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234.6 Diverging Diamond Interchanges

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|colspan="2"|[[image:234.6.jpg|right|450px|thumb|<center>'''The first [https://www.youtube.com/watch?v=wYd9ikEoKqs DDI] in the nation opened to traffic June 21, 2009, in Springfield and has been a huge success. The interchange was chosen as one of the best new engineering innovations of 2009 by ''Popular Science'' magazine. The Springfield DDI also earned an AASHTO award and a Governor’s Award for Quality and Productivity.'''</center>]]
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|[[image:234.6 sign.png|right|333px]]||[[image:234.6 award.jpg|right|94px]]
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==234.6.1 Introduction==
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|'''Diverging Diamond Interchange'''
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|[https://urldefense.com/v3/__https://archive.org/details/2010MoDotDDInterchangeRpt/mode/2up__;!!B-WfeG7HSw!ELjAx-rd5iNHaVjOMPnVDS0AI4xeYA_QfgfA88fEGLcagiXHLkxySaXZxgbWHRVBcXoir4nwKt7ymv3eZHLR-dDz7cBGd46gITsg3CW5$ Lessons, 2010]
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|[https://spexternal.modot.mo.gov/sites/cm/CORDT/or11012.pdf Performance Evaluation, 2011]
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|[[media:234.6 Safety Eval.pdf|Safety Evaluation of Diverging Diamond Interchanges in Missouri, 2015]]
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|'''See also:''' [https://www.modot.org/research-publications Research Publications]
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A diverging diamond interchange (DDI), sometimes referred to as a double crossover diamond (DCD), is a [[:234.2 Diamond Interchanges|diamond interchange]] that more efficiently facilitates heavy left-turn movements. While the ramp configuration is similar to a traditional diamond interchange, traffic on the crossroad moves to the left side of the roadway for the segment between signalized ramp intersections. By moving traffic to the left, left-turning vehicles can enter the limited access highway without the need for a left-turn signal phase at the signalized ramp intersections. Also, left-turning vehicles on the crossroad do not conflict with opposing through traffic and may turn without stopping.

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{| border="1" style="text-align:center" align="left"
|+ ''Table 234.6.1.1 Conflict Points''
! style="background:#BEBEBE"|Type !! style="background:#BEBEBE"|Diamond !! style="background:#BEBEBE"|SPUI !! style="background:#BEBEBE"|DDI
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|Diverging||10||8||8
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|Merging||10||8||8
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|Crossing||10|| 8||2
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|Total||30||24||18
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===234.6.1.1 Advantages===

A DDI reduces total conflict points from the 30 points within a traditional diamond to only 18. Furthermore, the number of crossing points, the most crucial conflict type, is reduced from 10 to two, as shown in Table 234.6.1.1. When compared to a [[234.4 Single Point Urban Interchanges (SPUIs)|single point urban interchange (SPUI)]], a DDI reduces the total conflict points from 24 to 18. In this case, the reduction is strictly a result of fewer crossing points. Fig. 234.6.1.1 shows a traditional diamond interchange on the left and a SPUI on the right while Fig. 234.6.1.2 shows the layout of a DDI. The dots on the drawings show the location of the points of conflict.

[[image:234.6.1.1.jpg|center|650px|thumb|<center>'''Fig. 234.6.1.1 Points of conflict on traditional interchanges: diamond (left) and SPUI (right)'''</center>]]

[[image:234.6.1.2.jpg|center|650px|thumb|<center>'''Fig. 234.6.1.2 Conflict diagram for a DDI'''</center>]]
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|align="center"|'''DDI Advantages, Disadvantages and Key Elements to Consider'''
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|The diverging diamond interchange allows for two-phase operation at all signalized intersections within the interchange. This is a significant improvement in safety, since no left turns must clear opposing traffic and all movements are discrete, with most controlled by traffic signals. Additionally, the design can improve the efficiency of an interchange, as the lost time for various phases in the cycle can be redistributed as green time; there are only two clearance intervals (the time for traffic signals to change from green to yellow to red) instead of the six or more found in other interchange designs. Some of the intersections in the design can be unsignalized. The left turn from the freeway off-ramp, for example, can form an auxiliary lane that then becomes an exit-only lane for the entrance ramp to the freeway in the opposite direction.
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|'''Advantages of a DDI '''
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|■ Provides for two phase signals with short cycle lengths, significantly reducing delay.
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|■ Reduced horizontal curvature reduces risk of off-road crashes.
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|■ Increases the capacity of turning movements to and from the ramps.
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|■ May potentially reduce the number of lanes on the crossroad, minimizing impacts to existing right of way.
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|■ Substantially reduces the number of conflict points theoretically improving safety.
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|■ Theoretically improves pedestrian safety.
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|'''Disadvantages of a DDI '''
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|■ Drivers may not be familiar with configuration, particularly with regards to merging maneuvers along the left side of the roadway or the reversed flow of traffic.
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|■ No standards currently exist for this design and the design is extremely dependent on site-specific conditions.
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|■ Pedestrians would have to cross free-flowing traffic in freeway ramps. This could be mitigated by signalizing all movements while not impacting the two-phase nature of the interchange's signals.
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|■ Additional signing, lighting, and pavement markings will be needed.
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|■ There is very little accident history available at this time since this is a new interchange concept.
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|■ The local road should be a low speed facility (preferably posted speed less than 45 mph on the crossroad approach, but this may be mitigated by utilizing a higher design speed for the crossing movements).
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|'''Key elements in the selection of this type of interchange'''
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|For higher traffic volumes, the DDI design has better performance and offers lower delays, fewer stops, lower stop time and shorter queue lengths when compared to the performance of the conventional diamond design. For lower volumes, performance of the DDI and a conventional diamond interchange are similar.
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|A DDI has a higher capacity for all signalized movements when compared to the conventional diamond interchange. Especially, the capacity of left-turn movements is twice that of the corresponding capacity of left-turn movements of the conventional diamond interchange. Exclusive left-turn lanes are not necessary for the DDI.
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|To be comparable to a 4-lane DDI, a conventional diamond interchange would require 6 lanes to provide the same capacity. When additional future capacity is needed, it would be advantageous to convert a conventional diamond interchange into a DDI instead of pursuing the more costly option of widening the major and minor roadways in the interchange (includes widening the bridge) and adding additional lanes to the ramps.
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|While the DDI design does not allow through movements from off- to on-ramps, it permits u-turn movements with fewer conflicts than a conventional diamond interchange.
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|The potential for wrong way traffic movements in a DDI can be minimized with geometrics, signing, pavement marking, signals and lighting.
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|Nearby signalized intersections may reduce the effectiveness of a DDI. The simplified signal phasing of the DDI may impact the phasing of nearby traffic signals.
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In addition to reduced conflict points, the most notable advantage of the DDI over other types of diamond interchanges is that substantially higher left-turn movements can be accommodated both onto and off the limited access highway. This increase in left-turn capacity can be accomplished without drastically increasing the required crossroad's width. The ability to accommodate a high number of left turns improves the efficiency and, thereby, the capacity of the interchange.

The channelization necessary to move vehicles to the left side of the roadway can create a calming effect on overall traffic, which should reduce speed and create fewer and less severe crashes. In addition, wrong-way movements to and from the ramps are virtually eliminated. The reduced clearance distance on the ramps decreases exposure time within the intersection thus further improving safety.

Another advantage is that the signal operation is improved when a two-phase signal with the capacity for short cycle lengths is used. This can significantly reduce delays along the crossroad and will increase the safety and capacity of the interchange by decreasing queuing on the crossroad.

The application of a DDI may reduce project costs by allowing the use of existing structures and right of way or, at least, requiring the narrowest or shortest bridge and right of way template possible. This is mainly due to the reduction of required left-turn lanes. In fact, under appropriate traffic conditions, designated left-turns can be eliminated in one or both directions on the crossroad.

The DDI's layout has the interesting benefit of providing an easy U-turn for a driver on the limited access highway to return to a missed exit. This benefit can also aid incident management for interchanges downstream or upstream and detours for nearby construction.

===234.6.1.2 Disadvantages===

While the advantages of the DDI make it an attractive solution for a variety of traffic conditions, it is not applicable everywhere. As with any solution, there are disadvantages to consider. The first disadvantage arises when current or projected through volumes are high. The drivers inconvenienced the most by the installation of a DDI are those going through on the crossroad because they must crossover to the left side of the road and then back again to reach their destination. Through movements must be controlled and cannot be free-flow. If current or projected through traffic volumes are high, other interchange configurations designs should be considered at the conceptual stage.

Since motorists are driving on the left side of the road, the interchange may initially be confusing to some and may not be readily embraced by the public. However, an aggressive [[234.6 Diverging Diamond Interchanges#234.6.6 Public Involvement|public information]] campaign along with appropriate marketing and education can minimize this issue. In fact, when public relations are conducted effectively, the DDI can sell itself.

Another disadvantage is that off-ramp traffic may not re-enter the limited access highway. The configuration of the interchange forces off-ramp traffic to either turn left or right and prohibits going straight through the ramp intersection. This can adversely affect confused motorists who take the wrong exit, oversized loads and [[:Category:948 Incident Response Plan and Emergency Response Management|incident management]].

When pedestrian facilities are present, the left or right turn to and from the ramps may require signalization and negatively influence the interchange’s operation. The negative impact may be minimized depending upon geometrics and other design choices. Some at-grade pedestrian crossings can be located where oncoming traffic approaches from an unfamiliar direction. Since pedestrians are typically conditioned to look “left–right-left” before crossing the street, there is potential for pedestrian confusion at these locations. Although signalization may improve the situation for pedestrians, the issue will unlikely be eliminated.

DDIs may not work well when [[234.6 Diverging Diamond Interchanges#234.6.2.1.2 Spacing of adjacent intersections|adjacent intersections on the crossroad]] are too close. The DDI causes traffic to cross near the ends of the bridge which usually requires additional distance along the crossroad between these traffic crossings. Similarly, signalized intersections close to a DDI can complicate its operation due to signal timing issues. The designer should consider the location of nearby access points before deciding to use the DDI as a solution. DDIs may not work well when adjacent intersections on the crossroad are closely located and experience heavy traffic themselves.

==234.6.2 Design==

===234.6.2.1 Concepts===

====234.6.2.1.1 Modeling/Simulation====

An operational analysis (traffic study) should be conducted whenever a DDI is considered. Operational measures such as [[902.12 Glossary#Level of Service (LOS)|Level of Service (LOS)]], delay and capacity can be used to compare the operational characteristics of a DDI with other types of interchanges, such as traditional diamonds or SPUIs. The operational analysis can also be used to determine the number of lanes and the configuration needed for the DDI to operate acceptably.

Generally, micro-simulation modeling, such as VISSIM, is the preferred method for analyzing a DDI. In some situations, such as at isolated interchange locations and at low-volume locations, traditional ''Highway Capacity Manual'' (HCM) methods can produce reasonable results. Any nearby intersections, less than one-half mile from the interchange, should be included in the model. In addition to providing operational measures, micro-simulation models can be used to create animations. These animations are commonly used to help the public understand the DDI concept and the benefits of using a DDI at a particular location.

====234.6.2.1.2 Spacing of adjacent intersections====

As with any interchange type, it is desirable to follow the minimum intersection spacing shown in [[940.3 Clearance of Functional Areas of Interchanges|EPG 940.3]]. However, special consideration must be given in evaluating a DDI when the nearest full access intersection is significantly less than the minimum distance shown in Table 940.3. The DDI operates essentially as a two-phase signal with only one direction of travel on the crossroad allowed through the interchange at a time. When there is a signalized intersection too close to the DDI, it is generally not possible to coordinate both directions of travel along the crossroad with the adjacent signal resulting in one direction of travel queuing in the small space between the intersections. When considering a DDI with a signalized intersection close to the interchange, other interchange types should also be considered.

Traffic projections require additional attention when evaluating the use of a DDI in a closely spaced signal system. When this is the case, a sensitivity analysis should be performed. A sensitivity analysis evaluates how changes in the traffic projections affect the results of the operational analysis ([[902.12 Glossary#Level of Service (LOS)|LOS]] or capacity). The sensitivity analysis will show if the proposed improvements only work under a limited number of traffic conditions or if the proposed improvements are flexible enough to satisfy a variety of future traffic conditions.

At this time, it does not appear that closely spaced right-in, right-out access or left-in accesses pose a greater challenge for DDIs compared to other interchange types. When evaluating non-signalized access points, additional care should be given so the access does not interfere with the operations of the right turns either onto or off the ramps.

===234.6.2.2 Design Elements===

====234.6.2.2.1 Design Speed====

Besides the normal controlling factors of design speed, for example vertical sight distance, the major controlling element of a DDI design speed is the horizontal geometrics of the two crossovers. These two crossovers can act as a traffic-calming device. Some other factors that can influence the design speed of a DDI are traffic volumes, percentage of trucks, right-of-way and existing conditions. Without crossovers, the design speed of the crossroad would be higher in most cases and design elements such as sight distance should be based on that higher speed.

For through traffic, it is desirable for regular passenger vehicles to be able to proceed through a DDI at 20-30 mph without encroaching upon an adjacent lane. MoDOT’s past and current designs are allowing speeds of about 25 mph. It is highly recommended that WB-67s, MoDOT’s designated design vehicle, be able to proceed through a DDI at 20 mph and make all turning movements to and from ramps at 15 mph.

====234.6.2.2.2 Horizontal Crossover Geometrics====

The physically defining characteristic of a DDI is that opposing traffic crosses and travels between the ramps of the interchange on the left side of the road and then crosses back. This is achieved by two crossovers at signalized intersections. Driving on the left side of the road violates a well-ingrained driver expectation. The crossovers are essentially non-traditional intersections of two one-way roads where only through movements occur. The greatest potential for driver confusion is at these crossovers. The layout and design of the crossovers should minimize potential driver confusion and encourage the correct driver movements.

'''General Considerations'''

Based on appearance alone, it is possible to view the geometric layout of the crossovers as simply a series of reverse curves. A well-designed crossover requires more consideration. The design of the horizontal geometrics for each crossover is site specific.

For practical design application, the center of each crossover can be slightly skewed from the crossroad centerline and/or offset, as shown below in Fig. 234.6.2.1.

[[image:234.6.2.1.jpg|center|700px|thumb|<center>'''Fig. 234.6.2.1 Center of the crossover offset and skewed from centerline of the crossroad'''</center>]]

Placement of the two crossovers is largely dependent upon the spacing and location of the ramps. The space needed for vehicular storage between the crossovers must also be considered. When there is room, there is a fair degree of flexibility in the placement of the crossovers. If more length is needed than the distance between ramp termini provides, the crossovers may be located farther apart, as shown in Fig. 234.6.2.2. As a result, the ramp entrances and exits will need to be configured to merge or diverge with the cross route by either extending or shortening them.

[[image:234.6.2.2.jpg|center|700px|thumb|<center>'''Fig. 234.6.2.2 The crossover placed approximately 150 ft. away from ramp baseline termini'''</center>]]

The horizontal crossover geometrics consist of three main interacting elements: 1) crossing angle, 2) tangent length approaching and following the crossover and 3) curve radii approaching and following the crossover.

'''Crossing Angle'''

The crossing angle is the acute angle between lanes of opposing traffic within the crossover, as shown in Fig. 234.6.2.3.

[[image:234.6.2.3.jpg|center|700px|thumb|<center>'''Fig. 234.6.2.3 Crossing Angle'''</center>]]

Several factors are important when choosing a crossing angle. The first is minimizing the likelihood of a driver making a wrong movement into opposing traffic. The greater the crossing angle, the more the crossover will appear like a “normal” intersection of two different crossroads and decrease the chance that a driver will make a wrong movement. Greater crossing angles also minimize the distance across the intersection and, thus, decrease the exposure a vehicle has to opposing traffic. Greater crossing angles do result in larger footprints.

Greater crossing angles can also increase the potential for driver discomfort that may aid traffic calming. However, caution should be exercised concerning driver discomfort, especially for through traffic. Safety for vehicles with higher centers of gravity, such as trucks, needs consideration. Larger crossing angles in combination with sharper reverse curves can increase potential for overturning and excessive driver discomfort due to centripetal forces acting on the driver shifting back and forth depending on speed. Another crossing angle factor that compounds driver discomfort is when the roadway between and/or approaching the crossover is constrained.

Conversely, lesser crossing angles will increase the potential for wrong way movements by confused drivers, increase crossing distance and, thus, exposure to opposing traffic. In addition, lesser crossing angles will likely cause less driver discomfort and fit into a smaller footprint.

MoDOT has designed crossing angles ranging from 40-50°. A recommended approach is to use the largest crossing angle possible while balancing each of the horizontal geometric crossover aspects.

'''Tangent Length'''

The majority of MoDOT’s DDI designs have used some tangent length between the curves of the crossover. For the most part, though, the tangent length used has not been extended beyond the intersection. However, using design principles borrowed from roundabouts, extending a tangent length both before and after the crossover can decrease potential driver confusion and improve the overall safety of the interchange.
[[image:234.6.2.4.jpg|right|380px|thumb|<center>'''Fig.234.6.2.4 Windshield view demonstrating vehicle path overlap in a typical DDI design'''</center>]]
The most valuable aspect of adding tangent length before and after a crossover is the propensity to align vehicles to the correct receiving lane as they approach the crossover. Crossover movements in the middle of reverse curves can lead to vehicle path overlap. This is especially true for vehicles behind the stop bar waiting for a green light. Without a short tangent length, vehicles staggered behind stop bars can line up with the adjacent lane rather than their own, as demonstrated in Fig. 234.6.2.4. Short tangent lengths will aid in guiding the vehicles through the intersection.

Additionally, crossover movements that occur in the middle of reverse curves force drivers to make directional corrections within the crossover that can lead to encroachment upon an adjacent lane. Crossover movements on tangents reduce, if not eliminate, directional corrections within the crossover. A short tangent length extending beyond the crossover can also aid in locating and aiming the signal head directly over the correct lane. Visibility of the signal indication for drivers approaching the intersection should be considered as well.

By extending a short tangent length before and after the crossover, the result may be the need for either a lesser crossing angle or smaller curve radii at the crossovers. It is important to remember that a well-designed crossover is a balancing act of these three elements and the effect of more tangent length can potentially have an undesirable impact on these other two elements. Appropriate consideration should be given when extending the tangent length especially when space is constrained.

When tangent length beyond the intersection is used, a length of 15-20 ft. along the inner edge of pavement is recommended before the crossover. This distance should be provided measuring from behind the stop bar when possible, but may be provided from the crossover itself when space is limited. Since cars do not experience stopping after the crossover, a shorter length of about 10-15 ft. along the inner edge of pavement is encouraged. Fig. 234.6.2.5 shows the recommended minimum lengths. If crossing angles less than what Missouri has designed are used, it may be helpful to use longer than the recommended lengths.

[[image:234.6.2.5.jpg|center|700px|thumb|<center>'''Fig. 234.6.2.5 Recommended tangent length before and after crossover'''</center>]]

'''Curve Radii'''

The curves approaching and following the crossover should allow the design vehicle to navigate the interchange at the design speed as well as accommodate the turning movements to and from the ramps. Each curve should transition to and from the tangents of the crossover as shown in Figure 2.6. While many designs utilize similar curve radii for each side of the crossover, an optimized design can require different curve radii for each side, before and after the crossover creating an asymmetrical design. Some of the factors that can influence these curve radii are design speed, crossing angle, tangent length, right-of-way, median width and vehicle storage for turning lanes of adjacent intersections.

One approach to design these curves is to start with a 200 ft. radius along the inner edge of pavement both before and after the crossover and then adjust the radii until optimum design is achieved. Curve radii used in MoDOT DDI designs generally range from 150-300 feet.

[[image:234.6.2.6.jpg|center|700px|thumb|<center>'''Fig. 234.6.2.6 Curve radii approaching and following the crossover'''</center>]]

====234.6.2.2.3 Lane Width====

Lane width on the DDI crossroad is somewhat site and project specific. What is challenging regarding lane widths of DDIs is the crossover. In most cases, the lane width of the crossover will need to be wider than the standard cross route lane width. The crossover lane width is a function of the layout and horizontal geometrics in conjunction with modeling the off tracking of a WB-67. Most MoDOT DDIs widen the lane width for the crossover to 15 feet. A recommended approach is to begin the design using lane widths of 15 ft. and reduce them based on the off-tracking modeling until optimum lane width is achieved. Standard lane width may be achievable when the horizontal geometrics allow it. Such might be the case if the crossroad has a wide median.

Whatever lane width is used, all passenger vehicles should have the ability to stay in their own lane through the crossover. If truck traffic is light, it is at the designer’s discretion whether to allow off-tracking trucks to encroach upon an adjacent lane. When heavy truck traffic is present, wider lane widths are desirable and consideration must be given to the potential for two trucks to navigate side-by-side through the interchange. What can also have a significant impact upon lane width between the crossovers is whether there is a single- or dual-left turn into those lanes. It is worth noting that truck drivers are instructed to use the right-most lanes when there are multiple left-turn lanes.

All approach lanes on the crossroad should be tapered to the crossover lane-width before entering the curve approaching the crossover and maintained through the curve after the crossover. Between the crossovers, lane widths may need to be tapered if existing conditions constrain the roadway. Existing structures can limit lane width between crossovers. Right-of-way can affect lane width approaching a crossover. Pedestrian and bicycle accommodation can influence lane widths before, after and between the crossovers. The ramp spacing and distance between the crossovers are additional considerations. The lane width between the crossovers should meet standard lane width where possible but not exceed the lane width of the crossover.

====234.6.2.2.4 Shoulders====

If the cross route has shoulders and there is space, they should be continued through the interchange. For a relatively short segment in a DDI, the left shoulder becomes the outside shoulder and the right shoulder becomes the inside shoulder. For this reason, some alterations to the shoulders may need to be considered.

Under normal circumstances, when a vehicle needs to pull over and stop, the driver expectation is to use the right shoulder. In addition, the left lanes between the crossovers will be heavily used for left- turn movements and potentially experience more weaving. While it is not desirable to have vehicles stop and pull over between the crossovers, the right shoulder is considered the safer place, which, in this case, is the inside shoulder. In addition, bicyclists riding on the right shoulder would expect to be able to continue using the same shoulder through the interchange.

The MoDOT design that has shoulders on the cross route keeps the right and the left shoulder widths constant through the interchange, as shown in Fig. 234.6.2.2.4. However, it may be advantageous to narrow the left shoulder approaching and between the crossovers to discourage drivers from stopping. Cross routes passing over the limited access highway on existing structures may require both shoulders to be narrowed similarly to a traditional diamond interchange.

[[image:234.6.2.2.4.jpg|center|775px|thumb|<center>'''Fig. 234.6.2.2.4 Shoulders carried through the crossover of a DDI'''</center>]]

====234.6.2.2.5 Traffic Separation between Crossovers====

Driving on the left side of the road violates a well-ingrained driver expectation and will initially be counter-intuitive to drivers first using a DDI. For channelization and safety reasons, MoDOT used a physical barrier between the crossovers to separate opposing directions of traffic in all of its current and past designs. Either a barrier or a raised median must physically separate opposing traffic between the crossovers.

====234.6.2.2.6 Ramp and Preliminary Plan Criteria====

Traffic capacities for ramp design are subject to variation and are limited by the geometric features of the ramp itself, the ramp termini, the weaving sections, the volume of through and turning traffic and intersection spacing within the functional area of the interchange. Refer to [[:Category:940 Access Management|Access Management]] for additional information. Because the ramp through-movement is physically prohibited, accommodations for this movement downstream of the interchange on the cross route may be considered. These accommodations should be considered when applying access management principles and evaluating capacity. Procedures and methods for evaluating these capacities are given in the ''Highway Capacity Manual'' and ''A Policy on Geometric Design of Highways and Streets'' (AASHTO Green Book).

Ramp design for a DDI should take into consideration the need of separate lanes for left- and right-turning traffic especially when either of these movements is signalized. While traditional ramp designs allow for shared lane usage, exit ramp design for a DDI should provide separate left- and right-turn lanes prior to the ramp terminal. This is because the phasing for the signalized left turn and right turn will not occur simultaneously. The storage lengths of these lanes are dependent upon projected volumes and potential queuing.

Typically, ramp base lines are always equated to the survey centerline and other ramp base line intersection points or the cross route centerline intersection point. The equations include offsets and intersection angles. For ease of identification, interchange ramps are numbered. Ramp details can be found on [http://www.modot.mo.gov/business/standards_and_specs/documents/20340.pdf Standard Plan 203.40]. The district approves the geometric layout of a DDI from the schematic drawing shown on the preliminary plan.

At this preliminary plan stage, interchange geometric sheets are submitted to the Design Division for review and comments. Plans are also submitted to FHWA for approval on all projects designated for federal involvement for preliminary plans on the PODI Matrix.

====234.6.2.2.7 Sight Distance====

Two areas of specific importance to a DDI are sight distance for vehicles making crossover movements and vehicles exiting from the limited access highway. The driver of a vehicle approaching or departing from an intersection should have an unobstructed view of the intersection, including any traffic control devices, and sufficient length along the cross route to permit the driver to anticipate and avoid potential collisions. The same sight distance principles, as described in the AASHTO Green Book, should be followed when designing a DDI.

Particular attention should be paid to the sight lines of vehicles turning from an exit ramp under yield control; this is true for either single- or multiple-turn lanes. For the driver making a right turn from the exit ramp of a DDI, their expectation is that traffic will be moving from the nearest lanes on their left. However, the traffic is actually approaching from the far left lanes since the direction of traffic is switched, as shown in Fig. 234.6.2.2.7.

[[image:234.6.2.2.7.jpg|center|700px|thumb|<center>'''Fig. 234.6.2.2.7 Diagram of expected oncoming traffic versus actual oncoming traffic'''</center>]]

If there is room, a possible way to minimize this issue is by moving the right turn further from the crossover to increase the amount of sight distance available to these right-turners as well as give them more time to realize where oncoming traffic is coming from. Another consideration is to channelize the right turn coming off the ramp more so when drivers turn to view the oncoming traffic, it more likely falls in their natural line of sight.

If a median barrier is installed between the opposing directions of traffic to allow for a sidewalk or physical separation of vehicles, care should be taken to provide adequate sight distance. If the concrete barrier wall interferes with sight distance, it should be constructed using a shorter wall that tapers from 24 in. near the ends to the full height of 42 in. when sight distance is no longer obstructed as depicted by the red line on the barrier in the photograph, below.

[[image:234.6.2.2.7 red line.jpg|center|700px|thumb|<center>'''The red line (near the center of the photo) shows how the barrier wall could be altered to provide better sight distance'''</center>]]

====234.6.2.2.8 Acceleration and Deceleration Lanes (Parallel Type)====

Minimum speed-change lengths are provided in [[Media:Green Book Table 10-3.pdf|Tables 10-3]] and [[Media:Green Book Table 10-5.pdf|10-5]] of the AASHTO Green Book. Lengths shown in these tables are for grades of two percent or less on the speed-change lane. [[Media:Green Book Table 10-4.pdf|Table 10-4]] of the AASHTO Green Book provides adjustment to these lengths for grades over two percent. Speed-change lanes are provided at all ramp entrances and exits where the numbers of through traffic lanes on each side of the ramp terminal are equal. A shoulder at least six feet wide is provided for auxiliary lanes along the through-traffic lanes. Auxiliary lane width is the same as the width provided for the through-traffic lanes. In rural areas, the ramp nose will be visible to approaching traffic for a distance equal to at least 1.25 times the stopping sight distance on the limited access highway.

Where interchanges are closely spaced, less than one mile, the auxiliary lane for acceleration will be extended to the exit of the next interchange. An entrance lane followed by a lane exiting forms a traffic-weaving section that requires additional-length weaving capacity. The capacity of the auxiliary lane connecting the on-ramp with the off-ramp will be determined using the Highway Capacity Manual or an appropriate traffic-modeling program (i.e. VISSIM). The weaving section will have a length and number of lanes based on the appropriate level of service outlined in [[:Category:232 Facility Selection|EPG 232 Facility Selection]]. Where a two-lane entrance ramp or a two-lane exit ramp is needed for capacity or lane balance, the effective length of auxiliary lane will be determined as illustrated in [[Media:Green Book Fig 10-74.pdf|Figures 10-74]] and [[Media:Green Book Fig 10-73.pdf| 10-73]] of the AASHTO Green Book.

