operation''' - Daytime or nighttime work occupying a location up to 60 minutes.
[[image:106.3.2.59.3 IP file.jpg|center|750px]]


'''Short-Term Stationary Operation''' - Daytime work occupying a location more than 60 minutes, but less than 12 hours.
* Select "Sections in the "Navigate" dropdown box.


'''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.
[[image:106.3.2.59.3 navigate 2014.jpg|center|750px]]


'''Shoulder Taper''' - Temporary traffic control measure used to close the shoulder.
* '''Select "Add Section".'''


'''Sign''' - Traffic control device conveying a static message to traffic through words or symbols.
* '''Enter section(s) Start Distance, Stop Distance, Type (Leave-out) and Name.'''


'''Speed Limit''' - Maximum speed applicable to a section of highway as established by law.
For this example, assume there are two leave-out areas: one at the beginning where a bridge approach on the upstream side is within limits and another over a mile farther where there is another bridge.


'''Stop Bar''' - Solid white pavement marking extending across an approach lane to indicate the point where traffic is to stop.
[[image:106.3.2.59.3 leave out areas.jpg|center|750px]]


'''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.
* '''Select "Analysis" and select "Ride Quality".'''


'''Taper''' - Series of channelizers and/or pavement markings used to move traffic into the intended path.
[[image:106.3.2.59.3 ride quality 2014.jpg|center|750px]]


'''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.
The ride quality summary shown below now excludes the exempted areas of the profile and abbreviates the associated segments accordingly.


'''Temporary Traffic Control Device''' - Item used to regulate, warn or guide traffic through a temporary traffic control zone.
[[image:106.3.2.59.3 associated segments 2014.jpg|center|750px]]


'''Temporary Traffic Control Plan''' - Describes temporary traffic control measures to be used for moving traffic through a temporary traffic control zone.
* Select "Excel" in "Report" dropdown box.


'''Temporary Traffic Control Signal''' - Temporary traffic control device used to assign right of way through automatic means.
* Open the Excel report.


'''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.
Since the first leave-out was at the beginning of the project, ProVAL has shifted the boundaries of the original segments to maintain 528-ft. lengths. However, it truncates the segment preceding the second bridge, so that it can again begin with 528-ft. lengths on the other side of the bridge. This means leave-outs should be established and analyzed in ProVAL prior to exporting the results to the "IRI Inertial Profiler Report with Bonus" Excel spreadsheet in eProjects Templates.


'''Termination Area''' - Area of a temporary traffic control zone returning traffic to the normal path.
[[image:106.3.2.59.3 bonus.jpg|center|750px]]


'''Traffic''' - Highway user.
====106.3.2.59.3.1.1 Stationing====
Prior to analyzing ride quality some reformatting of the stationing will probably be necessary. In this example, assume the beginning of the inertial profiler run is at log mile 132.2.


'''Traffic Space''' - Area within the activity area in which traffic is routed through the activity area.
* Select "Navigate" dropdown box


'''Transition Area''' - Area of a temporary traffic control zone where traffic is redirected out of the normal path and into the traffic space.
* Select "Basic"


'''Traveled Way''' - Portion of roadway intended for the movement of motorized traffic.
* Enter 132.2 in "Beginning Milepost (mile)" box


[[: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.
* Select "Save"


'''Undivided Highway''' - Highway with no physical separation of traffic in opposite directions.
ProVAL has now reformatted the stations to represent actual project limits for the profile section.


'''Urban''' - Area within the limits of incorporated towns and cities where the posted speed is 60 mph or less.
[[image:106.3.2.59.3.1.1.jpg|center|750px]]


'''Vehicle-Mounted Sign''' - Sign mounted on a protective vehicle used in short duration and mobile operations or on a pilot car.
====106.3.2.59.3.1.2 Reversing Stations====
Another situation that may arise is when the direction of travel is in a station descending direction. ProVAL can also easily make this adjustment in the "Editor" mode.  For this example, the starting log mile 132.2 will be retained.


'''Warning Sign''' - Sign giving notice of a situation or condition that might not be readily apparent.
* Select "Profiling Direction" dropdown box


'''Work Duration''' - Length of time an operation occupies a location.
* Select "Reverse"


'''Work Lighting''' - Lighting used at night to perform activities within the workspace.
* Select "Save"


'''Work Location''' - Portion of right of way in which work is performed.
[[image:106.3.2.59.3.1.2 reverse.jpg|center|750px]]


'''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.
Rerunning the ride analysis and creating the Excel report file will provide segment data in the reverse direction.


'''Work Vehicle''' - Any vehicle by which work is performed.
* Select "Analysis" and select "Ride Quality".


'''Work Zone''' - Temporary traffic control zone where temporary traffic control devices are deployed for construction, maintenance or utility- related work activities.
* Select "Excel" in "Report" dropdown box.


'''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.
* Open the Excel report.


Refer to [[902.18 Glossary|EPG 902.18 Glossary]] for definitions of interchange, intersection and right of way.
[[image:106.3.2.59.3.1.2 report.jpg|center|750px]]


===106.3.2.59.3.2 Areas of Localized Roughness===
* '''Select "Smoothness Assurance" in "Analysis" dropdown box.'''


[[image:106.3.2.59.3.2 smoothness 2014.jpg|center|750px]]
* '''Change "Threshold" value for "Short Continuous" analysis in the "Ride Quality" section to 125 or 175 (in/mi) based on criteria in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 610.4.5.4 Table 1]. (The segment length for "Short Continuous" should be set at the default value of 25 ft.). Change "Threshold" for "Long Continuous" and "Fixed Interval" in the "Profile" section to 80 or 125 (in/mi) based on criteria in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 610.4.5.4 Table 1]. (The "Segment Length" for both "Long Continuous" and "Fixed Interval" should be set at the default value of 528 feet.) '''
* '''Check "Right Elevation" only in the "Profile" section (ensure "Apply 250mm Filter" is also checked).'''
* '''Select "Analyze".'''
[[image:106.3.2.59.3.2 analyze 2014.jpg|center|750px]]
* '''Select "Grinding" in the "Navigate" dropdown box.'''
[[image:106.3.2.59.3.2 navigate 2014.jpg|center|760px]]
* '''Enter 0.25 inches for "Maximum Grinding Depth" in "Grinder" section. (The following parameters should show the default values, which are Head Position = 0.50, Wheelbase (ft) = 18.00, Tandem Spread (ft) = 2.49 and Short Cut-Off Wavelength (ft) = 0.820 ft.)'''
* '''Select "Auto Grind".'''
[[image:106.3.2.59.3.2 auto grind 2014.jpg|center|760px]]
* '''Select "Grind".'''
[[image:106.3.2.59.3.2 grind 2014.jpg|center|750px]]
* '''Select "Short Continuous" in "Navigate" dropdown box.'''
[[image:106.3.2.59.3.2 short continuous 2014.jpg|center|760px]]
* '''Select "PDF" in "Report" dropdown box.'''


[[image:106.3.2.59.3.2 report 2014.jpg|center|750px]]


The grinding report is generated showing locations of areas of localized roughness (ALR).  The grinding simulation numerically indicates what the expected improvement in smoothness should be when the ALRs are diamond ground. This information serves as a guide for both the contractor and the engineer for determining which ALRs can be corrected with conventional grinding and which may require other corrective measures.


=====616.23.2.5.1.1 [[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)#616.6.2.2_Flags|Flags]]=====
[[image:106.3.2.59.3.2 comparisons 2014.jpg|center|750px]]
Guidance is located in [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.2.2 Flags|EPG 616.6.2.2 Flags]].
Comparisons for IRI before and after grinding are shown in tabular and bar graph form.


='''REVISION REQUEST 4151'''=


====127.2.3.3.1 Missouri Unmarked Human Burials Law====
If human skeletal remains are encountered during construction, their treatment will be handled in accordance with [https://revisor.mo.gov/main/OneChapter.aspx?chapter=194 Sections 194.400 to 194.410, RSMo], as amended. When human remains are encountered, the Contractor shall first stop all work within a 330-ft. or 100-meter radius of the remains, and secondly, shall notify the MoDOT Construction Inspector and/or Resident Engineer who will contact the Historic Preservation section. Historic Preservation staff will in turn notify the local law enforcement (to ensure that it is not a crime scene) and the State Historic Preservation Office (SHPO) as per RSMo 194 or to notify SHPO what has occurred and that it is covered by Missouri’s Cemeteries Law, §§ 214. RSMo. If the contractor is unable to contact appropriate MoDOT staff, the contractor shall initiate the involvement by local law enforcement and the SHPO. A description of the contractor’s actions will be promptly made to MoDOT.


If the human remains are prehistoric, the agency must consult with Indian tribes who have with ancestral, historic, and ceded land connections to the area in which the remains are located to determine the appropriate treatment of the remains. [http://www.modot.org/ehp/TribalMap.htm Tribal consultation] may result in the conclusion that the remains should be preserved in place and construction plans changed to facilitate their preservation.


<br><br>
<hr style="border:none; height:2px; background-color:red;" />
<br><br>


=====616.23.2.5.1.3 [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.2.3 Sign Dimension|Sign Design]]=====
==127.2.9 Construction Inspection Guidance==
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]].  
Mitigation by data recovery is usually completed prior to construction if the presence of cultural resources is known. If [http://epg.modot.org/index.php/127.2_Historic_Preservation_and_Cultural_Resources#127.2.8_Artifacts_and_Features artifacts] are discovered during construction activities, the Historic Preservation section must be immediately notified. This will allow an inspection of the site by MoDOT HP staff to determine if further investigation is necessary before construction activities continue.  


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]].
[http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec. 107.8.2] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=5 Sec. 203.4.8] of the ''Missouri Standard Specifications for Highway Construction'' require the contractor to take steps to preserve any such artifacts that may be encountered and to notify the MoDOT Construction Inspector or Resident Engineer of their presence. If it is necessary to discontinue operations in a particular area to preserve such objects, this section of the specifications is basis for a work suspension. In order to ensure compliance with applicable state laws, the MoDOT Construction Inspector or Resident Engineer cannot release remains or artifacts or allow the contractor to disturb the area within the 330-foot or 100-meter buffer space around these discovered items, until after consultation with MoDOT HP staff and until after all applicable requirements from FHWA or SHPO have been addressed.  


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|EPG 616.6.2.2 Flags]].
===127.2.9.1 Cultural Resources Encountered During Construction===
If cultural resources are encountered during construction, the contractor shall immediately stop all work within a 330-foot or 100-meter buffer around the limits of the resource and shall not resume without specific authorization from a MoDOT Historic Preservation Specialist. The contractor shall notify the MoDOT Resident Engineer or Construction Inspector, who shall contact the MoDOT HP within 24 hours of the discovery. MoDOT HP shall contact FHWA and SHPO within 48 hours of learning of the discovery and provide an evaluation of the resource and reasonable efforts to see if it can be avoided. FHWA shall make an eligibility and effects determination based upon the preliminary evaluation and consul with MoDOT, and SHPO a minimize or mitigate any adverse effect. FHWA will notify the Council and any tribes that might attach religious and/or cultural significance to the property within 48 hours of this determination. FHWA shall take into account Council and Tribal recommendations regarding the eligibility of the property and proposed actions, and direct MoDOT to carry out the appropriate actions. MoDOT will provide FHWA and SHPO with a report of the actions when they are completed. FHWA shall provide this report to the council and the tribes.


===127.2.9.2 Human Remains Encountered During Construction===
If human remains are encountered during construction, the contractor shall immediately stop all work within a 330-foot or 100-meter radius of the remains and shall not resume without specific authorization from MoDOT HP Staff, and either the SHPO or the local law enforcement officer, whichever party has jurisdiction over and responsibility for such remains. The contractor shall notify the MoDOT Construction Inspector and/or Resident Engineer who will contact the MoDOT HP section within 24 hours of the discovery. MoDOT HP staff will immediately notify the local law enforcement (to ensure that it is not a crime scene) and the SHPO as per RSMo 194 or to notify SHPO what has occurred and that it is covered by Missouri’s Cemeteries Law, §§ 214. RSMo. MoDOT HP staff will notify FHWA that human remains have been encountered within 24 hours of being notified of the find. If, within 24 hours, the contractor is unable to contact appropriate MoDOT staff, the contractor shall initiate the involvement by local law enforcement and the SHPO. A description of the contractor’s actions will be promptly made to MoDOT. FHWA will notify any Indian tribe that might attach cultural affiliation to the identified remains as soon as possible after their identification. FHWA shall take into account Tribal recommendations regarding treatment of the remains and proposed actions, and then direct MoDOT HP to carry-out the appropriate actions in consultation with the SHPO. MoDOT shall monitor the handling of any such human remains and associated funerary objected, sacred object or objects of cultural patrimony in accordance with the Missouri Unmarked Human Burial Sites Act, §§ 194.400 – 194.410, RSMo.


='''REVISION REQUEST 4165'''=
<div style="float: right; margin-top: 5px; margin-left: 15px; width:400px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
Several '''foundational documents''' guide MoDOT’s TSMO program:
* [https://www.modot.org/sites/default/files/documents/2024%20MoDOT%20TSMO%20Program%20Plan.pdf TSMO Program and Action Plan] – outlines MoDOT’s statewide TSMO vision, goals, and implementation strategies.
* [https://www.modot.org/sites/default/files/documents/TSMO%20Informational%20Memoranda%20Complete.pdf TSMO Informational Memoranda] – provides background, technical details, and
* [https://www.modot.org/sites/default/files/documents/BC%20Reference%20memo_0.pdf TSMO Benefit-Cost Reference Memo] – provides the benefit-cost information on TSMO applications that are critical to MoDOT’s TSMO program and future work.
* [https://epg.modot.org/files/6/6b/909_WZM_Guidebook.pdf Work Zone Management Guidebook] – provides a comprehensive set of tools and strategies for work zone management and describes “advanced work zone” practices, guidance, and resources
* [https://www.modot.org/sites/default/files/documents/FR1_MoDOT_CAVPlan_Apr25_ACCESSIBLE.pdf Connected and Automated Vehicle Action Plan] – articulates MoDOT’s mission, vision, strengths, and strategic focus areas for leveraging CV/AV technologies, and lays out actions across institutional capability-building, outreach and education, and partnership development to support safe, efficient deployment.
</div>


Transportation Systems Management and Operations (TSMO) consists of operational strategies and systems that cost-effectively optimize the safety, reliability, efficiency, and capacity of the transportation system. Unlike traditional capacity-expansion projects that often require significant time and resources, TSMO emphasizes maximizing the performance of the existing system through proactive management and operational improvements.


<BIG><BIG><BIG><BIG>UPLOAD NEW IMAGES</BIG></BIG></BIG></BIG>
MoDOT is continuously working to improve safety and alleviate congestion on its roadways. The effective application of TSMO strategies allows the agency to directly address the root causes of congestion:
 


===616.19.2.2.2 Sign and Flag Quality===
* '''Non-recurring delays''' arise from unplanned or irregular events such as incidents, disasters, weather, work zones, and special events. These disruptions are inherently unpredictable, vary in severity and duration, and often require dynamic traffic management and interagency coordination to reduce their impact.
<gallery widths=250px heights=250px position="right" style="text-align:center; font-weight:bold; margin-left:0em" caption="Acceptable Examples">
* '''Recurring delays''' occur regularly at specific locations, most often during peak traffic periods. This type of congestion is usually the result of demand exceeding the capacity of the existing system. MoDOT does not have the resources to construct enough highway capacity to eliminate all recurring congestion. Instead, TSMO strategies provide more cost-effective ways to manage demand and improve flow.
File:616.19.2.2.2_01.jpg|(1)
File:616.19.2.2.2_02.jpg|(2)
File:616.19.2.2.2_03.jpg|(3)
</gallery>
The signs in '''Pictures 1, 2 and 3''' are considered in good quality. Supplemental devices such as flags and/or a cone may be placed next to a sign. Picture 2 is an example of the proper placement of a FLAGGER (WO20-7) sign, with the optional flags, in advance of the hill versus after the hill. In urban areas with barrier walls and narrow shoulders, a truncated sign may be used as shown in Picture 3.


::Note: TTCDs may be highly visible during the day but may not be at night due to inadequate retroreflectivity. MoDOT and Contractor representatives should drive through the work zone at night to check nighttime visibility.
By addressing both types of congestion, TSMO helps MoDOT achieve its mission of moving Missourians safely and reliably while making the best use of limited resources.


<gallery widths=250px heights=250px position="right" style="text-align:center; font-weight:bold; margin-left:0em" caption="Unacceptable Examples">
==909.0 Introduction to TSMO==
File:616.19.2.2.2_04.jpg|(4)
File:616.19.2.2.2_05.jpg|(5)
File:616.19.2.2.2_06.jpg|(6)
File:616.19.2.2.2_07.jpg|(7)
File:616.19.2.2.2_08.jpg|(8)
File:616.19.2.2.2_09.jpg|(9)
</gallery>
'''Pictures 4-7''' are in unacceptable condition. Dirty or damaged signs should be cleaned, repaired, or replaced before being installed. When cleaning, follow manufacturer’s recommendations, so the daytime and nighttime visibility of the sign is not adversely impacted. The MEN WORKING sign ('''Picture 8''') should be replaced with worker symbol sign or WORKERS sign (WO-21-1 or 1a) to meet current standards. '''Picture 9''' shows unacceptable flags, if used, deteriorated flags should be replaced.


<gallery widths=250px heights=250px position="right" style="text-align:center; font-weight:bold; margin-left:0em" caption="Unacceptable Examples">
===909.0.1 Overview of TSMO Strategies===
File:616.19.2.2.2_10.jpg|(10)
TSMO strategies are the day-to-day operational actions MoDOT uses to actively manage and optimize the transportation system. These strategies translate MoDOT’s mission into practical, real-time actions that improve safety, mobility, and reliability. They are organized according to whether they address non-recurring delays or recurring delays as follows:
File:616.19.2.2.2_11.jpg|(11)
File:616.19.2.2.2_12.jpg|(12)
File:616.19.2.2.2_13.jpg|(13)
</gallery>
'''Pictures 10 - 13''' are examples of  unacceptable nighttime visibility. Proper storing, transporting, and covering signs is crucial to minimizing deficiencies.


909.1 Non-Congested Route (Non-Recurring Delays) – These strategies focus on managing temporary (whether short-term or long-term) capacity reductions caused by irregular or time-limited events that disrupt normal traffic conditions, ensuring that mobility and safety are restored efficiently and consistently.
* 909.1.1 Traffic Incident Management: Coordinates detection, response, and clearance across multiple agencies to minimize secondary crashes and return roadways to normal operation quickly.
* 909.1.2 Transportation Operations for Emergency Incidents or Disasters: Ensures system readiness and coordinated response during natural or human-caused disasters through planning, communication, and multimodal evacuation procedures.
* 909.1.3 Road Weather Management: Integrates environmental monitoring, data-driven decision support, and targeted maintenance to mitigate the effects of adverse weather on safety and mobility.
* 909.1.4 Work Zone Traffic Management: Applies smart work zone technologies and comprehensive traffic management plans to maintain safe and reliable travel through construction and maintenance areas.
* 909.1.5 Planned Special Event Management: Coordinates transportation, enforcement, and communication activities for scheduled events to maintain efficient system operations and traveler safety.


='''REVISION REQUEST 4008'''=
909.2 Congested Route (Recurring Delays) – These strategies address predictable and routine congestion caused by daily travel demand and capacity constraints on specific facilities or corridors, emphasizing active traffic management, system integration, and multimodal coordination.
* 909.2.1 Freeway Operations and Management: Improves freeway performance through corridor-level monitoring, adaptive control, and coordinated operations to enhance safety and travel-time reliability.
* 909.2.2 Arterial Operations and Management: Optimizes signal timing, intersection design, and corridor coordination to improve mobility and safety on surface streets.
* 909.2.3 Freight Operation: Enhances the efficiency and safety of freight movement through improved access, parking management, and technology-based monitoring along key freight corridors.
* 909.2.4 Vulnerable Road Users: Improves safety, accessibility, and comfort for VRUs through targeted infrastructure, operational strategies, and multimodal coordination.
* 909.2.5 Transit Operation: Strengthens transit reliability and accessibility through operational strategies such as priority treatments, multimodal hubs, and corridor management.


===909.0.2 Relationship with Other Programs===
TSMO is not a standalone initiative—it complements and enhances MoDOT’s other programs:
* '''Safety Programs''': TSMO contributes to MoDOT’s safety goals, as outlined in the Strategic Highway Safety Plan and the SAFER Program (see [[907.9_Safety_Assessment_For_Every_Roadway_(SAFER)|EPG 907.9 Safety Assessment For Every Roadway (SAFER)]]), by reducing secondary crashes, improving work zone management, and advancing road weather management capabilities.
* '''Asset Management''': TSMO strategies extend the life of infrastructure investments by ensuring facilities operate more efficiently and experience fewer incidents that accelerate wear.
* '''Planning and Design''': TSMO principles should be incorporated early in the planning and design process so that operational strategies are built into projects from the start.
* '''Maintenance''': Maintenance activities can be coordinated with TSMO tools such as smart work zones and ITS devices to reduce traffic disruptions.
* '''Traveler Information''': TSMO strengthens customer service by providing real-time, accurate, and actionable information to the traveling public.


===403.1.5 Mixture Production Specification Limits (Sec 403.5)===
In practice, TSMO serves as the operational thread that connects safety, planning, design, maintenance, and customer service into a unified system-management approach.
Intentional deviations from the JMF will not be permitted, except under the conditions set forth in Sec 403.11. The plant shall be operated in such a manner that the mix is produced as shown on the JMF. The specification tolerances are developed in an attempt to keep the mix as consistent as possible and to allow for some variation during production. However, these tolerances are not production limits. For example, if the target binder content is 5.0%, the binder content of the mix can range from 4.7% to 5.3% when the tolerances are applied. The contractor will not be allowed to produce the mix at 4.7% to save money.  


Operating out of the specifications may reduce the contractor's pay and/or the pavement service life. When QC tests, either random or informational, are out of specification tolerances, the contractor should adjust the production to bring the mix back in. When QA tests are out of specification tolerances, the contractor should be notified immediately. The contractor is responsible for deciding when adjustments are made to control the mix. Some test properties may be allowed to deviate beyond specification limits occasionally, provided that adjustments are made and the following tests show that production is back within limits.
===909.0.3 Roles and Responsibilities for TSMO Implementation===
This guide is designed to provide MoDOT staff and partners with a clear, practical reference for TSMO strategies. Table 909.0.3 highlights the roles and responsibilities of different staff in implementing and supporting TSMO strategies.


Production may be required to cease if the random QC or QA test results are either out of specifications far enough to indicate that the mix may be subject to failure or beyond the specification removal limits. Production should cease until verification that the problem has been corrected. An order record should be written, on the same day or the next day if paving occurs at night, describing the deficiency and the location and amount of mix affected. The contractor may elect to continue production in order to run more tests. If so, the order record should state that any mix produced after the order record was issued is at the contractor’s risk. Final disposition of the mix can then be made based on all tests and observations and may consist of acceptance at a reduced price or removal and replacement of unacceptable material.
{| class="wikitable" style="margin:auto"
|+ ''Table 909.0.3. Roles and Responsibilities for TSMO Implementation''
|-
! Role !! Responsibility
|-
| '''Transportation Management Center (TMC) Operator''' || Monitor traffic conditions, manage information systems, and coordinate incident response and traveler communication to maintain safe and efficient roadway operations.
|-
| '''Emergency Response Operator''' || Provide on-scene incident management, motorist assistance, and roadway clearance to restore normal traffic flow and enhance safety during disruptions.
|-
| '''Maintenance Technician''' || Implement maintenance related TSMO strategies; provide feedback and effort for continual improvement of these strategies and tools.
|-
| '''Traffic Operations Engineer''' || Implement traffic operations related TSMO strategies; provide feedback and effort for continual improvement of these strategies and tools.  
|-
| '''Transportation Planner''' || Include TSMO and other traditional transportation improvement strategies in all planning efforts.
|-
| '''Design Engineer''' || Consider TSMO as an essential element of design, either as a direct improvement for the specific application or as an opportunity for the continuation of existing TSMO strategies.
|-
| '''Construction Inspector''' || Consult personnel who have the appropriate expertise when modifying a design or during construction inspection of TSMO support infrastructure.  
|-
| '''Work Zone Specialists''' || Oversee temporary traffic control in construction zones; review and manage Transportation Management Plans (TMPs), ensure proper setup and quality of traffic control devices, assess risks, and provide input during planning and post-construction reviews to enhance safety and minimize disruptions.
|-
| '''Information Systems Manager''' || Provide oversight and management of field and central communications systems, computer and software, and other information systems resources.
|-
| '''Human Resources Specialist''' || Incorporate relevant related skills and experience into position descriptions where TSMO expertise is needed; assist with training programs to improve the knowledge, skills, and abilities of existing operations personnel.
|-
| '''Emergency Management Agencies''' || Support TSMO implementation by providing coordinated incident response, traffic control, emergency medical services, and roadway clearance; collaborate with MoDOT and TMC staff to improve incident management, responder safety, and system recovery during emergencies and planned events.
|}


Both QC and QA will use the following procedures to determine volumetrics of the mix and compliance with Standard Specification Sections 403.5.3 through 403.5.5. These procedures are discussed in greater detail in the Levels 1 and 2 Bituminous Training.  
===909.0.4 TSMO Planning Framework===
The TSMO Planning Framework provides a structured approach for MoDOT to translate its mission and agency goals into actionable objectives and strategies. It ensures that operational strategies are purpose-driven, measurable, and aligned with statewide priorities. This framework serves as a bridge between MoDOT’s overarching mission and the specific strategies implemented across the TSMO program.


In situations where a retained sample must be tested, the following procedure should be used to reheat the sample. Heat the sample in an oven until the mix is workable. Take the mix out of the sample container (box, bucket, etc.) and spread it in a large pan or several smaller pans. Using this procedure, the mix will reach the molding temperature much quicker than it would if it were left in a mass in the sample container. Also, less aging of the mix occurs since the mix is in the oven for a shorter period of time. Once the mix has reached an acceptable temperature, quarter split the mix. The split portions to be used for making gyratory specimens shall then be heated to the compaction temperature. The entire suite of tests must be performed on a retained sample.
Table 909.0.4.1 identifies the core programmatic elements, MoDOT’s goals and associated objectives, that guide how TSMO is planned, implemented, and evaluated.


'''Gradation''' (Sec 403.5.1)
{| class="wikitable" style="margin:auto"
|+ ''Table 909.0.4.1. Programmatic Element''
|-
! Goal !! Objective
|-
| '''Safety''' || Reduce crash frequency and severity through proactive deployment of TSMO strategies (e.g., incident management, work zone safety, network operations).
|-
| '''Reliability''' || Provide predictable and consistent travel times across the system by proactively managing congestion and incidents.
|-
| '''Efficiency''' || Operate MoDOT’s existing system efficiently and effectively through the application of TSMO programs before pursuing capacity expansion.
|-
| '''Customer Service''' || Provide timely, accurate, and useful traveler information that supports informed decision-making.
|-
| '''Collaboration''' || Strengthen TSMO-related education, training, and workforce development, while fostering cross-agency partnerships.
|-
| '''Integration''' || Incorporate TSMO principles in planning, project development, design, construction, and maintenance to ensure proactive, rather than reactive, system management.
|}


See Sieve Analysis in [[460.3 Plant Inspection|Plant Inspection]]. The gradation of the mix
Table 909.0.4.2 links MoDOT’s mission to measurable outcomes and example TSMO strategies, demonstrating how operations initiatives directly support statewide goals.
is not a pay factor item. However, it does have a significant influence on the volumetrics of the mix. Samples may be taken from the hot bins at a batch plant or from the combined cold feed at a drum plant. It is acceptable to determine gradation from the binder ignition sample according to AASHTO Standard Test Method T 308. Contractors should be allowed the option provided that the chosen method is spelled out in the Quality Control Plan. Gradations of extracted samples would be satisfactory as well. QC is required to sample the aggregate and perform a sieve analysis twice per lot. QA is required to independently sample the aggregate and perform a sieve analysis once per lot. These testing requirements are minimums and should be increased as necessary. Minor deviations outside the tolerances given in Standard Specification Sections 403.5.1.1 or 403.5.1.2, whichever is applicable, may be allowed if the test results indicate that the binder content, volumetrics, and density of the mix are satisfactory. If the test results are unsatisfactory, adjustments of the JMF, in accordance with Standard Specification Section 403.11, are necessary.


'''Stone Matrix Asphalt Tolerances''' (Sec 403.5.1.1)
{| class="wikitable" style="margin:auto"
|+ ''Table 909.0.4.2. Linking MoDOT Mission to Outcomes and Example TSMO Strategies''
|-
! style="width:400px" | Mission !! style="width:400px" | High-Level Outcome !! Example TSMO Strategy
|-
| '''Improving safety (Moving Missourians safely)''' || Reduction in crashes, fatalities, and serious injuries; safer travel for all users || • 909.1.1 Traffic Incident Management<br>• 909.1.3 Road Weather Management<br>• 909.1.4 Work Zone Traffic Management<br>• 909.2.1 Freeway Operations and Management<br>• 909.2.2 Arterial Operations and Management
|-
| '''Providing high-value, impactful solutions (Delivering efficient and innovative transportation projects; asset management)''' || Cost-effective improvements that maximize existing infrastructure and delay costly expansions || • 909.2.1 Freeway Operations and Management<br>• 909.2.2 Arterial Operations and Management<br>• 909.2.3 Freight Operation<br>• 909.2.4 Vulnerable Road Users
|-
| '''Improving reliability and mobility (Operating a reliable transportation system; Building a prosperous economy for all Missourians)''' || Predictable travel times and improved system performance for people and freight || • 909.1.1 Traffic Incident Management<br>• 909.1.4 Work Zone Traffic Management<br>• 909.1.5 Planned Special Event Management<br>• 909.2.1 Freeway Operations and Management<br>• 909.2.5 Transit Operation
|-
| '''Providing useful and timely traveler information (Providing outstanding customer service)''' || Informed travel decisions by the public, increased user satisfaction || • 909.1.2 Transportation Operations for Emergency Incidents or Disasters<br>• 909.1.3 Road Weather Management
|}


The tolerances from the JMF for SMA mixes are given in Standard Specification Section 403.5.1.1.
===909.0.5 Performance Metrics===
Performance metrics provide the foundation for evaluating how well MoDOT’s TSMO strategies are improving the safety, reliability, efficiency, and customer experience of Missouri’s transportation system. The following tables present example measures that create a consistent framework for assessing the effectiveness of TSMO initiatives related to both non-recurring delays (Table 909.0.5.1) and recurring delays (Table 909.0.5.2). By monitoring these metrics over time, MoDOT can identify opportunities for improvement, enhance coordination across disciplines, and promote continuous advancement through data-driven decision-making.


'''Mixture Tolerance''' (Sec 403.5.1.2)
{| class="wikitable" style="margin:auto"
|+ ''Table 909.0.5.1. Linking MoDOT TSMO Strategies for Non-Recurring Delays to Performance Metrics''
|-
! style="width:400px" | Strategy !! style="width:400px" | Goals !! Example Performance Metric
|-
| rowspan="4" | '''909.1.1 Traffic Incident Management''' || Enhance the '''safety''' of traveling public and incident responders || • Number of secondary crashes per incident<br>• Severity (fatalities/serious injuries) of secondary crashes<br>• Percent of incidents with secondary crashes recorded<br>• Number of responders struck-by crashes<br>• Severity of responder-involved crashes<br>• Percent of incidents with responder crash data recorded
|-
| Enhance '''reliability''' and '''efficiency''' of Missouri’s transportation system || • Average roadway clearance time<br>• Average incident clearance time<br>• Percent of incidents meeting clearance time targets
|-
| Strengthen '''coordination''', '''communication''', and '''collaboration''' between MoDOT and TIM partners || • Number of formalized agreements signed<br>• Number of multi-agency TIM meetings held annually<br>• Number of TIM trainings held annually<br>• Partner participation rate in meetings/exercises
|-
| Establish '''TIM policies''', '''procedures''', and '''protocols''' within MoDOT || • Number of formal TIM policies/protocols adopted<br>• Percent of TIM coordinator positions filled and active
|-
| rowspan="2" | '''909.1.2 Transportation Operations for Emergency Incidents or Disasters''' || Enhance '''safety''' and responder protection during emergency incidents || • Number of emergency-related crashes<br>• Severity (fatal/serious injury) of emergency-related crashes<br>• Percent of emergency incidents with responder safety data recorded
|-
| Improve '''reliability''' and '''speed''' of emergency response and system restoration || • Time to activate emergency operations<br>• Duration of emergency lane/road closures<br>• Percent of priority routes restored within target timeframes<br>• Emergency communication system uptime<br>• Average time to deploy emergency traffic control
|-
| rowspan="3" | '''909.1.3 Road Weather Management''' || Improve '''safety''' under adverse weather conditions || • Number of weather-related crashes, fatalities, and serious injuries<br>• Crash rate per weather event
|-
| Enhance '''operational readiness''' and '''timely''' roadway treatment || • Time to treat priority routes during storms<br>• Percent of network treated within specific time thresholds<br>• Materials usage efficiency (salt, brine, abrasives)
|-
| Improve '''traveler information''' accuracy during weather events || • Traveler information system accuracy rate during storms<br>• Number of travel information interactions (511 apps, CMS messages)
|-
| rowspan="2" | '''909.1.4 Work Zone Traffic Management''' || Enhance '''safety''' for workers and motorists in work zones || • Number and rate of work zone crashes<br>• Number of work zone fatalities and serious injuries<br>• Number of work zone intrusions (near-miss events)
|-
| Improve '''mobility''' and reduce unexpected work zone delays || • Work-zone related delays<br>• Percent of work zones meeting mobility targets (queue length, speed, travel time)<br>• Average incident clearance time for work zone-related incidents
|-
| rowspan="2" | '''909.1.5 Planned Special Event Management''' || Ensure '''safe''' travel conditions during special events || • Number and rate of special event-related crashes<br>• Vulnerable Road User (VRU) level of comfort/safety index near event venues
|-
| Improve '''mobility''' and minimize event-related congestion || • Travel time reliability during event periods<br>• Vehicle and pedestrian throughput at key access points<br>• Percent of events meeting planned operational performance targets
|}


During production, the combined aggregate gradation must be within the following limits:


{| class="wikitable" style="margin: 1em auto 1em auto"
{| class="wikitable" style="margin:auto"
|+ ''Table 909.0.5.2. Linking MoDOT TSMO Strategies for Recurring Delays to Performance Metrics''
|-
! style="width:400px" | Strategy !! style="width:400px" | Goals !! Example Performance Metric
|-
|-
! Colspan="4" style="background:#BEBEBE" | Percent Passing by Weight
| rowspan="3" | '''909.2.1 Freeway Operations and Management''' || Support '''safety''' on managed freeway facilities || • Number and rate of crashes on freeway segments<br>• Number of secondary crashes
|-
|-
!style="background:#BEBEBE"|Sieve Size||style="background:#BEBEBE"|SP250||style="background:#BEBEBE"|SP190||style="background:#BEBEBE"|SP125
| Improve '''travel reliability''' on freeway corridors || • Travel time reliability index<br>• Planning time index
|-
|-
| 1 ½ in. || 100 || -- || --
| Enhance operational '''efficiency''' on freeway corridors || • Average travel speed and delay<br>• Vehicle and truck throughput<br>• Number of recurring congestion hotspots mitigated
|-
|-
|1 in.|| 90-100 || 100 || --
| rowspan="3" | '''909.2.2 Arterial Operations and Management''' || Enhance '''safety''' at signalized intersections and arterials || • Crash frequency and severity at signalized intersections<br>• Pedestrian and bicycle crash rate
|-
|-
|¾ in.|| 92 Max. || 90-100 || 100
| Improve '''efficiency''' of arterial traffic flow || • Arterial travel time and delay<br>• Signal progression quality (arrival on green, bandwidth)<br>• Number of mitigated congestion hotspots
|-
|-
|½ in.|| -- || 92 Max. || 90-100
| Enhance '''reliability''' of multimodal arterial operations || • Transit signal delay at signals (if applicable)<br>• Pedestrian crossing delay
|-
|-
|3/8 in.|| -- || -- || 92 Max.
| rowspan="2" | '''909.2.3 Freight Operation''' || Improve '''efficiency''' on key freight corridors || • Truck delay at bottlenecks<br>• Freight throughput (corridor or intermodal facility)
|-
|-
|#4||--||--||--
| Enhance '''reliability''' of freight travel || • Truck travel time reliability index<br>• Number of freight-related congestion hotspots mitigated
|-
|-
|#8||17-47||21-51||26-60
| rowspan="3" | '''909.2.4 Vulnerable Road Users''' || Enhance '''safety''' and '''comfort''' for Vulnerable Road Users (VRUs) || • Number and rate of VRU crashes<br>• VRU level of comfort/safety index
|-
|-
|#16||--||--||--
| Improve '''connectivity''' for walking and bicycling || • Miles of connected pedestrian/bicycle facilities<br>• Percent of network meeting connectivity standards
|-
|-
|#30||--||--||--
| Support '''sustainable''', multimodal travel options || • Share of trips completed using active modes
|-
|-
|#50||--||--||--
| rowspan="3" | '''909.2.5 Transit Operation''' || Enhance '''mobility''' of transit users || • Passenger throughput per route or corridor<br>• Average transit travel time
|-
|-
|#100||--||--||--
| Improve transit '''reliability''' and on-time performance || • Percent of on-time arrivals<br>• Transit travel time reliability (travel adherence)
|-
|-
|#200||1-7||2-8||2-10
| Improve customer experience and multimodal access || • Customer satisfaction survey results<br>• Pedestrian access quality (stop accessibility index)
|}
|}


'''Density''' (Sec 403.5.2)
<br><br>
<hr style="border:none; height:2px; background-color:red;" />
<br><br>
 
==909.1 Non-Congested Route (Non-Recurring Delays)==
 
==909.1.1 Traffic Incident Management==
Traffic Incident Management (TIM) reduces the impact of roadway incidents by coordinating detection, response, and clearance activities among transportation, law enforcement, fire, EMS, towing, and other partners.
 
While crashes, disabled vehicles, and cargo spills are the most common focus of TIM programs, there are a broader set of disruptions that should be routinely monitored and managed including:
* Debris in the roadway
* Grass fires
* Lane-blocking emergency vehicles
* Vehicle fires
* Heavy congestion
 
By incorporating this broader incident set, TIM strategies ensure operators and responders are prepared for a wide range of events that may impact traveler safety and network performance. The following sections outline key strategies for TIM.
 
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
'''Users:'''
* TMC Operators → Detect and coordinate response ([[#909.1.1.3 Components|909.1.1.3 Components]]), disseminate traveler information ([[#909.1.1.1 Traffic Incident Management Plans|909.1.1.1 Traffic Incident Management Plans]]).
* Maintenance Technicians → Assist with clearance and roadway restoration ([[#909.1.1.3 Components|909.1.1.3 Components]]).
* Emergency Management Agencies → Critical frontline responders ([[#909.1.1.2 Stakeholders|909.1.1.2 Stakeholders]]).
</div>
 
===909.1.1.1 Traffic Incident Management Plans===
Traffic incidents occur without warning at any time and location on the highway system. On all segments of the interstate and freeway highway system, TIM plans should be developed in coordination with law enforcement and local responders to:
* Reduce response and clearance times.
* Develop alternate plans for handling affected traffic.
* Communicate and coordinate between first responders.
* Communicate traffic impacts to motorists.
 
Reference [[:Category:948_Incident_Response_Plan_and_Emergency_Response_Management|EPG 948 Incident Response Plan and Emergency Response Management]] for additional information.
 
===909.1.1.2 Stakeholders===
Effective TIM depends on collaboration among a wide range of partners. Law enforcement, fire/rescue, EMS, and towing operators provide immediate on-scene response, while MoDOT personnel and TMCs deliver critical support through detection, traffic control, and traveler information. Each stakeholder brings unique capabilities, and coordinated multi-agency response ensures faster clearance, safer conditions for responders, and more reliable outcomes for the traveling public.
 
===909.1.1.3 Components===
The core components of TIM—detection, verification, response, clearance, and recovery—create a structured framework for managing roadway incidents. Detection and verification confirm the incident type and location; coordinated response mobilizes the appropriate agencies; clearance restores traffic lanes and removes hazards; and recovery ensures the roadway is returned to normal operation. Addressing each component systematically reduces incident duration and enhances both safety and reliability.
 
==909.1.2 Transportation Operations for Emergency Incidents or Disasters==
Emergency operations ensure safe and effective evacuation and mobility during disasters such as floods, tornadoes, earthquakes, or other emergencies. The following sections outline key strategies for emergency operations during disasters.
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
'''Users:'''
* Emergency Management Agencies → Coordinate disaster response ([[#909.1.2.1 Frameworks and Coordination|909.1.2.1 Frameworks and Coordination]]).
* Transportation Planners → Prepare evacuation plans ([[#909.1.2.2 Preparedness and Planning|909.1.2.2 Preparedness and Planning]]).
* Traffic Operations Engineers → Manage ingress and egress traffic flow ([[#909.1.2.3 Operational Strategies During Disasters|909.1.2.3 Operational Strategies During Disasters]]).
* TMC Operators → Monitor evacuation routes and push real-time traveler information ([[#909.1.2.3 Operational Strategies During Disasters|909.1.2.3 Operational Strategies During Disasters]]).
</div>
 
===909.1.2.1 Frameworks and Coordination===
MoDOT’s emergency transportation operations shall be conducted in accordance with the National Incident Management System (NIMS) and the Incident Command System (ICS). These frameworks establish the standard structure, terminology, and coordination processes for incident and disaster response at the local, state, and federal levels.
 
'''National Incident Management System (NIMS)''':
* Provides a nationwide approach for incident management and coordination.
* Provides emergency transportation operations guidance for interoperable collaboration with law enforcement, fire, EMS, emergency management, and federal partners.
* Establishes common terminology, communication protocols, and resource management procedures to support multi-agency operations.
 
'''Incident Command System (ICS)''':
* Serves as the on-scene management structure for all types of incidents.
* Defines clear roles, responsibilities, and reporting relationships across agencies.
* Provides guidance on unified command structures, filling roles such as transportation branch directors, field observers, or technical specialists.
* Provides flexibility to scale operations for localized or statewide events.
 
For detailed response information, please contact MoDOT’s Safety and Emergency Management.
 
===909.1.2.2 Preparedness and Planning===
* Develop and exercise evacuation and emergency operations plans.
* Use simulation and scenario testing to identify gaps and strengthen interagency protocols.
* Establish pre-designated staging areas for resource allocation, evacuation support, and vehicle marshaling.
 
===909.1.2.3 Operational Strategies During Disasters===
* '''Traffic Management''': Complete rapid damage assessment and plan and publish routes for ingress and egress to the impacted area.
* '''Multimodal Evacuations''': Utilize buses, school buses, and regional transit providers to assist in large-scale evacuations.
* '''Route Monitoring''': Employ field observations, cameras, and sensors to track evacuation route conditions in real time.
* '''Public Information''': Provide timely traveler information, evacuation messaging, and updates in coordination with media partners.
 
==909.1.3 Road Weather Management==
Road Weather Management strategies improve mobility, reliability, and safety during weather events through strategies such as targeted traveler information, warnings, and operational interventions including Variable Speed Limits (VSL). The following sections outline key strategies for road weather management.
 
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
'''Users:'''
* TMC Operators → Operate dynamic message signs and push alerts ([[#909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs|909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs]]; [[#909.1.3.2 Road Weather Information Systems|909.1.3.2 Road Weather Information Systems]]).
* Maintenance Technicians → Respond to weather conditions, deploy treatment ([[#909.1.3.2 Road Weather Information Systems|909.1.3.2 Road Weather Information Systems]]).
* Traffic Operations Engineers → Oversee VSL and integrate road weather information systems data ([[#909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs|909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs]]; [[#909.1.3.2 Road Weather Information Systems|909.1.3.2 Road Weather Information Systems]]).
</div>
===909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs===
Displays real-time information to warn motorists of roadway incidents, construction or congestion ahead that could pose a hazard or cause delays.
 
Procedures for Dynamic Message Signs are outlined in [[910.3_Dynamic_Message_Signs_(DMS)|EPG 910.3 Dynamic Message Signs (DMS)]].
 
===909.1.3.2 Road Weather Information Systems===
Measure real-time atmospheric parameters, pavement conditions, water level conditions, visibility, and sometimes other variables. Comprises Environmental Sensor Stations (ESS) as they also cover non-meteorological variables in the field, a communication system for data transfer, and central systems to collect field data from numerous ESS.
 
==909.1.4 Work Zone Traffic Management==
Work zone strategies reduce risk to workers and travelers while minimizing delays during construction and maintenance activities. These strategies apply to both short-term and long-term work zones, recognizing that every project, regardless of duration, can significantly affect roadway operations and safety. The following sections outline key strategies for work zone traffic management.
 
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
'''Users:'''
* Design Engineers → Incorporate TMP and ITS strategies into project design ([[#909.1.4.1 Traffic Management Plan|909.1.4.1 Traffic Management Plan]]; [[#909.1.4.4 Use of Intelligent Transportation Systems|909.1.4.4 Use of Intelligent Transportation Systems]]).
* Work Zone Specialists → Review and manage TMPs, oversee traffic control device setup, and ensure compliance with MoDOT standards ([[#909.1.4.1 Traffic Management Plan|909.1.4.1 Traffic Management Plan]]; [[#909.1.4.2 Traffic Incident Management Plan|909.1.4.2 Traffic Incident Management Plan]]).
* Construction Inspectors → Enforce work zone traffic control measures ([[#909.1.4.2 Traffic Incident Management Plan|909.1.4.2 Traffic Incident Management Plan]]).
* Traffic Operations Engineers → Oversee ITS integration and system strategies ([[#909.1.4.3 Smart Work Zones|909.1.4.3 Smart Work Zones]];  [[#909.1.4.4 Use of Intelligent Transportation Systems|909.1.4.4 Use of Intelligent Transportation Systems]]).
* TMC Operators → Monitor work zones and disseminate real-time traveler information ([[#909.1.4.4 Use of Intelligent Transportation Systems|909.1.4.4 Use of Intelligent Transportation Systems]]).
</div>
 
===909.1.4.1 Traffic Management Plan===
The Transportation Management Plan (TMP) consists of strategies to manage the work zone impacts of a project. Each TMP is tailored to the unique conditions of a project and typically incorporates three coordinated elements: Traffic Control Plan (TCP), Traffic Operations (TO), and Public Information (PI).
 
As an initial step, a project design should be selected to eliminate or minimize additional delays and traffic queueing during construction. [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay|EPG 616.19 Work Zone Capacity, Queue and Travel Delay]] provides tools to access the traffic impact of the proposed project design(s).
 
For additional detail on the required elements, development process, and documentation standards for TMPs, reference [[616.20_Work_Zone_Safety_and_Mobility_Policy#616.20.9_Work_Zone_Transportation_Management_Plan|EPG 616.20.9 Work Zone Transportation Management Plan]].
 
===909.1.4.2 Traffic Incident Management Plan===
When traffic incidents occur within a work zone, it is imperative to clear the incident and restore traffic as quickly as possible. To aid in this effort, a project-based traffic incident management (TIM) plan should be developed for all significant projects on interstate and freeways.
 
Reference [[#909.1.1.1 Traffic Incident Management Plans|EPG 909.1.1.1 Traffic Incident Management (TIM) Plans]] for additional information.
 
===909.1.4.3 Smart Work Zones===
Once a project design has been determined, the [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay#MoDOT_Work_Zone_Impact_Analysis_Spreadsheet|MoDOT Work Zone Impact Analysis Spreadsheet]] will assist in determining which smart work zones strategies should be included in the project to provide information and warnings to motorists to improve work zone safety and traffic mobility. Additionally, the [[media:909_WZM_Guidebook.pdf|Work Zone Management Guidebook]] provides information about tools and strategies for work zone management that will maximize safety and minimize the impacts to traffic. The [[media:909_WZM_Presentation.pdf|Work Zone Management Guidebook Presentation]] provides additional information about the guidebook. Additional information can also be found in [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay|EPG 616.19 Work Zone Capacity, Queue and Travel Delay]] and [[616.20_Work_Zone_Safety_and_Mobility_Policy|EPG 616.20 Work Zone Safety and Mobility Policy]].
 
===909.1.4.4 Use of Intelligent Transportation Systems===
Intelligent Transportation Systems (ITS) devices (cameras, sensors, communication systems) provide detection and real-time monitoring of work zones.
 
Procedures for ITS devices are outlined in [[:Category:910_Intelligent_Transportation_Systems|EPG 910 Intelligent Transportation Systems]].
 
==909.1.5 Planned Special Event Management==
Special event management strategies ensure safe and efficient mobility during large gatherings, sporting events, and other planned activities. The following sections outline key strategies for planned special event management.
 
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
'''Users:'''
* Transportation Planners → Develop TMPs for special events and coordinate agencies ([[#909.1.5.1 Pre-Event Planning|909.1.5.1 Pre-Event Planning]]; [[#909.1.5.4 Post-Event Evaluation|909.1.5.4 Post-Event Evaluation]]).
* Traffic Operations Engineers → Design strategies for traffic flow and multimodal support ([[#909.1.5.2 Implementation|909.1.5.2 Implementation]]).
* TMC Operators → Manage day-of-event operations and traveler communications ([[#909.1.5.3 Day-of-Event Operations|909.1.5.3 Day-of-Event Operations]]).
* Emergency Management Agencies → Manage access, safety, and enforcement ([[#909.1.5.2 Implementation|909.1.5.2 Implementation]]).
</div>
 
===909.1.5.1 Pre-Event Planning===
* Develop Transportation Management Plans (TMPs) with input from MoDOT, local agencies, law enforcement, transit providers, and event organizers.
* Identify needs for Emergency Operations Center (EOC) and Joint Operations Center (JOC) activation, staffing augmentation, and resource staging for high-profile or large-scale events (e.g., sporting events, major concerts, parades, funerals, festivals, eclipse, political events).
* Plan for multimodal access (transit, walking, biking) and freight restrictions, where applicable.
 
===909.1.5.2 Implementation===
* Deploy traffic control devices, signage, and ITS in advance of the event.
* Coordinate with law enforcement and emergency management on enforcement zones, access control, and responder staging.
* Conduct interagency briefings to confirm roles, responsibilities, and communication protocols.
 
===909.1.5.3 Day-of-Event Operations===
* Manage traffic and crowd circulation using TMC monitoring, field staff, and real-time traveler information (dynamic message signs, push alerts, social media).
* Coordinate with EOC/JOC if activated to ensure situational awareness and resource support.
* Adjust plans dynamically to address congestion, incidents, or security needs.
 
===909.1.5.4 Post-Event Evaluation===
* Conduct after-action reviews with MoDOT staff, law enforcement, emergency management, and event organizers.
* Document lessons learned, identify gaps in staffing or coordination, and refine TMPs for future events.
* Capture performance measures such as clearance times, delay estimates, and traveler feedback.
 
<br><br>
<hr style="border:none; height:2px; background-color:red;" />
<br><br>
 
==909.2 Congested Route (Recurring Delays)==
 
==909.2.1 Freeway Operations and Management==
Freeway operations strategies enhance safety, reduce recurring congestion, and improve travel time reliability on major corridors. The following sections outline key strategies for freeway operations and management.
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
'''Users:'''
* TMC Operators → Monitor and adjust dynamic controls, coordinate corridor operations, and manage incident response ([[#909.2.1.1 Ramp Management and Control|909.2.1.1 Ramp Management and Control]]; [[#909.2.1.3 Dynamic Speed Limits|909.2.1.3 Dynamic Speed Limits]]; [[#909.2.1.4 Queue Warning|909.2.1.4 Queue Warning]]; [[#909.2.1.5 Integrated Corridor Management|909.2.1.5 Integrated Corridor Management]]; [[#909.2.1.6 Transportation Management Centers|909.2.1.6 Traffic Management Centers]]).
* Traffic Operations Engineers → Design freeway operations strategies, oversee policy-sensitive strategies, and evaluate corridor performance ([[#909.2.1.2 Part-Time Shoulder Use (Hard Shoulder Running)|909.2.1.2 Part-Time Shoulder Use]]; [[#909.2.1.5 Integrated Corridor Management|909.2.1.5 Integrated Corridor Management]]; [[#909.2.1.6 Transportation Management Centers|909.2.1.6 Traffic Management Centers]]; [[#909.2.1.7 Managed Lanes|909.2.1.7 Managed Lanes]]).
* Information Systems Managers → Maintain ITS infrastructure, support automated detection, and ensure system integration for real-time operations ([[#909.2.1.5 Integrated Corridor Management|909.2.1.5 Integrated Corridor Management]]; [[#909.2.1.6 Transportation Management Centers|909.2.1.6 Traffic Management Centers]]; [[#909.2.1.8 Automated Incident Detection|909.2.1.8 Automated Incident Detection]]).
</div>
<br>
<div style="margin: auto; width:875px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
'''Policy Coordination''' – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s '''Central Office of Highway Safety and Traffic (COHST)''' to ensure consistency with policy, design standards, and operational oversight.
</div>
===909.2.1.1 Ramp Management and Control===
Ramp management and control strategies, including ramp metering and adaptive ramp management, regulate vehicle entry onto freeways to improve merging operations, reduce conflicts, and smooth overall traffic flow. This remains a dynamic application where it is implemented, with operational adjustments based on corridor conditions.
 
Currently, Missouri does not operate continuous ramp metering systems. Instead, ramp meters are activated dynamically based on real-time traffic conditions when metrics (such as speed, volume, and/or density) exceed predefined thresholds.
 
===909.2.1.2 Part-Time Shoulder Use (Hard Shoulder Running)===
Part-time shoulder use, also known as hard shoulder running, allows roadway shoulders to serve as temporary travel lanes during peak periods, incidents, or emergencies. Applications may be designed for all vehicles or limited to transit operations.
 
This strategy is increasingly being implemented by peer agencies across the country, particularly in corridors with limited right-of-way or peak-period capacity needs. While Missouri does not currently have any active applications of part-time shoulder use, the concept may present opportunities in select corridors - especially where traditional widening is not feasible and where shoulders are constructed to full-depth pavement standards.
 
===909.2.1.3 Dynamic Speed Limits===
Dynamic speed limits adjust posted speed limits in real time based on conditions such as traffic flow, weather, or incidents. This approach has been applied by several peer agencies to improve safety, smooth traffic flow, and reduce crash risk.
 
In Missouri, there are no permanent applications of dynamic speed limits in routine freeway operations. However, the strategy may hold value in targeted, temporary contexts—particularly in work zones where changing conditions require more flexible speed management.
 
===909.2.1.4 Queue Warning===
Queue warning systems are designed to alert motorists of slow or stopped traffic ahead, reducing the likelihood of sudden braking and rear-end collisions in congested conditions. These systems typically consist of roadside sensors and Changeable Message Signs (CMS) that detect traffic slowdowns and display real-time warnings to approaching drivers. When sensors identify slowed or stopped vehicles, signals are transmitted to the CMS, which then display queue warning messages. Placement of sensors and signs is critical-warnings should activate when a queue extends to within 1-2 miles upstream, depending on speed, to provide adequate driver reaction time. In Missouri, current applications of queue warning rely exclusively on Dynamic Message Signs (DMS) rather than flashing beacons.
 
===909.2.1.5 Integrated Corridor Management===
Integrated Corridor Management (ICM) refers to coordinated operations across multiple facilities within a corridor—primarily freeways and parallel arterials. The goal is to manage congestion holistically by making better use of available capacity, balancing demand, and improving traveler information.


See also Density in [[460.3 Plant Inspection|Plant Inspection]] Density Samples in [[460.6 Paving Operations|Paving Operations]]. One sample per sublot will be taken for QC testing. QA will randomly test one of the samples from each lot to verify that a favorable comparison is obtained. These testing requirements are minimums and should be increased as necessary. SMA mixes shall have a minimum density of 94.0% with no upper limit. All other mixes shall have a density of 94.0 ±2.0%.
===909.2.1.6 Transportation Management Centers===
Transportation Management Centers (TMCs) serve as the operational backbone of ICM. From TMCs, MoDOT staff monitor real-time traffic conditions, manage ITS devices, coordinate incident response, and adjust strategies such as ramp metering or queue warning. This centralized approach enables proactive management of corridors, ensuring safety and reliability during incidents, work zones, and peak travel periods.


'''Shoulder Density''' (Sec 403.5.2.1) and '''Integral Shoulder''' (Sec 403.5.2.2)
===909.2.1.7 Managed Lanes===
Managed lanes are roadway segments where access and use are actively regulated to improve traffic flow, safety, or reliability. Common approaches used nationally include bus-only lanes and truck-only lanes. These treatments are typically considered in locations with recurring congestion, limited right-of-way, or freight movement challenges.


If the shoulders and the traveled way are placed in the same pass (integrally), the cores will be taken on the traveled way. No cores will be taken on the shoulder. For example, if the paving width is 16’ with a 12’ travel lane and a 4’ shoulder, the shoulder will not be subject to density testing.
At present, Missouri has no active managed lane facilities.


'''Asphalt Content''' (Sec 403.5.3)
===909.2.1.8 Automated Incident Detection===
Automated incident detection systems use roadside sensors, video feeds, and software algorithms to identify crashes, stalled vehicles, or other disruptions in real time. These systems often integrate AI-based analytics with CCTV camera footage to detect unusual traffic patterns or stopped vehicles more quickly than traditional operator observation alone. By providing earlier notification of likely incidents, automated detection enhances safety, reduces secondary crashes, and improves response times for emergency and traffic management personnel.  


QC is required to sample and test the mix for the binder content once per sublot and QA is
==909.2.2 Arterial Operations and Management==
required to independently sample and test the mix once per lot. These testing requirements are
Arterial operations strategies improve mobility, safety, and reliability on surface streets through targeted improvements, signal operations, and multimodal accommodations. These strategies focus on reducing congestion at bottlenecks, enhancing intersection performance, and supporting consistent travel across urban and suburban corridors.
minimums and should be increased as necessary. During production, the binder content of the
mix, as determined by sampling and testing, shall be within ±0.3% of the target listed on the JMF.


<div id="Voids in the Mineral Aggregate (VMA) (Sec 403.5.4)"></div>
In Missouri, arterial management is often a shared responsibility between MoDOT and regional or local partners. For example, the Kansas City region’s Operation Green Light program coordinates arterial signal timing and corridor operations in collaboration with MoDOT and multiple local jurisdictions. Other examples include MoDOT’s partnership with St. Charles in the St. Louis region and collaboration with the City of Springfield and the Ozarks Transportation Organization. Similar arrangements may exist in other regions where MPOs, cities, or counties lead day-to-day arterial management. Practitioners should recognize that depending on the corridor and location, responsibility for arterial operations may rest with another entity, requiring coordination and partnership to ensure consistent system performance.
'''Voids in the Mineral Aggregate (VMA)''' (Sec 403.5.4)


QC is required to sample and test the mix for the VMA once per sublot and QA is required
The following sections outline key strategies for arterial operations and management.
to independently sample and test the mix once per lot. These testing requirements are minimums
and should be increased as necessary. The VMA of the mix shall be within –0.5% and +2.0% of
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
the minimum required for the corresponding mix type (see Standard Specification Section 403.4.6.2).
'''Users:'''
* Traffic Operations Engineers → Manage signals, coordination, and adaptive timing ([[#909.2.2.3 Traffic Signal Program Management|909.2.2.3 Traffic Signal Program Management]]; [[#909.2.2.4 Traffic Signal Timing and Coordination|909.2.2.4 Traffic Signal Timing and Coordination]]; [[#909.2.2.5 Transit Signal Priority|909.2.2.5 Transit Signal Priority]]).
* Design Engineers → Implement innovative intersections and targeted improvements ([[#909.2.2.1 Targeted Infrastructure Improvements|909.2.2.1 Targeted Infrastructure Improvements]]; [[#909.2.2.2 Innovative Intersection Designs|909.2.2.2 Innovative Intersection Designs]]).
* TMC Operators → Oversee corridor signal adjustments and incident response ([[#909.2.2.4 Traffic Signal Timing and Coordination|909.2.2.4 Traffic Signal Timing and Coordination]]; [[#909.2.2.6 Arterial Dynamic Shoulder Use|909.2.2.6 Arterial Dynamic Shoulder Use]]).
</div>
<br>
<div style="margin: auto; width:875px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
'''Policy Coordination''' – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s '''Central Office of Highway Safety and Traffic (COHST)''' to ensure consistency with policy, design standards, and operational oversight.
</div>


The following table gives the ranges for each mix type:
===909.2.2.1 Targeted Infrastructure Improvements===
Targeted infrastructure improvements are localized enhancements that address recurring bottlenecks or multimodal safety concerns on arterial corridors. Common treatments include new or extended turn lanes to reduce delay at intersections, access control to improve traffic flow and safety, and bus pullouts to minimize transit-related delays. Pedestrian and bicyclist accommodations such as crosswalk improvements, refuge islands, and protected lanes also support safer and more reliable mobility for all users.


