User talk:Hoskir: Difference between revisions

From Engineering Policy Guide
Jump to navigation Jump to search
← Older editNewer edit →
Line 1,093: Line 1,093:
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.
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
===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.
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.  
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)
 
===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.
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.
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
 
===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.
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.
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.
===909.2.1.4 Queue Warning===
909.2.1.5 Integrated Corridor Management
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.
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
 
===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.
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
 
===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.
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.
At present, Missouri has no active managed lane facilities.
909.2.1.8 Automated Incident Detection
 
===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.  
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
 
==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.
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.
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.
The following sections outline key strategies for arterial operations and management.
   
   
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
909.2.2.1 Targeted Infrastructure Improvements
'''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>
 
===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.
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
 
===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.
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
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.
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 902.5.8 Responsibility for Operation and Maintenance.
 
909.2.2.4 Traffic Signal Timing and Coordination
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.
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.
<u>Applications:</u>
• 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.
* '''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.
• 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.
* '''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.
909.2.2.5 Transit Signal Priority
* '''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.
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
 
===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.
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
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.
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 2022 State Freight and Rail Plan Documents for additional information.
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
 
===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.
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
 
===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.
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
 
===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.
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
 
===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.
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
 
===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.
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
 
==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.
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.
   
   
909.2.4.1 Safety Enhancements
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
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.
'''Users:'''
909.2.4.2 Pedestrian and Accessibility Facilities
* 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]]).
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.
* 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]]).
909.2.4.3 Bicycle Lanes and Cycle Tracks
</div>
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
===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.
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
 
==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.
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; 909.2.5.2 Bus Rapid Transit; 909.2.5.3 Transit-Only Lanes; 909.2.5.4 Transit Operation Vehicles).
* Transportation Planners → Plan multimodal centers and support dynamic transit strategies (909.2.5.2 Bus Rapid Transit; 909.2.5.3 Transit-Only Lanes; 909.2.5.5 Multimodal Transportation Centers).
* Traffic Operations Engineers → Support signal priority and corridor treatments (909.2.5.1 Transit Signal Priority; 909.2.5.2 Bus Rapid Transit; 909.2.5.3 Transit-Only Lanes).
</div>
   
   
909.2.5.1 Transit Signal Priority  
===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.
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
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.
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  
 
===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.
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.
This strategy may offer targeted benefits in select corridors where shoulders are constructed to full-depth pavement standards.
 
909.2.5.4 Transit Operation Vehicles
<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.
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.  
===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.
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 as of 17:01, 13 February 2026

REVISION REQUEST 4036

106.3.2.93.1 Means of Evaluating Aggregate Alkali Carbonate Reactivity

1. Chemical Analysis

The chemical analysis of aggregate reactivity is an objective, quantifiable and repeatable test. MoDOT will perform the chemical analysis per the process identified in ASTM C 25 for determining the aggregate composition. The analysis determines the calcium oxide (CaO), magnesium oxide (MgO), and aluminum oxide (Al2O3) content of the aggregate. The chemical compositions are then plotted on a chart with the CaO/MgO ratio on the y-axis and Al2O3 percentage on the x-axis per Fig. 2 in AASHTO R 80. Aggregates are considered potentially reactive if the Al2O3 content is greater than or equal to 1.0% and the CaO/MgO ratio is either greater than or equal to 3.0 or less than or equal to 10.0 (see chart below). See flow charts in 106.3.2.93.2 for approval hierarchy. CaO, MgO and Al2O3 shall be analyzed by instrumental analysis only.

* MoDOT’s upper and lower limits of potentially reactive (shaded area) aggregates.

2. Petrographic Examination

A petrographic examination is another means of determining alkali carbonate reactivity. The sample aggregate for petrographic analysis will be obtained at the same time as the source sample. MoDOT personnel shall be present at the time of sample. The petrographic sample shall be placed in an approved tamper-evident container (provided by the quarry) for shipment to petrographer. Per ASTM C 295, a petrographic examination is to be performed by a petrographer with at least 5 years of experience in petrographic examinations of concrete aggregate including, but not limited to, identification of minerals in aggregate, classification of rock types, and categorizing physical and chemical properties of rocks and minerals. The petrographer will have completed college level course work in mineralogy, petrography, or optical mineralogy. MoDOT does not accept on-the-job training by a non-degreed petrographer as qualified to perform petrographical examinations. MoDOT may request petrographer’s qualifications in addition to the petrographic report. The procedures in C 295 shall be used to perform the petrographic examination. The petrographic examination report to MoDOT shall include at a minimum:

  • Quarry name and ledge name; all ledges if used in combination
  • MoDOT District quarry resides
  • Date sample was obtained; date petrographic analysis was completed
  • Name of petrographer and company/organization affiliated
  • Lithographic descriptions with photographs of the sample(s) examined
  • Microphotographs of aggregate indicating carbonate particles and/or other reactive materials
  • Results of the examination
  • All conclusions related to the examination

See flow charts in EPG 106.3.2.93.2 for the approval hierarchy. See EPG 106.3.2.93.3 for petrographic examination submittals. No direct payment will be made by the Commission for shipping the petrographic analysis sample to petrographer, or for the petrographic analysis performed by the petrographer.

3. Concrete Prism/Beam Test

ASTM C 1105 is yet another means for determining the potential expansion of alkali carbonate reactivity in concrete aggregate. MoDOT will perform this test per C 1105 at its Central Laboratory. Concrete specimen expansion will be measured at 3, 6, 9, and 12 months. The test specimens will be considered alkali carbonate reactive (expansive) if the specimens expand greater than 0.015% at 3 months, 0.025% at 6 months, or 0.030% at 12 months. See flow chart in EPG 106.3.2.93.2 for the approval hierarchy.


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 (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 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:

  • Transit Agencies → Operate BRT, implement TSP, and manage transit vehicles (909.2.5.1 Transit Signal Priority; 909.2.5.2 Bus Rapid Transit; 909.2.5.3 Transit-Only Lanes; 909.2.5.4 Transit Operation Vehicles).
  • Transportation Planners → Plan multimodal centers and support dynamic transit strategies (909.2.5.2 Bus Rapid Transit; 909.2.5.3 Transit-Only Lanes; 909.2.5.5 Multimodal Transportation Centers).
  • Traffic Operations Engineers → Support signal priority and corridor treatments (909.2.5.1 Transit Signal Priority; 909.2.5.2 Bus Rapid Transit; 909.2.5.3 Transit-Only Lanes).

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.


Retrieved from "https://epg.modot.org/index.php?title=User_talk:Hoskir&oldid=58366"