====234.6.2.2.9 Clear Zones====

Clear zones are provided on all ramps and the cross route where feasible. Specific guidance concerning clear zones is found in [[231.2 Clear Zones|EPG 231.2 Clear Zone]].

====234.6.2.2.10 Turning Movements Unique to DDIs====

The DDI presents two unique turning movements not seen at any other interchange configuration: left turns onto and from ramps that are unopposed by other vehicular traffic. Under traditional diamond control, these turning movements are signalized with a left-turn movement opposed by oncoming traffic. The DDI’s advantage is to make the movement from the cross route to the limited access highway more efficient. No restrictions should be placed on the left turn onto the limited access highway unless pedestrian issues dictate otherwise.

====234.6.2.2.11 Traffic Control Options for Turning Movements====

The defining concept of the DDI is the ability to remove the conflicting left turn for traffic entering the limited access highway. Placing any traffic control on this movement is discouraged.

The DDI off-ramp left turn has one conflict point, which is similar to the off-ramp right turn. Therefore, the traffic control options are identical to the traditional off-ramp right turn; stop, yield and signal. Stop signs should not be used. Yield control is more practical with a one-lane left turn with low to moderate volumes but may be used on a dual left turn as a secondary option to signal control.

The off-ramp right turn options, benefits and drawbacks are nearly identical to the off-ramp left turn. Yield control is more practical with a one-lane right turn with low to moderate volumes but may be used on a dual right turn as a secondary option to signal control. Stop control should only be used as an option when yield control is not practical.

The cross route right turn is identical to any channelized right turn at a traditional interchange. Traffic control options are stop, yield or none. When the cross route right-turn is a single lane and has moderate to high volumes, no traffic control may be necessary. However, adequate geometry and auxiliary lane length must be provided. Unless all lanes enter the limited access highway, the right lane should merge into the left lane. Yield control is more practical with a single right turn with low to moderate volumes but may be used on a dual right turn as a secondary option to signal control. Stop control should only to be used as a last resort when yield control is not practical. Signalization may be appropriate when high volumes of pedestrians are present.

====234.6.2.2.12 [[:Category:902 Signals|Signals]]====
[[image:234.6.2.2.12 signals.jpg|right|250px]]
Placement and visibility of signal indications is of utmost importance in order to ensure drivers understand how to navigate the interchange. Many of the same philosophies for signal design of other intersections also apply to the DDI. Signal heads placed over each of the receiving lanes provide positive guidance through the intersection and should be aimed appropriately at the stop bar for each lane.

Placement of the mast arms for both through movements is critical to ensure they do not block the view of the signal heads for either approach since traffic approaches the intersection from the same side of the cross route.

The addition of nearside signals at the crossover allows vehicles further back in the queue to see a signal indication as they approach the intersection and may help in keeping the queue moving and prevent rear-end crashes. If placing nearside signal heads at the intersection, be sure to consider their location. Placing the nearside signal too close to the divergence of the free left turn or the free right onto the ramp can lead to drivers making these movements believe they must stop and wait for a green indication. If this condition occurs, it can adversely affect the operation of the signal, especially if these movements have a shared lane.

An advantage of the DDI is the potential elimination of signal phases for movements such as the off-ramp left-turn. However, there may be times when signalizing this movement is beneficial. Drivers may not be looking for approaching traffic since it comes from an unfamiliar direction. By signalizing this movement, conflicts can be reduced or eliminated if left turns on red are restricted. Under moderate to heavy demand, the green indication can be provided during times when no oncoming traffic is present and help eliminate the stop and start condition yield control tends to create. Other considerations may be the number of lanes, two or more, making this maneuver. Signalization of the left turn, especially if the left turn on red is eliminated, can increase the queue length for this movement and may require more storage on the ramp to accommodate the restrictions placed on this movement.
[[image:234.6.2.2.12 no turn on red.jpg‎|right|115px]]
When signalizing the off-ramp left-turn, the distance between the crossover intersection and the off-ramp left-turn should be minimized. The longer the distance for the through movement to clear the intersection, the longer the duration of the yellow and all-red intervals. Increases in clearance intervals reduce the effective green time of the signal and the efficiency of the signal. If left turns on red are allowed, it may be desirable to restrict this turn to the green interval to eliminate possible driver confusion as to the location of oncoming traffic in this unique interchange. A NO TURN ON RED ([[903.5 Regulatory Signs#903.5.30 Traffic Signal Signs (R10-3, R10-5 through R10-30) (MUTCD Sections 2B.53 and 2B.54)|R10-11 series]]) sign may be posted to prohibit this movement.

Pedestrian movements across a free right are generally not signalized and therefore do not include any pedestrian signals. However, pedestrian movements across conflicting movements are signalized and run concurrently with the non-conflicting vehicle phase. The number of signalized pedestrian movements should be minimized when possible and located where the shortest distance to cross occurs. By doing so, pedestrian crossing times are reduced and do not become the controlling factor in the signal operation. Pedestrians crossing along the outside of the interchange may create a longer distance for a pedestrian to walk, which creates longer pedestrian intervals and could become the control for the signal timing.

Pedestrian facilities located along the outside of the interchange may also cause pedestrians to make more conflicting movements, walk a longer distance, and cross at an unsignalized left-turn. Typically, pedestrians cross with vehicles traveling in the same direction and any left-turning traffic yields to those pedestrians. However, in the DDI most pedestrians are not accustomed to crossing at the unsignalized left-turn of a DDI. Additionally, most drivers will not expect a pedestrian conflict during this movement. This movement could be considered a “conflicting movement” and could cause the left-turn entrance ramp to become signalized. The defining concept of a DDI is the advantage of the free left, but by signalizing it for pedestrians the efficiency of the interchange may be compromised.

Traditional channelized right turns from an off-ramp are not usually signalized so the use of signals on a single-lane, off-ramp right turn at first may not be considered. However, several conditions unique to the DDI could prove signalization as the best option regardless of the number of lanes and volumes. Again, since the direction of travel of oncoming traffic may be unfamiliar, drivers making the right turn from the ramp may fail to yield to the oncoming traffic unintentionally. By signalizing this movement, the potential conflict can be reduced or eliminated if right turns on red are restricted. Again, under moderate to heavy demand, the green indication can be provided during times when no oncoming traffic is present and help eliminate the stop and start condition yield control tends to create. Other considerations may be the number of lanes, two or more than two, making this maneuver. However, signalization of the right turn, especially if the right on red is eliminated, can increase the queue length for this movement and may require more storage on the ramp to accommodate the restrictions placed on this movement. A decision to signalize could also be based on downstream conditions such as nearby entrances, weaving sections or turn-lane access.

Since signal phases are reduced, one controller can be used to accommodate both signalized intersections. The traditional phase assignments, however, may be modified. Typically, for an eight-phase traditional intersection, phases 2 and 6 are through movements for the major route and phases 4 and 8 for the side street. For the DDI, phases 2 and 6 are the through movements for the same direction of travel at each of the intersections (i.e. northbound) and phases 4 and 8 are the through movements for the other direction of travel at each of the intersections (i.e. southbound) as shown in Fig. 234.6.2.2.12.

[[image:234.6.2.2.12.jpg|center|thumb|775px|<center>'''Fig. 234.6.2.2.12 Phase assignments for through movements of a DDI'''</center>]]

====234.6.2.2.13 Pavement Marking====

Although a DDI may operate in an unusual manner, the pavement marking used is similar to other interchanges. However, MoDOT’s practice is to continue the yellow stripe on the left side of the vehicle and the white on the right between the crossovers to make the driver more comfortable when they crossover to the left side of the road. MoDOT essentially chooses to view the roadway between the crossovers as two separate one-way roads.

Stop bars, yield bars and arrow lane markings are all standard applications. Dotted lane-line extensions are typically used to help guide motorists through the crossovers.

====234.6.2.2.14 Signing====
[[image:234.6.2.2.13 keep left.jpg|left|90px]]
[[image:234.6.2.2.14 DDI.jpg|right|110px]]
For regulatory, warning and object markers, standard highway signing practices apply. In order to assist the driver to make a correct crossover movement, Missouri used a mirrored KEEP RIGHT regulatory sign to provide an additional reminder to KEEP LEFT.

Due to driver unfamiliarity and the typical need to navigate DDI intersections more slowly than the posted speed limit, the warning sign assembly shown to the right may be required. The need for the advanced warning sign depends on the posted speed limit of the road and the recommended safe travel speed through the DDI. This warning sign is to be applied in the same manner as a curve speed plaque assembly when the recommended DDI travel speed is 5 mph or more below the posted speed limit. The [[903.6 Warning Signs#903.6.7 Horizontal Alignment Signs (W1-1 through W1-5, W1-11, W1-15, W24-1L, W24-1cP) (MUTCD Section 2C.07)|Double Reverse Curve Left sign warning sign (W24-1L)]] shall be installed with the [[903.6 Warning Signs#903.6.7.6 ALL LANES Supplemental Plaque (W24-1cP) – Diverging Diamond Interchange (DDI) Application|ALL LANES supplemental plaque (W24-1cP)]], when more than one lane exists in each direction, and with the appropriate [[903.6 Warning Signs#903.6.46 Advisory Speed Supplemental Plaque (W13-1P) (MUTCD Section 2C.08)|advisory speed supplemental plaque (W13-1P)]]. If the DDI can be traversed safely at or above the posted speed limit, the advance warning sign may be installed without the advisory speed plaque if engineering judgement indicates the need for the sign.

Guide signing presents the most challenges due to the absence of clear guidelines. Guide signing of a DDI should not be an after-thought. Primary and secondary guide signs should be applied properly and not condensed or combined together. Appropriate driver information must be conveyed in order to ensure proper function and operation of any facility.
[[image:234.6.2.2.13.jpg|right|300px]]
The major factors of guide-sign design are driver information, size and support structure. Providing a cardinal direction and a destination is typical for a primary guide sign. Primary guide signs typically have larger legends and route shields and display more information to the driver. This allows the sign to be visible from a greater distance and allows the driver more time to make decisions. Secondary guide signs are a supplement to the primary guide signs and confirm that the driver has made the correct lane decision by providing the route information.

As with any other complex intersection, guide signs should be mounted overhead. This places the signs in a location that increases visibility, providing drivers with the maximum amount of time to make the correct lane choice. An overhead guide sign placed directly over the appropriate lane for specific destinations clearly indicates to the driver which lane to select.

The destination information is very important because many drivers more readily look for a destination name rather than knowing their cardinal directions. Proper sizing of both the overhead signs and their support structures in the design phase can minimize costs of going back and correcting guide-signing issues after construction.

====234.6.2.2.15 Pedestrians====

All interchanges with their ramps and structures can be a challenge for designers to provide safe crossings for pedestrians. The complex geometrics of a DDI require that special consideration is given to those who may be traveling on foot or in a wheelchair. Sidewalks approaching the interchange should continue all the way through. If sidewalks are not present on the approaches, consideration should be given to the future development of the area. It may be more efficient to include sidewalks with the current construction versus a retrofit.

Pedestrian behavior can be unpredictable. At times, they choose to cross where and when they desire. Drivers and pedestrians may choose to violate a signal if it appears unnecessary or to be too time consuming to comply. They may also unintentionally violate a signal.

Placement of the sidewalks greatly affects the overall design and operation of a DDI. Consideration of pedestrian accommodations should occur at the conceptual design stage. Designing to accommodate pedestrians is highly recommended. There are two basic ways to accommodate pedestrians at a DDI. Sidewalks can be placed in the middle of the crossroad between the crossovers or kept on the outside perimeter. This decision can influence the number of signals and the capacity of the interchange.
[[image:234.6.2.2.15 R15-8.jpg|right|140px]]
Pedestrians may encounter traffic approaching from the opposite direction than is expected. People are accustomed to look “left–right-left” before crossing the street; therefore, this condition may need special consideration. Signalization may help the issue. However, it does not necessarily prevent pedestrians from making mistakes and may adversely affect traffic capacity. Signs or pavement markings instructing a pedestrian to look right or left may be helpful to alert pedestrians of oncoming traffic from an unexpected direction.

An option for when there is heavy pedestrian traffic is to install a blank out “No Turn on Red” sign for vehicles. Use of this sign will require the pedestrian “Walk” display to be activated only by pedestrian push button and not as a default with the adjacent through vehicle phase.

Design of the pedestrian facilities should be in accordance with [[:Category:642 Pedestrian Facilities|EPG 642 Pedestrian Facilities]]. The width of the sidewalk is a minimum of 5 ft. if there is at least a 2 ft. separation from the curb and a minimum of 6 ft. wide if located adjacent to the curb. If bicycle traffic is anticipated to share the sidewalk, a minimum width of 8 ft. is required. Sidewalks wider than 8 ft. may be appropriate depending on the expected volumes of pedestrians and cyclists.

All sidewalks must be compliant with the [https://www.access-board.gov/guidelines-and-standards/buildings-and-sites/about-the-ada-standards/background/adaag Americans with Disabilities Act Accessibility Guidelines (ADAAG)] or the [https://www.access-board.gov/prowag/ Public Right of Way Accessibility Guidelines (PROWAG)]. Also, pedestrian signal components must comply with the [http://mutcd.fhwa.dot.gov/index.htm Manual on Uniform Traffic Control Devices (MUTCD)].

Although standard curb ramps are an acceptable way to access a sidewalk on a channelizing island, it is strongly recommended at-grade cut throughs be used to provide positive guidance across sizable islands and the path through the island be as short and straight as possible so visually impaired persons do not become confused about the direction they are traveling.

Two configurations have been designed for DDIs built in Missouri. The first, somewhat unconventional but very effective design, guides a pedestrian from the outside of the cross route to the ramp-channelizing island and then into the middle of the cross route between the crossovers as shown below.

[[image:234.6.2.2.15.1.jpg|750px|center|thumb|<center>'''Example of sidewalks in the middle of the cross route between the crossovers.'''</center>]]

There are several advantages to the above configuration:
[[image:234.6.2.2.15 photo.jpg|right|250px]]
:* The two-phased signal provides pedestrians a walk signal from the outside to the inside median sidewalk when conflicting traffic is stopped at signals.
:* The number of times a pedestrian must cross the roadway unprotected is reduced and decreases the exposure to free flowing turning movements.
:* Only one sidewalk is needed, which may result in a smaller bridge area or narrower roadway.
:* A pedestrian can cross to the other side of the cross route at the crossovers.

The disadvantages to this design:

:* When the limited access highway is above the crossroad, the placement of the structural obstacles may complicate the design.
:* If the pedestrian crossing is narrow, pedestrians may feel uncomfortable with traffic passing on both sides.

Barrier separation from traffic should be used when pedestrians are placed down the center of the cross route. If bicycles will be present, a height of 42 in. is required. If the barrier wall interferes with sight distance, the height may be reduced near the ends and tapered to the full height so that sight distance is no longer obstructed.

The second configuration option is to continue the sidewalks along the outside of the cross route as shown below.

[[image:234.6.2.2.15.2.jpg|center|750px|thumb|<center>'''Example of sidewalks on the outside.'''</center>]]

The advantages to this approach are:

:* When the limited access highway is underneath the crossroad, sidewalk conflicts with structural obstacles located along the cross route may be avoided.
:* Pedestrians can continue on their side of the road in a way that feels comfortable and predictable.

The disadvantages to this approach are:

:* Pedestrians must cross not only the free right turns onto the on-ramps, but also the free left turns onto the on-ramps that do not usually have signalized pedestrian crossings.
:* Crossing a free left turn on-ramp movement violates pedestrian expectations because traffic approaches from an unfamiliar direction.
:* When the crossroad passes under the limited access highway, structural obstacles may restrict sight distance at free left turns approaching pedestrian crossings.
:* If there is a high volume of pedestrians, additional signals may be needed and must be timed to consider the pace of pedestrians, thus, potentially negatively influencing the effectiveness of the interchange.

====234.6.2.2.16 Bicycle Accommodations====

Bicycle accommodations should be considered on all DDI designs and, whenever possible, existing bike accommodations should continue through the interchange. For past and current MoDOT DDI designs, bicyclists approaching the interchange on the crossroad were given no additional accommodations. Bicyclist must either continue in the traffic lane or enter the sidewalk system. When bicyclists occupy a lane, the reduced vehicular speeds through the DDI are an added benefit.

If bike lanes or shoulders cannot be carried through the interchange due to space constraints, they should be terminated far enough in advance to encourage cyclists to mix with vehicle traffic. SHARE THE ROAD (W11-1 with W16-1p) signs may be desired to indicate to motorists that the lane may be shared as cyclists move from the shoulder to the travel lane. It may also be useful to use Shared Lane Markings. By accommodating cyclists in the right lane of the crossroad, cyclists can stay out of the on-ramp left-turn lane.

{| style="margin: 1em auto 1em auto"
|-
|[[image:234.6.2.2.16 pavement marking.jpg|right|110px]]||[[image:234.6.2.2.16 W16-1P.jpg|right|100px|thumb|<center>'''W16-1P'''</center>]]||[[image:234.6.2.2.16 R4-11.jpg|right|110px|thumb|<center>'''R4-11'''</center>]]
|}

Bicycles are recognized as vehicles in Missouri and have the same rights and responsibilities as other motor vehicles. Cyclists can proceed through a DDI in the same manner as a vehicle and may choose to control a lane, or “take a lane,” as necessary to make desired turning movements or to assure safe passage. The R4-11 sign may be used as a reminder to motorists when necessary.
[[image:234.6.2.2.16 intersection pavement markings.jpg|right|170px|thumb|<center>'''The MUTCD's Fig. 9C-1, Example of intersection pavement markings: Designated Bicycle Lane with left-turn area, Heavy Turn Volumes, Parking, One-Way Traffic or Divided Highway'''</center> ]]
[[image:234.6.2.2.16 R4-4.jpg|left|110px|thumb|<center>'''R4-4'''</center>]]
The presence of signals and a cyclist’s slower start from a stopped position may increase the need to add a bike lane to prevent delay. Where a bike lane is present on the approach to the interchange, typical bike-lane striping and signing should be used.

Bike lanes should provide the option of continuing straight past right-turn lanes and signs noting that vehicles should yield to bikes, R4-4, are desired.

Figure 9C-1 from the Manual on Uniform Traffic Control Devices (MUTCD), shown below, is labeled to show a bike lane through a left turn, but provides a good illustration of the bike lane at the right turn, as well as the appropriate signing.

Another option for cyclists is to use the sidewalk where allowed by state or local laws. Cyclists should enter the sidewalk system at a crosswalk and may choose to dismount and proceed as a pedestrian, or if pedestrian volumes are low, may continue on a bike. If a high volume of bicyclists is expected, the sidewalk should be widened and constructed using Shared Use Path design criteria as given in AASHTO’s “Guide for the Development of Bicycle Facilities.” Signs noting that bikes must yield to pedestrians may be desired.

====234.6.2.2.17 Lighting====
[[image:234.6.2.2.17.jpg|left|170px]]
MoDOT's lighting designs focus on conflict areas, merge/diverge areas and raised objects. Although DDIs are not approached differently, uniformity of light and minimization of glare are given additional consideration. Luminaries are placed at the areas of most concern such as the ramp termini and the crossover areas.

The various scenarios of the DDI layout will require differing lighting provisions, but in all cases, pedestrian areas should be appropriately lit for safety purposes. When a barrier protects pedestrian accommodations, embedding LED lights into the barrier wall should be considered as shown to the left.

====234.6.2.2.18 Glare Screens====
[[image:234.6.2.2.18.jpg|right|370px|thumb|<center>'''Example of a glare screen system'''</center>]]
Glare screens are optional devices used to prevent opposing vehicles headlights from obscuring a driver’s ability to see the road as shown. Missouri’s approach has been to not install glare screens until after project completion and, then, only when a need is identified. To date, no need has been identified.

For a DDI using a concrete barrier wall to separate opposing traffic, a glare screen may be used on the top of the barrier wall. Glare screens may not be needed if the concrete barrier wall height is adequate to prevent headlights from interfering with the drivers’ ability to see.

Glare screens may also be used at each intersection crossover on the concrete ramp islands. When glare screens are installed on ramp islands, it is important to not block the sight distance of vehicles traveling in opposing directions.

==234.6.3 Construction==

'''Phasing'''

Though the construction phasing for a DDI can appear to be difficult to determine, it really is no different than any other construction project. When retrofitting an existing diamond interchange to a DDI, phasing is done as if it were still a diamond interchange. Some questions that should be asked include:

:1) Can the interchange be closed?

:2) Is all (or most) of the pavement going to be replaced?

:3) Is there substantial widening?

:4) When is the best time to switch the traffic?

Switching traffic to the DDI configuration early usually works best when most of the original pavement is going to be used in place. Resurfacing can be used with an early switch. Providing an early switch may reduce the amount of temporary pavement needed. However, when using most of the original pavement, consideration should be given to matching new pavement with the existing pavement type, i.e. concrete with concrete, asphalt with asphalt. If different pavement types are used, then phasing the construction so that the joint lines can be constructed to match the lane lines is most desirable. By matching the joint lines with the pavement marking, the driver is prevented from driving the pavement joint rather than the lane lines.

Switching traffic to the DDI configuration late is usually preferable when there is considerable pavement replacement. It also seems to be preferable for half-at-a-time construction phasing. A late switch may require more temporary pavement.

By planning ahead, all permanent facilities can be located outside the normal road template, i.e. signals, lighting, pull boxes and outside of temporary driving lanes and truck-turning radii for all stages of construction. Allow as much signal and lighting work as possible without waiting until the end.

Regardless of when the switch is made, a total shutdown of the interchange is a benefit to get the final striping and signal work completed, as well as to provide adequate delineation for the new islands to push the traffic in the new direction until the islands are completed. By doing so, drivers are not changing traffic patterns slowly but rather using the old way prior to closing and the new way when re-opened. The islands are usually one of the last items constructed.

==234.6.4 Operation==

===234.6.4.1 Signal Optimization===

MoDOT’s experience with using modeling software, such as SYNCHRO, to optimize signals for the DDI has proven ineffective. Presently, signal timing is manually optimized in the field.

===234.6.4.2 [[:Category:940 Access Management|Access Management]]===

As with any intersection, for area expansion and development, the access management guidelines should be considered. Any proposed access modification near a DDI should be modeled to determine as best as possible the impact to the interchange operation.

===234.6.4.3 [[:Category:945 Overdimension / Overweight Permits|Oversized/Overweight Loads]]===

In Missouri, the legal width is 8 ft. 6 in. on all highways and the height is 13 ft. 6 in. on non-designated routes and 14 ft. on designated routes and the length of trailer cannot exceed 53 feet. The maximum width and height allowed is 16 feet. A super load is any vehicle that is wider and taller than 16 ft., exceeds 150 ft. in overall length and 160,000 gross pounds. Permits are issued for vehicles and equipment that exceed the legal limits if a safe route is available. MoDOT’s Motor Carrier Services division issues the permit.

Although a DDI is not specifically designed to accommodate oversized loads, it appears to operate well and is flexible for the navigation of oversized vehicles. If the load can maneuver through a standard diamond interchange, it should be able to maneuver through a DDI. Special accommodations may have to be made such as guiding the load through, stopping other traffic to allow the load to move through or using multiple lanes to maneuver.
[[image:234.6.4.3.jpg|right|thumb|350px|<center>'''An oversized load making a left turn onto I-44'''</center>]]

Super loads either must “snake” their way through the mast arms or are required to remove the arms and replace after the load has moved through the intersection with coordination by a certified signal contractor. Super loads above 160,000 pounds that intend to cross structures require a structural analysis and feasibility study. Since the signal heads in Missouri are designed to be 16 ft. above the pavement, signalized intersections can accommodate every vehicle except a super load.

When the crossroad passes over, DDIs can present complications for routing over-height loads past bridges with vertical height restrictions that span a limited access highway. Because the configuration of the ramp movements does not allow for re-entry to the limited access highway at the ramp termini, other provisions for an over-height load must be found.

===234.6.4.4 [[:Category:902 Signals|Signals]]===
A typical DDI uses basic gap timing combined with vehicle detection in advance and at the stop bar. Interconnecting signals along the cross route will improve coordination of through movements resulting in more efficient performance. Detailed information is contained in [[:Category:902 Signals|EPG 902 Signals]].

When signalizing the off-ramp lefts, clearance intervals for the crossover throughs can become long. The distance between the crossover intersection and the “distance to clear” for the off-ramp left turn can be significant, increasing the amount of yellow and all-red intervals.

If pedestrian crossing is in the middle of the interchange, pedestrian phases can run concurrently with the non-conflicting vehicle phase and are able to provide sufficient crossing time. Pedestrian crossings elsewhere may require longer clearance intervals and separate pedestrian phases.

The phasing scheme is selected to allow the space between the crossovers to clear, and by using overlaps allows the off-ramp left turns to occupy the space, whether signalized or not. Since signal phases are reduced, one controller can be used to accommodate both signalized intersections. The traditional phase assignments, however, may be modified. Typically, for an eight-phase traditional intersection, phases 2 and 6 are through movements for the major route and phases 4 and 8 for the side street. For the DDI, phases 2 and 6 are the through movements for the same direction of travel at each of the intersections (i.e. northbound) and phases 4 and 8 are the through movements for the other direction of travel at each of the intersections (i.e. southbound).

[[image:234.6.4.4.1.jpg|center|750px|thumb|<center>'''Fig. 234.6.4.4.1 Example of phase and ring assignments and intervals. Timing is an example only.'''</center>]]

For signalized off-ramp left-turns, the green indication runs concurrently during the times the outbound throughs (phases 6 and 4) are on. The use of dummy phases or overlaps allows the crossovers to switch green while delaying the off-ramp green. Two controllers may be used for this scenario to allow more flexibility with phase selection.

[[image:234.6.4.4.2.jpg|center|750px|thumb|<center>'''Fig. 234.6.4.4.2 Example of phase and ring assignments and intervals. Timing is an example only.'''</center>]]

The decision to use one controller or two is dependent on each design and the movements that are signalized. One controller has several advantages: it eliminates communication issues between two controllers; it does not experience time of day issues; and it ensures the two entering through movements are never on at the same time. However, two controllers may be more feasible as more phases are added to the interchange, voltage drop increases and allows for any additional phases in the future.

==234.6.5 Other Aspects to Consider==

===234.6.5.1 Access Justification Report (AJR)===
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="230px" align="right"
|-
|<center>'''Examples of Plans'''</center>
|-
|Portions of plans from five projects are presented:
|-
|'''1.''' [[media:234.6.5 I 44 & MO 13.pdf|IS 44 & MO 13 (Springfield)]]
|-
|'''2.''' [[media:234.6.5 US 60 & National Ave.pdf|US 60 & National Ave. (Springfield)]]
|-
|'''3.''' [[media:234.6.5 MO 150 & Botts Rd.pdf|MO 150 & Botts Rd (Kansas City)]]
|-
|'''4.''' [[media:234.6.5 I 270 & Dorsett Rd.pdf|IS 270 & Dorsett Rd. (Maryland Hts.)]]
|-
|'''5.''' [[media:234.6.5 I 70 & Woods Chapel.pdf|IS 70 & Woods Chapel (Blue Sprgs.)]]
|}

This interchange does alter how vehicles access the limited access highway. If the limited access highway is an interstate, it is likely that FHWA may require an AJR. A formal request for determination of the level of analysis and documentation that will be required should be submitted to the FHWA Division office.