===909.2.2.2 Innovative Intersection Designs===
Innovative intersection designs apply alternative layouts to improve safety and efficiency where traditional designs are constrained. Examples include restricted crossing U-turns (RCUTs), median U-turns, and displaced left-turn (continuous flow) intersections, which reduce conflict points and increase throughput. These designs are increasingly considered where right-of-way is limited, traffic volumes are high, or safety issues persist with conventional layouts.
Additional information can be found in [[233.5_Intersection_Alternatives|EPG 233.5 Intersection Alternatives]].
===909.2.2.3 Traffic Signal Program Management===
A comprehensive traffic signal program provides the framework for maintaining effective corridor operations. Program elements include monitoring and evaluating existing signal systems, scheduling recurring retiming efforts, and integrating new technologies over time. A proactive, programmatic approach ensures that signals are managed consistently across jurisdictions, providing reliable performance and minimizing inefficient, piecemeal adjustments.
Procedures for signal operation and maintenance are outlined in [[902.1_General_(MUTCD_Chapter_4A)#902.1.10_Responsibility_for_Operation_and_Maintenance_(MUTCD_Section_4A.10)|902.1.10 Responsibility for Operation and Maintenance (MUTCD Section 4A.10)]].
===909.2.2.4 Traffic Signal Timing and Coordination===
Traffic signal timing and coordination strategies are a cost-effective approach to improve arterial operations. By updating signal timing plans and coordinating operations across intersections, agencies can reduce delays and support more predictable travel along corridors. These strategies allow signal operations to reflect current traffic conditions, land use patterns, and system changes, while also providing a foundation for integrating advanced technologies such as adaptive control.
<u>Applications:</u>
* '''Traffic Signal Retiming''' – Updating the timing plans for one signalized intersection or a corridor of intersections based on the latest traffic volumes. Retiming is recommended every few years or after significant changes to transportation systems or land use within a given area.
* '''Traffic Signal Coordination''' – Coordinating traffic signal timing along a corridor to enable a “green wave” of vehicles traveling through a sequence of signals. Coordination optimizes the splits and offsets of signals to allow for smoother, progressive traffic flow.
* '''Adaptive Traffic Signal Control''' – Coordinating traffic signal timing across a network using real-time detector data to accommodate current, prevailing traffic patterns. This allows for dynamic adjustment of timing in response to fluctuating traffic conditions.
===909.2.2.5 Transit Signal Priority===
Transit signal priority (TSP) strategies adjust signal phasing to reduce delay for buses and improve the efficiency of transit operations. TSP can extend green phases and/or provide early green intervals to help transit vehicles move more consistently through intersections. By enhancing the speed and reliability of bus service, TSP supports multimodal goals and encourages greater use of transit along arterial corridors.
===909.2.2.6 Arterial Dynamic Shoulder Use===
Arterial dynamic shoulder use provides additional capacity and improves multimodal efficiency by repurposing existing roadway space under defined conditions. Dynamic shoulder use allows roadway shoulders to operate as travel lanes during peak periods or special events, while maintaining their primary role for emergency access during off-peak times. This strategy can help reduce delays, improve vehicle-throughput, and support multimodal goals in areas where right-of-way is constrained and traditional widening is not feasible. Successful implementation requires clear operational policies, appropriate signing and striping, and coordination with enforcement and transit partners to ensure safety and effectiveness.
Although Missouri does not currently implement arterial dynamic shoulder use, the approach may offer targeted benefits in select corridors-especially where traditional widening is not feasible and where shoulders are constructed to full-depth pavement standards.
==909.2.3 Freight Operation==
Freight operations strategies address truck mobility, parking, and safety near freight generators such as ports and distribution centers. The following sections outline key strategies for freight operations.
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
'''Users:'''
* Transportation Planners → Coordinate freight corridors, permitting, and parking strategies ([[#909.2.3.1 Freight Operations Around Ports and Generators|909.2.3.1 Freight Operations Around Ports and Generators]]; [[#909.2.3.2 Truck Parking|909.2.3.2 Truck Parking]]; [[#909.2.3.3 Regional Permitting|909.2.3.3 Regional Permitting]]).
* Traffic Operations Engineers → Oversee technology applications and truck restrictions ([[#909.2.3.1 Freight Operations Around Ports and Generators|909.2.3.1 Freight Operations Around Ports and Generators]]; [[#909.2.3.4 Technology Applications for Freight|909.2.3.4 Technology Applications for Freight]]; [[#909.2.3.5 Connected and Automated Freight Vehicles|909.2.3.5 Connected and Automated Freight Vehicles]]).
</div>
Reference MoDOT’s [https://www.modot.org/2022-state-freight-and-rail-plan-documents 2022 State Freight and Rail Plan Documents] for additional information.
===909.2.3.1 Freight Operations Around Ports and Generators===
Freight hubs such as ports, intermodal yards, and distribution centers generate concentrated truck activity that can create localized congestion and safety concerns. Targeted operational improvements may include intersection upgrades, dedicated freight lanes, improved signage, or optimized signal timing along key freight corridors. These measures reduce bottlenecks, improve travel time reliability for trucks, and minimize conflicts between freight and passenger vehicles in high-demand areas.
===909.2.3.2 Truck Parking===
Adequate truck parking is essential for driver safety, freight efficiency, and regulatory compliance. Strategies include the development of new truck parking facilities, upgrades to existing rest areas, and the integration of real-time availability systems that help drivers locate spaces. Reservation tools and wayfinding applications can further support efficient parking use and reduce the safety risks associated with unauthorized shoulder or ramp parking.
===909.2.3.3 Regional Permitting===
Freight often crosses multiple jurisdictions, and inconsistent permitting processes can add delay and administrative burden. Regional permitting strategies streamline requirements by coordinating across state, county, and local agencies. Harmonizing size, weight, and routing approvals enhances efficiency for carriers while reducing redundant processes for agencies, particularly along high-volume freight corridors.
===909.2.3.4 Technology Applications for Freight===
Technology provides powerful tools for managing freight mobility. Examples include routing platforms that help drivers avoid weight-restricted bridges or low-clearance structures, monitoring systems that track freight movement in real time, and automated clearance technologies at weigh stations or ports of entry. Collectively, these applications enhance efficiency, improve safety, and provide data to better manage freight corridors.
===909.2.3.5 Connected and Automated Freight Vehicles===
The freight industry is a leading sector for testing and deploying connected and automated vehicle (CV/AV) technologies. Applications may include platooning, automated truck-mounted attenuators, or fully automated long-haul freight operations. These technologies have the potential to improve safety, reduce driver fatigue, and increase efficiency in freight corridors. Early deployment efforts require coordination with industry, agencies, and technology providers to ensure infrastructure readiness and to evaluate operational impacts.
==909.2.4 Vulnerable Road Users==
Vulnerable road users (VRUs) are individuals who travel without the protection of an enclosed vehicle and therefore face a greater risk of serious injury in a collision. VRUs include pedestrians, roadway workers, individuals using wheelchairs or other personal mobility devices, bicyclists, motorcyclists, and users of electric scooters and other micromobility devices. The following sections outline key strategies to improve safety, access, and comfort for these users within the transportation system.
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
'''Users:'''
* Design Engineers → Implement bike lanes, pedestrian facilities, and safety enhancements ([[#909.2.4.1 Safety Enhancements|909.2.4.1 Safety Enhancements]]; [[#909.2.4.2 Pedestrian and Accessibility Facilities|909.2.4.2 Pedestrian and Accessibility Facilities]]; [[#909.2.4.3 Bicycle Lanes and Cycle Tracks|909.2.4.3 Bicycle Lanes and Cycle Tracks]]).
* Transportation Planners → Support multimodal planning and education programs ([[#909.2.4.1 Safety Enhancements|909.2.4.1 Safety Enhancements]]; [[#909.2.4.4 VRU Education and Outreach|909.2.4.4 VRU Education]]).
</div>
===909.2.4.1 Safety Enhancements===
Selective deployment of safety enhancements should be informed by [[:Category:907_Traffic_Safety|EPG Category:907 Traffic Safety]] and tailored to the needs of VRUs. Enhancements may include improved crossings, lighting, signing and pavement markings, speed management strategies, traffic calming measures, work zone protections for roadway workers, and design treatments that reduce conflicts involving motorcyclists and micromobility users.
===909.2.4.2 Pedestrian and Accessibility Facilities===
Sidewalks, shared-use paths, accessible curb ramps, transit stop connections and enhanced or grade-separated crossings should be prioritized where safety risks, accessibility needs, or network gaps are identified. Integrating these facilities in alignment with Complete Streets principles ([[907.10_Complete_Streets|EPG 907.10 Complete Streets]]) helps ensure safe, efficient access for pedestrians and individuals using wheelchairs or other mobility devices.
===909.2.4.3 Bicycle Lanes and Cycle Tracks===
Where conditions and community priorities warrant, dedicated bike lanes or protected cycle tracks can significantly enhance comfort and safety for bicyclists and other micromobility users, including users of electric scooters and similar devices. MoDOT’s Complete Streets guidance ([[907.10_Complete_Streets|EPG 907.10 Complete Streets]]) supports integrating these features into designs that serve all users – including VRUs – within roadway corridors.
===909.2.4.4 VRU Education and Outreach===
Support community-informed education and outreach programs that promote safe behaviors among VRUs. Programs may address the needs of pedestrians, bicyclists, micromobility users, motorcyclists, individuals with disabilities, and drivers, and may include collaboration with local schools, community organizations, advocacy groups, employers, transit agencies, and public safety partners.
==909.2.5 Transit Operation==
Transit operations strategies improve speed, reliability, and accessibility of transit services. The following sections outline key strategies for transit operations.
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
'''Users:'''
* Transit Agencies → Operate BRT, implement TSP, and manage transit vehicles ([[#909.2.5.1 Transit Signal Priority|909.2.5.1 Transit Signal Priority]]; [[#909.2.5.2 Bus Rapid Transit|909.2.5.2 Bus Rapid Transit]]; [[#909.2.5.3 Transit-Only Lanes|909.2.5.3 Transit-Only Lanes]]; [[#909.2.5.4 Transit Operation Vehicles|909.2.5.4 Transit Operation Vehicles]]).
* Transportation Planners → Plan multimodal centers and support dynamic transit strategies ([[#909.2.5.2 Bus Rapid Transit|909.2.5.2 Bus Rapid Transit]]; [[#909.2.5.3 Transit-Only Lanes|909.2.5.3 Transit-Only Lanes]]; [[#909.2.5.5 Multimodal Transportation Centers|909.2.5.5 Multimodal Transportation Centers]]).
* Traffic Operations Engineers → Support signal priority and corridor treatments ([[#909.2.5.1 Transit Signal Priority|909.2.5.1 Transit Signal Priority]]; [[#909.2.5.2 Bus Rapid Transit|909.2.5.2 Bus Rapid Transit]]; [[#909.2.5.3 Transit-Only Lanes|909.2.5.3 Transit-Only Lanes]]).
</div>
===909.2.5.1 Transit Signal Priority===
Transit Signal Priority (TSP) strategies modify traffic signal operations to reduce delay and improve on-time arrivals for buses and other transit vehicles.
Additional information on TSP is provided in [[#909.2.2.5 Transit Signal Priority|EPG 909.2.2.5 Transit Signal Priority]].
===909.2.5.2 Bus Rapid Transit===
Bus Rapid Transit (BRT) incorporates a combination of dedicated lanes, intersection treatments, and enhanced stations to provide faster and more reliable bus service. Treatments such as queue jump lanes and high-capacity vehicles further enhance performance. BRT can serve as a cost-effective alternative to rail in high-demand corridors, delivering rapid, frequent, and reliable service with improved passenger amenities.
===909.2.5.3 Transit-Only Lanes===
Transit-only lanes provide additional capacity and improve multimodal efficiency by repurposing existing roadway space under defined conditions. Transit-only lanes dedicate roadway space to buses, enabling more reliable service and improving schedule adherence in congested corridors. This strategy can help reduce delays, improve person-throughput, and support multimodal goals in areas where right-of-way is constrained and traditional widening is not feasible. Successful implementation requires clear operational policies, appropriate signing and striping, and coordination with enforcement and transit partners to ensure safety and effectiveness.
This strategy may offer targeted benefits in select corridors where shoulders are constructed to full-depth pavement standards.
<div style="margin: auto; width:875px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
'''Policy Coordination''' – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s '''Central Office of Highway Safety and Traffic (COHST)''' to ensure consistency with policy, design standards, and operational oversight.
</div>
===909.2.5.4 Transit Operation Vehicles===
Transit vehicle operations may require unique roadway considerations. Streetcars, for example, share corridors with general traffic and necessitate signal coordination and geometric design adjustments for turning movements. Similarly, buses may require accommodations such as bus pullouts, curb extensions, or boarding islands to improve efficiency and passenger safety. These vehicle-specific considerations support smoother operations and minimize conflicts with other modes.
===909.2.5.5 Multimodal Transportation Centers===
Multimodal transportation centers serve as hubs that integrate multiple travel modes, including bus, rail, bike, and pedestrian connections. These facilities improve regional accessibility by consolidating transfers in a single location and providing amenities such as shelters, ticketing, and real-time traveler information.
In Missouri, existing park-and-ride facilities present opportunities to serve as future multimodal centers. When thoughtfully designed, these centers encourage greater transit use, strengthen first- and last-mile connections, and elevate the role of transit in supporting regional mobility.
='''REVISION REQUEST 4172'''=
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Partial payments are payments made over the course of the contract each estimate period, and payments made for material allowance.
==109.7.1 Payment Estimates==
[https://modotweb.modot.mo.gov/ContractorPayEstimates/Home/AllDocuments Payment estimates] are generated by construction staff with the AASHTOWare Project (AWP) computer software application.
===109.7.1.1===
Estimates will be generated for all active contracts when there was work performed during the estimate period. This includes all estimates for contracts which will result in a negative payment.
===109.7.1.2===
The first level of estimate generation will be designated by the Resident Engineer at the time of notice to proceed, in accordance with Sec 618.
When work has been performed, progress estimates will be generated for estimate end dates as posted on the [https://epg.modot.org/forms/CM/Contractor_Pay_Estimate_Schedule.pdf website]. The Central Office Financial Services office will issue the schedule of estimate due dates annually. AWP estimates should be approved by Level 2 (Resident Engineer) by the estimate due date posted on the schedule.
===109.7.1.3===
Two payment estimates shall be made per month for active contracts. The official pay estimates shall be generated with the period ending dates as indicated on the [https://epg.modot.org/forms/CM/Contractor_Pay_Estimate_Schedule.pdf contractor payment schedule]. There may be exceptions to the estimate periods depending upon the financial systems as notified by the AWP Administrator.
All indexes based upon a monthly index value shall use the same index value for the entire estimate period even though the index value may be reestablished on the 1st of the month. For example, the asphalt and fuel index values change on the 1st of the month, but any work completed on the 1st shall use the same index value as the previous month so that the entire 16th to 1st estimate period uses the same index value.
===109.7.1.4===
Supplemental estimates will not be generated unless specifically instructed to do so by the AWP administrator.
Final Estimates shall be generated by the Resident Engineer prior to submission of the final plans to the District for checking.
===109.7.1.5===
Payment estimates must be supported by documentary evidence that work items allowed have actually been done. Evidence may be in the form of scale tickets, daily work reports, material receipts, etc. Earthwork quantities may, for example, be supported by load count entries in the inspector's remarks, ''or by noting the station limits completed within a balance (or the portion thereof)''. Weight or volume tickets are a sound basis for allowing payment on items measured in this manner. The payment estimate is intended to provide payment to the contractor for all work performed during the estimate period. In no case should payment for specification compliant and accepted work be delayed beyond the estimate period following the period in which the work was performed.
Check all items against inspection records to be sure they are properly approved.
===109.7.1.6===
The Division Final Plans Reviewer shall notify the Resident Engineer when the final estimate is approved and sent to Central Office-Financial Services for project closeout.
==109.7.2 Material Allowance==
The Quick Reference Guide (QRG) for [https://epg.modot.org/forms/CM/AWP_CO_Construction_Stockpiles.doc stockpile materials] details how a payment may be made in accordance with the general requirements within AWP. Check the specification for the minimum acceptable material allowance. Non-perishable items to be incorporated in the finished product may, in general, be included on the estimate for stockpile materials provided satisfactory inspection reports, certifications or mill test reports and required invoices are in the project file. When the item first appears on the estimate, the resident engineer must have on file a copy of an invoice to substantiate the unit prices allowed. Receipted bills for all materials allowed on the estimate must be furnished to the resident engineer within the time established by specifications, or the item must be eliminated from future estimates. Missouri state sales tax may be included in material allowances if shown on invoices or receipted bills. Each receipted bill must be marked or stamped paid with date of payment shown, as well as the name of the firm and signature of the person who received payment. All invoices and receipted bills obtained to substantiate material allowances during progress of the project are to be filed in eProjects as part of the permanent project record.
Some aggregates are accepted for "quality only" at the point of production. Total acceptance is not made at the time of production because additional processing and/or screening are required before incorporation into the final product. If gradation tests, which are run for information purposes only, indicated it is reasonably possible to produce an acceptable finished product, this material may be included in the stockpile material payment.
If test reports or visual inspection on the above material or other material that might be produced and accepted indicate that it will be unsatisfactory at a later date due to gradation, excess P.I., segregation, contamination, etc., these materials should not be included on the stockpile materials payment.
The price per unit for material produced by the contractor or by a producer other than an established commercial producer should reflect the actual cost of production. The units shown under material estimate should be the same unit of measure used in the bid item where possible, such as pound for steel, linear foot for piles, etc. Where this is not possible, a convenient unit such as ton for aggregate should be used. Quantities in excess of contract requirements should not be allowed. Hauling costs should not normally be included in the unit cost of any material unless it has been hauled to a site where it can immediately be incorporated in the finished product or work. If hauling cost is allowed, it must be considered with relation to the value of the material in case it is necessary for the state to take it over. Stockpiling costs are not to be included as part of the unit cost.
Items that are to be accepted by project personnel must be inspected and found satisfactory prior to being included on a stockpile materials payment. Quantities for materials included on a stockpile materials payment should never exceed approved quantities.
Before an allowance will be approved for payment on material stockpiled or stored on private property, or for aggregates stored on property operated as a commercial business, a lease agreement from the contractor or subcontractor showing compliance with the following points must be submitted to the district office for approval.
: '''1.''' A complete land description covered in the lease form and the haul distance from the lease area to the project.
: '''2.''' The following statement included in the lease agreement:
:: "It is understood and agreed by the parties hereto that the land herein involved is to be used as a materials storage site and that the prime contractor, whether or not the lessee herein, may obtain payment from the Missouri Highway and Transportation Commission for material stored thereon".
:: "It is further understood and agreed by the parties hereto that the prime contractor or contractor having a written agreement with the Missouri Highway and Transportation Commission for the construction of highway work involving this lease and the materials stored thereon, whether or not the lessee, and the employees of the Missouri Highway and Transportation Commission shall have the right of access to the property covered by this lease at all times during its existence and that in the event of default on the part of the lessee or the prime contractor, if other than lessee, the Missouri Highway and Transportation Commission may enter upon the property and remove said materials to the extent to which advance payments were made thereon".
:: An area leased on property operated as a commercial business must be posted so as to divorce the site for stockpiling of highway materials from the commercial operation.
:: If either party to the lease agreement is incorporated, it is essential that an Acknowledgment by Corporation be attached for each corporation involved since an individual cannot legally bind a corporation without duly enacted authorization by the corporation's Board of Directors. A suitable form for this purpose is shown in ''Agreement for Shifting State Highway Entrance'', page 1. Other forms may be used by some corporations and are acceptable if they fulfill the intent of the form illustrated. Leases involving corporations should not be accepted without the Acknowledgment.
:: Signatures by individuals must be notarized, or be witnessed by at least two disinterested persons. The address of witnesses should be shown.
:: When material is stored on property owned by a railroad and is accessible by a public roadway, it is not necessary to obtain a lease agreement to permit this material to be placed on the estimate as a stockpile material.
:: If hauling charges are to be included as part of the cost of materials allowed for payment, invoices for hauling charges must be provided by the contractor in the same manner as invoices for the material. An exception to this requirement is allowance for the cost of the rail freight. For rail freight the contractor should supply a copy of the first freight bill to substantiate the freight rate. In lieu of submitting receipted freight bills, the contractor may then sign a statement on each material invoice indicating that freight charges have been paid. If the contractor prefers, a letter may be submitted listing several invoices and indicating freight charges that have been paid. Whichever procedure is adopted, the resident engineer must be assured that freight charges have been indicated as paid for all materials invoices submitted to verify quantities.
:: The engineer may also include in any payment estimate an amount not to exceed 90 percent of the invoice value of any inspected and accepted fabricated structural steel items, structural precast concrete items, permanent highway signs, and structural sign trusses. These items must be finally incorporated in the completed work and be in conformity with the plans and specifications for the contract. These items may be stored elsewhere in an acceptable manner provided approved shop drawings have been furnished covering these items and also provided the value of these items is not less than $25,000 for each storage location for each project.
:: The engineer may also include in any payment estimate, on contracts containing 100 tons or more of structural steel, an amount not to exceed 100 percent of the receipted mill invoice value of structural carbon steel or structural low alloy steel, or both, which is to form a part of the completed work and which has been produced and delivered by the steel mill to the fabricator.
While the nature and quality of material is the contractor’s responsibility until incorporated into the project, material presented for stockpile materials payment must be inspected prior to being approved for payment. The nature of that inspection is at the discretion of the engineer and may include sampling and testing to determine whether the material has a reasonable potential of compliance, once incorporated into the project. This sampling and testing may occur wherever the material is offered for stockpile materials payment, including stockpiles in quarries and at other off-project sites. Material that is a component of a mix may be compared to the associated mix design or to any other specification criteria that may apply.
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='''REVISION REQUEST 4175'''=
===321.2.1.2 Types of Reports===
[[image:321.2.1.2.jpg|right|100px]]
'''1. The soil survey report''' touches on foundations by pointing out possible foundation problems. It also contains basic slope recommendations which affect bridge length, soil types and properties for pavement design, depths to rock and type of rock for determining cut quantities, and cut slope recommendations for soil and rock.
'''2. The preliminary bridge foundation report,''' which is submitted by the district as an adjunct to the soil survey report, is usually furnished to the Bridge Unit for their guidance in preparing preliminary bridge layouts and to the Materials Engineering Unit for guidance in conducting a more detailed foundation investigation. (Preliminary borings for such reports may be omitted where access problems are especially difficult.)
'''3. The final foundation investigation report''' will provide the requested properties from Form A of the Bridge Division Request for Soil Properties in accordance with EPG Sections 320, 321, 700 and other applicable sections. The report will also provide seismic properties as requested on Form B. The Bridge Division or District will provide the preliminary structure layout and location of each foundation location. The Geotechnical Section will determine boring locations and sampling frequency based on guidance in, EPG 321.2 Geotechnical Guidelines, and specific site conditions. The Geotechnical Section may make recommendations for specific foundation types if site conditions require special considerations. The intent is to provide the Bridge Division or District with the information needed to develop designs for the foundation types practical for a particular site. Rules of thumb as to what is practical have been developed jointly by the Geotechnical Section and the Bridge Division. These are discussed in the applicable sections within the EPG.
<br><br>
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<br><br>
=='''701 Drilled Shafts'''==
Substructure foundations may be designed to transmit loads to foundation strata by concrete columns cast in drilled holes. See [[751.37 Drilled Shafts|EPG 751.37 Drilled Shafts]] for design guidance and additional information.
This type of foundation is identified in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701] of the Standard Specifications as Drilled Shafts. A drilled shaft is generally considered a deep foundation.
'''Drilled shafts for bridge structures:'''
Drilled shafts for bridge structures shall be constructed with a permanent casing and rock socketed. Requirements for plan reporting of steel casing are given in [[751.37_Drilled_Shafts#751.37.1.3_Casing|EPG 751.37.1.3 Casing]].
The shaft portion of a drilled shaft is founded on rock (limestone, dolomite or other suitable material with q<sub>u</sub> ≥ 100 ksf) or weak rock (shale or other suitable material with 5 ksf ≤ q<sub>u</sub> ≤ 100 ksf) with a smaller diameter rock socket drilled into same.  The inspector should carefully study all general specifications and special provisions pertaining to drilled shafts and become familiar with the designer's intent.
The integrity of the rock socket shall be verified by a foundation inspection hole. This is usually performed after the shaft is drilled. Setting up over a drilled hole can be difficult. The contractor can perform the inspection hole in advance if they submit a procedure that assures the correct location is cored. If the integrity of the cores are questionable the Bridge Division should be contacted to see if the rock socket length should be extended.
Most problems with drilled shafts occur during the concrete pour. The concrete placement requirements in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701] should be reviewed carefully.
An anomaly may be detected on a Cross Hole Sonic log test. If, on further investigation, there is a confirmed defect what are some of the steps needed to remediate the defect?
:1. The contractor is responsible for submitting a remediation plan for the repair.
:2. The plan should include as a minimum the following:
::a) The area of deficient material must be clearly defined using coring or other means.
::b) The clean-out process is typically accomplished by flushing the weak material. The access holes needed, water pressure used, and disposal of the soils should be addressed.
::c) Confirmation of the deficient material removal must be made. This can be accomplished by camera inspection, CSL, or by other means acceptable to the engineer.
::d) The grouting plan should include: grouting type, grout mix design including w/c ratio, complete pressure grouting timeline. The grouting timeline should include placement times, pressure, volume, refusal criteria.
:3. A final confirmation of the effectiveness of the grouting should be made. This is typically accomplished by coring. The number of cores required, and depth shall be submitted to the engineer for approval prior to coring. If all the CSL tubes are still usable, a final CSL can be made for acceptance. The engineer of record for the design should be consulted for final acceptance.
'''Question: Per [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701.4.17.2.1 Installation of Pipes], “The pipes shall be filled with water and plugged or capped before shaft concrete is poured.” Why is this necessary?'''
The water in the tube helps to regulate the temperature of the CSL tube. Without the water, the tube will heat up from the hydrating concrete and cause de-bonding. This de-bonding from the concrete will cause erroneous CSL readings and show up as an anomaly. Typically, de-bonding is more prevalent in the upper 6 ft. of the tube. The water also serves a second purpose: it helps the energy transmission from the wall of the tube to the probes and vice versa.
'''Drilled shafts for non-bridge structures:'''
Drilled shafts for non-bridge structures are typically designed and constructed without casing. Permanent casing is not allowed except for special designs.
The shafts may be embedded into rock when soil overburden depth is inadequate for properly anchoring the foundation. If overburden soils are unstable and conduit access is not required in the perimeter of the shaft, temporary casing may be used with an oversized shaft to allow excavation into rock at the required diameter.
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===751.1.2.20 Substructure Type===
Once the signed Bridge Memo and the Borings are received, the entire layout folder should be given to the Preliminary Detailer (requested by SPM, assigned by Structural Resource Manager).  The Preliminary Detailer will copy the appropriate MicroStation drawings into their own directory.  (Do not rename files) Consultants contact Structural Liaison Engineer.  The Preliminary Detailer will then draw the proposed bridge on the plat and profile sheets.  The bridge should also be drawn on the contracted profile for a perspective of the profile grade relative to the ground line for drainage considerations.  The Preliminary Detailer will also generate a draft Design Layout Sheet and then return the layout folder to the Preliminary Designer for review.
The Preliminary Designer will then choose the substructure types for each of the bents. Pile cap bents without concrete encasement are less expensive than column bents but they should not be used at the following locations:
* Where drift has been identified as a problem 
* Where the height of the unbraced piling is excessive and kl/r exceeds 120 (kl/r<120 is generally preferred) (take scour into account)
* Where the bent is adjacent to traffic (grade separations)
Encased pile cap bents may be considered if economical.  Embed concrete encasement 2 ft. (minimum) below the top of the lowest finished groundline elevation, unless a greater embedment is required for bridge scour.  Greater embedment up to 5 or 6 ft. may be considered in situations where anticipated ground line elevation can fluctuate more severely.  (Be sure to account for excavation quantities for deeper embedment.)  Provision for encasing piles may be considered at the following locations:
* Where drift is a concern and protection is required
* Where larger radius of gyration is necessary and therefore improved buckling resistance for locations where the exposed unbraced column length is large
* Not exclusively where the piles at the pile/wall interface may experience wet/dry cycles and/or excessive periods of ground moisture
<div id="top of permanent casing elevation"></div>
For column bents, an economic analysis should be performed to compare drilled shafts to footings. Footings are not recommended for stream crossings where scour potential is identified. For grade separations, assume the top of drilled shaft casing is located at least one foot below the ground line. For shallow rock conditions, consideration should also be given to eliminating the cased portion of the shaft and placing the column directly over an oversized rock socket. Top of drilled shaft casing for stream crossings should consider the following criteria, and with SPM or SLE approval, select the appropriate elevation to balance risk for the anticipated conditions at time of construction:
* 10-year flood elevation
* 1 foot above ordinary high water elevation
* Elevation of nearest overbank
* 3 feet above low water elevation
End Bents are usually pile cap bents; however, if quality rock is abundant at or just below the bottom of beam elevation, a stub end bent on spread footings may be used.  If you have any doubt about the suitability and uniformity of the rock, you can still use a pile cap end bent.  Just include prebore to get a minimum of 10 ft. of piling.  If you have concerns about temperature movements, you can require that the prebore holes be oversized to allow for this movement.
For any pile cap bents, where steel piles are to be placed near a fluctuating water line or near a ground line where aggressive soil conditions exist or anticipated to exist in the future, corrosion can result in substantial material loss in pile sections over time, either slowly or rapidly. Galvanized steel piling is required for all new pile cap bents to be used as a deterrent to both accelerated and incidental pile corrosion as commonly seen in the field. Further, conditions like known in corrosive soils, some stream crossings with known history of effects on steel piles and grounds subject to stray currents, these conditions should affect the decision of whether pile cap bents can be effectively utilized. The potential effects of corrosion and the potential deterioration from environmental conditions should always be considered in the determination and selection of the steel pile type and steel pile cross-section (size of HP pile or casing thickness), and in considering the long-term durability of the pile type in service.
Once the substructure type has been determined, re-examine your Preliminary Cost Estimate and notify the district if it needs to be adjusted.
'''Galvanized Steel Piles'''
Galvanizing shall be required for all steel piles. Utilizing galvanized steel piles and pile bracing members shall be in addition to the requirements of [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Standard Specifications Sec 702] except that protective coatings specified in Sec 702 will not be required for galvanized piles or galvanized bracing members.
Where galvanized steel piling is expected to be exposed to <u>severe</u> corrosive conditions, consideration can be given to increased steel pile thickness or consideration of a reduced loaded steel area for bearing, or conditions mitigated to prevent long term corrosivity risk . This equally applies to the potential corrosion and early deterioration of permanent steel casing used for drilled shafts though they are not required to be galvanized. For all cases, further consideration beyond normal practice should be given to investigating corrosion protection, rate of corrosion as it relates to steel thickness design and expected service life including galvanizing losses, corrosion mitigation or different substructure support in order to meet a 75 year or longer design life. For additional information refer to LRFD 10.7.5 and 10.8.1.5. Consult with the Structural Project Manager or Structural Liaison Engineer to determine options and strategy for implementation.
'''All Bridge and Retaining Wall Piles (For Example, abutment piles, wing wall piles, intermediate pile cap bent piles and pile cap footing piles)'''
All surfaces of piles shall be galvanized to a minimum galvanized penetration (elevation) or its full length based on the following guidance. The minimum galvanized penetration (elevation) shall be estimated in preliminary design and finalized in final design. The minimum galvanized penetration (elevation) or full length will be shown on the design layout. 
Guidance for determining minimum galvanized penetration (elevation):
The designer shall establish the limits of galvanized structural steel pile (i.e., HP pile and CIP pile).  All exposed pile plus any required length below ground shall be galvanized. Based on required galvanized pile length determine and show Minimum Galvanized Penetration (Elevation) or Full Length on the Design Layout and on the plans.
When glacial material or other hard material is identified in the geotechnical report discuss with SPM and consider galvanizing full length of pile to avoid the scenario where friction pile may potentially be cut-off once the geotechnical capacity is reached but the depth for galvanization is inadequate.
<div id="Required Pile Length"></div>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|-
|-
!style="background:#BEBEBE"|Mix Type||style="background:#BEBEBE"|VMA Limits (percent)
!style="background:#BEBEBE" width="150"| !!style="background:#BEBEBE"|Required Pile<br/>Galvanizing<br/>For Nonscour!!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Scour !!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Migration
|-
|-
|align="center"| SP250 ||align="center"| 11.5-14.0
|align="center"|Estimated Pile Length ≤ 50 feet||align="center"|Full Length of Pile||align="center"| Full Length of Pile||align="center"| Full Length of Pile
|-
|-
|align="center"|SP190||align="center"| 12.5-15.0
|align="center"|Estimated Pile Length > 50 feet ||align="center"|20 feet (in ground)<sup>'''1'''</sup> ||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below max. scour depth.||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below stream bed elev.
|-
|-
|align="center"|SP125||align="center"| 13.5-16.0
|colspan="4"|<sup>'''1'''</sup>  “In ground” is measured from finished ground line on intermediate bents, and bottom of beam cap for abutments.
|}
<div id="For retaining walls supported"></div>
For retaining walls supported on piles, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below bottom of wall for estimated pile length greater than 50 feet.
 
For bridge end bents on piles with embankments supported by MSE walls, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below top of leveling pad for estimated pile length greater than 50 feet.
 
'''Temporary Bridge Piles'''
 
Protective coatings are not required in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Sec 718]. Galvanized pile is not required. All HP piles driven to rock shall require pile point reinforcement.
 
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===751.1.2.24 Drilled Shafts===
 
Drilled shafts are to be used when their cost is comparable to that of large cofferdams and footings. Other examples include when there are subsurface items to avoid (culverts, utilities, etc.) or when there are extremely high soil pressures due to slope failures.
 
Drilled shafts shall be constructed with a permanent casing and rock socketed.
 
The Final Foundation Investigation Report (or geotechnical report) for drilled shafts should supply you with the anticipated tip of casing, nominal tip resistance, nominal tip resistance factor, nominal side resistance, nominal side resistance factor as well as the recommended elevations for which the resistance values are applicable.
 
The Design Layout Sheet should include the following information:
* Top of Drilled Shaft Elevation
* Anticipated Tip of Casing Elevation
* Anticipated Top of Sound Rock Elevation
 
{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"
|- style="width: 100px;"
| style="width: 100px;" | Bent || style="width: 100px;" | Elevation || style="width: 175px;" | Nominal Axial Compressive Resistance<br>(Side Resistance) (ksf) || style="width: 175px;" | Side Resistance Factor for<br>Strength Limit State || style="width: 175px;" | Nominal Axial Compressive Resistance<br>(Tip Resistance) (ksf) || style="width: 175px;" |  Tip Resistance Factors for<br>Strength Limit States
|-
|-
|align="center"|SP095||align="center"|14.5-17.0
| &nbsp; || || || || ||
|}
 
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== 751.4.1 Reinforced Concrete ==
 
'''Classes of Reinforced Concrete'''
 
Below are classes of concrete for each type or portion of structure:
 
{| border="0" cellpadding="2" cellspacing="0" align="auto"
|-
| colspan="2" | '''Box Culverts''' || B-1
|-
| colspan="2" | '''Retaining Walls''' || B or B-1
|-
| colspan="2" | '''Superstructure (General)''' || B-2
|-
| width="20" | || Curbs and Parapets || B-1
|-
| || Type A, B, C, D, G and H Barriers || B-1
|-
| ||Sidewalks || B-2
|-
| || Raised Median || B-2
|-
| || Slabs || B-2
|-
| || Box Girders || B-2
|-
| || Deck Girders || B-2
|-
| || Prestressed Precast Panels || A-1
|-
| || Prestressed I - Girders || A-1
|-
| || Prestressed Double -Tee Girders || A-1
|-
| || Integral End Bents (Above lower construction joint) || B-2
|-
| || Semi-Deep Abutments (Above construction joint under slab) || B-2
|-
| colspan="2" | '''Substructure (General)''' || B
|-
| || Integral End Bents (Below lower construction joint) || B
|-
| || Non-Integral End Bents || B
|-
| || Semi-Deep Abutments (Below construction joint under slab) || B
|-
| || Intermediate Bents || B (*)
|-
| || width="485" | Intermediate Bent Columns, End Bents (Below construction<br>joint at bottom of slab in Cont. Conc. Slab Bridges) || B-1
|-
| || Footings || B
|-
| || Drilled Shafts (except per Standard Plans 903.15) || B-2
|-
| || Drilled Shafts (per Standard Plans 903.15) || B
|-
| || Cast-In-Place Pile || B-1
|-
|colspan="3" | (*) In special cases when a stronger concrete is necessary for design, Class B-1 may be considered for intermediate bents (caps, columns, tie beams, web beams, collision walls and/or footings).
|}
 
{|border="1" style="text-align:center" cellpadding="5" align="center"  
|-
|+'''Unit Stresses of Reinforced Concrete'''
|-
!Class of Concrete||Aggregate Maximumsize (Inches)||Cement Factor (barrels percubic yard)||<math>\,f'c</math> (psi)||<math>\,fc</math> (psi)||<math>\,n</math> (*)||<math>\,E_c</math> (ksi)
|-
|A-1||3/4||1.6 (Min.)||5,000||2,000||6||4074
|-
|B||1||1.4 (Min.)||3,000||1,200||10||3156
|-
|B-1||1||1.6 (Min.)||4,000||1,600||8||3644
|-
|B-2||1||1.875 (Min.)||4,000||1,600||8||3644
|}
<center>(*) Values of n for computations of strength only.</center>
 
{| border="0" cellpadding="6" cellspacing="0" align="auto"
| align="left" | '''Reinforcing Steel'''
|-
|-
|align="center"|SP048||align="center"| 15.5-18.0
|Reinforcing Steel (Grade 60)||<math>\,F_y</math> = 60 ksi
|}
 
<!-- [[Category:751 LRFD Bridge Design Guidelines|751.04]] -->
 
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===751.37.1.2 Materials===
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|-
|-
|align="center"|SMA||align="center"| 16.5-19.0
|align="center"|'''[[#Commentary on EPG 751.37.1.2 Materials|Commentary for EPG 751.37.1.2 Materials''']]
|}
|}
Concrete used for drilled shaft for traffic structures in accordance with standard plan 903.15 shall be Class B concrete with minimum compressive strength, f’<sub>c</sub> = 3 ksi. For all other drilled shaft construction concrete shall be Class B-2 with minimum compressive strength,  f’<sub>c</sub> = 4 ksi.


'''Air Voids (V<sub>a</sub>)''' (Sec 403.5.5)
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QC is required to sample and test the mix for the air voids once per sublot and QA is
===751.37.1.3 Casing===
required to independently sample and test the mix once per lot. These testing requirements are
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
minimums and should be increased as necessary. The V<sub>a</sub> for all mixes shall be 4.0 ±1.0%.
|-
|align="center"|'''[[#Commentary on EPG 751.37.1.3 Casing|Commentary for EPG 751.37.1.3 Casing''']]
|}


<div id="Tensile Strength Ratio (TSR) (Sec 403.5.6)"></div>
'''Drilled shafts for bridge structures:'''
'''Tensile Strength Ratio (TSR)''' (Sec 403.5.6)


The TSR is used to evaluate the impact that water saturation and freeze-thaw cycles have on the strength of an asphalt mix. It can also be used to predict the susceptibility of the mix to
All drilled shafts shall have permanent casing installed through overburden soils to prevent caving of these soils during construction. Drilled shafts shall be socketed into bedrock. Welded or seamless steel permanent casing shall be in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701].  
stripping.  


During production, loose mix samples will be taken and quartered as described in [[#403.1.5 Mixture Production Specification Limits (Sec 403.5)|Mixture Production Specification Limits]]. TSR samples need to be taken from random locations. However, they should be taken whenever it is convenient to production, such as during a big gap between QC volumetric tests. By specification, sampling locations are from the roadway behind the paver, however, should the MoDOT inspector deem this an unsafe or impractical location, the sample may be taken from the plant. The QA sample(s) should be taken from the same point as the QC sample(s). If QC takes their sample from the plant, QA should take their sample from the plant also. This does not mean that QA should be taking their samples at the same time as QC. Two opposite quarters will be retained and the remaining two quarters will be mixed together and tested in accordance with AASHTO T283.
Rock sockets shall be uncased.


QC should obtain enough mix to retain a sample. QC will sample and test each mix at a minimum of once every 10,000 tons, or fraction thereof. QA will independently sample and test each mix at a minimum of once every 50,000 tons. The TSR sampling requirements are best described with an example. Suppose that 112,960 tons of SP190 are to be placed on a project. By specification, QC is required to take twelve samples and QA is required to take three samples. There are two possible scenarios for sampling this mix. QC may take eleven samples representing 10,000 tons each and a twelfth sample that represents the remaining 2,960 tons. Or QC may take ten samples that represent 10,000 tons each and two samples that represent the remaining 12,960 tons (6,480 tons each). Either scenario is acceptable. Likewise, QA may take two samples representing 50,000 tons each and a third sample that represents the remaining 12,960 tons. Or QA may take one sample that represents 50,000 tons and two samples that represent the remaining 62,960 tons (31,480 tons each). The contract quantity may be used to approximate sample 1 locations.
Permanent Casing Thickness Design and Plan Reporting:
: Any drilled shaft for a major bridge over a river or lake <u>or</u> any drilled shaft longer than 80 feet or any drilled shaft greater than 6 feet in diameter shall have a minimum casing thickness of 1/2 inch specified unless a greater thickness is required by design for strength. The thickness of casing in either case shall be shown on the bridge plans and noted as a minimum.
: All other drilled shafts shall not have a minimum casing thickness specified unless a specific thickness is required by design for strength. The minimum thickness in the latter case shall be shown on the bridge plans and noted as a minimum.
: For drilled shaft stiffness computations and load distribution analysis, use the minimum casing thickness required. When a minimum casing thickness is not required, assume a casing thickness of 3/8” for the analysis.


MoDOT should collect at least 250 pounds of asphalt mix for the QA sample, 125 pounds is retained by the RE and the other 125 pounds is sent to the Central Laboratory (typically) in 4 – 13” x 13” x 4.5” boxes for QA testing. Each box must be labeled on one side with the AASHTOWARE Project (AWP) ID, Mix Type, VMA Limits (percent) number and the mix number. An AWP record must be created for each sample, which must include all required information, the mix number, sample date, and the represented tonnage. The represented tonnage is explained in the example in the preceding paragraph. It is recommended to include the lot and sublot to the AWP record as additional information.


Additional information that may be included in the AWP record is the G<sub>mm</sub> from the sublot that the sample was taken in (QC or QA) and the specimen weight that QC has been using. The specimen weight may be different from that shown on the JMF because of bin percent changes, etc. This information is helpful because it results in less trial-and-error for the Central Laboratory.
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<hr style="border:none; height:2px; background-color:red;" />
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In the laboratory, a minimum of six specimens are compacted to a height of approximately 95 mm. The air voids of the specimens are calculated. For all mixes other than SMA, the air voids must be within 7.0 ±0.5%. For SMA mixes, the air voids must be within 6.0 ±0.5%. Half of these specimens are saturated, frozen, and thawed. These are the conditioned specimens. The degree of saturation of the conditioned specimens is also calculated. The remaining specimens are unconditioned. Then, the indirect-tensile strength of all of the specimens is determined. Therefore, the TSR is the ratio of the average tensile strength of the conditioned specimens to the average tensile strength of the unconditioned specimens.
===751.37.1.5 Related Provisions===
<div id="A favorable comparison will be obtained"></div>
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.1.5 Related Provisions|Commentary for EPG 751.37.1.5 Related Provisions''']]
|}
The provisions of these guidelines were developed presuming that design parameters required to apply the provisions are established following current MoDOT site characterization protocols as described in EPG 321.  Specific attention is drawn to [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. The provisions provided in these guidelines presume that parameter variability, as generally represented by the coefficient of variation (COV), is established following procedures in EPG 321.3.


A favorable comparison will be obtained if the QC and QA test results are within 10% of each other. The contractor’s pay will be adjusted in accordance with Standard Specification Section 403.23.5 based on the QC test results. For example, if the QC TSR is 95% and the QA TSR is 93%, a favorable comparison has been obtained and the contractor will receive a 3% bonus. However, if the difference is greater than 10%, the field office should be consulted. The field office will evaluate the air voids and saturation levels. The raw data should be collected from QC and forwarded to the field office for comparison in order to determine whether it will be necessary to proceed with 3<sup>rd</sup> party testing. QC and QA retained samples should be kept for an extended period of time so that they may be used during dispute resolution, if necessary.  
Sign structure drilled shaft supports are the exception. Sign structure standard drilled shafts are developed using assumed soil properties and following AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition for design. Site specific designs for drilled shafts for sign structure support may also follow AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition if there is not enough geotechnical information available to establish the COV.


The QC data should be reported in AWP (Test - SAA402AB). Contractors may report their own test results using the TSR Contractor Reporting Excel to Oracle Spreadsheet available on the MoDOT [http://www.modot.org/business/contractor_resources/Quality_Management/ Quality Management] website. Furthermore, this information is quarried regularly and, provided that a favorable comparison is reached, used to signal the appropriate time for disposal of the remaining TSR sample at the Central Lab.  
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<hr style="border:none; height:2px; background-color:red;" />
<div id="Aggregate Properties"></div>
<br><br>
 
===751.37.1.6 Drilled Shaft General Detail Considerations===
For Seismic detail requirements for seismic design category, SDC B, C and D, See [[751.9_Bridge_Seismic_Design#751.9.1.2_LRFD_Seismic_Details|EPG 751.9.1.2 LRFD Seismic Details]].  


'''Aggregate Properties''' (Sec 403.5.7)
[[image:751.37.1.6 01.png|700px|center]]


The aggregate consensus tests (Fine and Coarse Aggregate Angularity, Clay Content, and Thin, Elongated Particles) are performed on the blended aggregate. The aggregate will be sampled from the combined cold feed whether dealing with a drum-mix plant or a batch plant. Aggregate samples should be taken in accordance with AASHTO R 90.
Pay items shown in above table are for example only, show actual pay items and quantities in plan details for specific project.


For each mix that is produced, QC shall sample the aggregate and perform the consensus tests once every 10,000 tons with a minimum of one per mix per project. QA will independently sample the aggregate and perform the consensus tests once per project. QA should also test a minimum of one QC retained sample per project. For large projects, enough QC retained samples should be tested to ensure that QC is performing the tests correctly. These testing requirements are minimums and should be increased as necessary. During production, the following tolerances are applied (see Standard Specification Sections 403.2.1 through 403.2.5 and [[media:403 Figure Consensus Testing.pdf|Consensus Testing]]).
''Notes:''
: (1) Number of pipes (equally spaced) for Sonic Logging Testing (for bridge structures only):
:: Diameter ≤ 2.5 ft: 2 pipes
:: Diameter >2.5 ft but ≤ 3.5 ft: 3 pipes
:: Diameter >3.5 ft but ≤ 5.0 ft: 4 pipes
:: Diameter >5.0 ft but ≤ 8.0 ft: 5 pipes
:: Diameter >8.0 ft: 6 pipes
: Single diameter reinforcing cage is typically used. Modify details based on design for single or multiple-diameter cages and splice location(s).
: See [[#751.37.1.3 Casing|EPG 751.37.1.3]] for casing requirements for bridge structures and non-bridge structures.
: When determining P bar diameter for barbill, assume 3/8” casing unless otherwise specified.
: See [[751.50 Standard Detailing Notes#G8. Drilled Shaft|EPG 751.50, G8]], for notes to include for drilled shafts and rock sockets (starting at G8.1).
: (2) See [[#751.37.1.1 Dimensions and Nomenclature|EPG 751.37.1.1 Dimensions and Nomenclature]] for [https://epg.modot.org/forms/general_files/BR/751.37.1.1_Drilled_Shaft_Design_Aid.docx Design Aid: Minimum Rock Socket Length].
: (3) When difference between drilled shaft and column diameter is 6" a single reinforcement cage is typically used for the socket and shaft and the vertical reinforcement extends into the column. A separate column steel cage is then placed around the protruding shaft reinforcement without requiring an adjustment to minimum cover for rock socket or column reinforcement. When difference between drilled shaft and column diameter is 12” either the vertical column steel or dowels will need to be extended into the shaft or the cover in the socket and shaft will need to be increased to allow the shaft reinforcement to extend into the column. In the former scenario an optional construction joint is recommended as discussed in note 4 for oversized shafts. In the latter scenario the same number of vertical bars should be used in the shaft and column to allow the shaft bars to be tied to the column cage. Any reduction in cage diameter required for fit-up shall be considered in design.
: (4) When difference between drilled shaft and column diameter is greater than 12" (oversized shaft generally 18" to 24" larger than column), show "Optional construction joint" at bottom of column/dowel reinforcement in the drilled shaft and use [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.8 and G8.9]] in plan details.


{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
| style="background:#BEBEBE" width="400" |'''[https://www.modot.org/bridge-standard-drawings Bridge Standard Drawings]'''</br> (Drilled Shafts - DSS → As Built Drilled Shaft Data [DSS_01])
|-
|-
!style="background:#BEBEBE"|Property||style="background:#BEBEBE"|Tolerance
|align="center"|[https://www.modot.org/media/14725 As Built Drilled Shaft Data (PDF)]
|}
</center>
 
<br><br>
<hr style="border:none; height:2px; background-color:red;" />
<br><br>
 
==751.37.2 General Design Procedure and Limit States==
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"  
|-
|-
| FAA || 2% below the minimum
|align="center"|'''[[#Commentary on EPG 751.37.2 General Design Procedure and Limit States|Commentary for EPG 751.37.2 General Design Procedure and Limit States''']]
|}
Drilled shafts should be sized (diameter and length) to support the required factored loads in the most cost effective manner possible without excessive deflections.  The initial diameter and length of drilled shafts are generally established considering vertical loading at the strength limit state(s) according to EPG 751.37.3.  The resulting shaft should then be evaluated at the axial and lateral serviceability limit states (settlement and lateral deflection) according to EPG 751.37.4 and EPG 751.37.5, where the shaft dimensions shall be adjusted if serviceability requirements are not satisfied. 
 
The Strength Limit State and applicable Extreme Event Limit States shall be investigated when calculating the soil and structural resistance of the drilled shaft. The Service I Limit State shall be used when evaluating lateral deflection and settlement.
 
'''Guidance'''
 
There is one type of drilled shaft construction for bridge structures. There are three types of drilled shaft construction for non-bridge structures, but only two types need be considered for design. See [[#751.37.1.3 Casing|EPG 751.37.1.3 Casing]].
 
: '''Drilled shafts for bridge structures:'''
: Permanently cased shaft through soil and socketed into rock. A reduced shaft diameter for rock socket is required. This case shall be used for all MoDOT bridge structures. For axial loading and settlement computations substitute D with D<sub>s</sub> and L with L<sub>s</sub> which are equal to the diameter and length of the rock socket since the required resistance to loading and settlement are computed for segment of the shaft in rock only (Rock sockets to be installed through casing shall have diameters 6” less than the inside diameter of the casing to allow for clearance and insertion of rock excavation re-tooling equipment).
 
: '''Drilled shafts for non-bridge structures:'''
:1. Uncased shaft through soil and not socketed into rock. For axial loading and settlement computations use D = diameter of shaft.
:2. Uncased shaft through soil and rock. Similar to (1) because the shaft diameter is assumed to be constant between soil and rock.
:3. Temporarily cased shaft through soil with an uncased and reduced or same shaft diameter in rock. This method is optional for the contractor in limited scenarios and requires the shaft in soil to be oversized by six inches with respect to the shaft diameter shown on the plans.
 
Permanently cased shafts shall not be allowed to use frictional resistance of the soil for either a drilled shaft with or without a rock socket.
 
Temporarily cased shafts may use the frictional resistance of the soil only for the case where a rock socket is not used (see the [http://sharepoint/systemdelivery/CM/geotechnical/default.aspx Geotechnical Section]).
 
Note on Definitions:
:1. Where L<sub>,i</sub> is defined, L<sub>i</sub> shall mean the length of the shaft segment through soil or through rock.
:2. Where L is defined, L shall mean overall shaft length including the length of the rock socket.
 
<br><br>
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==751.37.3 Design for Axial Loading at Strength Limit State==
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|-
| CAA || 5% below the minimum
|align="center"|'''[[#Commentary on EPG 751.37.3 Geotechnical Resistance for Axial Loading at Strength Limit States|Commentary for EPG 751.37.3 Design for Axial Loading at Strength Limit State''']]
|}
Geotechnical resistance to axial loading at the relevant strength limit state shall be computed as the sum of tip resistance and side resistance unless conditions are present that may prevent reliable mobilization of tip resistance (e.g. karst conditions with known or likely voids that cannot be specifically identified or characterized).  Shafts should be sized such that the factored geotechnical resistance to axial loads exceeds the factored axial loads:
 
{| style="margin: 1em auto 1em auto" width="800"
|-
|-
| Clay Content|| 5% below the minimum
|align="left"|<math> R_R = R_{sR} + R_{pR} \ge \gamma Q</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.1
|-
|Thin, Elongated Particles|| 2% above the maximum
|}
|}


'''Moisture Content''' (Sec 403.5.9)
where:
 
:''R<sub>R</sub>'' = factored axial shaft resistance (consistent units of force),
 
:''R<sub>sR</sub>'' = factored side resistance (consistent units of force),
 
:''R<sub>pR</sub>'' = factored tip resistance (consistent units of force) and
 
:<math>\mathbf\gamma Q</math> = factored load for the appropriate strength limit state (consistent units of force).


See also Asphalt Binder Content in [[460.3 Plant Inspection|Plant Inspection]].
Tip resistance and side resistance shall be computed according to the provisions of EPG 751.37.3 for the material type(s) encountered. The Structural Project Manager or Structural Liaison Engineer shall be consulted before utilizing design methods other than those provided in EPG 751.37.3 for calculating the geotechnical resistance of drilled shafts.


'''Contamination''' (Sec 403.5.10)
The factored side resistance for drilled shafts shall be established from factored unit side resistance values for the relevant soil/rock conditions as provided in this article. For stratified ground conditions or where the shaft dimensions change (e.g. at tip of temporary casing for non-bridge structure, or at top of rock socket for bridge structure), the shaft shall be divided into segments with practically uniform shaft geometry and soil/rock properties and unit side resistance values determined for each shaft segment. The total factored side resistance shall then be computed as the sum of the factored resistance values for each shaft segment:
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> R_{sR} = \textstyle \sum_{i=1}^n (q_{sR-i} \cdot A_{s-i}) = \textstyle \sum_{i=1}^n (\phi_{qs-i}\cdot q_{s-i} \cdot \pi \cdot D_i \cdot L_i)</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.2
|}


See Material Acceptance in [[460.6 Paving Operations|Paving Operations]].
where:
:''n'' = number of shaft segments,


:<math>q_{sR-i} = \phi_{qs-i} \cdot q_{s-i}</math> = factored unit side resistance for shaft segment ''i'' (consistent units of stress),


:<math>A_{s-i} = \pi \cdot D_{i} \cdot L_{i}</math> = perimeter interface area for shaft segment ''i'' (consistent units of area),


:<math>\mathbf \phi_{qs-i}</math> = resistance factor for unit side resistance along shaft segment ''i'' (dimensionless),


===403.1.17 Quality Control (Sec 403.17)===
:''<math>\mathbf q_{s-i}</math>'' = nominal unit side resistance along shaft segment ''i'' (consistent units of stress),


Under QC/QA, the contractor performs quality control (QC) testing. The contractor is paid based on the results of the randomly located QC tests for Superpave mixes. Beyond random QC tests, quality control by the contractor consists of constantly monitoring materials integrity, mix production and laydown operations to ensure overall acceptability.
:''D<sub>i</sub>'' = shaft diameter for shaft segment ''i'' (consistent units of length), and


<div id="Asphalt Test Results (Sec 403.17.1.1)">
:''L<sub>i</sub>'' = length of shaft segment ''i'' (consistent units of length).  
'''Asphalt Test Results''' (Sec 403.17.1.1)


A copy of all random QC test results shall be furnished to the QA inspector no later than the beginning of the day after testing has been performed. All raw data and printouts must be included with the testing records. Raw data consists of all weights, measurements, etc. used to arrive at the final test results. Printouts include the gyration/height data from the gyratory compactor and the asphalt content ticket from the binder ignition oven or nuclear gauge. The QC testing records must be made available to the QA inspector at all times.
<math>\mathbf \phi_{qs-i}</math> and ''<math>\mathbf q_{s-i}</math>''  shall be determined in accordance with the provisions of this article, based on the material type present along the respective shaft segment.


It is QC’s responsibility to take appropriate action if unsatisfactory mix is being produced. This may include making adjustments to the plant to bring the mix back into specification, sampling the mix from the roadway and performing informational testing, removing mix from the roadway, etc.
Side resistance shall generally be neglected or reduced, as recommended by the Geotechnical Section, over shaft segments with permanent casing and over any length of rock socket that is deemed unusable.


'''Informational Tests'''
The factored tip resistance for drilled shafts shall be established from factored unit tip resistance values for the relevant soil/rock conditions as provided in this article.  The appropriate tip resistance shall be established for the soil/rock located between the tip of the shaft and two diameters below the tip of the shaft.  The factored tip resistance shall be computed as 
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> R_{pR} = q_{pR} \cdot A_p = \phi_{qp} \cdot q_p \cdot \pi \cdot \frac {D^2}{4}</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.3
|}
 
where:
:<math>q_{pR} = \phi_{qp} \cdot q_p</math> = factored unit tip resistance (consistent units of stress),


An informational test is a test that QC may perform between random testing to determine whether or not the mix is within specifications. Informational testing is not required and may be performed at any time and at any frequency. Generally, informational testing will be performed early in the production period. The informational test may not be completed in full. For example, QC may only compact the gyratory specimens. Doing so will yield specimen heights and the contractor may or may not make production adjustments based on these heights. Informational test samples must be clearly marked as such if they are tested and stored in the field laboratory.
:<math>A_p = \pi \cdot \frac{D^2}{4}</math> = cross-sectional area of the shaft at the tip (consistent units of area),  


QC is not required to provide the QA inspector with informational test results, since informational tests cannot be used in the QC process to determine pay factors, The timing of random number locations being given to the contractor, typically 100 to 150 tons in advance, is meant to protect the integrity of the statistical sampling process. QA always has the option of taking its own informational samples.
:<math>\mathbf \phi_{qp}</math> = resistance factor for unit tip resistance (dimensionless),  


Informational test data may be used to determine asphalt removal limits if it is adequately documented. It should not be used for QLA under any circumstances. To be considered adequately documented the following criteria should be met:
:''<math>\mathbf q_p </math>''= nominal unit tip resistance (consistent units of stress), and


*The gyratory pucks should be clearly identified and labeled and made available for verification.
:''D'' = shaft diameter at the tip of the shaft (consistent units of length).
*The gyratory printout should be available.
*The printout from the AC test should be available.


If the preceding conditions are met and the gyratory specimens are used to troubleshoot the placement, the specimens can then be weighed and bulked to determine the volumetric properties. Data from informational tests is approximate. Its only legitimate use to the QA inspector is to help determine the point on the roadway where the mixture transitioned either above or below the removal limits. We don’t want to remove acceptable mix or leave unacceptable mix in place.
<math>\mathbf \phi_{qp}</math> and ''<math>\mathbf q_p</math>'' shall be determined in accordance with the provisions of this article, based on the material type present within a depth of ''2D'' below the tip of the shaft.


'''Removal Limits'''
Tip resistance shall be neglected, as recommended by the Geotechnical Section, when the shaft tip is located within karstic rock or other conditions where tip resistance cannot be reliably determined. 


As an example of how informational tests may be used to designate removal limits of failing QC samples, the following situation is provided. The random QC sample shown in the diagram below fell late in sublot ‘a’ and test results indicated that voids were below the limits for removal. By specification sublot ‘a’ should be removed. By the time the test results were available and corrective action was taken, the contractor had crossed into sublot ‘b’. Assuming that mix properties were acceptable at the beginning of sublot ‘a’, the actual limits of unacceptable material are indicated by the dashed lines.
The specific methods and resistance factors for determining nominal and factored side and tip resistance shall be selected based on the material type(s) present along the sides and beneath the tip of the shaft:


Adhering strictly to the specification, it is likely that acceptable material early in sublot ‘a’ will be removed, and it is also likely that unacceptable material early in sublot ‘b’ will be left in place. An adequately documented informational test may be used to zero in on the transitions out of, and back into, acceptable mix. It doesn’t matter that the data is approximate, only that it is above the limit for removal.
:* EPG 751.37.3.1 shall generally be followed to estimate resistance for shafts in rock from results of uniaxial compression tests on intact rock core with uniaxial compressive strengths ''(q<sub>u</sub> )'' greater than 100 ksf;


Random tests within removal limits are to be replaced by an equal number of random QC test locations, regardless of tonnage. For example, if 750 tons replace an area covered by two random tests, the new tests would be randomly chosen in each 375 ton portion of the replaced mixture.
:* EPG 751.37.3.2 shall generally be followed to estimate resistance for shafts in weak rock from results of uniaxial compression tests on rock core with uniaxial compressive strengths ''(q<sub>u</sub> )'' greater than 5 ksf but less than 100 ksf;


The resident engineer has the option to determine removal limits based on puck height, provided that the informational test data is consistent with previous production.
:* EPG 751.37.3.3 shall generally be followed to estimate resistance for shafts in weak rock from results of Standard Penetration Tests with equivalent ''N''-values ''(N<sub>eq</sub> )'' less than 400 blows/foot;


[[image:403_removal_limits.png|950px|center|thumb|<center>]]
:* EPG 751.37.3.4 shall generally be followed to estimate resistance for shafts in weak rock from results of Texas Cone Penetration Tests with measured penetrations ''(TCP)'' greater than 1 inch/100 blows but less than 10 inches/100 blows;


When the random QC density core is below or above the removal limits, additional cores may be cut using the following procedure to determine the area of removal. Locations 250’ parallel to the centerline, ahead and back of the failing QC location, will be determined by the engineer. Cores will be cut in these locations and tested. If both sets of cores are not below or above the removal limits, the 500’ section will be removed and replaced with acceptable material and a new random QC core will be cut with-in the new pavement. If either set of the cores are below or above the removal limits, the whole sublot or the area in which the density core represents is subject to removal.
:* EPG 751.37.3.5 shall generally be followed to estimate resistance for shafts in weak rock from results of Point Load Index Tests with Point Load Indices ''(I<sub>s(50)</sub> )'' less than 40 ksf;


Any sublot of material with air voids in the compacted specimens less than 2.5 percent shall be evaluated with Hamburg testing and removed and replaced with acceptable material by the contractor if the rut depth is greater than 14.0 mm.
:* EPG 751.37.3.6 shall generally be followed to estimate resistance for shafts in cohesive soils with undrained shear strengths ''(s<sub>u</sub> )'' less than 5 ksf; and  


<div id="level of service (LOS)"></div>
:* EPG 751.37.3.7 shall generally be followed to estimate resistance for shafts in cohesionless soils.
'''Inertial Profiler Test Results''' (Sec 610)
Surface of the pavement should be thoroughly tested with an inertial profiler or straightedge as required by [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 610]. The procedures for testing with an inertial profiler and analyzing the results with the ProVAL software program are set forth in [[106.3.2.59 TM-59, Determination of the International Roughness Index|EPG 106.3.2.59 TM-59, Determination of the International Roughness Index]].


'''Bituminous Quality Control Plan''' (Sec 403.17.2)
Additional guidance on selection of specific methods and resistance factors based on the material types encountered is provided in the commentary to these guidelines.


The contractor documents the QC method with a quality control plan (QC Plan*). The QC plan for Superpave mixes shall include the contact information of the contractor’s QC representative, lot and sublot sizes and how they will be designated, the test method for determining asphalt binder content, the number of cores to be cut for density determination, and the independent third party for dispute resolution. The QC plan is approved by MoDOT Construction and Materials and used as a contract document during mix production. Contractor technicians who perform materials testing shall be certified through the MoDOT Technician Certification Program (TCP).


*Note*: A QC Plan is not required for bituminous base (BB) and pavement (BP) mixes.
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<hr style="border:none; height:2px; background-color:red;" />
<br><br>


Up to 3 cores are allowed at each random location, but only if spelled out in the QC plan. In the drawing below, the cylinder represents the station and offset of the random location. Best management practice is for QA to mark that location on the pavement. The first density core should have that marking on it. Any additional cores should be taken along a straight line, parallel to the centerline, within 1 foot either side of the random location.


[[image:403_2foot.png|350px|center|thumb|<center>]]
===751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils|Commentary for EPG 751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils]]
|}


'''Plant Calibration''' (Sec 403.17.2.2)
'''Side Resistance for Drilled Shafts in Cohesionless Soils'''


See [[:Category:404 Bituminous Mixing Plants|Bituminous Mixing Plants]].
The nominal unit side resistance for shaft segments located in cohesionless soils shall be computed using the “β-method” as
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math> q_s = \beta \cdot \sigma^'_v</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.3.21
|}


'''Retained Samples''' (Sec 403.17.2.3)
where:


QC must retain the portion of each sample that is not tested after the sample has been reduced to testing size. This includes gradation, consensus, TSR, and volumetrics samples. The retained samples must be clearly identified in accordance with Standard Specification Section 403.17.2.3 and stored in the field laboratory for a minimum of 7 days. Also, all cores must be retained for a minimum of 7 days. Notwithstanding the 7 day minimum, retained samples should not be discarded until all comparison issues with the lot are resolved. If space at the field lab is an issue, the sample should be stored at the project office.
:''q<sub>s</sub> = nominal unit side resistance for the shaft segment (consistent units of stress),  


There is no legitimate reason for unidentified samples to be in the field laboratory. The QA inspector should insist that all test specimens in the field laboratory be marked as soon as they are cool enough. The identifying mark should be permanent, unique, and indicate what the sample is.
:β = an empirical correlation factor (dimensionless) and


When running a QC split sample, the comparisons should be within the tolerances shown in the following table:
:σ'<sub>v</sub> = average vertical effective stress for the soil along the shaft segment (consistent units of stress). 


{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
The value for β shall be taken as (O’Neill and Reese, 1999)
{| style="margin: 1em auto 1em auto" width="800"
|-
|-
!style="background:#BEBEBE"|Loose Mix Property||style="background:#BEBEBE"|Tolerance
|align="left"|<math> \beta = 1.5 - 0.135\sqrt{z}</math>||align="center"| (for ''N<sub>60</sub> ≥ 15)||align="right"|Equation 751.37.3.22a
|-
|-
|align="center"| G<sub>mb</sub> ||align="center"| 0.010
|align="left"|<math> \beta = \frac{N_{60}}{15} \cdot \big(1.5 - 0.135\sqrt{z} \big)</math>||align="center"| (for ''N<sub>60</sub> < 15)||align="right"|Equation 751.37.3.22b
|}
 
where 0.25 ≤ β ≤ 1.2 and
 
:z = depth below ground surface to center of shaft segment (ft.) and
 
:''N<sub>60</sub>'' = average SPT ''N''-value corrected for hammer efficiency (blows/ft). 
 