===234.6.5.2 Incident Management===

When an incident occurs between gores of a DDI on a limited access highway, rerouting traffic through the ramp becomes problematic because the ramp movements do not allow for re-entry to the limited access highway at the ramp termini. However, when an incident occurs at an interchange upstream or downstream of a DDI, the DDI can be used to facilitate a U-turn to aid in rerouting traffic without adversely affecting the capacity of the DDI.

===234.6.5.3 Left Turns on Red===

Because of the configuration of a DDI, vehicles making a left turn either off the ramp or onto the ramp function the same as a vehicle turning left from a one-way street. This becomes an issue to consider if the left turn from the off-ramp or to the on-ramp is signalized. Missouri state statues do not allow vehicular traffic to proceed on red. They must remain “standing until a green indication is shown.” Municipalities may have ordinances that allow the left turn on red and deliberation should be given to how the state law and city ordinances apply.

===234.6.5.4 Maintenance===

Maintenance issues of DDIs are very similar to other types of interchanges with only slight adjustments required. Maintenance practices may vary depending on whether the cross route passes over or under the limited access highway. The two maintenance areas affected the most are care for pedestrian facilities and snow plowing.

When the pedestrian facilities are in the middle of the crossroad, closure of a lane may be required to fix either damaged barrier or pavement. Additionally, MoDOT’s policy is to maintain every facility it owns but in priority order. Bike and pedestrian facilities are low on that priority list. And, as with any MoDOT travelway, pedestrian facilities in a DDI may not be cleared in the event of snow.

When the crossroad passes over the limited access highway, snow plows that approach the crossovers on the cross route will be pushing snow to the outside of the roadway which is on the right. At the crossover, trucks will adjust their plows to do either one of two things: 1) plow straight through to the other crossover and then readjust their plows again to push to the outside (right) after the second crossover; or, 2) push the snow to the left, which between the crossovers is the outside of the crossroad, and then readjust their plows again at the second crossover. The presence of shoulders on the bridge will not likely change [[:Category:133 Snow and Ice Control|snow plowing practices]] in this case.

When the crossroad passes under the limited access highway, snow plowing is very similar to when it passes over. However, the presence of shoulders gives an additional option for this scenario. When there is a wide right (inside) shoulder between the crossovers, snow may continue to be pushed to the right between the crossovers. If this approach is used, it would be advantageous to slope the shoulders inward away from the roadway so that effects of freeze/thaw cycles on the crossroad are minimized. Drainage provisions would then also have to be made for the runoff in the median.

Replacing luminaires, signals and maintaining drainage facilities do not seem to present unique issues for DDIs.

==234.6.6 Public Involvement==

Over time, as additional projects are developed and the number of DDIs increase statewide, public involvement in the DDI development and construction process will become less of a challenge. However, in the meantime, an aggressive, informative and well-targeted public involvement and education plan is the key to overcoming the most prominent disadvantages of the DDI – public confusion, unfamiliarity, skepticism and non-acceptance.
{|style="padding: 0.3em; margin-right:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="left"
|-
|'''Diverging Diamond Interchange'''
|-
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/or11012_Sum.pdf Staff Summary, 2010]
|-
|'''See also:''' [https://www.modot.org/research-publications Research Publications]
|}

Citizens expect and demand an active voice in their transportation decisions and implementing a DDI at a specific interchange is no exception. The innovative nature of the DDI concept and the public’s unfamiliarity with the design add to the complications when trying to foster a cooperative partnership with the public to use this solution in meeting a transportation need. On the other hand, as successes with DDIs are marketed and publicized, local stakeholders and the public could clamor for more implementation of the concept, especially considering its lower cost. A part of the public involvement effort could include thorough communication of situations where this interchange is not appropriate.

Traditional guidance on the need for public meetings and hearings still applies. However, consideration should be given to conducting additional public outreach at preliminary design and throughout the project development process in excess of the minimum warrants for a public hearing. These efforts serve to inform the public of anticipated construction impacts and operation of the facility. Modeling and simulations should be developed and used to augment [http://www.modot.mo.gov/springfield/major_projects/Greene/documents/I-44-Route13DDI.pdf traditional displays] to demonstrate the traffic movements and benefits. Experience has shown that an initial emphasis on the [http://www.youtube.com/user/modotvideo#p/search/0/NANacKPO0Q4 windshield-level experience] of driving a DDI is more effective in displaying the interchange layout than an [http://www.youtube.com/user/modotvideo#p/search/1/B5JtZMPTNAY aerial view] that can be confusing and may work against the goal of assuring the audience of the benefits.

Major project websites are traditionally used for significant projects that are of public interest or that have large potential impacts. In the case of a DDI, a website serves as a particularly good opportunity to serve as a central repository for modeling, simulation and graphic visualizations that can be easily accessed by the public. Updates on status of the project, the timeline to milestones, dates for public hearings or meetings and other pertinent details can be collected and provided in one dedicated location. Any inquiries may be easily referred to this collection of data, which may aid in meeting the public’s expectation for involvement during project development and construction.

[http://www.modot.mo.gov/facebook/index.htm Social media tools] are increasingly being used in similar fashion to major project websites. These types of sites assist in collecting public comments and providing less formal project information as the development and construction process continue. They also provide an opportunity to reach out to segments of the public who may not embrace the mainstream media for information.

An opportunity exists with each interchange location for which a DDI is proposed to reduce the public’s unfamiliarity with the concept and to inform them of the advantages they provide. It is important that, regardless of format and media type chosen, to emphasize the increased safety and smoother traffic flow that is generated by the DDI. The safety and efficiency of the turning movements, especially for trucks, should be highlighted to assure the public that the interchange is functional for all vehicles and modes of travel. In retrofit situations, the contrast between the existing condition and the proposed DDI should be presented using computer models to help the audience see the advantages and eased congestion. Pedestrian and bicycle traffic should be included to demonstrate that the facility will be as conducive to a walkable community as any other interchange type. In addition, the constructability, quick construction time and reduced infrastructure that is necessary should be specifically marketed to assure both the motorist and the local community that they will experience the shortest and most minimal disruption of service as possible while still having their traffic needs addressed. The cost saving associated with a smaller template, reduced bridge length or width and reduced right of way should be identified and put in to terms to demonstrate that money saved can be applied to other road and bridge improvements.

==234.6.7 Resources==

1) [[940.3_Clearance_of_Functional_Areas_of_Interchanges|EPG 940.3 Clearance of Functional Areas of Interchanges]]

2) [[:Category:940 Access Management|EPG 940 Access Managment]]

3) [http://www.modot.mo.gov/business/standards_and_specs/documents/20340.pdf Std. Plan 203.40]

4) [[:category:232 Facility Selection|EPG 232 Facility Selection]]

5) [[231.2_Clear_Zones|EPG 231.2 Clear Zones]]

6) [[:category:902_Signals|EPG 902 Signals]]

7) [[media:234.6.5.pdf|Examples of Plans: I-44 & MO 13 (Springfield), US 60 & National Ave. Springfield), MO 150 & Botts Rd (Kansas City), I-270 & Dorsett Rd. (St. Louis) and I-70 & Woods Chapel (Kansas City)]]

8) [http://www.modot.mo.gov/facebook/index.htm MoDOT's Facebook]

'''External Documents'''

1) [[Media:Green Book Table 10-3.pdf|AASHTO Green Book Table 10-3, Minimum Acceleration Lengths for Entrance Terminals]]

2) [[Media:Green Book Table 10-4.pdf|AASHTO Green Book Table 10-4, Speed Change Lane Adjustment Factors as a Function of Grade]]

3) [[Media:Green Book Table 10-5.pdf|AASHTO Green Book Table 10-5, Minimum Deceleration Lengths for Exit Terminals]]

4) [[Media:Green Book Fig 10-73.pdf|AASHTO Green Book Figure 10-73, Two-Lane Exit Terminals]]

5) [[Media:Green Book Fig 10-74.pdf|AASHTO Green Book Figure 10-74, Typical Two-Lane Entrance Ramps]]

6) [https://www.access-board.gov/guidelines-and-standards/buildings-and-sites/about-the-ada-standards/background/adaag ADAAG]

7) [http://www.access-board.gov/prowac/ PROWAC]

8) [http://www.mutcd.fhwa.dot.gov/ ''MUTCD'']

9) [http://www.fhwa.dot.gov/publications/research/safety/09054/09054.pdf ''Tech Brief: Double Crossover Diamond Interchange''] Federal Highway Administration, 2009

10) [http://www.tfhrc.gov/safety/pubs/07048/07048.pdf ''Tech Brief: Drivers’ Evaluation of the Diverging Diamond Interchange''] Federal Highway Administration, 2008

11) [http://tinyurl.com/yb9cjkh ''Design and Operational Performance of Double Crossover Intersection and Diverging Diamond Interchange''] Praveen K. Edara, Transportation Research Board, 2005

12) [http://tinyurl.com/y9yum2o ''Innovative Diamond Interchange Designs: How to Increase Capacity and Minimize Cost''] David Stanek, Institute of Transportation Engineers, 2007

13) ''Traffic and Operational Comparison of Single-Point and Diverging Diamond Interchanges'' Praveen K. Edara, Transportation Research Board, 2009

14) [http://www.popsci.com/bown/2009/product/diverging-diamond-interchange Innovations of the Year: Diverging Diamond Intersection''] <u>Popular Science</u>, 2009

15) [http://www.fhwa.dot.gov/publications/research/safety/09060/ ''Alternative Intersections/Interchanges: Informational Report''] Federal Highway Administration, 2010

[[category:234 Interchanges]]

642.3 Americans with Disabilities Act of 1990

2024-12-30T15:36:55Z

Hoskir: updated link to PROWAG per email

The Americans with Disabilities Act of 1990 (ADA) is legislation which prohibits discrimination on the basis of disability. Other Federal laws which affect the design, construction, alteration, and operation of facilities include the Architectural Barriers Act of 1968 (ABA), and the Rehabilitation Act of 1973. These laws apply to all federally funded facilities. The ADA applies to facilities, both public (Title II) and private (Title III), which are not federally funded. Newly constructed and altered facilities covered by Titles II and III of the ADA must be readily accessible to and usable by people with disabilities.

The Department of Justice (DOJ) has rulemaking authority and enforcement responsibility for Title II, while USDOT is legally obligated to implement compliance procedures relating to transportation, including those for highways, streets, and traffic management. The FHWA Office of Civil Rights oversees the DOT requirements in these areas.

The guidelines provided in MoDOT standards are based upon the federal requirements contained in the [https://www.ada.gov/2010ADAstandards_index.htm ''2010 ADA Standards for Accessible Design''], based on ADAAG. Exceptions will be where the federal standards do not provide specific ADA accessibility aspects/requirements. In those cases, guidelines and best practices will be used based on the proposed [https://www.access-board.gov/prowag/ ''Public Rights-of-Way Accessibility Guide'' (PROWAG)] or other available FHWA guidelines. Where applicable, best practice references will be specifically cited in the guidelines.

The ''Manual on Uniform Traffic Control Devices'' has been developed with the cooperation of the Access Board and can be considered the standard for traffic control regulations. Part 4, Chapter 4E specifically addresses traffic signals and Part 6, Chapter 6D addresses work zones. Other sections include pedestrian considerations as needed.

[[category:642 Pedestrian Facilities|642.03]]

Recent Policy Changes in the EPG

2024-12-24T17:30:07Z

Hoskir:

<div style="border: 0px solid #74BAAC; background:white"; padding:5px>

</br>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 24, 2024
----
* COCCO/RCO and COROW have collectively determined the Alternative Location Letters as defined within EPG [[:Category:235_Preliminary_Plans#235.6_Approval_of_Preliminary_Plan|Approval of Preliminary Plan]] and EPG [[236.10_Right_Of_Way_Condemnation#236.10.7.3_Written_Notice_(RSMo_523.250)|236.10.7.3 Written Notice (RSMo 523.250)]] ARE NO LONGER REQUIRED.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 13, 2024
----
* Adjusted language to use a prescriptive term for water elevation in EPG [[751.1_Preliminary_Design#751.1.2.9.2_Steel_Girder_Options|751.1.2.9.2 Steel Girder Options]].
* Revised EPG [[106.12_Qualified_Lists_(QL)_and_Pre-Acceptance_Lists_(PAL)|106.12 Qualified Lists (QL) and Pre-Acceptance Lists (PAL)]] to provide a definition of qualified lists. This is to help clarify the difference between qualified materials and materials on the pre-apporved list (PAL).
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 12, 2024
----
* Updated EPG [[643.4_Railroads#643.4.1.6_Property_Rights_from_Railroads|643.4.1.6 Property Rights from Railroads]] and EPG[[236.7_Negotiation#236.7.5.2_Railroads|236.7.5.2 Railroads]]to match current process of ROW liaisons coordinating ROW acquisition with RR companies rather than the Multimodal RR staff.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 11, 2024
----
* Removed TR17 Traffic Engineering Studies and TR18 Towing Services Agreement from EPG [[153.21_Traffic|153.21 Traffic]], they are no longer used.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 27, 2024
----
* Added guidance to EPG [[:Category:109_Measurement_and_Payment#109.12.2_Change_Order_Approval|109.12.2 Change Order Approval]] to disallow the practice of contractors typing disclaimers on change orders when they sign.
* Revised EPG [[751.24_Retaining_Walls#751.24.2.1_Design|751.24.2.1 Design]] to allow wetcast modular wall blocks in splash zones for non-critical structural application.
* Updated EPG [[751.32_Concrete_Pile_Cap_Intermediate_Bents#751.32.4.2_Encased_Pile_Cap_Bent|751.32.4.2 Encased Pile Cap Bent]] to allow #4 @ 12" (min.) stirrup bars for encased pile cap bents instead of #5 @ 12” (min.).
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 21, 2024
----
* Harden language to not allow multi-cell box culverts where medium to heavy drift/debris is reported in EPG [[751.1_Preliminary_Design#751.1.2.8_Box_Culverts|751.1.2.8 Box Culverts]].
* Clarified TSR information for sample records in EPG [[:Category:403_Asphaltic_Concrete_Pavement#403.1.5_Mixture_Production_Specification_Limits_.28Sec_403.5.29|403.1.5 Mixture Production Specification Limits (Sec 403.5)]].
* Updating EPG [[642.14_ADA_Transition_Plan|642.14 ADA Transition Plan|903.6.11 Chevron Alignment Sign (W1-8) (MUTCD Section 2C.09)]] to better describe the process for removal of pedestrian facilities that are not the responsbility of the MoDOT and adds a reference to EPG [[642.2_Consideration_of_Pedestrian_Facilites_on_Projects|642.2 Consideration of Pedestrian Facilities on Projects]].
* Updated EPG [[903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29|903.6.11 Chevron Alignment Sign (W1-8) (MUTCD Section 2C.09)]] this revision involves cleaning up and making the language of the policy more clear to users, removing old information regarding chevrons that no longer apply, changing the current policy from 10mph or greater speed difference to 15mph or greater speed difference, including new language from the 2023 MUTCD.
* ASTM A252 Grade 3 may not be meeting weldable material requirements - updates were made to [[:Category:702_Load-Bearing_Piles#702.1.1_Cast-In-Place_.28CIP.29_Concrete_Piles_.28Sec_702.2.1.29|702.1.1 Cast-In-Place (CIP) Concrete Piles (Sec 702.2.1)]], [[751.3_Structural_Steel_Design_Properties|751.3 Structural Steel Design Properties]], [[751.36_Driven_Piles#751.36.2.1.2_Cast-In-Place_.28CIP.29_Pile|751.36.2.1.2 Cast-In-Place (CIP) Pile]], [[751.36_Driven_Piles#751.36.5.5_Preliminary_Structural_Nominal_Axial_Design_Capacity_.28PNDC.29_of_an_individual_pile|751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile]], [[751.36_Driven_Piles#751.36.5.7.1.2_Design_Values_for_Individual_Cast-In-Place_.28CIP.29_Pile|751.36.5.7.1.2 Design Values for Individual Cast-In-Place (CIP) Pile]], [[751.36_Driven_Piles#751.36.5.7.2.2_Design_Values_for_Individual_Cast-In-Place_.28CIP.29_Pile|751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile]], [[751.39_Pile_Footings#751.39.6.2_Pile_Pull-out_Force|751.39.6.2 Pile Pull-out Force]], and [[751.50_Standard_Detailing_Notes|751.50 Standard Detailing Notes A1.3, G5a1 and G5b1]].
* Updated the buffer that contractors must utilize if human remains are encountered during construction in EPG [[127.2_Historic_Preservation_and_Cultural_Resources#127.2.9.2_Human_Remains_Encountered_During_Construction|127.2.9.2 Human Remains Encountered During Construction]].
* Added [[751.50_Standard_Detailing_Notes#I1._General|751.50 Standard Detailing Notes I1.18]] to use with polyester polymer concrete (PPC) wearing surfaces.
* Clarify staged bridge construction with MSE walls at the abutments and minimum backfill cover requirements for drainpipe under the leveling pad in EPG [[751.1_Preliminary_Design#751.1.2.11_Staged_Construction|751.1.2.11 Staged Construction]], [[751.24_Retaining_Walls#751.24.2.1_Design|751.24.2.1 Design]] and [[751.50_Standard_Detailing_Notes#J1._General|751.50 note J1.43]].
* Reorganization of EPG [[751.40_LFD_Widening_and_Repair|751.40 LFD Widening and Repair]].
* The revisions to EPG [[:Category:1001_General_Requirements_for_Material|1001 General Requirements for Material]], [[:Category:1005_Aggregate_for_Concrete|1005 Aggregate for Concrete]], and [[106.3.2.93_TM-93,_Alkali_Carbonate_Reactivity_Screening|106.3.2.93 TM-93, Alkali Carbonate Reactivity Screening]] will help ensure concrete pavement and masonry are durable and will last the anticipated life span.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 20, 2024
----
* Updated EPG [[:Category:108_Prosecution_and_Progress#108.16_Project_Dates|108.16 Project Dates]] the internal process was rearranged so dates flow with life of project. Removed references to actual and projected dates, they are no longer used in AWP software.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 11, 2024
----
* Removed restriction for use of transparent bridge deck forms on horizontally curved structures in [[751.10_General_Superstructure#751.10.2.4_Transparent_Forms | EPG 751.10.2.4 Transparent Forms]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 10, 2024
----
* Revised Tack Coat application rate for estimating quantities for bridges in [[751.6_General_Quantities#751.6.2.16_Tack_Coat | EPG 751.6.2.16 Tack Coat]].
* Updated guidance with the State Funded ROW A-date process and clarified some other steps regarding the limited a-date process in [[236.3_Administration#236.3.4_Right_of_Way_Acquisition_Authority_and_Project_Funding | EPG 236.3.4 Right of Way Acquisition Authority and Project Funding]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 9, 2024
----
* Update guidance on addressing apprenticeship guidance on prevailing wage rates in [[:Category:110_State_and_Federal_Wage_Rates_and_Other_Requirements#110.3_Prevailing_Wages_and_Records_.28Guidance_for_Sec_110.3.29 | EPG110.3 Prevailing Wages and Records (Guidance for Sec 110.3)]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 16, 2024
----
* Revised monetary limits due to the new 49 CFR part 24 final rule for relocation benefits and minor grammar updates were also made in [[236.8_Relocation_Assistance_Program|EPG 236.8 Relocation Assistance Program]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 22, 2024
----
* Updated EPG [[:Category:408_Prime_Coat#408.1.5_Method_of_Measurement_.28Sec_408.5.29|408.1.5 Method of Measurement (Sec 408.5)]] to provide guidance and specifications for volume correction of liquid asphalt.
* Updated Longitudinal Buffer Spaces (Table 616.3.6) in EPG [[616.3_Temporary_Traffic_Control_Elements_(MUTCD_Chapter_6C)#616.3.6.4_Side_Road_Tapers|616.3.6.4 Side Road Tapers]].
* Updates to EPG [[:Category:618_Mobilization|618 Mobilization]], this eliminates a separate payment for contract bond and RR insurance. No change to the retention of mobilization in excess of 10% of the contract (released at acceptance for maintenance).
* Updates to reflect LRFD seismic bridge and retaining wall design policy implementation in EPG [[321.2_Geotechnical_Guidelines#321.2.4.4_Light_Towers|321.2.4.4]], [[:Category:720_Mechanically_Stabilized_Earth_Wall_Systems#720.1_Materials_Guidance_for_Sec_720|720.1]], [[:Category:747_Bridge_Reports_and_Layouts#747.2.6.2_Mechanically_Stabilized_Earth_.28MSE.29_Wall_Systems|747.2.6.2]], [[:Category:751_LRFD_Bridge_Design_Guidelines|multiple articles in 751]], [[:Category:756_Seismic_Design|756]] and [[:Category:1052_Mechanically_Stabilized_Earth_Wall_(MSE)_and_Sound_Wall_System_Components|multiple articles in 1052]].
* Include EPG guidance for use of stay-in-place transparent forms for bridge decks in EPG [[751.6_General_Quantities#751.6.1_Index_of_Quantities|751.6.1 Index of Quantities]], [[751.10_General_Superstructure#751.10.1.7_Standard_Bridge_Deck_Details|751.10.1.7 Standard Bridge Deck Details]], [[751.10_General_Superstructure#751.10.2.4_Transparent_Forms|751.10.2.4 Transparent Forms]] and [[751.50_Standard_Detailing_Notes#B3c._Slabs_on_Steel.2C_Concrete_and_Semi-Deep_Abutment.2C_and_Reinforced_Concrete_Wearing_Surfaces.|751.50 Standard Detailing Notes]].
* Chain link fence revised for LRFD specifications and added 120-inch straight and 96-inch curved chain link fence options. Fence posts are attached to top of curb. Chain link fence with Type D and H barrier options also added to allow the barrier to be slip-formed with chain link fence posts attached to back face of barrier, see EPG [[751.5_Structural_Detailing_Guidelines#751.5.8.5_Pedestrian_Railing|751.5.8.5 Pedestrian Railing]], [[751.6_General_Quantities|751.6 General Quantities]], [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.4_Chain_Link_Fence|751.12.4 Chain Link Fence]] and [[751.50_Standard_Detailing_Notes#H11._Fences_and_Sidewalks|751.50-H11 Standard Detailing Notes]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 18, 2024
----
* EPG [[751.1_Preliminary_Design#751.1.3.4_Barrier_or_Railing_Type.2C_Height_and_Guidelines_for_Curb_Blockouts|751.1.3.4 Barrier or Railing Type, Height and Guidelines for Curb Blockouts]] was updated to correct the crash test classification for the 12” x 29” vertical bridge barrier.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 11, 2024
----
* Current armor detail is no longer in production. An optional armor detail is provided in bridge standard drawings. Added a standard note for those drawings to EPG [[751.50_Standard_Detailing_Notes#H5d._Strip_Seal_.28Notes_for_Bridge_Standard_Drawings.29|751.50]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 3, 2024
----
* Updated Safer Document in EPG [[907.9_Safety_Assessment_For_Every_Roadway_(SAFER)|907.9]].
* Updated the language in EPG [[:Category:128_Conceptual_Studies#128.2_Preventive_Maintenance_Projects_.281R_and_2R.29|128.2 Preventive Maintenance Projects (1R and 2R)]] to be consistent with the messaging for the SAFER program.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 2, 2024
----
* EPG [[:Category:941_Permits_and_Access_Requests#941.9.8.4_Culvert_Pipe|941.9.8.4 Culvert Pipe]] updates the terminology of the plastic pipes and updates the guidance on use with driveways.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 27, 2024
----
* Update EPG [[147.3_Job_Order_Contracting_(JOC)|147.3 Job Order Contracting (JOC)]] to provide clarity for submitting non-standard JOCs.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 21, 2024
----
* Updated processes and procedures related to Environmental/Historic Preservation work on LPA projects in EPG [[:LPA:136.6_Environmental_and_Cultural_Requirements|136.6 Environmental and Cultural Requirements]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 5, 2024
----
* Added a standard note to ensure that touch-up products for galvanized reinforcing steel do not contain aluminum in EPG [[751.50_Standard_Detailing_Notes#C1._Bill_of_Reinforcing_Steel|751.50 Standard Detailing Notes]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 28, 2024
----
* EPG [[:Category:105_Control_of_Work#105.15.2_Final_Acceptance|105.15.2 Final Acceptance]] was updated to clarify the DBE Final Payment Form now serves as the required DBE Participation List and Final Verification.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 23, 2024
----
* Updated EPG [[751.37_Drilled_Shafts#751.37.1.1_Dimensions_and_Nomenclature|751.37.1.1 Dimensions and Nomenclature]], [[751.37_Drilled_Shafts#751.37.1.6_Drilled_Shaft_General_Detail_Considerations|751.37.1.6 Drilled Shaft General Detail Considerations]] and [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|751.50 Standard Detailing Notes - G8. Drilled Shaft]] to clarify column and drilled shaft connection details so contractors do not insert column reinforcements or dowel bars into drilled shaft’s wet concrete.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 16, 2024
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* Updated EPG [[106.3.2.59_TM-59,_Determination_of_the_International_Roughness_Index|106.3.2.59 TM-59, Determination of the International Roughness Index]] - Profiler certification requirements have changed. Smoothness dispute resolutions no longer settled by the MoDOT SurPro and will require a Third Party.
* MoDOT's guidance for use of guard cable has been updated to clarify low-tension references are for repairs only and all new installations will be high-tension guard cable. These revisions also include guidance for splicing both high-tension and low-tension guard cable in EPG [[231.1_Median_Width#231.1.2_Barrier_Types|231.1.2 Barrier Types]], [[606.2_Guard_Cable|606.2 Guard Cable]], [[:Category:617_Traffic_Barrier|617 traffic barrier]] and [[:Category:1040_Guardrail,_End_Terminals,_One-Strand_Access_Restraint_Cable_and_Guard_Cable_Material|1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Guard Cable Material]].
* Updated EPG [[:Category:612_Impact_Attenuators|612 Impact Attenuators]], [[:Category:612_Impact_Attenuators#612.4_Construction_Inspection_Guidelines|612.4 Construction Inspection Guidelines]] and [[616.23_Traffic_Control_for_Field_Operations#616.23.2.5.11_Protective_Vehicles|616.23.2.5.11 Protective Vehicles]] - This clarifies usage of Impact Attenuators within Work Zones. These clarifications align with recent revisions to TAs and TMA usage.
* Revised content in EPG [[616.19_Quality_Standards_for_Temporary_Traffic_Control_Devices|616.19 - Quality Standards for Temporary Traffic Control Devices]] to language consistent with current policy and rearranged to flow with the order of first appearance in a work zone. Some revisions included eliminating outdated or unnecessary content, including pictures, for the specific article.
* Updates to EPG [[751.1_Preliminary_Design#751.1.3.4_Barrier_or_Railing_Type.2C_Height_and_Guidelines_for_Curb_Blockouts|751.1.3.4 Barrier or Railing Type, Height and Guidelines for Curb Blockouts]], [[751.8_LRFD_Concrete_Box_Culverts#751.8.3.5_Miscellaneous|751.8.3.5 Miscellaneous]], [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.2_Two_Tube_Rail_.28Top_Mounted.29|751.12.2 Two Tube Rail (Top Mounted)]], [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.6_Culvert_Guardrail_.28Top_Mounted.29|751.12.6 Culvert Guardrail (Top Mounted)]] and [[751.50_Standard_Detailing_Notes|751.50 Standard Detailing Notes]] provide a MASH option for attaching guardrail to box culverts. These revisions also include guidance for Two Tube Bridge Railings.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 13, 2024
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* Updated the Missouri Uniform Crash Report Preparation Manual in [[907.4_Missouri_Uniform_Accident_Report|EPG 907.4]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 10, 2024
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* [[902.15_Designing_a_Traffic_Signal#902.15.3.1_Optional_Bidding_of_Traffic_Signal_Detectors|EPG 902.15.3.1]] has been revised to allow core team to specify signal detection type to be documented with memo in eProjects instead of a design exception.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 27, 2024
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*[[751.1_Preliminary_Design|EPG 751.1 Preliminary Design]] and [[751.36_Driven_Piles|EPG 751.36 Driven Piles]] were revised to clarify guidance for field verification of pile driving which affects design and construction.
*[[751.5_Structural_Detailing_Guidelines#751.5.9.2.1.2_Bend_Shapes|EPG 751.5.9.2.1.2 Bend Shapes]]: New article under the general information for reinforcing steel explaining MoDOT’s bent bar shapes used in structures.
*[[751.5_Structural_Detailing_Guidelines#751.5.9.2.7_Length_Calculations|EPG 751.5.9.2.7 Length Calculations]]: Clarified calculations for hook dimensions and bend deductions.
*[[751.11_Bearings#751.11.3.5_Anchor_Bolts|EPG 751.11.3.5]], [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.1.3_Type_D_and_H_.2842.CA.BA_and_32.CA.BA_single_sloped_railing.29|751.12.1.3-6]],[[751.22_Prestressed_Concrete_I_Girders#751.22.3.4.1_Reinforcing_Steel_Details|751.22.3.4.1]] and [[751.31_Open_Concrete_Intermediate_Bents|751.31]],[[751.32_Concrete_Pile_Cap_Intermediate_Bents|32]] & [[751.35_Concrete_Pile_Cap_Integral_End_Bents|35]]: Revised references to stirrup pin bend shapes. Revised bar shape dimensions or shape numbers in accordance with revisions to the bill of reinforcing standard drawing.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 14, 2024
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*Changes made to [[902.5_Traffic_Control_Signal_Features_(MUTCD_Chapter_4D)#902.5.23_Signal_Indications_for_Left-Turn_Movements_.E2.80.93_General_.28MUTCD_Section_4D.17.29|902.5.23 Signal Indications for Left-Turn Movements – General (MUTCD Section 4D.17)]] due to new guidelines for Protected Only Left Turns.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 23, 2024
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*Change made to [[230.1_Horizontal_Alignment#230.1.5_Spiral_Transition_Curves|EPG 230.1.5 Spiral Transition Curves]] due to a change in the 2018 AASHTO Green Book for superelevation runoff lengths for 50+ mph.
*[[616.8_Typical_Applications_(MUTCD_6H)#616.8.1_Temporary_Traffic_Control_for_Contract_Plan_Sheet_Development|616.8.1 Temporary Traffic Control for Contract Plan Sheet Development]] clarifies stationary TMAs will become a new lump sum bid item with applicable new TMA JSP. Mobile operation TMAs will be incidental to the bid items that utilize such methods to get a task done.
*Clarified guidance for conduit clamp anchors versus anchor bolts in [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.1.2.7_Details_of_Mounting_Light_Poles_on_Safety_Barrier_Curbs|EPG 751.12.1.2.7 Details of Mounting Light Poles on Safety Barrier Curbs]] and [[751.50_Standard_Detailing_Notes#H4._Conduit_System|EPG 751.50 - H4. Conduit System]].
*Provided a MASH TL-4 steel barrier alternate for bridges. Creating MO Std Plans 606.61 and Bridge Standard Drawings TTR04 & 05. Adding standard notes to [[751.50_Standard_Detailing_Notes#H9._Thrie_Beam_and_Other_Rail_Types_.28Notes_for_Bridge_Standard_Drawings.29|EPG 751.50 - H9. Thrie Beam and Other Rail Types (Notes for Bridge Standard Drawings).]]
*Updated [[:Category:1048_Pavement_Marking_Material#1048.2.1.1_Qualified_List|EPG 1048.2.1.1 Qualified List]] due to NTPEP has changed their name to AASHTO Product Evaluation and Audit Solutions.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 18, 2023
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*Updates were made to [[236.12_Quality_Assurance_Reviews|236.12 Quality Assurance Reviews]] to provide a more accurate description of the current processes and procedures of our QARs.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 22, 2023
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*Changes made to EPG guidelines for flags in [[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)#616.6.2.2_Flags_and_Advance_Warning_Rail_System_on_Signs|616.6.2.2 Flags and Advance Warning Rail System on Signs]] and [[616.5_Flagger_Control_(MUTCD_Chapter_6E)#616.5.3.4_Single_Flagger|616.5.3.4 Single Flagger]] to meet the Manual on Uniform Traffic Control Devices (MUTCD). [[:Category:612_Impact_Attenuators#612.1.4_MoDOT_Equipment.2FMaterials_Stored_in_Bed_of_Protective_Vehicle_Guidelines|612.1.4 MoDOT Equipment/Materials Stored in Bed of Protective Vehicle Guidelines]] was updated to describe how to safely carry loads/cargo in back of the PV as long as it is secure.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 19, 2023
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*Added new EPG article [[907.10_Complete_Streets|907.10 Complete Streets]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 15, 2023
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*[[616.8_Typical_Applications_(MUTCD_6H)|616.8 Typical Applications (MUTCD 6H)]] was updated.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 22, 2023
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*Added info and related notes & pay items to EPG for Decorative Pedestrian Fence. Creating Bridge Standard Drawings. Incorporating a Bridge Pre-qualified Listing (BPPL) for decorative fencing in EPG [[751.6_General_Quantities#751.6.1_Index_of_Quantities|751.6.1 Index of Quantities]], [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.5_Decorative_Pedestrian_Fence|751.12.5 Decorative Pedestrian Fence]], and [[751.50_Standard_Detailing_Notes|751.50 Standard Detailing Notes]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 14, 2023
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*Updated guidance that indicates when temporary stop signs should be placed at signalized intersections where the electric is out in EPG [[902.5_Traffic_Control_Signal_Features_(MUTCD_Chapter_4D)#902.5.43.1_Temporary_Stop_Signs_at_Signalized_Intersections|902.5.43.1 Temporary Stop Signs at Signalized Intersections]].
*Updated wind loads in EPG [[751.2_Loads#751.2.2.3_Wind_Loads|751.2.23 Wind Loads]] to current LRFD Bridge design Specifications.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 11, 2023
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*Updated EPG [[:Category:753_Bridge_Inspection_Rating|753.15 (Section 15) - Bridge Inspection Rating Manual]] to make the load rating process clearer to users. For efficiency purposes, excel Load Rating Summary Sheets have also been added to the EPG.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 21, 2023
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*Updated and created new graphs for EPG [[751.22_Prestressed_Concrete_I_Girders#751.22.1.3_Typical_Span_Ranges|751.22.1.3 Typical Span Ranges]] and [[751.22_Prestressed_Concrete_I_Girders#751.22.1.4_Span_and_Structure_Lengths|751.21.4 Span and Structure Lengths]] to better reflect current design practices,
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 19, 2023
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*Revised [[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)|616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)]] to add Type IV Fluorescent Orange, replacing Type IV Orange and Type IX/XI Fluorescent Orange for trim-line and drum-like channelizers. Type IV Fluorescent Orange will provide better visibility and luminance at driver's normal observation angle. Type IX/XI are designed for higher observation angle performance and incur higher costs to the TTCD.

*Revised [[:Category:1041_Polypropylene_Culvert_Pipe#1041.7_Polypropylene_Culvert_Pipe_Properties|1041.7 Polypropylene Culvert Pipe Properties]] for current AASHTO references concerning polypropylene storm sewer pipe and NTPEP requirement to be placed on the qualified list. [[750.7_Non-Hydraulic_Considerations#750.7.2_Types|750.7.2]] was also updated to clean up some wording to accurately describe which pipe type is allowable for each group of pipe.

*Added guidance on the change from the contractor self perform requirement from 40% to 30% in [[:Category:108_Prosecution_and_Progress#108.1.1_Review_and_Approval_of_a_Subcontract_Request|108.1.1 Review and Approval of a Subcontract Request]].

*[[:Category:1017_Slag_Cement|1017 Slag Cement]] was revised to better define slag. Slag cement is the industry terminalolgy and intended material.

*Modify referenced ASTM materal standards for HDPE in [[:Category:1060_Electrical_Conduit|1060 Electrical Conduit]] to accurately reflect use as electrical conduit.

*[[:Category:1007_Aggregate_for_Base|1007 Aggregate for Base]] processes for the Districts and CM Lab are being updated to establish how comparable and non-comparable tests and material will be handled.

*Added AASHTO Reference for filter sock to [[806.2_Sediment_Control_Measures|806.2 Sediment Control Measures]] and [[806.8_Storm_Water_Pollution_Prevention_Plan_(SWPPP)#806.8.6.4_Sediment_Control_Measures|806.8.6.4 Sediment Control Measures]].

*[[616.27_Fleet_Lighting|Fleet Lighting]] and [[:Category:612_Impact_Attenuators#612.1.2_MoDOT_Protective_Vehicle.2FTMA_Marking_and_Lighting|612.1.2 MoDOT Protective Vehicle/TMA Marking and Lighting]] were updated to align with the new typical applications.

*Shop drawing review and fabrication inspection responsibilities have been updated in [[106.16_Special_Designs_and_Shop_Drawings#106.16.2_Shop_Drawings|106.16.2 Shop Drawings]] and [[:Category:1080_Structural_Steel_Fabrication#1080.2_Fabrication_Inspection_Shipment_Release_.28FISR.29|1080.2 Fabrication Inspection Shipment Release (FISR)]]

*Updated [[:Category:950_Automated_Traffic_Enforcement#950.1.4_Violation_Study|950.1.4 Violation Study]] and [[:Category:950_Automated_Traffic_Enforcement#950.1.6_Conditions_for_Intersections_with_Automated_Red-Light_Violation_Enforcement_Equipment_Installed_After_January_2011|950.1.6 Conditions for Intersections with Automated Red-Light Violation Enforcement Equipment Installed After January 2011]]. Clarifcation was added for who at MoDOT will review the data.

*[[751.10_General_Superstructure#751.10.1.12_Slab_Pouring_Sequences_and_Construction_Joints|751.10.1.12 Slab Pouring Sequences and Construction Joints]] and [[751.50_Standard_Detailing_Notes#H6._Pouring_and_Finishing_Concrete_Slabs|H6. Pouring and Finishing Concrete Slabs]] have been updated to clarify for simple spans and for redecks (both don’t require pouring sequences) that decks shall be poured up grade.

*[[:Category:242_Optional_and_Alternate_Pavement_Designs#242.6_Specifying_One_Pavement_Type|242.6 Specifying One Pavement Type]] was updated to change documentation requirements from Design Exception, to file a memo in eProjects. The State Design Engineer and State Construction and Materials Engineer will still need to be informed when one pavement type is specified on a MoDOT contract.

*Added acceeleration/decereation lane guidance lookup table to [[233.2_At-Grade_Intersections_with_Stop_and_Yield_Control#233.2.6_Type_4:_Directional_Median_Opening_with_Downstream_U-Turns|233.2.6 Type 4: Directional Median Opening with Downstream U-Turns]]
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 27, 2023
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*Updated TRB’s NCHRP Report 1043, Guide for Roundabouts in [[233.3_Roundabouts|233.3 Roundabouts]]

*Updated [[:Category:753_Bridge_Inspection_Rating|753 Bridge Inspection Rating]] - A new section was added to the Bridge Inspection Rating Manual - Tunnel Inspection Requirements in Missouri

*Updated [[:Category:941_Permits_and_Access_Requests#941.10_Automated_License_Plate_Readers_and_Pan-Tilt-Zoom_Cameras|941.10 Automated License Plate Readers and Pan-Tilt-Zoom Cameras]] to reflect new approval process with the Department of Public Safety and clearification on existing guidance.

*Updates to [[:Category:941_Permits_and_Access_Requests#941.2_Entrance_Requests_Within_Controlled_Access_Right_of_Way|941.2 Entrance Requests Within Controlled Access Right of Way]] have been made to improve coordination between district traffic and right of way staff.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 24, 2023
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*Added two new Material Inspection Test Methods to 106.3.2: [[106.3.2.91_TM-91,_Determination_of_Total_Sulfur_in_Fly_Ash_by_Sodium_Carbonate_fusion|106.3.2.91 TM-91, Determination of Total Sulfur in Fly Ash by Sodium Carbonate fusion]] and [[106.3.2.92_TM-92,_Determination_of_Sulfide_sulfur_by_oxidation_of_blended_slag_cements|106.3.2.92 TM-92, Determination of Sulfide sulfur by oxidation of blended slag cements]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 1, 2023
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*Updated [[Media:903.2a_Signpost_Selection_Guide_2022-5-23.xls|Signpost Selection Guide]] to show "BREAKAWAY REQUIRED" note for applicable entries in the PSST tab.

*Revised [[751.21_Prestressed_Concrete_Slab_and_Box_Beams#751.21.3.4_Prestressing_Strands|EPG 751.21.3.4]] to always use regular-size and fully stressed prestressing strands for the top two prestressing strands for the purpose of supporting the reinforcement cage. The 3/8” support strands are not sufficiently supporting the reinforcement cage.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 26, 2023
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*Due to a new code of federal regulations relating to bridge weight classifications, [[903.5_Regulatory_Signs#903.5.36_Weight_Limit_Signs_.28R12_Series.29_.28MUTCD_Section_2B.59.29|903.5.36]] has been updated to reflect the changes in signs which will be associated with the new classifications.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 20, 2023
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*A revision to Sec 401.7.6 will clarify that the density requirement applies to only unconfined longitudinal joints. [[:Category:401_Bituminous_Base_and_Pavement#401.2.6_Construction_Requirements_.28Sec_401.7.29|EPG 401.2.6]] pertaining to this spec has been modified.

*Updated [[751.10_General_Superstructure#751.10.4_Conduit_Systems|EPG 751.10.4]] and [[751.50_Standard_Detailing_Notes#H4._Conduit_System|751.50]] to clarify allowed conduit size and junction box size in concrete barrier Type D, Type H, bridge abutment wing and slab.

*Added the reasoning behind the 90 day camber for typical bridge projects in [[751.22_Prestressed_Concrete_I_Girders|EPG 751.22]] and consideration of line sag is necessary to retrieve accurate camber measurements in [[:Category:1029_Fabricating_Prestressed_Concrete_Members_for_Bridges#1029.2.13_Inspection_of_Completed_Members|EPG 1029.2.13.]]

*Updated [[750.6_Erosion_Control_and_Energy_Dissipation#750.6.3.3_Rock_Ditch_Liner|EPG 750.6.3.3]] clarifying that geotextile is required with Rock Blanket, and now requiring in all installations of Rock Ditch Liner.

*Updated [[:Category:450_Bituminous_Pavement_Design|EPG 450]] to reflect a change in policy to increase minimum lift thicknesses for Superpave and Bituminous Pavement mixes, as per "four times the nominal maximum aggregate size" as recommended by NCHRP study. Additionally, language was added to explain MSCR Graded binders.

*Update to current sheeting types in [[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)|EPG 616.6.]]
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 18, 2023
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*References to LRFD specifications for development lengths and splice lengths have been updated to those of the current version of the AASHTO LRFD Bridge Design Specifications.
*Articles [[751.5_Structural_Detailing_Guidelines|751.5]] and [[751.37_Drilled_Shafts#751.37.6.1_Reinforcement_Design|751.37.6.1]] have been updated to reflect these changes.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 12, 2023
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*Added verification of signature link and updating language addressing types of appraisals required during condemnations in [[:LPA:136.8_Local_Public_Agency_Land_Acquisition#136.8.5.2_Title_Information|EPG 136.8.5.2]], [[236.7_Negotiation#236.7.1.13_Pre-Negotiation_Preparation|EPG 236.7.1.13]], and [[EPG 236.10_Right_Of_Way_Condemnation#236.10.7.5_Appraisal.2C_Waiver_Valuation_and_Written_Offer_.28RSMo_523.253.29|236.10.7.5]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 8, 2023
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*Updated the terminology of divisional (formerly median) islands constructed with non-mountable curbs in EPG Articles [[233.2_At-Grade_Intersections_with_Stop_and_Yield_Control#233.2.12_Islands|233.2.12 Islands]], [[643.4_Railroads#643.4.1.14_Railroad_Crossing_Median_Islands|643.4.1.14 Railroad Crossing Median Islands]] and [[901.1_Lighting_to_be_Provided,_Operated,_and_Maintained_at_State_Expense|901.1.2 Basic Lighting and Intersections Including Ramp Terminals at Crossroads]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 7, 2023
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*Archived [[:Category:405 Processing Reclaimed Asphalt|405 Processing Reclaimed Asphalt]]. The information in this Article is outdated and has been removed.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">February 9, 2023
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*Updated [[:Category:401_Bituminous_Base_and_Pavement#401.2.3_Job_Mix_Formula_.28Sec_401.4.29|EPG 401.2.3]] and [[:Category:403_Asphaltic_Concrete_Pavement#403.1.4_Job_Mix_Formula|EPG 403.1.4]] so that District Materials may approve mix transfers if the mix quantity per project is 250 tons or less provided the mix type and contract binder grade match what’s listed on the plan sheets or change order.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">February 1, 2023
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*[[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)#616.6.87_Temporary_Rumble_Strips_.28MUTCD_6F.87.29|616.6.87 Temporary Rumble_Strips (MUTCD_6F.87)]] has been updated to discontinue short-term temporary rumble strips and continue the use of long-term temporary rumble strips.

*Added FS37_Carbon_Reduction_Program_(CRP)_Funds to [[153.11_Financial_Services|EPG 153.11 Financial Services]]
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 27, 2023
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*Updated [[:Category:139_Design_-_Build|EPG 139 Design-Build]]</br>
This revision updates the Design-Build guidance and processes for invoice reviews, risk to identify auditing, and other minor revisions.

*Updated [[:Category:134_Engineering_Professional_Services|EPG 134 Engineering Professional Services]]</br>
Revisions to EPG 134 better emphasize how conflicts of interest are identified, better defines the solicitation and selection process, rating/scoring of consultants, and brings the entire process up to current practices.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 19, 2023
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*Updated [[LPA:136.4_Consultant_Selection_and_Consultant_Contract_Management|EPG 136.4]]
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 18, 2023
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*Revising various specs and EPG articles ([[751.1_Preliminary_Design#751.1.2.9_Girder_Type_Selection|EPG 751.1.2.9]], [[751.6_General_Quantities|751.6]], [[751.14_Steel_Superstructure#751.14.5.8_Protective_Coating_Requirements|751.14.5.8]], [[751.50_Standard_Detailing_Notes|751.50]], [[:Category:1045_Paint_for_Structural_Steel|1045]]) for updates to preferred paint systems. Adding organic zinc coatings and removing calcium sulfonate.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 10, 2023
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*Update [[903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29|EPG 903.6.11]] Chevron Alignment Sign (W1-8)
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 1, 2023
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*Updated [[616.8_Typical_Applications_(MUTCD_6H)]]</br>
*Added new Typical Applications Effective January 1, 2023
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 12, 2022
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*Renamed and updated 127.28 Linking Planning and the National Environmental Policy Act (NEPA) to [[127.28_Planning_and_Environmental_Linkages_(PEL)_and_the_National_Environmental_Policy_Act_(NEPA)|127.28 Planning and Environmental Linkages (PEL) and the National Environmental Policy Act (NEPA)]]. The intent and definition of a PEL has changed since the EPG article was written. This update makes it current to practice.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 6, 2022
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*[[910.5_ITS_Improvements_Procurement#910.5.1_ITS_Procurement_Overview|910.5.1]] - Added 2 CFR 200.216 reference on prohibited vendors
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 28, 2022
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*Added new EPG Article [[153.4 Administrative|153.4 Administrative]] in [[:Category:153 Agreements and Contracts|EPG 153 Agreements and Contracts]]
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 15, 2022
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*[[131.2_Proprietary_Items_and_Public_Interest_Findings|EPG 131.2]] - Removed FHWA and CFR references due to the Changes in 2019 no longer requiring it.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 10, 2022
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*Correcting language related to NEPA and plan development milestones in EPG [[127.1_Request_for_Environmental_Services#127.1.2.2_Preliminary_Plans_Stage|127.1.2.2]], [[:Category:235_Preliminary_Plans#235.1_Purpose|235.1]], [[:Category:235_Preliminary_Plans#235.2_Procedure|235.2]], [[:Category:235_Preliminary_Plans#235.6_Approval_of_Preliminary_Plan|235.6]], [[236.13_Designing_Right_of_Way_Plans|236.13]]
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 01, 2022
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*Modified [[LPA:136.1 Introduction#136.1.3.2 Preliminary and Final Design|EPG 136.1.3.2]], [[LPA:136.7 Design#136.7.2.1.6.1 Minimum Plan Requirements|EPG 136.7.2.1.6.1]], and [[LPA:136.7 Design#136.7.2.2.5.1 General Guidance|EPG 136.7.2.2.5.1]]. Added clarification of the requirement to have LPA preliminary plans reviewed and approved prior to submitting ROW plans for review and approval and provide the approval on a specific memo.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 24, 2022
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*[[:Category:403_Asphaltic_Concrete_Pavement#403.1_Construction_Inspection_for_Sec_403|EPG Section 403.1]] has been revised primarily to incorporate a longstanding separate Word doc, which explained sampling, testing and acceptance procedures for projects with Superpave mixes. Additional revisions were made to update in accordance with current construction and materials specifications.

*[[903.3_Ground-Mounted_Sign_Supports#903.3.4.4_Pipe_Posts|903.3.4.4]] was updated to eliminate redundant 3" pipe post and update capacities.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 21, 2022
----
*[[:Category:712_Structural_Steel_Construction#712.1.5_High_Strength_Bolts_.28Sec_712.7.29|EPG 712.1.5]] updated to reflect modified testing requirements for high strength bolts.
</div>

Category:235 Preliminary Plans

2024-12-24T17:09:26Z

Hoskir: /* 235.6 Approval of Preliminary Plan */ updated per RR3973

{| style="padding:0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right"
|-
|'''Forms and Figures'''
|-
|[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/131.1_Design_Exception.docx Design Exception]
|-
|[[media:235.8 Glide Clearance.doc|Glide Clearance]]
|-
|[[media:235.8 County Map Location.doc|County Map Section]]
|-
|[[media:235 Sample Preliminary Plans.pdf|Sample Plans]]
|-
|[[:Category:231 Typical Section Elements for Roadways|Typical Roadway Sections]]
|-
|[http://sharepoint/support/CC/CCO%20Contracts/DE_-_Design/DE10_County_Agreement.doc County Agreement Form (DE-10)]
|-
|[https://epg.modot.org/forms/DE%202017%20Forms/BiddingContract/DE11_Municipal_Agreement.doc Municipal Agreement Form (DE-11)]
|-
|[[media:235 Agreements Checklist May 2011.doc|Agreements Checklist]]
|}

==235.1 Purpose==

A preliminary plan is developed to show preliminary geometric details, and includes design criteria, proposed alignment, profile, tentative grade, tentative right of way, schematic intersection or interchange layouts, bypasses and pertinent topographic features (see example plans).

The preliminary plan is a design tool and is prepared to develop and convey basic design criteria, basic geometric details and recommendations on which the detail plans are to be developed.

Preliminary design defines the general project location and design concepts. It includes, but is not limited to, preliminary engineering and other activities and analyses, including but not limited to:

:* Environmental assessments
:* Topographic surveys
:* Metes and bounds surveys
:* Geotechnical investigations
:* Hydrologic analysis
:* Hydraulic analysis
:* Utility engineering
:* Traffic studies
:* Financial plans
:* Revenue estimates
:* Hazardous materials assessments
:* Tentative right of way lines
:* General estimates of the types and quantities of materials, and other work needed to establish parameters for the final design

Final design means any design activities following preliminary design (e.g. preparing quantities, special sheets, ''job special provisions'', final right-of-way plans) and expressly includes the preparation of final right-of-way and construction plans and detailed specifications for the performance of construction work.

==235.2 Procedure==

The district prepares preliminary plans. The preliminary plan is prepared once horizontal and vertical alignment and tentative right of way limits have been established. Where the horizontal alignment is to tie into existing roadways or alignments, the tie location is to be based on field survey measures and verifications. The district will obtain property ownership information to show on the preliminary plan as early as possible during its preparation. The soil survey is started as soon as possible so as not to delay the completion of the preliminary plan. This is done with a minimum of field survey staking until the preliminary plan has been completed. Basic design criteria and major geometric details shown on the preliminary plan are not changed during the development of detail plans without consultation with [https://modotgov.sharepoint.com/sites/DE/ Design]. Completion of the preliminary plan allows the district to proceed with a public hearing or meeting, see [[:Category:129 Public Involvement|EPG 129]] for requirements. Any plans presented to the public shall show “tentative” right-of-way lines until NEPA approval.

A preliminary plan showing topographic features, including major overhead and underground utilities, basic design criteria, proposed horizontal and vertical alignment, proposed geometric details including interchanges, intersections, bypasses, geological features that have a significant effect on location or design, major drainage features, traffic data and proposed typical sections is prepared. For both [[238.3 Route Surveying|conventional route]] and [[238.1 Photogrammetric Surveying|photogrammetric]] surveys the survey centerline and profile is shown on the preliminary plans. The centerline is not precisely computed or staked in the field until after approval of the preliminary plan.

Property lines and owners, soils information, and other required details are also shown. If limited access or fully limited access right of way is involved, points of access are shown. Points of access are developed in coordination with district right of way and legal staff, particularly in regard to the adequacy of any remaining access and the potential economic consequences of limiting or removing access. Additionally, access points are determined in accordance with [[:Category:940 Access Management|Access Management Guidelines]]. For fully limited access right of way projects where construction will be staged and the ultimate facility will not be completed for a number of years, careful consideration is given to providing temporary access points for the initial project. For urban projects more detail including proposed width and percent grade for entrances may be desirable.

Basic design criteria used for roadway design are contained in numerous EPG articles:

:[[230.1 Horizontal Alignment]]

:[[230.2 Vertical Alignment]]

:[[:Category:231 Typical Section Elements for Roadways|231 Typical Section Elements for Roadways]]

:[[:Category:232 Facility Selection|232 Facility Selection]]

:[[:Category:233 At - Grade Intersections|233 At – Grade Intersections]]

:[[:Category:234 Interchanges|234 Interchanges]]

:[[236.13 Designing Right of Way Plans|236.13 Designing Right of Way Plans]]

:[[:Category:748 Hydraulics and Drainage|748 Hydraulics and Drainage (for Bridge and Drainage issues]])

A [[131.1 Design Exception Process|Design Exception]] Information form must be prepared and submitted when the criteria used on a project varies from established design criteria.

===235.2.1 Coordination===

Design Division Liaision Engineers and other personnel are available to review, advise and assist the district during the preparation of the preliminary plan.

===235.2.2 Traffic Operations===

Close liaison with district traffic personnel is extremely important in the development of the preliminary plan for the improvement. Throughout development of the preliminary plan and the design plans, district traffic engineering personnel are consulted to ensure proper traffic operations. Careful consideration is given to their recommendations. Those recommendations agreed upon are incorporated into the design plans.

===235.2.3 Municipal Agreements (DE11) and County Agreements (DE10)===

The purpose of an agreement is to provide a contract document between the Missouri Highways and Transportation Commission and other public and private agencies. The sequence for developing agreements can be found in [[:Category:153 Agreements and Contracts|EPG 153 Agreements and Contracts]]. The following are specific instruction for municipal and county agreements that may not be covered in EPG 153 Agreements and Contracts. Municipal (DE11) and County (DE10) Agreements are accessible within the [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements SharePoint site].

A municipal or county agreement is necessary when any of the following areas of responsibility are shared between the Commission and a city or county:

:* Cost apportionment or cost sharing (design, construction, right of way, maintenance, etc.)
::• Cost Apportionment (DE07) and Cost Share (FS08) agreements can be combined with municipal (DE11) and county (DE10) agreements or can be executed separately. Contact your design liaison or appointed counsel representative for assistance.
:* Utility construction and relocation of city-owned utilities
:* Detour or other traffic control onto a city/county road
:* Roadway, right of way, or easement relinquishment
:* Local road closing, relocation, or enforcement of parking restrictions on the state route
:* Increase in the discharge of storm water to local culverts or connection to the local storm-sewer system
:* Maintenance responsibilities such as mowing, landscaping or maintenance of sidewalks
:* MoDOT project work off of MoDOT right of way and the use of city or county right of way for the project.