If permanent casing is used, the side resistance shall be ignored for the cased portion.
 
The resistance factor <math>\mathbf\phi_{qs}</math> to be applied to the nominal unit side resistance shall be taken as 0.55 (LRFD Table 10.5.5.2.4-1). 
 
'''Tip Resistance for Drilled Shafts in Cohesionless Soils'''
 
The nominal unit tip resistance for shafts founded on cohesionless soils shall be computed from corrected SPT ''N''-values, N<sub>60</sub> (O’Neill and Reese, 1999). 
 
For N_60≤50:
{| style="margin: 1em auto 1em auto" width="800"
|-
|-
|align="center"|G<sub>mm</sub>||align="center"| 0.010
|align="left"|<math> q_p = 1.2 \cdot N_{60} \le 60 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.23
|}
 
where:
:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf) and
 
:''N<sub>60</sub>'' = average SPT ''N''-value corrected for hammer efficiency (blows/ft). 
 
For ''N<sub>60</sub>'' ≥ 50:
{| style="margin: 1em auto 1em auto" width="800"
|-
|-
|align="center"|AC %||align="center"| 0.1%
|align="left"|<math> q_p = 0.59\cdot \sigma^'_v \cdot \Bigg( N_{60}\bigg(\frac{p_a}{\sigma^'_v}\bigg)\Bigg)^{0.8}</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.24
|}
|}


'''Gradation Sample''' (Sec 403.17.2.3.1)
where:
:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf),
 
:''N<sub>60</sub>'' = average SPT N-value corrected for hammer efficiency (blows/foot),
 
:''p<sub>a</sub>'' = 2.12 ksf = atmospheric pressure (ksf).


QC will retain the portion of their gradation sample that is not tested. This includes the sample of the combined cold feed from a drum plant and all hot bin samples from a batch plant. Aggregate samples should be taken in accordance with AASHTO R 90.
:<math>\sigma^'_v</math> = vertical effective stress for the soil at the tip of the shaft (ksf).


'''Loose Mix Sample''' (Sec 403.17.2.3.2)
''Note that these expressions are dimensional so values must be entered in the units specified. ''  


A loose mix sample consisting of roughly 100 lbs. will be taken from the roadway behind the paver, in accordance with AASHTO T168, at the required frequency. The sample will be thoroughly mixed and quartered in accordance with AASHTO R47, or with an approved splitting/quartering device. Two opposite quarters will be retained for testing during the dispute resolution process, if necessary. The remaining two quarters will be mixed together and quartered again.
The resistance factor <math>\mathbf\phi_{qp}</math> shall be taken as 0.50 for Equation 751.37.3.23 and as 0.55 for Equation 751.37.3.24.


The required weight of mix, as listed on the JMF, will be taken from one quarter and used to compact a specimen in accordance with AASHTO T312. The mix will be compacted to Ndes gyrations while the mix temperature is within the molding range listed on the JMF. Using the opposite quarter, follow the same procedure for the second specimen. The Gmb of each specimen will be determined and the average will be used to calculate the air voids Va and the voids in the mineral aggregate (VMA). By specification, a minimum of two compacted specimens must be used to calculate these properties.


A third quarter will be used to determine the Gmm of the mix in accordance with AASHTO T209. The minimum sample size for each type of mix can be found in the training manual. This property is used to calculate the Va and density. The volume of the sample, which is needed in the calculation, can be determined by either the weigh-in-air method or the weigh-in-water method. The weigh-in-air method consists of weighing the sample and container (with the lid) completely filled with water in air. The weigh-in-water method consists of weighing the sample and container (without the lid) completely submerged in water.
<br><br>
<hr style="border:none; height:2px; background-color:red;" />
<br><br>


The remaining mix should be mixed together and quartered again. To determine the binder content using the nuclear gauge, enough mix should be taken from opposite quarters. The required weight of mix is listed on the JMF. A moisture content sample should be taken from the same quarters. To determine the binder content using the binder ignition oven, enough mix should be taken from one quarter. The minimum sample size for each type of mix can be found in the training manual. A moisture content sample should be taken from the same quarter. Sometimes the ignition oven may not shut itself off. The oven may be shut off manually as long as 3 consecutive readings show less than 0.01% loss. The sample should be examined to assure that a complete burn has been achieved. This will be considered a valid test.


'''Quality Control Laboratory''' (Sec 403.17.3)
===751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method|Commentary on EPG 751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method]]'''
|}


The contractor is required to provide an appropriately equipped QC laboratory, however, it is not required to be at the plant. The contractor is also required to provide office space at the asphalt plant for the QA inspector to work on records and reports. Usually, these two requirements are met with one structure, but not always. The intent of the specification will be met if the QA inspector is provided with suitable facilities at the plant, but the lab is located offsite at another location, such as between the jobsite and the plant. The laboratory should have internet access in the event that cell phone service is not available.
Prediction of factored settlement due to factored service loads shall be determined as follows depending on the magnitude of factored loads relative to the magnitude of factored side and tip resistance:


'''Calibration Schedule''' (Sec 403.17.3.1)
If <math>\gamma Q \le R_{sR} + 0.1 R_{pR}</math>:


Calibrations and verifications of the testing equipment are very important. If the equipment has not been calibrated or verified as required, false test results may be obtained. The maximum intervals are given in Standard Specification Section 403.17.3.1. These frequencies are taken from the AASHTO test methods and/or the manufacturer’s recommendations.
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\delta_R = 0.005 \cdot D \cdot \frac{\gamma Q}{R_{sR} + 0.1 R_{pR}} + \delta_{eR}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.3
|}


'''Calibration Records''' (Sec 403.17.3.1.2)
where:


Periodically, the QA inspector should check the QC calibration records to ensure that the equipment has been calibrated or verified in accordance with Standard Specification Section 403.17.3.1.
:<math>\mathbf\gamma Q</math> = factored load for the appropriate serviceability limit state (consistent units of force),  


:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force),


:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force),


='''REVISION REQUEST 4009'''=
:''δ<sub>R</sub>'' = factored total settlement of shaft due to factored service loads (consistent units of length),


:''D'' = shaft diameter (consistent units of length) and


===502.1.11 Contractor Quality Control (Sec 502.11)===
:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length).
'''Gradation and Deleterious Material (Sec 502.11.2.1.1)'''


: '''Aggregate Sampling Hints:'''
If <math>R_{sR} + 0.1 R_{pR} \le \gamma Q \le R_{sR} + R_{pR}</math> :
 
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\delta_R = 0.005 \cdot D + 0.045 \cdot D \cdot \Big(\frac{\gamma Q - R_{sR} - 0.1 R_{pR}}{0.9 \cdot R_{pR}}\Big) + \delta_{eR}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.4
|}


: '''Bin Discharge'''
where:
:* Ensure sampling device cuts entire stream of material
:* Do not over fill the sample device
:* Ensure sampling device is cleaned out
:* Plant operating at usual production rates
:* Obtain 3 or more equal increments
:* Use AASHTO R 90


: '''Belt'''
:<math>\mathbf\gamma Q</math> = factored load for the appropriate serviceability limit state (consistent units of force),
:* Sample template fits the belt
:* Sweep all the fines from the belt
:* Obtain 3 or more increments
:* Ensure that the contractor is aware that a belt sample is being obtained
:* Ensure that template is pushed all the all the way to the belt
:* AASHTO R 90


: '''After Sampling Aggregate'''
:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force),
:* Ensure that the proper sample size was obtained
:* [[:Category:1001 General Requirements for Material#1001.3 Sampling Procedures|EPG 1001.3 Sampling Procedures]]
:* Remix material during splitting process
:* MoDOT Test Method T-66
:* Use AASHTO T-248 splitting procedure


: '''Aggregate Testing Hints'''
:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force),
:* Ensure sieves not damaged
:* Ensure nesting sieve is used
:* Do not over load the sieves
:* Ensure sieves are cleaned
:* Ensure proper test sample size used
:* [[:Category:1001 General Requirements for Material#1001.5.1.2 Sample Preparation|EPG 1001.5.1.2 Sample Preparation]]
:* Make sure balance is calibrated and level


: '''Deleterious Testing Hints'''
:''δ<sub>R</sub>'' = factored total settlement of shaft due to factored service load (consistent units of length),  
:* Ensure proper testing size
:* For Coarse Aggregate
:* [[:Category:1001 General Requirements for Material#1001.5.3 Percent Deleterious Substances in Coarse Aggregate|EPG 1001.5.3 Percent Deleterious Substances in Coarse Aggregate]]
:* [[:Category:1001 General Requirements for Material#1001.5.5 Percent Other Deleterious Substances, Clay Lumps and Shale in Fine Aggregate|EPG 1001.5.5 Percent Other Deleterious Substances, Clay Lumps and Shale in Fine Aggregate]]
:* Ensure balance is calibrated and level
:* Do not soak in water
:* Ensure proper lighting


'''Moisture Content (Sec 502.11.2.1.2)'''
:''D'' = shaft diameter (consistent units of length) and


: '''Moisture Content Testing Hints'''
:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length). 
:* Ensure balance is calibrated and level
:* Use correct sample size
:* Prevent loss of material when stirring
:* Do not over heat sample
:* Use glass plate to check for moisture
:* Use air-tight container to prevent moisture loss prior to testing


'''Slump (Sec 502.11.2.2)'''
Note that if <math>\gamma Q \ge R_{sR} + R_{pR}</math>, the factored service load exceeds the maximum factored resistance of the shaft and the limit state cannot be satisfied without increasing the dimensions of the shaft.


: '''Slump Testing Hints'''
The factored side resistance in Equations 751.37.4.3 and 751.37.4.4 shall be established from factored unit side resistance values for the relevant soil/rock conditions as provided in this article. For stratified ground conditions or where the shaft dimensions change, the shaft shall be divided into segments with practically uniform shaft geometry and soil/rock properties and unit side resistance values determined for each shaft segment. The total factored side resistance shall then be computed as the sum of the factored resistance values for each shaft segment:
:* Perform test within 2 1/2 minutes
:* Fill mold in 3 equal volumes
:* Do not use rebar as tamper rod
:* Perform on level ground
:* Pre-wet equipment before testing
:* Lift mold straight up
:* Rod concrete properly


'''Entrained Air Content (Sec 502.11.2.3)'''
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>R_{sR} = \textstyle \sum_{i=1}^n \big( q_{sR-1} \cdot A_{s-i} \big) = \textstyle \sum_{i-1}^n \big( \phi_{\delta s - i} \cdot q_{s-i} \cdot \pi \cdot D_i \cdot L_i \big)</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.4.5
|}


: '''Air Content Testing Hints'''
where:
:* Rod concrete properly
:* Fill mold in 3 equal layers
:''n'' = number of shaft segments,
:* Perform on level ground
:* Do not use rebar as tamping rod
:* Use aggregate correction factor
:* Tap sides of bowl after each layer
:* Pre-wet equipment before testing
:* Use calibrated equipment


:<math>q_{sR-i} = \phi_{\delta s-i} \cdot q_{s-i}</math> = factored unit side resistance for shaft segment i (consistent units of stress),


='''REVISION REQUEST 4020'''=
:<math>A_{s-i} = \pi \cdot D_i \cdot L_i</math> = perimeter interface area for shaft segment i (consistent units of area),


:<math>\mathbf \phi_{\delta s-i}</math> = settlement resistance factor for side resistance along shaft segment i (dimensionless),


:''q<sub>s-i</sub>'' = nominal unit side resistance along shaft segment i (consistent units of stress),


===501.1.6 Measurement of Material (Sec 501.6)===
:''D<sub>i</sub>'' = shaft diameter for shaft segment i (consistent units of length) and


====501.1.6.1 Mass Determination (Sec 501.6.1)====
:''L<sub>i</sub>'' = length of shaft segment i (consistent units of length).  
The plant inspector must assure that all equipment is of an approved design and that all
installations meet requirements of the specifications. There must be no attachments to scales or
weighing hoppers which might hamper free movement of any part of the weighing mechanism, or
cause inaccurate weighing during actual operation of the equipment.


====501.1.6.2 Mixing Water (Sec 501.6.2)====
Values for ''q<sub>s-i</sub>'' shall be determined in accordance with the provisions of [[#751.37.3 Design for Axial Loading at Strength Limit State|EPG 751.37.3]], based on the material type present along the respective shaft segments.  Values for <math>\mathbf \phi_{\delta s-i}</math> shall be established as provided subsequently in this article. Side resistance shall generally be neglected or reduced, as recommended by the Geotechnical Section, over shaft segments with permanent casing and over any length of rock socket that is deemed unusable for consistency with evaluations performed for strength limit states.
Control of the amount of water added to the batch at the concrete mixer is a highly important
part of the proportioning process. This is true whether water is being added through a paving
mixer or is being added to central or truck mixed concrete at the plant. The inspector should be
acquainted with the mechanical operation and construction of the water system. All joints should
be water tight and all valves should close tightly. Leakage of water into the mixer before or after the measuring tank has been discharged should not be permitted.


====501.1.6.3 Scale Calibration (Sec 501.6.3)====
The factored tip resistance in Equations 751.37.4.3 and 751.37.4.4 shall be established from factored unit tip resistance values for the relevant soil/rock conditions as provided in this article. The appropriate tip resistance shall be established for the soil/rock located between the tip of the shaft and a distance of 2D below the tip of the shaft. The factored tip resistance shall be computed as 
Scales may be calibrated in the following manner: Balance the scales accurately with no load. Use standard test weights for the test load. Test weights are suspended from the weighing hopper in such a manner that the test load is uniformly distributed. Load the aggregate scales, using combinations of weights totaling approximately 2000 pounds with test weights as required by [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 501] of the Standard Specifications, and record scale reading. Remove weights and draw 2000 pounds of aggregate equal to the test load from the bins into the weighing hopper. Apply 2000 pounds of standard weights and record scale reading again. Repeat this procedure of drawing up aggregate, adding test weights, and recording scale weights until each scale has been calibrated to a load approximately 5% greater than the maximum working load. Cement scales should be calibrated in the same manner with approximately 500 pounds of test weights. Aggregate or cement scales may be calibrated using different weight increments, if approved by the engineer.


PCC pavement plants should be calibrated before actual proportioning starts from any new plant set up. Scale verification by the contractor or producer shall occur six months after the last plant calibration.  
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>R_{pR} = q_{pR} \cdot A_p = \phi_{\delta p} \cdot q_p \cdot \pi \cdot \frac{D^2}{4}</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.4.6
|}


Calibration for other than PCC pavement plants should be at the start of the construction season. Plants located in urban areas may require more frequent calibration. Verification is required to determine if any wear and tear on the weighing equipment has occurred during the previous six months.
where:


Check sensitivity of the scale during the calibration test by applying a small weight and observing movement of the indicator. For aggregate scales, this weight should be 5 pounds and for cement scales, 2 pounds or less. In any case, the sensitivity weight should not be greater than 0.1% of the nominal capacity of the scale. Movement on the indicator should be sufficient to indicate that the scale is out of balance.
:<math>q_{pR} = \phi_{\delta p} \cdot q_p</math> = factored unit tip resistance (consistent units of stress),  


Check the balance of each scale assembly with all weigh beams in the system free and the weight indicator counterweights moved to zero.
:<math>A_p = \pi \cdot \frac{D^2}{4}</math> = cross-sectional area of the shaft at the tip (consistent units of area),


The inspector should check scales for balance and sensitivity of each scale assembly at random at least twice each day. These checks should be noted in the diary.
:<math>\mathbf \phi_{\delta p}</math> = settlement resistance factor for tip resistance (dimensionless),


Verification of weighing equipment will consist of balancing the scales and then loading the scale to approximately 250 pounds below the scale setting, then adding approximately 500 pounds of standard test weight in not more than 150 pound increments to bring the scale to approximately 250 pounds over the scale setting.
:''q<sub>p</sub>'' = nominal unit tip resistance (consistent units of stress) and


These weight intervals for calibration, verification, balance and sensitivity are considered to be the maximum. If difficulty is encountered with the batching operation or if any of the aforementioned checks indicate excessive deviations, the plant should be recalibrated to ensure compliance.
:''D'' = shaft diameter at the tip of the shaft (consistent units of length).


[https://www.modot.org/missouri-standard-specifications-highway-construction Sec 502.4.5] of the Standard Specifications sets out certain conditions under which automatic batching equipment must be furnished. In addition to calibration procedures, automatic equipment must be checked for compliance with requirements of Sec 502.4.5 of the Standard Specifications. It is particularly important to ascertain that the discharge
The value for ''q<sub>p</sub>'' shall be determined in accordance with the provisions of [[#751.37.3 Design for Axial Loading at Strength Limit State|EPG 751.37.3]], based on the material type present within a depth of 2''D'' below the tip of the shaft.  The value for <math>\mathbf \phi_{\delta p}</math> shall be established as provided subsequently in this article. For consistency with evaluations for strength limit states, tip resistance shall be neglected, as recommended by the Geotechnical Section, when the shaft tip is located within karstic rock or other conditions where tip resistance cannot be reliably determined.
mechanism will not operate when ingredients have not been weighed within specified tolerances.


This check can be made by adding or removing a weight slightly greater than the permissible tolerance to see if the discharge mechanism locks and appropriate warning is given, such as a light buzzer.
The factored elastic compression of the unsupported length of the shaft shall be determined as


In the case of a breakdown in equipment which requires a shift to manual operation, the time of breakdown should be noted in the inspector's diary. The contractor should be promptly advised of the limitation for manual batching.
{| style="margin: 1em auto 1em auto" width="800"
|-
|align="left"|<math>\delta_{eR} = \frac{\gamma Q (L-L_s)}{\phi_{\delta e} \cdot E_p A_p}</math>||align="center"| (consistent units of length)||align="right"|Equation 751.37.4.7
|}


'''Water Measuring Devices.''' Control of the amount of water added to the batch at the concrete
where:
mixer is a highly important part of the proportioning process. This is true whether water is
being added through a paving mixer or is being added to central or truck mixed concrete at the
plant. The inspector should be acquainted with the mechanical operation and construction of the
water system. All joints should be water tight and all valves should close tightly. Leakage of
water into the mixer before or after the measuring tank has been discharged should not be permitted.


Inspection and calibration of the water system should be performed with utmost care and thoroughness. The water measuring device must be calibrated to determine accuracy of measurements. The most common type of measuring device consists of a tank which may be emptied to various levels by adjusting the height of a movable discharge pipe inside the tank. These devices should be calibrated by weighing the amount of water discharged at various settings on the gauge dial. On some installations water may be weighed, in which case, it will be necessary to calibrate the weighing device by using standard weights. Operation of the water system during calibration should be similar to operating conditions. The full range of water measurements required during mixing operations should be covered during calibration. Several checks should be made at various settings to determine if the device will consistently measure the correct quantity within the permissible tolerances allowed by [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=8 Sec 501.6] of the Standard Specifications. The water meter will be verified at the same frequency as the weighing equipment. At least one setting shall be verified within the working range.
:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length),  


'''Admixture Dispensers.''' All measuring devices for dispensing of admixtures should also be carefully checked. The admixture dispensers shall be calibrated by a commercial scale company,
:<math>\mathbf\gamma Q </math> = factored load for the appropriate serviceability limit state (consistent units of force),  
the admixture company or the concrete plant company. Admixture dispensers are usually checked by causing the dispenser to discharge into a graduate where the quantity may be accurately
measured. Repeated measurements should establish that the dispenser will operate within
tolerances permitted by the Standard Specifications. Results of all calibrations, verifications, and sensitivity checks should be made a part of the permanent records. Whenever the admixture dispenser is in question, the inspector has the authority to verify the dispenser.


:''L'' = overall shaft length (consistent units of length),


:''L<sub>s</sub>'' = length of the rock socket (consistent units of length),


='''REVISION REQUEST 4028'''=
:''E<sub>p</sub>'' = nominal modulus of elasticity for the shaft (consistent units of stress),


====751.5.9.2.8 Development and Lap Splices====
:''A<sub>p</sub>'' = nominal shaft area (consistent units of area) and


{| class="wikitable" style="text-align:left"
:<math>\mathbf\phi_{\mathbf\delta e}</math> = settlement resistance factor for elastic compression of the shaft.
 
Values for the settlement resistance factor for elastic compression of the shaft shall be taken from Table 751.37.4.1 according to the operational importance of the structure. 
 
====<center>''Table 751.37.4.1 Settlement resistance factors for elastic compression of drilled shafts''</center>====
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+  
|+  
!style="background:#BEBEBE" align="center"|Development and Lap Splice Table of Contents
! style="background:#BEBEBE"|Operational Importance !! style="background:#BEBEBE"|Settlement Resistance Factor, ''Φ<sub>δe</sub>''
|-
|-
|1. [[#751.5.9.2.8.1 Development and Lap Splice General|General]]
|Minor or Low Volume Route || align="center"|0.68
|-
|-
|2. [[#751.5.9.2.8.2 Development and Lap Splices of Straight Deformed Bars in Tension|Development and Lap Splices of Straight Deformed Bars in Tension]]
|Major Route ||align="center"|0.64
|-
|-
|3. [[#751.5.9.2.8.3 Development and Lap Splices of Deformed Bars in Compression|Development and Lap Splices of Deformed Bars in Compression]]
|Major Bridge <$100 million ||align="center"| 0.61
|-
|-
|4. [[#751.5.9.2.8.4 Development and Lap Splices of Standard Hooked Deformed Bars in Tension|Development and Lap Splices of Standard Hooked Deformed Bars in Tension]]
|Major Bridge >$100 million||align="center"| 0.60
|}
|}


=====751.5.9.2.8.1 Development and Lap Splice General=====
'''Development of Straight Tension Reinforcement '''


Development lengths for tension reinforcement shall be calculated in accordance with LRFD 5.10.8.2.1.
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Rock'''
 
Settlement resistance factors to be applied to side resistance for shaft segments through rock shall be determined from Figure 751.37.4.1.1 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV_{\overline {q_u}}</math>.  Values for <math>COV_{\overline {q_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment.  Settlement resistance factors to be applied to tip resistance for shafts founded on rock shall similarly be determined from Figure 751.37.4.1.2 based on values for <math>COV_{\overline {q_u}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.
 
[[image:751.37.4.1.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.1 Settlement resistance factors for side resistance of drilled shafts in rock from uniaxial compression test measurements using approximate method. '''</center>]]
[[image:751.37.4.1.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.2 Settlement resistance factors for tip resistance of drilled shafts in rock from uniaxial compression test measurements using approximate method. '''</center>]]
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core'''
 
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.3 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV_{\overline {q_u}}</math>.  Values for <math>COV_{\overline {q_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment.  Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.4 based on values for <math>COV_{\overline {q_u}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.
 
[[image:751.37.4.1.3 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.3 Settlement resistance factors for side resistance of drilled shafts in weak rock from uniaxial compression test measurements using approximate method.'''</center>]] 
[[image:751.37.4.1.4 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.4 Settlement resistance factors for tip resistance of drilled shafts in weak rock from uniaxial compression test measurements using approximate method.'''</center>]]
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Standard Penetration Test Measurements'''


Excess reinforcement modification factor (λ''<sub>er</sub>'') and beneficial clamping stresses (β''<sub>t</sub>'' component of λ''<sub>rc</sub>'') of LRFD 5.10.8.2.1c may be used in situations where development length is difficult to attain. All other modification factors shall be used.  
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.5 based on the coefficient of variation of the mean equivalent SPT ''N''-value, <math>COV_{\overline {N_{eq}}}</math>.  Values for <math>COV_{\overline {N_{eq}}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean equivalent ''N''-value over the shaft segment.  Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.6 based on values for <math>COV_{\overline {N_{eq}}}</math> that reflect the variability of the mean equivalent ''N''-value over the distance 2''D<sub>s</sub>'' below the tip of the shaft.


Temperature and shrinkage reinforcement are assumed to fully develop the specified yield stresses. Therefore the development length shall not be reduced by λ''<sub>er</sub>'' .  
[[image:751.37.4.1.5 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.5 Settlement resistance factors for side resistance of drilled shafts in weak rock from Standard Penetration Test measurements using approximate method.'''</center>]] 
[[image:751.37.4.1.6 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.6 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Standard Penetration Test measurements using approximate method.'''</center>]]
 
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Texas Cone Penetration Test Measurements'''


Development lengths for tension reinforcement have been tabulated on the following pages and include the modification factors except as described above.  
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.7 based on the coefficient of variation of the mean ''TCP''-value, <math>COV_{\overline {TCP}}</math>.  Values for <math>COV_{\overline {TCP}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean ''TCP''-value over the shaft segment.  Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.8 based on values for <math>COV_{\overline {TCP}}</math> that reflect the variability of the mean TCP-value over the distance 2''D<sub>s</sub>'' below the tip of the shaft.


'''Lap Splices of Tension Reinforcement (Straight and Hooked)'''
[[image:751.37.4.1.7 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.7 Settlement resistance factors for side resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using approximate method.'''</center>]] 
[[image:751.37.4.1.8 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.8 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using approximate method.'''</center>]]
 
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Point Load Index Test Measurements'''


Lap splice lengths for tension reinforcement shall be calculated in accordance with LRFD 5.10.8.4.2a and 5.10.8.4.3a. Class B splices are preferred when possible, however it is permissible to use Class A when physical space is limited and Class A requirements are met. It should be noted that "''required by analysis''" of the Class A requirements is based on the stress encountered at the splice location, which is not necessarily the maximum stress used to design the reinforcement. Lap splice lengths for tension reinforcement have been tabulated on the following pages and include the development length modification factors as described above.  
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.9 based on the coefficient of variation of the mean ''I<sub>s(50)</sub>''-value, <math>COV_{\overline {I_{s(50)}}}</math>. Values for <math>COV_{\overline {I_{s(50)}}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the shaft segment.  Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.10 based on values for <math>COV_{\overline {I_{s(50)}}}</math> that reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.


'''Development of Hooked Tension Reinforcement'''
[[image:751.37.4.1.9 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.9 Settlement resistance factors for side resistance of drilled shafts in weak rock from Point Load Index Test measurements using approximate method.'''</center>]] 
[[image:751.37.4.1.10 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.10 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Point Load Index Test measurements using approximate method.'''</center>]]
 


Development lengths of hooked tension reinforcement shall be calculated in accordance with LRFD 5.10.8.2.4.
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Cohesive Soils'''


Excess reinforcement modification (λ''<sub>er</sub>'') and beneficial clamping stresses (β''<sub>t</sub>'' component of λ''<sub>rc</sub>'') of LRFD 5.10.8.2.1c may be used in situations where development length is difficult to attain. The permissible 20 percent reduction of LRFD 5.10.8.2.4c may be used in situations where development length is difficult to attain and where required conditions are met. All other modification factors shall be used.  
Settlement resistance factors to be applied to side resistance for shaft segments through cohesive soil shall be determined from Figure 751.37.4.1.11 based on the coefficient of variation of the mean undrained shear strength, <math>COV_{\overline {s_u}}</math>. Values for  <math>COV_{\overline {s_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean undrained shear strength for the soil over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on cohesive soil shall similarly be determined from Figure 751.37.4.1.12 based on values for <math>COV_{\overline {s_u}}</math> that reflect the variability of the mean undrained shear strength for the soil over the distance 2''D'' below the tip of the shaft.


Development lengths of hooked tension reinforcement have been tabulated on the following pages and include the modification factors except as described above.
   
   
'''Development of Compression Reinforcement '''
[[image:751.37.4.1.11 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.11 Settlement resistance factors for side resistance of drilled shafts in cohesive soil from undrained shear strength measurements using approximate method.'''</center>]] 
[[image:751.37.4.1.12 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.12 Settlement resistance factors for tip resistance of drilled shafts in cohesive soil from undrained shear strength measurements using approximate method.'''</center>]] 
 
For shafts founded in soft cohesive soils, consideration shall also be given to including additional settlement induced from time dependent consolidation of the soil. 


Development lengths for compression reinforcement shall be calculated in accordance with LRFD 5.10.8.2.2.
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Cohesionless Soils'''


Excess reinforcement modification factor (λ''<sub>er</sub>'') of LRFD 5.10.8.2.2b may be used in situations where development length is difficult to attain. All other modification factors shall be used.  
Settlement evaluations for individual drilled shafts in cohesionless soils shall be designed according to applicable sections of the current AASHTO LRFD Bridge Design Specifications.


Development lengths for compression reinforcement have been tabulated on the following pages and include the modification factors except as described above. 


'''Lap Splices of Compression Reinforcement '''
<br><br>
<hr style="border:none; height:2px; background-color:red;" />
<br><br>


Lap splices lengths for compression reinforcement shall be calculated in accordance with LRFD 5.10.8.4.2a and 5.10.8.4.5a.


Splice lengths for compression reinforcement have been tabulated on the following pages.
===751.37.6.1 Reinforcement Design===
Drilled shaft structural resistance shall be designed similarly to reinforced concrete columns. The Strength Limit State and applicable Extreme Event Limit State load combinations shall be used in the reinforcement design.  


=====751.5.9.2.8.2 Development and Lap Splices of Straight Deformed Bars in Tension=====
Longitudinal reinforcing steel shall extend below the point of fixity of the drilled shaft at least 10 ft. in accordance with LRFD 10.8.3.9.3 or the required bar development length whichever is larger.  
The values in the following table are based on Grade 60 bars (ƒ''<sub>y</sub>'' = 60 ksi) and may be adjusted for yield strengths up to 100 ksi. The final step in the table adjusts values for other material strengths. The values for Grade 40 bars are 45% (40<sup>2</sup>/60<sup>2</sup>) of the values in the table (not less than 12 inches), and values for 280% 100 ksi bars are (100<sup>2</sup>/60<sup>2</sup>) of the values in the table.  
   
   
[[File:751.5.9.2.8.2_01.jpg|900px]]
If permanent casing is used, and the shell consists of a smooth pipe greater than 0.12 in. thick, it may be considered load carrying.  An 1/8" shall be subtracted off of the shell thickness to account for corrosion. Casing could also be corrugated metal pipe. If casing is assumed to contribute to the structural resistance, the plans should indicate the minimum thickness of casing required.
[[File:751.5.9.2.8.2_02.jpg|900px]]
 
[[File:751.5.9.2.8.2_03.jpg|900px]]
Minimum clear spacing between longitudinal bars as well as between transverse bars shall not be less than five times the maximum aggregate size or 5 in. (LRFD 10.8.3.9.3).
 
For rock sockets use 3” min. clear cover. For drilled shafts for sign structure support, use 3” min. clear cover for all shaft diameters.
 
For longitudinal reinforcement, splicing shall be in accordance with LRFD 5.10.8.4.
 
For transverse reinforcement, lap splices for closed circular stirrups/ties shall be provided and staggered in accordance with LRFD 5.10.4.3. Lap length of 1.3 '''l'''<sub>d</sub> (Class B) for closed stirrups/ties shall be provided in accordance with LRFD 5.10.8.2.6d.
 
For lap length, see [[751.5 Structural Detailing Guidelines#751.5.9.2.8.1 Development and Lap Splice General|EPG 751.5.9.2.8.1 Development and Lap Splice General]].
 
 
 
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====Commentary on [[#751.37.1.3 Casing|EPG 751.37.1.3 Casing]]====
 
Temporary or permanent casing is commonly required to support the shaft excavation during construction to prevent caving of overburden soils. Use of permanent casing generally simplifies construction by avoiding the need for multiple cranes to simultaneously place concrete and extract the casing and reduces the risk of problems during concrete placement. However, use of either temporary or permanent casing will generally reduce the side resistance of the constructed shaft over the cased length. Alternatives to use of casing for non-bridge structures include use of mineral or polymer slurry to maintain the stability of the excavation during construction, or use of no casing and no slurry when soil/rock conditions will permit the shafts to be constructed without caving of the excavation walls.
 
Permanent casing may also be required to provide structural resistance, especially when lateral loads are substantial (see [[#751.37.6 Structural Resistance of Drilled Shafts|EPG 751.37.6]]).  For example, permanent casing may be required to:
:* Achieve the required flexural resistance of the drilled shaft
:* Resist large lateral loads for bridges located in seismic areas
:* Facilitate shaft construction through water
:* Support the shaft excavation when there is insufficient head room available for casing recovery
 
 
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===751.38.1.1 Dimensions and Nomenclature===


=====751.5.9.2.8.3 Development and Lap Splices of Deformed Bars in Compression=====
Dimensions to be established in design include the bearing depth (depth to footing base) and the footing dimensions shown in Figure 751.38.1.1. Table 751.38.1.1 defines each dimension and provides relevant minimum and/or maximum values for the respective dimension.
The values in the following table are based on Grade 60 bars. Development lengths may be adjusted for yield strengths up to 100 ksi. Lap splice lengths for yield strengths greater than 60 ksi up to 100 ksi shall be calculated in accordance LRFD 5.10.8.4.5a. The final step in the table adjusts values for other material strengths. The values for Grade 40 bars are 40/60 of the values in the table (not less than 8 in. for development length and 12 in. for lap splice length).  
   
   
[[File:751.5.9.2.7.3.jpg|900px]]
[[image:751.38.1.1.jpg|center|775px|thumb|<center>'''Fig. 751.38.1.1 Nomenclature used for spread footings.'''</center>  ]]
 
====<center>''Table 751.38.1.1 Summary of footing dimensions with minimum and maximum values''</center>====
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
! style="background:#BEBEBE"|Dimension !! style="background:#BEBEBE"|Description!! style="background:#BEBEBE"|Minimum Value !! style="background:#BEBEBE"|Maximum Value !! style="background:#BEBEBE"|Comment
|-
|align="center"|D||Column diameter||align="center"|12”||align="center"|--||align="center"|--
|-
|align="center"|B||Footing width||align="center"|D+24”||align="center"|--||align="center"|Min. 3” increments
|-
|align="center"|L||Footing length||align="center"|D+24”<sup>'''1'''</sup>||align="center"|--||align="center"|Min. 3” increments
|-
|align="center"|A||Edge distance in width direction||align="center"|12”||align="center"|--||align="center"|--
|-
|align="center"|A’||Edge distance in length direction||align="center"| 12”||align="center"|--||align="center"|--
|-
|align="center"|t||Footing thickness||align="center"|30” or D<sup>'''2'''</sup> ||align="center"|72” ||align="center"|Min. 3” increments
|-
|colspan="5"|<sup>'''1'''</sup> Minimum of 1/6 x distance from top of beam to bottom of footing
|-
|colspan="5"|<sup>'''2'''</sup> For column diameters ≥ 48”, use minimum value of 48”. Sign support structures may utilize a minimum thickness of 24”.
|}


=====751.5.9.2.8.4 Development and Lap Splices of Standard Hooked Deformed Bars in Tension=====
The nomenclature used in these guidelines has intentionally been selected to be consistent with that used in the AASHTO LRFD Bridge Design Specifications (AASHTO, 2009) to the extent possible to avoid potential confusion with methods provided in those specifications. By convention, references to other provisions of the MoDOT Engineering Policy Guide are indicated as “EPG XXX.XX” throughout these guidelines where the ''X''s are replaced with the appropriate article numbers. Similarly, references to provisions within the AASHTO LRFD Bridge Design Specifications are indicated as “LRFD XXX.XX”.


The hooked bar development length (''l<sub>dh</sub>'') is measured from the critical section to the outside edge of the hook.
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The values in the following table are based on Grade 60 bars. and may be adjusted for yield strengths up to 100 ksi. Due to the complexity of the ''l<sub>dh</sub>'' formula, hooked bar development lengths will need to be calculated manually for ƒ''<sub>c</sub>'' other than 3 and 4 ksi and for ƒ''<sub>y</sub>'' other than 60 ksi. Transverse reinforcement requirements for other material strengths are specified at the bottom of the table.
===751.38.1.2 General Design Considerations===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|align="center"|'''[[#Commentary on EPG 751.38.1.2 General Design Considerations|Commentary for EPG 751.38.1.2 General Design Considerations''']]
|}


[[File:751.5.9.2.8.4_01.jpg|900px]]
Footings shall be founded to bear a minimum of 36 in. below the finished elevation of the ground surface. In cases where scour, erosion, or undermining can be reasonably anticipated, footings shall bear a minimum of 36 in. below the maximum anticipated depth of scour, erosion, or undermining.
[[File:751.5.9.2.8.4_02.jpg|900px]]
[[File:751.5.9.2.8.4_03.jpg|900px]]
[[File:751.5.9.2.8.4_04.jpg|900px]]
[[File:751.5.9.2.8.4_05.jpg|900px]]


Footing size shall be proportioned so that stresses under the footing are as uniform as practical at the service limit state.


Long, narrow footings supporting individual columns should be avoided unless space constraints or eccentric loading dictate otherwise, especially on foundation material of low capacity. In general, spread footings should be made as close to square as possible.  The length to width ratio of footings supporting individual columns should not exceed 2.0, except on structures where the ratio of longitudinal to transverse loads or site constraints makes use of such a limit impractical. For spread footings supporting overhead sign structures the length to width ratio of footings supporting individual columns may be as high as 4.0.


Footings located near to rock slopes (e.g. rock cuts, river bluffs, etc.) shall be located so that the footing is founded beyond a prohibited region established by a line inclined from the horizontal passing through the toe of the slope as shown in Figure 751.38.1.2.  The boundary of the prohibited region shall be established by the Geotechnical Section.  For the purposes of this provision, the toe of the slope shall be the point on the slope that produces the most severe location for the active zone.  Exceptions to this provision shall only be made with specific approval of the Geotechnical Section and shall only be granted if overall stability can be demonstrated as provided in [[#751.38.7 Design for Overall Stability|EPG 751.38.7]]. 


[[image:751.38.1.2.jpg|center|775px|thumb|<center>'''Fig. 751.38.1.2 Prohibited region for spread footings placed near rock slopes unless exception is specifically approved by MoDOT Geotechnical Section.'''</center>]]


===751.8.3.2 Steel Reinforcement===
Footings located near to soil slopes shall be evaluated for overall stability as provided in EPG 751.38.7 unless they are located a minimum distance of 2''B'' beyond the crest of the slope.
'''Barrel Section '''


Standard boxes shall have main reinforcement placed perpendicular to the centerline of culvert.  In any case, main reinforcement should not be skewed more than 25° from a line normal to the centerline of the culvert. (See LRFD 9.7.1.3.)  The bar sizes, spacings and lengths given in the [https://www.modot.org/media/16942 Standard Plans 703.17], [https://www.modot.org/media/16953 703.47] and [https://www.modot.org/media/16962 703.87] are applicable for uncoated steel reinforcement.  Figure 751.8.3.2.1 shows a typical cross-section of standard box culvert and bar marks of steel reinforcement which are described below:


''A1 bar - ''Steel reinforcement shall be designed for maximum positive moment in the top slab.  This bar is placed transversely perpendicular to the centerline of culvert at the bottom of top slab.  Place A1 bars into headwall or edge beam as close as practical.
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''A2 bar - ''Steel reinforcement shall be designed for maximum positive moment in the bottom slab.  This bar is placed transversely perpendicular to the centerline of culvert at the top of bottom slab.


[[image:751.8.3.2.1 less 2015.jpg|center|700px]]
===751.38.1.3 Related Provisions===


The provisions in these guidelines were developed presuming that design parameters required to apply the provisions are established following current MoDOT site characterization protocols as described in [[:Category:321 Geotechnical Engineering|EPG 321]].  Specific attention is drawn to [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]].  The provisions provided in this subarticle presume that parameter variability, as generally represented by the coefficient of variation (COV), is established following procedures in EPG 321.3.


[[image:751.8.3.2.1 over 2015.jpg|center|700px]]
Sign structure spread footing supports are the exception. Sign structure standard spread footings are developed using assumed soil properties and following AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition for design. Site specific designs for spread footings for sign structure support may also follow AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition if there is not enough geotechnical information available to establish the COV.
<center>'''Figure 751.8.3.2.1 Typical Cross-Section of Standard Box Culvert Showing Bar Marks'''</center>


''B1 bar -'' Steel reinforcement shall be designed for maximum combined axial load and moment at interior walls.  This bar is placed vertical near stream faces of the wall.  Minimum steel reinforcement of #5 bars spaced at 12” centers shall be provided.  This bar should be extended into the top and bottom slabs.  A hook bar may be required if the embedment length is insufficient due to slab thickness limitations.  [[751.5 Standard Details#751.5.9.2.8.1 Development and Lap Splice General|EPG 751.5.9.2.8.1 Development and Lap Splice General] has information pertaining to development of tension reinforcement and hooks.


''B2 bar –'' For culverts with bottom slabs, steel reinforcement shall be designed for the maximum positive moment in the exterior wall.  For culverts on rock, steel reinforcement shall be designed for the maximum combined positive moment and axial load.  This bar is placed vertical near the stream face of the wall.  Minimum steel reinforcement of #5 bar spacing at 12” centers shall be provided.  This bar should be extended into the top and bottom slabs.  A hook bar may be required if the embedment length is insufficient due to slab thickness limitations.  [[751.5 Standard Details#751.5.9.2.8.1 Development and Lap Splice General|EPG 751.5.9.2.8.1 Development and Lap Splice General]] has information pertaining to development of tension reinforcement and hooks.
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''J3 bar - ''Steel reinforcement shall be designed for the maximum negative moment in the top corner of the culvert. This bar is placed vertical along the wall and transversely perpendicular to the centerline of culvert.
===751.38.8.3 Details===


''J4 bar - ''Steel reinforcement shall be designed for maximum negative moment in the bottom corner of the culvert. The J4 bar should also be designed for the maximum negative moment near the mid-height of the exterior wall.  This bar is placed vertical along the wall and transversely perpendicular to the centerline of culvert.
Hooks at the end of reinforcement are not required for spread footings supporting sign structures. Include reinforcement near the top of spread footings supporting sign structures as required for uplift and in accordance with design requirements.


''H1 bar - ''Steel reinforcement shall be designed for the maximum negative moment in the top slab over the interior walls.  This bar is placed transversely perpendicular to the centerline of culvert at the top of top slab.  Its spacing is alternated with spacing of H2 bar.  The length of H1 bar is longer than the length of H2 bar.
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''H2 bar - ''Steel reinforcement shall be designed for the maximum negative moment in the top slab over the interior walls.  This bar is placed transversely perpendicular to the centerline of culvert at the top of top slab.  Its spacing is alternated with spacing of H1 bar.
===G8. Drilled Shaft===
<div id="Drilled Shafts"></div>  


''F bar -'' Longitudinal steel reinforcement provides for temperature and shrinkage control.  Use #4 bars at about 14” centers for all interior faces. A minimal number of longitudinal bars in exterior faces are also provided primarily to aid in construction. This bar is placed parallel to the centerline of culvert.  Additional longitudinal reinforcement may be required to provide for lateral distribution of concentrated live loads.  For distribution of reinforcement, see [[#751.8.2.6 Structural Design|EPG 751.8.2.6]].
'''(G8.1) Include underlined portion when a minimum thickness is required and shown on the plans as minimum.'''
:Thickness of permanent steel casing shall be <u>as shown on the plans and</u> in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701].


'''Headwalls and Edge Beams'''
'''(G8.2) Note may not be required with drilled shafts for high mast tower lighting.'''
:An additional 4 feet has been added to V-bar lengths and additional __-#_-P___ bars have been added in the quantities, if required, for possible change in drilled shaft or rock socket length. The additional V-bar length shall be cut off or included in the reinforcement lap if not required. The additional P bars shall be spaced similarly to that shown in elevation, if required, or to a lesser spacing if not required, but not less than 6-inch centers.


Figure 751.8.3.2.2 shows a typical cross-section through headwalls and edge beams, and bar marks of steel reinforcement which are described below.  The reinforcement values given below shall be considered standard for headwalls and minimum recommended values for edge beams.
'''(G8.3) Note not required with drilled shafts for high mast tower lighting. '''


If at least the minimum headwall dimensions are provided (see Fig. 751.8.3.2.2) the steel reinforcement in the top slab need not be increased over that required for barrel design.  Otherwise, the width of the edge beam shall be taken as 3 feet and additional reinforcement in the top and bottom of slab is required.  
:Sonic logging testing shall be performed on all drilled shafts and rock sockets.


''D1 bar –'' Place 2- #8 bars at the top of headwalls or edge beams.  These bars shall be placed along the headwall or edge beam.
'''(G8.4) Note to be used only with Drilled Shafts for High Mast Tower Lighting.'''
:Drilling slurry, if used, shall require desanding.  


''D2 bar – ''Place these bars between D1 bars at the top of headwalls or edge beam and centered over interior walls. The total length of the bar is equal to two times larger value of 48 bar diameters or ¼ clear span length of headwall or edge beam. Neglect this bar for single span and if clear span length along headwall is less than or equal to 10’ for multiple spans. Otherwise, use a number of bars and sizes as indicated below:   
'''(G8.5) Note to be used only with Drilled Shafts for High Mast Tower Lighting. Drilled shaft diameter is required to be at least 21 in. greater than the largest anticipated anchor bolt circle diameter per the DSP - High Mast Tower Lighting.'''
:The following non-factored base reactions were used to design the drilled shafts for the <u> &nbsp;  &nbsp;  &nbsp; </u> ft. high mast lighting towers: overturning moment = * kip-foot, base shear = * kip and axial force = * kip.
::2- #8 bars when 10’ <math> < \Bigg[\frac{\mbox{clear span length}}{\mbox{cos(skew angle)}}\Bigg] \le </math> 13’
:&nbsp;*'''Values used in the design of the drilled shaft.'''
   
'''(G8.6) Use the following note only when the tops of drilled shafts are ≤ 3'-0" below the ground surface at centerline column / drilled shaft. Otherwise excavation quantity to the top of drilled shafts needs to be figured. Excavation diameter limit will be the 3'-0" larger than the column diameter above the drilled shaft.'''
:The cost of any required excavation to the top of the drilled shafts will be considered completely covered by the contract unit price for other items.


::'''*''' 2- #9 bars when 13’<math> < \Bigg[\frac{\mbox{clear span length}}{\mbox{cos(skew angle)}}\Bigg]</math>
'''(G8.7)'''  
:The tip of casing shall not extend into the rock socket elevation range reported in the Foundation Data table without approval by the engineer.


'''*''' The required area of steel reinforcement should be checked if clear span length along edge beam exceeds 20’.
'''(G8.8) Use the following note when non-contact or contact lap is required at the top of drilled shaft between column/dowel reinforcement and drilled shaft reinforcement.'''
:Column or dowel reinforcement shall be placed prior to pouring drilled shaft concrete in the area of the lap.  Dowel bar or column reinforcement shall not be inserted after drilled shaft pour is complete.


''H bar -'' Provide 4- #8 bars at bottom of headwalls or edge beam when edge beam is skewed.  These bars shall be placed along the headwall or edge beam.
'''(G8.9) For oversized shafts, use the following note in conjunction with callout for optional construction joint near top of drilled shaft.'''
:Remove sediment laitance and weak concrete to sound concrete prior to setting column/dowel reinforcement if optional construction joint is used.


''R1 bar –'' Provide minimum #5 bar spacing at 12” centers.  This bar is placed perpendicular to longitudinal axis of upstream headwall or edge beam.


''R2 bar -'' Provide minimum #5 bar spacing at 12” centers.  This bar is placed perpendicular to longitudinal axis of upstream headwall or edge beam.


''R3 bar -'' Provide minimum #5 bar spacing at 12” centers.  This bar is placed perpendicular to longitudinal axis of downstream headwall or edge beam.
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[[image:751.8.3.2.2 2021.jpg|center|875px]]
Category:901 Lighting
<center>'''Fig. 751.8.3.2.2 Typical Sections and Details of Steel Reinforcement</center>'''


'''Wings'''
===Nonstandard Lighting Structures===
If any lighting installation being considered will use a special or nonstandard structure or with dimensions exceeding those shown in the Standard Plans, [http://sp/sites/ts/Pages/default.aspx Traffic] should be consulted early in the project planning regarding the installation’s feasibility and necessary contract provisions.  Examples of this situation are high mast lighting and exceeding lengths on the Standard Plans.


''F bar -'' Longitudinal steel reinforcement provides for temperature and shrinkage control.  Use #4 bars at about 14” centers for all interior faces. A minimal number of longitudinal bars in exterior faces are also provided primarily to aid in construction.  This bar should be placed longitudinal along wing walls as shown in Figure 751.8.3.2.3. For wings on rock, longitudinal F bars should be designed using maximum moment and shear as specified in [[#751.8.2.5 Structural Model|EPG 751.8.2.5]].  
Since designing details for nonstandard installations is typically performed by an outside engineer employed by the contractor or producer and is certified to MoDOT, the project contract documents must include appropriate requirements about the design standards used.  Since structures beyond MoDOT's standard designs are involved, a performance-based specification of the design signed and sealed by a Missouri Registered Professional Engineer is needed from the contractor.  Certification to the current AASHTO Standard Specifications for Structural Supports for Highway Signs, Luminaires and Traffic Signals including the latest fatigue provisions is required. For standard detailing notes regarding drilled shafts for High Mast Tower Lighting, see [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.4 and G8.5].


''G bar –'' Provide the same bar size and spacing as B1 or B2 bar for interior (Figure 751.8.3.2.3(b)) or exterior wall (Figure 751.8.3.2.3(a)), respectively.
<!-- [[Category:900 TRAFFIC CONTROL]] -->


''J1 or J6 bar – ''Provide 2- #7 bars at each face of wing walls.  These bars are provided for edge beam action and for support in extreme event scenarios, such as washout. The J6 callout is used for flared wings.


''J5 bar –'' Steel reinforcement shall be designed for moment and shear based on Coulomb or Rankine active earth pressure.  In any case, the provided steel area of J5 bar shall not be less than that provided by the adjoined wall.
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<hr style="border:none; height:2px; background-color:red;" />
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'''Toe Walls'''


''E1 bar –'' Provide 4- #5 bars and they should extend into wing walls as far as practical as shown in Figure 751.8.3.2.3.  For wing walls on rock, these bars shall be extended 12” into the rock and grouted.
==901.7.6 High Mast Lighting==


[[image:751-8-3-2_WallReinf-Ext_10-22.jpg|center|750px]]
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.
<center><big>'''(a) ELEVATION OF EXTERIOR WING'''</big></center>


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.


[[image:751-8-3-2_WallReinf-Int_10-22.jpg|center|775px]]
For standard detailing notes regarding drilled shafts for High Mast Tower Lighting, see [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.4 and G8.5].
<center><big>'''(b) ELEVATION OF INTERIOR WING'''</big></center>




[[image:751.8.3.2.3b 2015.jpg|center|775px]]
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<center>'''Fig. 751.8.3.2.3 Details of Wings Showing Bar Marks'''</center>


='''REVISION REQUEST 4176'''=


'''Collar Beams'''
=616.19.7 Traffic Pacing/Rolling Roadblock=
<div style="float: right; margin-top: 5px; margin-left: 15px; width:320px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
'''<u><center>Forms</center></u>'''
* [https://epg.modot.org/forms/general_files/TS/Traffic_Pacing-Rolling_Roadblock_Worksheet.xlsx Traffic Pacing/Rolling Roadblock Worksheet]
* [https://epg.modot.org/forms/general_files/TS/Mainline_Pacing_Details.pdf Staging Plans Details]
* [https://epg.modot.org/forms/general_files/TS/Changeable_Message_Signs_Layout.pdf Traffic Pacing/Rolling Roadblock Changeable Message Signs Layout]
</div>


Figure 751.8.3.2.4 shows steel reinforcement details of collar beams. The figure also shows that two layers of roofing felt shall be provided between culvert and collar beams. This will allow free lateral movement of adjoined sections.
Traffic pacing/rolling roadblock is a traffic control technique that facilitates short duration overhead work operations by pacing traffic at a safe slow speed for a predetermined distance upstream of the work area, rather than being completely stopped. The pacing of vehicles shall be controlled by pilot vehicles (law enforcement vehicles with blue lights flashing, or protective vehicles) driven by uniformed law enforcement, MoDOT personnel, or contractor personnel. Any on-ramps or other access points between the beginning point of the pacing area and the work area shall be blocked until the pilot vehicles have passed. Two-way radios shall be used to provide constant communication between the pilot vehicles, MoDOT and/or contractor’s workers, and the project engineer. Advanced signing warning motorists of the traffic pacing/rolling roadblock area may also be provided.
 
The most applicable location for this technique is on high-volume/high-speed urban and rural freeways and other multi-lane access controlled facilities for work such as overhead utility work, installing overhead sign structures, replacing sign panels, placing bridge girders, installing
cantilever trusses, installing traffic counters, etc. Utilizing traffic pacing/rolling roadblock for other types of work should be discussed with the district Work Zone Coordinator before being allowed.
 
Preparation of a traffic pacing/rolling roadblock design shall be completed to plan and provide adequate work time to complete the short duration work. Based on the required work time and other inputs such as traffic volumes, regulatory speed and pacing speed, the traffic control plan defines the allowable pacing hours, pacing distance, location of warning signs, interchange ramp closures and other critical information. The [https://epg.modot.org/forms/general_files/TS/Traffic_Pacing-Rolling_Roadblock_Worksheet.xlsx Traffic Pacing/Rolling Roadblock Worksheet] shall be used when planning to use this traffic control technique, in order to calculate the pacing distance and the time intervals during which a pacing operation may be allowed. Also refer to the [https://epg.modot.org/forms/general_files/TS/Mainline_Pacing_Details.pdf Staging Plan Details] and [https://epg.modot.org/forms/general_files/TS/Changeable_Message_Signs_Layout.pdf Traffic Pacing/Rolling Roadblock Changeable Message Signs Layout].
 
<!-- [[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.19]] -->


[[image:751.8.3.2.4a.jpg|center|400px]]


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<hr style="border:none; height:2px; background-color:red;" />
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<gallery heights=376 mode="packed">
='''REVISION REQUEST 4179'''=
File:751.8.3.2_04b.png|'''(b)'''
</gallery>


[[image:751.8.3.2.4c.jpg|center|275px]]
=====136.7.3.1.2.1.8 Bridge Material Inspection/Acceptance=====
The LPA has the option to conduct the inspection at a fabrication shop during the manufacturing of fabricated bridge elements being supplied for the job. When the LPA decides not to inspect at the fabrication shop, the following specifications regarding acceptance of fabricated structural members shall be included (when appropriate) as job special provisions in the specification documents for the two classes of structural members shown below. The [https://epg.modot.org/index.php/Job_Special_Provisions language for these JSPs is available from MoDOT].   


'''136.7.3.1.2.1.8.1 Acceptance of Precast Concrete Members and Panels '''


[[image:751.8.3.2.4d.jpg|center|400px]]
The following procedures have been established for the acceptance of precast concrete girders, slab panels, MSE wall systems, and other structural members. Shop drawings shall be submitted for review and approval to the engineer of record for the local public agency (LPA). The approval is expected to cover only the general design features, and in no case shall this approval be considered to cover errors or omissions in the shop drawings. The LPA or their engineer of record has the option of inspecting the precast units during fabrication or requiring the fabricator to furnish a certification of contract compliance and substantiating test reports. In addition, the reports shown below shall be required.


* Certified mill test reports, including results of physical tests on the prestressing strands in reinforcing steel, as required. 
* Test reports on concrete cylinder breaks.


::::::[[image:751.8.3.2.4 footnote.jpg|left|20px]] Two layers of 30# roofing felt.
The LPA or their engineer of record shall verify and document that the dimensions of the precast units were checked at the jobsite and found to be in compliance with the shop drawings.


{| style="margin: 1em auto 1em auto" width="516"
'''136.7.3.1.2.1.8.2 Acceptance of Structural Steel'''
|-
|For box culverts where collars are required and the precast option is used, precast concrete box culvert ties in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 733] and [https://www.modot.org/media/16978 Std. Plan 733.00] shall be provided between all precast sections.
|}


<center>'''Fig. 751.8.3.2.4 Details of Collar Beam'''</center>
The following procedures have been established for the acceptance of structural steel. Shop drawings in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1080.3.2] shall be submitted for review and approval to the engineer of record for the Local Public Agency (LPA). The approval is expected to cover only the general design features, and in no case shall this approval be considered to cover errors or omissions in the shop drawings. It is recommended that the contract documents contain provisions that the contractor shall utilize a fabricator that meets the appropriate American Institute of Steel Construction (AISC) certification provisions as outlined in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1080.3.1.6]. Additional information regarding the AISC certification program can be found on [http://www.aisc.org/ the AISC website].
<center>'''(a) Auxiliary View of Collar Beam (b) Section thru Box at Collar Beam '''</center>
<center>'''(c) Section thru Wall (d) Section thru Top and Bottom Slab'''</center>


'''Reinforcement Concrete Cover'''
All welding operations, including material and personnel, shall meet the American Welding Society (AWS) specifications as specified in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1080.3.3.4]. The LPA or their engineer of record has the option of inspecting the steel units during fabrication or requiring the fabricator to furnish a certification of contract compliance and substantiating test reports. In addition, the reports shown below shall be required. 


The minimum concrete cover shall be 1-1/2” (clear) except the following:
* Certified mill test reports, including results of chemical and physical tests on all structural steel as furnished.
* Non-destructive testing reports.
* Verification of the girder camber, sweep, and other blocking data.
* Verification of coating operations.


:'''Top Slab'''
The LPA or their engineer of record shall verify and document that the dimensions of the structural steel units were checked at the jobsite and found to be in compliance with the shop drawings.


:The minimum concrete cover shall be 2” (clear) at top and 1-1/2” (clear) at bottom of the slab.


:'''Bottom Slab '''
<br><br>
<hr style="border:none; height:2px; background-color:red;" />
<br><br>


:The minimum concrete cover shall be 1-1/2” (clear) at top and 3” (clear) at bottom of the slab.


:'''Walls and Wing Walls'''
=====712.1.4.1.3 Shear Connector Welding=====


:The minimum concrete cover shall be 2” (clear) at fill face and 1-1/2” (clear) at stream face.
Current practices by the contractor may utilize the installation of shear connectors by field personnel. Most shear connector welding is completed by an automated welding process. AWS does not have a qualification procedure established in QC7. Instead, welders shall be qualified in accordance with AWS D1.5: 2025, Bridge Welding Code, Clause 9.7 by MoDOT field personnel. Shear connector welders shall be qualified by conducting a preproduction test. This test involves the welder welding two shear connectors to a test plate or to the production plate. The test specimens shall be visually inspected to ensure a full 360° weld. After the welds have cooled, the shear connectors shall then be bent to an angle of approximately 30° from the original axis by either striking with a hammer or placing a pipe over the shear connector and then bending. If the shear connector does not exhibit a complete weld or a failure occurs in the weld of either shear connector, the welder shall adjust the automatic welding machine and retest on a separate weld test plate. The welder may not retest on the actual production plate.  


:'''Wearing Surface'''
Before shear connector production welding in the field begins with a particular welder set-up, a specific shear connector size or type, and at the beginning of production for a particular shift or day, a preproduction test shall be conducted.  The preproduction test shall be conducted on the first two shear connectors welded to the production plate or may be conducted on a separate test plate of the same thickness (+/- 25%).  The acceptance method is the same as given earlier for the welder test. 


:A 1” monolithic protective surface shall be used on the bottom of bottom slab to compensate for pouring concrete on uneven earth surfaces.  In special cases, where abrasion on the stream faces is a concern, a 1/2" monolithic wearing surface may be used on stream faces of walls and bottom slab.  In the analysis, the protective surface and wearing surfaces (when considered) are included as part of the member thickness, but shall be excluded in the calculation of effective depth of the member for design.
Once shear connector production welding has commenced, any welds that do not exhibit the full 360° weld may be repaired using a 5/16 in. fillet weld for shear connector diameters up to one inch and 3/8 in. for diameters greater than one inch.  The repair weld shall extend 3/8 in. beyond the end of the area to be repaired.


Additional verification of shear connector welds in the field will be performed by sounding a random 25% of the shear connectors on the girder/beam with a sledge hammer. The field inspector will also sound 25 percent of the shear connectors used on expansion device(s) whether shop or field installed.  A sharp ping sound is heard on a good weld. A thud sound will occur if the weld is possibly not sufficient and a bent test needs to be performed on this shear connector.  A random 5% of all shear connectors will be bent to an approximately 30° from the original axes to verify the integrity and welding of the shear connector. If a failed weld is discovered, all adjacent connectors shall be tested. Particular emphasis on testing shall be at the start-up of the welding operation. Once an acceptable welding process is established, any weld failures should be rare. For a large bridge with many shear connectors, the 5% testing rate may be decreased at the engineer’s discretion. Any failed welds shall be ground off, base metal pull outs repaired by approved weld procedures, weld surface ground flush and a replacement shear stud installed.


On a re-deck project, some shear connectors may be bent from the deck removal or from the original construction testing. These shear connectors do not have to be replaced or straightened. Shear connectors on new or re-deck projects may also need to be field bent to accommodate expansion joints, rebar conflicts or other construction needs. If a shear connector is severely bent where concrete coverage is compromised, the shear connector shall be removed and replaced.


=== 751.10.1.14 Girder and Beam Haunch Reinforcement===
[[image:712.1.4.1.3.jpg|center|600px]]


'''General'''


:'''Steel Beams and Girders '''
<br><br>
<hr style="border:none; height:2px; background-color:red;" />
<br><br>


:Haunch reinforcement consisting of #4 hairpin bars shall be provided where the embedment of existing studs into a new slab is less than 2 inches or for an excessive haunch where at centerline of beam or girder exceeds 3 inches.
====751.5.9.3.3 Fracture Control Plan (FCP) ====
ANSI/AASHTO/AWS D1.5: 2025, Bridge Welding Code, Clause 12, Fracture Control Plan (FCP) for Nonredundant Members shall apply to fracture critical non-redundant members.


:'''Prestressed Beams or Girders with Full Depth CIP Decks (Conventional or SIP forms)'''
Main elements and components whose failure is expected to cause the collapse of the bridge shall be designated as failure-critical, and the associated structural system as non-redundant. Examples of non-redundant members are flange and web plates in one or two girder bridges, main one-element truss members and hanger plates.


:Haunch reinforcement consisting of #4 hairpin bars shall be provided when haunch at centerline of beam or girder exceeds:
For non-redundant steel structures or members, the designer shall determine which, if any, component is a Fracture Critical Member (FCM). The location of all FCMs shall be clearly delineated on the design plans.
:::3 inches for Type 2, 3, 4 girders
:::4 inches for Type 6, 7 and 8 girders (bulb-tee), NU girders and spread beams


:'''Prestressed Beams or Girders and Partial Depth CIP Decks (Prestressed Panels)'''
FCMs are defined as tension members or tension components of bending members (including those subject to reversal of stress), the failure of which would be expected to result in collapse of the bridge. The designation "FCM" shall mean fracture critical member or member component. Members and components that are not subject to tension stress under any condition of live load are not fracture critical.  
:Haunch reinforcement should not be required with precast prestressed panel decks due to joint filler limits.


'''Details'''
Any attachment welded to a tension zone of an FCM shall be considered an FCM when any dimension of the attachment exceeds 4 inches in the direction parallel to the calculated tensile stress in the FCM. Attachments designated FCM shall meet all requirements of FCP. All welds to FCMs shall be considered fracture critical and shall conform to the requirements of FCP. Welds to compression members or the compression area of bending members are not fracture critical.


When possible, hairpin bars and tie bars shall be clearly shown on the section thru slab; otherwise, a part section showing hairpins shall be provided. Include these bars in the slab reinforcing steel quantities.
FCMs shall be fabricated in accordance with FCP. Material for FCM shall be tested in accordance with AASHTO T243 (ASTM A673), Frequency P. Material for components not designed as fracture critical shall be tested in conformance with AASHTO T243 (ASTM A673), Frequency H. [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 712] and FCM Special Provisions will include additional requirement for material, welding, inspection and manufacturing.  


[[image:751.10.1.14-part_section-Feb-23.jpg|center|500px]]
Notes EPG 751.50  Miscellaneous A5.1 and  H1.23b Structural Steel for Wide Flange Beams and Plate Girder Structures  shall be placed on contract plans as required.
<center>'''Part Section Showing Hairpins'''</center>
:(1) Top of slab to bottom of longitudinal bars.
:(2) Haunch limit specified above.
:(3) Use tie bars at the discretion of the Structural Project Manager or the Structural Liaison Engineer.
:(4) The bottom longitudinal bars should be shown to be used as tie bars or add a note allowing adjustment.
:(5) Add asterisked note when there is insufficient clearance or hairpins with varying vertical heights may be used.


Hairpin bars and tie bars shall be shown on the plan of slab. Splice lengths of the tie bars shall also be specified if required (19” for #4 bars). For deck replacements without a plan of slab the hairpin bars and tie bars shall be shown either on a part plan detail or in a table. Include these bars in the slab reinforcing steel quantities.


[[image:751.10.1.14_02.png|center|1000px]]
<!-- [[Category:751 LRFD Bridge Design Guidelines|751.05]] -->
<center>'''Example'''</center>


Hairpin bars and tie bars shall be included in the bill of reinforcing. Include these bars in the slab reinforcing steel quantities.


{|border="1" cellpadding="5" align="center"
<br><br>
|+
<hr style="border:none; height:2px; background-color:red;" />
|[[image:751.10.1.14 shape 10.jpg|center|250px]] ||width="550"|“C” is based on the top horizontal legs located above the longitudinal bars of the bottom mat at the location of the maximum haunch.
<br><br>
|}


='''REVISION REQUEST 4180'''=


104.2 Project Scoping


<div style="float: right; margin-top: 5px; margin-top: 5px; margin-bottom: 15px; width:275px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
'''<u><center>Related Information</center></u>'''
* [https://www.modot.org/sites/default/files/documents/transportation_planning/idea2road.pdf Steps to Build a Road pamphlet]
<u><center>Figure</center></u>
* [[media:104.2a Project Scoping Process.pdf|Project scoping process flowchart]]
</div>


[[image:104.2 Project Scoping.jpg|right|285px]]


====751.12.1.2.7 Details of Mounting Light Poles on Safety Barrier Curbs====
Project Scoping is a process that is used to clearly define transportation needs and to determine the appropriate means to address them. This involves determining the root causes of the need, developing a range of possible solutions to address the need, choosing the best solution, setting the physical limits of the project, accurately estimating the cost of the project, and forecasting the delivery schedule of the project.
[[image:751.12.1.2.7_01_11-13-23.jpg|center|550px]]
[[image:751.12.1.2.7_02.jpg|center|625px]]
[[image:751.12.1.2.7_03.png|center|625px]]


Anchor bolts and nuts shall be in accordance with ASTM F1554 Grade 55. Anchor bolts, nuts and washers shall be fully galvanized, See [[751.50_Standard_Detailing_Notes#H4._Conduit_System|751.50.H4.2.2]] for additional information.
The purpose of project scoping is to develop the most complete, cost effective solutions, as is practical, early in the project development process.  This is foundational to avoiding major design changes, large estimate adjustments, and last minute project changes later in the project development process. With proper project scoping, such changes will be minimized and will have reduced impacts on the overall project.  Proper project scoping of all needs leads to a more balanced, consistent construction program.  


'''Note to Detailer:''' Extend slab transverse steel to edge of slab in blister region often shown with an additional detail with the slab details.  
After the elements and limits of a project become clearly defined by the project scoping process, it becomes necessary to develop a [[:Category:235 Preliminary Plans#235.2.3 Project Agreements|project agreement]] if elements of the project are to be shared between the Commission and other public agencies or private interests.


'''Note:''' Conduit not shown for clarity.
Project scoping should not be thought of as a separate, stand-alone process from the [[:Category:138 Project Development Chronology|project development process]].  It is, instead, the initial stage of the project development process where the details of appropriate solutions are developed.  Project scoping begins with the delivery of the need to the project manager and continues until the elements and limits of a project become so well-defined that accurate costs and project delivery schedules can be forecast.  A [[media:104.2a Project Scoping Process.pdf|project scoping process flowchart]] depicting the project scoping process is available.


[https://epg.modot.org/forms/general_files/BR/Guidance_for_Coring_Overlays_on_Bridge_Decks.docx Guidance for Coring and Overlays on Bridge Decks as Part of the Project Scoping Phase] provides information to be used when scoping bridge rehab and resurfacing projects to obtain accurate representations of overlay thicknesses across bridges.




<br><br>
<hr style="border:none; height:2px; background-color:red;" />
<br><br>




====751.12.1.3.2 Typical Section Reinforcement====
===751.1.3.2 Documentation===
The single R bar adds to the rigidity of the reinforcement during construction and it is believed to help prevent cracking. The single bar also appears to assist maintaining uniform reinforcement cover.


Splice length for epoxy coated horizontal #5 bars in barrier shall be 30 inches (25” for galvanized bars).  
A [https://epg.modot.org/forms/general_files/BR/751.1.3.2_Structural_Rehabilitation_Checklist.xlsm structural rehabilitation checklist] shall be required for determining the current condition and documenting all needed improvements regardless of budget restraints. It is critical to control future growth in project scope or cost overruns during construction that is checklist captures all needed repairs using accurate quantities corresponding to contract bid items. Staff responsible for filling out checklist should contact the Bridge Division if assistance is needing in correlating deterioration with appropriate contract bid items.


All bent bars are formed using stirrup bends except for the Type D #5-R1 bars.
A deck test is not required but may be useful in determining the most appropriate wearing surface for bridges with deck ratings of 5 or 6.


All values may be used with both 2.0% and 3/16 inch-per-foot cross slopes.
A pull off test is not required but may be useful in determining the viability of polymer wearing surface.
[[image:751.12.1.3.2-001-2024.png|center]]


Both deck tests and pull off tests are performed by the Preliminary and Review Section.


A [[#751.1.2.18 Bridge Memorandums|Bridge Memorandum]] shall be required for documenting proposed construction work and estimated construction costs for district concurrence.


A [[#751.1.2.31 Finishing Up Design Layout|Design Layout]] shall be required only for widening projects where there is proposed foundation construction.


=====751.12.1.3.3.1 Type D Ending on Integral End Bents=====
[https://epg.modot.org/forms/general_files/BR/Guidance_for_Coring_Overlays_on_Bridge_Decks.docx Guidance for Coring and Overlays on Bridge Decks as Part of the Project Scoping Phase] provides information to be used when scoping bridge rehab and resurfacing projects to obtain accurate representations of overlay thicknesses across bridges.
Use when distance between upper and lower construction joint in wings is at least 25½ inches.
[[image:751.12.1.3.3.1.1 2021.jpg|center|700px]]
[[image:751.12.1.3.3.1_002-2025.png|center|700px]]
[[image:751.12.1.3.3.1-003-2024.png|center|700px]]
[[image:751.12.1.3.3.1-004-2024.png|center|700px]]




<br><br>
<hr style="border:none; height:2px; background-color:red;" />
<br><br>




=====751.12.1.3.3.2 Type H Ending on Integral End Bents=====
'''EPG 104.6 Forms Box'''
Use when distance between upper and lower construction joint in wings is at least 25½ inches.
[[image:751.12.1.3.3.2.1 2021.jpg|center|700px]]
[[image:751.12.1.3.3.2-002-2025.png|center|700px]]


<div style="float: right; margin-top: 5px; margin-left: 15px; width:330px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
'''<u><center>Checklists for Core Teams</center></u>'''
* [https://epg.modot.org/forms/general_files/DE/104.6_Bridge_Scoping_Checklist.docx Bridge Scoping 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]
* [[media:104.6 Environmental Checklist.doc|Environmental 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_Design_Liaison_Checklist.doc Design Liaison Checklist]
* [https://epg.modot.org/forms/general_files/DE/104.6_Project_Scoping_Checklist.doc Project Scoping Checklist]
* [[media:905.3.5.6 TIA Scoping Reviewers Checklist.docx|Project Scoping (TIA Scoping Reviewer’s 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/TS/SAFER_Document.pdf SAFER Document]
* [https://epg.modot.org/forms/general_files/DE/104.6_Traffic_Checklist.docx Traffic Checklist]
* [[media:104.6 TSMO Checklist.docx|TSMO Checklist]]
* [https://epg.modot.org/forms/general_files/DE/104.6_Utilities_Checklist.doc Utilities Checklist]
'''<u><center>Other Documentation</center></u>'''
* [[media:124 Project Estimate Record Sheet.xlsx|Project Estimate Record Sheet]]
* [https://epg.modot.org/forms/general_files/BR/Guidance_for_Coring_Overlays_on_Bridge_Decks.docx Guidance for Coring and Overlays on Bridge Decks as Part of the Project Scoping Phase]
</div>




<br><br>
<hr style="border:none; height:2px; background-color:red;" />
<br><br>




=====751.12.1.3.3.3 Type D Ending on Shallow Integral End Bents=====
'''EPG 751.1.1 Forms Box'''
Use when distance between upper and lower construction joint in wings is less than 25½ inches.


Formulas extend bars to within 1½ʺ of lower construction joint.
<div style="float: right; margin-top: 5px; margin-left: 15px; width:330px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
'''<u><center>Forms</center></u>'''
* [https://epg.modot.org/forms/general_files/BR/751.1.3.2_Structural_Rehabilitation_Checklist.xlsm Structural Rehabilitation Checklist]
'''<u><center>Other Documentation</center></u>'''
* [https://epg.modot.org/forms/general_files/BR/Guidance_for_Coring_Overlays_on_Bridge_Decks.docx Guidance for Coring and Overlays on Bridge Decks as Part of the Project Scoping Phase]
</div>


[[image:751.12.1.3.3.3.1 2021.jpg|center|700px]]
<br><br>
[[image:751.12.1.3.3.3-002-2024.png|center|700px]]
<hr style="border:none; height:2px; background-color:red;" />
[[image:751.12.1.3.3.3-003-2024.png|center|700px]]
<br><br>
[[image:751.12.1.3.3.3-004-2024.png|center|700px]]


='''REVISION REQUEST 4181'''=


'''614.3 Laboratory Testing Guidelines for Sec 614''' (do not copy title to EPG)




This article establishes procedures for Laboratory testing and reporting samples of grates, bearing plates, bolts, nuts and washers.  No Laboratory tests are required for automatic floodgates, manhole frames and covers or curb inlets.  Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 614] for MoDOT's specifications.


=====751.12.1.3.3.4 Type H Ending on Shallow Integral End Bents=====
===614.3.1 Procedure===
Use when distance between upper and lower construction joint in wings is less than 25½ inches.
Grates and bearing plates shall be tested for weight (mass) of zinc coating according to AASHTO M111. Bolts, nuts and washers shall be tested for weight (mass) of zinc coating according to AASHTO M232. If mechanically galvanized, the coating thickness, adherence and quality requirements shall be in accordance with ASTM B695, Class 55. Refer to [[:Category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material#Field determination of weight of coating.|Field determination of weight of coating]] for additional information concerning the testing of bolts, nuts, and washers for weight (mass) of zinc coating. All test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AASHTOWARE Project (AWP).


Formulas extend bars to within 1½ʺ of lower construction joint.  
===614.3.2 Sample Record===
The sample record shall be completed in AWP as described in [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_General.docx AWP MA Sample Record, General] and shall indicate acceptance, qualified acceptance or rejection. Appropriate remarks, as described in [[106.20 Reporting|EPG 106.20 Reporting]], are to be included in the remarks to clarify conditions of acceptance or rejection. Test results shall be reported on the appropriate templates under the Tests tab.


[[image:751.12.1.3.3.4.1 2021.jpg|center|680px]]
[[image:751.12.1.3.3.4-002-2024.png|center|700px]]


<!-- [[Category:614 Drainage Fittings (Grate Inlets)]] -->




<br><br>
<hr style="border:none; height:2px; background-color:red;" />
<br><br>


=====751.12.1.3.3.5 Type D Ending on Non-Integral End Bents=====
Use when distance between upper and lower construction joint in wings is at least 25½ inches.
[[image:751.12.1.3.3.5-001-2024.png|center|700px]]
[[image:751.12.1.3.3.5_002-2025.png|center|700px]]
[[image:751.12.1.3.3.5-003-2024.png|center|700px]]
[[image:751.12.1.3.3.5-004-2024.png|center|700px]]


====712.2.3.1 High Strength Bolts====
All bolts, nuts, and washers should be from a PAL supplier in accordance with [[106.12 Pre-Acceptance Lists (PAL)|Pre-Acceptance Lists (PAL)]]. If a supplier proposes to furnish structural steel connectors and is not on PAL, a request is to be made to the Construction and Material Division for acceptance into the PAL program. Once satisfactory submittals have been received, the supplier will be placed on the PAL. Bolts, nuts, and washers, for use other than bridge construction and in quantities less than 50, may be accepted from a PAL supplier without a PAL identification number.


'''712.2.3.1.1 Manufacturer's Certification.''' Bolts and nuts specified to meet the requirements of ASTM A307 shall be accompanied by a manufacturer's certification statement that the bolts and nuts were manufactured to comply with requirements of ASTM A307 and, if required, galvanized to comply with requirements of ASTM F2329 or were mechanically galvanized and meet the coating thickness, adherence, and quality requirements of ASTM B695, Class 55. Certification shall be retained by the shipper. A copy should be obtained when sampling at the shipper and submitted with the samples to the lab.


All bolts, nuts and washers are to be identifiable as to type and manufacturer.  Bolts, nuts, and washers manufactured to meet ASTM A307 will normally be identified on the packaging since no special markings are required on the item.  Dimensions are to be as shown on the plans or as specified.


Weight (mass) of zinc coating, when specified, is to be determined by magnetic gauge in the same manner as described for bolts and nuts in [[:Category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material|EPG 1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material]].


=====751.12.1.3.3.6 Type H Ending on Non-Integral End Bents=====
Samples for Laboratory testing are only required when requested by the State Construction and Materials Engineer, or when field inspection indicates questionable compliance. Samples shall be taken according to [[#712.2.3.2.1.1 ASTM A307 Bolts|EPG 712.2.3.2.1.1 ASTM A307 Bolts]].
Use when distance between upper and lower construction joint in wings is at least 25½ inches.
[[image:751.12.1.3.3.6_01-25.png|center|700px]]


'''712.2.3.1.2''' High strength bolts, nuts, and washers specified shall meet the requirements of ASTM F3125 Grade A325. Bridge plans may also specify ASTM F3125 Grade 144 or A490 or ASTM F3148 Grade 144 high strength bolts. Field inspection shall include examination of the certifications or mill test reports; checking identification markings; and testing for dimensions. The certifications or mill test reports, conforming to EPG 712.2.3.1.1 Manufacturer's Certification, shall be retained in the district office. Samples for Laboratory testing shall be taken and submitted in accordance with EPG 712.2.3.2.1.2 ASTM F3125 Grade A325, 144 or A490 Bolts and ASTM F3148 Grade 144 Bolts.




<br><br>
<hr style="border:none; height:2px; background-color:red;" />
<br><br>


=====751.12.1.3.3.7 Type D Ending at End of Slab (Redecks)=====
Splice length of epoxy coated #5 K12 and #5 K13 bars with #5 R-bars shall be 30 inches (25 inches for galvanized bars).
[[image:751.12.1.3.3.7-001-2024.png|center|700px]]
[[image:751.12.1.3.3.7-002-2024.png|center|750px]]
[[image:751.12.1.3.3.7-003-2024.png|center|700px]]
[[image:751.12.1.3.3.7-004-2024.png|center|700px]]


====712.3.2.1 Chemical Tests - Bolts, Nuts, and Washers====
Thickness of coating shall be determined in accordance with ASTM F2329 or where mechanically galvanized shall meet the coating thickness, adherence, and quality requirements of ASTM B659, Class 55. Chemical analysis of the base metal shall be determined, when requested, according to [[:Category:1020 Corrugated Metallic-Coated Steel Culvert Pipe, Pipe-Arches and End Sections#1020.8 Laboratory Testing Guidelines for Sec 1020|Laboratory Testing Guidelines for Sec 1020]]. Original test data and calculations shall be recorded in Laboratory workbooks.




<br><br>
<hr style="border:none; height:2px; background-color:red;" />
<br><br>


=====751.12.1.3.3.8 Type H Ending at End of Slab (Redecks)=====
===751.36.4.1 Structural Steel HP Pile - Details===
Splice length of epoxy coated #5 K7 bars with #5 R-bars shall be 30 inches (25 inches for galvanized bars).
'''<font color="purple">[MS Cell]</font color="purple">'''
[[image:751.12.1.3.3.8-001-2024.png|center|700px]]
[[image:751.12.1.3.3.8-002-2024.png|center|700px]]


=====751.12.1.4.2 Typical Section Reinforcement=====
Use standard seismic anchorage detail for all HP pile sizes. Modify detail (bolt size, no. of bolts, angle size) if seismic and geotechnical analyses require increased uplift resistance. Follow AASHTO 17th Ed. LFD or AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS).
The single R bar adds to the rigidity of the reinforcement during construction and it is believed to help prevent cracking. The single bar also appears to assist maintaining uniform reinforcement cover.  


Splice length for horizontal epoxy coated #5 bars in barrier curb shall be 30 inches (25 inches for galvanized bars).  
:[[image:751.36.4.1 2026.png|center]]


All bent bars are formed using stirrup bends except for the R1 bars.
[[image:751.12.1.4.2-001-2024.png|center]]


<br><br>
<hr style="border:none; height:2px; background-color:red;" />
<br><br>


==751.50 Standard Detailing Notes==
'''Copy each note singly to the EPG'''


:(D1.2b) All ASTM A307 bolts and their accompanying hex nuts and washers and all ASTM A449 Type 1 studs and their accompanying heavy hex nuts shall be galvanized in accordance with ASTM F2329.


=====751.12.1.4.3 End of Barrier Reinforcement=====
'''(G7.2) <font color="purple">[MS Cell]</font color="purple"> Use with Pile Seismic Anchor Detail.'''
See barrier ending on end bents sheets of the [https://www.modot.org/bridge-standard-drawings barrier standard drawings] for the required details. The bars shown below are for barrier ending on wing walls; see barrier ending at end of slab sheet of the barrier standard drawings for reinforcement details for barrier ending on slabs.  
:Angles shall be coated with a minimum of two coats of non-aluminum epoxy mastic primer to provide a dry film thickness of 4 mils minimum, 8 mils maximum, or galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. Bolts, washers and nuts shall be galvanized in accordance with ASTM F2329.  


Splice length of #5-K9 bars with #4 K-bars above wing walls shall be 31 inches (embedment of #5 bars controls over splice length of #4 bars).
'''(H3.2)'''
:Anchor bolts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.


All bent bars are formed using stirrup bends except for the K4 and K11 bars.  
'''(H3.7)'''
:Anchor bolts, hardened washers and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.  


'''Ending on Integral End Bents and Semi-Deep Abutments'''
'''(H3.16''')
:Anchor bolts, hardened washers and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.
Use when distance between upper and lower construction joint in wings is at least 25½ inches.
[[image:751.12.1.4.3_01-25.png|center|600px]]
[[image:751.12.1.4.3_02-25.png|center|600px]]
[[image:751.12.1.4.3-002-2024.png|center|600px]]


: <big>'''*'''</big> On skewed integral end bents, if the end K3 bars do not meet the minimum 1 1/2" clearance from the front face of the diaphragm, a K12 bar shall be substituted.
'''(H3.26) Remove underline portion when superstructure is galvanized or where weathering steel is not being coated.'''
:Anchor bolts and heavy hex nuts shall be <u>coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or</u> galvanized in accordance with ASTM F2329.


: <big>'''*'''</big> Based on no wearing surface, adjust as needed. Example: Add 2ʺ for 2ʺ W.S.
'''(H3.46) Remove underline portion when superstructure is galvanized or where weathering steel is not being coated.'''
:Anchor bolts and heavy hex nuts shall be <u>coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or</u> galvanized in accordance with ASTM F2329.


: <big>'''*'''</big> Also based on 8½ʺ slab, adjust as needed. Example: Subtract 1ʺ for 7½ʺ slab
'''(H3.92)'''
:Anchor bolts and hardened washers shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.


'''(H4.2.2)'''
:Anchor bolts and nuts shall be ASTM F1554 Grade 55. Anchor bolts, nuts and washers shall be galvanized in accordance with AASTM F2329, or ASTM B695, Class 55. 


'''Ending on Shallow Integral End Bents'''
'''(H4.10) Use for all conduits when conduit clamps are required.'''
:All conduits shall be secured to concrete with nonmetallic clamps at about 5'-0" cts. Concrete anchors for clamps shall be in accordance with Commercial Item Description (CID) A-A-1923A and shall be galvanized in accordance with ASTM F2329, ASTM B695, Class 55 or stainless steel.  Minimum embedment in concrete shall be 1 3/4". The supplier shall furnish a manufacturer's certification that the concrete anchors meet the required material and galvanizing specifications.


Use when distance between upper and lower construction joint in wings is less than 25½ inches.
'''(H7.7) Use underlined portion with weathering steel girders and beams. Note not required for continuous concrete slab bridges. '''
[[image:751.12.1.4.3.3 2021.jpg|center|600px]]
:All bolts, hardened washers, lock washers and nuts shall be galvanized in accordance with ASTM F2329<u>, except as shown</u>.
[[image:751.12.1.4.3-004-2024.png|center|650px]]


'''Ending on Non-Integral End Bents '''
'''(H9.48)'''
:All anchor bolts, studs, nuts, and washers shall be galvanized in accordance with ASTM F2329.


Use when distance between upper and lower construction joint in wings is at least 25½ inches.
[[image:751.12.1.4.3-06-25.png|center|600px]]
[[image:751.12.1.4.3-07-25.png|center|600px]]
[[image:751.12.1.4.3-006-2024.png|center|600px]]


<br><br>
<hr style="border:none; height:2px; background-color:red;" />
<br><br>




==901.18.1 Procedure==


===Bolts, Nuts, and Washers===
Chemical tests consisting of thickness of coating shall be determined according to ASTM F2329. Original test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AASHTOWARE Project (AWP).


===751.12.1.6 Type A (32ʺ New Jersey Shaped Median)===
Physical tests shall be conducted according to [[:Category:712 Structural Steel Construction#712.3.2.2 Physical Tests - Bolts and Nuts|EPG 712.3.2.2 Physical Tests - Bolts and Nuts]]. Test results and calculations shall be recorded through AWP.
Note: Use same grade reinforcing steel in barrier as in slab.
::: Splice length for epoxy coated #5-R bars in barrier shall be 30 inches (25 inches for galvanized bars).
::: Do not use this barrier over precast prestressed panels.
[[image:751.12.1.6-001-2024.png|center|475px]]


'''Twin Bridge Median Barrier Details'''
===Polyurethane Foam===
[[image:751.12.1.6.1 2021.jpg|center|375px]]
Tests on samples of polyurethane foam shall be conducted in accordance with the following methods:
: (a) Compressive Strength - ASTM D1621
: (b) Density - ASTM D1622


Test results and calculations shall be recorded through AWP.




<br><br>
<hr style="border:none; height:2px; background-color:red;" />
<br><br>


====751.21.3.3.1 Spread Box Beams====
[[image:751.21.3.3.1 spread1.jpg|center|750px]]
[[image:751.21.3.3.1 spread2.jpg|center|750px]]
'''Bending Diagrams'''


Dimensions shown are out to out. Use symmetry for dimensions not shown. Use "ɑ" bars for squared-end beams. Use '''<font color="green">"b"</font color="green">''' bars for skewed-end beams.
===902.28.1.1 Chemical Tests===
Thickness of coating shall be determined according to ASTM F2329. Original test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AASHTOWare.
[[image:751.21.3.3.1_01-25.png|center|650px]]
{| style="margin: 1em auto 1em auto"
|-
|[[image:751.21.3.3.1 bending2 2021.jpg|center|375px]]||[[image:751.21.3.3.1 bending3 2021.jpg|center|375px]]
|}
For beams that have excessive haunch or beam steps, create new S2 bars and adjust heights in one-inch increments or provide #4 hairpin bars in accordance with [[751.10 General Superstructure#751.10.1.14 Girder and Beam Haunch Reinforcement|EPG 751.10.1.14 Girder and Beam Haunch Reinforcement]] to ensure at least 2-inch embedment into slab.




<br><br>
<hr style="border:none; height:2px; background-color:red;" />
<br><br>




=====751.21.3.6.3 Reinforcement=====
===903.22.1.1 Bolts, Nuts and Washers===
Chemical tests, consisting of thickness of coating, shall be determined according to ASTM F2329. Chemical analysis of the base metal shall be determined, when requested, according to [[:Category:1020 Corrugated Metallic-Coated Steel Culvert Pipe, Pipe-Arches and End Sections#1020.8.1.1 Chemical Tests|EPG 1020.8.1.1 Chemical Tests]]. Original test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AASHTOWare.
{| style="text-align:center; margin:auto"
|-
| colspan="2" | [[image:751.21.3.6.3 1.jpg|center|750px]]
|-
| colspan="2" | [[image:751.21.3.6.3_03-25.jpg|center|800px]]
|-
| colspan="2" | '''SECTION A-A''' (Structure skewed over 25° with skewed-end beams) 
|-
| [[image:751.21.3.6.3_04-25.jpg|center|400px]] || rowspan="4" style="text-align:left;"| '''Detailing Guidance:''' <br><span style="color:#00B050">'''Green'''</span> items are guidance only and shall not be shown on the plans. <br>Bar marks shown are for these details only; vary as needed. <br>Bars will need to clear any required shear blocks for expansion bents. <br>[[image:751.21.3.6.3_06-25.jpg|center|300px]] <br><span style="color:#00B050">'''(ɑ)'''</span> One strand tie bar for each layer of bent up strands. <br><span style="color:#00B050">'''(b)'''</span> 19 inches minimum for #4 bars and full available width for #6 bars. <br><span style="color:#00B050">'''(c)'''</span> 11-inch centers may be used if necessary.
|-
| '''PART SECTION A-A''' <br>(Bend strand tie bars if necessary, for clearance)
|-
| [[image:751.21.3.6.3_05-25.png|center|400px]]
|-
| '''SECTION B-B''' <br>(Fixed bent and squared or skewed-end beams)
|}


Physical tests shall be conducted according to [[:Category:712 Structural Steel Construction#712.3.2.2 Physical Tests - Bolts and Nuts|EPG 712.3.2.2 Physical Tests - Bolts and Nuts]]. Original test results and calculations shall be recorded through AASHTOWare.




<br><br>
<hr style="border:none; height:2px; background-color:red;" />
<br><br>




===751.22.2.3 Flexure===
===1023.2.4 Bolts and Nuts===
Bolts and nuts are to be accepted on the basis of a certified mill test report and field inspection. Samples need to be submitted to the Central Laboratory only when field inspection indicates questionable compliance.


Flexure capacity of girders shall be determined as the following.
Bolts and nuts for use in structural plate pipe and pipe-arch are high-strength and require markings on the bolt heads and on the nuts. The required identification markings may be found in the applicable ASTM specification. The bolts and nuts are to be accompanied by a certified mill test report from the manufacturer, showing complete chemical and physical tests for the material and a statement that they were galvanized in accordance with ASTM F2329, or were mechanically galvanized and meet the coating thickness, adherence, and quality requirements of ASTM B695, Class 55.


'''Flexural resistance at strength limit state'''<br/>
The bolts, nuts, and washers, when used, are to be tested for weight (mass) of coating with a magnetic gauge in the same manner as described in the paragraph below, except a smaller number of readings may be taken due to size and shape of the item. Samples selected for testing are to be taken at the frequency and of the size shown in the table below.


<math>\,M_r = \phi M_n \ge M_u</math>
Samples of the bolts, nuts, and washers may be submitted to the Central Laboratory for weight (mass) of coating, chemical analysis, dimensions, and physical testing if field inspection indicates questionable compliance. Tension tests may not be possible, depending on the length of bolt and shape of bolt shoulder, however hardness can be determined. When samples are submitted to the Laboratory, a copy of the mill test report should accompany the sample. Samples for Laboratory testing are taken at the following rate:


Where:
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
{|border="0" cellpadding="5"
|+ ''Number of pieces in a lot to be taken as a sample''
|<math>\,M_r</math>||=||Flexural resistance
! style="background:#BEBEBE" |Lot Size!!style="background:#BEBEBE"|Sample Size
|-
|align="center"|0-800|| align="center"| 3
|-
|-
|<math>\,M_n</math>||=||Nominal flexural resistance
| align="center"|801-8,000|| align="center"| 6
|-
|-
|<math>\,M_u</math>||=||Total factored moment from Strength I load combination
| align="center"|8,001-22,000 || align="center"|9
|-
|-
|valign="top"|<math>\, \phi</math>
| align="center"|22,001 + || align="center"|15
|valign="top"|=
|Flexural resistance factor as calculated in LRFD 5.5.4.2
|}
|}




'''Negative moment reinforcement design'''
<br><br>
<hr style="border:none; height:2px; background-color:red;" />
<br><br>


P/S I-girder shall be designed as a reinforced concrete section at regions of negative flexures (i.e., negative moments).


At least one-third of the total tensile reinforcement provided for negative moment at the support shall have an embedment length beyond the point of inflection not less than the specified development length of the bars used.
===1040.2.2 Bolts, Nuts, and Washers===
Bolts, nuts and washers intended for use in beam connections and splices may be accepted by Brand Registration Guarantee or by an acceptable certification. Regardless of the type of acceptance documentation, field inspection performed shall include an examination of certifications and testing for weight (mass) of coating and dimensions. It will only be necessary to submit samples to the Laboratory when requested by Construction and Materials or when field inspection indicates questionable compliance. When samples are taken, take them at the frequency and size shown in Table 1040.2.1.2.


Slab longitudinal reinforcement that contributes to making the precast beam continuous over an intermediate bent shall be anchored in regions of the slab that can be shown to be crack-free at strength limit states.  This reinforcement anchorage shall be staggered.  Regular longitudinal slab reinforcement may be utilized as part of the total longitudinal reinforcement required.
Post and splice bolts, nuts and washers furnished by a fabricator listed in Table 1040.2.1.1 require no additional documentation. Those not covered by Brand Registration and Guarantee must be accompanied by a certification or mill test report. Bolts and nuts specified meeting the requirements of ASTM A307 shall be accompanied by a manufacturer's certification statement that the bolts and nuts were manufactured to comply to the requirements of ASTM A307 and galvanized to comply to the requirements of AASHTO M 232 or were mechanically galvanized and meet the coating thickness, adherence, and quality requirements of ASTM B695, Class 55.


Markings are not required on bolts and nuts meeting ASTM A307. All bolts and nuts should be identifiable as to type and manufacturer whether the information is shown on a container or on the bolts and nuts.


'''Effective Slab Thickness '''
Field determination of weight (mass) of coating is to be made on each lot of material furnished. Test procedures and conditions of acceptance or rejection shall be as described in [[:category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material#Field determination of weight (mass) of coating.|Field determination of weight (mass) of coating]] with the following modifications:


An effective slab thickness shall be used for design by deducting from the actual slab thickness a 1” integral, sacrificial wearing surface.  
:Due to the size and shape of the material being tested, it will only be necessary to obtain a minimum of three readings of the magnetic gauge on a bolt to determine a single-spot test result and at least five readings on a nut or washer. Since the minimum sampling frequency is three bolts or three nuts or three washers, it will always be possible to obtain at least three single-spot test results from which to calculate an average coating weight (mass) and minimum coating weight (mass) for reporting and applying the specification requirements.


Dimensions of bolts, nuts and washers are to be as shown on the Standard
Drawings or as specified.


<div id="Design A1 reinforcement in the top flange"></div>


'''Design A1 reinforcement in the top flange '''
<br><br>
<hr style="border:none; height:2px; background-color:red;" />
<br><br>


The A1 reinforcement shall resist the tensile force in a cracked section computed on the basis of an uncracked section.
='''REVISION REQUEST 4184'''=


For I girders and bulb-tee girders, A1 reinforcement shall consist of deformed bars (minimum #5 for Type 2, 3 and 4 and minimum #6 for Type 6, 7 and 8).
=={{SpanID|903.16.3}}903.16.3 Types of Fabricated Signs==


For NU girders, A1 reinforcement shall consist of the four 3/8-inch diameter reinforcement support strands with deformed bars added only as needed. The WWR in the top flange shall not be used for A1 reinforcement because there is insufficient clearance to splice the WWR.
'''Support.''' There are two types of sign substrate materials used by MoDOT - extruded aluminum panels and flat sheet aluminum. From these materials there are four types of signs fabricated - structural (ST) and structural fluorescent (STF), which are made from extruded aluminum panels, as well as flat sheet (SH) and flat sheet fluorescent (SHF).


See guidance on [https://www.modot.org/bridge-standard-drawings Bridge Standard Drawings (Prestressed I-Girders - PSI)] for required lap lengths, if required.
Flat sheet signs are made from single pieces of flat sheet aluminum, usually one-piece units, with the thickness of the aluminum sheet varying based on the size of the sign, and have several available thicknesses as indicated in the standard plans.


Structural signs are fabricated using extruded aluminum panels. This sign fabrication method is used for signs 6 ft. wide or wider, and signs 30 sq. ft. in area and larger due to the structural strength of the extruded panels. Extruded panels are composed of 1-ft. tall "E" shaped aluminum substrate, assembled to a desired height and cut to a uniform width for each sign. These panels are bolted together to form the larger “sign blank” substrate needed for structural signs. 6-in. tall “C” shaped panels are also used in limited applications where the sign’s vertical dimension has a 6-in. increment, such as exit number plaques on guide signs.


Required steel area is equal to:
There are two types of retroreflective sheeting used by MoDOT:
* MoDOT Type IV High Intensity Prismatic - this sheeting is used for the background for all signs, except orange work zone, yellow warning and yellow-green school signs.
* MoDOT Type IX or XI Prismatic - this sheeting is used for all direct applied legends used on guide signs.  It is also used for the background sheeting for orange work zone, yellow warning, and yellow-green school signs as MoDOT uses the fluorescent versions of these colors that are only available in this sheeting type.


See [https://www.modot.org/standard-plans-section-900 MoDOT Standard Plans 903.02] for details on sign substrate and retroreflective sheeting.


<math>\,A1=\frac{T_t}{f_s}</math>


<br><br>
Where:
<hr style="border:none; height:2px; background-color:red;" />
<br><br>
 
 
===903.16.4.4 Ground-Mounted Sign Support Selection===
<div style="margin: auto; width:100%; font-size: 95%; background-color: #a2a9b1;">
<div style="margin: auto; width:1100px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
{|
{|
|<math>\, f_s</math>||= <math>\, 0.5 f_y \le 30 KSI</math>, allowable tensile stress of mild steel, (ksi)
|+ '''<u><center>Signpost Selection Tables</center></u>'''
|-
| style="width:550px;" | ● [https://epg.modot.org/forms/general_files/TS/PSST-Pipe_QR_Signpost_Selection_Table.pdf Non-Rectangular Sign and Sign Assembly Quick Reference Tables - PSST and Pipe Posts] || style="width:550px;" | ● [https://epg.modot.org/forms/general_files/TS/U-Channel-Wood_Signpost_Selection_Table.pdf U-Channel / Wood Post Selection Table]
|-
| ● [https://epg.modot.org/forms/general_files/TS/PSST_Signpost_Selection_Table.pdf PSST Post Selection Tables] || ● [https://epg.modot.org/forms/general_files/TS/4-inch_Square_Steel_Tube_Signpost_Selection_Table.pdf 4" Square Steel Tube Post Selection Tables]
|-
|-
|<math>T_t</math>||= Resultant of total tensile force computed on the basis of an uncracked section, (kips)
| ● [https://epg.modot.org/forms/general_files/TS/Pipe_Signpost_Selection_Table.pdf Pipe Post Selection Tables] || ● [https://epg.modot.org/forms/general_files/TS/I-Beam_Signpost_Selection_Tables.pdf I-Beam Post Selection Tables]
|}
|}
</div>
</div>


'''Support.''' The majority of MoDOT signs are installed and supported on one of 5 types of ground-mounted sign supports or signposts. The selection of signpost is based on many factors, but primarily on the size of sign being installed and the type of roadway the sign is being installed along. There is some overlap in signpost applications; more than one signpost may be applicable to a given installation. The final selection of the post type is based on the attributes needed for a support as discussed in each classification of signpost below.


'''Limits for reinforcement'''
The number of posts needed to support a sign is primarily based on the width of a sign. Typically, signs 48 inches wide and wider are installed on two posts. This requirement is based on two factors, the capacity of the post and the long-term stability of the assembly. A wide sign installed on one post will place a torsional force onto a post and in windy conditions can result in an assembly not staying plumb and, in some cases, an actual failure of the post itself.


The following criteria shall be considered only at composite stage.
'''Standard.''' The selection of the proper size of signpost shall be based on the Signpost Selection Tables listed above. These tables will specify if a post type has the capability to support the sign in question and then specify what size post is required based on the requirements of the installation. Before the correct size I-Beam post can be selected, the length of the longest post must first be determined. To determine this, the offset and mounting height must first be determined.


Minimum amount of prestressed and non-prestressed tensile reinforcement shall be so that the factored flexural resistance, ''M<sub>r''</sub>, is at least equal to the lesser of:<br/>
====903.16.4.4.1 U-Channel Posts====
'''Support.''' MoDOT utilizes two primary sizes of U-Channel Posts, a 3 lb/ft high carbon, rerolled rail steel post for sign installations and a low carbon steel 1 lb/ft post for roadside delineation.


::1) M<sub>cr</sub> &nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Eq. 5.6.3.3-1
U-channel posts can be used to support MoDOT’s small signs, such as no parking signs, object markers and chevrons on two lane roadways. U-channel posts are typically not suited to support larger permanent signs as they have limited torsional rigidity and have less ability to hold a larger sign steady in windy conditions. These are typically the most economical posts to use to support smaller signs and given these types of signs tend to be installed closer to the roadway their ability to yield more easily to impacts means they pose less of a damage risk to vehicles. U-channel posts are typically installed by driving the post into the ground without a stub or anchor, however, there is a stub / post installation option available which is detailed in the standard plans.
::2) 1.33M<sub>u</sub>


Where:
U-Channel posts are considered breakaway with no additional breakaway devices needing to be added. While there are breakaway devices available for U-channel posts, MoDOT’s use of this type of post for smaller signs typically doesn’t justify their use. A U-channel post’s breakaway is typically a yielding function, meaning as a vehicle impacts the assembly, the post yields and lies down in front of the vehicle so it can pass over the assembly.
{|border="0" cellpadding="5"
 
|-
'''Standard.''' U-channel posts shall be installed in accordance with the details found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903]. Signpost selection tables shall be used to determine sign sizes U-channel posts can support and the number of posts needed.
|M<sub>cr</sub>||=||Cracking moment, (kip-in.)
 
|-
====903.16.4.4.2 Wood Posts====
|M<sub>u</sub> ||=||Total factored moment from Strength I load combination, (kip-in.)
'''Support.''' MoDOT’s specifications permit two sizes of wood posts to be used: 4 in. x 4 in. or 4 in. x 6 in. MoDOT’s wood posts are pressure treated to promote longer life and resist rot and insect damage. Wood posts were once MoDOT’s primary post to support signs on two lane roadways; however, due to issues with material stability PSST posts have become MoDOT’s standard post. Wood post installations are only an option for MoDOT operations, they are no longer an option for contractor installed signs.
|}
 
When used, wood posts are capable of supporting most sign assemblies on two lane roadways, from route marker assemblies, speed limit signs, warning signs and distance and destination signs. The use of a high-quality wood post and proper installation is the key to a successful installation.
 
'''Guidance.''' The continued use of wood posts should take into consideration the special characteristics listed in [[#903.16.4|EPG 903.16.4]].
 
Proper installation is also critical for the stability of the sign assembly. The wood post should be placed a minimum of 36 inches into the ground, deeper for larger signs or in areas where the soil is weak or sandy, to keep the signpost plumb. When backfilling the hole, material should be added in lifts, or levels, in order to properly compact the backfill. Loose or fine materials, such as sand, sandy soil or dry concrete mix typically will not provide a long-term solid backfill and can result in the post falling out of plumb over time.
 
MoDOT’s specifications should be followed when purchasing wood signposts. These specifications address a posts load capacity, breakaway attributes and the compatibility between the pressure treatment chemicals and our aluminum signs and sign hardware.
 
'''Option.''' While the soil originally removed from the hole can be used to back fill around the post other alternatives may be used, such as smaller quarry rock with the crushing fines mixed in, concreted mix or expanding polyurethane foam.


'''Support.''' Wood posts are considered breakaway without an add-on breakaway device; however, some sizes of post do need special preparation. 4 in. x 4 in. wood post are considered breakaway without any special modifications; however, 4 in. x 6 in. posts must be cross drilled at the base to weaken them so they will break away. The size of the holes and where they are drilled is critical to these posts meeting breakaway requirements. See figure [[#fig903.16.4.4|903.16.4.4]] for details for cross drilling wood posts. It is important to note these breakaway holes are drilled in the sides of the post, not in the front of the post where the sign is mounted.


'''Standard.''' If wood posts are used, the proper size and number of posts shall be determined by using the post selection tables.


{{SpanID|fig903.16.4.4}}
[[image:903.16.4.4.png|thumb|center|700px|'''Figure 903.16.4.4''' Details for Wood Posts Requiring Breakaway Design]]


'''History.''' One of the earliest issues experienced with wood posts is their tendency to warp and twist, both before and after installation. Keeping a sign plumb and appropriately oriented to the roadway is critical to maintain the sign’s legibility and nighttime retroreflectivity performance. This aspect of wood posts resulted in significant waste of inventory when the posts warped and twisted before being used and increased workload on signing crews who had to correct warped and twisted posts after installations. Another concern with the use of wood posts was the installation required a hole to be dug, the posts set and property back filled so the sign would remain upright. If soil conditions prohibited a hole being dug deep enough or the back fill not capable for being compacted sufficiently the assembly would fall out of plumb. Along with these installation aspects, a wood post sign assembly can be very heavy, especially when the pressure treated wood is still wet with the pressure treating fluids and this can result in the need for additional people to set the post and/or increased risk of injury setting the post by hand.


====751.22.3.7.2 Reinforcement====
Towards the end of MoDOT’s reliance on wood posts a new issue was identified relating to the more environmentally friendly treatment process called ACQ (Ammoniacal Copper Quaternary). ACQ replaced CCA (Chromated Copper Arsenate) for residential applications as CCA had chemical component which were not recommended for routine contact with skin. However, unlike CCA, ACQ (especially early versions) turned out to be very corrosive to metals, especially to aluminum. This corrosive nature requires special fasteners to resist this corrosive effect. Early applications of ACQ in other states realized serious sign corrosion to the point the sign would fall off the post in a matter of a few years. While it appears this has improved, special fasteners with special protective coatings are still recommended for use with ACQ posts. As a result, ACQ posts do not meet MoDOT’s specifications and should not be used to support signs. CCA treated posts are still MoDOT’s standard for wood posts, however, it is not commonly available at local home improvement centers and at many lumber yards. Due to MoDOT’s limited use of this product contract purchasing typically is not economical or possible.
The reinforcement shall be detailed on the plan sheets for closed concrete intermediate diaphragms as shown below except:
* Bar marks revised as required.
* Abbreviations used as required.
* Add "(Typ.)" to dimensions and leader notes as appropriate.


All U bar reinforcement shall use stirrup bends.
====903.16.4.4.3 Perforated Square Steel Tube Posts (PSST)====
'''Support.''' MoDOT utilizes two sizes of PSST posts, 2 in. and 2.5 in., both being made from 12-gauge steel. PSST became MoDOT’s standard post for most sign installation applications on two lane roadways in the early 2000’s, replacing wood posts. PSST usage has since expanded to some applications on freeways and expressways.


All reinforcement in diaphragms shall be epoxy coated, except coating of dowel bars shall match the coating of intermediate bent reinforcement.
Unlike U-channel or Wood posts, PSST utilizes a ground anchor, or footing, within which the post is then placed. MoDOT has several options in its specifications with respect to ground anchor/foundation systems, the use of each option is heavily based on the soil condition.


Coil ties and rods shall also be shown in the section near the diaphragm and the horizontal section near the top of diaphragm in accordance with [[#751.22.3.10 Coil Inserts and Tie Rods|EPG 751.22.3.10 Coil Inserts and Tie Rods]].
The anchor/footing types for PSST are:
* Direct Drive Anchor - this is the anchor that is driven directly into the soil without drilling a foundation hole. It is a 7-gauge anchor with 4 soil stabilization plates added to the anchor to increase soil surface area to help keep signs plumb in weaker soils and/or in windy areas. This is the standard anchor used for PSST signs installed on conventional two-lane roadways.
* Concrete Anchor - This is an anchor used in concrete footings, a 7-gauge anchor with no soil stabilization plates added.
* Concrete Footings - Concrete footings provide a more secure foundation to support PSST signposts. Concrete footings keep PSST sign installations straighter for longer due to the mass of the concrete and increased contact areas between the concrete and the soil, especially for the large signs used on freeway and expressway routes. Contractors must install PSST with concrete footings on all routes other than conventional two-lane roadways, and it is highly recommended MoDOT operations do the same. Concrete footings can be used on conventional two-lane roadways if the direct drive anchor is insufficient for the location.  
* Polyurethane Foam Footings - This is an alternate to a concrete footing for PSST post installations, but only for MoDOT operations. The advantage of the foam footing is it allows the footing and the sign to be installed in one trip compared to concrete, which requires a second trip to allow the concrete to cure. The installation requirements for an expanding foam footing are the same as a concrete footing except for the diameter of the footing which is smaller. It is important to make sure the expanding foam used meets MoDOT specifications as not all foam products are acceptable to support a breakaway sign. The downside to polyurethane foam footings is they must be replaced after the signpost is hit as the foam compresses and will no longer support the signpost properly.  


Unless specified the details shown are for the same girder heights within a continuous girder series.
The connection between the PSST posts and the 7-gauge anchor  is accomplished using two shoulder bolts, one bolt installed through each side of the anchor. Traditional PSST corner bolts cannot be used to connect a 12 gauge PSST to a 7 gauge anchor. The 12-gauge post does not nest tightly into a 7-gauge so corner bolts will not make a tight connection. The shoulder of the shoulder bolt passes through the holes in the 7-gauge anchor, but not through the holes in the post. These shoulders push and lock the post in two directions inside the anchor making a solid connection.


'''I Girders Type 2, 3, 4 and 6'''
Add-on breakaway devices - when breakaways are required/used, the manufacture’s recommendations and hardware (if supplied) need to be used to connect the anchor, breakaway and post together. Breakaway devices are only required when installing a sign on two 2.5” PSST posts. When surface mounting PSST to a concrete island, a surface mount breakaway devise must be used.
{| class="wikitable" style="text-align:center; margin:auto"
|-
| colspan="2" | [[image:751.22.3.7.2_01-2025.png|center|400px]] || [[image:751.22.3.7.2_02-2025.png|center|100px]]
|-
| colspan="2" | '''SECTION NEAR DIAPHRAGM''' <br>(Normal to centerline of girders) ||
|-
| colspan="2" | [[image:751.22.3.7.2_03-2025.png|center|550px]] || [[image:751.22.3.7.2_04-2025.png|center|200px]]
|-
| colspan="2" | '''SECTION A-A''' ||
|-
| Example || Example ||


{| class="wikitable" style="margin:auto"
{{SpanID|tab903.16.4.4.3}}
| rowspan="2" | '''PSI<br>Type''' || colspan="2" | '''Variable'''
{| class="wikitable" style="text-align: center; margin:auto"
! colspan="6" | POST AND ANCHOR DATA TABLE
|-
|-
| '''A''' || '''B'''
| COLSPAN="2" | POST
| COLSPAN="2" | ANCHOR
| COLSPAN="2" | BREAKAWAY REQUIRED
|-
|-
| '''2''' || 4 || 12"
| GAUGE
| SIZE
| GAUGE
| DIMENSIONS
| 1 POST
| 2 POST
|-
|-
| '''3''' || 4 || 12"
| 12
| 2" x 2"
| 7
| 2.5" x 2.5" x 36"
| NO
| NO
|-
|-
| '''4''' || 4 || 12"
| 12
| 2.5" x 2.5"
| 7
| 3" x 3" x36"
| NO
| YES
|-
|-
| '''6''' || 4 || 12"
|}
|}


|}
'''Standard.''' If PSST posts are used, they shall be either 2 in. or 2.5 in. 12-gauge posts. The size and number of posts, as well as the requirement for add-on breakaway devices, shall be determined using the post selection tables. PSST posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903]. '''PSST posts installed on any route other than a conventional two-lane road, shall be installed using concrete footings.'''
 
====903.16.4.4.4  4-Inch Square Steel Tube Posts====
'''Support.''' 4-inch square steel tube posts, like PSST, are not a MoDOT design, but an industry standard post. MoDOT has adopted this post design for very specific applications where MoDOT standard posts are lacking. These applications include large flat sheet signs ranging in size from 48’ x 60” to 48” by 96”, exit gore signs, large keep right signs where divided roadways transition to undivided roadways and community wayfinding signs. These posts were the first MASH tested and approved signposts and they have a greater capacity to support these larger signs on a single post compared to other MoDOT signposts.
 
'''Standard.''' If 4-Inch Square Steel Tube Posts are used, only those post designs and manufactures listed on the MoDOT Traffic Approved Products list shall be used. Only the signs listed previously shall only be installed on the 4-Inch Square Steel Tube post and shall only be installed as a single-post installation. The posts shall be assembled, and signs mounted, using the vendor specific hardware following the manufacture’s recommendations and in accordance with [https://www.modot.org/standard-plans-section-900 MoDOT standard plans 903.03]. 
 
====903.16.4.4.5 Pipe Posts====
'''History.''' In 2022, a pipe post capacity evaluation was conducted that resulted in a change to the pipe post load capacity and pipe post inventory. Historically it was believed that pipe posts could support a sign size of up to 30 sq. ft. but the evaluation determined pipe posts could support a sign of up to 58.5 sq. ft. The evaluation also determined that the 3 sizes of pipe post being utilized were redundant. MoDOT historically used 2 ½ in., 3 in., and 4 in. pipe posts, however, the evaluation determined that the sign capacity of a post is determined by the breakaway assembly. The 2 ½ in. and 3 in. pipe posts used the same breakaway design and therefore the 3 in. pipe posts did not have any additional capacity over the 2 ½ in. post. As a result, the 3 in. post is redundant and was discontinued. This decision allows for a simplified inventory and eliminates confusion on pipe size. Maintenance can continue to utilize 3 in. pipe posts until the inventory is depleted but shall not order new 3 in. pipe posts. All existing 3 in. pipe posts shall be treated as 2 ½ in. posts for purposes of choosing posts using the post selection tables. 2 ½ in. pipe posts can be installed on existing 3 in. stubs.
 
'''Support.''' MoDOT utilizes two sizes of pipe post, 2 ½ in. and 4 in. An important fact to understand is pipe post sizes are based on the inside diameter (I.D.) of the pipe post and not the outside diameter, this is the industry standard for pipe measurement. This is critical in selecting the correct pipe from inventory as well as charging out the correct post to keep your inventory levels correct.
 
Pipe posts have a similar sign capacity as PSST, even though they would appear to be able to carry a larger sign load due to size and thickness of the steel pipe. While the post themselves are far stronger than PSST, it is the breakaway of the pipe post which controls the sign load capacity of the post. The heavy-duty construction of a pipe post is not specifically related to sign load capacity but is more directly related to the durability of the post. Unlike PSST, which must be replaced after each vehicular impact, pipe posts are constructed with much thicker steel so the signpost can be impacted by a vehicle without being damaged and reinstalled for continued use. There are many pipe posts on our right of way that have been there for two or three generations of signs and are still functional so while they are heavier and more expensive initially, they are a long-term investment and are far more durable.
 
Pipe posts are used for single and double signpost assemblies to support signs up to 58.5 sq.ft. These posts are typically used on freeways and expressways where signs are larger, wind speeds can be higher due to more open right of way and the sign may see larger snow load impact from plows pushing more snow from across multiple lanes to the right side of the roadway.
 
Pipe posts are also the preferred post to support large route assemblies, especially on freeways and expressways. In the past, I-Beam posts were once used to support these assemblies (and many remain in place) as the design of the post was well suited to attaching a series of backing bars needed to support the assemblies. However, the multi-direction breakaway and high resistance to torsional or twisting forces makes pipe posts the preferred post over the I-Beam design.
 
Pipe posts are designed and fabricated with the breakaway device as part of the post / stub combination; as long as the post and stub breakaway is assembled correctly the post is capable of being impacted from any direction. Details for the assembly of this post system are found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903], special attention must be paid to the placement of three breakaway bolts, the required and proper placement of all washers within the breakaway and most critically to the proper tightening and torque of the breakaway bolts.
 
'''Standard.''' If Pipe posts are used, they shall be either 2 ½ in. or 4 in. in size. The size and number of posts shall be determined using the post selection tables. Pipe posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].
 
====903.16.4.4.6 I-Beam Posts====
'''Support.''' MoDOT uses 6 sizes of I-Beam posts, commonly referred to as Design #1, #2, #3, #4, #5 and #6, increasing in size and capacity respectively. I-Beam posts are typically used to support signs 59 sq. ft. and larger and are MoDOT’s highest capacity ground-mount sign support. As with Pipe Posts, I-Beam posts are designed to be a more durable post intended to last multiple generations of signs and designed to be able to be impacted by vehicle and then reassembled and reused.
 
I-Beam posts are designed and used to support large structural signs, signs made using extruded aluminum panels instead of flat sheet aluminum. The cross section of an I-Beam post permits structure signs to be easily attached to the post using post clips or “dog clamps” instead of using traditional sign bolts. These posts are traditionally used on freeways and expressways only; however, there may be special applications where they may be used on two lane roadways if the size of the sign is too large for other post options.
 
I-Beam posts were once the standard to support large route assemblies on freeways and expressways, however, over time two weaknesses were identified that changed this direction, making Pipe posts the better option. The two weaknesses of I-Beam posts used to support route assemblies are:
* Safety - Route assemblies are installed in and around intersections and in these locations they can be impacted from any direction of travel. I-Beam posts are only breakaway when hit from the front or the back and are not breakaway if impacted on either side. Pipe posts are designed as a multi-directional breakaway post and can be impacted from any direction making them the better option for these installations.
* Torsional / Twisting Force Resistance - Although I-Beam posts are very strong, they do have a limited resistance to twisting moments when installed as a single post installation. In wind prone locations, sign assemblies on a single I-Beam post can begin to twist in the wind, and if this continues long enough the post can fatigue and break off at the base. Pipe posts are very resistant to twisting and can resist much larger torsional forces compared to I-Beam posts.
 
As with Pipe Posts, I-Beam posts are fabricated with the breakaway system as part of the post / stub assembly. While I-Beam posts have a breakaway assembly at ground level like Pipe posts, they also require a hinge system located directly below the sign. The hinge system permits the I-Beam post (the portion from the ground to the bottom of the sign) to swing up out of the way of a vehicle when impacted without the upper portion of the post and the sign needing to move. This reduces the mass that a vehicle must move when it impacts the post and in return reduces the impact energy to the car.
 
Unlike all other MoDOT posts, there are minimum post spacing which must be taken into consideration when selecting the correct number and size of post. I-Beam posts are much heavier than any other MoDOT post and hitting two of these posts at the same time in most cases would impart too much energy to the vehicle and would not meet minimum breakaway standards. These special considerations are included in [https://www.modot.org/standard-plans-section-900 Standard Plans 903] which contains all of the fabrication and installation details for I-Beam posts, however, due to their critical nature they are also listed here:
* I-Beam post Designs #1 and #2 have no minimum post spacing requirements.
* I-Beam post Designs #1 or #2 shall not be installed in three post configurations supporting signs less than 11 feet width.
* I-Beam Post Designs #3, #4, #5 and #6 shall be spaced at least 7 ft. apart.
 
The post selection tables are designed to utilize two post installations over three post installations to help address minimum post spacing; this also reduces the number of footings which need to be constructed. However, there are some general rules based on sign size used to judge the number post for different size ranges of signs:
* Signs between 6 ft. and 17 ft. wide will typically be supported on two posts.
* Signs wider than 17 ft. will typically be supported by three posts.
* Signs of any size are not recommended to be installed on one I-Beam post.
 
'''Standard.''' If I-Beam posts are used, they shall be either a structural #1, #2, #3, #4, #5 or #6 in design. The size and number of posts shall be determined using the post selection tables. I-Beam posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].
 
 
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===903.16.4.5 Secondary Sign Supports – Post Extensions===
 
'''Support.''' Post extensions are 3 in. aluminum I-Beam used to attach exit number panels to the top of, or to hang a secondary sign below, structural signs on new installations. Details of these posts are shown in the [https://www.modot.org/standard-plans-section-900 Standard Plans 903].
 
'''Option.''' There are occasions where modifications and/or additions must be made to existing sign installations where the existing posts are not long enough to support the new sign assembly. In these cases, it is permissible to utilize secondary sign supports to effectively extend the primary signposts to support signs a maximum of 3 feet taller than the existing primary signposts.
 
Secondary sign supports may only be used to allow taller signs to be installed on existing signposts and only if the existing signposts meet installation standards and have the capacity to carry the larger sign based on signpost selection tables.
 
If a new sign assembly is more than 3 ft taller than the existing primary signposts, new signposts shall be installed.
 
 
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===903.16.4.6 Backing Bars===
 
'''Support.''' Backing bars are typically used to support and stiffen wide flat sheet signs mounted on single signpost or to help support the individual signs which make up sign assemblies to form one unified sign assembly. Details for backing bars can be found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903.02].
 
 
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===903.16.4.7 Flat Sheet Column Mounting Assembly===
'''Support.''' Flat sheet column mounting assemblies were developed as a method to securely fasten large flat sheet signs to bridge columns or overhead sign truss columns commonly found on freeways and expressways.  Traditional banding methods typically are not sufficient to adequately attach large flat sheet signs to columns without the signs sliding down or spinning around the column in the wind.  The column mounting assembly is made up of an aluminum C-channel which is banded to the column with a series of stainless-steel banding straps, providing a stronger point of contact with the structure.  The sign is attached to the C-channel with aluminum backing bars.  This sign attachment method is used for flat sheet signs 48” x 60” up to 48” x 96”, and any additional supplemental plaques associated with these signs, as well as 48” x 48” diamond warning signs. Smaller flat sheet signs are mounted to these column structures using traditional banding methods. 
 
'''Guidance.''' The flat sheet column mounting assembly should be used when attaching flat sheet signs of the sizes previously listed to bridge columns or sign truss columns to provide a secure sign attachment.
 
'''Standard.''' If used, the flat sheet column mounting assembly shall be constructed and installed according to standard plans 903.03. Signs installed using this method shall also meet sign mounting height standards found in standard plans 903.03. Signs shall not be attached to lighting structures or utility poles as these structures are not designed to support highway signs. 
 
 
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===903.16.4.8 Breakaway Assemblies===
'''Standard.''' All signposts installed on right of way shall meet federal breakaway standards and MoDOT design standards. Signposts which do not meet current breakaway standards, but which did meet the breakaway standards at the time of their installation, may remain in place until the end of their service life.
 
Sign trusses and other large sign support structures that are not breakaway shall be protected by acceptable shielding, such as guard rail or barrier wall.
 
'''Support.''' 4 in. x 4 in. wood posts do not need any modification to be breakaway, however 4 in. x 6 in. wood posts will need to be cross drilled to meet breakaway standards. U-Channel posts do not require breakaway modifications if they are direct driven into the ground, however, if the ground stub and splice installation method is used the installation will need to be installed according to the [https://www.modot.org/standard-plans-section-900 Standard Plans 903] to meet breakaway requirements. PSST will require the addition of breakaway devices in certain applications based on the post size and number of posts used for an installation. The signpost selection tables will indicate when a breakaway is required for PSST posts. 4” Square Steel, Pipe and I-Beam posts have the breakaway devices integrated into the post design.
 
 
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===903.16.4.9 Sign Orientation===
'''Support.''' The orientation of the face of a sign in relation to the driver and roadway is critical to visibility and legibility, especially at night. The effectiveness of the retroreflective sheeting on a sign can be negatively impacted if the orientation of the sign face is not correct, due to incorrect installation and/or a signpost being damaged and knocked out of alignment.
 
The orientation of a sign can also help reduce unwanted reflection or glare off of the sign face. The skew angle, shown in [https://www.modot.org/standard-plans-section-900 Standard Plans 903], is designed to help address this glare issue for tangent sections.
 
'''Option.''' While the standard skew angle is 93 degrees, the skew angle may be adjusted to maintain brightness and avoid glare for signs on curved sections of road.
 
'''Support.''' See [[903.1 General (MUTCD Chapter 2A)#903.1.17|EPG 903.1.17]] for additional information on Sign Orientation.
 
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===903.16.4.10 Sign Mountings===
'''Support.''' Attaching a sign properly to a sign support is critical in order to properly orient the sign in relation to the driver as well as provide a durable, long life installation.
 
'''Standard.''' Plastic/nylon washers shall be used between the heads of all twist fasteners (such as screws, bolts or nuts) and the sign face to protect the sheeting from the twisting action of the fasteners.
 
Signs shall be attached to each type of sign support in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].
 
'''Support.''' See [[903.1 General (MUTCD Chapter 2A)#903.1.18|EPG 903.1.18]] for additional information on Sign Mountings.
 
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='''REVISION REQUEST 4186'''=
 
==236.4.6 The Description==
 
===236.4.6.1 Purpose===
The purpose of a property description is to accurately define certain land areas, or rights to be acquired, conveyed or leased.  The description must recite specific rights being acquired, conveyed, or leased, if such rights are less than fee simple title, and be accurately described by metes and bounds, lot calls or 1/4 - 1/4 calls.  Descriptions should be written in such detail that a professional land surveyor may plot the perimeter thereof and subsequently survey the tract from previously filed land records and field notes.
 
===236.4.6.2 Methods of Legally Describing the Fee or Portion Thereof===
There are numerous methods by which land or rights may be described for the purpose of leasing, conveying or acquiring.  However, realty rights being acquired or conveyed by the Missouri Highways and Transportation Commission shall be described using the metes and bounds method (includes bearings, distances, stations, offsets), unless the property is acquired in its entirety.  When acquiring a property in its entirety, the property description shall be written exactly as it appears on the last deed of record for the subject property.
 
Prior to presenting the general warranty deed, quitclaim deed, or other such document to the grantor, a professional land surveyor must review the property description contained within the document to verify that the parcel described in the property description corresponds with the right of way plans, and to verify that the right of way plans correspond with the survey information gathered by the professional land surveyor. The professional land surveyor (PLS) shall sign and affix the PLS's seal on the property description of the recordable document for each property description to be used in acquiring realty rights or conveying realty rights as outlined in [[238.2 Land Surveying#238.2.17 Professional Land Surveyor Review|EPG 238.2.17 Professional Land Surveyor Review]]. To avoid potential delays in the acquisition process, it is recommended that district right of way work closely with the professional land surveyor and district design to ensure that the right of way plans include tie-ins to all roadway centerlines that intersect with the new centerline, in addition to tie-ins of the existing centerline with the new centerline at both the beginning and ending of the project.
 