Once an agreement is found to be necessary, the proper type must be selected. A municipal agreement (DE11) is executed between the Commission and any incorporated city, town, or village when any portion of a highway project is inside the corporate limits. Likewise, a county agreement (DE10) is executed between the Commission and the county when a portion of a highway project is outside the municipal limits or totally within the county(ies) limits. If a township has road maintenance responsibilities delegated by the county, a township agreement is executed in addition to the county agreement. Substituting "township" for "county" in the county agreement produces a township agreement.

Consult the Design Division if it is uncertain that an agreement is necessary. The purpose of such an agreement is to define the proposed improvement and set out the considerations and responsibilities between the Commission and the respective incorporated municipality, county, township or private entity. The essential parts of such an agreement involve the responsibility for [[:Category:236 Right of Way|right of way acquisition]], use of city- or county-owned right of way, [https://epg.modot.org/index.php?title=236.13_Designing_Right_of_Way_Plans#236.13.5_Types_of_Right_of_Way limitation of access], adjustment of [[:Category:643 Utility Procedures|utilities]], maintenance after construction, [https://epg.modot.org/index.php?title=236.14_Change_in_Route_Status_Report#236.14.6_Roadway_Relinquishment_Agreement disposition of involved city streets], joint approval of all traffic ordinances, storm drainage, traffic control [[:Category:903 Highway Signing|signs]] and [[:Category:902 Signals|signals]], grade changes, and other items. Cost sharing arrangements, including use of city Surface Transportation Program Urban Funds (STP), may be included in the agreement. It is important that this agreement be executed at the earliest possible moment. The district submits municipal and county agreements to the “Agreements Review Group” for review and approval within the [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements SharePoint site]. The agreement includes a location sketch that is designated as [[media:235.2.3 Exhibit A.pdf|"Exhibit A"]]. The sketch may cover an entire small town. However, in larger cities, the sketch should include only the part of the city where the improvement is located and enough of the adjacent area for readily ascertaining the location of the improvement. If the proposed improvement passes through the city limits or boundary, such limits are described and stationed so that subsequent annexation by the city will not affect the original agreement. If annexation is in process, the district includes a recommendation to the Design Division regarding this. The sketch should show names of streets and cross streets affected, the location of beginning and ending stations and all other stations listed in the description or mentioned anywhere in the agreement. Make sure the north point is shown. The sketch should be clear and legible and capable of clearly legible reproduction suitable as an exhibit to the agreement. The sketch should be labeled in a space that will not obscure essential data. The label will be as follows (substitute "Town", "Village", "County", "Township" or "private entity name" as appropriate):

<center>EXHIBIT

Contract Between

MISSOURI HIGHWAYS AND TRANSPORTATION COMMISSION

-and-

CITY OF ___________________________, MISSOURI
Job No., ___________ ___________ County</center>

In order to facilitate the preparation of the agreement, the information indicated in the municipal agreement form (DE-11) or county agreement form (DE-10) is followed. The Chief Counsel's Office maintains these forms.
If the boilerplate language of the approved standard form agreement has been modified, the draft must be sent to the appointed Counsel representative for comments and tentative approval as to form per instructions in the eAgreements Training Manual – Review by CCO.
If the boilerplate language of the approved standard form agreement has not been modified, the draft is to be submitted to the appropriate reviewer within the [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements SharePoint site] per [[153.9 Design|EPG 153.9 Design]].

If the agreement requires specific Commission action (according to the Commission's Execution of Documents policy), it is forwarded to the Design Division for placement on the Commission agenda.

When the district programs a project in the STIP (through the amendment process or annual update) that includes off-system work and/or funding from the other entity, the agreement must be uploaded to Stored Documents in SIMS before the project can be programmed and the agreement fully executed. The agreement must include the entity’s signature and CCO’s signed approval as to form. After CCO signs their approval as to form, the agreement is sent back to the District PM where it is held until the Commission authorizes execution. Following Commission authorization for execution, the agreement is sent to the Commission Secretary for final execution and uploading into eAgreements.

'''For wet signature agreements,''' a minimum of 2 copies, having original signatures, of the executed agreement are required. Any additional agreements, having original signatures, requested by the public agency should be submitted in addition to the 2 required. To ensure their understanding and execution of all necessary originals, discuss with the public agency the importance of having all the necessary agreements signed and returned.

The number of copies required by the entity should be included in the “Agreements Comments” metadata field within the [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements SharePoint site]. The eAgreements Property Page and all copies of the agency-executed agreement are submitted directly to the appointed Counsel representative for Approval as to Form, after the entity has executed the agreement.

Municipalities should provide two copies of a city ordinance or enabling legislation authorizing signatories to the agreement. Townships should provide two copies of meeting minutes designating the authorized signatories. County commissioners are authorized by law to sign the agreements. Ordinances, minutes of meetings, and similar documents shall be properly certified as true copies by the clerk or other person having the seal or who is authorized to certify municipal, township or county commission documents.

The Commission Secretary will retain one agreement with original signatures as the custodian of records for MoDOT. The agreements are distributed as listed below:

:*Agreements with Original Signatures:
::• Local agency
::• Commission Secretary
::• Additional copies per local agency request.

:*Access to the fully executed agreements is available in the [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements SharePoint site]. A link to the electronic copy of the agreement in eAgreements will be provided by the drafter to the following divisions, as applicable:

::• Financial Services if cost sharing is in the agreement
::• Transportation Planning if road relinquishments are involved.

==235.3 Preparation==

The preliminary plans (see example plans) are most often prepared in plan sheet format (22" x 34"). However, from time to time they may be prepared on a roll plan profile sheet plotted to a scale of 1" = 200' (1:2000) for rural areas, and 1" = 100' (1:1000) or 1" = 50' (1:500) for urban areas. A vertical scale of 1" = 10' (1:100) or 1" = 20' (1:200) is used for the profile of both urban and rural areas. The length of roll plans should be held to a maximum length of 30 ft. (9 m). If a project requires a longer preliminary plan, the plan should be broken into two sections. For short projects, such as bridge replacements, the use of plan sheets is recommended for the preliminary plan.

===235.3.1 Methods===

When a roll plan profile sheet (i.e. "strip map") is used, the plotting of alignments and profiles is planned to minimize the number of breaks. Sufficient room is reserved at the beginning and end of the preliminary plan for title, typical sections and basic design criteria. Neatness is encouraged and good legibility is required regardless of which method (plan sheet format or "strip map") is used to prepare the preliminary plan.

===235.3.2 Topography===

All important topographic features are indicated so that alignment controls are evident in reviewing the preliminary plan (see example plans). Cemeteries, [[127.10 Section 4(f) Public Lands#127.10.2.1.1 Section 4(f) Properties|Section 4(f)]] or [[127.10 Section 4(f) Public Lands#127.10.2.1.2 Section 6(f) Properties|6(f)]] land, major utilities (underground and overhead), buildings, quarries and other such features are indicated along with the meander and direction of flow of streams, creeks and lesser draws. Landlines and descriptions are indicated along with village and city limits.

===235.3.3 North Points and Profile Elevation Datum===

North points properly orientated to the centerline are indicated on each sheet, or at the beginning and end of the preliminary plan, at approximately one-mile (one-kilometer) intervals, and adjacent to all breaks in the centerline (see example plans). The elevation datum on which the profile is plotted is also indicated on each sheet, or at the beginning and end of the preliminary plan, at approximately one-mile (one-kilometer) intervals, and in both directions at all breaks in the profile.

===235.3.4 Right of way===

Tentative [[236.13 Designing Right of Way Plans|right of way lines]] are included on the preliminary plan, along with property owners and property lines (see example plans). Landowners may submit an alternate location proposal if property interests are acquired by condemnation or negotiations, as described in [[236.10 Right Of Way Condemnation#236.10.7.3 Alternative Location Proposals (RSMo 523.265)|EPG 236.10.7.3 Alternative Location Proposals]]. The right of way lines are approximations of those which will be required to construct the improvement in accord with the details recommended on the preliminary plan. The following note is placed on the title sheet of the preliminary plans (when the plan sheet format is used) or near the typical section on the preliminary plan (when the strip map format is used): '''"THE DESIGN GUIDE FOR THE WIDTH OF RIGHT OF WAY FOR THIS PROJECT WILL BE _____________ FEET (METERS). MORE OR LESS RIGHT OF WAY AS WELL AS OTHER PROPERTY INTERESTS MAY BE SECURED TO SATISFY THE REQUIREMENTS OF THE DESIGN FEATURES OF THIS PROJECT."''' When controlled access right of way is to be acquired, the note shall include the statement: '''"CONTROLLED ACCESS RIGHT OF WAY IS TO BE ACQUIRED FOR THIS PROJECT"''' or '''"PARTIAL CONTROLLED ACCESS RIGHT OF WAY IS TO BE ACQUIRED FOR THIS PROJECT"'''. When fully controlled access right of way is to be acquired, the note shall include the statement: '''"FULLY CONTROLLED ACCESS RIGHT OF WAY IS TO BE ACQUIRED FOR THIS PROJECT"'''.

===235.3.5 Typical Sections===

The [[:Category:231 Typical Section Elements for Roadways|typical section]] for the main line roadway is shown after the title sheet (when the plan sheet format is used) or at the beginning of the preliminary plan (when the strip map format is used) (see [[media:235 Sample Preliminary Plans.pdf|example plans]]). A typical section showing a superelevated section is not necessary. The typical section is drawn to scale and in sufficient detail to plainly indicate the criteria to which the roadway is planned. Where more than one typical section is required, the limits to which each section is applicable are plainly indicated. The typical sections are complete except for surface and base types and thicknesses. This information is determined in accordance with methods discussed in an article entitled [[Other Aspects of Pavement Design#Thickness Determination|Thickness Determination]]. Addtional guidance is also available in [[:Category:242 Optional and Alternate Pavement Designs|EPG 242 Optional and Alternate Pavement Designs]].

[[:Category:231 Typical Section Elements for Roadways|Typical sections]] for other than the main line roadway, such as ramps, crossroads, supplementary routes, [[232.5 Freeways#Outer Roads and Service Roads|service roads, outer roadways]], bypasses, etc., are shown following the main line roadway typical section sheet(when the plan sheet format is used) or on the preliminary plan in the vicinity of the proposed road or ramp (when the strip map format is used).

===235.3.6 Title===

The preliminary plan is properly titled on the title sheet if prepared on plan sheets, or at both ends if prepared on a roll (see [[media:235 Sample Preliminary Plans.pdf|example plans]]). If the preliminary plan includes revisions or modifications to a previously approved preliminary plan, it is marked and titled "Revised". The anticipated posted speed, design traffic data and [http://www.modot.org/newsandinfo/functionalclassificationmaps/index.htm functional classification] are indicated adjacent to the title.

===235.3.7 Grades===

The tentative grade line is indicated on the profile section (see [[media:235 Sample Preliminary Plans.pdf|example plans]]). Those topographic features and improvements that establish elevation controls are taken into consideration. The grade line should provide balanced earthwork insofar as it is practical to estimate a balanced grade line with the profile information and knowledge of the location. In general, no attempt is made at this time to precisely establish a balanced grade line. The typical section is used without modification for special ditches, cut classification, etc. The vertical P.I. stations and elevations, as well as the rates of grade, are indicated. The length of all vertical curves, stopping sight distance at crest, and the "K" value at sag vertical curves are included. Preferred grade and vertical alignment controls are discussed in [[230.2 Vertical Alignment|EPG 230.2 Vertical Alignment]]. Passing sight distance controls and data are not noted or indicated on the preliminary plan. However, they are clearly stated in a letter of transmittal to the district engineer asking for approval of the preliminary plan and in the letter to [https://modotgov.sharepoint.com/sites/DE/ Design] which transmits the approved preliminary plan.

===235.3.8 Intersecting Roadways===

All intersecting roadways are shown on the preliminary plan including those that are to remain open as at-grade intersections, grade separations, or interchanges (see example plans). Their centerline and profile are included on the preliminary plan. The stationing of the crossroad proceeds from left to right unless the crossroad is a state route on which the stationing has already been established. Schematic details are included for all intersections in sufficient detail to indicate generally the plan for developing the intersection. The crossroad profile is plotted on the profile section of the map, and the proposed grade is shown. Grade controls for intersecting roads are discussed in [[:Category:233 At - Grade Intersections|EPG 233 At-Grade Intersections]]. Typical sections showing surface type, surface width, and roadway width for all existing and for all proposed replacement roads (which are to remain open) that intersect the main roadway are required.

===235.3.9 Railroads===

Paralleling railroads are shown where the survey is close enough that a common right of way line will be used, or where the proposed work will encroach upon the railroad right of way. Where the survey crosses a railroad, the location of the railroad, the railroad profile and railroad stationing are shown. Additional information concerning the relationship between the roadway and the railroad is found in [[643.4 Railroads|EPG 643.4 Railroads]].

===235.3.10 Interchanges===

A schematic drawing showing general details for all interchanges is included (see example plans). Ramp profiles and tentative grades are shown on the profile portion of the preliminary plan, or may be shown on supplemental profile sheets. The location of ramp base lines, the direction of ramp stationing, and the proper identification of ramps are discussed in [[:Category:234 Interchanges|EPG 234 Interchanges]]. Preliminary plans include geometric details for all [[234.2 Diamond Interchanges|EPG 234.2 Diamond Interchanges]]. For other interchange types, additional details may be necessary as covered in [[234.3 Directional Interchanges|EPG 234.3 Directional Interchanges]], [[234.4 Single Point Urban Interchanges (SPUIs)|EPG 234.4 Single Point Urban Interchanges]], and [[234.5 Cloverleaf Interchanges|EPG 234.5 Cloverleaf Interchanges]]. An [[media:235 Sample Preliminary Plans.pdf|example of acceptable preliminary plan details]] for interchanges is available. Precise computation of ramp base lines and ramp stationing is not required at the preliminary plan stage. The central angles for ramp curvature are scaled from the drawings, as is the ramp stationing.

===235.3.11 Design Traffic===

In addition to the main roadway design traffic volume required on the preliminary plan the same information is shown for interchanges and for all at-grade intersections if either or both of the crossroads have over 400 annual average daily traffic (AADT) (see [[media:235 Sample Preliminary Plans.pdf|example plans]]). If design traffic volumes indicate auxiliary turning lanes may be warranted, the district will request design turning movements from the Transportation Planning Division. Discretion is used in requesting design turning movements. Design traffic movements (AADT) and design hourly volume (DHV), or percentage of AADT for peak hour volume, are shown as a schematic diagram on the interchange layout or intersection layout.

===235.3.12 Soils Information===

A soils survey is requested from the district geologist as soon as the roadway template, alignment and tentative grades have been established with a reasonable degree of certainty during development of the preliminary plan.

===235.3.13 Pavement Type Selection===
After the preliminary plan is completed, the district requests a pavement type selection (PTS) , from the Pavement Team in the Construction and Materials Division, for treatment of the mainline, shoulders and any other roadways associated with the project. The treatment may consist of any combination of new pavement, overlay and repairs. The district will submit the necessary information required by the Pavement Team, which, at a minimum, consists of Part I of the [https://epg.modot.org/forms/CM/3R_CONCEPTUAL_STUDY_REPORT.docx 3R Conceptual Study Report] consisting of resurfacing, restoration and rehabilitation (all possible work with the exception of reconstruction or new full-depth pavement), or Part I of the [https://epg.modot.org/forms/CM/4R_CONCEPTUAL_STUDY_REPORT.docx 4R Conceptual Study Report] consisting of resurfacing, restoration, rehabilitation <u>and</u> reconstruction. The designer is not required to send the complete 3R or 4R report to the Pavement Team, although the complete 3R or 4R conceptual study report must be submitted to the Design Division.

PTS recommendations from the Pavement Team can include pavement and base layer thicknesses, asphalt mix types, shoulder types, non-structural maintenance treatments (such as UBAWS and microsurfacing), subgrade stabilization (if necessary), repair strategies and estimated quantities, etc.; that is, whatever is required to comply with the request.

In order to satisfy statewide asset management goals within budget constraints, MoDOT primarily specifies thin asphalt overlays for pavement type selection requests. The district may have a preference for milling part of the existing pavement prior to placement of the overlay. The Pavement Team engineer will need to assess the pavement condition before making a decision about milling. Although a visual survey can provide some information, the best way to assess pavement condition is through evaluating cores. Core data is requested in Section 4 of the 3R and 4R reports. The district designer should be as thorough as possible in providing this information. Coring can usually be requested through the District Pavement Specialist or Geologist. In cases where the district is unable to provide their own coring services, the Pavement Team may be able to assist. Coring should be completed within 18 months of the project letting to ensure the core condition ably reflects the current pavement condition.

For projects with new pavement or full-depth reconstruction, the district designer shall include pavement bid items and typical sections for both asphalt and concrete pavement designs. The Pavement Team will provide both designs. These may even be expanded to include different base types as well. The set of pavement designs will be classified as alternate or optional for bidding purposes, depending on the new pavement quantities. See [[:Category:242 Optional and Alternate Pavement Designs|EPG 242 Optional and Alternate Pavement Designs]] for more detailed information.

Occasionally, design circumstances may dictate a need to specify one pavement type over another on a project with new pavement. The district core team will justify their recommendation for a single pavement type as a design exception to the Design Liaison Engineer and the Pavement Team. The Project Manager is responsible for documenting the reasons on the [[104.11 Project Scoping Documentation|SIMS Form]].

===235.3.14 Handling Traffic===

Consideration is given to the manner of handling traffic during construction, particularly at the ends of the project or where the location crosses more important existing roads. The locations of necessary bypasses and proposed profiles are indicated on the preliminary plan.

===235.3.15 High Water Data===

The [https://epg.modot.org/index.php?title=750.3_Bridges#750.3.2.4.1_Normal_Water_Surface_Elevation Normal Water Surface Elevation] at major stream crossings is indicated on the preliminary plan since this elevation will usually control the grade in the area of the stream crossing.

===235.3.16 Soil and Cut Classification===

Soil classifications (i.e., Class A, Class C, etc.) are indicated by a note at the top of the profile portion of the preliminary plan. The approximate strata of various cut classifications are also shown on the profile portion.

===235.3.17 Termini Controls===

The alignment and profile of the existing roadway at each end of the proposed improvement are indicated for a sufficient distance, generally at least 1000 ft. from the ends of the improvement. This allows a proper review of the connecting alignment and grade.

===235.3.18 Examples===

[[media:235 Sample Preliminary Plans.pdf|Examples]] showing necessary details and methods for showing details on preliminary plans are available.

==235.4 Project Limits==

It is desirable to designate limits on federal aid projects eligible for 100% federally controlled funding and for "Bridge Funds" (eligible for 80% federal funding) at the preliminary plan stage. Project items eligible for 100% federal funding include highway-railroad grade separations, traffic signals, highway signing, highway lighting, guardrail and impact attenuators. Costs for guardrail and impact attenuators should total $25,000 or more to be eligible for 100% federal funding. At the time of preliminary plan approval the district establishes these project limits. These limits should be indicated as approximate because final determination of grade line can result in minor adjustments.

==235.5 Field Checks==

When a trial grade line has been roughed in on the preliminary plan, the designer should make a field check to familiarize themselves with the job and to visually check the data displayed on the preliminary plan. Other necessary field checks are to be made as design progresses.

The project manager and the design team (including the district right of way agent) will conduct a preliminary field check prior to completion of the preliminary plan. This preliminary field check ensures that the preliminary plan reports the district's recommended design and it conforms with the approved environmental document.

==235.6 Approval of Preliminary Plan==

The district engineer may approve the preliminary plan as long as established design guidance and policy are followed. If [[131.1 Design Exception Process|design exceptions]] are necessary, they must accompany the submittal of the preliminary plan to the District Engineer for review and approval.

When [[:Category:123 Federal-Aid Highway Program#123.1.1 FHWA Oversight - National Highway System|projects that are designated for federal involvement for preliminary plans on the PODI Matrix]] the draft preliminary plan must be reviewed by the FHWA prior to the District Engineer’s approval so that FHWA comments may be addressed. The district Project Manager submits the draft preliminary plan to FHWA for their review and comment. This submittal of the draft preliminary plan to FHWA may occur at the same time as the Project Core Team review of the preliminary plan. An updated cost estimate of the project is included in the submittals.

For PODI projects where preliminary plans review is the selected activity, the letter of transmittal to FHWA and Design shall contain the following information:

:* Passing sight distance controls and data.
:* Existing pavement type together with thicknesses of surfacing and base at the connecting ends of the project.
:* Brief statements on [[127.22 Off-Site Borrow, Spoil, and Staging Areas|borrow or excess material requirements]].
:* Utility concerns.
:* The results of traffic capacity studies.
:* TSMO Evaluation and Analysis.
:* Ideas for traffic control.
:* Any information necessary to explain items not self-explanatory on the preliminary plan itself.

The NEPA process must conclude, resulting in FHWA approval of a CE, Finding of No Significant Impact (FONSI), or a Record of Decision (ROD), prior to final design activities. The process to obtain this approval is described in [[127.14 National Environmental Policy Act (NEPA) Classification and Documents|EPG 127.14 National Environmental Policy Act (NEPA) Classification Documents]].

The district completes an electronic request for environmental services [[127.1 Request for Environmental Services|(RES)]] at each project development milestone, or at least at the Location/Conceptual state and final design (see [[127.1 Request for Environmental Services#127.1.1.2 Process|EPG 127.1.1.2 Process]]). Submission of the RES at the preliminary plans stage is the most valuable submittal for environmental and historic preservation staff to complete surveys, fieldwork, and permits, and possibly prevent future project delays.

==235.7 Distribution of Preliminary Plans==

Prints of preliminary plans, which are furnished by the district, are to be stamped "PRELIMINARY PLANS - SUBJECT TO CHANGE." Originals of approved preliminary plans are retained in the district. Originals and reproducible copies are not to be loaned to others for printing. Complete preliminary plan prints are released only to local government. There is no charge for a reasonable number of prints for use by these agencies. Prints are furnished to anyone desiring coverage of individual properties, including isolated tracts at interchange areas. This includes oil companies and possible land speculators, but it is not our intent to supply them with prints of the entire preliminary plan. The charge for prints to other than local subdivisions of government will be in accordance with established pricing information.

==235.8 [[:Category:122 Aviation|Airports]]==

When any improvement is located near a public use airport or heliport or is more than 200 ft. above existing ground level, the notice and submittal requirements of Federal Aviation Regulation Part 77 shall be followed. “Near” is defined as: 20,000 ft. (4 miles) from an airport with runway length of at least 3,200 feet; 10,000 ft. (2 miles) from an airport with runway no longer than 3,200 feet; 5,000 ft. (1 mile) from a public use heliport. The [https://oeaaa.faa.gov/oeaaa/external/gisTools/gisAction.jsp?action=showNoNoticeRequiredToolForm FAA’s Notice Criteria Tool] is the best resource for determining whether an improvement must be filed with the FAA. [http://ghgis10/tmsmaps/ TMS Maps] has locations of all public use airport and heliports on the airports layer.

===235.8.1 Exemptions===
There are two exceptions to the submittal requirements:

:'''1. Height Exemption:''' The Notice Criteria Tool will automatically add height to a travelway to account for vehicle height as follows: 17 ft. for Interstate Highway, 15 ft. for other public roadway, 10 ft. for private road and 23 ft. for railroad and waterway. When entering the required information in the Notice Criteria Tool the height entered for the structure would be the height in feet in <u>EXCESS</u> of the above listed baseline heights. <u>For those instances when the improvement and the equipment operating while performing the improvements falls below the above listed heights, the Notice Criteria Tool does not have to be used and the improvement does not need to be filed with the FAA, and a memo to the project file in SharePoint and in ProjectWise is sufficient. However, if the project falls near (as defined, above) to an airport, the Airport JSP must be placed in the project specifications.</u>

:'''2. Shielding Exemption:''' Any proposed construction of or alteration to an existing structure is normally considered to be physically shielded by one or more existing permanent structure(s), natural terrain, or topographic feature(s) of equal or greater height if the structure under consideration is located:

::a. Not more than 500 ft. horizontal distance from the shielding structure(s) and in the congested area of a city, town, or settlement, provided the shielded structure is not located closer than the shielding structures to any heliport or airport located within 5 miles of the structure(s).

::b. So that there would be at least one such shielding structure situated on at least three sides of the shielded structure at a horizontal distance of not more than 500 feet.

::c. Within the lateral dimensions of any runway approach surface but would not exceed an overall height above the established airport elevation greater than that of the outer extremity of the approach surface, and located within, but would not penetrate, the shadow plane(s) of the shielding structure(s).

<u>If the shielding exemption applies, the Notice Criteria Tool does not have to be used and the improvement does not need to be filed with the FAA, and a memo to the project file in SharePoint and in ProjectWise is sufficient.</u>

===235.8.2 [https://oeaaa.faa.gov/oeaaa/external/gisTools/gisAction.jsp?action=showNoNoticeRequiredToolForm FAA’s Notice Criteria Tool]===
If neither of the above exemptions apply, the Notice Criteria Tool must be used. After entering the improvement information into the FAA’s Notice Criteria Tool, the filing information will be determined and will be one of two outcomes: the improvement shall be filed with FAA; or the improvement does not meet the FAA’s filing requirement and no further action is required.

'''Typical Maximum Height of Equipment.''' The core team should give consideration to the typical maximum height of equipment which will likely be used during construction. Most dump truck beds, when fully extended will likely exceed the allowable height exemptions. Delays caused by re-submittal during construction may significantly impact the project construction schedule and the contractors work schedule.

===235.8.3 FAA Filing and Determination===
If the FAA’s Notice Criteria Tool determines that the improvement needs to be filed with the FAA, the filing of Form 7460-1 can be completed electronically on [https://oeaaa.faa.gov/oeaaa/external/portal.jsp FAA’s Obstruction Evaluation/Airport Airspace Analysis website]. This notice must be filed at least 45 days prior to construction, but preferably at preliminary plans stage of the project. This step in the filing process will be considered the original 7460-1 for the improvement, as some of the information provided in the filing form is preliminary and could change at the contractor’s discretion.

The FAA will evaluate the improvement that was filed and issue a determination regarding safe and efficient use of airspace. The determination will outline any special considerations that should be followed. This determination may include a requirement to complete an FAA form 7460-2 after construction is complete which documents as-built conditions. Requirements from the determination must be clearly communicated from design to construction to ensure all requirements are met at the completion of the project.

===235.8.4 Applicable Projects After Award===
Applicable projects are those which meet the definition as outlined in EPG 235.8 Airports, above. After the improvement has been awarded to a contractor, MoDOT Construction Project Office representative will coordinate with the contractor at the pre-construction meeting to determine if the assumptions used for a height exemption or entered into the original 7460-1 were accurate. If the height exemption assumptions are not applicable, or updates to the original 7460-1 need to take place, the MoDOT Construction Project Office representative will reevaluate the proposed equipment or improvement height and take the appropriate steps to confirm a height exemption or file a 7460-1. If a previous 7460-1 has been filed, the original 7460-1 will be re-filed with the appropriate changes and this new 7460-1 will now be considered an individual permit for the improvement.

Note: Particular attention must be given to all types of signs, light poles, cranes and large equipment that may require notice as outlined in F.A.R. Part 77. The names and locations of civil and private airports in Missouri can be obtained from the "Missouri Aeronautical Chart" available from the Aviation Section in Multimodal Operations, or at [http://www.modot.org/othertransportation/aviation/publications.htm MoDOT's Aviation Publications website].

==235.9 Project Scoping Documentation==

Following approval of the preliminary plan and the public meeting/hearing documentation of the project scope is updated as necessary by the project manager. Details of this procedure are contained in [[104.11 Project Scoping Documentation|EPG 104.11 Project Scoping Documentation]].