Property descriptions prepared on behalf of the Missouri Highways and Transportation Commission shall be prepared in a manner that meets the following requirements.
:'''(a) Metes and Bounds''': (See [https://epg.modot.org/forms/RW/Chapter%204_Description%20Writing%20&%20Titles/Exhibit%20236.4.6.2a.pdf Exhibits 236.4.6.2a], [https://epg.modot.org/forms/RW/Chapter%204_Description%20Writing%20&%20Titles/Exhibit%20236.4.6.2b.pdf 236.4.6.2b] and [https://epg.modot.org/forms/RW/Chapter%204_Description%20Writing%20&%20Titles/236.4.6.2c_Exhibit.pdf 236.4.6.2c])
 
::All property descriptions prepared to describe land, permanent easements and temporary easements shall be written by the metes and bounds method.  Therefore, the method referred to as a “width description,” shall not be used.  The preferred method of a metes and bounds description includes bearings and distances between each point referenced in the description.  Therefore, if bearings and distances are included on the right of way plans, those bearings and distances are to be incorporated into the description when describing from one point to the next as follows:
 
:::''...thence N32º 15’ 57”W for a distance of 235.82 feet to a point 103 feet northerly of and at right angle to the said median centerline at Station 482+23.74;...''
 
::If bearings and distances have not been included on the right of way plans, the description shall recite the general direction of the next call from the previous call as follows:
 
:::''...thence northwesterly to a point 103 feet northerly of and at right angle to the said median centerline at  Station 482+23.74;...''
 
::Using bearings and distances in right-of-way (ROW) plans is essential because it provides a legally precise, mathematical definition of property limits, enabling surveyors to accurately locate, retrace, or stake out land boundaries in the field. These measurements ensure that construction projects do not encroach on private property, and they facilitate the clear identification of easements for utility or road development.
 
::Here is why using bearings and distances in right-of-way plans is crucial:
::* Consistency and Verification: These measurements assist in the resolution of discrepancies in property size. This detail offers a degree of redundancy in the geometry.  Station and Offset labels on plans can have typo’s, not actually representing the true location of the corner.  The bearings and distance labels along the lines offer survey a ‘check’ to see that the station and offset label agrees. 
::* Legal Precision and Definition: Bearings (angular direction) and distances (length) define the exact extent of land ownership and the limits of the right of way, which is legally binding in property transactions.
::* Retracement of Boundaries: They allow surveyors to "retrace the footsteps" of previous surveyors, enabling them to locate, replace, or re-establish lost or obliterated property corners, which is critical when identifying existing land ownership.
::* Encroachment Prevention: Accurate ROW plans prevent construction crews from encroaching on private land, which can lead to legal disputes or, in some cases, the need to move existing structures.
::* Baseline for Construction: The centerline of a roadway, described using bearings and distances, acts as the primary reference point for all horizontal and vertical construction elements, ensuring the project is built in the correct location.
::* Clear Identification of Easements: ROW plans must clearly define the boundaries of any easements (e.g., utility access, pedestrian paths), which helps to minimize conflict and define rights and responsibilities between property owners.
 
::Key Concepts Used in ROW Plans:
::* Bearing: Angular measurements (degrees, minutes, seconds) indicating direction, usually relative to a reference meridian (e.g., True North).
::* Distance: The horizontal length between two survey points, commonly measured in survey feet.
::* Boundary Line/Monuments: The physical markers on the ground, such as iron pins, that correspond to the bearings and distances shown on the plan.
 
 
 
 
 
::'''Overlapping Descriptions''':
::Each parcel shall be described so that the property description overlaps onto properties shown as adjoining the subject parcel on the approved right of way plans.  The purpose of overlapping descriptions is to ensure that all realty rights needed are included in the acquisition document.  Since individual property lines are not surveyed by or on behalf of the Commission, portions of the needed realty rights could be inadvertently omitted by merely describing the parcel to its property lines shown on the right of way plans.
 
::Property descriptions prepared on behalf of the Commission shall be written so that the outermost limits of the description extend beyond the property lines shown on the right of way plans to points that are identified by stations and offsets.  [https://epg.modot.org/forms/RW/Chapter%204_Description%20Writing%20&%20Titles/Exhibit%20236.4.6.2a.pdf Exhibits 236.4.6.2a], [https://epg.modot.org/forms/RW/Chapter%204_Description%20Writing%20&%20Titles/Exhibit%20236.4.6.2b.pdf 236.4.6.2b] and [https://epg.modot.org/forms/RW/Chapter%204_Description%20Writing%20&%20Titles/236.4.6.2c_Exhibit.pdf 236.4.6.2c] illustrate this method.
 
::Even though the property description includes land that lies outside the property lines shown on the right of way plans, the quantities shown on the plans will only include the area of the acquisition lying within the property lines shown on the right of way plans.  To alleviate confusion with regard to why the limits of the areas described do not correspond to the quantities referenced in the property description, the clause in [[#236.4.6.3 Types of Realty Acquired and Clauses to be Used in Property Descriptions|EPG 236.4.6.3]] shall be included in ALL property descriptions prepared on behalf of the Commission for the acquisition of realty and realty rights.
 
::'''Stations and Offsets''':
 
::Each point in the description shall be referenced with its right-angle station and offset from the new centerline.  Under no circumstances shall a point merely reference a point without its station and offset.
 
::Given that individual properties along a project’s corridor are not surveyed, the right of way plans should not identify stations and offsets on property lines that intersect with the new land and/or easements being acquired by the Commission.  If the right of way plans do identify a station and offset on an intersecting property line, district right of way should verify with the project manager that the professional land surveyor has surveyed the property line.  If the professional land surveyor has surveyed the property line, it is acceptable for the property description to reference the point on the intersecting property line.  However, if the professional land surveyor has not surveyed the property line, the right of way plans should be revised to move the break so that it does not appear on the right of way plans to be located on the intersecting property line.
 
::'''Multiple Tracts''':
 
::Separate descriptions are required if the new acquisition areas are not contiguous.  Existing Commission-owned property located between the areas to be acquired does not qualify as a contiguous tract.  [https://epg.modot.org/forms/RW/Chapter%204_Description%20Writing%20&%20Titles/236.4.6.2d_Exhibit.pdf Exhibit 236.4.6.2d] illustrates a situation in which separate descriptions are to be written for the two new tracts of land being acquired.
 
::'''Centerline or Baseline Descriptions''':
 
::A description of the centerline or baseline shall be included in all property descriptions prepared on behalf of the Missouri Highways and Transportation Commission, unless the property being acquired is acquired in its entirety (see "Metes and Bounds" in this section).  The baseline method is employed in the same manner as the centerline.  When the baseline is used, it shall be referenced to the centerline.
 
::'''Recorded Land Ties''':
 
::The centerline or baseline must be "tied" to a recorded land tie at the beginning, as well as ending stations.  When referencing the recorded land tie in property descriptions, reference shall also include the document number, book and page, LS number, etc. of the recorded land tie.  It is recommended that a single centerline or baseline description be prepared for each project, and then inserted into each property description for that project.  When preparing a single centerline or baseline description for the project, the centerline or baseline shall also be tied to any other recorded land ties included on the right of way plans.  References to intermittent recorded land ties within centerline or baseline descriptions, along with specific information pertaining to recorded land ties, shall be written as follows:
 
:::''...thence S 55º 36’ 48” E, a distance of 114.40 feet to Station 1098+00, said Station 1098+00 being S 44º 53’ 08” W, a distance of 1,173.04 feet from the SE Corner of S6, T57N, R14W, a monument filed by L.S. #2562''...
 
::'''OR'''
 
:::''thence S 55º 36’ 48” E, a distance of 114.40 feet to Station 1098+00, said Station 1098+00 being S 44º 53’ 08” W, a distance of 1,173.04 feet from the SE Corner of S6, T57N, R14W, a monument filed as Document #600-64564''...
 
::'''Curve Data''':
 
::When the centerline or median centerline is on a curve, the property description shall include at least three parts of the curve.  The three parts to be included are:
 
:::'''1)''' Interior Angle (also known as the DELTA and Central Angle)
:::'''2)''' Radius or Degree of Curve
:::'''3)''' Length of Curve
 
::'''Non-Tangent Curve or Beginning on a Curve''':
 
::In some situations, the centerline reference from the recorded land tie lies within a curve.  It is best to avoid beginning on a curve; however, if beginning on a curve cannot be avoided, the following curve data must be included in the legal description:
 
:::'''1)''' Interior Angle (also known as the DELTA and Central Angle)
:::'''2)''' Radius or Degree of Curve
:::'''3)''' Length of Curve
:::'''4)''' Back Tangent or Chord Bearing and Distance
 
::'''Limits of Centerline or Baseline Descriptions''':
 
::The beginning station of the centerline or baseline description must be in such relationship to the realty and/or realty rights being described that right angles turned therefrom would extend beyond the limits of the realty and/or realty rights being described.  For example, if the highway were traversing on the bearing of N 45° 00' E and is at right angle to the centerline the westernmost limits of the property being acquired at Station 10+00, it would be erroneous to commence the description at this station.  Instead, it would be necessary to commence the centerline description at a point west of Station 10+00.  The same premise would apply to the easternmost limits of the property being acquired.  The centerline or baseline is described in the same manner as an open traverse line; that is, it should be written so that a surveyor may plot and field survey the centerline or baseline without aid of highway plans.
 
::'''Spiral Curve'''
 
::In describing a spiral curve, two points are referred to a Y and X.  These points have an adopted meaning:
 
::Y = the offset from the main tangent to either the S.C. or C.S., and X = the distance along the main tangent from the T.S. to the S.C. or from the S.T. to the C.S.  Both Y and X can be obtained from the curve data on the plans.  Spiral curves shall be written as follows:
 
:::''thence S 86° 27’ 04.4” E for a distance of 359.40 feet to T.S. 10+64.23; thence to the right on a spiral curve for a distance of 345 feet to S.C. Station 14+09.23 (said spiral curve having an X distance of 344.71 feet along the main tangent, and a Y distance of 10.381 feet offset from the main tangent); thence southeasterly on a 3º curve to the right, having an interior angle of 40º 50’ 25.7” for a distance of 1,016.34 feet to C.S. Station 24+25.57; thence to the right on a spiral curve for a distance of 345 feet to S.T. Station 27+70.57 (said spiral curve having an X distance of 344.71 feet along the main tangent, and a Y distance of 10.381 feet offset from the main tangent);''
 
::'''Equation Station'''
 
::When traversing through or beginning at an equation station on the centerline, the equation station shall be referenced as follows:
 
:::''Commencing at the SE Corner of the SW1/4 of S21, T44N, R31W; thence north 88° 12' W for a distance of 167.25 feet to a point on the centerline at Station 52+75; thence N 70° 48’ E for a distance of 821 feet to P.I. Equation Station 60+96 back equals Station 73+28 ahead; thence N 02º 15’ E for a distance of''...
 
===236.4.6.3 Types of Realty Acquired and Clauses to be Used in Property Descriptions===
 
The following clause shall be included at the end of ALL property descriptions prepared on behalf of the Commission for the acquisition of realty and realty rights.
 
::''This conveyance includes all the realty and realty rights described in the preceding paragraphs that lie within the limits of a tract of land described and recorded with the {1} County Recorder of Deeds in Book {2} at Page {3}''.
 
::where
 
:::{1} is the county in which the last deed of record is recorded.
:::{2} the book in which the last deed of record is recorded.
:::{3} the page at which the last deed of record is recorded.
 
:'''(a) Deed Heading'''
 
::Property descriptions that only include a part of the owner’s total property shall begin as follows:
 
::A tract of land located in {1}, {2} County, Missouri, lying on the {3} or {4} side of the hereinafter described {5} centerline of a highway, now known as Route {6}; to wit: (Begin description of land being acquired.)
 
::where
 
:::{1} Section(s), Township(s), and Range(s), or Lot(s), Block(s) and Subdivision(s) in which the property to be acquired is located.
:::{2} County in which property to be acquired is located.
:::{3} Direction of the property to be acquired from the centerline (North, South, East, or West)
:::{4} Left or Right
:::{5} If the property description is referenced to a median centerline, insert “median.”
:::{6} Route
 
<div id="(b) Types of Realty Acquired (See EPG 236.13.5)"></div>
:'''(b) Types of Realty Acquired (See [[236.13 Designing Right of Way Plans#236.13.5 Types of Right of Way|EPG 236.13.5]])'''
 
::'''Land'''
 
::If the land description begins at the recorded land tie, traverses to a point on the centerline, and then traverses along the centerline to a point that extends beyond the far end of the parcel being described, it is not necessary to include a separate centerline description.  In these instances, the centerline has already been described.  [https://epg.modot.org/forms/RW/Chapter%204_Description%20Writing%20&%20Titles/Exhibit%20236.4.6.2a.pdf Exhibit 236.4.6.2a] demonstrates this method.
 
::If the description includes a separate centerline description, the description of the land may begin at the point on the centerline, as long as that point is beyond the property lines shown on the plans.  However, the centerline description shall commence at the recorded land tie.  This method is demonstrated in [https://epg.modot.org/forms/RW/Chapter%204_Description%20Writing%20&%20Titles/Exhibit%20236.4.6.2b.pdf Exhibit 236.4.6.2b].
 
::'''Permanent and Temporary Easements'''
 
::When describing permanent and temporary easements, the description shall commence at a point on the centerline that is at right angle from the first point of the easement.  From there, traverse to the first point (Point of Beginning) by referencing its station and offset.
<div id="Permanent Sidewalk Easement Clause"></div>
::'''Permanent Sidewalk Easement Clause'''
 
::A tract of land herein described being part of __________ located in the City of_______, ______County, Missouri; and being more particularly described in Exhibit A, as a permanent easement for the construction and maintenance of a sidewalk, which lies on the (north/south/east/west) side of the existing (route).
 
:'''(c) Access Control Clauses'''
 
::Provisions for controlling access are generally of a stereotype pattern and may be used from parcel-to-parcel with minor alterations.  The following clauses shall be used to address the various access control situations.
 
::'''Clause A – Fully Controlled Access'''
 
::''Also, all abutters’ rights of direct access between the highway now known as Route {1}, and grantors’ abutting land in the {2}''.
 
::'''Clause B – Direct Access Granted at Particular Stations'''
 
::''Also, all abutters’ rights of direct access between the highway now known as Route {1}, and grantors’ abutting land in the {2}; except there is reserved and excepted to grantors, their heirs, and assigns, the usual right of direct access (a) to any adjacent outer roadway, if and while it may be maintained by proper authority in front of said land, (b) along it to and from the nearest lane of the thruway or public highway, and (c) at all times when no outer roadway is being so maintained, there is reserved and excepted the right of direct access to the nearest lane of the thruway over a {3}-foot entrance centered on the'' ('''CHOOSE ONE:  {4}line of the above-described tract of land – OR –Missouri Highways and Transportation Commission’s existing {4} property line''')'' opposite Station {5}''.
 
::'''Clause C – Outer Roadway Will Be Constructed Along Part of Landowners’ Frontage'''
 
::''All abutters’ rights of direct access between the highway now known as Route {1}, and grantors’ abutting land in the {2}; except there is reserved and excepted to grantors, their heirs, and assigns, the usual right of direct access (a) to any adjacent outer roadway, if and while it may be maintained by proper authority in front of said land, and (b) along it to and from the nearest lane of the thruway or public highway''.
 
::'''Clause D – Direct Access at Particular Station Constructed by Commission (Owner May Widen)'''
 
::''Also, all abutters’ rights of direct access between the highway now known as Route {1}, and grantors’ abutting land in the {2}; except there is reserved and excepted to grantors, their heirs, and assigns, the usual right of direct access (a) to any adjacent outer roadway, if and while it may be maintained by proper authority in front of said land, (b) along it to and from the nearest lane of the thruway or public highway, and (c) at all times when no outer roadway is being so maintained, there is reserved and excepted the right of direct access to the nearest lane of the thruway over a {3}-foot entrance, which shall be constructed by the Commission.  Said entrance is to be centered on the'' ('''CHOOSE ONE:  {4} line of the above-described tract of land – OR – Missouri Highways and Transportation Commission’s existing {4} property line''')'' opposite Station {5}.  Grantors reserve the right to widen said above-described entrance to a maximum width of {6} feet at their own expense.  Such widening shall be in accordance with a permit issued by Commission on application by grantors, their heirs, successors, and assigns''.
 
::''When reserving to the Grantors the right to widen the entrance at their own expense, district traffic personnel should be consulted to maintain a level of consistency with regard to the district’s Access Management Plan''.
 
::'''Clause E – Direct Access at Particular Station (Not Constructed by Commission)'''
 
::''Also, all abutters’ rights of direct access between the highway now known as Route {1}, and grantors’ abutting land in the {2}; except there is reserved and excepted to grantors, their heirs, and assigns, the usual right of direct access (a) to any adjacent outer roadway, if and while it may be maintained by proper authority in front of said land, (b) along it to and from the nearest lane of the thruway or public highway, and (c) at all times when no outer roadway is being so maintained, there is reserved and excepted the right of direct access to the nearest lane of the thruway over an entrance not to exceed {6} feet to be centered on the'' ('''CHOOSE ONE:  {4} line of the above-described tract of land – OR – Missouri Highways and Transportation Commission’s existing {4} property line''') ''opposite Station {5}.  The cost of constructing said entrance shall be borne by the grantors and shall be in accordance with a permit issued by Commission on application by grantors, their heirs, successors, and assigns''.
 
::''When reserving to the Grantors the right to widen the entrance at their own expense, district traffic personnel should be consulted to maintain a level of consistency with regard to the district’s Access Management Plan''.
 
::where
 
:::{1} Route
:::{2} Section, Township and Range (Use the smallest portion of a section that can be identified in which the property directly adjacent to the “above-described tract of land or Commission’s existing property line” is located.)
:::{3} Width of Entrance
:::{4} North, South, East or West
:::{5} Station Number (Use the station number that references where the center of the entrance intersects with the "above-described tract of land or the Commission’s existing property line."  The station number should not be the point at which the center of the entrance intersects with the edge of the pavement.)
:::{6} Maximum Entrance Width
 
::'''Examples to be Used When Acquiring Access Rights From Railroads'''
 
::''Also, any abutter’s rights of direct access which grantor may have as owner of land adjoining the South right of way line of the Wabash Railroad Company, Section ____, Township ____, Range ______, _____________ County to and from State Highway ____ from the right of way of said railroad company as it now exists or if abandoned and secured by grantor of revisionary rights; except over a ___________ foot entrance reserved to said railroad company centered at the north line of the railroad (being in common with the Commission’s south property line)at Station _______________________.''
 
::'''or'''
 
::''All of grantor’s reversionary rights, should the railroad be abandoned in and over the railroad right of way located in Section ____, Township ____, Range ____, described as follows'':
 
::''(Metes and bounds description of railroad property that abuts property)''
 
::'''or'''
 
::''All abutter’s rights of direct access to and from the Commission’s property line along Route ____ and grantor’s abutting land in Section ____, Township ____, Range ____, including any abutter’s rights which grantor may have to and from Route _____ from the right of way of the _________ Railroad as it now exists or if abandoned''.
 
:'''(d) Permanent Easements (See [[#236.4.5.3 Permanent Easements (EPG 236.13.5.8)|EPG 236.4.5.3]])'''
 
<div id="Permanent Utility Easement Clause"></div>
::'''Permanent Utility Easement Clause (Use when acquiring permanent utility easements on behalf of a utility company)''':
 
::''An easement is hereby granted to the grantee, its successors or assigns to locate, construct, and maintain, or to authorize the location, construction and maintenance of a utility line over, under and across that part of grantor’s land and interest in a tract of land located in the''...
 
::''It is the intent of the Missouri Highways and Transportation Commission to convey the above-described permanent easement rights to (name of utility company)''.
 
<div id="Permanent Easement For Drainage Controls"></div>
::'''Permanent Easement For Drainage Controls, Drainage Ditches, Channel Changes, and Channel Controls:'''
 
::''A permanent easement for the construction and maintenance of {1}, which lies on the {2} side of the {3}, to-wit:  Beginning…; and containing {4} {5}, more or less, of land''.
 
::''The permanent {1} will be constructed on only part of said land, the extra land being included for men and machinery to work and turn on.  After completion of construction and acceptance of the project, the owners of said land may fence, and shall have the free and uninterrupted possession and use of said tract; subject only to the Missouri Highways and Transportation Commission's right, if it should so elect, to enter thereon from time to time for the purpose of maintaining said {1}''.
 
::where
 
:::{1} drainage controls, drainage ditches, channel changes, or channel controls
:::{2} North, South, East, or West
:::{3} above-described tract of land or Commission’s existing property line
:::{4} area of permanent easement
:::{5} acres or square feet
 
::'''Drainage Ditch Easements - Grantors Reserve Right to Underdrain'''
 
::In urban areas where lands are changing to a higher and more valuable use, it is sometimes advantageous to reserve the right for construction of under drainage structures rather than forever restricting the area to an open ditch.
 
::''After completion of construction of the drainage ditch, the owners of said land, along with their heirs, successors, grantees, and assigns may fence and shall have the free and uninterrupted possession and use of said tract, subject only to the Missouri Highways and Transportation Commission's right, if it should so elect, to enter thereon from time to time for the purpose of maintaining said drainage ditch''.
 
::''Grantors reserve the right, if it should so elect, to locate a drainage structure in lieu of the above-described open drainage ditch upon proper application for a permit to the Missouri Highways and Transportation Commission.  The location and maintenance of said drainage structure shall be in compliance with standard engineering principles and regulations of the Missouri Highways and Transportation Commission.  If and when said drainage structure is so located by the grantor, the above-described permanent easement shall cease and be no longer in effect, except that if drainage structure does not function properly, the Missouri Highways and Transportation Commission reserves the right to re-enter said easement area for the purpose of removing the drainage structure or opening and cleaning said drainage structure''.
 
::'''Borrow and Channel Change Easements Combined (See [[#236.4.5.3 Permanent Easements (EPG 236.13.5.8)|EPG 236.4.5.3(b)]])'''
 
::In certain areas excavated materials from channel work are used as fill for the highway embankment.  Such conditions require an additional right or rights to borrow.
 
::''Said last above-described tract is to be used for borrow and a channel change of __________ (River)(Creek)(Branch).  The party of the second part seeks only an easement in said tract from which to obtain road-building materials, and construct said channel change using the materials therefrom for road-building purposes; and thereafter to maintain said channel change.  After the securing of said road-building materials and the grading and surfacing of said highway and construction of said channel change, the owner shall have full, free, and uninterrupted possession and use of said tract, subject only to the right of the party of the second part to enter thereon from time to time for the purpose of maintaining said channel change.''
 
::'''Borrow and Drainage Ditch Easement Combined'''
 
::Use the following clause when fill material is to be removed from drainage ditch easements and used in highway embankment.
 
::''Said last above-described tract is to be used for borrow and a drainage ditch.  The party of the second part seeks only an easement in said tracts from which to obtain road-building materials and construct said ditch, using the materials therefrom for road-building purposes, and thereafter to maintain said ditches.  After the securing of said road-building materials and construction of said drainage ditch, the owner shall have full, free, and uninterrupted possession and use of said tracts, subject only to the right of the party of the second part to enter thereon from time to time for the purpose of maintaining said ditch''.
 
::Permanent Slope or Terrace Easements
 
::''The last-described tract is to provide for the construction and maintenance of a slope or terrace.  Upon completion of the contemplated highway improvement, the owner(s) shall have full, free, and uninterrupted use and possession of said last-described tract; subject to the Missouri Highways and Transportation Commission's right, if it should so elect, to enter thereon from time to time for the purpose of maintaining said slope or terrace.  Owners covenant that no alterations shall be made to the slope or terrace without permission of the Missouri Highways and Transportation Commission.''
 
:'''(e) Temporary Easements'''
 
::'''Channel Control'''
 
::''Said last above-described tract is to be used for the construction and/or control of the channel of _____________(River)(Creek)(Branch) consisting of removal of debris or other material, placing riprap or other bank protection, and the performance of such other work as may be deemed necessary by the Missouri Highways and Transportation Commission or its agents or employees in the proper maintenance and control of said channel''.
 
::''Upon completion and acceptance of the project, the temporary easement rights in the last-described tract shall cease and no longer be in effect''.
 
::'''Borrow Easement'''
 
::Under no circumstances shall a calendar terminal date be established for borrow easement area without authority from the Right of Way Section.
 
::''Said last above-described tract is to be used only for obtaining road-building materials and party of the second part seeks only a temporary easement for such purposes.  Upon completion and acceptance of the project, the temporary easement rights in the last-described tract shall cease and no longer be in effect''.
 
::'''Temporary Slope or Terrace Easements'''
 
::''Said last-described tract is to provide for the construction of a slope or terrace and the party of the second part seeks only a temporary easement for this purpose.  Upon completion and acceptance of the project, the temporary easement rights in the last-described tract shall cease and no longer be in effect"".
 
::'''Detour Easements'''
 
::Detour easements are acquired for purposes of constructing temporary detours during the period of construction.
 
::''Said last-described tract is to be used for a detour during the construction of the highway.  Upon completion and acceptance of the project, the temporary easement rights in the last-described tract shall cease and no longer be in effect''.
 
::'''Pond Easements for Construction, Removal or Drainage'''
 
::From time to time it is necessary to remove, reconstruct, or drain ponds, which are within proposed acquisition areas.  Normally, temporary easements are acquired for this purpose.  In some instances permanent ditch easements are also acquired through ponds lying downstream from highway to assure that reconstruction of dam will not cause flooding of the Commission’s property.
 
::''Said last-described tract is to provide for the (construction) (drainage) (removal) of a pond and the party of the second part seeks only a temporary easement for this purpose.  Upon completion and acceptance of the project, the temporary easement rights in the last-described tract shall cease and no longer be in effect''.
 
::'''Waste Easements'''
 
::In most cases, the highway contractor is charged with the responsibility of disposing of waste materials.  Should it be determined that it would be in the best interest of the Commission to provide waste areas, each will be shown on the highway plans as temporary easements and described accordingly:
 
:::''Said last-described tract is to be used for the permanent deposit of waste materials, and the owner hereby grants to the Missouri Highways and Transportation Commission, its agents, employees, and those with whom it contracts, the right to permanently deposit, during the construction of highway, any waste thereon, including earth, rock, gravel, or other materials.  Upon completion and acceptance of the project, the temporary easement rights in the last-described tract shall cease and no longer be in effect''.
 
::'''Temporary Easements (Building Removals, Construction of Entrances, etc.)'''
 
::Descriptions of temporary easements for removal of buildings, construction of entrances, etc., shall be followed by the following clause:
 
::''Upon completion and acceptance of the project, the temporary easement rights in the last-described tract shall cease and be no longer in effect''.
 
::'''Demolition of Buildings'''
 
::In some instances, buildings will project outside the acquisition area thereby making it necessary to acquire temporary easements for the contractor to perform demolition work.  The easements may encompass the entire remaining building or extend to a point beyond first supporting member outside the Commission’s property line.  Descriptions of temporary easements for the demolition of buildings shall be followed by the following clause:
 
::''Upon completion and acceptance of the project, the temporary easement rights in the last-described tract shall cease and be no longer in effect''.
 
::'''Environmental Testing'''
 
::In certain situations, it becomes necessary to acquire a temporary easement for the purpose of subsurface testing and investigation prior to completion of the acquisition process.
 
::''A temporary easement over lands, properties or interest, ownership of, or legal rights in which are claimed by ________________''.
 
::''(Insert Property Description)''
 
::''Said last-described tract is for the purpose of ingress and egress to and from the property and to conduct subsurface testing and investigation.  The location of the test holes will be right or left of Station ____________'''.
 
::''Upon completion of the subsurface testing and investigation, the temporary easement rights in the last-described tract shall cease and no longer be in effect''.
 
:'''(f) Other Clauses''':
 
::'''Excess Land'''
 
::The Constitution of Missouri authorizes the Missouri Highways and Transportation Commission to acquire property in excess of that actually occupied by highway improvement.  In some instances, it is beneficial to acquire by deed or condemnation, land or property rights in excess of normal land requirements.  Right of Way Section approval is required prior to the acquisition of excess lands.  The excess land shall be purchased by deed separately from  the normal land conveyance.
 
::''It is understood that the above-described property is being acquired in excess of that actually needed and that the party of the second part is hereby vested with fee simple title thereto, under the authority of Article I, Section 27, of the Constitution of 1945 of the State of Missouri''.
 
::'''Reservations for Removal of Signs'''
 
::In those instances where legally licensed signs are occupying leased areas, within the proposed acquisition limits, it is required that such interest be extinguished by Quitclaim Deed or by condemnation::.
 
::''Grantor reserves the right to remove (its)(his) sign or signs now located within the above-described tract of land, provided grantor removes such sign or signs within ______ days after the consideration stated herein is made available to grantor.  Should grantor fail to remove or dispose of said sign or signs within the said _____-day period, the party of the second part may keep or dispose of said sign or signs, as it may please, without accounting in anywise to the party of the first part''.
 
::'''Reservation for Oil and Mineral Rights'''
 
::In certain areas of the State where oil and gas leases are prevalent, which may encumber the surface as well as underground rights, it shall be necessary to effect releases to the extent necessary to construct and maintain the highway.  Most leases provide that lessees may use surface of land for placing roadways, pipelines, tanks, etc., which may encumber the proposed realty and/or rights sought by the Commission.  Should description writers encounter such circumstances, a Quitclaim Deed must be prepared for execution by lessees or assigns.
 
::''Oil and mineral rights in the above land are hereby reserved to the grantor, except rights to drill, erect structures, storage, or any other activity, which might interfere with the use of the same as a public highway''.
 
::'''OR''':
 
::''This instrument is executed for the sole purpose of granting to the Missouri Highways and Transportation Commission, insofar as the undersigned can do so, a right of way for highway purposes, over and across the above-described land, it being understood that the undersigned holds oil and gas mining lease covering said land.  No interest in the oil, gas, and other minerals in and under said land shall pass or be conveyed by this instrument.  Said oil, gas, and mineral rights are hereby reserved, except rights to drill, erect structures, storage, or any other activities, which might interfere with the use of said land as a public highway''.
 
::'''Underpass'''
 
::In certain cases the Commission reserves to Grantor the right to move livestock across and under Commission-owned property through culverts or bridges in order to minimize severance damages.  Equipment underpasses should be handled on an individual basis with the division office.
 
::''Grantors, their heirs, successors, and assigns reserve the right to use as a (livestock) (livestock and equipment) underpass a certain drainage structure situated at (centerline) (median centerline) Station ___________.  The extent of this reservation shall apply only to the land area herein described which lies within ___ feet on each side of the (centerline) (median centerline) as hereinafter described lying between Station _________ and Station _________''.
 
::''Grantors, their heirs, successors, and assigns reserve the right to fence and maintain the last-described area, excluding the drainage structure and its appurtenances, provided such fence and maintenance shall not interfere with construction, reconstruction or maintenance of any highway or drainage facility located upon the land herein described''.
 
::G''rantors, their heirs, successors, and assigns shall be liable for the construction and maintenance of the fence for the livestock underpass.  Further, grantors, their heirs, successors, and assigns shall hold the Missouri Highways and Transportation Commission harmless from any and all liability for claims, which arise from grantors’ reservation in this deed.  Further, the covenant to hold the Missouri Highways and Transportation Commission harmless shall be a covenant running with the land and shall remain in effect so long as the drainage structure is used as a livestock underpass''.
 
===236.4.6.4 Correcting Property Descriptions===
 
From time to time, it may be necessary to correct a property description contained within a general warranty deed, quitclaim deed, or other such document that has been filed for public record with the Recorder of Deeds.  The particular circumstances resulting in the need to correct the property description will dictate the type of document used to correct the property description of a previous conveyance.
 
:'''Correction Deed (Sample Contracts)'''
 
:Correction deeds are to be secured from the grantor when the limits of the acquisition have not changed, but the station, offset, bearing, section, township, range, etc., were originally depicted on the right of way plans in error.  A correction deed should recite "One Dollar and other valuable consideration" and will be accepted only from same parties issuing the erroneous conveyance.  Should the property have successor titleholders, it is then necessary to quitclaim the Commission's interest in exchange for a revised conveyance.  The following paragraph should immediately precede the property description with the correction deed:
 
::''This deed is for the purpose of correcting the description as shown in a conveyance executed on ____________, 20___, and is of record in the office of the Recorder of Deeds for ______________ County, Missouri in Book _____ at Page _____''.
 
:'''Scrivener’s Error Affidavit ([https://epg.modot.org/forms/RW/Chapter%204_Description%20Writing%20&%20Titles/Affidavit%20of%20Scriveners%20Error%20Form%204_6_4a.pdf Form 4-6.4a]''')
 
:A Scrivener’s Error Affidavit may be used when errors are the result of details included on the right of way plans being inaccurately written into property descriptions.  Errors of this nature may include the transposition of numbers, typographical errors, identifying an incorrect bearing, etc.  When details are written into property descriptions in error, and the right of way plans used to prepare the property description for the previous conveyance have not changed, a Scrivener’s Error Affidavit may be used to correct the error.  The Scrivener’s Error Affidavit may NOT be used if the specific details being corrected are the result of changes to the right of way plans.  Prior to recording the Scrivener’s Error Affidavit, district right of way shall contact the grantors to advise them of the error, and will provide the grantors with a copy of the recorded Scrivener’s Error Affidavit.
 
:Use of the Scrivener’s Error Affidavit in any situation not described in the previous paragraph requires prior approval from the Right of Way Section.
 
===236.4.6.5 Dedications and/or Reservations by Recorded Plat===
 
A "dedication for roadways, streets and alleys" is a lawful conveyance by recorded plat to local governments.  However, when dealing with future acquisitions by dedication in plats, or other instruments, the district is to consult with its regional counsel to make certain that the appropriate language is used in the dedication documents and the proper procedures are followed to avoid any future litigation or uncertainty as to whether a completed dedication has been accomplished.  As further protection, the district’s regional counsel must approve as to form all ordinances, plats, deeds, and other conveyance documents purporting to dedicate property to cities and counties for the benefit of the Commission, in addition to all deeds by cities and counties of such property to the Commission.
 
:'''(a)''' Future Ordinances, Plats, Deeds and Other Conveyances.
 
::If Commission has already taken possession of the dedicated land (by maintenance, construction, or lease), no further action is required.
 
::If the Commission has not yet taken possession of the dedicated land, but are relying upon existing recorded ordinances, plats, deeds, or other conveyances to claim title to the dedicated land, a thorough review of the wording used for the dedication is critical to ensure an effective transfer of the property.
 
::The appropriate language must read, “dedicated to the Missouri Highways and Transportation Commission (or its predecessor title State Highway Commission of Missouri) for public use forever.”  Provided the appropriate language is used, a review of the documents is needed to assure that the city or county in which the property is located has accepted the dedication from the landowner by appropriate ordinance or resolution.  If the previously mentioned criteria are met, a deed must be secured from the city or county conveying the property to the Commission.  The Commission’s acceptance of the dedicated land is contingent upon final approval by the Commission, as documented in a Commission Minute, and the execution of the Acceptance of Conveyance Document (RW42), (Form RW42 is accessible in [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements]), as specified in the [https://www.modot.org/sites/default/files/documents/008-01-01-EXECUTION%20OF%20DOCUMENTS.pdf Execution of Documents Policy]. If the wording of the plat is not proper, the Commission shall immediately enter into possession or secure a deed from the owner of the property and the city or county conveying the property to the Commission.  Then the Commission must accept the deed by Commission Minute.
 
:'''(b)''' A "reserved strip" (reserved for future widening) on a recorded plat is not a lawful conveyance.  A deed with a description will have to be written for the area shown on the plat as reserved and processed like any parcel to be acquired for new land on a project.  See [https://epg.modot.org/forms/RW/Chapter%204_Description%20Writing%20&%20Titles/236.4.6_Exhibit_4-6.4K2.pdf Exhibit 4-6.4k2].


[[image:751.22.3.7.2_I_Girders1.jpg|700px|center]]
::'''NOTE''': The right of way plans should show "dedicated right of way" as existing right of way and "reserved for right of way" as new land to be acquired.
[[image:751.22.3.7.2_I_Girders2.jpg|700px|center]]


'''Bulb-Tee Girders Type 7 and 8'''
===236.4.6.6 Preparing Quitclaim Deeds for Execution by Utility Companies (See [[236.7 Negotiation|EPG 236.7]])===
[[image:751.22.3.7.2_BulbTee1.jpg|650px|center]]
[[image:751.22.3.7.2_BulbTee2.jpg|700px|center]]


'''NU Girders'''
On projects where an existing utility is located on a private easement, and the limits of the new land acquired for the project will encompass the existing private utility easement, the district utility engineer will obtain a quitclaim deed from the appropriate utility company.  Upon request from the district utility engineer, district right of way will prepare the quitclaim deed for execution by the utility company.  These quitclaim deeds should be handled like quitclaim deeds prepared for the release of other tenant interest in the new land being acquired.  Therefore, the property description contained within the quitclaim deed for the utility company should be the same description that is contained within the warranty deed prepared on behalf of the Commission for the fee owners’ execution.


NU 53 girders are shown in the following details. The details for other NU girder types are similar.
[[image:751.22.3.7.2_NU1.jpg|650px|center]]
[[image:751.22.3.7.2_NU2.jpg|700px|center]]


'''Change in Girder Height'''


The following details are based on I Girders Type 2, 3, 4 and 6. The details are appropriate for bulb-tee and NU girders by substituting the appropriate reinforcing details from above. The reinforcement is that of the taller girder with additional #6 bars located under the shorter girder. The section near the diaphragm shall be from the perspective of the shorter girders. The differences from uniform girder height details are highlighted.
<br><br>
[[image:751.22.3.7.2_Change1.jpg|700px|center]]
<hr style="border:none; height:2px; background-color:red;" />
[[image:751.22.3.7.2_Change2.jpg|700px|center]]
<br><br>

Latest revision as of 12:52, 16 March 2026

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751.36.5 Design Procedure

  • Structural Analysis
  • Geotechnical Analysis
  • Drivability Analysis

751.36.5.1 Design Procedure Outline

  • Determine foundation load effects from the superstructure and substructure for Service, Strength and Extreme Event Limit States.
  • If applicable, determine scour depths, liquefaction information and pile design unbraced length information.
  • Determine if downdrag loadings should be considered.
  • Select preliminary pile size and pile layout.
  • Perform a Static Pile Soil Interaction Analysis. Estimate Pile Length and pile capacity.
  • Based on pile type and material, determine Resistance Factors for Structural Strength (ϕc and ϕf).
  • Determine:
    • Maximum axial load effects at toe of a single pile
    • Maximum combined axial & flexural load effects of a single pile
    • Maximum shear load effect for a single pile
    • Uplift pile reactions
  • Determine Nominal and Factored Structural Resistance for single pile
    • Determine Structural Axial Compression Resistance
    • Determine Structural Flexural Resistance
    • Determine Structural Combined Axial & Flexural Resistance
    • Determine Structural Shear Resistance
  • Determine method for pile driving acceptance criteria
  • Determine Resistance Factor for Geotechnical Resistance (ϕstat) and Driving Resistance (ϕdyn).
  • If other than end bearing pile on rock or shale, determine Nominal Axial Geotechnical Resistance for pile.
  • Determine Factored Axial Geotechnical Resistance for single pile.
  • Determine Nominal pullout resistance if pile uplift reactions exist.
  • Check for pile group effects.
  • Resistance of Pile Groups in Compression
  • Check Drivability of all pile (bearing and friction pile) using the Wave equation analysis.
  • Review Static Pile Soil Interaction Analysis and pile lengths for friction pile.
  • Show proper Pile Data on Plan Sheets (Foundation Data Table).

751.36.5.2 Structural Resistance Factor (ϕc and ϕf) for Strength Limit State

LRFD 6.5.4.2

For integral end bent simple pile design, use Φc = 0.35 for CIP steel pipe piles and HP piles. See Figure 751.35.2.4.2.

For pile at all locations where integral end bent simple pile design is not applicable, use the following:

The structural resistance factor for axial resistance in compression is dependent upon the expected driving conditions. When the pile is subject to damage due to severe driving conditions where use of pile point reinforcement is necessary:
Steel Shells (Pipe): ϕc= 0.60
HP Piles: ϕc= 0.50
When the pile is subject to good driving conditions where use of pile point reinforcement is not necessary:
Steel Shells (Pipe) Piles: ϕc= 0.70
HP Piles: ϕc= 0.60
For HP piles, pile point reinforcement is always required when HP piles are anticipated to be driven to rock and proofed. Driving HP piles to rock is considered severe driving conditions for determination of structural resistance factor. However, driving HP piles through overburden not likely to impede driving to deep rock or preboring to rock for setting piles are two situations that could be considered as less than severe. Further, driving any steel pile through soil without rubble, boulders, cobbles or very dense gravel could be considered good driving conditions for determination of structural resistance factor. Consult the Structural Project Manager or Structural Liaison Engineer.
The structural resistance factor for combined axial and flexural resistance of undamaged piles:
Axial resistance factor for HP Piles: ϕc= 0.70
Axial resistance for Steel Shells (Pipe): ϕc= 0.80
Flexural resistance factor for HP Piles or Steel Shells: ϕf= 1.00
For Extreme Event Limit States, see LRFD 10.5.5.3.

751.36.5.3 Geotechnical Resistance Factor (ϕstat) and Driving Resistance Factor (ϕdyn)

The factors for Geotechnical Resistance (ϕstat) and Driving Resistance (ϕdyn) may be different because of the reliability of the different methods used to determine the nominal bearing resistance. Caution should be used if the difference in factors for Geotechnical Resistance and Driving Resistance are great as it can lead to issues with pile overruns. Also see EPG 751.36.5.9.

Geotechnical Resistance Factor, ϕstat:

The Geotechnical Resistance factor is based on the static method used by the designer in determining the nominal bearing resistance. Unlike the Driving Resistance factor the Geotechnical Resistance factor can vary with the soil layers. If Geotechnical Resistance factors are not provided by the Geotechnical Engineer, the static method and resistance factors shall be selected from the table below. The values provided in LRFD Table 10.5.5.2.3-1 are only applicable if the end of drive criteria is based off the total pile penetration which is not recommended. For Extreme Event Limit States see LRFD 10.5.5.3.

Table - Static Analysis Resistance Factors used for Pile Length Estimates
Pile Type Soil Type Static Analysis Method Side Friction1
ϕstat		 End Bearing
ϕstat
CIP Piles - Steel Pipe Shells Clay Alpha - Tomlinson ϕdyn2 ϕdyn2
Sand Nordlund3 0.45 - Gates
0.45 - WEAP
0.55 - PDA		 0.45 - Gates
0.45 - WEAP
0.55 - PDA
LCPC4 0.70 0.45
Schmertmann5 0.50 0.50
1 For mixed soil profiles the lowest applicable resistance factor for clay or sand may be used to simplify the analysis.
2 ϕdyn = see following section.
3The Nordlund method is recommended for sand layers in mixed soil profiles where CPT data is not available.
4The resistance factors associated with the LCPC method are not statistically calibrated for reliability, but studies have shown this method to be one of the most reliable methods for predicting soil behavior from CPT data.
5Per LRFD 10.7.3.8.6g the Schmertmann method shall only be used for sands and nonplastic silts with CPT data.
For more detailed guidance see SEG 25-001 New Policy for Friction Pile.

Driving Resistance Factor, ϕdyn:

The Driving Resistance factor shall be selected from LRFD Table 10.5.5.2.3-1 based on the method to be used in the field during construction to verify nominal axial compressive resistance.

Pile Driving Verification Method Resistance Factor,
ϕdyn
FHWA-modified Gates Dynamic Pile Formula
(End of Drive condition only)		 0.40
Wave Equation Analysis (WEAP) 0.50
Dynamic Testing (PDA) on 1 to 10% piles 0.65
Other methods Refer to LRFD Table 10.5.5.2.3-1

Use EPG 751.50 Standard Detailing Note G7.3 on plans as required for end bearing piles driven to rock. This requirement shall apply to any type of rock meaning weak to strong rock including stronger shales where HP piling is anticipated to meet refusal. The verification method shown on the plans is only used to verify the nominal axial compressive resistance prior to reaching practical refusal. If the practical refusal criterion is met the field verification method shown on the plans is no longer considered valid.

For end bearing piles tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, the Foundation Investigation Geotechnical Report (FIGR) should give a recommendation for dynamic pile testing (PDA) or no PDA. For most end bearing piles, where a recommendation for field verification is not given in the FIGR, the designer will need to determine whether gates or WEAP is required for the pile driving verification method based on the loading demands on the pile or other factors.

For piles bearing on hard rock with MNACR less than 600 kips, FHWA-modified Gates Dynamic Pile Formula should be listed as verification method, and practical refusal criterion should control end of driving criteria. FHWA-modified Gates Dynamic Pile Formula is not considered accurate for pile loading (Minimum Nominal Axial Compressive Resistance) exceeding 600 kips. When pile loading exceeds 600 kips, use wave equation analysis, dynamic testing, or other method. Consideration should be given to using additional piles to reduce the MNACR below 600 kips.

Under special circumstances when rock limits or conditions are nonuniform, WEAP should be considered in order to limit pile damage since it requires further scrutiny of the site conditions with the proposed pile driving system.

Dynamic Testing is recommended for projects with friction piles where the soil profile is comprised primarily of sand. For bridges where the soil profile is comprised primarily of clays or evenly mixed clays and sands the recommended verification method is WEAP. When WEAP is specified as the pile driving criteria for friction pile, provide standard note E2.28 below the foundation table. For more detailed guidance see SEG 25-001 New Policy for Friction Pile.

751.36.5.4 Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction

Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction (kips), LRFD 10.7.3.6, 10.7.3.7, and AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS) 6.8.

Downdrag, liquefaction and scour all reduce the available skin friction capacity of piles. Downdrag (DD) is unique because it not only causes a loss of capacity, but also applies a downward force to the piles. This is usually attributed to embankment settlement. However, downdrag can also be caused by a non-liquefied layer overlying a liquefied layer. Review geotechnical report for downdrag and liquefaction information.

751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile

The PNDC equations provided herein assume the piles are continually braced. This assumption is applicable for the portion of piling below ground or confined by solid wall encasement. If designing a pile bent structure, scour exists or liquefaction exists, then the pile shall be checked considering the appropriate unbraced length.

Structural Steel HP Piles

PNDC=0.66λFyAS
Since we are assuming the piles are continuously braced, then λ= 0.
Fy is the yield strength of the pile
AS is the area of the steel pile

Welded or Seamless Steel Shell (Pipe) Cast-In-Place Piles (CIP Piles)

PNDC=0.85f'cAc+FyAst
Fy is the yield strength of the pipe pile
Ast is the area of the steel pipe (deducting 12.5 % ASTM tolerance and 1/16 inch corrosion where appropriate.)
f'c is the concrete compressive strength at 28 days
Ac is the area of the concrete inside the pipe pile
Maximum Load during pile driving = 0.90(fyAst)

Welded or Seamless Steel Shell shall be ASTM A252 Modified Grade 3 (50 ksi). ASTM A252 states “the wall thickness at any point shall not be more than 12.5% under the specified nominal wall thickness.” AASHTO recommends deducting 1/16” of the wall thickness due to corrosion (LRFD 5.13.4.5.2). Corrosion need not be considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis deduct 12.5% of specified nominal wall thickness (ASTM A252). For structural design deduct 12.5 % (ASTM A252) and 1/16” for corrosion (LRFD 5.13.4.5.2) from specified nominal wall thickness.

751.36.5.6 Preliminary Factored Axial Design Capacity (PFDC) of an Individual Pile

PFDC = Structural Factored Axial Compressive Resistance – Factored Downdrag Load

751.36.5.7 Design Values for Steel Pile

751.36.5.7.1 Integral End Bent Simple Pile Design

The following design values may be used for integral end bents where the simple pile design method is applicable per EPG 751.35.2.4.2 Pile Design. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design.

751.36.5.7.1.1 Design Values for Individual HP Pile

Fy = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.

Pile Size As
Area,
sq. in.		 Structural
Nominal
Axial
Compressive
Resistance
PNDC1,2,
kips		 Φc
Structural
Resistance
Factor4,5,
LRFD 6.5.4.2		 Structural
Factored
Axial
Compressive
Resistance2,3,4,
kips		 0.9*ϕda*Fy
Maximum
Nominal
Driving
Stress,
LRFD 10.7.8,
ksi
HP 12x53 15.5 775 0.35 271 45.00
HP 14x73 21.4 1070 0.35 375 45.00
1 Structural Nominal Axial Compressive Resistance for fully embedded piles only.

     Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, Rndr
                  = (Maximum factored axial loads / ϕdyn) ≤ Structural nominal axial compressive resistance, PNDC          LRFD 10.5.5.2.3

2 Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.

3 Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.

4 Values are applicable for Strength Limit States.

5 Use (Φc) = 0.35 instead of 0.5 for structural resistance factor (LRFD 6.5.4.2)


Notes:

ϕdyn = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.      LRFD Table 10.5.5.2.3-1

For more information about selecting pile driving verification methods refer to EPG 751.36.5.3 Geotechnical Resistance Factor (ϕstat) and Driving Resistance Factor (ϕdyn).

Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans.

Check drivability for all HP Pile in accordance with EPG 751.36.5.11

For additional design requirements, see EPG 751.36.5.1.

751.36.5.7.1.2 Design Values for Individual Cast-In-Place (CIP) Pile

Modified Grade 3 Fy = 50 ksi; F'c = 4 ksi; Structural Axial Compressive Resistance Factor, (Φc)1,3 = 0.35

Unfilled Pipe For Axial Analysis2
Pile Outside Diameter O.D., in. Pile Inside Diameter I.D., in. Minimum Wall Thickness, in. Reduced Wall thick. for Fabrication (ASTM A252), in. As,4
Area
of
Steel
Pipe,
sq. in.		 Structural
Nominal
Axial
Compressive
Resistance
Pn5,6,7,
kips		 Structural
Factored Axial
Compressive
Resistance1,7,8,
kips		 0.9*ϕda*Fy*As
Maximum
Nominal
Driving
Resistance6,
LRFD 10.7.8,
kips
14 13 0.5 0.44 18.47 923 323 831
12.75 0.6259 0.55 22.84 1142 400 1028
16 15 0.5 0.44 21.22 1061 371 955
14.75 0.6259 0.55 26.28 1314 460 1183
20 19 0.5 0.44 26.72 1336 468 1202
18.75 0.625 0.55 33.15 1658 580 1492
24 23 0.5 0.44 32.21 1611 564 1450
22.75 0.625 0.55 40.03 2001 700 1801
22.5 0.75 0.66 47.74 2387 835 2148

1Values are applicable for Strength Limit States.

2 Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in EPG 751.36.5.10 will control.

3 Use (Φc) = 0.35 instead of 0.6 for structural axial compressive resistance factor (LRFD 6.5.4.2). Since ϕdyn >> Φc the maximum nominal driving resistance may not control.

4 Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).

5 Structural Nominal Axial compressive resistance for fully embedded piles only.

6 Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, Rndr

                  = Maximum factored axial loads / ϕdyn ≤ Structural nominal axial compressive resistance, Pn and           LRFD 10.5.5.2.3

                  ≤ Maximum nominal driving resistance.

7 Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.

8 Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.

9 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.

Notes:

Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42. Do not show minimum hammer energy on plans.

Check drivability for all CIP Pile in accordance with EPG 751.36.5.11.

Require dynamic pile testing for field verification for all CIP piles on the plans.
ϕdyn = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1.

For additional design requirements, see EPG 751.36.5.1.

751.36.5.7.2 General Pile Design

The following design values are recommended for general use where the simple pile design method is not applicable per EPG 751.35.2.4.2 Pile Design. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design.

751.36.5.7.2.1 Design Values for Individual HP Pile

Fy = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.

Pile Size As
Area,
sq. in.		 Structural
Nominal
Axial
Compressive
Resistance
PNDC1,2,
kips		 Φc
Structural
Resistance
Factor4,
LRFD 6.5.4.2		 Structural
Factored
Axial
Compressive
Resistance2,3,4,
kips		 0.9*ϕda*Fy
Maximum
Nominal
Driving
Stress,
LRFD 10.7.8,
ksi
HP 12x53 15.5 775 0.5 388 45.00
HP 14x73 21.4 1070 0.5 535 45.00
1 Structural Nominal Axial Compressive Resistance for fully embedded piles only. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e., intermediate pile cap bent).

     Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, Rndr
                  = (Maximum factored axial loads / ϕdyn) ≤ Structural nominal axial compressive resistance, PNDC          LRFD 10.5.5.2.3

2 Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.

3 Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.

4 Values are applicable for Strength Limit States. Modify value for other Limit States.


Notes:

ϕdyn = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.      LRFD Table 10.5.5.2.3-1

For more information about selecting pile driving verification methods refer to EPG 751.36.5.3 Geotechnical Resistance Factor (ϕstat) and Driving Resistance Factor (ϕdyn).

Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans.

Check drivability for all HP Pile in accordance with EPG 751.36.5.11

For additional design requirements, see EPG 751.36.5.1.

751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile

Modified Grade 3 Fy = 50 ksi; F'c = 4 ksi; Structural Resistance Factor, (Φc)1 = 0.6

Unfilled Pipe For Axial Analysis2 Concrete Filled Pipe For Flexural Analysis3
Pile Outside Diameter O.D., in. Pile Inside Diameter I.D., in. Minimum Wall Thickness, in. Reduced Wall thick. for Fabrication (ASTM A252), in. As,4 Area of Steel Pipe, sq. in. Structural Nominal Axial Compressive Resistance, Pn5,6,7, kips Structural Factored Axial Compressive Resistance1,7,8, kips 0.9*ϕda*Fy*As Maximum
Nominal
Driving
Resistance5,6, LRFD 10.7.8, kips		 Reduced Wall Thick. for Corrosion (1/16"), LRFD 5.13.4.5.2, in. Ast,9 Net Area of Steel Pipe, sq. in. Ac Concrete Area, sq. in. Structural Nominal Axial Compressive Resistance PNDC5,7,10, kips Structural Factored Axial Compressive Resistance1,7,10, kips
14 13 0.5 0.44 18.47 923 554 831 0.375 15.76 133 1239 743
12.75 0.62511 0.55 22.84 1142 685 1028 0.484 20.14 128 1441 865
16 15 0.5 0.44 21.22 1061 637 955 0.375 18.11 177 1506 904
14.75 0.62511 0.55 26.28 1314 788 1183 0.484 23.18 171 1740 1044
20 19 0.5 0.44 26.72 1336 801 1202 0.375 22.83 284 2105 1263
18.75 0.625 0.55 33.15 1658 995 1492 0.484 29.27 276 2402 1441
24 23 0.5 0.44 32.21 1611 966 1450 0.375 27.54 415 2790 1674
22.75 0.625 0.55 40.03 2001 1201 1801 0.484 35.36 406 3150 1890
22.5 0.75 0.66 47.74 2387 1432 2148 0.594 43.08 398 3506 2103

1 Values are applicable for Strength Limit States. Modify value for other Limit States.

2 Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in EPG 751.36.5.10 will control.

3 Pipes placed in prebored holes in rock can use filled pipe capacity for axial plus flexural resistance. Therefore, number of piles should be based on this capacity assuming rock is infinitely more stiff. This recognizes that pile driving is not a concern.

4 Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).

5 Structural Nominal Axial compressive resistance for fully embedded piles only. Value in table is a raw number and is the value used to determine the factored resistance. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e. Intermediate pile cap bent).

6 Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, Rndr

      = Maximum factored axial loads / ϕdyn ≤ Structural nominal axial compressive resistance, Pn and               LRFD 10.5.5.2.3

                                                                    ≤ Maximum nominal driving resistance.

7 Axial Compressive Resistance values shown above shall be reduced when downdrag is considered

8 Maximum factored axial load per pile ≤ Structural factored axial compressive resistance

9 Net area of steel pipe, Ast, assumes a 12.5% fabrication reduction (ASTM A252) and 1/16" (LRFD 5.13.4.5.2) reduction in pipe nominal wall thickness for corrosion.

10 Use for lateral load analysis. Resistance value includes filled pipe based on net area of steel pipe, Ast (12.5% fab. reduction and 1/16” corr. reduction in nominal pipe wall thickness).

11 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.

Notes:

Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42. Do not show minimum hammer energy on plans.

Check drivability for all CIP Pile in accordance with EPG 751.36.5.11.

Require dynamic pile testing for field verification for all CIP piles on the plans.

ϕdyn = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1.

For additional design requirements, see EPG 751.36.5.1.

751.36.5.8 Additional Provisions for Pile Cap Footings

Pile Group Layout:

Pu = Total Factored Vertical Load.

Preliminary Number of Piles Required = TotalFactoredVerticalLoadPFDC

Layout a pile group that will satisfy the preliminary number of piles required. Calculate the maximum and minimum factored load applied to the outside corner piles assuming the pile cap/footing is perfectly rigid. The general equation is as follows:

Max. Load =   PuTotalNo.ofPiles+MuxYiΣYi2+MuyXiΣXi2

Min. Load =   PuTotalNo.ofPiles−MuxYiΣYi2−MuyXiΣXi2

The maximum factored load per pile must be less than or equal to PFDC for the pile type and size chosen. If not, the pile size must be increased or additional piles must be added to the pile group. Reanalyze until the pile type, size and layout are satisfactory.


Pile Uplift on End Bearing Piles and Friction Piles:

Service - I Limit State:
Minimum factored load per pile shall be ≥ 0.
Tension on a pile is not allowed for conventional bridges.
Strength and Extreme Event Limit States:
Uplift on a pile is not preferred for conventional bridges.
Maximum Pile Uplift load = │Minimum factored load per pile│ - │Factored pile uplift resistance│ ≥ 01
Note: Compute maximum pile uplift load if value of minimum factored load is negative.
1 The minimum factored load (maximum tensile load) per pile should preferably not result in uplift for the Strength and Extreme Event Limit States. Pile uplift for the Strength and Extreme Event limit states may be permitted by SPM or SLE based on infrequent uplift load cases and small magnitudes of uplift. This decision is based on the presumed difficulty of a pile cap footing to rotate, specifically for it to be able to rotate on piles driven to rock. When pile uplift is allowed, the necessity of top pile cap reinforcement shall be investigated and the standard anchorage detail for HP pile per EPG 751.36.4.1 Structural Steel HP Pile - Details shall be used.


Resistance of Pile Groups in Compression                                                                                                                          LRFD 10.7.3.9

If the cap is not in firm contact with the ground and if the soil at the surface is soft, the individual nominal resistance of each pile (751.36.5.5) shall be multiplied by an efficiency factor, η, based on pile spacing.

751.36.5.9 Estimate Pile Length and Check Pile Capacity

751.36.5.9.1 Estimated Pile Length

Friction Piles:

Estimate the pile length required to achieve the minimum nominal axial compressive resistance, MNACR, or required driving resistance, Rndr, for establishment of contract pile quantities. Perform a static analysis using one of the methods given in EPG 751.36.5.3 Geotechnical Resistance Factor (ϕstat) and Driving Resistance Factor (ϕdyn) to determine the nominal resistance profile of the soil. For each soil layer the appropriate resistance factor, ϕstat, shall be applied to account for the reliability of the static analysis method to create a factored resistance profile. The penetration depth would then occur at the location where the factored resistance profile intercepts the factored load. The relationship between the static axial compressive resistance and required driving resistance for a uniform soil profile with a constant static resistance factor is given as follows:

ϕdyn x Rndr = ϕstat x Rnstat ≥ Factored Load LRFD C10.7.3.3-1

Where:

ϕdyn = see EPG.751.36.5.3
Rndr = Required nominal driving resistance = MNACR
ϕstat = Static analysis resistance factor per EPG 751.36.5.3 or as provided by the Geotechnical Engineer. Factors for side friction and end bearing may be different.
Rnstat = Required nominal static resistance

Use soil profiles from borings and mimic soil characteristics as closely as possible in computations or software to calculate the geotechnical resistance and for estimating the length of pile. For more detailed guidance see SEG 25-001 New Policy for Friction Pile.

It is not advisable to design pile deeper than available borings or to reach capacity within the bottom 3 to 5 feet of borings. If a longer pile depth is needed to meet design requirements then request Geotechnical Section to provide deeper borings or increase the number of piles which will reduce load per pile as well as the required pile length.

For friction pile the top five feet of soil friction resistance may be neglected with SPM or SLE approval for possible disturbance from MSE wall excavation prior to driving pile.

End Bearing Piles:

The estimated pile length is the distance along the pile from the cut-off elevation to the estimated tip elevation considering any penetration into rock. The estimated tip elevation shall not be shown on plans for end bearing piles.

The geotechnical material above the estimated end bearing tip elevation shall be reviewed for the presence of glacial till or similar layers. If these layers are present, then a static analysis shall be performed to verify if the required pile resistance is reached at a higher elevation due to pile friction capacity.

751.36.5.9.2 Check Pile Geotechnical Capacity (Axial Loads Only)

Use the same methodology outlined in EPG 751.36.5.9.1 Estimated Pile Length.

751.36.5.9.3 Check Pile Structural Capacity (Combined Axial and Bending)

Structural design checks which include lateral loading and bending shall be accomplished using the appropriate structural resistance factors.

751.36.5.10 Pile Nominal Axial Compressive Resistance

The minimum nominal axial compressive resistance, MNACR, or required driving resistance, Rndr, must be calculated and shown on the final plans. The factored axial compressive resistance will be used to verify the pile group layout and loading. The minimum nominal axial compressive resistance will be used in construction field verification methods to obtain the required nominal driving resistance.

Minimum Nominal Axial Compressive Resistance, MNACR = Required Nominal Driving Resistance, Rndr
= Maximum factored axial loads/ϕdyn
ϕdyn = Resistance factor of the dynamic method used to estimate nominal pile resistance during pile installation. LRFD 10.5.5.2.3.1

The value of Rndr shown on the plans shall be the greater of the value required at the Strength limit state and Extreme Event limit state. This value shall not be greater than the structural nominal axial compressive resistance of the steel HP pile nor shall it exceed the maximum nominal driving resistance of the steel shell for CIP piles. See EPG 751.36.5.5.              LRFD 10.7.7

For friction piles predominantly embedded and tipped in cohesionless soils the minimum nominal axial compressive resistance shall be limited to the values shown in the following table. Approval from the SPM, SLE or owner's representative is required before exceeding the limits provided in this table.

Maximum Axial Loads for Friction Pile in Cohesionless Soils
Pile Type Minimum Nominal
Axial Compressive
Resistance (Rndr)1
(kips)
 Maximum Factored Axial Load (kips)
Dynamic Testing Wave Equation
Analysis		 FHWA-modified
Gates Dynamic
Pile Formula
ϕdyn= 0.65 ϕdyn = 0.50 ϕdyn = 0.40
CIP 14” 210 136 105 84
CIP 16” 240 156 120 96
CIP 20” 300 195 150 120
CIP 24” 340 221 170 136
1 The minimum nominal axial compressive resistance values are correlated to match the maximum design tonnage values used in past ASD practice. A factor of safety of 3.5 is used to determine the equivalent Rndr.

751.36.5.11 Check Pile Drivability

Drivability of the pile through the soil profile shall be investigated using the GRLWEAP wave equation analysis program. The static axial compressive resistance profile used in the wave equation analysis shall be determined using one of the approved static methods given in EPG 751.36.5.3.

Drivability analysis shall be performed by the designer for all pile types (bearing pile and friction pile) using the Delmag D19-42 hammer with manufacturer recommendations. The drivability analysis shall confirm that the pile can be driven to the minimum tip elevation, rock elevation or reach the minimum nominal axial compressive resistance prior to refusal and without overstressing the pile. If the drivability analysis shows overstress or refusal prior to reaching the desired depth a lighter or heavier hammer from the table below may be used to confirm constructability. The drivability analysis is not intended to confirm that a pile can be driven through rock (shales, sandstones, etc…) where the likelihood of pile damage is increased and PDA is recommended to reduce loads and monitor pile stresses in the field. The drivability analyses performed by the designer does not waive the responsibility of the contractor in selecting the appropriate pile driving system per Sec 702.3.5 (also discussed below).

Use soil profiles from borings and mimic soil characteristics as closely as possible for computations or in software to perform drivability analysis of any kind of pile.

Structural steel HP Pile:

Drivability analysis shall be performed for the box shape of the pile (i.e., not the perimeter).

Drivability shall be performed considering existing condition without considering any excavation/ disturbance (i.e., possible disturbance to top 5 feet of soil from MSE wall excavation prior to driving pile), liquefaction or future scour loss.

Hammer types:

Pile Driving Hammer Information For GRLWEAP
Hammer used in the field per survey response (2017)
GRLWEAP ID Hammer name No. of Responses
41 Delmag D19-421 13
40 Delmag D19-32 6
38 Delmag D12-42 4
139 ICE 32S 4
15 Delmag D30-32 2
Delmag D25-32 2
127 ICE 30S 1
150 MKT DE-30B 1
1 Delmag series of pile hammers is the most popular, with the D19-42 being the most widely used.

The contractor is responsible for determining the driving system required to successfully drive the pile to the minimum tip elevation and to reach the minimum nominal axial compressive resistance specified on the plans. The contractor is required to perform a drivability analysis to select an appropriate hammer size to ensure the pile can be driven without overstressing the pile and to prevent refusal of the pile prior to reaching the minimum tip elevation. The contractor shall plan pile driving activities and submit hammer energy requirements to the engineer for approval before driving. There is an exception to the contractor’s responsibility for the drivability analysis when WEAP is specified as the driving criteria for friction pile. When WEAP is specified for friction pile an inspector’s chart will be provided for the contractor in the electronic deliverables. For more detailed guidance see SEG 25-001 New Policy for Friction Pile.

Practical refusal is defined at 20 blows/inch or 240 blows per foot.

Driving should be terminated immediately once 30 blows/inch is encountered.

Nominal Driving Stress LRFD 10.7.8
Nominal driving stress ≤ 0.9*ϕda*Fy
For structural steel HP pile, Maximum nominal driving stress = 45 ksi
For CIP pile, Maximum nominal driving resistance, see EPG 751.36.5.7.1.2 or EPG 751.36.5.7.2.2 (unfilled pipe for axial analysis).

If analysis indicates the piles do not have sufficient structural or geotechnical strength or drivability issues exist, then consider increasing the number of piles.

751.36.5.12 Information to be Included on the Plans

See EPG 751.50 A1 Design Specifications, Loadings & Unit Stresses for appropriate design stresses to be included in the general notes.

See EPG 751.50 E2 Foundation Data Table for appropriate data to be included in the foundation data table for HP pile and CIP pile and any additional notes required below the table. See Bridge Standard Drawings “Pile” for CIP data table.







E2. Foundation Data Table

The following table is to be placed on the design plans and filled out as indicated.

(E2.1) [MS Cell] (E2.1) (Example: Use the underlined parts in the bent headings for bridges having detached wing walls at end bents only.)

Foundation Data1
Type Design Data Bent Number
1 (Detached
Wing Walls
Only)		 1 (Except
Detached
Wing Walls)		 2 3 4
Load
Bearing
Pile		 CECIP/OECIP/HP Pile Type and Size CECIP 14" CECIP 14" CECIP 16" OECIP 24" HP 12x53
Number
6 8 15 12 6
Approximate Length Per Each
50 50 60 40 53
Pile Point Reinforcement
 All All - All All
Min. Galvanized Penetration (Elev.)
303 2954 273 Full Length 300
Est. Max. Scour Depth 1002 (Elev.)
- - 285 - -
Minimum Tip Penetration (Elev.)
285 303 270 - -
Criteria for Min. Tip Penetration Min. Embed. Min. Embed. Scour - -
Pile Driving Verification Method DT DT DT DT DF
Resistance Factor 0.65 0.65 0.65 0.65 0.4
Design Bearing3 Minimum Nominal Axial
Compressive Resistance
175 200 300 600 250
Spread
Footing		 Foundation Material - - Weak Rock Rock -
Design Bearing Minimum Nominal
Bearing Resistance
- - 10.2 22.6 -
Rock
Socket		 Number
- - 2 3 -
Foundation Material - - Rock Rock -
Elevation Range
- - 410-403 410-398 -
Design Side Friction
Minimum Nominal Axial
Compressive Resistance
(Side Resistance)
- - 20.0 20.0 -
Foundation Material - - Weak Rock - -
Elevation Range
- - 403-385 - -
Design Side Friction
Minimum Nominal Axial
Compressive Resistance
(Side Resistance)
- - 9.0 - -
Design End Bearing
Minimum Nominal Axial
Compressive Resistance
(Tip Resistance)
- - 12 216 -
1 Show only required CECIP/OECIP/HP pile data for specific project.
2 Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500). If return periods are different for different bents, add a new line.
3 For LFD: For bridges in Seismic Performance Categories B, C and D, the design bearing values for load bearing piles given in the table should be the larger of the following two values:
  1. Design bearing value for AASHTO group loads I thru VI.
  2. Design bearing for seismic loads / 2.0
4 It is possible that min. tip penetration (elev.) can be higher than min. galvanized penetration (elev.).
Additional notes:
On the plans, report the following definition(s) just below the foundation data table for the specific method(s) used:

DT = Dynamic Testing
DF = FHWA-modified Gates Dynamic Pile Formula
WEAP = Wave Equation Analysis of Piles
SLT = Static Load Test

On the plans, report the following definition(s) just below the foundation data table for CIP Pile:
CECIP = Closed Ended Cast-In-Place concrete pile
OECIP = Open Ended Cast-In-Place concrete pile

On the plans, report the following equation(s) just below the foundation data table for the specific foundation(s) used:
Rock Socket (Drilled Shafts):
Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance) = Maximum Factored Loads/Resistance Factors
Spread Footings:
Minimum Nominal Bearing Resistance = Maximum Factored Loads/Resistance Factor
Load Bearing Pile:
Minimum Nominal Axial Compressive Resistance = Maximum Factored Loads/Resistance Factor


Guidance for Using the Foundation Data Table:
Pile Driving Verification Method DF = FHWA-Modified Gates Dynamic Pile Formula
DT = Dynamic Testing
WEAP = Wave Equation Analysis of Piles
SLT = Static Load Test
Criteria for Minimum Tip Penetration Scour
Tension or uplift resistance
Lateral stability
Penetration anticipated soft geotechnical layers
Minimize post construction settlement
Minimum embedment into natural ground
Other Reason
Elevation reporting accuracy: Report to nearest foot for min. tip penetration, pile cleanout penetration, max. galvanized depth and est. max. scour depth. (Any more accuracy is acceptable but not warranted.)
For LFD Design
Use "Design Bearing" for load bearing pile and spread footing and use "Design Side Friction + Design End Bearing" for rock socket (drilled shaft).
For LRFD Design
Use "Minimum Nominal Axial Compressive Resistance" for load bearing pile, "Minimum Nominal Bearing Resistance" for spread footing and "Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance)" for rock socket (drilled shaft).

Shallow Footings

(E2.10) (Use when shallow footings are specified on the Design Layout.)

In no case shall footings of Bents No.       and       be placed higher than elevations shown       and       , respectively.

Driven Piles

(E2.20) (Use when prebore is required and the natural ground line is not erratic.)

Prebore for piles at Bent(s) No.       and       to elevation(s)       and       , respectively.

(E2.21) (Use when prebore is required and the natural ground line is erratic.)

Prebore to natural ground line.

(E2.22) (Use when estimated maximum scour depth (elevation) for CIP piles is required.)

Estimated Maximum Scour Depth (Elevation) shown is for verifying Minimum Nominal Axial Compressive Resistance Design Bearing using dynamic testing only where pile resistance contribution above this elevation shall not be considered.

(E2.23) (Use when static test piles are required.) The number of piles in table should not include probe piles. If probe piles are specified, place an * beside the number of piles at the bents indicated.

 *One concrete probe pile shall be driven in permanent position, one for each bent, at Bents No.       and       .

(E2.24)

All piles shall be galvanized down to the minimum galvanized penetration (elevation).

(E2.25) (Use for all HP pile and when pile point reinforcement is required for CIP pile.)

Pile point reinforcement need not be galvanized. Shop drawings will not be required for pile point reinforcement.

(E2.26) (Use for LFD piling design when Design Bearing is determined from service loads and shown on the plans. See guidance on [MS Cell] (E2.1) for specific pile driving verification method. Example: Considered only for widenings, repairs and rehabilitations.)

All piling shall be driven to a minimum nominal axial compressive resistance equal to 3.5 2.75 2.25 2.00 times the Design Bearing as shown on the plans.

(E2.27) Use for galvanized piles.

The contractor shall make every effort to achieve the minimum galvanized penetration (elevation) shown on the plans for all piles. Deviations in penetration less than 5 feet of the minimum will be considered acceptable provided the contractor makes the necessary corrections to ensure the minimum penetration is achieved on subsequent piles.

(E2.28) Use when WEAP is specified as the pile driving criteria for friction pile. Place an * behind each instance of WEAP in the Foundation Data table. The pay item Pile Wave Analysis shall not be included when this note is used.

*See electronic deliverables file for pile driving inspector’s chart(s). MoDOT will provide alternate charts for different driving systems as needed per request. With the request, the contractor shall provide the hammer manufacturer make and model, and any modifications to the manufacturer’s recommended settings including hammer cushion information. The contractor shall provide the request 30 calendar days before pile driving operations begin.


REVISION REQUEST 4149

106.3.2.59.3.1 Segment Smoothness

The data will first be analyzed for ride quality, which will determine the average IRI for each wheel track on a per segment basis. The steps are as follow:

  • Open ProVAL program.
  • Select "New".
  • Select "Add Files" to import PPF file with QC/QA profile data.

File(s) will contain either right and left track profiles or single wheel track profiles.

  • Select left elevation and right elevation.

The following example uses a file containing both wheel paths. The program will correctly align files with individual wheel paths, provided the data collection was initiated at the same starting station for both files. The next screen shot shows the actual change in elevation along the profile length.

  • Select "Ride Quality" in the "Analysis" module.
  • Select "Fixed Interval" in the "Analysis Type" dropdown box.
  • Change "Threshold" limit to 80 or 125 (in/mi) based on criteria in Sec 610.4.5.4 Table 1. The "Segment Length" should show the default value of 528 ft. and the "Ride Quality Index" should show the default name of "IRI".
  • Check box for "LElev." and "RElev." and make sure the "Apply 250mm Filter" box is checked for both.
  • Select "Analyze".

The average IRI of a wheel path for each 528 ft. long segment will be shown on the screen. The drop down menu above table at left can be used to view either left or right wheel path IRI values.

  • Select "Excel" in the "Report" dropdown box.
  • Open the Excel file.

Average IRI for each segment for both wheel paths is listed in the Excel spreadsheet.

  • Copy and paste this data into the "IRI Inertial Profiler Report with Bonus" Excel spreadsheet in eProjects Templates. Select the appropriate individual worksheet in the "Start" worksheet (first tab); based on posted route speed, pavement type and pay unit type. The worksheet will automatically generate pay factors for each segment.

There may be exempted areas per Sec 610.4.2.2 within the section profile limits. The engineer should verify that the limits do not go beyond the eligible exemption area. The contractor may elect to:

1) Stop the profile run at the beginning of the exemption and begin a new section profile at the end of the exemption.

2) Manually enter exemption boundaries in the data acquisition software during the profile run (typically performed with high speed IPs).

3) Enter a "leave-out" area in ProVAL during the ride quality analysis. The instructions for performing this are as follows:

  • Select "Editor". Select the file from the File dropdown menu.
  • Select the IP file from the "File" dropdown box.
  • Select "Sections in the "Navigate" dropdown box.
  • Select "Add Section".
  • Enter section(s) Start Distance, Stop Distance, Type (Leave-out) and Name.

For this example, assume there are two leave-out areas: one at the beginning where a bridge approach on the upstream side is within limits and another over a mile farther where there is another bridge.

  • Select "Analysis" and select "Ride Quality".

The ride quality summary shown below now excludes the exempted areas of the profile and abbreviates the associated segments accordingly.

  • Select "Excel" in "Report" dropdown box.
  • Open the Excel report.

Since the first leave-out was at the beginning of the project, ProVAL has shifted the boundaries of the original segments to maintain 528-ft. lengths. However, it truncates the segment preceding the second bridge, so that it can again begin with 528-ft. lengths on the other side of the bridge. This means leave-outs should be established and analyzed in ProVAL prior to exporting the results to the "IRI Inertial Profiler Report with Bonus" Excel spreadsheet in eProjects Templates.

106.3.2.59.3.1.1 Stationing

Prior to analyzing ride quality some reformatting of the stationing will probably be necessary. In this example, assume the beginning of the inertial profiler run is at log mile 132.2.

  • Select "Navigate" dropdown box
  • Select "Basic"
  • Enter 132.2 in "Beginning Milepost (mile)" box
  • Select "Save"

ProVAL has now reformatted the stations to represent actual project limits for the profile section.

106.3.2.59.3.1.2 Reversing Stations

Another situation that may arise is when the direction of travel is in a station descending direction. ProVAL can also easily make this adjustment in the "Editor" mode. For this example, the starting log mile 132.2 will be retained.

  • Select "Profiling Direction" dropdown box
  • Select "Reverse"
  • Select "Save"

Rerunning the ride analysis and creating the Excel report file will provide segment data in the reverse direction.

  • Select "Analysis" and select "Ride Quality".
  • Select "Excel" in "Report" dropdown box.
  • Open the Excel report.

106.3.2.59.3.2 Areas of Localized Roughness

  • Select "Smoothness Assurance" in "Analysis" dropdown box.
  • Change "Threshold" value for "Short Continuous" analysis in the "Ride Quality" section to 125 or 175 (in/mi) based on criteria in Sec 610.4.5.4 Table 1. (The segment length for "Short Continuous" should be set at the default value of 25 ft.). Change "Threshold" for "Long Continuous" and "Fixed Interval" in the "Profile" section to 80 or 125 (in/mi) based on criteria in Sec 610.4.5.4 Table 1. (The "Segment Length" for both "Long Continuous" and "Fixed Interval" should be set at the default value of 528 feet.)
  • Check "Right Elevation" only in the "Profile" section (ensure "Apply 250mm Filter" is also checked).
  • Select "Analyze".
  • Select "Grinding" in the "Navigate" dropdown box.
  • Enter 0.25 inches for "Maximum Grinding Depth" in "Grinder" section. (The following parameters should show the default values, which are Head Position = 0.50, Wheelbase (ft) = 18.00, Tandem Spread (ft) = 2.49 and Short Cut-Off Wavelength (ft) = 0.820 ft.)
  • Select "Auto Grind".
  • Select "Grind".
  • Select "Short Continuous" in "Navigate" dropdown box.
  • Select "PDF" in "Report" dropdown box.

The grinding report is generated showing locations of areas of localized roughness (ALR). The grinding simulation numerically indicates what the expected improvement in smoothness should be when the ALRs are diamond ground. This information serves as a guide for both the contractor and the engineer for determining which ALRs can be corrected with conventional grinding and which may require other corrective measures.

Comparisons for IRI before and after grinding are shown in tabular and bar graph form.

REVISION REQUEST 4151

127.2.3.3.1 Missouri Unmarked Human Burials Law

If human skeletal remains are encountered during construction, their treatment will be handled in accordance with Sections 194.400 to 194.410, RSMo, as amended. When human remains are encountered, the Contractor shall first stop all work within a 330-ft. or 100-meter radius of the remains, and secondly, shall notify the MoDOT Construction Inspector and/or Resident Engineer who will contact the Historic Preservation section. Historic Preservation staff will in turn notify the local law enforcement (to ensure that it is not a crime scene) and the State Historic Preservation Office (SHPO) as per RSMo 194 or to notify SHPO what has occurred and that it is covered by Missouri’s Cemeteries Law, §§ 214. RSMo. If the contractor is unable to contact appropriate MoDOT staff, the contractor shall initiate the involvement by local law enforcement and the SHPO. A description of the contractor’s actions will be promptly made to MoDOT.

If the human remains are prehistoric, the agency must consult with Indian tribes who have with ancestral, historic, and ceded land connections to the area in which the remains are located to determine the appropriate treatment of the remains. Tribal consultation may result in the conclusion that the remains should be preserved in place and construction plans changed to facilitate their preservation.





127.2.9 Construction Inspection Guidance

Mitigation by data recovery is usually completed prior to construction if the presence of cultural resources is known. If artifacts are discovered during construction activities, the Historic Preservation section must be immediately notified. This will allow an inspection of the site by MoDOT HP staff to determine if further investigation is necessary before construction activities continue.

Sec. 107.8.2 and Sec. 203.4.8 of the Missouri Standard Specifications for Highway Construction require the contractor to take steps to preserve any such artifacts that may be encountered and to notify the MoDOT Construction Inspector or Resident Engineer of their presence. If it is necessary to discontinue operations in a particular area to preserve such objects, this section of the specifications is basis for a work suspension. In order to ensure compliance with applicable state laws, the MoDOT Construction Inspector or Resident Engineer cannot release remains or artifacts or allow the contractor to disturb the area within the 330-foot or 100-meter buffer space around these discovered items, until after consultation with MoDOT HP staff and until after all applicable requirements from FHWA or SHPO have been addressed.

127.2.9.1 Cultural Resources Encountered During Construction

If cultural resources are encountered during construction, the contractor shall immediately stop all work within a 330-foot or 100-meter buffer around the limits of the resource and shall not resume without specific authorization from a MoDOT Historic Preservation Specialist. The contractor shall notify the MoDOT Resident Engineer or Construction Inspector, who shall contact the MoDOT HP within 24 hours of the discovery. MoDOT HP shall contact FHWA and SHPO within 48 hours of learning of the discovery and provide an evaluation of the resource and reasonable efforts to see if it can be avoided. FHWA shall make an eligibility and effects determination based upon the preliminary evaluation and consul with MoDOT, and SHPO a minimize or mitigate any adverse effect. FHWA will notify the Council and any tribes that might attach religious and/or cultural significance to the property within 48 hours of this determination. FHWA shall take into account Council and Tribal recommendations regarding the eligibility of the property and proposed actions, and direct MoDOT to carry out the appropriate actions. MoDOT will provide FHWA and SHPO with a report of the actions when they are completed. FHWA shall provide this report to the council and the tribes.

127.2.9.2 Human Remains Encountered During Construction

If human remains are encountered during construction, the contractor shall immediately stop all work within a 330-foot or 100-meter radius of the remains and shall not resume without specific authorization from MoDOT HP Staff, and either the SHPO or the local law enforcement officer, whichever party has jurisdiction over and responsibility for such remains. The contractor shall notify the MoDOT Construction Inspector and/or Resident Engineer who will contact the MoDOT HP section within 24 hours of the discovery. MoDOT HP staff will immediately notify the local law enforcement (to ensure that it is not a crime scene) and the SHPO as per RSMo 194 or to notify SHPO what has occurred and that it is covered by Missouri’s Cemeteries Law, §§ 214. RSMo. MoDOT HP staff will notify FHWA that human remains have been encountered within 24 hours of being notified of the find. If, within 24 hours, the contractor is unable to contact appropriate MoDOT staff, the contractor shall initiate the involvement by local law enforcement and the SHPO. A description of the contractor’s actions will be promptly made to MoDOT. FHWA will notify any Indian tribe that might attach cultural affiliation to the identified remains as soon as possible after their identification. FHWA shall take into account Tribal recommendations regarding treatment of the remains and proposed actions, and then direct MoDOT HP to carry-out the appropriate actions in consultation with the SHPO. MoDOT shall monitor the handling of any such human remains and associated funerary objected, sacred object or objects of cultural patrimony in accordance with the Missouri Unmarked Human Burial Sites Act, §§ 194.400 – 194.410, RSMo.

REVISION REQUEST 4165

Several foundational documents guide MoDOT’s TSMO program:

  • TSMO Program and Action Plan – outlines MoDOT’s statewide TSMO vision, goals, and implementation strategies.
  • TSMO Informational Memoranda – provides background, technical details, and
  • TSMO Benefit-Cost Reference Memo – provides the benefit-cost information on TSMO applications that are critical to MoDOT’s TSMO program and future work.
  • Work Zone Management Guidebook – provides a comprehensive set of tools and strategies for work zone management and describes “advanced work zone” practices, guidance, and resources
  • Connected and Automated Vehicle Action Plan – articulates MoDOT’s mission, vision, strengths, and strategic focus areas for leveraging CV/AV technologies, and lays out actions across institutional capability-building, outreach and education, and partnership development to support safe, efficient deployment.

Transportation Systems Management and Operations (TSMO) consists of operational strategies and systems that cost-effectively optimize the safety, reliability, efficiency, and capacity of the transportation system. Unlike traditional capacity-expansion projects that often require significant time and resources, TSMO emphasizes maximizing the performance of the existing system through proactive management and operational improvements.

MoDOT is continuously working to improve safety and alleviate congestion on its roadways. The effective application of TSMO strategies allows the agency to directly address the root causes of congestion:

  • Non-recurring delays arise from unplanned or irregular events such as incidents, disasters, weather, work zones, and special events. These disruptions are inherently unpredictable, vary in severity and duration, and often require dynamic traffic management and interagency coordination to reduce their impact.
  • Recurring delays occur regularly at specific locations, most often during peak traffic periods. This type of congestion is usually the result of demand exceeding the capacity of the existing system. MoDOT does not have the resources to construct enough highway capacity to eliminate all recurring congestion. Instead, TSMO strategies provide more cost-effective ways to manage demand and improve flow.

By addressing both types of congestion, TSMO helps MoDOT achieve its mission of moving Missourians safely and reliably while making the best use of limited resources.

909.0 Introduction to TSMO

909.0.1 Overview of TSMO Strategies

TSMO strategies are the day-to-day operational actions MoDOT uses to actively manage and optimize the transportation system. These strategies translate MoDOT’s mission into practical, real-time actions that improve safety, mobility, and reliability. They are organized according to whether they address non-recurring delays or recurring delays as follows:

909.1 Non-Congested Route (Non-Recurring Delays) – These strategies focus on managing temporary (whether short-term or long-term) capacity reductions caused by irregular or time-limited events that disrupt normal traffic conditions, ensuring that mobility and safety are restored efficiently and consistently.

  • 909.1.1 Traffic Incident Management: Coordinates detection, response, and clearance across multiple agencies to minimize secondary crashes and return roadways to normal operation quickly.
  • 909.1.2 Transportation Operations for Emergency Incidents or Disasters: Ensures system readiness and coordinated response during natural or human-caused disasters through planning, communication, and multimodal evacuation procedures.
  • 909.1.3 Road Weather Management: Integrates environmental monitoring, data-driven decision support, and targeted maintenance to mitigate the effects of adverse weather on safety and mobility.
  • 909.1.4 Work Zone Traffic Management: Applies smart work zone technologies and comprehensive traffic management plans to maintain safe and reliable travel through construction and maintenance areas.
  • 909.1.5 Planned Special Event Management: Coordinates transportation, enforcement, and communication activities for scheduled events to maintain efficient system operations and traveler safety.

909.2 Congested Route (Recurring Delays) – These strategies address predictable and routine congestion caused by daily travel demand and capacity constraints on specific facilities or corridors, emphasizing active traffic management, system integration, and multimodal coordination.

  • 909.2.1 Freeway Operations and Management: Improves freeway performance through corridor-level monitoring, adaptive control, and coordinated operations to enhance safety and travel-time reliability.
  • 909.2.2 Arterial Operations and Management: Optimizes signal timing, intersection design, and corridor coordination to improve mobility and safety on surface streets.
  • 909.2.3 Freight Operation: Enhances the efficiency and safety of freight movement through improved access, parking management, and technology-based monitoring along key freight corridors.
  • 909.2.4 Vulnerable Road Users: Improves safety, accessibility, and comfort for VRUs through targeted infrastructure, operational strategies, and multimodal coordination.
  • 909.2.5 Transit Operation: Strengthens transit reliability and accessibility through operational strategies such as priority treatments, multimodal hubs, and corridor management.

909.0.2 Relationship with Other Programs

TSMO is not a standalone initiative—it complements and enhances MoDOT’s other programs:

  • Safety Programs: TSMO contributes to MoDOT’s safety goals, as outlined in the Strategic Highway Safety Plan and the SAFER Program (see EPG 907.9 Safety Assessment For Every Roadway (SAFER)), by reducing secondary crashes, improving work zone management, and advancing road weather management capabilities.
  • Asset Management: TSMO strategies extend the life of infrastructure investments by ensuring facilities operate more efficiently and experience fewer incidents that accelerate wear.
  • Planning and Design: TSMO principles should be incorporated early in the planning and design process so that operational strategies are built into projects from the start.
  • Maintenance: Maintenance activities can be coordinated with TSMO tools such as smart work zones and ITS devices to reduce traffic disruptions.
  • Traveler Information: TSMO strengthens customer service by providing real-time, accurate, and actionable information to the traveling public.

In practice, TSMO serves as the operational thread that connects safety, planning, design, maintenance, and customer service into a unified system-management approach.

909.0.3 Roles and Responsibilities for TSMO Implementation

This guide is designed to provide MoDOT staff and partners with a clear, practical reference for TSMO strategies. Table 909.0.3 highlights the roles and responsibilities of different staff in implementing and supporting TSMO strategies.

Table 909.0.3. Roles and Responsibilities for TSMO Implementation
Role Responsibility
Transportation Management Center (TMC) Operator Monitor traffic conditions, manage information systems, and coordinate incident response and traveler communication to maintain safe and efficient roadway operations.
Emergency Response Operator Provide on-scene incident management, motorist assistance, and roadway clearance to restore normal traffic flow and enhance safety during disruptions.
Maintenance Technician Implement maintenance related TSMO strategies; provide feedback and effort for continual improvement of these strategies and tools.
Traffic Operations Engineer Implement traffic operations related TSMO strategies; provide feedback and effort for continual improvement of these strategies and tools.
Transportation Planner Include TSMO and other traditional transportation improvement strategies in all planning efforts.
Design Engineer Consider TSMO as an essential element of design, either as a direct improvement for the specific application or as an opportunity for the continuation of existing TSMO strategies.
Construction Inspector Consult personnel who have the appropriate expertise when modifying a design or during construction inspection of TSMO support infrastructure.
Work Zone Specialists Oversee temporary traffic control in construction zones; review and manage Transportation Management Plans (TMPs), ensure proper setup and quality of traffic control devices, assess risks, and provide input during planning and post-construction reviews to enhance safety and minimize disruptions.
Information Systems Manager Provide oversight and management of field and central communications systems, computer and software, and other information systems resources.
Human Resources Specialist Incorporate relevant related skills and experience into position descriptions where TSMO expertise is needed; assist with training programs to improve the knowledge, skills, and abilities of existing operations personnel.
Emergency Management Agencies Support TSMO implementation by providing coordinated incident response, traffic control, emergency medical services, and roadway clearance; collaborate with MoDOT and TMC staff to improve incident management, responder safety, and system recovery during emergencies and planned events.

909.0.4 TSMO Planning Framework

The TSMO Planning Framework provides a structured approach for MoDOT to translate its mission and agency goals into actionable objectives and strategies. It ensures that operational strategies are purpose-driven, measurable, and aligned with statewide priorities. This framework serves as a bridge between MoDOT’s overarching mission and the specific strategies implemented across the TSMO program.

Table 909.0.4.1 identifies the core programmatic elements, MoDOT’s goals and associated objectives, that guide how TSMO is planned, implemented, and evaluated.

Table 909.0.4.1. Programmatic Element
Goal Objective
Safety Reduce crash frequency and severity through proactive deployment of TSMO strategies (e.g., incident management, work zone safety, network operations).
Reliability Provide predictable and consistent travel times across the system by proactively managing congestion and incidents.
Efficiency Operate MoDOT’s existing system efficiently and effectively through the application of TSMO programs before pursuing capacity expansion.
Customer Service Provide timely, accurate, and useful traveler information that supports informed decision-making.
Collaboration Strengthen TSMO-related education, training, and workforce development, while fostering cross-agency partnerships.
Integration Incorporate TSMO principles in planning, project development, design, construction, and maintenance to ensure proactive, rather than reactive, system management.

Table 909.0.4.2 links MoDOT’s mission to measurable outcomes and example TSMO strategies, demonstrating how operations initiatives directly support statewide goals.

Table 909.0.4.2. Linking MoDOT Mission to Outcomes and Example TSMO Strategies
Mission High-Level Outcome Example TSMO Strategy
Improving safety (Moving Missourians safely) Reduction in crashes, fatalities, and serious injuries; safer travel for all users • 909.1.1 Traffic Incident Management
• 909.1.3 Road Weather Management
• 909.1.4 Work Zone Traffic Management
• 909.2.1 Freeway Operations and Management
• 909.2.2 Arterial Operations and Management
Providing high-value, impactful solutions (Delivering efficient and innovative transportation projects; asset management) Cost-effective improvements that maximize existing infrastructure and delay costly expansions • 909.2.1 Freeway Operations and Management
• 909.2.2 Arterial Operations and Management
• 909.2.3 Freight Operation
• 909.2.4 Vulnerable Road Users
Improving reliability and mobility (Operating a reliable transportation system; Building a prosperous economy for all Missourians) Predictable travel times and improved system performance for people and freight • 909.1.1 Traffic Incident Management
• 909.1.4 Work Zone Traffic Management
• 909.1.5 Planned Special Event Management
• 909.2.1 Freeway Operations and Management
• 909.2.5 Transit Operation
Providing useful and timely traveler information (Providing outstanding customer service) Informed travel decisions by the public, increased user satisfaction • 909.1.2 Transportation Operations for Emergency Incidents or Disasters
• 909.1.3 Road Weather Management

909.0.5 Performance Metrics

Performance metrics provide the foundation for evaluating how well MoDOT’s TSMO strategies are improving the safety, reliability, efficiency, and customer experience of Missouri’s transportation system. The following tables present example measures that create a consistent framework for assessing the effectiveness of TSMO initiatives related to both non-recurring delays (Table 909.0.5.1) and recurring delays (Table 909.0.5.2). By monitoring these metrics over time, MoDOT can identify opportunities for improvement, enhance coordination across disciplines, and promote continuous advancement through data-driven decision-making.

Table 909.0.5.1. Linking MoDOT TSMO Strategies for Non-Recurring Delays to Performance Metrics
Strategy Goals Example Performance Metric
909.1.1 Traffic Incident Management Enhance the safety of traveling public and incident responders • Number of secondary crashes per incident
• Severity (fatalities/serious injuries) of secondary crashes
• Percent of incidents with secondary crashes recorded
• Number of responders struck-by crashes
• Severity of responder-involved crashes
• Percent of incidents with responder crash data recorded
Enhance reliability and efficiency of Missouri’s transportation system • Average roadway clearance time
• Average incident clearance time
• Percent of incidents meeting clearance time targets
Strengthen coordination, communication, and collaboration between MoDOT and TIM partners • Number of formalized agreements signed
• Number of multi-agency TIM meetings held annually
• Number of TIM trainings held annually
• Partner participation rate in meetings/exercises
Establish TIM policies, procedures, and protocols within MoDOT • Number of formal TIM policies/protocols adopted
• Percent of TIM coordinator positions filled and active
909.1.2 Transportation Operations for Emergency Incidents or Disasters Enhance safety and responder protection during emergency incidents • Number of emergency-related crashes
• Severity (fatal/serious injury) of emergency-related crashes
• Percent of emergency incidents with responder safety data recorded
Improve reliability and speed of emergency response and system restoration • Time to activate emergency operations
• Duration of emergency lane/road closures
• Percent of priority routes restored within target timeframes
• Emergency communication system uptime
• Average time to deploy emergency traffic control
909.1.3 Road Weather Management Improve safety under adverse weather conditions • Number of weather-related crashes, fatalities, and serious injuries
• Crash rate per weather event
Enhance operational readiness and timely roadway treatment • Time to treat priority routes during storms
• Percent of network treated within specific time thresholds
• Materials usage efficiency (salt, brine, abrasives)
Improve traveler information accuracy during weather events • Traveler information system accuracy rate during storms
• Number of travel information interactions (511 apps, CMS messages)
909.1.4 Work Zone Traffic Management Enhance safety for workers and motorists in work zones • Number and rate of work zone crashes
• Number of work zone fatalities and serious injuries
• Number of work zone intrusions (near-miss events)
Improve mobility and reduce unexpected work zone delays • Work-zone related delays
• Percent of work zones meeting mobility targets (queue length, speed, travel time)
• Average incident clearance time for work zone-related incidents
909.1.5 Planned Special Event Management Ensure safe travel conditions during special events • Number and rate of special event-related crashes
• Vulnerable Road User (VRU) level of comfort/safety index near event venues
Improve mobility and minimize event-related congestion • Travel time reliability during event periods
• Vehicle and pedestrian throughput at key access points
• Percent of events meeting planned operational performance targets


Table 909.0.5.2. Linking MoDOT TSMO Strategies for Recurring Delays to Performance Metrics
Strategy Goals Example Performance Metric
909.2.1 Freeway Operations and Management Support safety on managed freeway facilities • Number and rate of crashes on freeway segments
• Number of secondary crashes
Improve travel reliability on freeway corridors • Travel time reliability index
• Planning time index
Enhance operational efficiency on freeway corridors • Average travel speed and delay
• Vehicle and truck throughput
• Number of recurring congestion hotspots mitigated
909.2.2 Arterial Operations and Management Enhance safety at signalized intersections and arterials • Crash frequency and severity at signalized intersections
• Pedestrian and bicycle crash rate
Improve efficiency of arterial traffic flow • Arterial travel time and delay
• Signal progression quality (arrival on green, bandwidth)
• Number of mitigated congestion hotspots
Enhance reliability of multimodal arterial operations • Transit signal delay at signals (if applicable)
• Pedestrian crossing delay
909.2.3 Freight Operation Improve efficiency on key freight corridors • Truck delay at bottlenecks
• Freight throughput (corridor or intermodal facility)
Enhance reliability of freight travel • Truck travel time reliability index
• Number of freight-related congestion hotspots mitigated
909.2.4 Vulnerable Road Users Enhance safety and comfort for Vulnerable Road Users (VRUs) • Number and rate of VRU crashes
• VRU level of comfort/safety index
Improve connectivity for walking and bicycling • Miles of connected pedestrian/bicycle facilities
• Percent of network meeting connectivity standards
Support sustainable, multimodal travel options • Share of trips completed using active modes
909.2.5 Transit Operation Enhance mobility of transit users • Passenger throughput per route or corridor
• Average transit travel time
Improve transit reliability and on-time performance • Percent of on-time arrivals
• Transit travel time reliability (travel adherence)
Improve customer experience and multimodal access • Customer satisfaction survey results
• Pedestrian access quality (stop accessibility index)





909.1 Non-Congested Route (Non-Recurring Delays)

909.1.1 Traffic Incident Management

Traffic Incident Management (TIM) reduces the impact of roadway incidents by coordinating detection, response, and clearance activities among transportation, law enforcement, fire, EMS, towing, and other partners.

While crashes, disabled vehicles, and cargo spills are the most common focus of TIM programs, there are a broader set of disruptions that should be routinely monitored and managed including:

  • Debris in the roadway
  • Grass fires
  • Lane-blocking emergency vehicles
  • Vehicle fires
  • Heavy congestion

By incorporating this broader incident set, TIM strategies ensure operators and responders are prepared for a wide range of events that may impact traveler safety and network performance. The following sections outline key strategies for TIM.

Users:

909.1.1.1 Traffic Incident Management Plans

Traffic incidents occur without warning at any time and location on the highway system. On all segments of the interstate and freeway highway system, TIM plans should be developed in coordination with law enforcement and local responders to:

  • Reduce response and clearance times.
  • Develop alternate plans for handling affected traffic.
  • Communicate and coordinate between first responders.
  • Communicate traffic impacts to motorists.

Reference EPG 948 Incident Response Plan and Emergency Response Management for additional information.

909.1.1.2 Stakeholders

Effective TIM depends on collaboration among a wide range of partners. Law enforcement, fire/rescue, EMS, and towing operators provide immediate on-scene response, while MoDOT personnel and TMCs deliver critical support through detection, traffic control, and traveler information. Each stakeholder brings unique capabilities, and coordinated multi-agency response ensures faster clearance, safer conditions for responders, and more reliable outcomes for the traveling public.

909.1.1.3 Components

The core components of TIM—detection, verification, response, clearance, and recovery—create a structured framework for managing roadway incidents. Detection and verification confirm the incident type and location; coordinated response mobilizes the appropriate agencies; clearance restores traffic lanes and removes hazards; and recovery ensures the roadway is returned to normal operation. Addressing each component systematically reduces incident duration and enhances both safety and reliability.

909.1.2 Transportation Operations for Emergency Incidents or Disasters

Emergency operations ensure safe and effective evacuation and mobility during disasters such as floods, tornadoes, earthquakes, or other emergencies. The following sections outline key strategies for emergency operations during disasters.

Users:

909.1.2.1 Frameworks and Coordination

MoDOT’s emergency transportation operations shall be conducted in accordance with the National Incident Management System (NIMS) and the Incident Command System (ICS). These frameworks establish the standard structure, terminology, and coordination processes for incident and disaster response at the local, state, and federal levels.

National Incident Management System (NIMS):

  • Provides a nationwide approach for incident management and coordination.
  • Provides emergency transportation operations guidance for interoperable collaboration with law enforcement, fire, EMS, emergency management, and federal partners.
  • Establishes common terminology, communication protocols, and resource management procedures to support multi-agency operations.

Incident Command System (ICS):

  • Serves as the on-scene management structure for all types of incidents.
  • Defines clear roles, responsibilities, and reporting relationships across agencies.
  • Provides guidance on unified command structures, filling roles such as transportation branch directors, field observers, or technical specialists.
  • Provides flexibility to scale operations for localized or statewide events.

For detailed response information, please contact MoDOT’s Safety and Emergency Management.

909.1.2.2 Preparedness and Planning

  • Develop and exercise evacuation and emergency operations plans.
  • Use simulation and scenario testing to identify gaps and strengthen interagency protocols.
  • Establish pre-designated staging areas for resource allocation, evacuation support, and vehicle marshaling.

909.1.2.3 Operational Strategies During Disasters

  • Traffic Management: Complete rapid damage assessment and plan and publish routes for ingress and egress to the impacted area.
  • Multimodal Evacuations: Utilize buses, school buses, and regional transit providers to assist in large-scale evacuations.
  • Route Monitoring: Employ field observations, cameras, and sensors to track evacuation route conditions in real time.
  • Public Information: Provide timely traveler information, evacuation messaging, and updates in coordination with media partners.

909.1.3 Road Weather Management

Road Weather Management strategies improve mobility, reliability, and safety during weather events through strategies such as targeted traveler information, warnings, and operational interventions including Variable Speed Limits (VSL). The following sections outline key strategies for road weather management.

Users:

909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs

Displays real-time information to warn motorists of roadway incidents, construction or congestion ahead that could pose a hazard or cause delays.

Procedures for Dynamic Message Signs are outlined in EPG 910.3 Dynamic Message Signs (DMS).

909.1.3.2 Road Weather Information Systems

Measure real-time atmospheric parameters, pavement conditions, water level conditions, visibility, and sometimes other variables. Comprises Environmental Sensor Stations (ESS) as they also cover non-meteorological variables in the field, a communication system for data transfer, and central systems to collect field data from numerous ESS.

909.1.4 Work Zone Traffic Management

Work zone strategies reduce risk to workers and travelers while minimizing delays during construction and maintenance activities. These strategies apply to both short-term and long-term work zones, recognizing that every project, regardless of duration, can significantly affect roadway operations and safety. The following sections outline key strategies for work zone traffic management.

Users:

909.1.4.1 Traffic Management Plan

The Transportation Management Plan (TMP) consists of strategies to manage the work zone impacts of a project. Each TMP is tailored to the unique conditions of a project and typically incorporates three coordinated elements: Traffic Control Plan (TCP), Traffic Operations (TO), and Public Information (PI).

As an initial step, a project design should be selected to eliminate or minimize additional delays and traffic queueing during construction. EPG 616.19 Work Zone Capacity, Queue and Travel Delay provides tools to access the traffic impact of the proposed project design(s).

For additional detail on the required elements, development process, and documentation standards for TMPs, reference EPG 616.20.9 Work Zone Transportation Management Plan.

909.1.4.2 Traffic Incident Management Plan

When traffic incidents occur within a work zone, it is imperative to clear the incident and restore traffic as quickly as possible. To aid in this effort, a project-based traffic incident management (TIM) plan should be developed for all significant projects on interstate and freeways.

Reference EPG 909.1.1.1 Traffic Incident Management (TIM) Plans for additional information.

909.1.4.3 Smart Work Zones

Once a project design has been determined, the MoDOT Work Zone Impact Analysis Spreadsheet will assist in determining which smart work zones strategies should be included in the project to provide information and warnings to motorists to improve work zone safety and traffic mobility. Additionally, the Work Zone Management Guidebook provides information about tools and strategies for work zone management that will maximize safety and minimize the impacts to traffic. The Work Zone Management Guidebook Presentation provides additional information about the guidebook. Additional information can also be found in EPG 616.19 Work Zone Capacity, Queue and Travel Delay and EPG 616.20 Work Zone Safety and Mobility Policy.

909.1.4.4 Use of Intelligent Transportation Systems

Intelligent Transportation Systems (ITS) devices (cameras, sensors, communication systems) provide detection and real-time monitoring of work zones.

Procedures for ITS devices are outlined in EPG 910 Intelligent Transportation Systems.

909.1.5 Planned Special Event Management

Special event management strategies ensure safe and efficient mobility during large gatherings, sporting events, and other planned activities. The following sections outline key strategies for planned special event management.

Users:

909.1.5.1 Pre-Event Planning

  • Develop Transportation Management Plans (TMPs) with input from MoDOT, local agencies, law enforcement, transit providers, and event organizers.
  • Identify needs for Emergency Operations Center (EOC) and Joint Operations Center (JOC) activation, staffing augmentation, and resource staging for high-profile or large-scale events (e.g., sporting events, major concerts, parades, funerals, festivals, eclipse, political events).
  • Plan for multimodal access (transit, walking, biking) and freight restrictions, where applicable.

909.1.5.2 Implementation

  • Deploy traffic control devices, signage, and ITS in advance of the event.
  • Coordinate with law enforcement and emergency management on enforcement zones, access control, and responder staging.
  • Conduct interagency briefings to confirm roles, responsibilities, and communication protocols.

909.1.5.3 Day-of-Event Operations

  • Manage traffic and crowd circulation using TMC monitoring, field staff, and real-time traveler information (dynamic message signs, push alerts, social media).
  • Coordinate with EOC/JOC if activated to ensure situational awareness and resource support.
  • Adjust plans dynamically to address congestion, incidents, or security needs.

909.1.5.4 Post-Event Evaluation

  • Conduct after-action reviews with MoDOT staff, law enforcement, emergency management, and event organizers.
  • Document lessons learned, identify gaps in staffing or coordination, and refine TMPs for future events.
  • Capture performance measures such as clearance times, delay estimates, and traveler feedback.





909.2 Congested Route (Recurring Delays)

909.2.1 Freeway Operations and Management

Freeway operations strategies enhance safety, reduce recurring congestion, and improve travel time reliability on major corridors. The following sections outline key strategies for freeway operations and management.

Users:


Policy Coordination – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s Central Office of Highway Safety and Traffic (COHST) to ensure consistency with policy, design standards, and operational oversight.

909.2.1.1 Ramp Management and Control

Ramp management and control strategies, including ramp metering and adaptive ramp management, regulate vehicle entry onto freeways to improve merging operations, reduce conflicts, and smooth overall traffic flow. This remains a dynamic application where it is implemented, with operational adjustments based on corridor conditions.

Currently, Missouri does not operate continuous ramp metering systems. Instead, ramp meters are activated dynamically based on real-time traffic conditions when metrics (such as speed, volume, and/or density) exceed predefined thresholds.

909.2.1.2 Part-Time Shoulder Use (Hard Shoulder Running)

Part-time shoulder use, also known as hard shoulder running, allows roadway shoulders to serve as temporary travel lanes during peak periods, incidents, or emergencies. Applications may be designed for all vehicles or limited to transit operations.

This strategy is increasingly being implemented by peer agencies across the country, particularly in corridors with limited right-of-way or peak-period capacity needs. While Missouri does not currently have any active applications of part-time shoulder use, the concept may present opportunities in select corridors - especially where traditional widening is not feasible and where shoulders are constructed to full-depth pavement standards.

909.2.1.3 Dynamic Speed Limits

Dynamic speed limits adjust posted speed limits in real time based on conditions such as traffic flow, weather, or incidents. This approach has been applied by several peer agencies to improve safety, smooth traffic flow, and reduce crash risk.

In Missouri, there are no permanent applications of dynamic speed limits in routine freeway operations. However, the strategy may hold value in targeted, temporary contexts—particularly in work zones where changing conditions require more flexible speed management.

909.2.1.4 Queue Warning

Queue warning systems are designed to alert motorists of slow or stopped traffic ahead, reducing the likelihood of sudden braking and rear-end collisions in congested conditions. These systems typically consist of roadside sensors and Changeable Message Signs (CMS) that detect traffic slowdowns and display real-time warnings to approaching drivers. When sensors identify slowed or stopped vehicles, signals are transmitted to the CMS, which then display queue warning messages. Placement of sensors and signs is critical-warnings should activate when a queue extends to within 1-2 miles upstream, depending on speed, to provide adequate driver reaction time. In Missouri, current applications of queue warning rely exclusively on Dynamic Message Signs (DMS) rather than flashing beacons.

909.2.1.5 Integrated Corridor Management

Integrated Corridor Management (ICM) refers to coordinated operations across multiple facilities within a corridor—primarily freeways and parallel arterials. The goal is to manage congestion holistically by making better use of available capacity, balancing demand, and improving traveler information.

909.2.1.6 Transportation Management Centers

Transportation Management Centers (TMCs) serve as the operational backbone of ICM. From TMCs, MoDOT staff monitor real-time traffic conditions, manage ITS devices, coordinate incident response, and adjust strategies such as ramp metering or queue warning. This centralized approach enables proactive management of corridors, ensuring safety and reliability during incidents, work zones, and peak travel periods.

909.2.1.7 Managed Lanes

Managed lanes are roadway segments where access and use are actively regulated to improve traffic flow, safety, or reliability. Common approaches used nationally include bus-only lanes and truck-only lanes. These treatments are typically considered in locations with recurring congestion, limited right-of-way, or freight movement challenges.

At present, Missouri has no active managed lane facilities.

909.2.1.8 Automated Incident Detection

Automated incident detection systems use roadside sensors, video feeds, and software algorithms to identify crashes, stalled vehicles, or other disruptions in real time. These systems often integrate AI-based analytics with CCTV camera footage to detect unusual traffic patterns or stopped vehicles more quickly than traditional operator observation alone. By providing earlier notification of likely incidents, automated detection enhances safety, reduces secondary crashes, and improves response times for emergency and traffic management personnel.

909.2.2 Arterial Operations and Management

Arterial operations strategies improve mobility, safety, and reliability on surface streets through targeted improvements, signal operations, and multimodal accommodations. These strategies focus on reducing congestion at bottlenecks, enhancing intersection performance, and supporting consistent travel across urban and suburban corridors.

In Missouri, arterial management is often a shared responsibility between MoDOT and regional or local partners. For example, the Kansas City region’s Operation Green Light program coordinates arterial signal timing and corridor operations in collaboration with MoDOT and multiple local jurisdictions. Other examples include MoDOT’s partnership with St. Charles in the St. Louis region and collaboration with the City of Springfield and the Ozarks Transportation Organization. Similar arrangements may exist in other regions where MPOs, cities, or counties lead day-to-day arterial management. Practitioners should recognize that depending on the corridor and location, responsibility for arterial operations may rest with another entity, requiring coordination and partnership to ensure consistent system performance.

The following sections outline key strategies for arterial operations and management.

Users:


Policy Coordination – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s Central Office of Highway Safety and Traffic (COHST) to ensure consistency with policy, design standards, and operational oversight.

909.2.2.1 Targeted Infrastructure Improvements

Targeted infrastructure improvements are localized enhancements that address recurring bottlenecks or multimodal safety concerns on arterial corridors. Common treatments include new or extended turn lanes to reduce delay at intersections, access control to improve traffic flow and safety, and bus pullouts to minimize transit-related delays. Pedestrian and bicyclist accommodations such as crosswalk improvements, refuge islands, and protected lanes also support safer and more reliable mobility for all users.

909.2.2.2 Innovative Intersection Designs

Innovative intersection designs apply alternative layouts to improve safety and efficiency where traditional designs are constrained. Examples include restricted crossing U-turns (RCUTs), median U-turns, and displaced left-turn (continuous flow) intersections, which reduce conflict points and increase throughput. These designs are increasingly considered where right-of-way is limited, traffic volumes are high, or safety issues persist with conventional layouts.

Additional information can be found in EPG 233.5 Intersection Alternatives.

909.2.2.3 Traffic Signal Program Management

A comprehensive traffic signal program provides the framework for maintaining effective corridor operations. Program elements include monitoring and evaluating existing signal systems, scheduling recurring retiming efforts, and integrating new technologies over time. A proactive, programmatic approach ensures that signals are managed consistently across jurisdictions, providing reliable performance and minimizing inefficient, piecemeal adjustments.

Procedures for signal operation and maintenance are outlined in 902.1.10 Responsibility for Operation and Maintenance (MUTCD Section 4A.10).

909.2.2.4 Traffic Signal Timing and Coordination

Traffic signal timing and coordination strategies are a cost-effective approach to improve arterial operations. By updating signal timing plans and coordinating operations across intersections, agencies can reduce delays and support more predictable travel along corridors. These strategies allow signal operations to reflect current traffic conditions, land use patterns, and system changes, while also providing a foundation for integrating advanced technologies such as adaptive control.

Applications:

  • Traffic Signal Retiming – Updating the timing plans for one signalized intersection or a corridor of intersections based on the latest traffic volumes. Retiming is recommended every few years or after significant changes to transportation systems or land use within a given area.
  • Traffic Signal Coordination – Coordinating traffic signal timing along a corridor to enable a “green wave” of vehicles traveling through a sequence of signals. Coordination optimizes the splits and offsets of signals to allow for smoother, progressive traffic flow.
  • Adaptive Traffic Signal Control – Coordinating traffic signal timing across a network using real-time detector data to accommodate current, prevailing traffic patterns. This allows for dynamic adjustment of timing in response to fluctuating traffic conditions.

909.2.2.5 Transit Signal Priority

Transit signal priority (TSP) strategies adjust signal phasing to reduce delay for buses and improve the efficiency of transit operations. TSP can extend green phases and/or provide early green intervals to help transit vehicles move more consistently through intersections. By enhancing the speed and reliability of bus service, TSP supports multimodal goals and encourages greater use of transit along arterial corridors.

909.2.2.6 Arterial Dynamic Shoulder Use

Arterial dynamic shoulder use provides additional capacity and improves multimodal efficiency by repurposing existing roadway space under defined conditions. Dynamic shoulder use allows roadway shoulders to operate as travel lanes during peak periods or special events, while maintaining their primary role for emergency access during off-peak times. This strategy can help reduce delays, improve vehicle-throughput, and support multimodal goals in areas where right-of-way is constrained and traditional widening is not feasible. Successful implementation requires clear operational policies, appropriate signing and striping, and coordination with enforcement and transit partners to ensure safety and effectiveness.

Although Missouri does not currently implement arterial dynamic shoulder use, the approach may offer targeted benefits in select corridors-especially where traditional widening is not feasible and where shoulders are constructed to full-depth pavement standards.

909.2.3 Freight Operation

Freight operations strategies address truck mobility, parking, and safety near freight generators such as ports and distribution centers. The following sections outline key strategies for freight operations.

Users:

Reference MoDOT’s 2022 State Freight and Rail Plan Documents for additional information.

909.2.3.1 Freight Operations Around Ports and Generators

Freight hubs such as ports, intermodal yards, and distribution centers generate concentrated truck activity that can create localized congestion and safety concerns. Targeted operational improvements may include intersection upgrades, dedicated freight lanes, improved signage, or optimized signal timing along key freight corridors. These measures reduce bottlenecks, improve travel time reliability for trucks, and minimize conflicts between freight and passenger vehicles in high-demand areas.

909.2.3.2 Truck Parking

Adequate truck parking is essential for driver safety, freight efficiency, and regulatory compliance. Strategies include the development of new truck parking facilities, upgrades to existing rest areas, and the integration of real-time availability systems that help drivers locate spaces. Reservation tools and wayfinding applications can further support efficient parking use and reduce the safety risks associated with unauthorized shoulder or ramp parking.

909.2.3.3 Regional Permitting

Freight often crosses multiple jurisdictions, and inconsistent permitting processes can add delay and administrative burden. Regional permitting strategies streamline requirements by coordinating across state, county, and local agencies. Harmonizing size, weight, and routing approvals enhances efficiency for carriers while reducing redundant processes for agencies, particularly along high-volume freight corridors.

909.2.3.4 Technology Applications for Freight

Technology provides powerful tools for managing freight mobility. Examples include routing platforms that help drivers avoid weight-restricted bridges or low-clearance structures, monitoring systems that track freight movement in real time, and automated clearance technologies at weigh stations or ports of entry. Collectively, these applications enhance efficiency, improve safety, and provide data to better manage freight corridors.

909.2.3.5 Connected and Automated Freight Vehicles

The freight industry is a leading sector for testing and deploying connected and automated vehicle (CV/AV) technologies. Applications may include platooning, automated truck-mounted attenuators, or fully automated long-haul freight operations. These technologies have the potential to improve safety, reduce driver fatigue, and increase efficiency in freight corridors. Early deployment efforts require coordination with industry, agencies, and technology providers to ensure infrastructure readiness and to evaluate operational impacts.

909.2.4 Vulnerable Road Users

Vulnerable road users (VRUs) are individuals who travel without the protection of an enclosed vehicle and therefore face a greater risk of serious injury in a collision. VRUs include pedestrians, roadway workers, individuals using wheelchairs or other personal mobility devices, bicyclists, motorcyclists, and users of electric scooters and other micromobility devices. The following sections outline key strategies to improve safety, access, and comfort for these users within the transportation system.

Users:

909.2.4.1 Safety Enhancements

Selective deployment of safety enhancements should be informed by EPG Category:907 Traffic Safety and tailored to the needs of VRUs. Enhancements may include improved crossings, lighting, signing and pavement markings, speed management strategies, traffic calming measures, work zone protections for roadway workers, and design treatments that reduce conflicts involving motorcyclists and micromobility users.

909.2.4.2 Pedestrian and Accessibility Facilities

Sidewalks, shared-use paths, accessible curb ramps, transit stop connections and enhanced or grade-separated crossings should be prioritized where safety risks, accessibility needs, or network gaps are identified. Integrating these facilities in alignment with Complete Streets principles (EPG 907.10 Complete Streets) helps ensure safe, efficient access for pedestrians and individuals using wheelchairs or other mobility devices.

909.2.4.3 Bicycle Lanes and Cycle Tracks

Where conditions and community priorities warrant, dedicated bike lanes or protected cycle tracks can significantly enhance comfort and safety for bicyclists and other micromobility users, including users of electric scooters and similar devices. MoDOT’s Complete Streets guidance (EPG 907.10 Complete Streets) supports integrating these features into designs that serve all users – including VRUs – within roadway corridors.

909.2.4.4 VRU Education and Outreach

Support community-informed education and outreach programs that promote safe behaviors among VRUs. Programs may address the needs of pedestrians, bicyclists, micromobility users, motorcyclists, individuals with disabilities, and drivers, and may include collaboration with local schools, community organizations, advocacy groups, employers, transit agencies, and public safety partners.

909.2.5 Transit Operation

Transit operations strategies improve speed, reliability, and accessibility of transit services. The following sections outline key strategies for transit operations.

Users:

909.2.5.1 Transit Signal Priority

Transit Signal Priority (TSP) strategies modify traffic signal operations to reduce delay and improve on-time arrivals for buses and other transit vehicles.

Additional information on TSP is provided in EPG 909.2.2.5 Transit Signal Priority.

909.2.5.2 Bus Rapid Transit

Bus Rapid Transit (BRT) incorporates a combination of dedicated lanes, intersection treatments, and enhanced stations to provide faster and more reliable bus service. Treatments such as queue jump lanes and high-capacity vehicles further enhance performance. BRT can serve as a cost-effective alternative to rail in high-demand corridors, delivering rapid, frequent, and reliable service with improved passenger amenities.

909.2.5.3 Transit-Only Lanes

Transit-only lanes provide additional capacity and improve multimodal efficiency by repurposing existing roadway space under defined conditions. Transit-only lanes dedicate roadway space to buses, enabling more reliable service and improving schedule adherence in congested corridors. This strategy can help reduce delays, improve person-throughput, and support multimodal goals in areas where right-of-way is constrained and traditional widening is not feasible. Successful implementation requires clear operational policies, appropriate signing and striping, and coordination with enforcement and transit partners to ensure safety and effectiveness.

This strategy may offer targeted benefits in select corridors where shoulders are constructed to full-depth pavement standards.

Policy Coordination – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s Central Office of Highway Safety and Traffic (COHST) to ensure consistency with policy, design standards, and operational oversight.

909.2.5.4 Transit Operation Vehicles

Transit vehicle operations may require unique roadway considerations. Streetcars, for example, share corridors with general traffic and necessitate signal coordination and geometric design adjustments for turning movements. Similarly, buses may require accommodations such as bus pullouts, curb extensions, or boarding islands to improve efficiency and passenger safety. These vehicle-specific considerations support smoother operations and minimize conflicts with other modes.

909.2.5.5 Multimodal Transportation Centers

Multimodal transportation centers serve as hubs that integrate multiple travel modes, including bus, rail, bike, and pedestrian connections. These facilities improve regional accessibility by consolidating transfers in a single location and providing amenities such as shelters, ticketing, and real-time traveler information.

In Missouri, existing park-and-ride facilities present opportunities to serve as future multimodal centers. When thoughtfully designed, these centers encourage greater transit use, strengthen first- and last-mile connections, and elevate the role of transit in supporting regional mobility.

REVISION REQUEST 4172

Partial payments are payments made over the course of the contract each estimate period, and payments made for material allowance.

109.7.1 Payment Estimates

Payment estimates are generated by construction staff with the AASHTOWare Project (AWP) computer software application.

109.7.1.1

Estimates will be generated for all active contracts when there was work performed during the estimate period. This includes all estimates for contracts which will result in a negative payment.

109.7.1.2

The first level of estimate generation will be designated by the Resident Engineer at the time of notice to proceed, in accordance with Sec 618.

When work has been performed, progress estimates will be generated for estimate end dates as posted on the website. The Central Office Financial Services office will issue the schedule of estimate due dates annually. AWP estimates should be approved by Level 2 (Resident Engineer) by the estimate due date posted on the schedule.

109.7.1.3

Two payment estimates shall be made per month for active contracts. The official pay estimates shall be generated with the period ending dates as indicated on the contractor payment schedule. There may be exceptions to the estimate periods depending upon the financial systems as notified by the AWP Administrator.

All indexes based upon a monthly index value shall use the same index value for the entire estimate period even though the index value may be reestablished on the 1st of the month. For example, the asphalt and fuel index values change on the 1st of the month, but any work completed on the 1st shall use the same index value as the previous month so that the entire 16th to 1st estimate period uses the same index value.

109.7.1.4

Supplemental estimates will not be generated unless specifically instructed to do so by the AWP administrator.

Final Estimates shall be generated by the Resident Engineer prior to submission of the final plans to the District for checking.

109.7.1.5

Payment estimates must be supported by documentary evidence that work items allowed have actually been done. Evidence may be in the form of scale tickets, daily work reports, material receipts, etc. Earthwork quantities may, for example, be supported by load count entries in the inspector's remarks, or by noting the station limits completed within a balance (or the portion thereof). Weight or volume tickets are a sound basis for allowing payment on items measured in this manner. The payment estimate is intended to provide payment to the contractor for all work performed during the estimate period. In no case should payment for specification compliant and accepted work be delayed beyond the estimate period following the period in which the work was performed.

Check all items against inspection records to be sure they are properly approved.

109.7.1.6

The Division Final Plans Reviewer shall notify the Resident Engineer when the final estimate is approved and sent to Central Office-Financial Services for project closeout.

109.7.2 Material Allowance

The Quick Reference Guide (QRG) for stockpile materials details how a payment may be made in accordance with the general requirements within AWP. Check the specification for the minimum acceptable material allowance. Non-perishable items to be incorporated in the finished product may, in general, be included on the estimate for stockpile materials provided satisfactory inspection reports, certifications or mill test reports and required invoices are in the project file. When the item first appears on the estimate, the resident engineer must have on file a copy of an invoice to substantiate the unit prices allowed. Receipted bills for all materials allowed on the estimate must be furnished to the resident engineer within the time established by specifications, or the item must be eliminated from future estimates. Missouri state sales tax may be included in material allowances if shown on invoices or receipted bills. Each receipted bill must be marked or stamped paid with date of payment shown, as well as the name of the firm and signature of the person who received payment. All invoices and receipted bills obtained to substantiate material allowances during progress of the project are to be filed in eProjects as part of the permanent project record.

Some aggregates are accepted for "quality only" at the point of production. Total acceptance is not made at the time of production because additional processing and/or screening are required before incorporation into the final product. If gradation tests, which are run for information purposes only, indicated it is reasonably possible to produce an acceptable finished product, this material may be included in the stockpile material payment.

If test reports or visual inspection on the above material or other material that might be produced and accepted indicate that it will be unsatisfactory at a later date due to gradation, excess P.I., segregation, contamination, etc., these materials should not be included on the stockpile materials payment.

The price per unit for material produced by the contractor or by a producer other than an established commercial producer should reflect the actual cost of production. The units shown under material estimate should be the same unit of measure used in the bid item where possible, such as pound for steel, linear foot for piles, etc. Where this is not possible, a convenient unit such as ton for aggregate should be used. Quantities in excess of contract requirements should not be allowed. Hauling costs should not normally be included in the unit cost of any material unless it has been hauled to a site where it can immediately be incorporated in the finished product or work. If hauling cost is allowed, it must be considered with relation to the value of the material in case it is necessary for the state to take it over. Stockpiling costs are not to be included as part of the unit cost.

Items that are to be accepted by project personnel must be inspected and found satisfactory prior to being included on a stockpile materials payment. Quantities for materials included on a stockpile materials payment should never exceed approved quantities.

Before an allowance will be approved for payment on material stockpiled or stored on private property, or for aggregates stored on property operated as a commercial business, a lease agreement from the contractor or subcontractor showing compliance with the following points must be submitted to the district office for approval.

1. A complete land description covered in the lease form and the haul distance from the lease area to the project.
2. The following statement included in the lease agreement:
"It is understood and agreed by the parties hereto that the land herein involved is to be used as a materials storage site and that the prime contractor, whether or not the lessee herein, may obtain payment from the Missouri Highway and Transportation Commission for material stored thereon".
"It is further understood and agreed by the parties hereto that the prime contractor or contractor having a written agreement with the Missouri Highway and Transportation Commission for the construction of highway work involving this lease and the materials stored thereon, whether or not the lessee, and the employees of the Missouri Highway and Transportation Commission shall have the right of access to the property covered by this lease at all times during its existence and that in the event of default on the part of the lessee or the prime contractor, if other than lessee, the Missouri Highway and Transportation Commission may enter upon the property and remove said materials to the extent to which advance payments were made thereon".
An area leased on property operated as a commercial business must be posted so as to divorce the site for stockpiling of highway materials from the commercial operation.
If either party to the lease agreement is incorporated, it is essential that an Acknowledgment by Corporation be attached for each corporation involved since an individual cannot legally bind a corporation without duly enacted authorization by the corporation's Board of Directors. A suitable form for this purpose is shown in Agreement for Shifting State Highway Entrance, page 1. Other forms may be used by some corporations and are acceptable if they fulfill the intent of the form illustrated. Leases involving corporations should not be accepted without the Acknowledgment.
Signatures by individuals must be notarized, or be witnessed by at least two disinterested persons. The address of witnesses should be shown.
When material is stored on property owned by a railroad and is accessible by a public roadway, it is not necessary to obtain a lease agreement to permit this material to be placed on the estimate as a stockpile material.
If hauling charges are to be included as part of the cost of materials allowed for payment, invoices for hauling charges must be provided by the contractor in the same manner as invoices for the material. An exception to this requirement is allowance for the cost of the rail freight. For rail freight the contractor should supply a copy of the first freight bill to substantiate the freight rate. In lieu of submitting receipted freight bills, the contractor may then sign a statement on each material invoice indicating that freight charges have been paid. If the contractor prefers, a letter may be submitted listing several invoices and indicating freight charges that have been paid. Whichever procedure is adopted, the resident engineer must be assured that freight charges have been indicated as paid for all materials invoices submitted to verify quantities.
The engineer may also include in any payment estimate an amount not to exceed 90 percent of the invoice value of any inspected and accepted fabricated structural steel items, structural precast concrete items, permanent highway signs, and structural sign trusses. These items must be finally incorporated in the completed work and be in conformity with the plans and specifications for the contract. These items may be stored elsewhere in an acceptable manner provided approved shop drawings have been furnished covering these items and also provided the value of these items is not less than $25,000 for each storage location for each project.
The engineer may also include in any payment estimate, on contracts containing 100 tons or more of structural steel, an amount not to exceed 100 percent of the receipted mill invoice value of structural carbon steel or structural low alloy steel, or both, which is to form a part of the completed work and which has been produced and delivered by the steel mill to the fabricator.