236.10 Right Of Way Condemnation

2024-12-24T17:07:19Z

Hoskir: removed link to Alt loc and design per RR3973

<div style="float: right; margin-right:0px; width:300px; background-color: #f5f5f5; padding: 0.3em; border: 1px solid #cccccc; text-align:left;">
'''<u><center>Forms</center></u>'''
*[https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Exhibit%2010.6.1.docx Exhibit 10.6.1]
*[https://epg.modot.org/forms/DE/Public%20Involvement/Sample%20Letter%20Advertising%20a%20Public%20Hearing.docx Letter Advertising a Public Hearing]
*[https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/RWPA%20Checklist.pdf RWPA checklist]
*[https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Written%20Notice%20of%20the%20Intended%20Acquisition.docx Written Notice of the Intended Acquisition]
'''<u><center>Additional Information</center></u>'''
*[https://epg.modot.org/forms/RW/Chapter%208_Relocation/Business%20Relocation%20Brochure.pdf Business Relocation Brochure]
*[[236.8 Relocation Assistance Program#236.8.3.3 Eligibility Notice at Initiation of Negotiations|Eligibility Notice]]
*[https://epg.modot.org/forms/RW/Chapter%208_Relocation/Residential%20Relocation%20Brochure.pdf Residential Relocation Brochure]
</div>

==236.10.1 Introduction==

===236.10.1.1 Scope===

This information sets out the procedure and basic law relating to the exercise of the power of eminent domain in Missouri. It deals with procedure and the rules of evidence in determining the value of the property involved and the just compensation to which the owner of the property is entitled as a result of the taking of all or a part of the property for public use. Space does not permit a complete discussion of all of the ramifications which can develop from various fact situations presented by the physical features of the property involved and the proposed facility for which the property is taken. Argument and controversial aspects of damages, such as the numerous elements for which a property owner may or may not be compensated, which have not been resolved by statute or court decision, will be avoided. In this chapter the term "condemnor" adopted by the courts, is used to denote the agency or corporation authorized to exercise the power of eminent domain.

===236.10.1.2 Authority To Exercise Power of Eminent Domain===

The authority to exercise the power of eminent domain is inherent in the sovereign and no constitutional grant is necessary to its exercise. This right has been delegated by the Constitution and statues of the State to agencies of the State, such as municipalities, counties, Conservation Commission, State Highway Commission, State Park Board, colleges and universities, Board of Public Buildings, and to certain so-called public service corporations, such as railroads, water companies, power companies, telephone and telegraph companies, and pipeline companies.

When an agency of the State or a corporation seeks to exercise the power of eminent domain it must be able to show its authority to do so. The use to be made of the property must be a public one, and the purpose must be within the scope of authority or power of the condemnor.

===236.10.1.3 Necessity===

The authority to exercise the power of eminent domain carries with it the authority to determine the necessity for its exercise; that is, the exact location and route of the facility to be constructed and the amount of land necessary. This, of course, can be limited by the Legislature, as has been done in [https://revisor.mo.gov/main/OneSection.aspx?section=523.100&bid=28013&hl= Chapter 523.100, RSMo 1994], and the requirement that certain public utility companies obtain a certificate of convenience and necessity from the Public Service Commission. Also, upon proper objection, the courts can inquire into whether or not the condemnor has abused its discretion in making the determination as to the amount land needed.

===236.10.1.4 Public Use===

Private property may not be taken for a private use except for a way of necessity and for drains and ditches. Condemnation of private property for any other purpose must by for a use which is considered to be public in nature. The condemning authority must allege its intention to devote the property to a public use, and the courts may go beyond this allegation to determine whether the proposed use is actually public. This does not necessarily involve a hearing of evidence by the court but the court may do so. The mere fact that the proposed facility ordinarily will be used by a limited number of people or that a single person might derive substantial benefit from the improvement does not render it private. Additional property may be acquired by the condemnor for a proposed future expansion of the facility to be constructed or for maintenance of the improvements. This does not permit the condemnation of property that could not possibly, under any circumstances, be utilized for the improvement.

When condemnation is necessary to acquire right of way for a project, approval and certification of the plans by the commission is required. See [[236.13 Designing Right of Way Plans#236.13.13.2 Right of Way Obtained by Condemnation|EPG 236.13.13.2 Right of Way Obtained by Condemnation]] for the steps to request the commission’s approval and certification of plans.

==236.10.2 Condemnation Procedures==

===236.10.2.1 General Information===

When property is to be acquired by condemnation, the procedure is prescribed in [https://revisor.mo.gov/main/OneSection.aspx?section=523.100&bid=28013&hl= Chap. 523, RSMo 1994] and Sup. Ct. Rule 86. Under this procedure the condemnor may exercise the power of [[236.10 Right Of Way Condemnation#236.10.7 Eminent Domain Guidelines|eminent domain]] if it cannot agree with owner of the property on the compensation to be paid, or if the owner is a nonresident of the State of Missouri, or is unknown or cannot be found, or if the owner is incapable of contracting. As between the condemnor and the property owners, there is one estate in the property although there may be several interests therein. The condemnor's taking, except perhaps for a temporary use, usually affects all interests in the property. Thus, if it cannot acquire by negotiation some of the interests which its taking affects, it may condemn all the interests affected, since one interest could not be utilized unless all interests affected are obtained. For detailed information concerning the process of acquiring property by the use of eminent domain see [[236.10 Right Of Way Condemnation#236.10.7 Eminent Domain Guidelines|Eminent Domain Guidelines]] located at the end of this article.

===236.10.2.2 Petition===

When the condemnor has complied with all conditions precedent to condemning, it may file its petition in the circuit court of the county where the land, or a part thereof, lies. Numerous tracts may be joined in one petition. The petition must allege all conditions precedent to the condemnation, such as the condemnor's authority to condemn, the nature of the use to be made of the property, the condemnor's authority to construct the proposed facility, the inability of the condemnor to agree with the owners of the properties involved upon the proper compensation to be paid (or that the owner is incapable of contracting, cannot be found, is unknown or is a nonresident). The petition must also contain descriptions of the properties and rights sought to be acquired. If the condemnor intends to limit the rights it seeks to acquire to less than it is permitted by statute to acquire, this must be set out in the petition, otherwise the condemnor will acquire the right to utilize the property to the fullest extent permitted by statute. The petition should also allege that the governing body of the condemnor has authorized and directed the construction of the particular facility.

===236.10.2.3 Service of Process===

Parties (defendants) must be given not less than ten days' notice of the pendency of the proceeding. The summons must state the time and place, when and where, the petition will be heard for the appointment of commissioners. Service by publication one day a week for three weeks in a newspaper of the county where the petition is pending or by registered mail, may be had on persons who are not residents of the state or upon whom personal service for other reasons cannot be obtained. Request for service by publication or mail should be made in the petition setting out the reasons why such service is requested.

===236.10.2.4 Responsive Pleadings===

It is not necessary for the owners of the properties involved to make answer to the petition in order to have just compensation determined; however, an answer or motion must be filed to the petition in order to raise issues of jurisdiction. Thus, the owner, by responsive pleading, may question the condemnor's authority to condemn or to construct the particular facility or may question that the proposed use is a public one.

===236.10.2.5 Appointment of Commissioners===

At the time and place set, the court will consider the petition for the appointment of commissioners. The Court must dispose of issues raised by responsive pleadings prior to the appointment of commissioners. It is not required that the court hear evidence on the propriety and necessity for condemning the land. Matters relating to the location and design of the facility are legislative and not judicial in nature. All issues to be resolved prior to the appointment of commissioners are tried by the court without a jury.

Upon the court being satisfied with the sufficiency of the petition and that proper notice has been given to all parties and upon such issues as are raised by responsive pleadings being resolved in favor of the condemnor, the court shall appoint three commissioners to assess the damages resulting to the various tracts involved as a result of the proposed taking. The commissioners must be disinterested fee-holders and residents of the county where all or part of the land lies. In determining damages the commissioners shall take into consideration the benefits that result to the remaining property from which a part is taken as a result of the construction and maintenance of the proposed facility upon the land taken (the statute says only "benefits" but the courts have interpreted this as meaning that the benefits must be special. The distinction between general and special benefits will be discussed, later in this article). The commissioners shall view the property, determine the damages to which the owners are entitled and file two copies of their report under oath with the clerk of the court describing the property taken and setting out the sum awarded as damages as to each property. If all three commissioners fail to agree upon an award of damages, two of such commissioners may agree and sign the report with the same effect as if all three commissioners had agreed. The commissioners are required to separately assess the damages as to each tract which is under separate ownership, but are not required to determine the amount to which each of the various owners of one tract are entitled. One copy of this report is filed by the clerk in the office of the recorder of deeds for recording in the land records of the county.

In making their inspection and arriving at their conclusion as to the compensation to be awarded to the property owners, the commissioners are permitted considerable leeway. They are directed by statute to view the property. There is, however, no provision for the commissioners to hold hearings and receive sworn testimony. This allows the commissioners considerable informality and they are permitted to discuss the features of the taking with the property owners and with the condemnor and their respective representatives, and to gather information from any sources that they feel necessary for their use in arriving at their award. Any instructions to the commissioners which are necessary, or which they request, on legal points to enable them to carry out their duties should be given by the court.

===236.10.2.6 Proceedings Subsequent to Report of Commissioners===

Following the filing of the report of commissioners the clerk of the circuit court must notify the owners immediately of the various properties that the commissioners have filed their report. It is not necessary that this notice specify the amount awarded by the commissioners. Upon the report being filed, the condemnor may pay the amount of the award into the registry of the court. The date upon which the check is deposited with the clerk of the court is the date of taking. At this time title passes to the condemnor who may take possession of the property and construct the proposed facility, even though further proceedings may be requested by either party. Within ten days after receipt of notice of the payment of the award the owners shall surrender possession of the property condemned to the condemnor, and if the owner fails to do so, the condemnor may, upon application to the court, obtain a writ of possession from the court directing the sheriff to place the condemnor in possession of the property. The time for the surrender of possession by the owner may be extended for good cause shown for a period not to exceed ninety days upon application of the owner.

Within thirty days after the receipt of notice of the filing of the commissioners report, either party may file exceptions thereto and request a jury trial. If the award is not paid into court within thirty days, then the owners are entitled to interest at six per cent per annum on the amount of any subsequent verdict, or if no verdict, then on the amount of the award from the date of filing of the commissioners report. If the award is paid within thirty days and a subsequent trial results in a verdict for an amount greater than that awarded by the commissioners, the owner of the property is entitled to interest at the rate of six per cent on the excess of the verdict over the commissioners' award from the date of the filing of the commissioners' report until the judgment is paid. If the award is paid into court within thirty days and a subsequent trial results in a verdict of less than the amount awarded by the commissioners the condemnor is entitled to interest at the rate of six per cent on the decrease of the award from the date the award was paid into court until the judgment is paid. If the property owner has, however, not drawn down the commissioners' award, the property owner is not required to pay interest on any part not drawn down. The condemnor may abandon the proposed appropriation by filing a written election to do so within any time prior to the expiration of ten days after final judgment. If such election to abandon is not filed within thirty days after the commissioners' report is filed and the award made by the commissioners is not paid into court within thirty days after such report, then the court may, upon motion of the owner filed within ten days after filing the election to abandon, award to the owner interest on the award at the rate of six per cent per annum from the date of the filing of the commissioners' report to the date of the filing of the election to abandon. If the condemnor abandons a proposed appropriation, no new proceedings shall be instituted within a period of two years thereafter for the condemnation of the same property. This, however, does not apply if the abandonment is in good faith and is necessary as a result of a defect in the proceedings. All court costs up to and including the filing and recording of commissioners' report are taxed against the condemnor. Any subsequent costs are taxed by the court as justice requires.

===236.10.2.7 Right to Jury Trial===

If either party to a condemnation proceeding files exceptions and requests a reassessment of damages within the time provided, such trial is to be conducted as in ordinary civil cases involving damages. This reassessment shall be made under the supervision of the court and by a jury if requested by either party. Neither party can have new commissioners appointed to reassess the damages. Following the filing of exceptions, all proceedings subsequent to that relate only to the amount of compensation to which the owner is entitled. Until the time exceptions may be filed, the condemnation proceeding is treated as one case even though there may be numerous tracts of land and property owners involved. After the commissioners have made their report, each separate tract of land upon which exceptions are filed is treated as a separate case for trial.

==236.10.3 Preparation For and Conduct of Trial==

===236.10.3.1 Preparation===

Generally, considerable trial preparation will have been accomplished prior to the time exceptions to the report of commissioners are filed. This especially true as to the condemnor, which must conduct its affairs through its officers or agents. Because of this it is necessary that the condemnor rely upon the advice and opinions of others. Thus, when it is determined that a particular improvement or facility is to be constructed which requires the acquisition of property, it is reasonable to anticipate that it will be necessary to condemn some of such properties. In order for the agency or corporation proposing to construct the facility to successfully carry on its negotiations for the properties needed, it must make sufficient trial preparations that its officers will be in a position to know what evidence it can produce as to values and damages as to each specific property in the event condemnation should result. This is the only method by which officers of the agency or corporation can make a valid decision as to what price should be paid to the property owners or whether to proceed to condemnation. Therefore, the condemnor, in anticipation that litigation as to compensation may result, will generally have made at least basic preparation for trial prior to the institution of condemnation proceedings. This preparation prior to condemnation probably will not include the preparation of detailed plats and the making of necessary photographs, but should at the least involve retaining persons who can qualify as competent witnesses in court to make inspections and appraisals of the properties affected and the damages which will possibly result thereto from the taking.

The owner of the property usually personally conducts negotiations until the appointment of commissioners and frequently until the time for filing exceptions before the owner employs legal counsel. Thus, the lawyers employed by property owners will sometimes be found in such a position that if their clients are not satisfied with the commissioners' report the lawyers must file exceptions to protect the clients' interests even though it may be that later, in trial preparation, it is difficult or impossible to find competent witnesses who share the clients' views as to the damages resulting to the property.

Whether the attorney represents the condemnor or the property owner, the attorney's basic trial preparation should start at the earliest possible time. Such practice will not only protect the interests of the client, but in many instances will avoid litigation altogether. All such preparation is privileged against discovery by the opposing party.

Trial preparation should consist of appraisals of the property as it exists before and after the appropriation by persons who can qualify as competent witnesses, the preparation of plats and the making of photographs where necessary. The attorney should be familiar with the property to the greatest extent possible, and if the taking involves a part of the property only, the attorney should review the plan for the proposed facility to be constructed. Conferences should be held with the prospective witnesses so as to make certain that they are thoroughly familiar with the property and the plans for construction of the facility insofar as they affect the property remaining, as well as market conditions in the area. The witnesses' opinions as to damages or special benefits to the remainder should be reviewed thoroughly to make certain that the witnesses have considered all proper matters and that the witnesses' opinions have a sound basis and are predicated upon features which will be proper matters for consideration by the jury in its determination of value and damages or benefits.

In deciding whether or not plats, photographs and other visual aids are necessary, we should keep in mind that such items within themselves are not evidence, but are merely aids in presenting testimony and should be used only when they will aid in explaining various features to the jury. When visual aids are used, they should be connected to the testimony of a witness or witnesses.

===236.10.3.2 Conduct of Trial===

The trial is conducted as if no prior award had been made by the commissioners. The amount awarded by the commissioners is not admissible in evidence in the jury trial. However, the commissioners themselves (without being identified as such) may testify to value and the amount of damages may be the same as in the report, but the report cannot be entered as evidence. The trial is conducted in the same manner as one involving an inquiry into damages in an ordinary civil case. Since the owners of the property have the burden of proving the amount of damages which they will sustain as a result of the taking, they are entitled to open and close regardless of which party filed exceptions to the commissioners' report.

Where the entire property is taken, all evidence as a general rule will relate only to the value of the property taken, which is the amount to which the owners are entitled. If, however, a portion of the property is taken, the owners are entitled to the difference between the value of the property as it existed prior to the taking of a part thereof and the value of the remaining property. When this is the case it will generally involve evidence and consideration of the facility to be constructed since the owner is entitled to be compensated for any damage resulting to the remainder of this property as a result of the construction of the facility and the condemnor is entitled to have the jury give consideration to any special benefits to the remaining property which will accrue as a result of the construction of the facility.

The court may permit the jury to view the property involved. If this is done, the court must make such rules and orders as are necessary to properly supervise the conduct of the jury and the parties during such view. There are many instances where such a procedure might be of considerable benefit to the jury, such as where the property in question is difficult to describe to the jury and is still intact so that the jury in viewing the premises will get a clear picture of the property as it exists prior to the taking. There are also instances where a view of the property after the completion of the construction of the facility might be of benefit to the jury. This is true where only a part of the property is taken and there is a question as to the effect that the facility has upon the remaining property because of the plan of construction. Because of the problems encountered, the trial courts are reluctant to order a view of the premises by the jury. The procedure is time-consuming and involves the arrangement for transportation to take the jury to the premises. It also requires that the court give careful directions so that statements relating to the issues of the case will not be made to the jury by interested parties outside the normal trial proceedings. Any request, by either party that the court permit the jury to view the premises, should be made out of the hearing of the jury.

As is the case with commissioners, the jury should consider the property involved as one estate without regard to the numerous ownership's or interests therein and render a verdict in one sum. It is then left to the court to apportion the amount awarded among the various claimants.

===236.10.3.3 Evidence of Value and Compensation===

If the condemnation involves the taking of an entire parcel of land, the question to be determined by the jury is the value of the land as of the date of the taking. When the condemnation involves the taking of a part of a tract of land, then the question is the difference between the value of the entire tract prior to the taking of a part thereof and the value of the part remaining after the taking, which difference is the amount to which the owner is entitled as just compensation. Stated another way, the owner is entitled to the value of the land taken, plus any decrease in the value of the remainder of the tract caused by the taking. In the event of a partial taking the jury is also required to determine from the evidence whether or not there are any special benefits resulting to the remaining property from which a part is taken from the construction and maintenance of the proposed facility. The jury cannot take into consideration general benefits. General benefits are those benefits accruing to all owners of property in a neighborhood or vicinity that result from the construction and maintenance of the proposed facility. Examples of general benefits are: the public's right to enjoy a facility such as a park or public way or the improvement of the economy of a community generally by the construction of a facility. Evidence of such general benefits should not be submitted. The courts have defined special benefits as being those benefits accruing to a tract of land and resulting in an increase in its value because of its position directly upon, or adjacent to, the proposed facility. Examples of special benefits are: improved drainage, improved accessibility, availability of a service for use in connection with the property not previously enjoyed, and the availability of a facility which makes the adjacent property adaptable to a higher or better use, thereby increasing its value. A good example of the distinction between general and special benefits is found in the older railroad condemnation cases where the benefits derived by a community, generally from the construction of a railroad through it, thereby making transportation available to the community, is a general benefit; while the benefit a particular tract of land might receive by the construction of a railroad immediately adjacent to it, in making the land adaptable as a shipping and receiving point, thereby increasing its value, is a special benefit. The mere fact that other tracts of land located adjacent to the facility may receive the same benefit as the property in question does not make that benefit general in nature. However, such matters as increased traffic from the construction of an improved highway are not considered as special benefits to be offset against damages even though such increase in traffic may enhance the desirability of the property for commercial purposes.

When there is a question of damages or special benefits to the remainder of a tract of land, a part of which is taken, the facility to be constructed is to be considered by the jury insofar as it relates to, or has a bearing upon, the damages or special benefits to the remainder. The damages or benefits must be direct and such as can reasonably be expected to result from the taking and the construction of the facility. Only evidence of those elements which are sufficiently certain and definite as of the time of evaluation that they would influence a prospective purchaser of the property in arriving at the figure which would be paid for the property should be submitted to the jury. All evidence of damages and benefits to the remainder of the tract of land must relate to the value of the land. The converse of the rule that general benefits cannot be charged against the property owner is the rule that the owner is not entitled to compensation for inconveniences which the owner shares in common with the community generally as a result of the construction and use of the facility. However, courts have allowed general items of damages such as, noise, traffic, unsightliness, possible risk of explosion, inconvenience and loss of security and privacy to be considered in totality, as causing a diminution in market value, although no specific individual value was allowed to be assigned to any of these items.

The value of the property, whether it be its value prior to the taking or after, should be determined in relation to the uses for which the property is reasonably adaptable in the immediate future. Evidence of value which is purely speculative and based upon the happening of events in the future, which may or may not result, should not be permitted. Since in the larger metropolitan areas there is always a degree of speculation in the sale and purchase of vacant undeveloped land, we should not confuse such speculation, which is based upon expectancy of the continuation of the normal economic development and conditions, with the remote speculation that the property will become adaptable to some higher or better use because of some remote contingency which hinges upon the happening of events outside of the normal economic development and expansion. Although a particular use is prohibited by an existing zoning ordinance, if there is sufficient evidence of a reasonable probability that the zoning may be changed or an exception made to it so as to permit a higher use in the reasonably near future, the effect which the probability of rezoning has upon the value of the land in view of its present zoning may be taken into consideration.

Although evidence of the probability of rezoning is admissible, the property is not to be valued as though the rezoning is an established fact, but is to be valued in light of the effect that the probability of rezoning has upon the property. Evidence of the rezoning of other comparable property is admissible for showing a probability of rezoning. The mere proof of uses of nearby property without showing that the original zoning was altered to permit that use is not sufficient to show a probability of rezoning. The lack of rezoning is admissible to counter evidence of a reasonable probability of rezoning. Evidence of rezoning of similar property occurring subsequent to the taking may be admissible to show a probability of rezoning. However, the effect which the public improvement for which the property is taken has had or might have on the question of rezoning should not be considered.

A depressed value resulting from the knowledge that the property in the future is going to be taken for a public use should not be considered; just as an enhanced value resulting from the knowledge that a public improvement is going to be made should not be considered.

The suitability of land for a particular use is subject not only to the question of whether the land physically can be utilized for such purpose but also whether there is a demand for the property for that purpose in the market place.

The price which the property in question has sold for in the past, whether it be prior to or after the institution of the condemnation proceedings, is admissible as having some bearing upon the value of the property unless the sale was so remote in time, in reference to the condemnation, that the normal change in economic conditions would have resulted in the sales price being not representative of the value of the property at the time in question. Such evidence, however, is not conclusive as to the value of the property and in rebuttal, evidence of peculiar or unusual conditions surrounding the sale which had a bearing upon the sales price may be offered.

The price for which other property in the vicinity of the property in question has sold is admissible as having a bearing upon the value of the property in question. However, in order to avoid too many collateral issues coming into the case, the proponent of such evidence should first be required to establish that the property sold has a sufficient degree of comparability to the property in question and that it does have a bearing upon the value of the property in question. The trial court is permitted a considerable degree of discretion in whether or not such evidence will be permitted. It should be remembered, however, that the mere fact that the property that has sold is sufficiently comparable to the property in question that its sales price can be admitted by the court does not mean that such sales price is conclusive as to the value of the property in question. The weight of such evidence is still to be determined by the jury. When the sales price of other property is admitted in evidence the court should not thereafter comment on the comparability of such property to the property in question but should leave the weight of such evidence to the jury unless subsequent evidence should justify the striking of the sales price previously admitted.

Although the sales price of properties that are comparable to the property in question may be admissible in evidence, the price which the condemnor has paid for other properties should not be admitted. The reason for this rule is very simple in that such sales are not conducted in the usual and ordinary course of business. When the condemnor purchases property, as a general rule, it is compelled to purchase the particular property, abandon the proposed facility or exercise its power of eminent domain. The property owner is compelled either to sell the property or take a chance in court in a condemnation proceeding. Because of this the parties are frequently inclined to compromise and agree upon a price that is not entirely satisfactory with one or both. Only those sales of other properties occurring in the normal and usual course of business should be admitted in evidence as having any bearing upon the value of the property in question. Generally only consummated sales and not offers or contracts to purchase or sell which have not yet been executed, are admissible. Although some courts, upon exception, have allowed sales contracts to be admissible evidence. Offers and negotiations between the parties to the proceeding are not admissible since they constitute efforts to compromise.

The assessed valuation of a tract of land, in the absence of some showing that the owner actively obtained such evaluation, is not admissible. If the owner has actively obtained the assessment, there is no reason why it should not be admissible, at least for impeachment.

In determining the value of a tract of land that is improved with buildings, the cost of construction is not necessarily admissible in evidence since the buildings are to be valued with the land and should be considered only insofar as they add value to the land. Thus, an ill-adapted building on a tract of land may not add value to the land to the extent of the cost of reproducing the building less the physical depreciation of the building. The reason for this rule is well demonstrated in the instance where the best use of a tract of land is for commercial purposes while the tract is improved with an older type residence. In order to reassess the value that the land has for commercial purposes it would be necessary to demolish the residence. However, the mere fact that a residence is located in an area primarily adaptable for commercial use does not mean that the building has no value, since in many instances the loss which would be sustained in demolishing the building to permit the land to be devoted to another use would exceed the enhanced value to be realized from the land in devoting it to such uses. In such instances the land and improvements should not be evaluated separately, thereby placing a commercial value upon the land and a residential value upon the building, but the property should be evaluated on the basis of its value for sale as a residential property.

The rental realized from a piece of property may be admissible when properly connected to the issues as having a relationship to the value of the property. It is required, however, that if the rental realized from a tract of land is admitted in evidence, it must be connected in some manner to the value of the property. A definite destination must be drawn between the rental produced by a property and the income produced upon the property. The former is the price which a tenant is willing to pay, or is paying, for the right to use the property while the latter represents not only productiveness of the property itself, but also the productiveness of the person who is conducting the business. Thus, the volume of business and the profits from the business are not admissible as bearing upon the value of the property, since such items reflect not only the earning of the property but the good will and productiveness of the owner of the business. However, case law holds that the gallons of gasoline sold at a service station is admissible when properly related to the rental value of the property.

===236.10.3.4 Witnesses===

Since "expert witnesses" in condemnation cases, who are called to express opinions as to values, are not in a strict legal sense experts to the same extent that doctors are experts in the medical field, it is necessary before such witnesses are permitted to testify that a showing be made that the witness is in a position to have knowledge of the property in question and its value which is superior to that of the jury. Thus, these witnesses must be sufficiently familiar with the property in question and its surrounding conditions, as well as the general market value of lands in the community to the extent that the reasonable inference would be that they are capable of arriving at a more valid conclusion as to the value of the property than would the jury be by merely describing to them the physical aspects of the property and the market conditions in the community where it is located. Such witnesses, however, are not disqualified by the mere fact that they have never bought or sold property in the community where the property is located if it is shown that they have had sufficient experience generally in the purchase and sale of real estate, are familiar with the property in question and the surrounding community, and have made sufficient investigation of the market conditions in the area to acquaint themselves with the market values generally.

The fact that witnesses may have served as a commissioner in the case does not prevent them from witnessing before the jury if they are otherwise qualified. The fact that they were a commissioner, however, and the amount of the award should not be revealed to the jury. If the witnesses testify to an amount of damages which is different from that contained in the commissioners' report which they signed, the opposing party should be permitted to cross-examine the witnesses as to a prior inconsistent statement having been made by them under oath. This, however, involves the risk that such cross-examination might reveal to the jury the amount of the commissioners' award or the fact that the witness was a commissioner. In order to minimize this risk, however, there appears to be no reason why a request cannot be made to the court that the witnesses be instructed, out of the hearing of the jury, that in making answers to questions on cross-examination the witnesses not reveal or indicate to the jury the amount of the commissioners' award or the fact that they were a commissioner.

Witnesses who appear and testify in a condemnation case should be in a position to state the basis upon which they have formed their opinion. It is doubtful, however, that their inability to do so renders their testimony incompetent and subject to being stricken from the record. Such a failure does, however, go considerably to the weight that the jury should give to such witness' testimony. Witnesses, in stating the basis for their opinion, should not be permitted to lug into the case matters that are not proper for the jury's consideration and the witnesses' opinion should be based upon matters that are relevant and elements for which the property owner is entitled to compensation. The testimony of witnesses who have based their opinion of damages in part upon elements that are not compensable is not subject to being stricken in the absence of a showing that the witnesses have no opinion did they not consider such elements. It is possible for this rule to result in considerable confusion to the jury. When it is shown that witnesses have included elements which are not proper yet the witnesses are unable to testify as to what extent those elements influenced their opinion, the opponent is entitled to have the portion of the testimony of the witnesses which is not proper stricken, and the jury instructed to disregard it, with the result being that the jury is left with no yardstick to determine what portion of the witnesses' testimony they should consider.