While the nature and quality of material is the contractor’s responsibility until incorporated into the project, material presented for stockpile materials payment must be inspected prior to being approved for payment. The nature of that inspection is at the discretion of the engineer and may include sampling and testing to determine whether the material has a reasonable potential of compliance, once incorporated into the project. This sampling and testing may occur wherever the material is offered for stockpile materials payment, including stockpiles in quarries and at other off-project sites. Material that is a component of a mix may be compared to the associated mix design or to any other specification criteria that may apply.




REVISION REQUEST 4175

321.2.1.2 Types of Reports

1. The soil survey report touches on foundations by pointing out possible foundation problems. It also contains basic slope recommendations which affect bridge length, soil types and properties for pavement design, depths to rock and type of rock for determining cut quantities, and cut slope recommendations for soil and rock.

2. The preliminary bridge foundation report, which is submitted by the district as an adjunct to the soil survey report, is usually furnished to the Bridge Unit for their guidance in preparing preliminary bridge layouts and to the Materials Engineering Unit for guidance in conducting a more detailed foundation investigation. (Preliminary borings for such reports may be omitted where access problems are especially difficult.)

3. The final foundation investigation report will provide the requested properties from Form A of the Bridge Division Request for Soil Properties in accordance with EPG Sections 320, 321, 700 and other applicable sections. The report will also provide seismic properties as requested on Form B. The Bridge Division or District will provide the preliminary structure layout and location of each foundation location. The Geotechnical Section will determine boring locations and sampling frequency based on guidance in, EPG 321.2 Geotechnical Guidelines, and specific site conditions. The Geotechnical Section may make recommendations for specific foundation types if site conditions require special considerations. The intent is to provide the Bridge Division or District with the information needed to develop designs for the foundation types practical for a particular site. Rules of thumb as to what is practical have been developed jointly by the Geotechnical Section and the Bridge Division. These are discussed in the applicable sections within the EPG.





701 Drilled Shafts

Substructure foundations may be designed to transmit loads to foundation strata by concrete columns cast in drilled holes. See EPG 751.37 Drilled Shafts for design guidance and additional information.

This type of foundation is identified in Sec 701 of the Standard Specifications as Drilled Shafts. A drilled shaft is generally considered a deep foundation.

Drilled shafts for bridge structures:

Drilled shafts for bridge structures shall be constructed with a permanent casing and rock socketed. Requirements for plan reporting of steel casing are given in EPG 751.37.1.3 Casing.

The shaft portion of a drilled shaft is founded on rock (limestone, dolomite or other suitable material with qu ≥ 100 ksf) or weak rock (shale or other suitable material with 5 ksf ≤ qu ≤ 100 ksf) with a smaller diameter rock socket drilled into same. The inspector should carefully study all general specifications and special provisions pertaining to drilled shafts and become familiar with the designer's intent.

The integrity of the rock socket shall be verified by a foundation inspection hole. This is usually performed after the shaft is drilled. Setting up over a drilled hole can be difficult. The contractor can perform the inspection hole in advance if they submit a procedure that assures the correct location is cored. If the integrity of the cores are questionable the Bridge Division should be contacted to see if the rock socket length should be extended.

Most problems with drilled shafts occur during the concrete pour. The concrete placement requirements in Sec 701 should be reviewed carefully.

An anomaly may be detected on a Cross Hole Sonic log test. If, on further investigation, there is a confirmed defect what are some of the steps needed to remediate the defect?

1. The contractor is responsible for submitting a remediation plan for the repair.
2. The plan should include as a minimum the following:
a) The area of deficient material must be clearly defined using coring or other means.
b) The clean-out process is typically accomplished by flushing the weak material. The access holes needed, water pressure used, and disposal of the soils should be addressed.
c) Confirmation of the deficient material removal must be made. This can be accomplished by camera inspection, CSL, or by other means acceptable to the engineer.
d) The grouting plan should include: grouting type, grout mix design including w/c ratio, complete pressure grouting timeline. The grouting timeline should include placement times, pressure, volume, refusal criteria.
3. A final confirmation of the effectiveness of the grouting should be made. This is typically accomplished by coring. The number of cores required, and depth shall be submitted to the engineer for approval prior to coring. If all the CSL tubes are still usable, a final CSL can be made for acceptance. The engineer of record for the design should be consulted for final acceptance.

Question: Per Sec 701.4.17.2.1 Installation of Pipes, “The pipes shall be filled with water and plugged or capped before shaft concrete is poured.” Why is this necessary?

The water in the tube helps to regulate the temperature of the CSL tube. Without the water, the tube will heat up from the hydrating concrete and cause de-bonding. This de-bonding from the concrete will cause erroneous CSL readings and show up as an anomaly. Typically, de-bonding is more prevalent in the upper 6 ft. of the tube. The water also serves a second purpose: it helps the energy transmission from the wall of the tube to the probes and vice versa.

Drilled shafts for non-bridge structures:

Drilled shafts for non-bridge structures are typically designed and constructed without casing. Permanent casing is not allowed except for special designs.

The shafts may be embedded into rock when soil overburden depth is inadequate for properly anchoring the foundation. If overburden soils are unstable and conduit access is not required in the perimeter of the shaft, temporary casing may be used with an oversized shaft to allow excavation into rock at the required diameter.





751.1.2.20 Substructure Type

Once the signed Bridge Memo and the Borings are received, the entire layout folder should be given to the Preliminary Detailer (requested by SPM, assigned by Structural Resource Manager). The Preliminary Detailer will copy the appropriate MicroStation drawings into their own directory. (Do not rename files) Consultants contact Structural Liaison Engineer. The Preliminary Detailer will then draw the proposed bridge on the plat and profile sheets. The bridge should also be drawn on the contracted profile for a perspective of the profile grade relative to the ground line for drainage considerations. The Preliminary Detailer will also generate a draft Design Layout Sheet and then return the layout folder to the Preliminary Designer for review.

The Preliminary Designer will then choose the substructure types for each of the bents. Pile cap bents without concrete encasement are less expensive than column bents but they should not be used at the following locations:

  • Where drift has been identified as a problem
  • Where the height of the unbraced piling is excessive and kl/r exceeds 120 (kl/r<120 is generally preferred) (take scour into account)
  • Where the bent is adjacent to traffic (grade separations)

Encased pile cap bents may be considered if economical. Embed concrete encasement 2 ft. (minimum) below the top of the lowest finished groundline elevation, unless a greater embedment is required for bridge scour. Greater embedment up to 5 or 6 ft. may be considered in situations where anticipated ground line elevation can fluctuate more severely. (Be sure to account for excavation quantities for deeper embedment.) Provision for encasing piles may be considered at the following locations:

  • Where drift is a concern and protection is required
  • Where larger radius of gyration is necessary and therefore improved buckling resistance for locations where the exposed unbraced column length is large
  • Not exclusively where the piles at the pile/wall interface may experience wet/dry cycles and/or excessive periods of ground moisture

For column bents, an economic analysis should be performed to compare drilled shafts to footings. Footings are not recommended for stream crossings where scour potential is identified. For grade separations, assume the top of drilled shaft casing is located at least one foot below the ground line. For shallow rock conditions, consideration should also be given to eliminating the cased portion of the shaft and placing the column directly over an oversized rock socket. Top of drilled shaft casing for stream crossings should consider the following criteria, and with SPM or SLE approval, select the appropriate elevation to balance risk for the anticipated conditions at time of construction:

  • 10-year flood elevation
  • 1 foot above ordinary high water elevation
  • Elevation of nearest overbank
  • 3 feet above low water elevation

End Bents are usually pile cap bents; however, if quality rock is abundant at or just below the bottom of beam elevation, a stub end bent on spread footings may be used. If you have any doubt about the suitability and uniformity of the rock, you can still use a pile cap end bent. Just include prebore to get a minimum of 10 ft. of piling. If you have concerns about temperature movements, you can require that the prebore holes be oversized to allow for this movement.

For any pile cap bents, where steel piles are to be placed near a fluctuating water line or near a ground line where aggressive soil conditions exist or anticipated to exist in the future, corrosion can result in substantial material loss in pile sections over time, either slowly or rapidly. Galvanized steel piling is required for all new pile cap bents to be used as a deterrent to both accelerated and incidental pile corrosion as commonly seen in the field. Further, conditions like known in corrosive soils, some stream crossings with known history of effects on steel piles and grounds subject to stray currents, these conditions should affect the decision of whether pile cap bents can be effectively utilized. The potential effects of corrosion and the potential deterioration from environmental conditions should always be considered in the determination and selection of the steel pile type and steel pile cross-section (size of HP pile or casing thickness), and in considering the long-term durability of the pile type in service.

Once the substructure type has been determined, re-examine your Preliminary Cost Estimate and notify the district if it needs to be adjusted.

Galvanized Steel Piles

Galvanizing shall be required for all steel piles. Utilizing galvanized steel piles and pile bracing members shall be in addition to the requirements of Standard Specifications Sec 702 except that protective coatings specified in Sec 702 will not be required for galvanized piles or galvanized bracing members.

Where galvanized steel piling is expected to be exposed to severe corrosive conditions, consideration can be given to increased steel pile thickness or consideration of a reduced loaded steel area for bearing, or conditions mitigated to prevent long term corrosivity risk . This equally applies to the potential corrosion and early deterioration of permanent steel casing used for drilled shafts though they are not required to be galvanized. For all cases, further consideration beyond normal practice should be given to investigating corrosion protection, rate of corrosion as it relates to steel thickness design and expected service life including galvanizing losses, corrosion mitigation or different substructure support in order to meet a 75 year or longer design life. For additional information refer to LRFD 10.7.5 and 10.8.1.5. Consult with the Structural Project Manager or Structural Liaison Engineer to determine options and strategy for implementation.

All Bridge and Retaining Wall Piles (For Example, abutment piles, wing wall piles, intermediate pile cap bent piles and pile cap footing piles)

All surfaces of piles shall be galvanized to a minimum galvanized penetration (elevation) or its full length based on the following guidance. The minimum galvanized penetration (elevation) shall be estimated in preliminary design and finalized in final design. The minimum galvanized penetration (elevation) or full length will be shown on the design layout.

Guidance for determining minimum galvanized penetration (elevation):

The designer shall establish the limits of galvanized structural steel pile (i.e., HP pile and CIP pile). All exposed pile plus any required length below ground shall be galvanized. Based on required galvanized pile length determine and show Minimum Galvanized Penetration (Elevation) or Full Length on the Design Layout and on the plans.

When glacial material or other hard material is identified in the geotechnical report discuss with SPM and consider galvanizing full length of pile to avoid the scenario where friction pile may potentially be cut-off once the geotechnical capacity is reached but the depth for galvanization is inadequate.

Required Pile
Galvanizing
For Nonscour		 Required Pile
Galvanizing
For Channel Scour		 Required Pile
Galvanizing
For Channel Migration
Estimated Pile Length ≤ 50 feet Full Length of Pile Full Length of Pile Full Length of Pile
Estimated Pile Length > 50 feet 20 feet (in ground)1 20 feet (in ground)1, but not less than 5 feet below max. scour depth. 20 feet (in ground)1, but not less than 5 feet below stream bed elev.
1 “In ground” is measured from finished ground line on intermediate bents, and bottom of beam cap for abutments.

For retaining walls supported on piles, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below bottom of wall for estimated pile length greater than 50 feet.

For bridge end bents on piles with embankments supported by MSE walls, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below top of leveling pad for estimated pile length greater than 50 feet.

Temporary Bridge Piles

Protective coatings are not required in accordance with Sec 718. Galvanized pile is not required. All HP piles driven to rock shall require pile point reinforcement.





751.1.2.24 Drilled Shafts

Drilled shafts are to be used when their cost is comparable to that of large cofferdams and footings. Other examples include when there are subsurface items to avoid (culverts, utilities, etc.) or when there are extremely high soil pressures due to slope failures.

Drilled shafts shall be constructed with a permanent casing and rock socketed.

The Final Foundation Investigation Report (or geotechnical report) for drilled shafts should supply you with the anticipated tip of casing, nominal tip resistance, nominal tip resistance factor, nominal side resistance, nominal side resistance factor as well as the recommended elevations for which the resistance values are applicable.

The Design Layout Sheet should include the following information:

  • Top of Drilled Shaft Elevation
  • Anticipated Tip of Casing Elevation
  • Anticipated Top of Sound Rock Elevation
Bent Elevation Nominal Axial Compressive Resistance
(Side Resistance) (ksf)		 Side Resistance Factor for
Strength Limit State		 Nominal Axial Compressive Resistance
(Tip Resistance) (ksf)		 Tip Resistance Factors for
Strength Limit States
 





751.4.1 Reinforced Concrete

Classes of Reinforced Concrete

Below are classes of concrete for each type or portion of structure:

Box Culverts B-1
Retaining Walls B or B-1
Superstructure (General) B-2
Curbs and Parapets B-1
Type A, B, C, D, G and H Barriers B-1
Sidewalks B-2
Raised Median B-2
Slabs B-2
Box Girders B-2
Deck Girders B-2
Prestressed Precast Panels A-1
Prestressed I - Girders A-1
Prestressed Double -Tee Girders A-1
Integral End Bents (Above lower construction joint) B-2
Semi-Deep Abutments (Above construction joint under slab) B-2
Substructure (General) B
Integral End Bents (Below lower construction joint) B
Non-Integral End Bents B
Semi-Deep Abutments (Below construction joint under slab) B
Intermediate Bents B (*)
Intermediate Bent Columns, End Bents (Below construction
joint at bottom of slab in Cont. Conc. Slab Bridges)		 B-1
Footings B
Drilled Shafts (except per Standard Plans 903.15) B-2
Drilled Shafts (per Standard Plans 903.15) B
Cast-In-Place Pile B-1
(*) In special cases when a stronger concrete is necessary for design, Class B-1 may be considered for intermediate bents (caps, columns, tie beams, web beams, collision walls and/or footings).
Unit Stresses of Reinforced Concrete
Class of Concrete Aggregate Maximumsize (Inches) Cement Factor (barrels percubic yard) f′c (psi) fc (psi) n (*) Ec (ksi)
A-1 3/4 1.6 (Min.) 5,000 2,000 6 4074
B 1 1.4 (Min.) 3,000 1,200 10 3156
B-1 1 1.6 (Min.) 4,000 1,600 8 3644
B-2 1 1.875 (Min.) 4,000 1,600 8 3644
(*) Values of n for computations of strength only.
Reinforcing Steel
Reinforcing Steel (Grade 60) Fy = 60 ksi






751.37.1.2 Materials

Commentary for EPG 751.37.1.2 Materials

Concrete used for drilled shaft for traffic structures in accordance with standard plan 903.15 shall be Class B concrete with minimum compressive strength, f’c = 3 ksi. For all other drilled shaft construction concrete shall be Class B-2 with minimum compressive strength, f’c = 4 ksi.





751.37.1.3 Casing

Commentary for EPG 751.37.1.3 Casing

Drilled shafts for bridge structures:

All drilled shafts shall have permanent casing installed through overburden soils to prevent caving of these soils during construction. Drilled shafts shall be socketed into bedrock. Welded or seamless steel permanent casing shall be in accordance with Sec 701.

Rock sockets shall be uncased.

Permanent Casing Thickness Design and Plan Reporting:

Any drilled shaft for a major bridge over a river or lake or any drilled shaft longer than 80 feet or any drilled shaft greater than 6 feet in diameter shall have a minimum casing thickness of 1/2 inch specified unless a greater thickness is required by design for strength. The thickness of casing in either case shall be shown on the bridge plans and noted as a minimum.
All other drilled shafts shall not have a minimum casing thickness specified unless a specific thickness is required by design for strength. The minimum thickness in the latter case shall be shown on the bridge plans and noted as a minimum.
For drilled shaft stiffness computations and load distribution analysis, use the minimum casing thickness required. When a minimum casing thickness is not required, assume a casing thickness of 3/8” for the analysis.






751.37.1.5 Related Provisions

Commentary for EPG 751.37.1.5 Related Provisions

The provisions of these guidelines were developed presuming that design parameters required to apply the provisions are established following current MoDOT site characterization protocols as described in EPG 321. Specific attention is drawn to EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation. The provisions provided in these guidelines presume that parameter variability, as generally represented by the coefficient of variation (COV), is established following procedures in EPG 321.3.

Sign structure drilled shaft supports are the exception. Sign structure standard drilled shafts are developed using assumed soil properties and following AASHTO LRFD Bridge Design Specifications 9th Edition for design. Site specific designs for drilled shafts for sign structure support may also follow AASHTO LRFD Bridge Design Specifications 9th Edition if there is not enough geotechnical information available to establish the COV.





751.37.1.6 Drilled Shaft General Detail Considerations

For Seismic detail requirements for seismic design category, SDC B, C and D, See EPG 751.9.1.2 LRFD Seismic Details.

Pay items shown in above table are for example only, show actual pay items and quantities in plan details for specific project.

Notes:

(1) Number of pipes (equally spaced) for Sonic Logging Testing (for bridge structures only):
Diameter ≤ 2.5 ft: 2 pipes
Diameter >2.5 ft but ≤ 3.5 ft: 3 pipes
Diameter >3.5 ft but ≤ 5.0 ft: 4 pipes
Diameter >5.0 ft but ≤ 8.0 ft: 5 pipes
Diameter >8.0 ft: 6 pipes
Single diameter reinforcing cage is typically used. Modify details based on design for single or multiple-diameter cages and splice location(s).
See EPG 751.37.1.3 for casing requirements for bridge structures and non-bridge structures.
When determining P bar diameter for barbill, assume 3/8” casing unless otherwise specified.
See EPG 751.50, G8, for notes to include for drilled shafts and rock sockets (starting at G8.1).
(2) See EPG 751.37.1.1 Dimensions and Nomenclature for Design Aid: Minimum Rock Socket Length.
(3) When difference between drilled shaft and column diameter is 6" a single reinforcement cage is typically used for the socket and shaft and the vertical reinforcement extends into the column. A separate column steel cage is then placed around the protruding shaft reinforcement without requiring an adjustment to minimum cover for rock socket or column reinforcement. When difference between drilled shaft and column diameter is 12” either the vertical column steel or dowels will need to be extended into the shaft or the cover in the socket and shaft will need to be increased to allow the shaft reinforcement to extend into the column. In the former scenario an optional construction joint is recommended as discussed in note 4 for oversized shafts. In the latter scenario the same number of vertical bars should be used in the shaft and column to allow the shaft bars to be tied to the column cage. Any reduction in cage diameter required for fit-up shall be considered in design.
(4) When difference between drilled shaft and column diameter is greater than 12" (oversized shaft generally 18" to 24" larger than column), show "Optional construction joint" at bottom of column/dowel reinforcement in the drilled shaft and use EPG 751.50 Standard Detailing Notes G8.8 and G8.9 in plan details.
Bridge Standard Drawings
(Drilled Shafts - DSS → As Built Drilled Shaft Data [DSS_01])
As Built Drilled Shaft Data (PDF)





751.37.2 General Design Procedure and Limit States

Commentary for EPG 751.37.2 General Design Procedure and Limit States

Drilled shafts should be sized (diameter and length) to support the required factored loads in the most cost effective manner possible without excessive deflections. The initial diameter and length of drilled shafts are generally established considering vertical loading at the strength limit state(s) according to EPG 751.37.3. The resulting shaft should then be evaluated at the axial and lateral serviceability limit states (settlement and lateral deflection) according to EPG 751.37.4 and EPG 751.37.5, where the shaft dimensions shall be adjusted if serviceability requirements are not satisfied.

The Strength Limit State and applicable Extreme Event Limit States shall be investigated when calculating the soil and structural resistance of the drilled shaft. The Service I Limit State shall be used when evaluating lateral deflection and settlement.

Guidance

There is one type of drilled shaft construction for bridge structures. There are three types of drilled shaft construction for non-bridge structures, but only two types need be considered for design. See EPG 751.37.1.3 Casing.

Drilled shafts for bridge structures:
Permanently cased shaft through soil and socketed into rock. A reduced shaft diameter for rock socket is required. This case shall be used for all MoDOT bridge structures. For axial loading and settlement computations substitute D with Ds and L with Ls which are equal to the diameter and length of the rock socket since the required resistance to loading and settlement are computed for segment of the shaft in rock only (Rock sockets to be installed through casing shall have diameters 6” less than the inside diameter of the casing to allow for clearance and insertion of rock excavation re-tooling equipment).
Drilled shafts for non-bridge structures:
1. Uncased shaft through soil and not socketed into rock. For axial loading and settlement computations use D = diameter of shaft.
2. Uncased shaft through soil and rock. Similar to (1) because the shaft diameter is assumed to be constant between soil and rock.
3. Temporarily cased shaft through soil with an uncased and reduced or same shaft diameter in rock. This method is optional for the contractor in limited scenarios and requires the shaft in soil to be oversized by six inches with respect to the shaft diameter shown on the plans.

Permanently cased shafts shall not be allowed to use frictional resistance of the soil for either a drilled shaft with or without a rock socket.

Temporarily cased shafts may use the frictional resistance of the soil only for the case where a rock socket is not used (see the Geotechnical Section).

Note on Definitions:

1. Where L,i is defined, Li shall mean the length of the shaft segment through soil or through rock.
2. Where L is defined, L shall mean overall shaft length including the length of the rock socket.





751.37.3 Design for Axial Loading at Strength Limit State

Commentary for EPG 751.37.3 Design for Axial Loading at Strength Limit State

Geotechnical resistance to axial loading at the relevant strength limit state shall be computed as the sum of tip resistance and side resistance unless conditions are present that may prevent reliable mobilization of tip resistance (e.g. karst conditions with known or likely voids that cannot be specifically identified or characterized). Shafts should be sized such that the factored geotechnical resistance to axial loads exceeds the factored axial loads:

RR=RsR+RpR≥γQ (consistent units of force) Equation 751.37.3.1

where:

RR = factored axial shaft resistance (consistent units of force),
RsR = factored side resistance (consistent units of force),
RpR = factored tip resistance (consistent units of force) and
γQ = factored load for the appropriate strength limit state (consistent units of force).

Tip resistance and side resistance shall be computed according to the provisions of EPG 751.37.3 for the material type(s) encountered. The Structural Project Manager or Structural Liaison Engineer shall be consulted before utilizing design methods other than those provided in EPG 751.37.3 for calculating the geotechnical resistance of drilled shafts.

The factored side resistance for drilled shafts shall be established from factored unit side resistance values for the relevant soil/rock conditions as provided in this article. For stratified ground conditions or where the shaft dimensions change (e.g. at tip of temporary casing for non-bridge structure, or at top of rock socket for bridge structure), the shaft shall be divided into segments with practically uniform shaft geometry and soil/rock properties and unit side resistance values determined for each shaft segment. The total factored side resistance shall then be computed as the sum of the factored resistance values for each shaft segment:

RsR=∑i=1n(qsR−i⋅As−i)=∑i=1n(ϕqs−i⋅qs−i⋅π⋅Di⋅Li) (consistent units of force) Equation 751.37.3.2

where:

n = number of shaft segments,
qsR−i=ϕqs−i⋅qs−i = factored unit side resistance for shaft segment i (consistent units of stress),
As−i=π⋅Di⋅Li = perimeter interface area for shaft segment i (consistent units of area),
ϕqs−i = resistance factor for unit side resistance along shaft segment i (dimensionless),
qs−i = nominal unit side resistance along shaft segment i (consistent units of stress),
Di = shaft diameter for shaft segment i (consistent units of length), and
Li = length of shaft segment i (consistent units of length).

ϕqs−i and qs−i shall be determined in accordance with the provisions of this article, based on the material type present along the respective shaft segment.

Side resistance shall generally be neglected or reduced, as recommended by the Geotechnical Section, over shaft segments with permanent casing and over any length of rock socket that is deemed unusable.

The factored tip resistance for drilled shafts shall be established from factored unit tip resistance values for the relevant soil/rock conditions as provided in this article. The appropriate tip resistance shall be established for the soil/rock located between the tip of the shaft and two diameters below the tip of the shaft. The factored tip resistance shall be computed as

RpR=qpR⋅Ap=ϕqp⋅qp⋅π⋅D24 (consistent units of force) Equation 751.37.3.3

where:

qpR=ϕqp⋅qp = factored unit tip resistance (consistent units of stress),
Ap=π⋅D24 = cross-sectional area of the shaft at the tip (consistent units of area),
ϕqp = resistance factor for unit tip resistance (dimensionless),
qp= nominal unit tip resistance (consistent units of stress), and
D = shaft diameter at the tip of the shaft (consistent units of length).

ϕqp and qp shall be determined in accordance with the provisions of this article, based on the material type present within a depth of 2D below the tip of the shaft.

Tip resistance shall be neglected, as recommended by the Geotechnical Section, when the shaft tip is located within karstic rock or other conditions where tip resistance cannot be reliably determined.

The specific methods and resistance factors for determining nominal and factored side and tip resistance shall be selected based on the material type(s) present along the sides and beneath the tip of the shaft:

  • EPG 751.37.3.1 shall generally be followed to estimate resistance for shafts in rock from results of uniaxial compression tests on intact rock core with uniaxial compressive strengths (qu ) greater than 100 ksf;
  • EPG 751.37.3.2 shall generally be followed to estimate resistance for shafts in weak rock from results of uniaxial compression tests on rock core with uniaxial compressive strengths (qu ) greater than 5 ksf but less than 100 ksf;
  • EPG 751.37.3.3 shall generally be followed to estimate resistance for shafts in weak rock from results of Standard Penetration Tests with equivalent N-values (Neq ) less than 400 blows/foot;
  • EPG 751.37.3.4 shall generally be followed to estimate resistance for shafts in weak rock from results of Texas Cone Penetration Tests with measured penetrations (TCP) greater than 1 inch/100 blows but less than 10 inches/100 blows;
  • EPG 751.37.3.5 shall generally be followed to estimate resistance for shafts in weak rock from results of Point Load Index Tests with Point Load Indices (Is(50) ) less than 40 ksf;
  • EPG 751.37.3.6 shall generally be followed to estimate resistance for shafts in cohesive soils with undrained shear strengths (su ) less than 5 ksf; and
  • EPG 751.37.3.7 shall generally be followed to estimate resistance for shafts in cohesionless soils.

Additional guidance on selection of specific methods and resistance factors based on the material types encountered is provided in the commentary to these guidelines.







751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils

Commentary for EPG 751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils

Side Resistance for Drilled Shafts in Cohesionless Soils

The nominal unit side resistance for shaft segments located in cohesionless soils shall be computed using the “β-method” as

qs=β⋅σv' (consistent units of stress) Equation 751.37.3.21

where:

qs = nominal unit side resistance for the shaft segment (consistent units of stress),
β = an empirical correlation factor (dimensionless) and
σ'v = average vertical effective stress for the soil along the shaft segment (consistent units of stress).

The value for β shall be taken as (O’Neill and Reese, 1999)

β=1.5−0.135z (for N60 ≥ 15) Equation 751.37.3.22a
β=N6015⋅(1.5−0.135z) (for N60 < 15) Equation 751.37.3.22b

where 0.25 ≤ β ≤ 1.2 and

z = depth below ground surface to center of shaft segment (ft.) and
N60 = average SPT N-value corrected for hammer efficiency (blows/ft).

If permanent casing is used, the side resistance shall be ignored for the cased portion.

The resistance factor ϕqs to be applied to the nominal unit side resistance shall be taken as 0.55 (LRFD Table 10.5.5.2.4-1).

Tip Resistance for Drilled Shafts in Cohesionless Soils

The nominal unit tip resistance for shafts founded on cohesionless soils shall be computed from corrected SPT N-values, N60 (O’Neill and Reese, 1999).

For N_60≤50:

qp=1.2⋅N60≤60ksf (ksf) Equation 751.37.3.23

where:

qp = nominal unit tip resistance for the shaft (ksf) and
N60 = average SPT N-value corrected for hammer efficiency (blows/ft).

For N60 ≥ 50:

qp=0.59⋅σv'⋅(N60(paσv'))0.8 (ksf) Equation 751.37.3.24

where:

qp = nominal unit tip resistance for the shaft (ksf),
N60 = average SPT N-value corrected for hammer efficiency (blows/foot),
pa = 2.12 ksf = atmospheric pressure (ksf).
σv' = vertical effective stress for the soil at the tip of the shaft (ksf).

Note that these expressions are dimensional so values must be entered in the units specified.

The resistance factor ϕqp shall be taken as 0.50 for Equation 751.37.3.23 and as 0.55 for Equation 751.37.3.24.







751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method

Commentary on EPG 751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method

Prediction of factored settlement due to factored service loads shall be determined as follows depending on the magnitude of factored loads relative to the magnitude of factored side and tip resistance:

If γQ≤RsR+0.1RpR:

δR=0.005⋅D⋅γQRsR+0.1RpR+δeR (consistent units of lengths) Equation 751.37.4.3

where:

γQ = factored load for the appropriate serviceability limit state (consistent units of force),
RsR = total factored side resistance determined according to the provisions of this article (consistent units of force),
RpR = factored tip resistance determined according to the provisions of this article (consistent units of force),
δR = factored total settlement of shaft due to factored service loads (consistent units of length),
D = shaft diameter (consistent units of length) and
δeR = factored elastic compression of the unsupported length of the shaft (consistent units of length).

If RsR+0.1RpR≤γQ≤RsR+RpR :

δR=0.005⋅D+0.045⋅D⋅(γQ−RsR−0.1RpR0.9⋅RpR)+δeR (consistent units of lengths) Equation 751.37.4.4

where:

γQ = factored load for the appropriate serviceability limit state (consistent units of force),
RsR = total factored side resistance determined according to the provisions of this article (consistent units of force),
RpR = factored tip resistance determined according to the provisions of this article (consistent units of force),
δR = factored total settlement of shaft due to factored service load (consistent units of length),
D = shaft diameter (consistent units of length) and
δeR = factored elastic compression of the unsupported length of the shaft (consistent units of length).

Note that if γQ≥RsR+RpR, the factored service load exceeds the maximum factored resistance of the shaft and the limit state cannot be satisfied without increasing the dimensions of the shaft.

The factored side resistance in Equations 751.37.4.3 and 751.37.4.4 shall be established from factored unit side resistance values for the relevant soil/rock conditions as provided in this article. For stratified ground conditions or where the shaft dimensions change, the shaft shall be divided into segments with practically uniform shaft geometry and soil/rock properties and unit side resistance values determined for each shaft segment. The total factored side resistance shall then be computed as the sum of the factored resistance values for each shaft segment:

RsR=∑i=1n(qsR−1⋅As−i)=∑i−1n(ϕδs−i⋅qs−i⋅π⋅Di⋅Li) (consistent units of force) Equation 751.37.4.5

where:

n = number of shaft segments,
qsR−i=ϕδs−i⋅qs−i = factored unit side resistance for shaft segment i (consistent units of stress),
As−i=π⋅Di⋅Li = perimeter interface area for shaft segment i (consistent units of area),
ϕδs−i = settlement resistance factor for side resistance along shaft segment i (dimensionless),
qs-i = nominal unit side resistance along shaft segment i (consistent units of stress),
Di = shaft diameter for shaft segment i (consistent units of length) and
Li = length of shaft segment i (consistent units of length).

Values for qs-i shall be determined in accordance with the provisions of EPG 751.37.3, based on the material type present along the respective shaft segments. Values for ϕδs−i shall be established as provided subsequently in this article. Side resistance shall generally be neglected or reduced, as recommended by the Geotechnical Section, over shaft segments with permanent casing and over any length of rock socket that is deemed unusable for consistency with evaluations performed for strength limit states.

The factored tip resistance in Equations 751.37.4.3 and 751.37.4.4 shall be established from factored unit tip resistance values for the relevant soil/rock conditions as provided in this article. The appropriate tip resistance shall be established for the soil/rock located between the tip of the shaft and a distance of 2D below the tip of the shaft. The factored tip resistance shall be computed as

RpR=qpR⋅Ap=ϕδp⋅qp⋅π⋅D24 (consistent units of force) Equation 751.37.4.6

where:

qpR=ϕδp⋅qp = factored unit tip resistance (consistent units of stress),
Ap=π⋅D24 = cross-sectional area of the shaft at the tip (consistent units of area),
ϕδp = settlement resistance factor for tip resistance (dimensionless),
qp = nominal unit tip resistance (consistent units of stress) and
D = shaft diameter at the tip of the shaft (consistent units of length).

The value for qp shall be determined in accordance with the provisions of EPG 751.37.3, based on the material type present within a depth of 2D below the tip of the shaft. The value for ϕδp shall be established as provided subsequently in this article. For consistency with evaluations for strength limit states, tip resistance shall be neglected, as recommended by the Geotechnical Section, when the shaft tip is located within karstic rock or other conditions where tip resistance cannot be reliably determined.

The factored elastic compression of the unsupported length of the shaft shall be determined as

δeR=γQ(L−Ls)ϕδe⋅EpAp (consistent units of length) Equation 751.37.4.7

where:

δeR = factored elastic compression of the unsupported length of the shaft (consistent units of length),
γQ = factored load for the appropriate serviceability limit state (consistent units of force),
L = overall shaft length (consistent units of length),
Ls = length of the rock socket (consistent units of length),
Ep = nominal modulus of elasticity for the shaft (consistent units of stress),
Ap = nominal shaft area (consistent units of area) and
ϕδe = settlement resistance factor for elastic compression of the shaft.

Values for the settlement resistance factor for elastic compression of the shaft shall be taken from Table 751.37.4.1 according to the operational importance of the structure.

Table 751.37.4.1 Settlement resistance factors for elastic compression of drilled shafts

Operational Importance Settlement Resistance Factor, Φδe
Minor or Low Volume Route 0.68
Major Route 0.64
Major Bridge <$100 million 0.61
Major Bridge >$100 million 0.60


Settlement Resistance Factors for Approximate Method for Drilled Shafts in Rock

Settlement resistance factors to be applied to side resistance for shaft segments through rock shall be determined from Figure 751.37.4.1.1 based on the coefficient of variation of the mean uniaxial compressive strength, COVqu‾. Values for COVqu‾ shall be determined in accordance with EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on rock shall similarly be determined from Figure 751.37.4.1.2 based on values for COVqu‾ that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2Ds below the tip of the shaft.

Fig. 751.37.4.1.1 Settlement resistance factors for side resistance of drilled shafts in rock from uniaxial compression test measurements using approximate method.
Fig. 751.37.4.1.2 Settlement resistance factors for tip resistance of drilled shafts in rock from uniaxial compression test measurements using approximate method.

Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core

Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.3 based on the coefficient of variation of the mean uniaxial compressive strength, COVqu‾. Values for COVqu‾ shall be determined in accordance with EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.4 based on values for COVqu‾ that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2Ds below the tip of the shaft.


Fig. 751.37.4.1.3 Settlement resistance factors for side resistance of drilled shafts in weak rock from uniaxial compression test measurements using approximate method.
Fig. 751.37.4.1.4 Settlement resistance factors for tip resistance of drilled shafts in weak rock from uniaxial compression test measurements using approximate method.

Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Standard Penetration Test Measurements

Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.5 based on the coefficient of variation of the mean equivalent SPT N-value, COVNeq‾. Values for COVNeq‾ shall be determined in accordance with EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation to reflect the variability of the mean equivalent N-value over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.6 based on values for COVNeq‾ that reflect the variability of the mean equivalent N-value over the distance 2Ds below the tip of the shaft.


Fig. 751.37.4.1.5 Settlement resistance factors for side resistance of drilled shafts in weak rock from Standard Penetration Test measurements using approximate method.
Fig. 751.37.4.1.6 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Standard Penetration Test measurements using approximate method.

Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Texas Cone Penetration Test Measurements

Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.7 based on the coefficient of variation of the mean TCP-value, COVTCP‾. Values for COVTCP‾ shall be determined in accordance with EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation to reflect the variability of the mean TCP-value over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.8 based on values for COVTCP‾ that reflect the variability of the mean TCP-value over the distance 2Ds below the tip of the shaft.


Fig. 751.37.4.1.7 Settlement resistance factors for side resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using approximate method.
Fig. 751.37.4.1.8 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using approximate method.

Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Point Load Index Test Measurements

Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.9 based on the coefficient of variation of the mean Is(50)-value, COVIs(50)‾. Values for COVIs(50)‾ shall be determined in accordance with EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation to reflect the variability of the mean Is(50)-value for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.10 based on values for COVIs(50)‾ that reflect the variability of the mean Is(50)-value for the rock over the distance 2Ds below the tip of the shaft.


Fig. 751.37.4.1.9 Settlement resistance factors for side resistance of drilled shafts in weak rock from Point Load Index Test measurements using approximate method.
Fig. 751.37.4.1.10 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Point Load Index Test measurements using approximate method.


Settlement Resistance Factors for Approximate Method for Drilled Shafts in Cohesive Soils

Settlement resistance factors to be applied to side resistance for shaft segments through cohesive soil shall be determined from Figure 751.37.4.1.11 based on the coefficient of variation of the mean undrained shear strength, COVsu‾. Values for COVsu‾ shall be determined in accordance with EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation to reflect the variability of the mean undrained shear strength for the soil over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on cohesive soil shall similarly be determined from Figure 751.37.4.1.12 based on values for COVsu‾ that reflect the variability of the mean undrained shear strength for the soil over the distance 2D below the tip of the shaft.


Fig. 751.37.4.1.11 Settlement resistance factors for side resistance of drilled shafts in cohesive soil from undrained shear strength measurements using approximate method.
Fig. 751.37.4.1.12 Settlement resistance factors for tip resistance of drilled shafts in cohesive soil from undrained shear strength measurements using approximate method.

For shafts founded in soft cohesive soils, consideration shall also be given to including additional settlement induced from time dependent consolidation of the soil.

Settlement Resistance Factors for Approximate Method for Drilled Shafts in Cohesionless Soils

Settlement evaluations for individual drilled shafts in cohesionless soils shall be designed according to applicable sections of the current AASHTO LRFD Bridge Design Specifications.







751.37.6.1 Reinforcement Design

Drilled shaft structural resistance shall be designed similarly to reinforced concrete columns. The Strength Limit State and applicable Extreme Event Limit State load combinations shall be used in the reinforcement design.

Longitudinal reinforcing steel shall extend below the point of fixity of the drilled shaft at least 10 ft. in accordance with LRFD 10.8.3.9.3 or the required bar development length whichever is larger.

If permanent casing is used, and the shell consists of a smooth pipe greater than 0.12 in. thick, it may be considered load carrying. An 1/8" shall be subtracted off of the shell thickness to account for corrosion. Casing could also be corrugated metal pipe. If casing is assumed to contribute to the structural resistance, the plans should indicate the minimum thickness of casing required.

Minimum clear spacing between longitudinal bars as well as between transverse bars shall not be less than five times the maximum aggregate size or 5 in. (LRFD 10.8.3.9.3).

For rock sockets use 3” min. clear cover. For drilled shafts for sign structure support, use 3” min. clear cover for all shaft diameters.

For longitudinal reinforcement, splicing shall be in accordance with LRFD 5.10.8.4.

For transverse reinforcement, lap splices for closed circular stirrups/ties shall be provided and staggered in accordance with LRFD 5.10.4.3. Lap length of 1.3 ld (Class B) for closed stirrups/ties shall be provided in accordance with LRFD 5.10.8.2.6d.

For lap length, see EPG 751.5.9.2.8.1 Development and Lap Splice General.







Commentary on EPG 751.37.1.3 Casing

Temporary or permanent casing is commonly required to support the shaft excavation during construction to prevent caving of overburden soils. Use of permanent casing generally simplifies construction by avoiding the need for multiple cranes to simultaneously place concrete and extract the casing and reduces the risk of problems during concrete placement. However, use of either temporary or permanent casing will generally reduce the side resistance of the constructed shaft over the cased length. Alternatives to use of casing for non-bridge structures include use of mineral or polymer slurry to maintain the stability of the excavation during construction, or use of no casing and no slurry when soil/rock conditions will permit the shafts to be constructed without caving of the excavation walls.

Permanent casing may also be required to provide structural resistance, especially when lateral loads are substantial (see EPG 751.37.6). For example, permanent casing may be required to:

  • Achieve the required flexural resistance of the drilled shaft
  • Resist large lateral loads for bridges located in seismic areas
  • Facilitate shaft construction through water
  • Support the shaft excavation when there is insufficient head room available for casing recovery






751.38.1.1 Dimensions and Nomenclature

Dimensions to be established in design include the bearing depth (depth to footing base) and the footing dimensions shown in Figure 751.38.1.1. Table 751.38.1.1 defines each dimension and provides relevant minimum and/or maximum values for the respective dimension.

Fig. 751.38.1.1 Nomenclature used for spread footings.

Table 751.38.1.1 Summary of footing dimensions with minimum and maximum values

Dimension Description Minimum Value Maximum Value Comment
D Column diameter 12” -- --
B Footing width D+24” -- Min. 3” increments
L Footing length D+24”1 -- Min. 3” increments
A Edge distance in width direction 12” -- --
A’ Edge distance in length direction 12” -- --
t Footing thickness 30” or D2 72” Min. 3” increments
1 Minimum of 1/6 x distance from top of beam to bottom of footing
2 For column diameters ≥ 48”, use minimum value of 48”. Sign support structures may utilize a minimum thickness of 24”.

The nomenclature used in these guidelines has intentionally been selected to be consistent with that used in the AASHTO LRFD Bridge Design Specifications (AASHTO, 2009) to the extent possible to avoid potential confusion with methods provided in those specifications. By convention, references to other provisions of the MoDOT Engineering Policy Guide are indicated as “EPG XXX.XX” throughout these guidelines where the Xs are replaced with the appropriate article numbers. Similarly, references to provisions within the AASHTO LRFD Bridge Design Specifications are indicated as “LRFD XXX.XX”.





751.38.1.2 General Design Considerations

Commentary for EPG 751.38.1.2 General Design Considerations

Footings shall be founded to bear a minimum of 36 in. below the finished elevation of the ground surface. In cases where scour, erosion, or undermining can be reasonably anticipated, footings shall bear a minimum of 36 in. below the maximum anticipated depth of scour, erosion, or undermining.

Footing size shall be proportioned so that stresses under the footing are as uniform as practical at the service limit state.

Long, narrow footings supporting individual columns should be avoided unless space constraints or eccentric loading dictate otherwise, especially on foundation material of low capacity. In general, spread footings should be made as close to square as possible. The length to width ratio of footings supporting individual columns should not exceed 2.0, except on structures where the ratio of longitudinal to transverse loads or site constraints makes use of such a limit impractical. For spread footings supporting overhead sign structures the length to width ratio of footings supporting individual columns may be as high as 4.0.

Footings located near to rock slopes (e.g. rock cuts, river bluffs, etc.) shall be located so that the footing is founded beyond a prohibited region established by a line inclined from the horizontal passing through the toe of the slope as shown in Figure 751.38.1.2. The boundary of the prohibited region shall be established by the Geotechnical Section. For the purposes of this provision, the toe of the slope shall be the point on the slope that produces the most severe location for the active zone. Exceptions to this provision shall only be made with specific approval of the Geotechnical Section and shall only be granted if overall stability can be demonstrated as provided in EPG 751.38.7.

Fig. 751.38.1.2 Prohibited region for spread footings placed near rock slopes unless exception is specifically approved by MoDOT Geotechnical Section.

Footings located near to soil slopes shall be evaluated for overall stability as provided in EPG 751.38.7 unless they are located a minimum distance of 2B beyond the crest of the slope.







751.38.1.3 Related Provisions

The provisions in these guidelines were developed presuming that design parameters required to apply the provisions are established following current MoDOT site characterization protocols as described in EPG 321. Specific attention is drawn to EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation. The provisions provided in this subarticle presume that parameter variability, as generally represented by the coefficient of variation (COV), is established following procedures in EPG 321.3.

Sign structure spread footing supports are the exception. Sign structure standard spread footings are developed using assumed soil properties and following AASHTO LRFD Bridge Design Specifications 9th Edition for design. Site specific designs for spread footings for sign structure support may also follow AASHTO LRFD Bridge Design Specifications 9th Edition if there is not enough geotechnical information available to establish the COV.






751.38.8.3 Details

Hooks at the end of reinforcement are not required for spread footings supporting sign structures. Include reinforcement near the top of spread footings supporting sign structures as required for uplift and in accordance with design requirements.





G8. Drilled Shaft

(G8.1) Include underlined portion when a minimum thickness is required and shown on the plans as minimum.

Thickness of permanent steel casing shall be as shown on the plans and in accordance with Sec 701.

(G8.2) Note may not be required with drilled shafts for high mast tower lighting.

An additional 4 feet has been added to V-bar lengths and additional __-#_-P___ bars have been added in the quantities, if required, for possible change in drilled shaft or rock socket length. The additional V-bar length shall be cut off or included in the reinforcement lap if not required. The additional P bars shall be spaced similarly to that shown in elevation, if required, or to a lesser spacing if not required, but not less than 6-inch centers.

(G8.3) Note not required with drilled shafts for high mast tower lighting.

Sonic logging testing shall be performed on all drilled shafts and rock sockets.

(G8.4) Note to be used only with Drilled Shafts for High Mast Tower Lighting.

Drilling slurry, if used, shall require desanding.

(G8.5) Note to be used only with Drilled Shafts for High Mast Tower Lighting. Drilled shaft diameter is required to be at least 21 in. greater than the largest anticipated anchor bolt circle diameter per the DSP - High Mast Tower Lighting.

The following non-factored base reactions were used to design the drilled shafts for the       ft. high mast lighting towers: overturning moment = * kip-foot, base shear = * kip and axial force = * kip.
 *Values used in the design of the drilled shaft.

(G8.6) Use the following note only when the tops of drilled shafts are ≤ 3'-0" below the ground surface at centerline column / drilled shaft. Otherwise excavation quantity to the top of drilled shafts needs to be figured. Excavation diameter limit will be the 3'-0" larger than the column diameter above the drilled shaft.

The cost of any required excavation to the top of the drilled shafts will be considered completely covered by the contract unit price for other items.

(G8.7)

The tip of casing shall not extend into the rock socket elevation range reported in the Foundation Data table without approval by the engineer.

(G8.8) Use the following note when non-contact or contact lap is required at the top of drilled shaft between column/dowel reinforcement and drilled shaft reinforcement.

Column or dowel reinforcement shall be placed prior to pouring drilled shaft concrete in the area of the lap. Dowel bar or column reinforcement shall not be inserted after drilled shaft pour is complete.

(G8.9) For oversized shafts, use the following note in conjunction with callout for optional construction joint near top of drilled shaft.

Remove sediment laitance and weak concrete to sound concrete prior to setting column/dowel reinforcement if optional construction joint is used.






Category:901 Lighting

Nonstandard Lighting Structures

If any lighting installation being considered will use a special or nonstandard structure or with dimensions exceeding those shown in the Standard Plans, Traffic should be consulted early in the project planning regarding the installation’s feasibility and necessary contract provisions. Examples of this situation are high mast lighting and exceeding lengths on the Standard Plans.

Since designing details for nonstandard installations is typically performed by an outside engineer employed by the contractor or producer and is certified to MoDOT, the project contract documents must include appropriate requirements about the design standards used. Since structures beyond MoDOT's standard designs are involved, a performance-based specification of the design signed and sealed by a Missouri Registered Professional Engineer is needed from the contractor. Certification to the current AASHTO Standard Specifications for Structural Supports for Highway Signs, Luminaires and Traffic Signals including the latest fatigue provisions is required. For standard detailing notes regarding drilled shafts for High Mast Tower Lighting, see [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.4 and G8.5].







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.

For standard detailing notes regarding drilled shafts for High Mast Tower Lighting, see [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.4 and G8.5].







REVISION REQUEST 4176

616.19.7 Traffic Pacing/Rolling Roadblock

Forms

Traffic pacing/rolling roadblock is a traffic control technique that facilitates short duration overhead work operations by pacing traffic at a safe slow speed for a predetermined distance upstream of the work area, rather than being completely stopped. The pacing of vehicles shall be controlled by pilot vehicles (law enforcement vehicles with blue lights flashing, or protective vehicles) driven by uniformed law enforcement, MoDOT personnel, or contractor personnel. Any on-ramps or other access points between the beginning point of the pacing area and the work area shall be blocked until the pilot vehicles have passed. Two-way radios shall be used to provide constant communication between the pilot vehicles, MoDOT and/or contractor’s workers, and the project engineer. Advanced signing warning motorists of the traffic pacing/rolling roadblock area may also be provided.

The most applicable location for this technique is on high-volume/high-speed urban and rural freeways and other multi-lane access controlled facilities for work such as overhead utility work, installing overhead sign structures, replacing sign panels, placing bridge girders, installing cantilever trusses, installing traffic counters, etc. Utilizing traffic pacing/rolling roadblock for other types of work should be discussed with the district Work Zone Coordinator before being allowed.

Preparation of a traffic pacing/rolling roadblock design shall be completed to plan and provide adequate work time to complete the short duration work. Based on the required work time and other inputs such as traffic volumes, regulatory speed and pacing speed, the traffic control plan defines the allowable pacing hours, pacing distance, location of warning signs, interchange ramp closures and other critical information. The Traffic Pacing/Rolling Roadblock Worksheet shall be used when planning to use this traffic control technique, in order to calculate the pacing distance and the time intervals during which a pacing operation may be allowed. Also refer to the Staging Plan Details and Traffic Pacing/Rolling Roadblock Changeable Message Signs Layout.






REVISION REQUEST 4179

136.7.3.1.2.1.8 Bridge Material Inspection/Acceptance

The LPA has the option to conduct the inspection at a fabrication shop during the manufacturing of fabricated bridge elements being supplied for the job. When the LPA decides not to inspect at the fabrication shop, the following specifications regarding acceptance of fabricated structural members shall be included (when appropriate) as job special provisions in the specification documents for the two classes of structural members shown below. The language for these JSPs is available from MoDOT.

136.7.3.1.2.1.8.1 Acceptance of Precast Concrete Members and Panels

The following procedures have been established for the acceptance of precast concrete girders, slab panels, MSE wall systems, and other structural members. Shop drawings shall be submitted for review and approval to the engineer of record for the local public agency (LPA). The approval is expected to cover only the general design features, and in no case shall this approval be considered to cover errors or omissions in the shop drawings. The LPA or their engineer of record has the option of inspecting the precast units during fabrication or requiring the fabricator to furnish a certification of contract compliance and substantiating test reports. In addition, the reports shown below shall be required.

  • Certified mill test reports, including results of physical tests on the prestressing strands in reinforcing steel, as required.
  • Test reports on concrete cylinder breaks.

The LPA or their engineer of record shall verify and document that the dimensions of the precast units were checked at the jobsite and found to be in compliance with the shop drawings.

136.7.3.1.2.1.8.2 Acceptance of Structural Steel

The following procedures have been established for the acceptance of structural steel. Shop drawings in accordance with Sec 1080.3.2 shall be submitted for review and approval to the engineer of record for the Local Public Agency (LPA). The approval is expected to cover only the general design features, and in no case shall this approval be considered to cover errors or omissions in the shop drawings. It is recommended that the contract documents contain provisions that the contractor shall utilize a fabricator that meets the appropriate American Institute of Steel Construction (AISC) certification provisions as outlined in Sec 1080.3.1.6. Additional information regarding the AISC certification program can be found on the AISC website.

All welding operations, including material and personnel, shall meet the American Welding Society (AWS) specifications as specified in Sec 1080.3.3.4. The LPA or their engineer of record has the option of inspecting the steel units during fabrication or requiring the fabricator to furnish a certification of contract compliance and substantiating test reports. In addition, the reports shown below shall be required.

  • Certified mill test reports, including results of chemical and physical tests on all structural steel as furnished.
  • Non-destructive testing reports.
  • Verification of the girder camber, sweep, and other blocking data.
  • Verification of coating operations.

The LPA or their engineer of record shall verify and document that the dimensions of the structural steel units were checked at the jobsite and found to be in compliance with the shop drawings.







712.1.4.1.3 Shear Connector Welding

Current practices by the contractor may utilize the installation of shear connectors by field personnel. Most shear connector welding is completed by an automated welding process. AWS does not have a qualification procedure established in QC7. Instead, welders shall be qualified in accordance with AWS D1.5: 2025, Bridge Welding Code, Clause 9.7 by MoDOT field personnel. Shear connector welders shall be qualified by conducting a preproduction test. This test involves the welder welding two shear connectors to a test plate or to the production plate. The test specimens shall be visually inspected to ensure a full 360° weld. After the welds have cooled, the shear connectors shall then be bent to an angle of approximately 30° from the original axis by either striking with a hammer or placing a pipe over the shear connector and then bending. If the shear connector does not exhibit a complete weld or a failure occurs in the weld of either shear connector, the welder shall adjust the automatic welding machine and retest on a separate weld test plate. The welder may not retest on the actual production plate.

Before shear connector production welding in the field begins with a particular welder set-up, a specific shear connector size or type, and at the beginning of production for a particular shift or day, a preproduction test shall be conducted. The preproduction test shall be conducted on the first two shear connectors welded to the production plate or may be conducted on a separate test plate of the same thickness (+/- 25%). The acceptance method is the same as given earlier for the welder test.

Once shear connector production welding has commenced, any welds that do not exhibit the full 360° weld may be repaired using a 5/16 in. fillet weld for shear connector diameters up to one inch and 3/8 in. for diameters greater than one inch. The repair weld shall extend 3/8 in. beyond the end of the area to be repaired.

Additional verification of shear connector welds in the field will be performed by sounding a random 25% of the shear connectors on the girder/beam with a sledge hammer. The field inspector will also sound 25 percent of the shear connectors used on expansion device(s) whether shop or field installed. A sharp ping sound is heard on a good weld. A thud sound will occur if the weld is possibly not sufficient and a bent test needs to be performed on this shear connector. A random 5% of all shear connectors will be bent to an approximately 30° from the original axes to verify the integrity and welding of the shear connector. If a failed weld is discovered, all adjacent connectors shall be tested. Particular emphasis on testing shall be at the start-up of the welding operation. Once an acceptable welding process is established, any weld failures should be rare. For a large bridge with many shear connectors, the 5% testing rate may be decreased at the engineer’s discretion. Any failed welds shall be ground off, base metal pull outs repaired by approved weld procedures, weld surface ground flush and a replacement shear stud installed.

On a re-deck project, some shear connectors may be bent from the deck removal or from the original construction testing. These shear connectors do not have to be replaced or straightened. Shear connectors on new or re-deck projects may also need to be field bent to accommodate expansion joints, rebar conflicts or other construction needs. If a shear connector is severely bent where concrete coverage is compromised, the shear connector shall be removed and replaced.






751.5.9.3.3 Fracture Control Plan (FCP)

ANSI/AASHTO/AWS D1.5: 2025, Bridge Welding Code, Clause 12, Fracture Control Plan (FCP) for Nonredundant Members shall apply to fracture critical non-redundant members.

Main elements and components whose failure is expected to cause the collapse of the bridge shall be designated as failure-critical, and the associated structural system as non-redundant. Examples of non-redundant members are flange and web plates in one or two girder bridges, main one-element truss members and hanger plates.

For non-redundant steel structures or members, the designer shall determine which, if any, component is a Fracture Critical Member (FCM). The location of all FCMs shall be clearly delineated on the design plans.

FCMs are defined as tension members or tension components of bending members (including those subject to reversal of stress), the failure of which would be expected to result in collapse of the bridge. The designation "FCM" shall mean fracture critical member or member component. Members and components that are not subject to tension stress under any condition of live load are not fracture critical.

Any attachment welded to a tension zone of an FCM shall be considered an FCM when any dimension of the attachment exceeds 4 inches in the direction parallel to the calculated tensile stress in the FCM. Attachments designated FCM shall meet all requirements of FCP. All welds to FCMs shall be considered fracture critical and shall conform to the requirements of FCP. Welds to compression members or the compression area of bending members are not fracture critical.

FCMs shall be fabricated in accordance with FCP. Material for FCM shall be tested in accordance with AASHTO T243 (ASTM A673), Frequency P. Material for components not designed as fracture critical shall be tested in conformance with AASHTO T243 (ASTM A673), Frequency H. Sec 712 and FCM Special Provisions will include additional requirement for material, welding, inspection and manufacturing.

Notes EPG 751.50 Miscellaneous A5.1 and H1.23b Structural Steel for Wide Flange Beams and Plate Girder Structures shall be placed on contract plans as required.







REVISION REQUEST 4180

104.2 Project Scoping

Related Information
Figure

Project Scoping is a process that is used to clearly define transportation needs and to determine the appropriate means to address them. This involves determining the root causes of the need, developing a range of possible solutions to address the need, choosing the best solution, setting the physical limits of the project, accurately estimating the cost of the project, and forecasting the delivery schedule of the project.

The purpose of project scoping is to develop the most complete, cost effective solutions, as is practical, early in the project development process. This is foundational to avoiding major design changes, large estimate adjustments, and last minute project changes later in the project development process. With proper project scoping, such changes will be minimized and will have reduced impacts on the overall project. Proper project scoping of all needs leads to a more balanced, consistent construction program.

After the elements and limits of a project become clearly defined by the project scoping process, it becomes necessary to develop a project agreement if elements of the project are to be shared between the Commission and other public agencies or private interests.

Project scoping should not be thought of as a separate, stand-alone process from the project development process. It is, instead, the initial stage of the project development process where the details of appropriate solutions are developed. Project scoping begins with the delivery of the need to the project manager and continues until the elements and limits of a project become so well-defined that accurate costs and project delivery schedules can be forecast. A project scoping process flowchart depicting the project scoping process is available.

Guidance for Coring and Overlays on Bridge Decks as Part of the Project Scoping Phase provides information to be used when scoping bridge rehab and resurfacing projects to obtain accurate representations of overlay thicknesses across bridges.







751.1.3.2 Documentation

A structural rehabilitation checklist shall be required for determining the current condition and documenting all needed improvements regardless of budget restraints. It is critical to control future growth in project scope or cost overruns during construction that is checklist captures all needed repairs using accurate quantities corresponding to contract bid items. Staff responsible for filling out checklist should contact the Bridge Division if assistance is needing in correlating deterioration with appropriate contract bid items.

A deck test is not required but may be useful in determining the most appropriate wearing surface for bridges with deck ratings of 5 or 6.

A pull off test is not required but may be useful in determining the viability of polymer wearing surface.

Both deck tests and pull off tests are performed by the Preliminary and Review Section.

A Bridge Memorandum shall be required for documenting proposed construction work and estimated construction costs for district concurrence.

A Design Layout shall be required only for widening projects where there is proposed foundation construction.

Guidance for Coring and Overlays on Bridge Decks as Part of the Project Scoping Phase provides information to be used when scoping bridge rehab and resurfacing projects to obtain accurate representations of overlay thicknesses across bridges.







EPG 104.6 Forms Box

Checklists for Core Teams
Other Documentation







EPG 751.1.1 Forms Box

Forms
Other Documentation





REVISION REQUEST 4181

614.3 Laboratory Testing Guidelines for Sec 614 (do not copy title to EPG)


This article establishes procedures for Laboratory testing and reporting samples of grates, bearing plates, bolts, nuts and washers. No Laboratory tests are required for automatic floodgates, manhole frames and covers or curb inlets. Refer to Sec 614 for MoDOT's specifications.

614.3.1 Procedure

Grates and bearing plates shall be tested for weight (mass) of zinc coating according to AASHTO M111. Bolts, nuts and washers shall be tested for weight (mass) of zinc coating according to AASHTO M232. If mechanically galvanized, the coating thickness, adherence and quality requirements shall be in accordance with ASTM B695, Class 55. Refer to Field determination of weight of coating for additional information concerning the testing of bolts, nuts, and washers for weight (mass) of zinc coating. All test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AASHTOWARE Project (AWP).

614.3.2 Sample Record

The sample record shall be completed in AWP as described in AWP MA Sample Record, General and shall indicate acceptance, qualified acceptance or rejection. Appropriate remarks, as described in EPG 106.20 Reporting, are to be included in the remarks to clarify conditions of acceptance or rejection. Test results shall be reported on the appropriate templates under the Tests tab.








712.2.3.1 High Strength Bolts

All bolts, nuts, and washers should be from a PAL supplier in accordance with Pre-Acceptance Lists (PAL). If a supplier proposes to furnish structural steel connectors and is not on PAL, a request is to be made to the Construction and Material Division for acceptance into the PAL program. Once satisfactory submittals have been received, the supplier will be placed on the PAL. Bolts, nuts, and washers, for use other than bridge construction and in quantities less than 50, may be accepted from a PAL supplier without a PAL identification number.

712.2.3.1.1 Manufacturer's Certification. Bolts and nuts specified to meet the requirements of ASTM A307 shall be accompanied by a manufacturer's certification statement that the bolts and nuts were manufactured to comply with requirements of ASTM A307 and, if required, galvanized to comply with requirements of ASTM F2329 or were mechanically galvanized and meet the coating thickness, adherence, and quality requirements of ASTM B695, Class 55. Certification shall be retained by the shipper. A copy should be obtained when sampling at the shipper and submitted with the samples to the lab.

All bolts, nuts and washers are to be identifiable as to type and manufacturer. Bolts, nuts, and washers manufactured to meet ASTM A307 will normally be identified on the packaging since no special markings are required on the item. Dimensions are to be as shown on the plans or as specified.

Weight (mass) of zinc coating, when specified, is to be determined by magnetic gauge in the same manner as described for bolts and nuts in EPG 1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material.

Samples for Laboratory testing are only required when requested by the State Construction and Materials Engineer, or when field inspection indicates questionable compliance. Samples shall be taken according to EPG 712.2.3.2.1.1 ASTM A307 Bolts.

712.2.3.1.2 High strength bolts, nuts, and washers specified shall meet the requirements of ASTM F3125 Grade A325. Bridge plans may also specify ASTM F3125 Grade 144 or A490 or ASTM F3148 Grade 144 high strength bolts. Field inspection shall include examination of the certifications or mill test reports; checking identification markings; and testing for dimensions. The certifications or mill test reports, conforming to EPG 712.2.3.1.1 Manufacturer's Certification, shall be retained in the district office. Samples for Laboratory testing shall be taken and submitted in accordance with EPG 712.2.3.2.1.2 ASTM F3125 Grade A325, 144 or A490 Bolts and ASTM F3148 Grade 144 Bolts.







712.3.2.1 Chemical Tests - Bolts, Nuts, and Washers

Thickness of coating shall be determined in accordance with ASTM F2329 or where mechanically galvanized shall meet the coating thickness, adherence, and quality requirements of ASTM B659, Class 55. Chemical analysis of the base metal shall be determined, when requested, according to Laboratory Testing Guidelines for Sec 1020. Original test data and calculations shall be recorded in Laboratory workbooks.






751.36.4.1 Structural Steel HP Pile - Details

[MS Cell]

Use standard seismic anchorage detail for all HP pile sizes. Modify detail (bolt size, no. of bolts, angle size) if seismic and geotechnical analyses require increased uplift resistance. Follow AASHTO 17th Ed. LFD or AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS).






751.50 Standard Detailing Notes

Copy each note singly to the EPG

(D1.2b) All ASTM A307 bolts and their accompanying hex nuts and washers and all ASTM A449 Type 1 studs and their accompanying heavy hex nuts shall be galvanized in accordance with ASTM F2329.

(G7.2) [MS Cell] Use with Pile Seismic Anchor Detail.

Angles shall be coated with a minimum of two coats of non-aluminum epoxy mastic primer to provide a dry film thickness of 4 mils minimum, 8 mils maximum, or galvanized in accordance with Sec 1081. Bolts, washers and nuts shall be galvanized in accordance with ASTM F2329.

(H3.2)

Anchor bolts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.

(H3.7)

Anchor bolts, hardened washers and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.

(H3.16)

Anchor bolts, hardened washers and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.

(H3.26) Remove underline portion when superstructure is galvanized or where weathering steel is not being coated.

Anchor bolts and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.

(H3.46) Remove underline portion when superstructure is galvanized or where weathering steel is not being coated.

Anchor bolts and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.

(H3.92)

Anchor bolts and hardened washers shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.

(H4.2.2)

Anchor bolts and nuts shall be ASTM F1554 Grade 55. Anchor bolts, nuts and washers shall be galvanized in accordance with AASTM F2329, or ASTM B695, Class 55.

(H4.10) Use for all conduits when conduit clamps are required.

All conduits shall be secured to concrete with nonmetallic clamps at about 5'-0" cts. Concrete anchors for clamps shall be in accordance with Commercial Item Description (CID) A-A-1923A and shall be galvanized in accordance with ASTM F2329, ASTM B695, Class 55 or stainless steel. Minimum embedment in concrete shall be 1 3/4". The supplier shall furnish a manufacturer's certification that the concrete anchors meet the required material and galvanizing specifications.

(H7.7) Use underlined portion with weathering steel girders and beams. Note not required for continuous concrete slab bridges.

All bolts, hardened washers, lock washers and nuts shall be galvanized in accordance with ASTM F2329, except as shown.

(H9.48)

All anchor bolts, studs, nuts, and washers shall be galvanized in accordance with ASTM F2329.







901.18.1 Procedure

Bolts, Nuts, and Washers

Chemical tests consisting of thickness of coating shall be determined according to ASTM F2329. Original test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AASHTOWARE Project (AWP).

Physical tests shall be conducted according to EPG 712.3.2.2 Physical Tests - Bolts and Nuts. Test results and calculations shall be recorded through AWP.

Polyurethane Foam

Tests on samples of polyurethane foam shall be conducted in accordance with the following methods:

(a) Compressive Strength - ASTM D1621
(b) Density - ASTM D1622

Test results and calculations shall be recorded through AWP.







902.28.1.1 Chemical Tests

Thickness of coating shall be determined according to ASTM F2329. Original test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AASHTOWare.







903.22.1.1 Bolts, Nuts and Washers

Chemical tests, consisting of thickness of coating, shall be determined according to ASTM F2329. Chemical analysis of the base metal shall be determined, when requested, according to EPG 1020.8.1.1 Chemical Tests. Original test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AASHTOWare.

Physical tests shall be conducted according to EPG 712.3.2.2 Physical Tests - Bolts and Nuts. Original test results and calculations shall be recorded through AASHTOWare.







1023.2.4 Bolts and Nuts

Bolts and nuts are to be accepted on the basis of a certified mill test report and field inspection. Samples need to be submitted to the Central Laboratory only when field inspection indicates questionable compliance.

Bolts and nuts for use in structural plate pipe and pipe-arch are high-strength and require markings on the bolt heads and on the nuts. The required identification markings may be found in the applicable ASTM specification. The bolts and nuts are to be accompanied by a certified mill test report from the manufacturer, showing complete chemical and physical tests for the material and a statement that they were galvanized in accordance with ASTM F2329, or were mechanically galvanized and meet the coating thickness, adherence, and quality requirements of ASTM B695, Class 55.

The bolts, nuts, and washers, when used, are to be tested for weight (mass) of coating with a magnetic gauge in the same manner as described in the paragraph below, except a smaller number of readings may be taken due to size and shape of the item. Samples selected for testing are to be taken at the frequency and of the size shown in the table below.

Samples of the bolts, nuts, and washers may be submitted to the Central Laboratory for weight (mass) of coating, chemical analysis, dimensions, and physical testing if field inspection indicates questionable compliance. Tension tests may not be possible, depending on the length of bolt and shape of bolt shoulder, however hardness can be determined. When samples are submitted to the Laboratory, a copy of the mill test report should accompany the sample. Samples for Laboratory testing are taken at the following rate:

Number of pieces in a lot to be taken as a sample
Lot Size Sample Size
0-800 3
801-8,000 6
8,001-22,000 9
22,001 + 15







1040.2.2 Bolts, Nuts, and Washers

Bolts, nuts and washers intended for use in beam connections and splices may be accepted by Brand Registration Guarantee or by an acceptable certification. Regardless of the type of acceptance documentation, field inspection performed shall include an examination of certifications and testing for weight (mass) of coating and dimensions. It will only be necessary to submit samples to the Laboratory when requested by Construction and Materials or when field inspection indicates questionable compliance. When samples are taken, take them at the frequency and size shown in Table 1040.2.1.2.

Post and splice bolts, nuts and washers furnished by a fabricator listed in Table 1040.2.1.1 require no additional documentation. Those not covered by Brand Registration and Guarantee must be accompanied by a certification or mill test report. Bolts and nuts specified meeting the requirements of ASTM A307 shall be accompanied by a manufacturer's certification statement that the bolts and nuts were manufactured to comply to the requirements of ASTM A307 and galvanized to comply to the requirements of AASHTO M 232 or were mechanically galvanized and meet the coating thickness, adherence, and quality requirements of ASTM B695, Class 55.

Markings are not required on bolts and nuts meeting ASTM A307. All bolts and nuts should be identifiable as to type and manufacturer whether the information is shown on a container or on the bolts and nuts.

Field determination of weight (mass) of coating is to be made on each lot of material furnished. Test procedures and conditions of acceptance or rejection shall be as described in Field determination of weight (mass) of coating with the following modifications:

Due to the size and shape of the material being tested, it will only be necessary to obtain a minimum of three readings of the magnetic gauge on a bolt to determine a single-spot test result and at least five readings on a nut or washer. Since the minimum sampling frequency is three bolts or three nuts or three washers, it will always be possible to obtain at least three single-spot test results from which to calculate an average coating weight (mass) and minimum coating weight (mass) for reporting and applying the specification requirements.

Dimensions of bolts, nuts and washers are to be as shown on the Standard Drawings or as specified.






REVISION REQUEST 4184

903.16.3 Types of Fabricated Signs

Support. There are two types of sign substrate materials used by MoDOT - extruded aluminum panels and flat sheet aluminum. From these materials there are four types of signs fabricated - structural (ST) and structural fluorescent (STF), which are made from extruded aluminum panels, as well as flat sheet (SH) and flat sheet fluorescent (SHF).

Flat sheet signs are made from single pieces of flat sheet aluminum, usually one-piece units, with the thickness of the aluminum sheet varying based on the size of the sign, and have several available thicknesses as indicated in the standard plans.

Structural signs are fabricated using extruded aluminum panels. This sign fabrication method is used for signs 6 ft. wide or wider, and signs 30 sq. ft. in area and larger due to the structural strength of the extruded panels. Extruded panels are composed of 1-ft. tall "E" shaped aluminum substrate, assembled to a desired height and cut to a uniform width for each sign. These panels are bolted together to form the larger “sign blank” substrate needed for structural signs. 6-in. tall “C” shaped panels are also used in limited applications where the sign’s vertical dimension has a 6-in. increment, such as exit number plaques on guide signs.

There are two types of retroreflective sheeting used by MoDOT:

  • MoDOT Type IV High Intensity Prismatic - this sheeting is used for the background for all signs, except orange work zone, yellow warning and yellow-green school signs.
  • MoDOT Type IX or XI Prismatic - this sheeting is used for all direct applied legends used on guide signs. It is also used for the background sheeting for orange work zone, yellow warning, and yellow-green school signs as MoDOT uses the fluorescent versions of these colors that are only available in this sheeting type.

See MoDOT Standard Plans 903.02 for details on sign substrate and retroreflective sheeting.







903.16.4.4 Ground-Mounted Sign Support Selection

Support. The majority of MoDOT signs are installed and supported on one of 5 types of ground-mounted sign supports or signposts. The selection of signpost is based on many factors, but primarily on the size of sign being installed and the type of roadway the sign is being installed along. There is some overlap in signpost applications; more than one signpost may be applicable to a given installation. The final selection of the post type is based on the attributes needed for a support as discussed in each classification of signpost below.

The number of posts needed to support a sign is primarily based on the width of a sign. Typically, signs 48 inches wide and wider are installed on two posts. This requirement is based on two factors, the capacity of the post and the long-term stability of the assembly. A wide sign installed on one post will place a torsional force onto a post and in windy conditions can result in an assembly not staying plumb and, in some cases, an actual failure of the post itself.

Standard. The selection of the proper size of signpost shall be based on the Signpost Selection Tables listed above. These tables will specify if a post type has the capability to support the sign in question and then specify what size post is required based on the requirements of the installation. Before the correct size I-Beam post can be selected, the length of the longest post must first be determined. To determine this, the offset and mounting height must first be determined.

903.16.4.4.1 U-Channel Posts

Support. MoDOT utilizes two primary sizes of U-Channel Posts, a 3 lb/ft high carbon, rerolled rail steel post for sign installations and a low carbon steel 1 lb/ft post for roadside delineation.

U-channel posts can be used to support MoDOT’s small signs, such as no parking signs, object markers and chevrons on two lane roadways. U-channel posts are typically not suited to support larger permanent signs as they have limited torsional rigidity and have less ability to hold a larger sign steady in windy conditions. These are typically the most economical posts to use to support smaller signs and given these types of signs tend to be installed closer to the roadway their ability to yield more easily to impacts means they pose less of a damage risk to vehicles. U-channel posts are typically installed by driving the post into the ground without a stub or anchor, however, there is a stub / post installation option available which is detailed in the standard plans.

U-Channel posts are considered breakaway with no additional breakaway devices needing to be added. While there are breakaway devices available for U-channel posts, MoDOT’s use of this type of post for smaller signs typically doesn’t justify their use. A U-channel post’s breakaway is typically a yielding function, meaning as a vehicle impacts the assembly, the post yields and lies down in front of the vehicle so it can pass over the assembly.

Standard. U-channel posts shall be installed in accordance with the details found in Standard Plans 903. Signpost selection tables shall be used to determine sign sizes U-channel posts can support and the number of posts needed.

903.16.4.4.2 Wood Posts

Support. MoDOT’s specifications permit two sizes of wood posts to be used: 4 in. x 4 in. or 4 in. x 6 in. MoDOT’s wood posts are pressure treated to promote longer life and resist rot and insect damage. Wood posts were once MoDOT’s primary post to support signs on two lane roadways; however, due to issues with material stability PSST posts have become MoDOT’s standard post. Wood post installations are only an option for MoDOT operations, they are no longer an option for contractor installed signs.

When used, wood posts are capable of supporting most sign assemblies on two lane roadways, from route marker assemblies, speed limit signs, warning signs and distance and destination signs. The use of a high-quality wood post and proper installation is the key to a successful installation.

Guidance. The continued use of wood posts should take into consideration the special characteristics listed in EPG 903.16.4.

Proper installation is also critical for the stability of the sign assembly. The wood post should be placed a minimum of 36 inches into the ground, deeper for larger signs or in areas where the soil is weak or sandy, to keep the signpost plumb. When backfilling the hole, material should be added in lifts, or levels, in order to properly compact the backfill. Loose or fine materials, such as sand, sandy soil or dry concrete mix typically will not provide a long-term solid backfill and can result in the post falling out of plumb over time.

MoDOT’s specifications should be followed when purchasing wood signposts. These specifications address a posts load capacity, breakaway attributes and the compatibility between the pressure treatment chemicals and our aluminum signs and sign hardware.

Option. While the soil originally removed from the hole can be used to back fill around the post other alternatives may be used, such as smaller quarry rock with the crushing fines mixed in, concreted mix or expanding polyurethane foam.

Support. Wood posts are considered breakaway without an add-on breakaway device; however, some sizes of post do need special preparation. 4 in. x 4 in. wood post are considered breakaway without any special modifications; however, 4 in. x 6 in. posts must be cross drilled at the base to weaken them so they will break away. The size of the holes and where they are drilled is critical to these posts meeting breakaway requirements. See figure 903.16.4.4 for details for cross drilling wood posts. It is important to note these breakaway holes are drilled in the sides of the post, not in the front of the post where the sign is mounted.

Standard. If wood posts are used, the proper size and number of posts shall be determined by using the post selection tables.

Figure 903.16.4.4 Details for Wood Posts Requiring Breakaway Design

History. One of the earliest issues experienced with wood posts is their tendency to warp and twist, both before and after installation. Keeping a sign plumb and appropriately oriented to the roadway is critical to maintain the sign’s legibility and nighttime retroreflectivity performance. This aspect of wood posts resulted in significant waste of inventory when the posts warped and twisted before being used and increased workload on signing crews who had to correct warped and twisted posts after installations. Another concern with the use of wood posts was the installation required a hole to be dug, the posts set and property back filled so the sign would remain upright. If soil conditions prohibited a hole being dug deep enough or the back fill not capable for being compacted sufficiently the assembly would fall out of plumb. Along with these installation aspects, a wood post sign assembly can be very heavy, especially when the pressure treated wood is still wet with the pressure treating fluids and this can result in the need for additional people to set the post and/or increased risk of injury setting the post by hand.

Towards the end of MoDOT’s reliance on wood posts a new issue was identified relating to the more environmentally friendly treatment process called ACQ (Ammoniacal Copper Quaternary). ACQ replaced CCA (Chromated Copper Arsenate) for residential applications as CCA had chemical component which were not recommended for routine contact with skin. However, unlike CCA, ACQ (especially early versions) turned out to be very corrosive to metals, especially to aluminum. This corrosive nature requires special fasteners to resist this corrosive effect. Early applications of ACQ in other states realized serious sign corrosion to the point the sign would fall off the post in a matter of a few years. While it appears this has improved, special fasteners with special protective coatings are still recommended for use with ACQ posts. As a result, ACQ posts do not meet MoDOT’s specifications and should not be used to support signs. CCA treated posts are still MoDOT’s standard for wood posts, however, it is not commonly available at local home improvement centers and at many lumber yards. Due to MoDOT’s limited use of this product contract purchasing typically is not economical or possible.

903.16.4.4.3 Perforated Square Steel Tube Posts (PSST)

Support. MoDOT utilizes two sizes of PSST posts, 2 in. and 2.5 in., both being made from 12-gauge steel. PSST became MoDOT’s standard post for most sign installation applications on two lane roadways in the early 2000’s, replacing wood posts. PSST usage has since expanded to some applications on freeways and expressways.

Unlike U-channel or Wood posts, PSST utilizes a ground anchor, or footing, within which the post is then placed. MoDOT has several options in its specifications with respect to ground anchor/foundation systems, the use of each option is heavily based on the soil condition.

The anchor/footing types for PSST are:

  • Direct Drive Anchor - this is the anchor that is driven directly into the soil without drilling a foundation hole. It is a 7-gauge anchor with 4 soil stabilization plates added to the anchor to increase soil surface area to help keep signs plumb in weaker soils and/or in windy areas. This is the standard anchor used for PSST signs installed on conventional two-lane roadways.
  • Concrete Anchor - This is an anchor used in concrete footings, a 7-gauge anchor with no soil stabilization plates added.
  • Concrete Footings - Concrete footings provide a more secure foundation to support PSST signposts. Concrete footings keep PSST sign installations straighter for longer due to the mass of the concrete and increased contact areas between the concrete and the soil, especially for the large signs used on freeway and expressway routes. Contractors must install PSST with concrete footings on all routes other than conventional two-lane roadways, and it is highly recommended MoDOT operations do the same. Concrete footings can be used on conventional two-lane roadways if the direct drive anchor is insufficient for the location.
  • Polyurethane Foam Footings - This is an alternate to a concrete footing for PSST post installations, but only for MoDOT operations. The advantage of the foam footing is it allows the footing and the sign to be installed in one trip compared to concrete, which requires a second trip to allow the concrete to cure. The installation requirements for an expanding foam footing are the same as a concrete footing except for the diameter of the footing which is smaller. It is important to make sure the expanding foam used meets MoDOT specifications as not all foam products are acceptable to support a breakaway sign. The downside to polyurethane foam footings is they must be replaced after the signpost is hit as the foam compresses and will no longer support the signpost properly.

The connection between the PSST posts and the 7-gauge anchor is accomplished using two shoulder bolts, one bolt installed through each side of the anchor. Traditional PSST corner bolts cannot be used to connect a 12 gauge PSST to a 7 gauge anchor. The 12-gauge post does not nest tightly into a 7-gauge so corner bolts will not make a tight connection. The shoulder of the shoulder bolt passes through the holes in the 7-gauge anchor, but not through the holes in the post. These shoulders push and lock the post in two directions inside the anchor making a solid connection.

Add-on breakaway devices - when breakaways are required/used, the manufacture’s recommendations and hardware (if supplied) need to be used to connect the anchor, breakaway and post together. Breakaway devices are only required when installing a sign on two 2.5” PSST posts. When surface mounting PSST to a concrete island, a surface mount breakaway devise must be used.

POST AND ANCHOR DATA TABLE
POST ANCHOR BREAKAWAY REQUIRED
GAUGE SIZE GAUGE DIMENSIONS 1 POST 2 POST
12 2" x 2" 7 2.5" x 2.5" x 36" NO NO
12 2.5" x 2.5" 7 3" x 3" x36" NO YES

Standard. If PSST posts are used, they shall be either 2 in. or 2.5 in. 12-gauge posts. The size and number of posts, as well as the requirement for add-on breakaway devices, shall be determined using the post selection tables. PSST posts shall be installed in accordance with Standard Plans 903. PSST posts installed on any route other than a conventional two-lane road, shall be installed using concrete footings.

903.16.4.4.4 4-Inch Square Steel Tube Posts

Support. 4-inch square steel tube posts, like PSST, are not a MoDOT design, but an industry standard post. MoDOT has adopted this post design for very specific applications where MoDOT standard posts are lacking. These applications include large flat sheet signs ranging in size from 48’ x 60” to 48” by 96”, exit gore signs, large keep right signs where divided roadways transition to undivided roadways and community wayfinding signs. These posts were the first MASH tested and approved signposts and they have a greater capacity to support these larger signs on a single post compared to other MoDOT signposts.

Standard. If 4-Inch Square Steel Tube Posts are used, only those post designs and manufactures listed on the MoDOT Traffic Approved Products list shall be used. Only the signs listed previously shall only be installed on the 4-Inch Square Steel Tube post and shall only be installed as a single-post installation. The posts shall be assembled, and signs mounted, using the vendor specific hardware following the manufacture’s recommendations and in accordance with MoDOT standard plans 903.03.

903.16.4.4.5 Pipe Posts

History. In 2022, a pipe post capacity evaluation was conducted that resulted in a change to the pipe post load capacity and pipe post inventory. Historically it was believed that pipe posts could support a sign size of up to 30 sq. ft. but the evaluation determined pipe posts could support a sign of up to 58.5 sq. ft. The evaluation also determined that the 3 sizes of pipe post being utilized were redundant. MoDOT historically used 2 ½ in., 3 in., and 4 in. pipe posts, however, the evaluation determined that the sign capacity of a post is determined by the breakaway assembly. The 2 ½ in. and 3 in. pipe posts used the same breakaway design and therefore the 3 in. pipe posts did not have any additional capacity over the 2 ½ in. post. As a result, the 3 in. post is redundant and was discontinued. This decision allows for a simplified inventory and eliminates confusion on pipe size. Maintenance can continue to utilize 3 in. pipe posts until the inventory is depleted but shall not order new 3 in. pipe posts. All existing 3 in. pipe posts shall be treated as 2 ½ in. posts for purposes of choosing posts using the post selection tables. 2 ½ in. pipe posts can be installed on existing 3 in. stubs.

Support. MoDOT utilizes two sizes of pipe post, 2 ½ in. and 4 in. An important fact to understand is pipe post sizes are based on the inside diameter (I.D.) of the pipe post and not the outside diameter, this is the industry standard for pipe measurement. This is critical in selecting the correct pipe from inventory as well as charging out the correct post to keep your inventory levels correct.

Pipe posts have a similar sign capacity as PSST, even though they would appear to be able to carry a larger sign load due to size and thickness of the steel pipe. While the post themselves are far stronger than PSST, it is the breakaway of the pipe post which controls the sign load capacity of the post. The heavy-duty construction of a pipe post is not specifically related to sign load capacity but is more directly related to the durability of the post. Unlike PSST, which must be replaced after each vehicular impact, pipe posts are constructed with much thicker steel so the signpost can be impacted by a vehicle without being damaged and reinstalled for continued use. There are many pipe posts on our right of way that have been there for two or three generations of signs and are still functional so while they are heavier and more expensive initially, they are a long-term investment and are far more durable.

Pipe posts are used for single and double signpost assemblies to support signs up to 58.5 sq.ft. These posts are typically used on freeways and expressways where signs are larger, wind speeds can be higher due to more open right of way and the sign may see larger snow load impact from plows pushing more snow from across multiple lanes to the right side of the roadway.

Pipe posts are also the preferred post to support large route assemblies, especially on freeways and expressways. In the past, I-Beam posts were once used to support these assemblies (and many remain in place) as the design of the post was well suited to attaching a series of backing bars needed to support the assemblies. However, the multi-direction breakaway and high resistance to torsional or twisting forces makes pipe posts the preferred post over the I-Beam design.

Pipe posts are designed and fabricated with the breakaway device as part of the post / stub combination; as long as the post and stub breakaway is assembled correctly the post is capable of being impacted from any direction. Details for the assembly of this post system are found in Standard Plans 903, special attention must be paid to the placement of three breakaway bolts, the required and proper placement of all washers within the breakaway and most critically to the proper tightening and torque of the breakaway bolts.

Standard. If Pipe posts are used, they shall be either 2 ½ in. or 4 in. in size. The size and number of posts shall be determined using the post selection tables. Pipe posts shall be installed in accordance with Standard Plans 903.

903.16.4.4.6 I-Beam Posts

Support. MoDOT uses 6 sizes of I-Beam posts, commonly referred to as Design #1, #2, #3, #4, #5 and #6, increasing in size and capacity respectively. I-Beam posts are typically used to support signs 59 sq. ft. and larger and are MoDOT’s highest capacity ground-mount sign support. As with Pipe Posts, I-Beam posts are designed to be a more durable post intended to last multiple generations of signs and designed to be able to be impacted by vehicle and then reassembled and reused.

I-Beam posts are designed and used to support large structural signs, signs made using extruded aluminum panels instead of flat sheet aluminum. The cross section of an I-Beam post permits structure signs to be easily attached to the post using post clips or “dog clamps” instead of using traditional sign bolts. These posts are traditionally used on freeways and expressways only; however, there may be special applications where they may be used on two lane roadways if the size of the sign is too large for other post options.

I-Beam posts were once the standard to support large route assemblies on freeways and expressways, however, over time two weaknesses were identified that changed this direction, making Pipe posts the better option. The two weaknesses of I-Beam posts used to support route assemblies are:

  • Safety - Route assemblies are installed in and around intersections and in these locations they can be impacted from any direction of travel. I-Beam posts are only breakaway when hit from the front or the back and are not breakaway if impacted on either side. Pipe posts are designed as a multi-directional breakaway post and can be impacted from any direction making them the better option for these installations.
  • Torsional / Twisting Force Resistance - Although I-Beam posts are very strong, they do have a limited resistance to twisting moments when installed as a single post installation. In wind prone locations, sign assemblies on a single I-Beam post can begin to twist in the wind, and if this continues long enough the post can fatigue and break off at the base. Pipe posts are very resistant to twisting and can resist much larger torsional forces compared to I-Beam posts.

As with Pipe Posts, I-Beam posts are fabricated with the breakaway system as part of the post / stub assembly. While I-Beam posts have a breakaway assembly at ground level like Pipe posts, they also require a hinge system located directly below the sign. The hinge system permits the I-Beam post (the portion from the ground to the bottom of the sign) to swing up out of the way of a vehicle when impacted without the upper portion of the post and the sign needing to move. This reduces the mass that a vehicle must move when it impacts the post and in return reduces the impact energy to the car.

Unlike all other MoDOT posts, there are minimum post spacing which must be taken into consideration when selecting the correct number and size of post. I-Beam posts are much heavier than any other MoDOT post and hitting two of these posts at the same time in most cases would impart too much energy to the vehicle and would not meet minimum breakaway standards. These special considerations are included in Standard Plans 903 which contains all of the fabrication and installation details for I-Beam posts, however, due to their critical nature they are also listed here:

  • I-Beam post Designs #1 and #2 have no minimum post spacing requirements.
  • I-Beam post Designs #1 or #2 shall not be installed in three post configurations supporting signs less than 11 feet width.
  • I-Beam Post Designs #3, #4, #5 and #6 shall be spaced at least 7 ft. apart.

The post selection tables are designed to utilize two post installations over three post installations to help address minimum post spacing; this also reduces the number of footings which need to be constructed. However, there are some general rules based on sign size used to judge the number post for different size ranges of signs:

  • Signs between 6 ft. and 17 ft. wide will typically be supported on two posts.
  • Signs wider than 17 ft. will typically be supported by three posts.
  • Signs of any size are not recommended to be installed on one I-Beam post.

Standard. If I-Beam posts are used, they shall be either a structural #1, #2, #3, #4, #5 or #6 in design. The size and number of posts shall be determined using the post selection tables. I-Beam posts shall be installed in accordance with Standard Plans 903.







903.16.4.5 Secondary Sign Supports – Post Extensions

Support. Post extensions are 3 in. aluminum I-Beam used to attach exit number panels to the top of, or to hang a secondary sign below, structural signs on new installations. Details of these posts are shown in the Standard Plans 903.

Option. There are occasions where modifications and/or additions must be made to existing sign installations where the existing posts are not long enough to support the new sign assembly. In these cases, it is permissible to utilize secondary sign supports to effectively extend the primary signposts to support signs a maximum of 3 feet taller than the existing primary signposts.

Secondary sign supports may only be used to allow taller signs to be installed on existing signposts and only if the existing signposts meet installation standards and have the capacity to carry the larger sign based on signpost selection tables.

If a new sign assembly is more than 3 ft taller than the existing primary signposts, new signposts shall be installed.






903.16.4.6 Backing Bars

Support. Backing bars are typically used to support and stiffen wide flat sheet signs mounted on single signpost or to help support the individual signs which make up sign assemblies to form one unified sign assembly. Details for backing bars can be found in Standard Plans 903.02.






903.16.4.7 Flat Sheet Column Mounting Assembly

Support. Flat sheet column mounting assemblies were developed as a method to securely fasten large flat sheet signs to bridge columns or overhead sign truss columns commonly found on freeways and expressways. Traditional banding methods typically are not sufficient to adequately attach large flat sheet signs to columns without the signs sliding down or spinning around the column in the wind. The column mounting assembly is made up of an aluminum C-channel which is banded to the column with a series of stainless-steel banding straps, providing a stronger point of contact with the structure. The sign is attached to the C-channel with aluminum backing bars. This sign attachment method is used for flat sheet signs 48” x 60” up to 48” x 96”, and any additional supplemental plaques associated with these signs, as well as 48” x 48” diamond warning signs. Smaller flat sheet signs are mounted to these column structures using traditional banding methods.

Guidance. The flat sheet column mounting assembly should be used when attaching flat sheet signs of the sizes previously listed to bridge columns or sign truss columns to provide a secure sign attachment.

Standard. If used, the flat sheet column mounting assembly shall be constructed and installed according to standard plans 903.03. Signs installed using this method shall also meet sign mounting height standards found in standard plans 903.03. Signs shall not be attached to lighting structures or utility poles as these structures are not designed to support highway signs.






903.16.4.8 Breakaway Assemblies

Standard. All signposts installed on right of way shall meet federal breakaway standards and MoDOT design standards. Signposts which do not meet current breakaway standards, but which did meet the breakaway standards at the time of their installation, may remain in place until the end of their service life.

Sign trusses and other large sign support structures that are not breakaway shall be protected by acceptable shielding, such as guard rail or barrier wall.

Support. 4 in. x 4 in. wood posts do not need any modification to be breakaway, however 4 in. x 6 in. wood posts will need to be cross drilled to meet breakaway standards. U-Channel posts do not require breakaway modifications if they are direct driven into the ground, however, if the ground stub and splice installation method is used the installation will need to be installed according to the Standard Plans 903 to meet breakaway requirements. PSST will require the addition of breakaway devices in certain applications based on the post size and number of posts used for an installation. The signpost selection tables will indicate when a breakaway is required for PSST posts. 4” Square Steel, Pipe and I-Beam posts have the breakaway devices integrated into the post design.






903.16.4.9 Sign Orientation

Support. The orientation of the face of a sign in relation to the driver and roadway is critical to visibility and legibility, especially at night. The effectiveness of the retroreflective sheeting on a sign can be negatively impacted if the orientation of the sign face is not correct, due to incorrect installation and/or a signpost being damaged and knocked out of alignment.

The orientation of a sign can also help reduce unwanted reflection or glare off of the sign face. The skew angle, shown in Standard Plans 903, is designed to help address this glare issue for tangent sections.

Option. While the standard skew angle is 93 degrees, the skew angle may be adjusted to maintain brightness and avoid glare for signs on curved sections of road.

Support. See EPG 903.1.17 for additional information on Sign Orientation.





903.16.4.10 Sign Mountings

Support. Attaching a sign properly to a sign support is critical in order to properly orient the sign in relation to the driver as well as provide a durable, long life installation.

Standard. Plastic/nylon washers shall be used between the heads of all twist fasteners (such as screws, bolts or nuts) and the sign face to protect the sheeting from the twisting action of the fasteners.

Signs shall be attached to each type of sign support in accordance with Standard Plans 903.

Support. See EPG 903.1.18 for additional information on Sign Mountings.






REVISION REQUEST 4186

236.4.6 The Description

236.4.6.1 Purpose

The purpose of a property description is to accurately define certain land areas, or rights to be acquired, conveyed or leased. The description must recite specific rights being acquired, conveyed, or leased, if such rights are less than fee simple title, and be accurately described by metes and bounds, lot calls or 1/4 - 1/4 calls. Descriptions should be written in such detail that a professional land surveyor may plot the perimeter thereof and subsequently survey the tract from previously filed land records and field notes.

236.4.6.2 Methods of Legally Describing the Fee or Portion Thereof

There are numerous methods by which land or rights may be described for the purpose of leasing, conveying or acquiring. However, realty rights being acquired or conveyed by the Missouri Highways and Transportation Commission shall be described using the metes and bounds method (includes bearings, distances, stations, offsets), unless the property is acquired in its entirety. When acquiring a property in its entirety, the property description shall be written exactly as it appears on the last deed of record for the subject property.

Prior to presenting the general warranty deed, quitclaim deed, or other such document to the grantor, a professional land surveyor must review the property description contained within the document to verify that the parcel described in the property description corresponds with the right of way plans, and to verify that the right of way plans correspond with the survey information gathered by the professional land surveyor. The professional land surveyor (PLS) shall sign and affix the PLS's seal on the property description of the recordable document for each property description to be used in acquiring realty rights or conveying realty rights as outlined in EPG 238.2.17 Professional Land Surveyor Review. To avoid potential delays in the acquisition process, it is recommended that district right of way work closely with the professional land surveyor and district design to ensure that the right of way plans include tie-ins to all roadway centerlines that intersect with the new centerline, in addition to tie-ins of the existing centerline with the new centerline at both the beginning and ending of the project.

Property descriptions prepared on behalf of the Missouri Highways and Transportation Commission shall be prepared in a manner that meets the following requirements.

(a) Metes and Bounds: (See Exhibits 236.4.6.2a, 236.4.6.2b and 236.4.6.2c)
All property descriptions prepared to describe land, permanent easements and temporary easements shall be written by the metes and bounds method. Therefore, the method referred to as a “width description,” shall not be used. The preferred method of a metes and bounds description includes bearings and distances between each point referenced in the description. Therefore, if bearings and distances are included on the right of way plans, those bearings and distances are to be incorporated into the description when describing from one point to the next as follows:
...thence N32º 15’ 57”W for a distance of 235.82 feet to a point 103 feet northerly of and at right angle to the said median centerline at Station 482+23.74;...
If bearings and distances have not been included on the right of way plans, the description shall recite the general direction of the next call from the previous call as follows:
...thence northwesterly to a point 103 feet northerly of and at right angle to the said median centerline at Station 482+23.74;...
Using bearings and distances in right-of-way (ROW) plans is essential because it provides a legally precise, mathematical definition of property limits, enabling surveyors to accurately locate, retrace, or stake out land boundaries in the field. These measurements ensure that construction projects do not encroach on private property, and they facilitate the clear identification of easements for utility or road development.
Here is why using bearings and distances in right-of-way plans is crucial:
  • Consistency and Verification: These measurements assist in the resolution of discrepancies in property size. This detail offers a degree of redundancy in the geometry. Station and Offset labels on plans can have typo’s, not actually representing the true location of the corner. The bearings and distance labels along the lines offer survey a ‘check’ to see that the station and offset label agrees.
  • Legal Precision and Definition: Bearings (angular direction) and distances (length) define the exact extent of land ownership and the limits of the right of way, which is legally binding in property transactions.
  • Retracement of Boundaries: They allow surveyors to "retrace the footsteps" of previous surveyors, enabling them to locate, replace, or re-establish lost or obliterated property corners, which is critical when identifying existing land ownership.
  • Encroachment Prevention: Accurate ROW plans prevent construction crews from encroaching on private land, which can lead to legal disputes or, in some cases, the need to move existing structures.
  • Baseline for Construction: The centerline of a roadway, described using bearings and distances, acts as the primary reference point for all horizontal and vertical construction elements, ensuring the project is built in the correct location.
  • Clear Identification of Easements: ROW plans must clearly define the boundaries of any easements (e.g., utility access, pedestrian paths), which helps to minimize conflict and define rights and responsibilities between property owners.
Key Concepts Used in ROW Plans:
  • Bearing: Angular measurements (degrees, minutes, seconds) indicating direction, usually relative to a reference meridian (e.g., True North).
  • Distance: The horizontal length between two survey points, commonly measured in survey feet.
  • Boundary Line/Monuments: The physical markers on the ground, such as iron pins, that correspond to the bearings and distances shown on the plan.



Overlapping Descriptions:
Each parcel shall be described so that the property description overlaps onto properties shown as adjoining the subject parcel on the approved right of way plans. The purpose of overlapping descriptions is to ensure that all realty rights needed are included in the acquisition document. Since individual property lines are not surveyed by or on behalf of the Commission, portions of the needed realty rights could be inadvertently omitted by merely describing the parcel to its property lines shown on the right of way plans.
Property descriptions prepared on behalf of the Commission shall be written so that the outermost limits of the description extend beyond the property lines shown on the right of way plans to points that are identified by stations and offsets. Exhibits 236.4.6.2a, 236.4.6.2b and 236.4.6.2c illustrate this method.
Even though the property description includes land that lies outside the property lines shown on the right of way plans, the quantities shown on the plans will only include the area of the acquisition lying within the property lines shown on the right of way plans. To alleviate confusion with regard to why the limits of the areas described do not correspond to the quantities referenced in the property description, the clause in EPG 236.4.6.3 shall be included in ALL property descriptions prepared on behalf of the Commission for the acquisition of realty and realty rights.
Stations and Offsets:
Each point in the description shall be referenced with its right-angle station and offset from the new centerline. Under no circumstances shall a point merely reference a point without its station and offset.
Given that individual properties along a project’s corridor are not surveyed, the right of way plans should not identify stations and offsets on property lines that intersect with the new land and/or easements being acquired by the Commission. If the right of way plans do identify a station and offset on an intersecting property line, district right of way should verify with the project manager that the professional land surveyor has surveyed the property line. If the professional land surveyor has surveyed the property line, it is acceptable for the property description to reference the point on the intersecting property line. However, if the professional land surveyor has not surveyed the property line, the right of way plans should be revised to move the break so that it does not appear on the right of way plans to be located on the intersecting property line.
Multiple Tracts:
Separate descriptions are required if the new acquisition areas are not contiguous. Existing Commission-owned property located between the areas to be acquired does not qualify as a contiguous tract. Exhibit 236.4.6.2d illustrates a situation in which separate descriptions are to be written for the two new tracts of land being acquired.
Centerline or Baseline Descriptions:
A description of the centerline or baseline shall be included in all property descriptions prepared on behalf of the Missouri Highways and Transportation Commission, unless the property being acquired is acquired in its entirety (see "Metes and Bounds" in this section). The baseline method is employed in the same manner as the centerline. When the baseline is used, it shall be referenced to the centerline.
Recorded Land Ties:
The centerline or baseline must be "tied" to a recorded land tie at the beginning, as well as ending stations. When referencing the recorded land tie in property descriptions, reference shall also include the document number, book and page, LS number, etc. of the recorded land tie. It is recommended that a single centerline or baseline description be prepared for each project, and then inserted into each property description for that project. When preparing a single centerline or baseline description for the project, the centerline or baseline shall also be tied to any other recorded land ties included on the right of way plans. References to intermittent recorded land ties within centerline or baseline descriptions, along with specific information pertaining to recorded land ties, shall be written as follows:
...thence S 55º 36’ 48” E, a distance of 114.40 feet to Station 1098+00, said Station 1098+00 being S 44º 53’ 08” W, a distance of 1,173.04 feet from the SE Corner of S6, T57N, R14W, a monument filed by L.S. #2562...
OR
thence S 55º 36’ 48” E, a distance of 114.40 feet to Station 1098+00, said Station 1098+00 being S 44º 53’ 08” W, a distance of 1,173.04 feet from the SE Corner of S6, T57N, R14W, a monument filed as Document #600-64564...
Curve Data:
When the centerline or median centerline is on a curve, the property description shall include at least three parts of the curve. The three parts to be included are:
1) Interior Angle (also known as the DELTA and Central Angle)
2) Radius or Degree of Curve
3) Length of Curve
Non-Tangent Curve or Beginning on a Curve:
In some situations, the centerline reference from the recorded land tie lies within a curve. It is best to avoid beginning on a curve; however, if beginning on a curve cannot be avoided, the following curve data must be included in the legal description:
1) Interior Angle (also known as the DELTA and Central Angle)
2) Radius or Degree of Curve
3) Length of Curve
4) Back Tangent or Chord Bearing and Distance
Limits of Centerline or Baseline Descriptions:
The beginning station of the centerline or baseline description must be in such relationship to the realty and/or realty rights being described that right angles turned therefrom would extend beyond the limits of the realty and/or realty rights being described. For example, if the highway were traversing on the bearing of N 45° 00' E and is at right angle to the centerline the westernmost limits of the property being acquired at Station 10+00, it would be erroneous to commence the description at this station. Instead, it would be necessary to commence the centerline description at a point west of Station 10+00. The same premise would apply to the easternmost limits of the property being acquired. The centerline or baseline is described in the same manner as an open traverse line; that is, it should be written so that a surveyor may plot and field survey the centerline or baseline without aid of highway plans.
Spiral Curve
In describing a spiral curve, two points are referred to a Y and X. These points have an adopted meaning:
Y = the offset from the main tangent to either the S.C. or C.S., and X = the distance along the main tangent from the T.S. to the S.C. or from the S.T. to the C.S. Both Y and X can be obtained from the curve data on the plans. Spiral curves shall be written as follows:
thence S 86° 27’ 04.4” E for a distance of 359.40 feet to T.S. 10+64.23; thence to the right on a spiral curve for a distance of 345 feet to S.C. Station 14+09.23 (said spiral curve having an X distance of 344.71 feet along the main tangent, and a Y distance of 10.381 feet offset from the main tangent); thence southeasterly on a 3º curve to the right, having an interior angle of 40º 50’ 25.7” for a distance of 1,016.34 feet to C.S. Station 24+25.57; thence to the right on a spiral curve for a distance of 345 feet to S.T. Station 27+70.57 (said spiral curve having an X distance of 344.71 feet along the main tangent, and a Y distance of 10.381 feet offset from the main tangent);
Equation Station
When traversing through or beginning at an equation station on the centerline, the equation station shall be referenced as follows:
Commencing at the SE Corner of the SW1/4 of S21, T44N, R31W; thence north 88° 12' W for a distance of 167.25 feet to a point on the centerline at Station 52+75; thence N 70° 48’ E for a distance of 821 feet to P.I. Equation Station 60+96 back equals Station 73+28 ahead; thence N 02º 15’ E for a distance of...

236.4.6.3 Types of Realty Acquired and Clauses to be Used in Property Descriptions

The following clause shall be included at the end of ALL property descriptions prepared on behalf of the Commission for the acquisition of realty and realty rights.

This conveyance includes all the realty and realty rights described in the preceding paragraphs that lie within the limits of a tract of land described and recorded with the {1} County Recorder of Deeds in Book {2} at Page {3}.
where
{1} is the county in which the last deed of record is recorded.
{2} the book in which the last deed of record is recorded.
{3} the page at which the last deed of record is recorded.
(a) Deed Heading
Property descriptions that only include a part of the owner’s total property shall begin as follows:
A tract of land located in {1}, {2} County, Missouri, lying on the {3} or {4} side of the hereinafter described {5} centerline of a highway, now known as Route {6}; to wit: (Begin description of land being acquired.)
where
{1} Section(s), Township(s), and Range(s), or Lot(s), Block(s) and Subdivision(s) in which the property to be acquired is located.
{2} County in which property to be acquired is located.
{3} Direction of the property to be acquired from the centerline (North, South, East, or West)
{4} Left or Right
{5} If the property description is referenced to a median centerline, insert “median.”
{6} Route
(b) Types of Realty Acquired (See EPG 236.13.5)
Land
If the land description begins at the recorded land tie, traverses to a point on the centerline, and then traverses along the centerline to a point that extends beyond the far end of the parcel being described, it is not necessary to include a separate centerline description. In these instances, the centerline has already been described. Exhibit 236.4.6.2a demonstrates this method.
If the description includes a separate centerline description, the description of the land may begin at the point on the centerline, as long as that point is beyond the property lines shown on the plans. However, the centerline description shall commence at the recorded land tie. This method is demonstrated in Exhibit 236.4.6.2b.
Permanent and Temporary Easements
When describing permanent and temporary easements, the description shall commence at a point on the centerline that is at right angle from the first point of the easement. From there, traverse to the first point (Point of Beginning) by referencing its station and offset.
Permanent Sidewalk Easement Clause
A tract of land herein described being part of __________ located in the City of_______, ______County, Missouri; and being more particularly described in Exhibit A, as a permanent easement for the construction and maintenance of a sidewalk, which lies on the (north/south/east/west) side of the existing (route).
(c) Access Control Clauses
Provisions for controlling access are generally of a stereotype pattern and may be used from parcel-to-parcel with minor alterations. The following clauses shall be used to address the various access control situations.
Clause A – Fully Controlled Access
Also, all abutters’ rights of direct access between the highway now known as Route {1}, and grantors’ abutting land in the {2}.
Clause B – Direct Access Granted at Particular Stations
Also, all abutters’ rights of direct access between the highway now known as Route {1}, and grantors’ abutting land in the {2}; except there is reserved and excepted to grantors, their heirs, and assigns, the usual right of direct access (a) to any adjacent outer roadway, if and while it may be maintained by proper authority in front of said land, (b) along it to and from the nearest lane of the thruway or public highway, and (c) at all times when no outer roadway is being so maintained, there is reserved and excepted the right of direct access to the nearest lane of the thruway over a {3}-foot entrance centered on the (CHOOSE ONE: {4}line of the above-described tract of land – OR –Missouri Highways and Transportation Commission’s existing {4} property line) opposite Station {5}.
Clause C – Outer Roadway Will Be Constructed Along Part of Landowners’ Frontage
All abutters’ rights of direct access between the highway now known as Route {1}, and grantors’ abutting land in the {2}; except there is reserved and excepted to grantors, their heirs, and assigns, the usual right of direct access (a) to any adjacent outer roadway, if and while it may be maintained by proper authority in front of said land, and (b) along it to and from the nearest lane of the thruway or public highway.
Clause D – Direct Access at Particular Station Constructed by Commission (Owner May Widen)
Also, all abutters’ rights of direct access between the highway now known as Route {1}, and grantors’ abutting land in the {2}; except there is reserved and excepted to grantors, their heirs, and assigns, the usual right of direct access (a) to any adjacent outer roadway, if and while it may be maintained by proper authority in front of said land, (b) along it to and from the nearest lane of the thruway or public highway, and (c) at all times when no outer roadway is being so maintained, there is reserved and excepted the right of direct access to the nearest lane of the thruway over a {3}-foot entrance, which shall be constructed by the Commission. Said entrance is to be centered on the (CHOOSE ONE: {4} line of the above-described tract of land – OR – Missouri Highways and Transportation Commission’s existing {4} property line) opposite Station {5}. Grantors reserve the right to widen said above-described entrance to a maximum width of {6} feet at their own expense. Such widening shall be in accordance with a permit issued by Commission on application by grantors, their heirs, successors, and assigns.
When reserving to the Grantors the right to widen the entrance at their own expense, district traffic personnel should be consulted to maintain a level of consistency with regard to the district’s Access Management Plan.
Clause E – Direct Access at Particular Station (Not Constructed by Commission)
Also, all abutters’ rights of direct access between the highway now known as Route {1}, and grantors’ abutting land in the {2}; except there is reserved and excepted to grantors, their heirs, and assigns, the usual right of direct access (a) to any adjacent outer roadway, if and while it may be maintained by proper authority in front of said land, (b) along it to and from the nearest lane of the thruway or public highway, and (c) at all times when no outer roadway is being so maintained, there is reserved and excepted the right of direct access to the nearest lane of the thruway over an entrance not to exceed {6} feet to be centered on the (CHOOSE ONE: {4} line of the above-described tract of land – OR – Missouri Highways and Transportation Commission’s existing {4} property line) opposite Station {5}. The cost of constructing said entrance shall be borne by the grantors and shall be in accordance with a permit issued by Commission on application by grantors, their heirs, successors, and assigns.
When reserving to the Grantors the right to widen the entrance at their own expense, district traffic personnel should be consulted to maintain a level of consistency with regard to the district’s Access Management Plan.
where
{1} Route
{2} Section, Township and Range (Use the smallest portion of a section that can be identified in which the property directly adjacent to the “above-described tract of land or Commission’s existing property line” is located.)
{3} Width of Entrance
{4} North, South, East or West
{5} Station Number (Use the station number that references where the center of the entrance intersects with the "above-described tract of land or the Commission’s existing property line." The station number should not be the point at which the center of the entrance intersects with the edge of the pavement.)
{6} Maximum Entrance Width
Examples to be Used When Acquiring Access Rights From Railroads
Also, any abutter’s rights of direct access which grantor may have as owner of land adjoining the South right of way line of the Wabash Railroad Company, Section ____, Township ____, Range ______, _____________ County to and from State Highway ____ from the right of way of said railroad company as it now exists or if abandoned and secured by grantor of revisionary rights; except over a ___________ foot entrance reserved to said railroad company centered at the north line of the railroad (being in common with the Commission’s south property line)at Station _______________________.
or
All of grantor’s reversionary rights, should the railroad be abandoned in and over the railroad right of way located in Section ____, Township ____, Range ____, described as follows:
(Metes and bounds description of railroad property that abuts property)
or
All abutter’s rights of direct access to and from the Commission’s property line along Route ____ and grantor’s abutting land in Section ____, Township ____, Range ____, including any abutter’s rights which grantor may have to and from Route _____ from the right of way of the _________ Railroad as it now exists or if abandoned.
(d) Permanent Easements (See EPG 236.4.5.3)
Permanent Utility Easement Clause (Use when acquiring permanent utility easements on behalf of a utility company):
An easement is hereby granted to the grantee, its successors or assigns to locate, construct, and maintain, or to authorize the location, construction and maintenance of a utility line over, under and across that part of grantor’s land and interest in a tract of land located in the...
It is the intent of the Missouri Highways and Transportation Commission to convey the above-described permanent easement rights to (name of utility company).
Permanent Easement For Drainage Controls, Drainage Ditches, Channel Changes, and Channel Controls:
A permanent easement for the construction and maintenance of {1}, which lies on the {2} side of the {3}, to-wit: Beginning…; and containing {4} {5}, more or less, of land.
The permanent {1} will be constructed on only part of said land, the extra land being included for men and machinery to work and turn on. After completion of construction and acceptance of the project, the owners of said land may fence, and shall have the free and uninterrupted possession and use of said tract; subject only to the Missouri Highways and Transportation Commission's right, if it should so elect, to enter thereon from time to time for the purpose of maintaining said {1}.
where
{1} drainage controls, drainage ditches, channel changes, or channel controls
{2} North, South, East, or West
{3} above-described tract of land or Commission’s existing property line
{4} area of permanent easement
{5} acres or square feet
Drainage Ditch Easements - Grantors Reserve Right to Underdrain
In urban areas where lands are changing to a higher and more valuable use, it is sometimes advantageous to reserve the right for construction of under drainage structures rather than forever restricting the area to an open ditch.
After completion of construction of the drainage ditch, the owners of said land, along with their heirs, successors, grantees, and assigns may fence and shall have the free and uninterrupted possession and use of said tract, subject only to the Missouri Highways and Transportation Commission's right, if it should so elect, to enter thereon from time to time for the purpose of maintaining said drainage ditch.
Grantors reserve the right, if it should so elect, to locate a drainage structure in lieu of the above-described open drainage ditch upon proper application for a permit to the Missouri Highways and Transportation Commission. The location and maintenance of said drainage structure shall be in compliance with standard engineering principles and regulations of the Missouri Highways and Transportation Commission. If and when said drainage structure is so located by the grantor, the above-described permanent easement shall cease and be no longer in effect, except that if drainage structure does not function properly, the Missouri Highways and Transportation Commission reserves the right to re-enter said easement area for the purpose of removing the drainage structure or opening and cleaning said drainage structure.
Borrow and Channel Change Easements Combined (See EPG 236.4.5.3(b))
In certain areas excavated materials from channel work are used as fill for the highway embankment. Such conditions require an additional right or rights to borrow.
Said last above-described tract is to be used for borrow and a channel change of __________ (River)(Creek)(Branch). The party of the second part seeks only an easement in said tract from which to obtain road-building materials, and construct said channel change using the materials therefrom for road-building purposes; and thereafter to maintain said channel change. After the securing of said road-building materials and the grading and surfacing of said highway and construction of said channel change, the owner shall have full, free, and uninterrupted possession and use of said tract, subject only to the right of the party of the second part to enter thereon from time to time for the purpose of maintaining said channel change.
Borrow and Drainage Ditch Easement Combined
Use the following clause when fill material is to be removed from drainage ditch easements and used in highway embankment.
Said last above-described tract is to be used for borrow and a drainage ditch. The party of the second part seeks only an easement in said tracts from which to obtain road-building materials and construct said ditch, using the materials therefrom for road-building purposes, and thereafter to maintain said ditches. After the securing of said road-building materials and construction of said drainage ditch, the owner shall have full, free, and uninterrupted possession and use of said tracts, subject only to the right of the party of the second part to enter thereon from time to time for the purpose of maintaining said ditch.
Permanent Slope or Terrace Easements
The last-described tract is to provide for the construction and maintenance of a slope or terrace. Upon completion of the contemplated highway improvement, the owner(s) shall have full, free, and uninterrupted use and possession of said last-described tract; subject to the Missouri Highways and Transportation Commission's right, if it should so elect, to enter thereon from time to time for the purpose of maintaining said slope or terrace. Owners covenant that no alterations shall be made to the slope or terrace without permission of the Missouri Highways and Transportation Commission.
(e) Temporary Easements
Channel Control
Said last above-described tract is to be used for the construction and/or control of the channel of _____________(River)(Creek)(Branch) consisting of removal of debris or other material, placing riprap or other bank protection, and the performance of such other work as may be deemed necessary by the Missouri Highways and Transportation Commission or its agents or employees in the proper maintenance and control of said channel.
Upon completion and acceptance of the project, the temporary easement rights in the last-described tract shall cease and no longer be in effect.
Borrow Easement
Under no circumstances shall a calendar terminal date be established for borrow easement area without authority from the Right of Way Section.
Said last above-described tract is to be used only for obtaining road-building materials and party of the second part seeks only a temporary easement for such purposes. Upon completion and acceptance of the project, the temporary easement rights in the last-described tract shall cease and no longer be in effect.
Temporary Slope or Terrace Easements
Said last-described tract is to provide for the construction of a slope or terrace and the party of the second part seeks only a temporary easement for this purpose. Upon completion and acceptance of the project, the temporary easement rights in the last-described tract shall cease and no longer be in effect"".
Detour Easements
Detour easements are acquired for purposes of constructing temporary detours during the period of construction.
Said last-described tract is to be used for a detour during the construction of the highway. Upon completion and acceptance of the project, the temporary easement rights in the last-described tract shall cease and no longer be in effect.
Pond Easements for Construction, Removal or Drainage
From time to time it is necessary to remove, reconstruct, or drain ponds, which are within proposed acquisition areas. Normally, temporary easements are acquired for this purpose. In some instances permanent ditch easements are also acquired through ponds lying downstream from highway to assure that reconstruction of dam will not cause flooding of the Commission’s property.
Said last-described tract is to provide for the (construction) (drainage) (removal) of a pond and the party of the second part seeks only a temporary easement for this purpose. Upon completion and acceptance of the project, the temporary easement rights in the last-described tract shall cease and no longer be in effect.
Waste Easements
In most cases, the highway contractor is charged with the responsibility of disposing of waste materials. Should it be determined that it would be in the best interest of the Commission to provide waste areas, each will be shown on the highway plans as temporary easements and described accordingly:
Said last-described tract is to be used for the permanent deposit of waste materials, and the owner hereby grants to the Missouri Highways and Transportation Commission, its agents, employees, and those with whom it contracts, the right to permanently deposit, during the construction of highway, any waste thereon, including earth, rock, gravel, or other materials. Upon completion and acceptance of the project, the temporary easement rights in the last-described tract shall cease and no longer be in effect.
Temporary Easements (Building Removals, Construction of Entrances, etc.)
Descriptions of temporary easements for removal of buildings, construction of entrances, etc., shall be followed by the following clause:
Upon completion and acceptance of the project, the temporary easement rights in the last-described tract shall cease and be no longer in effect.
Demolition of Buildings
In some instances, buildings will project outside the acquisition area thereby making it necessary to acquire temporary easements for the contractor to perform demolition work. The easements may encompass the entire remaining building or extend to a point beyond first supporting member outside the Commission’s property line. Descriptions of temporary easements for the demolition of buildings shall be followed by the following clause:
Upon completion and acceptance of the project, the temporary easement rights in the last-described tract shall cease and be no longer in effect.
Environmental Testing
In certain situations, it becomes necessary to acquire a temporary easement for the purpose of subsurface testing and investigation prior to completion of the acquisition process.
A temporary easement over lands, properties or interest, ownership of, or legal rights in which are claimed by ________________.
(Insert Property Description)
Said last-described tract is for the purpose of ingress and egress to and from the property and to conduct subsurface testing and investigation. The location of the test holes will be right or left of Station ____________'.
Upon completion of the subsurface testing and investigation, the temporary easement rights in the last-described tract shall cease and no longer be in effect.
(f) Other Clauses:
Excess Land
The Constitution of Missouri authorizes the Missouri Highways and Transportation Commission to acquire property in excess of that actually occupied by highway improvement. In some instances, it is beneficial to acquire by deed or condemnation, land or property rights in excess of normal land requirements. Right of Way Section approval is required prior to the acquisition of excess lands. The excess land shall be purchased by deed separately from the normal land conveyance.
It is understood that the above-described property is being acquired in excess of that actually needed and that the party of the second part is hereby vested with fee simple title thereto, under the authority of Article I, Section 27, of the Constitution of 1945 of the State of Missouri.
Reservations for Removal of Signs
In those instances where legally licensed signs are occupying leased areas, within the proposed acquisition limits, it is required that such interest be extinguished by Quitclaim Deed or by condemnation::.
Grantor reserves the right to remove (its)(his) sign or signs now located within the above-described tract of land, provided grantor removes such sign or signs within ______ days after the consideration stated herein is made available to grantor. Should grantor fail to remove or dispose of said sign or signs within the said _____-day period, the party of the second part may keep or dispose of said sign or signs, as it may please, without accounting in anywise to the party of the first part.
Reservation for Oil and Mineral Rights
In certain areas of the State where oil and gas leases are prevalent, which may encumber the surface as well as underground rights, it shall be necessary to effect releases to the extent necessary to construct and maintain the highway. Most leases provide that lessees may use surface of land for placing roadways, pipelines, tanks, etc., which may encumber the proposed realty and/or rights sought by the Commission. Should description writers encounter such circumstances, a Quitclaim Deed must be prepared for execution by lessees or assigns.
Oil and mineral rights in the above land are hereby reserved to the grantor, except rights to drill, erect structures, storage, or any other activity, which might interfere with the use of the same as a public highway.
OR:
This instrument is executed for the sole purpose of granting to the Missouri Highways and Transportation Commission, insofar as the undersigned can do so, a right of way for highway purposes, over and across the above-described land, it being understood that the undersigned holds oil and gas mining lease covering said land. No interest in the oil, gas, and other minerals in and under said land shall pass or be conveyed by this instrument. Said oil, gas, and mineral rights are hereby reserved, except rights to drill, erect structures, storage, or any other activities, which might interfere with the use of said land as a public highway.
Underpass
In certain cases the Commission reserves to Grantor the right to move livestock across and under Commission-owned property through culverts or bridges in order to minimize severance damages. Equipment underpasses should be handled on an individual basis with the division office.
Grantors, their heirs, successors, and assigns reserve the right to use as a (livestock) (livestock and equipment) underpass a certain drainage structure situated at (centerline) (median centerline) Station ___________. The extent of this reservation shall apply only to the land area herein described which lies within ___ feet on each side of the (centerline) (median centerline) as hereinafter described lying between Station _________ and Station _________.
Grantors, their heirs, successors, and assigns reserve the right to fence and maintain the last-described area, excluding the drainage structure and its appurtenances, provided such fence and maintenance shall not interfere with construction, reconstruction or maintenance of any highway or drainage facility located upon the land herein described.
Grantors, their heirs, successors, and assigns shall be liable for the construction and maintenance of the fence for the livestock underpass. Further, grantors, their heirs, successors, and assigns shall hold the Missouri Highways and Transportation Commission harmless from any and all liability for claims, which arise from grantors’ reservation in this deed. Further, the covenant to hold the Missouri Highways and Transportation Commission harmless shall be a covenant running with the land and shall remain in effect so long as the drainage structure is used as a livestock underpass.

236.4.6.4 Correcting Property Descriptions

From time to time, it may be necessary to correct a property description contained within a general warranty deed, quitclaim deed, or other such document that has been filed for public record with the Recorder of Deeds. The particular circumstances resulting in the need to correct the property description will dictate the type of document used to correct the property description of a previous conveyance.

Correction Deed (Sample Contracts)
Correction deeds are to be secured from the grantor when the limits of the acquisition have not changed, but the station, offset, bearing, section, township, range, etc., were originally depicted on the right of way plans in error. A correction deed should recite "One Dollar and other valuable consideration" and will be accepted only from same parties issuing the erroneous conveyance. Should the property have successor titleholders, it is then necessary to quitclaim the Commission's interest in exchange for a revised conveyance. The following paragraph should immediately precede the property description with the correction deed:
This deed is for the purpose of correcting the description as shown in a conveyance executed on ____________, 20___, and is of record in the office of the Recorder of Deeds for ______________ County, Missouri in Book _____ at Page _____.
Scrivener’s Error Affidavit (Form 4-6.4a)
A Scrivener’s Error Affidavit may be used when errors are the result of details included on the right of way plans being inaccurately written into property descriptions. Errors of this nature may include the transposition of numbers, typographical errors, identifying an incorrect bearing, etc. When details are written into property descriptions in error, and the right of way plans used to prepare the property description for the previous conveyance have not changed, a Scrivener’s Error Affidavit may be used to correct the error. The Scrivener’s Error Affidavit may NOT be used if the specific details being corrected are the result of changes to the right of way plans. Prior to recording the Scrivener’s Error Affidavit, district right of way shall contact the grantors to advise them of the error, and will provide the grantors with a copy of the recorded Scrivener’s Error Affidavit.
Use of the Scrivener’s Error Affidavit in any situation not described in the previous paragraph requires prior approval from the Right of Way Section.

236.4.6.5 Dedications and/or Reservations by Recorded Plat

A "dedication for roadways, streets and alleys" is a lawful conveyance by recorded plat to local governments. However, when dealing with future acquisitions by dedication in plats, or other instruments, the district is to consult with its regional counsel to make certain that the appropriate language is used in the dedication documents and the proper procedures are followed to avoid any future litigation or uncertainty as to whether a completed dedication has been accomplished. As further protection, the district’s regional counsel must approve as to form all ordinances, plats, deeds, and other conveyance documents purporting to dedicate property to cities and counties for the benefit of the Commission, in addition to all deeds by cities and counties of such property to the Commission.

(a) Future Ordinances, Plats, Deeds and Other Conveyances.
If Commission has already taken possession of the dedicated land (by maintenance, construction, or lease), no further action is required.
If the Commission has not yet taken possession of the dedicated land, but are relying upon existing recorded ordinances, plats, deeds, or other conveyances to claim title to the dedicated land, a thorough review of the wording used for the dedication is critical to ensure an effective transfer of the property.
The appropriate language must read, “dedicated to the Missouri Highways and Transportation Commission (or its predecessor title State Highway Commission of Missouri) for public use forever.” Provided the appropriate language is used, a review of the documents is needed to assure that the city or county in which the property is located has accepted the dedication from the landowner by appropriate ordinance or resolution. If the previously mentioned criteria are met, a deed must be secured from the city or county conveying the property to the Commission. The Commission’s acceptance of the dedicated land is contingent upon final approval by the Commission, as documented in a Commission Minute, and the execution of the Acceptance of Conveyance Document (RW42), (Form RW42 is accessible in eAgreements), as specified in the Execution of Documents Policy. If the wording of the plat is not proper, the Commission shall immediately enter into possession or secure a deed from the owner of the property and the city or county conveying the property to the Commission. Then the Commission must accept the deed by Commission Minute.
(b) A "reserved strip" (reserved for future widening) on a recorded plat is not a lawful conveyance. A deed with a description will have to be written for the area shown on the plat as reserved and processed like any parcel to be acquired for new land on a project. See Exhibit 4-6.4k2.
NOTE: The right of way plans should show "dedicated right of way" as existing right of way and "reserved for right of way" as new land to be acquired.

236.4.6.6 Preparing Quitclaim Deeds for Execution by Utility Companies (See EPG 236.7)

On projects where an existing utility is located on a private easement, and the limits of the new land acquired for the project will encompass the existing private utility easement, the district utility engineer will obtain a quitclaim deed from the appropriate utility company. Upon request from the district utility engineer, district right of way will prepare the quitclaim deed for execution by the utility company. These quitclaim deeds should be handled like quitclaim deeds prepared for the release of other tenant interest in the new land being acquired. Therefore, the property description contained within the quitclaim deed for the utility company should be the same description that is contained within the warranty deed prepared on behalf of the Commission for the fee owners’ execution.






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