==236.10.4 After Trial Proceedings==

===236.10.4.1 Apportionment Among Various Owners===

In the trial of a condemnation case, the case should be tried and submitted to the jury or to the court as though the property were under the ownership of one person and thereafter the total compensation found to be owing to the owners should be apportioned among the various owners according to their respective interests. As a general rule the owners of the property involved are able to agree among themselves as to the apportionment of the award or the final judgment. Legislation provides a method for the apportionment of the commissioners' award prior to final judgment. Under this statute the parties may agree among themselves as to a distribution of the award and file the agreement with the court, setting out the manner and the percentages of the award which is to be divided among the various owners. If no such agreement has been filed within thirty days after the commissioners' award is paid into court, any party interested in the award may petition the court for a distribution of the award among the various owners. Under this proceeding the condemnor has the right to intervene in the proceeding for the apportionment of the award whether it be by agreement or by the court. The statute also provides that if the award is apportioned by the court on motion of any party, it shall be considered as an appealable judgment and that any party aggrieved by the determination may appeal. The respective interests of all parties, whether determined by agreement or by the court, shall be final and binding on all parties and shall extend by percentage to any additional compensation awarded as a result of a trial of exceptions or any reduction of the award thereafter made, provided, however, that when the interest of any owner is not related to the difference in the value of the property before and after the taking, the share set out in the agreement or the court's finding will not be affected by any increase or reduction so long as the final compensation is not less than such interest. Under this procedure whether the apportionment is made either prior to the trial exceptions or after the trial of exceptions, all parties who have an interest in the land taken or damaged are entitled to be compensated out of the fund in the hands of the clerk for the amount of any such damages. Evidence introduced at the hearing for distribution is not admissible in the subsequent trial of exceptions.

The most common problem encountered is in making the division between the compensation due a landlord and that due a tenant. Ordinarily, the lessee's interest is determined by subtracting the actual rent and other expenses assumed by the tenant from the present worth of the fair rental value of the property for the remaining period of the lease. A tenant, however, is not always entitled to compensation. Courts have held that a mere expectation of the renewal of a lease because of the mutual satisfaction of the landlord and tenant is not such a property right in the property as to give to the tenant a right of compensation for that expectation. Also, a month-to-month tenant has been held to have no compensable interest in the award resulting from taking of the property. Also involved in the apportionment of awards is the question of the rights as between the mortgagor and the mortgagee. When the taking involves an entire tract of land, there is, of course, little difficulty in determining the amount to which the mortgagee is entitled. When the entire property is taken, the mortgagee would be entitled to the entire award up to the amount remaining due on the mortgage. The greatest difficulty results when there is only a partial taking of a tract of land. The writer has been unable to find a Missouri case setting out the rights as between the mortgagor and the mortgagee where only a portion of the land is taken. However, it would appear that the proper principle to apply if the parties cannot agree upon apportionment would be that the mortgagee should be entitled to a sufficient part of the award so that the mortgagee will be left with the same margin of security after the taking as before the taking.

===236.10.4.2 Judgment and Appeal===

There is no necessity in a statutory condemnation case that a judgment of condemnation be entered in order to pass title to the condemnor. The condemnor works its own condemnation of the property by paying into court the award made in favor of the property owner. The judgment entered in a case after a jury trial should be a judgment for money in favor of the property owner if the jury awards monetary compensation to the owner. The judgment, so as to conform to the record, should recite the total judgment entered, the date of the commissioners' report, and the amount awarded, the date such award was paid into court, with the balance due in favor of the property owner with interest, or the amount due to the condemnor with interest as a result of the verdict and judgment being for less than the amount awarded by the commissioners.

The judgment of the trial court entered after a jury trial may be appealed in the same manner as an appeal is taken in the ordinary civil case for damages. Ordinarily, a condemnation case does not involve title to real estate and generally, appellate jurisdiction is determined on the basis of the monetary amount in dispute between the parties. No appeal can be taken by either party in a condemnation case prior to the entry of final judgment except for the right to appeal from an order distributing the commissioners' award. Thus, if either party files exceptions to the commissioners' report in a condemnation case, no appeal can be taken until those exceptions are disposed of. For this reason, attorneys should take care that they preserve their record of objections to matters raised on the appointment of commissioners, as well as their objections to matters during the conduct of the jury trial.

==236.10.5 Condemnation Procedures; A Summary==

===236.10.5.1 Summary===

By many, the exercise of the power of eminent domain is thought to be in derogation of property rights. These same persons, however, would be very reluctant to forego the many conveniences and necessities that can be provided only by the utilization of the power of eminent domain. Were condemnation of private property for public purposes not permitted, most of our facilities for public use and public utilities that provide a public service would not be available to us. Were it not for the power of eminent domain, the acquisition of the necessary property and easements for the constructions of public facilities would, in many instances, be impossible, and in others, would be so burdensome economically as to defeat their construction. Thus, without the power to condemn property and devote it to a public use, the construction and maintenance of water lines, power lines, telephone and telegraph lines, railroads, highways and many other such facilities could not be provided. On the other hand, since the primary purpose of constructing and maintaining such facilities is for the public welfare, it is only just and fair that no owner of property be required to relinquish it for such uses without being paid just compensation for such property. Thus, the attorney who takes on the representation of an authority which proposes to exercise the power of eminent domain must be sufficiently familiar with the law on the subject that the attorney can properly advise that authority to what extent and under what conditions it can exercise that power. On the other hand, the attorney who takes on the representation of property owners, whose property is to be acquired, whether it be by negotiation or by condemnation, must remember that the property owners have a right to insist that their property be taken only by an authority authorized to do so, and only for a purpose permitted by statute, as well as their right to insist that they be fairly compensated for the property taken. With this in mind, the attorneys should not only know how to obtain for the property owners just compensation but must also be sufficiently familiar with the other aspects of condemnation that the lawyer can defend the property owner against unauthorized taking of their property.

In the foregoing section, an attempt has been made to set out the basic principles governing the exercise of the power of eminent domain; however, it should be kept in mind that this section is only a guide and does not come even close to answering all questions which can arise in a condemnation proceeding. Anyone who is familiar with the many volumes which have been written on condemnation law, and with the many issues concerning such law which have not yet been resolved by the legislatures or the courts, will readily understand why it is impossible in a short article such as this to set out all details of condemnation law and procedure. With that in mind this chapter is offered with the hope that it will be considered a reference and not a text of authority.

==236.10.6 Condemnation Procedures; Case File==

The district shall submit one copy of [https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Exhibit%2010.6.1.docx Exhibit 10.6.1] to Legal, Central Office, for each condemnation case immediately after the time for filing exceptions has expired, or after the payment of the award into court, whichever occurs the latest. The district shall retain a copy of this information for their file, and in districts where an assistant counsel maintains separate files, furnish a copy for their file.

All required data on Exhibit 10.6.1 must be accurate. A space is provided for the district right-of-way manager to make recommendation for disposition of the case. Also a brief outline of any unusual circumstances that may affect a settlement or a trail should be provided. The back side of form may be used when necessary.

==236.10.7 Eminent Domain Guidelines==

===236.10.7.1 Introduction===

Acquisition of property by "eminent domain" requires the condemned property to be considered for Heritage Value and Homestead Acquisitions; whichever would net the higher proceeds to the owner, if applicable. In the effort to provide the best opportunity for successful negotiations, MoDOT has made the decision to implement these considerations as a part of the negotiations process. This policy provides guidance and a quick reference to the process of acquiring property by eminent domain. However, using district regional counsel and resources from the [https://spexternal.modot.mo.gov/sites/de/SitePages/CO%20RW%20Staff.aspx Right of Way Section] should help determine district direction as well as provide consistency between districts.

No condemning authority shall acquire private property through the process of eminent domain for solely economic development purposes.

The terms, “Just Compensation and Fair Market Value,” have been used somewhat synonymously in the past. We are required to offer just compensation based on fair market value, and will continue to do so in our acquisitions using the terms as we do now. There might be other references where fair market value is used in a different context so we will leave those two terms as they are in the current manual.

===236.10.7.2 Definitions ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.001])===

'''Fair Market Value''', the value of the property taken after considering comparable sales in the area, capitalization of income, and replacement cost less depreciation, singularly or in combination, as appropriate, and additionally considering the value of the property based upon its highest and best use, using generally accepted appraisal practices. If less than the entire property is taken, fair market value shall mean the difference between the fair market value of the entire property immediately prior to the taking and the fair market value of the remaining or burdened property immediately after the taking.

'''Heritage Value''', the value assigned to any real property, including but not limited to, real property owned by a business enterprise with fewer than one hundred employees, that has been owned within the same family for fifty or more years, such value to be fifty percent of fair market value.

'''Homestead Taking''', any taking of a dwelling owned by the property owner and functioning as the owner’s primary place of residence or any taking of the owner’s property within three hundred feet of the owner’s primary place of residence that prevents the owner from utilizing the property in substantially the same manner as it is currently being utilized.

===236.10.7.3 Written Notice ([https://revisor.mo.gov/main/OneSection.aspx?section=523.250&bid=28018&hl= RSMo 523.250])===

At least sixty days before filing the condemnation petition seeking to acquire an interest in real property, the condemning authority will provide the owner of record of such property with a [https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Written%20Notice%20of%20the%20Intended%20Acquisition.docx Written Notice of the Intended Acquisition]. Written notices will be provided to the owner of record, in addition to any other parties to which a written offer will be made. Such notice shall include:

:* The date the Written Notice of Alternative Location and Design Letter was received by the property owner (date mailed, emailed, hand delivered, etc.).
:* Identification of the interest in real property to be acquired and a statement of the legal description or commonly known location of the property (examples: land, access rights, permanent easement, temporary easement, etc.; street address, relationships to landmarks, etc.)
:* The purpose or purposes for which the property is to be acquired, which would be the general description of the project that is consistent with the STIP description.
:* A statement that the property owner has the right to:
:** Seek legal counsel at the owner’s expense;
:** Make a counteroffer and engage in further negotiations;
:** Obtain such owner’s own appraisal of just compensation;
:** Have just compensation determined preliminarily by court-appointed condemnation commissioners and, ultimately, by a jury; Seek assistance from the office of the ombudsman for property rights created under RSMo 523.277;
<blockquote>''"The office of public counsel shall create an office of ombudsman for property rights by appointing a person to the position of ombudsman. The ombudsman shall assist citizens by providing guidance, which shall not constitute legal advice, to individuals seeking information regarding the condemnation process and procedures. The ombudsman shall document the use of eminent domain within the State of Missouri and any issues associated with its use and shall submit a report to the general assembly on January 1, 2008, and on such date each year thereafter."''</blockquote>
::* Contest the right to condemn in the condemnation proceedings; and
::* Exercise the rights to request vacation of an easement under the procedures and circumstances provided for in Missouri Statute.
<blockquote>''"A property owner of land burdened by an easement created after December 31, 2006, abandoned in whole for a period in excess of ten years, may petition a court of competent jurisdiction to obtain the rights previously transferred and vacation of the easement for monetary consideration equal to the original consideration obtained by the property owner in exchange for the easement. The holder of the easement shall be a party to such action. The holder of any such easement shall be allowed to maintain the easement upon a showing that the holder, in good faith, plans to make future use of the easement. The right to request that an easement be vacated may be waived by the property owner of record from whom the easement was originally acquired or by such property owner's successor in title to the burdened property either in the original instrument of conveyance or in a subsequent signed writing."''</blockquote>

The written notice shall be deposited in the United States mail, certified or registered, and with postage prepaid, addressed to the owner of record as listed in the office of the city or county assessor for the city or county in which the property is located. The receipt issued to the condemning authority by the United States Post Office for certified or registered mail shall constitute proof of compliance with the notice requirement; provided, however, that nothing in this section shall preclude a condemning authority from proving compliance with this notice requirement by other competent evidence.

The Written Notice of the Intended Acquisition is to be immediately provided to property owners following the approval of right of way plans. The district shall determine the exact method for delivery of the notice. However, if the district decides to hand-deliver the notice, property owners will be expected to sign a receipt verifying that they have received the notice, and the specific date on which the notice was received. Should the property owners refuse to sign a receipt verifying that they have received the notice, the individual delivering the notice should document the file with the date the notice was delivered, who delivered the notice, who was present when the notice was delivered, that the property owners refused to sign a receipt, etc.

===236.10.7.4 Appraisal, Waiver Valuation and Written Offer ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.253])===

MoDOT will continue to present a written offer to all owners of record of the property. The offer is to be made at least thirty days before filing a condemnation petition and will be held open for the thirty-day period, unless an agreement is reached sooner.

MoDOT will continue to provide the property owner with an appraisal or waiver valuation at the time the offer is made.

All appraisals, payment estimates and/or waiver valuations for properties proceeding to condemnation will be prepared using generally accepted appraisal practices and be prepared by a state-licensed or state-certified appraiser.

'''HERITAGE VALUE'''

When right of way plans require the acquisition of any portion of contiguous property that has been owned within the same family for fifty or more years and cannot be utilized in substantially the same manner as it was being utilized immediately prior to the acquisition, the Heritage Value will be verbally offered to the property owner as an administrative settlement, immediately following the presentation of the written offer. Heritage Value is calculated by multiplying the total approved fair market value by fifty percent. The law is written in such a manner that a Heritage Value payment would only be applied within the limits of eminent domain proceedings. However, MoDOT will make administrative settlements for Heritage Value acquisitions in '''all''' instances when the properties and property owners meet the requirements to qualify for a Heritage Value payment.

The burden of proof is the responsibility of the property owner. However, MoDOT desires to be proactive and learn of a possible Heritage Value acquisition early in the process. The district will determine the procedures necessary to determine when a Heritage Value acquisition exists, so that the offer to administratively settle the parcel for an additional fifty percent of the fair market value may be presented at the same time the offer is made.

Burden of Proof is defined as legal documentation (i.e. abstracts, copies of deeds, probate/wills, marriage certificates, birth certificates, etc.) that indicates family lineage and provides proof of family relationship in regard to the length of time a family has owned a piece of property and whether or not a Heritage Value acquisition exists.

Family ownership of property may be established through evidence of ownership by children, grandchildren, siblings, nephews or nieces of the family member owning the property fifty years prior to the acquisition. Family ownership may be established through marriage or adoption by such family members, and includes adopted children, step-children, and relatives related solely by marriage. If an entity owns the real property, members of the family shall have an ownership interest in more than fifty percent of the entity in order to be within the family line of ownership.

If the acquisition includes land and/or permanent easements, the fee owner will be offered the Heritage Value. When only a temporary easement will be acquired, the fee owner may or may not qualify for the Heritage Value. For example, if the temporary easement is merely for the construction of an entrance, or “…for men and machinery to work and turn on…” etc., the fee owner would most likely not qualify for the Heritage Value. However, if the temporary easement will substantially change the terrain of the land, it would qualify for the Heritage Value. If a temporary easement is being acquired, in addition to other realty rights, the Heritage Value will be applied to the total approved offer.

Any administrative settlement above the approved offer '''WILL NOT''' be used to determine a different fifty percent Heritage Value. Any deviation from this section of the policy requires concurrence from the Right of Way Section.

If it is necessary to acquire a parcel through condemnation and the property owner qualified for the Heritage Value, the approved just compensation as submitted to the district regional counsel for condemnation will only include the just compensation as approved on the appraisal. The Heritage Value will only be considered as an administrative settlement and not a portion of the approved offer.

Should a difficult or unusual circumstance arise, consult the appropriate regional counsel and/or [https://spexternal.modot.mo.gov/sites/de/SitePages/CO%20RW%20Staff.aspx Right of Way Section].

'''HOMESTEAD VALUE'''

The Homestead Value will be verbally offered to the property owner as an administrative settlement, immediately following the presentation of the written offer when the following criteria are met:

* The acquisition includes a dwelling that functions as the fee owner’s primary place of residence,

'''OR'''

* Includes property within three hundred feet of a dwelling that functions as the fee owner’s primary place of residence, and cannot be utilized in substantially the same manner as it was being utilized immediately prior to the acquisition.

Homestead Value is calculated by multiplying the total approved fair market value by twenty-five percent. The law is written in such a manner that a Homestead Value payment would only be applied within the limits of eminent domain proceedings. However, MoDOT will make administrative settlements for Homestead Value acquisitions in '''all''' instances when the properties and property owners meet the requirements to qualify for a Homestead Value payment.

The burden of proof is the responsibility of the property owner. However, MoDOT desires to be proactive and learn of a possible Homestead Value acquisition early in the process. The district will determine the procedures necessary to determine when a Homestead Value acquisition exists, so that the offer to administratively settle the parcel for an additional twenty-five percent of the fair market value may be presented at the same time the offer is made.

Methods for determining the fee owner’s primary place of residence may be, but are not limited to, the following: address on driver’s license, mailing address, voter identification address, address reported to the Internal Revenue Service for taxing purposes, address in the local telephone directory, etc. A notarized, sworn statement from the fee owner regarding the fee owner’s primary place of residence may also be used to substantiate residency.

If the acquisition includes the fee owner’s primary place of residence, the Homestead Value payment will not reduce any replacement housing payment the fee owner may be eligible to receive through the Uniform Relocation Act. However, any administrative settlement above the sum of the approved offer and Homestead Value will proportionately reduce the replacement housing payment.

If the acquisition includes land and/or permanent easements within three hundred feet of the fee owner’s primary place of residence, the fee owner will be offered the Homestead Value. When only a temporary easement will be acquired, the fee owner may or may not qualify for the Homestead Value. For example, if the temporary easement is merely for the construction of an entrance, or “…for men and machinery to work and turn on…” etc., the fee owner would most likely not qualify for the Homestead Value. However, if the temporary easement will substantially change the terrain of the land, it would qualify for the Homestead Value. If a temporary easement is being acquired, in addition to other realty rights, the Homestead Value will be applied to the total approved offer.

Any administrative settlement above the approved offer '''WILL NOT''' be used to determine a different twenty-five percent Homestead Value. Any deviation from this section of the policy requires concurrence from the Right of Way Section.

If it is necessary to acquire a parcel through condemnation and the property owner qualified for the Homestead Value, the approved just compensation as submitted to the district regional counsel for condemnation will only include the just compensation as approved on the appraisal. The Homestead Value will only be considered as an administrative settlement and not a portion of the approved offer.

If any situation is encountered that is questionable with regard to the fee owner qualifying to receive the Homestead Value, such as the acquisition of controlled access rights only, contact the Right of Way Section.

===236.10.7.5 Good Faith Negotiations ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.256])===

Before a court may enter an order of condemnation, the court shall find that the condemning authority engaged in good faith negotiations prior to filing the condemnation petition. A condemning authority shall be deemed to have engaged in good faith negotiations if:

* The condemning authority has properly and timely given all notices to owners as required,
** Relocation notices to all displaced persons including a general description of their potential rights and benefits [https://epg.modot.org/forms/RW/Chapter%208_Relocation/Residential%20Relocation%20Brochure.docx Residential Relocation Brochure] and [https://epg.modot.org/forms/RW/Chapter%208_Relocation/Business%20Relocation%20Brochure.docx Business Relocation Brochure] Brochures and [[236.8 Relocation Assistance Program#236.8.3.3 Eligibility Notice at Initiation of Negotiations|Eligibility Notice)]].
** Written notice of the intended acquisition at least 60 days before the filing of a condemnation petition [https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Written%20Notice%20of%20the%20Intended%20Acquisition.docx (Written Notice of the Intended Acquisition)].
** A [[236.7 Negotiation#236.7.2.4 Offer Letter and Supporting Documentation|written letter offer]] to all owners of record.
* The condemning authority has made an offer, under Section 523.253, that was no lower than the amount reflected in an appraisal performed by a state-licensed or state-certified appraiser, provided an appraisal is given to the owner. In other cases, the offer is no lower than the amount provided in the basis for its determination of value of the property, in which an explanation with supporting financial data is used (Copy of appraisal signed or co-signed by a state-licensed or state-certified appraiser or waiver valuation).
* The owners have been given an opportunity to obtain their own appraisal from a state licensed or state certified appraiser of their choice (Written Notice of Intended Acquisition).
* Where applicable, the condemning authority has considered an alternative location proposed by the owners (certified letter sent prior to the public hearing and letter responding to alternative location proposals).

If the court does not find that good faith negotiations have occurred, the court shall dismiss the condemnation petition, without prejudice, and shall order the condemning authority to reimburse the owners for their actual and reasonable attorney’s fees and costs incurred with respect to the condemnation proceeding, which has been dismissed. The necessary documentation to be included in the tract packs submitted for condemnation should be coordinated with the district’s regional counsel.

===236.10.7.6 Just Compensation for Condemned Properties ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.039])===

As defined in the law, in all condemnation proceedings filed after December 31, 2006, just compensation for condemned property shall be determined under one of the three following methods. The method used will be the one that yields the highest payment.

* An amount equal to fair market value; or
* For condemnation of property that results in a homestead acquisition, an amount equal to the fair market value of such property multiplied by one hundred twenty-five percent; or
* For condemnation of property that results in any acquisition that prevents the owner from utilizing the property being acquired in substantially the same manner as it was being utilized immediately prior to the acquisition, and involving property owned within the same family for fifty or more years, an amount equal to the sum of the fair market value of such property multiplied by one hundred fifty percent.

Keep in mind that the three methods listed above are referenced in the law as instructions to Circuit Court Judges once the property has been condemned. Neither the MHTC nor other condemning authorities are obligated or required to use these methods to determine just compensation.

'''HOUSE BILL 1944 SECTION 523.061'''

After the filing of the commissioners' report pursuant to section 523.040, the circuit judge presiding over the condemnation proceeding shall apply the provisions of section 523.039 and shall determine whether a homestead acquisition has occurred and shall determine whether heritage value is payable and shall increase the commissioners' award to provide for the additional compensation due where a homestead acquisition occurs or where heritage value applies, in accordance with the just compensation provisions of section 523.039. If a jury trial of exceptions occurs under section 523.060, the circuit judge presiding over the condemnation proceeding shall apply the provisions of section 523.039 and shall determine whether a homestead acquisition has occurred and shall determine whether heritage value is payable and shall increase the jury verdict to provide for the additional compensation due where a homestead acquisition occurs or where heritage value applies, in accordance with the just compensation provisions of section 523.039.

===236.10.7.7 Report of Commissioners ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.040])===

The condemnation commissioners shall have forty-five days after appointment by the court to return report of commissioners. The court may extend this date, with good cause shown.

Prior to the issuance of any report, a commissioner shall notify all parties named in the condemnation petition, no less than ten days prior to the commissioners’ viewing of the property, of the named parties’ opportunity to accompany the commissioners on the commissioners’ viewing of the property and of the named parties’ opportunity to present information to the commissioners.

===236.10.7.8 Displaced Owners ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.055])===

Displaced owners of a principle place of residence shall have 100 days possession from the filing of the Report of Commissioners. For detailed information, please refer to [[236.8 Relocation Assistance Program#236.8.14.1 General Information|EPG 236.8.14.1]] and [[236.8 Relocation Assistance Program#236.8.14.2 Notice to Vacate|EPG 236.8.14.2]], and [http://eprojects/Templates/RW/Chapter%208_Relocation/First%20Vacancy%20Notice%20Condemnation%20Total%20Form%20236.8.14.2.D.1.C.docx Form 236.8.14.2(d)1(c))]. The 100-Day Vacancy Notice is the only vacancy notice required for owner-occupants who are displaced from their primary place of residence and shall be provided to the owner immediately after the filing of the Report of Commissioners.

Vacancy Notice requirements for the other types of displacements will remain the same.

===236.10.7.9 Recovering Damages and Fees ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.259])===

If any condemning authority abandons a condemnation, each owner of interests sought to be condemned shall be entitled to recover:

* The owner’s reasonable attorneys’ fees, expert expenses and costs; and

* The owner’s actual damages accruing as a direct and proximate result of the pendency of the condemnation, if proven by the owner.

===236.10.7.10 RWPA System Requirements for Condemnations===
All applicable data must be entered in RWPA under the Condemnation screen for each parcel being condemned.

[[category:236 Right of Way|236.10]]

236.10 Right Of Way Condemnation

2024-12-24T17:02:05Z

Hoskir: /* 236.10.7 Eminent Domain Guidelines */ updated per RR3973

<div style="float: right; margin-right:0px; width:300px; background-color: #f5f5f5; padding: 0.3em; border: 1px solid #cccccc; text-align:left;">
'''<u><center>Forms</center></u>'''
*[https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Written%20Notice%20of%20Alternative%20Location%20and%20Design.docx Alternative Location and Design Letter]
*[https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Exhibit%2010.6.1.docx Exhibit 10.6.1]
*[https://epg.modot.org/forms/DE/Public%20Involvement/Sample%20Letter%20Advertising%20a%20Public%20Hearing.docx Letter Advertising a Public Hearing]
*[https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/RWPA%20Checklist.pdf RWPA checklist]
*[https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Written%20Notice%20of%20the%20Intended%20Acquisition.docx Written Notice of the Intended Acquisition]
'''<u><center>Additional Information</center></u>'''
*[https://epg.modot.org/forms/RW/Chapter%208_Relocation/Business%20Relocation%20Brochure.pdf Business Relocation Brochure]
*[[236.8 Relocation Assistance Program#236.8.3.3 Eligibility Notice at Initiation of Negotiations|Eligibility Notice]]
*[https://epg.modot.org/forms/RW/Chapter%208_Relocation/Residential%20Relocation%20Brochure.pdf Residential Relocation Brochure]
</div>

==236.10.1 Introduction==

===236.10.1.1 Scope===

This information sets out the procedure and basic law relating to the exercise of the power of eminent domain in Missouri. It deals with procedure and the rules of evidence in determining the value of the property involved and the just compensation to which the owner of the property is entitled as a result of the taking of all or a part of the property for public use. Space does not permit a complete discussion of all of the ramifications which can develop from various fact situations presented by the physical features of the property involved and the proposed facility for which the property is taken. Argument and controversial aspects of damages, such as the numerous elements for which a property owner may or may not be compensated, which have not been resolved by statute or court decision, will be avoided. In this chapter the term "condemnor" adopted by the courts, is used to denote the agency or corporation authorized to exercise the power of eminent domain.

===236.10.1.2 Authority To Exercise Power of Eminent Domain===

The authority to exercise the power of eminent domain is inherent in the sovereign and no constitutional grant is necessary to its exercise. This right has been delegated by the Constitution and statues of the State to agencies of the State, such as municipalities, counties, Conservation Commission, State Highway Commission, State Park Board, colleges and universities, Board of Public Buildings, and to certain so-called public service corporations, such as railroads, water companies, power companies, telephone and telegraph companies, and pipeline companies.

When an agency of the State or a corporation seeks to exercise the power of eminent domain it must be able to show its authority to do so. The use to be made of the property must be a public one, and the purpose must be within the scope of authority or power of the condemnor.

===236.10.1.3 Necessity===

The authority to exercise the power of eminent domain carries with it the authority to determine the necessity for its exercise; that is, the exact location and route of the facility to be constructed and the amount of land necessary. This, of course, can be limited by the Legislature, as has been done in [https://revisor.mo.gov/main/OneSection.aspx?section=523.100&bid=28013&hl= Chapter 523.100, RSMo 1994], and the requirement that certain public utility companies obtain a certificate of convenience and necessity from the Public Service Commission. Also, upon proper objection, the courts can inquire into whether or not the condemnor has abused its discretion in making the determination as to the amount land needed.

===236.10.1.4 Public Use===

Private property may not be taken for a private use except for a way of necessity and for drains and ditches. Condemnation of private property for any other purpose must by for a use which is considered to be public in nature. The condemning authority must allege its intention to devote the property to a public use, and the courts may go beyond this allegation to determine whether the proposed use is actually public. This does not necessarily involve a hearing of evidence by the court but the court may do so. The mere fact that the proposed facility ordinarily will be used by a limited number of people or that a single person might derive substantial benefit from the improvement does not render it private. Additional property may be acquired by the condemnor for a proposed future expansion of the facility to be constructed or for maintenance of the improvements. This does not permit the condemnation of property that could not possibly, under any circumstances, be utilized for the improvement.

When condemnation is necessary to acquire right of way for a project, approval and certification of the plans by the commission is required. See [[236.13 Designing Right of Way Plans#236.13.13.2 Right of Way Obtained by Condemnation|EPG 236.13.13.2 Right of Way Obtained by Condemnation]] for the steps to request the commission’s approval and certification of plans.

==236.10.2 Condemnation Procedures==

===236.10.2.1 General Information===

When property is to be acquired by condemnation, the procedure is prescribed in [https://revisor.mo.gov/main/OneSection.aspx?section=523.100&bid=28013&hl= Chap. 523, RSMo 1994] and Sup. Ct. Rule 86. Under this procedure the condemnor may exercise the power of [[236.10 Right Of Way Condemnation#236.10.7 Eminent Domain Guidelines|eminent domain]] if it cannot agree with owner of the property on the compensation to be paid, or if the owner is a nonresident of the State of Missouri, or is unknown or cannot be found, or if the owner is incapable of contracting. As between the condemnor and the property owners, there is one estate in the property although there may be several interests therein. The condemnor's taking, except perhaps for a temporary use, usually affects all interests in the property. Thus, if it cannot acquire by negotiation some of the interests which its taking affects, it may condemn all the interests affected, since one interest could not be utilized unless all interests affected are obtained. For detailed information concerning the process of acquiring property by the use of eminent domain see [[236.10 Right Of Way Condemnation#236.10.7 Eminent Domain Guidelines|Eminent Domain Guidelines]] located at the end of this article.

===236.10.2.2 Petition===

When the condemnor has complied with all conditions precedent to condemning, it may file its petition in the circuit court of the county where the land, or a part thereof, lies. Numerous tracts may be joined in one petition. The petition must allege all conditions precedent to the condemnation, such as the condemnor's authority to condemn, the nature of the use to be made of the property, the condemnor's authority to construct the proposed facility, the inability of the condemnor to agree with the owners of the properties involved upon the proper compensation to be paid (or that the owner is incapable of contracting, cannot be found, is unknown or is a nonresident). The petition must also contain descriptions of the properties and rights sought to be acquired. If the condemnor intends to limit the rights it seeks to acquire to less than it is permitted by statute to acquire, this must be set out in the petition, otherwise the condemnor will acquire the right to utilize the property to the fullest extent permitted by statute. The petition should also allege that the governing body of the condemnor has authorized and directed the construction of the particular facility.

===236.10.2.3 Service of Process===

Parties (defendants) must be given not less than ten days' notice of the pendency of the proceeding. The summons must state the time and place, when and where, the petition will be heard for the appointment of commissioners. Service by publication one day a week for three weeks in a newspaper of the county where the petition is pending or by registered mail, may be had on persons who are not residents of the state or upon whom personal service for other reasons cannot be obtained. Request for service by publication or mail should be made in the petition setting out the reasons why such service is requested.

===236.10.2.4 Responsive Pleadings===

It is not necessary for the owners of the properties involved to make answer to the petition in order to have just compensation determined; however, an answer or motion must be filed to the petition in order to raise issues of jurisdiction. Thus, the owner, by responsive pleading, may question the condemnor's authority to condemn or to construct the particular facility or may question that the proposed use is a public one.

===236.10.2.5 Appointment of Commissioners===

At the time and place set, the court will consider the petition for the appointment of commissioners. The Court must dispose of issues raised by responsive pleadings prior to the appointment of commissioners. It is not required that the court hear evidence on the propriety and necessity for condemning the land. Matters relating to the location and design of the facility are legislative and not judicial in nature. All issues to be resolved prior to the appointment of commissioners are tried by the court without a jury.

Upon the court being satisfied with the sufficiency of the petition and that proper notice has been given to all parties and upon such issues as are raised by responsive pleadings being resolved in favor of the condemnor, the court shall appoint three commissioners to assess the damages resulting to the various tracts involved as a result of the proposed taking. The commissioners must be disinterested fee-holders and residents of the county where all or part of the land lies. In determining damages the commissioners shall take into consideration the benefits that result to the remaining property from which a part is taken as a result of the construction and maintenance of the proposed facility upon the land taken (the statute says only "benefits" but the courts have interpreted this as meaning that the benefits must be special. The distinction between general and special benefits will be discussed, later in this article). The commissioners shall view the property, determine the damages to which the owners are entitled and file two copies of their report under oath with the clerk of the court describing the property taken and setting out the sum awarded as damages as to each property. If all three commissioners fail to agree upon an award of damages, two of such commissioners may agree and sign the report with the same effect as if all three commissioners had agreed. The commissioners are required to separately assess the damages as to each tract which is under separate ownership, but are not required to determine the amount to which each of the various owners of one tract are entitled. One copy of this report is filed by the clerk in the office of the recorder of deeds for recording in the land records of the county.

In making their inspection and arriving at their conclusion as to the compensation to be awarded to the property owners, the commissioners are permitted considerable leeway. They are directed by statute to view the property. There is, however, no provision for the commissioners to hold hearings and receive sworn testimony. This allows the commissioners considerable informality and they are permitted to discuss the features of the taking with the property owners and with the condemnor and their respective representatives, and to gather information from any sources that they feel necessary for their use in arriving at their award. Any instructions to the commissioners which are necessary, or which they request, on legal points to enable them to carry out their duties should be given by the court.

===236.10.2.6 Proceedings Subsequent to Report of Commissioners===

Following the filing of the report of commissioners the clerk of the circuit court must notify the owners immediately of the various properties that the commissioners have filed their report. It is not necessary that this notice specify the amount awarded by the commissioners. Upon the report being filed, the condemnor may pay the amount of the award into the registry of the court. The date upon which the check is deposited with the clerk of the court is the date of taking. At this time title passes to the condemnor who may take possession of the property and construct the proposed facility, even though further proceedings may be requested by either party. Within ten days after receipt of notice of the payment of the award the owners shall surrender possession of the property condemned to the condemnor, and if the owner fails to do so, the condemnor may, upon application to the court, obtain a writ of possession from the court directing the sheriff to place the condemnor in possession of the property. The time for the surrender of possession by the owner may be extended for good cause shown for a period not to exceed ninety days upon application of the owner.

Within thirty days after the receipt of notice of the filing of the commissioners report, either party may file exceptions thereto and request a jury trial. If the award is not paid into court within thirty days, then the owners are entitled to interest at six per cent per annum on the amount of any subsequent verdict, or if no verdict, then on the amount of the award from the date of filing of the commissioners report. If the award is paid within thirty days and a subsequent trial results in a verdict for an amount greater than that awarded by the commissioners, the owner of the property is entitled to interest at the rate of six per cent on the excess of the verdict over the commissioners' award from the date of the filing of the commissioners' report until the judgment is paid. If the award is paid into court within thirty days and a subsequent trial results in a verdict of less than the amount awarded by the commissioners the condemnor is entitled to interest at the rate of six per cent on the decrease of the award from the date the award was paid into court until the judgment is paid. If the property owner has, however, not drawn down the commissioners' award, the property owner is not required to pay interest on any part not drawn down. The condemnor may abandon the proposed appropriation by filing a written election to do so within any time prior to the expiration of ten days after final judgment. If such election to abandon is not filed within thirty days after the commissioners' report is filed and the award made by the commissioners is not paid into court within thirty days after such report, then the court may, upon motion of the owner filed within ten days after filing the election to abandon, award to the owner interest on the award at the rate of six per cent per annum from the date of the filing of the commissioners' report to the date of the filing of the election to abandon. If the condemnor abandons a proposed appropriation, no new proceedings shall be instituted within a period of two years thereafter for the condemnation of the same property. This, however, does not apply if the abandonment is in good faith and is necessary as a result of a defect in the proceedings. All court costs up to and including the filing and recording of commissioners' report are taxed against the condemnor. Any subsequent costs are taxed by the court as justice requires.

===236.10.2.7 Right to Jury Trial===

If either party to a condemnation proceeding files exceptions and requests a reassessment of damages within the time provided, such trial is to be conducted as in ordinary civil cases involving damages. This reassessment shall be made under the supervision of the court and by a jury if requested by either party. Neither party can have new commissioners appointed to reassess the damages. Following the filing of exceptions, all proceedings subsequent to that relate only to the amount of compensation to which the owner is entitled. Until the time exceptions may be filed, the condemnation proceeding is treated as one case even though there may be numerous tracts of land and property owners involved. After the commissioners have made their report, each separate tract of land upon which exceptions are filed is treated as a separate case for trial.

==236.10.3 Preparation For and Conduct of Trial==

===236.10.3.1 Preparation===

Generally, considerable trial preparation will have been accomplished prior to the time exceptions to the report of commissioners are filed. This especially true as to the condemnor, which must conduct its affairs through its officers or agents. Because of this it is necessary that the condemnor rely upon the advice and opinions of others. Thus, when it is determined that a particular improvement or facility is to be constructed which requires the acquisition of property, it is reasonable to anticipate that it will be necessary to condemn some of such properties. In order for the agency or corporation proposing to construct the facility to successfully carry on its negotiations for the properties needed, it must make sufficient trial preparations that its officers will be in a position to know what evidence it can produce as to values and damages as to each specific property in the event condemnation should result. This is the only method by which officers of the agency or corporation can make a valid decision as to what price should be paid to the property owners or whether to proceed to condemnation. Therefore, the condemnor, in anticipation that litigation as to compensation may result, will generally have made at least basic preparation for trial prior to the institution of condemnation proceedings. This preparation prior to condemnation probably will not include the preparation of detailed plats and the making of necessary photographs, but should at the least involve retaining persons who can qualify as competent witnesses in court to make inspections and appraisals of the properties affected and the damages which will possibly result thereto from the taking.

The owner of the property usually personally conducts negotiations until the appointment of commissioners and frequently until the time for filing exceptions before the owner employs legal counsel. Thus, the lawyers employed by property owners will sometimes be found in such a position that if their clients are not satisfied with the commissioners' report the lawyers must file exceptions to protect the clients' interests even though it may be that later, in trial preparation, it is difficult or impossible to find competent witnesses who share the clients' views as to the damages resulting to the property.

Whether the attorney represents the condemnor or the property owner, the attorney's basic trial preparation should start at the earliest possible time. Such practice will not only protect the interests of the client, but in many instances will avoid litigation altogether. All such preparation is privileged against discovery by the opposing party.

Trial preparation should consist of appraisals of the property as it exists before and after the appropriation by persons who can qualify as competent witnesses, the preparation of plats and the making of photographs where necessary. The attorney should be familiar with the property to the greatest extent possible, and if the taking involves a part of the property only, the attorney should review the plan for the proposed facility to be constructed. Conferences should be held with the prospective witnesses so as to make certain that they are thoroughly familiar with the property and the plans for construction of the facility insofar as they affect the property remaining, as well as market conditions in the area. The witnesses' opinions as to damages or special benefits to the remainder should be reviewed thoroughly to make certain that the witnesses have considered all proper matters and that the witnesses' opinions have a sound basis and are predicated upon features which will be proper matters for consideration by the jury in its determination of value and damages or benefits.

In deciding whether or not plats, photographs and other visual aids are necessary, we should keep in mind that such items within themselves are not evidence, but are merely aids in presenting testimony and should be used only when they will aid in explaining various features to the jury. When visual aids are used, they should be connected to the testimony of a witness or witnesses.

===236.10.3.2 Conduct of Trial===

The trial is conducted as if no prior award had been made by the commissioners. The amount awarded by the commissioners is not admissible in evidence in the jury trial. However, the commissioners themselves (without being identified as such) may testify to value and the amount of damages may be the same as in the report, but the report cannot be entered as evidence. The trial is conducted in the same manner as one involving an inquiry into damages in an ordinary civil case. Since the owners of the property have the burden of proving the amount of damages which they will sustain as a result of the taking, they are entitled to open and close regardless of which party filed exceptions to the commissioners' report.

Where the entire property is taken, all evidence as a general rule will relate only to the value of the property taken, which is the amount to which the owners are entitled. If, however, a portion of the property is taken, the owners are entitled to the difference between the value of the property as it existed prior to the taking of a part thereof and the value of the remaining property. When this is the case it will generally involve evidence and consideration of the facility to be constructed since the owner is entitled to be compensated for any damage resulting to the remainder of this property as a result of the construction of the facility and the condemnor is entitled to have the jury give consideration to any special benefits to the remaining property which will accrue as a result of the construction of the facility.

The court may permit the jury to view the property involved. If this is done, the court must make such rules and orders as are necessary to properly supervise the conduct of the jury and the parties during such view. There are many instances where such a procedure might be of considerable benefit to the jury, such as where the property in question is difficult to describe to the jury and is still intact so that the jury in viewing the premises will get a clear picture of the property as it exists prior to the taking. There are also instances where a view of the property after the completion of the construction of the facility might be of benefit to the jury. This is true where only a part of the property is taken and there is a question as to the effect that the facility has upon the remaining property because of the plan of construction. Because of the problems encountered, the trial courts are reluctant to order a view of the premises by the jury. The procedure is time-consuming and involves the arrangement for transportation to take the jury to the premises. It also requires that the court give careful directions so that statements relating to the issues of the case will not be made to the jury by interested parties outside the normal trial proceedings. Any request, by either party that the court permit the jury to view the premises, should be made out of the hearing of the jury.

As is the case with commissioners, the jury should consider the property involved as one estate without regard to the numerous ownership's or interests therein and render a verdict in one sum. It is then left to the court to apportion the amount awarded among the various claimants.

===236.10.3.3 Evidence of Value and Compensation===

If the condemnation involves the taking of an entire parcel of land, the question to be determined by the jury is the value of the land as of the date of the taking. When the condemnation involves the taking of a part of a tract of land, then the question is the difference between the value of the entire tract prior to the taking of a part thereof and the value of the part remaining after the taking, which difference is the amount to which the owner is entitled as just compensation. Stated another way, the owner is entitled to the value of the land taken, plus any decrease in the value of the remainder of the tract caused by the taking. In the event of a partial taking the jury is also required to determine from the evidence whether or not there are any special benefits resulting to the remaining property from which a part is taken from the construction and maintenance of the proposed facility. The jury cannot take into consideration general benefits. General benefits are those benefits accruing to all owners of property in a neighborhood or vicinity that result from the construction and maintenance of the proposed facility. Examples of general benefits are: the public's right to enjoy a facility such as a park or public way or the improvement of the economy of a community generally by the construction of a facility. Evidence of such general benefits should not be submitted. The courts have defined special benefits as being those benefits accruing to a tract of land and resulting in an increase in its value because of its position directly upon, or adjacent to, the proposed facility. Examples of special benefits are: improved drainage, improved accessibility, availability of a service for use in connection with the property not previously enjoyed, and the availability of a facility which makes the adjacent property adaptable to a higher or better use, thereby increasing its value. A good example of the distinction between general and special benefits is found in the older railroad condemnation cases where the benefits derived by a community, generally from the construction of a railroad through it, thereby making transportation available to the community, is a general benefit; while the benefit a particular tract of land might receive by the construction of a railroad immediately adjacent to it, in making the land adaptable as a shipping and receiving point, thereby increasing its value, is a special benefit. The mere fact that other tracts of land located adjacent to the facility may receive the same benefit as the property in question does not make that benefit general in nature. However, such matters as increased traffic from the construction of an improved highway are not considered as special benefits to be offset against damages even though such increase in traffic may enhance the desirability of the property for commercial purposes.

When there is a question of damages or special benefits to the remainder of a tract of land, a part of which is taken, the facility to be constructed is to be considered by the jury insofar as it relates to, or has a bearing upon, the damages or special benefits to the remainder. The damages or benefits must be direct and such as can reasonably be expected to result from the taking and the construction of the facility. Only evidence of those elements which are sufficiently certain and definite as of the time of evaluation that they would influence a prospective purchaser of the property in arriving at the figure which would be paid for the property should be submitted to the jury. All evidence of damages and benefits to the remainder of the tract of land must relate to the value of the land. The converse of the rule that general benefits cannot be charged against the property owner is the rule that the owner is not entitled to compensation for inconveniences which the owner shares in common with the community generally as a result of the construction and use of the facility. However, courts have allowed general items of damages such as, noise, traffic, unsightliness, possible risk of explosion, inconvenience and loss of security and privacy to be considered in totality, as causing a diminution in market value, although no specific individual value was allowed to be assigned to any of these items.

The value of the property, whether it be its value prior to the taking or after, should be determined in relation to the uses for which the property is reasonably adaptable in the immediate future. Evidence of value which is purely speculative and based upon the happening of events in the future, which may or may not result, should not be permitted. Since in the larger metropolitan areas there is always a degree of speculation in the sale and purchase of vacant undeveloped land, we should not confuse such speculation, which is based upon expectancy of the continuation of the normal economic development and conditions, with the remote speculation that the property will become adaptable to some higher or better use because of some remote contingency which hinges upon the happening of events outside of the normal economic development and expansion. Although a particular use is prohibited by an existing zoning ordinance, if there is sufficient evidence of a reasonable probability that the zoning may be changed or an exception made to it so as to permit a higher use in the reasonably near future, the effect which the probability of rezoning has upon the value of the land in view of its present zoning may be taken into consideration.

Although evidence of the probability of rezoning is admissible, the property is not to be valued as though the rezoning is an established fact, but is to be valued in light of the effect that the probability of rezoning has upon the property. Evidence of the rezoning of other comparable property is admissible for showing a probability of rezoning. The mere proof of uses of nearby property without showing that the original zoning was altered to permit that use is not sufficient to show a probability of rezoning. The lack of rezoning is admissible to counter evidence of a reasonable probability of rezoning. Evidence of rezoning of similar property occurring subsequent to the taking may be admissible to show a probability of rezoning. However, the effect which the public improvement for which the property is taken has had or might have on the question of rezoning should not be considered.

A depressed value resulting from the knowledge that the property in the future is going to be taken for a public use should not be considered; just as an enhanced value resulting from the knowledge that a public improvement is going to be made should not be considered.

The suitability of land for a particular use is subject not only to the question of whether the land physically can be utilized for such purpose but also whether there is a demand for the property for that purpose in the market place.

The price which the property in question has sold for in the past, whether it be prior to or after the institution of the condemnation proceedings, is admissible as having some bearing upon the value of the property unless the sale was so remote in time, in reference to the condemnation, that the normal change in economic conditions would have resulted in the sales price being not representative of the value of the property at the time in question. Such evidence, however, is not conclusive as to the value of the property and in rebuttal, evidence of peculiar or unusual conditions surrounding the sale which had a bearing upon the sales price may be offered.

The price for which other property in the vicinity of the property in question has sold is admissible as having a bearing upon the value of the property in question. However, in order to avoid too many collateral issues coming into the case, the proponent of such evidence should first be required to establish that the property sold has a sufficient degree of comparability to the property in question and that it does have a bearing upon the value of the property in question. The trial court is permitted a considerable degree of discretion in whether or not such evidence will be permitted. It should be remembered, however, that the mere fact that the property that has sold is sufficiently comparable to the property in question that its sales price can be admitted by the court does not mean that such sales price is conclusive as to the value of the property in question. The weight of such evidence is still to be determined by the jury. When the sales price of other property is admitted in evidence the court should not thereafter comment on the comparability of such property to the property in question but should leave the weight of such evidence to the jury unless subsequent evidence should justify the striking of the sales price previously admitted.

Although the sales price of properties that are comparable to the property in question may be admissible in evidence, the price which the condemnor has paid for other properties should not be admitted. The reason for this rule is very simple in that such sales are not conducted in the usual and ordinary course of business. When the condemnor purchases property, as a general rule, it is compelled to purchase the particular property, abandon the proposed facility or exercise its power of eminent domain. The property owner is compelled either to sell the property or take a chance in court in a condemnation proceeding. Because of this the parties are frequently inclined to compromise and agree upon a price that is not entirely satisfactory with one or both. Only those sales of other properties occurring in the normal and usual course of business should be admitted in evidence as having any bearing upon the value of the property in question. Generally only consummated sales and not offers or contracts to purchase or sell which have not yet been executed, are admissible. Although some courts, upon exception, have allowed sales contracts to be admissible evidence. Offers and negotiations between the parties to the proceeding are not admissible since they constitute efforts to compromise.

The assessed valuation of a tract of land, in the absence of some showing that the owner actively obtained such evaluation, is not admissible. If the owner has actively obtained the assessment, there is no reason why it should not be admissible, at least for impeachment.

In determining the value of a tract of land that is improved with buildings, the cost of construction is not necessarily admissible in evidence since the buildings are to be valued with the land and should be considered only insofar as they add value to the land. Thus, an ill-adapted building on a tract of land may not add value to the land to the extent of the cost of reproducing the building less the physical depreciation of the building. The reason for this rule is well demonstrated in the instance where the best use of a tract of land is for commercial purposes while the tract is improved with an older type residence. In order to reassess the value that the land has for commercial purposes it would be necessary to demolish the residence. However, the mere fact that a residence is located in an area primarily adaptable for commercial use does not mean that the building has no value, since in many instances the loss which would be sustained in demolishing the building to permit the land to be devoted to another use would exceed the enhanced value to be realized from the land in devoting it to such uses. In such instances the land and improvements should not be evaluated separately, thereby placing a commercial value upon the land and a residential value upon the building, but the property should be evaluated on the basis of its value for sale as a residential property.

The rental realized from a piece of property may be admissible when properly connected to the issues as having a relationship to the value of the property. It is required, however, that if the rental realized from a tract of land is admitted in evidence, it must be connected in some manner to the value of the property. A definite destination must be drawn between the rental produced by a property and the income produced upon the property. The former is the price which a tenant is willing to pay, or is paying, for the right to use the property while the latter represents not only productiveness of the property itself, but also the productiveness of the person who is conducting the business. Thus, the volume of business and the profits from the business are not admissible as bearing upon the value of the property, since such items reflect not only the earning of the property but the good will and productiveness of the owner of the business. However, case law holds that the gallons of gasoline sold at a service station is admissible when properly related to the rental value of the property.

===236.10.3.4 Witnesses===

Since "expert witnesses" in condemnation cases, who are called to express opinions as to values, are not in a strict legal sense experts to the same extent that doctors are experts in the medical field, it is necessary before such witnesses are permitted to testify that a showing be made that the witness is in a position to have knowledge of the property in question and its value which is superior to that of the jury. Thus, these witnesses must be sufficiently familiar with the property in question and its surrounding conditions, as well as the general market value of lands in the community to the extent that the reasonable inference would be that they are capable of arriving at a more valid conclusion as to the value of the property than would the jury be by merely describing to them the physical aspects of the property and the market conditions in the community where it is located. Such witnesses, however, are not disqualified by the mere fact that they have never bought or sold property in the community where the property is located if it is shown that they have had sufficient experience generally in the purchase and sale of real estate, are familiar with the property in question and the surrounding community, and have made sufficient investigation of the market conditions in the area to acquaint themselves with the market values generally.

The fact that witnesses may have served as a commissioner in the case does not prevent them from witnessing before the jury if they are otherwise qualified. The fact that they were a commissioner, however, and the amount of the award should not be revealed to the jury. If the witnesses testify to an amount of damages which is different from that contained in the commissioners' report which they signed, the opposing party should be permitted to cross-examine the witnesses as to a prior inconsistent statement having been made by them under oath. This, however, involves the risk that such cross-examination might reveal to the jury the amount of the commissioners' award or the fact that the witness was a commissioner. In order to minimize this risk, however, there appears to be no reason why a request cannot be made to the court that the witnesses be instructed, out of the hearing of the jury, that in making answers to questions on cross-examination the witnesses not reveal or indicate to the jury the amount of the commissioners' award or the fact that they were a commissioner.

Witnesses who appear and testify in a condemnation case should be in a position to state the basis upon which they have formed their opinion. It is doubtful, however, that their inability to do so renders their testimony incompetent and subject to being stricken from the record. Such a failure does, however, go considerably to the weight that the jury should give to such witness' testimony. Witnesses, in stating the basis for their opinion, should not be permitted to lug into the case matters that are not proper for the jury's consideration and the witnesses' opinion should be based upon matters that are relevant and elements for which the property owner is entitled to compensation. The testimony of witnesses who have based their opinion of damages in part upon elements that are not compensable is not subject to being stricken in the absence of a showing that the witnesses have no opinion did they not consider such elements. It is possible for this rule to result in considerable confusion to the jury. When it is shown that witnesses have included elements which are not proper yet the witnesses are unable to testify as to what extent those elements influenced their opinion, the opponent is entitled to have the portion of the testimony of the witnesses which is not proper stricken, and the jury instructed to disregard it, with the result being that the jury is left with no yardstick to determine what portion of the witnesses' testimony they should consider.

==236.10.4 After Trial Proceedings==

===236.10.4.1 Apportionment Among Various Owners===

In the trial of a condemnation case, the case should be tried and submitted to the jury or to the court as though the property were under the ownership of one person and thereafter the total compensation found to be owing to the owners should be apportioned among the various owners according to their respective interests. As a general rule the owners of the property involved are able to agree among themselves as to the apportionment of the award or the final judgment. Legislation provides a method for the apportionment of the commissioners' award prior to final judgment. Under this statute the parties may agree among themselves as to a distribution of the award and file the agreement with the court, setting out the manner and the percentages of the award which is to be divided among the various owners. If no such agreement has been filed within thirty days after the commissioners' award is paid into court, any party interested in the award may petition the court for a distribution of the award among the various owners. Under this proceeding the condemnor has the right to intervene in the proceeding for the apportionment of the award whether it be by agreement or by the court. The statute also provides that if the award is apportioned by the court on motion of any party, it shall be considered as an appealable judgment and that any party aggrieved by the determination may appeal. The respective interests of all parties, whether determined by agreement or by the court, shall be final and binding on all parties and shall extend by percentage to any additional compensation awarded as a result of a trial of exceptions or any reduction of the award thereafter made, provided, however, that when the interest of any owner is not related to the difference in the value of the property before and after the taking, the share set out in the agreement or the court's finding will not be affected by any increase or reduction so long as the final compensation is not less than such interest. Under this procedure whether the apportionment is made either prior to the trial exceptions or after the trial of exceptions, all parties who have an interest in the land taken or damaged are entitled to be compensated out of the fund in the hands of the clerk for the amount of any such damages. Evidence introduced at the hearing for distribution is not admissible in the subsequent trial of exceptions.

The most common problem encountered is in making the division between the compensation due a landlord and that due a tenant. Ordinarily, the lessee's interest is determined by subtracting the actual rent and other expenses assumed by the tenant from the present worth of the fair rental value of the property for the remaining period of the lease. A tenant, however, is not always entitled to compensation. Courts have held that a mere expectation of the renewal of a lease because of the mutual satisfaction of the landlord and tenant is not such a property right in the property as to give to the tenant a right of compensation for that expectation. Also, a month-to-month tenant has been held to have no compensable interest in the award resulting from taking of the property. Also involved in the apportionment of awards is the question of the rights as between the mortgagor and the mortgagee. When the taking involves an entire tract of land, there is, of course, little difficulty in determining the amount to which the mortgagee is entitled. When the entire property is taken, the mortgagee would be entitled to the entire award up to the amount remaining due on the mortgage. The greatest difficulty results when there is only a partial taking of a tract of land. The writer has been unable to find a Missouri case setting out the rights as between the mortgagor and the mortgagee where only a portion of the land is taken. However, it would appear that the proper principle to apply if the parties cannot agree upon apportionment would be that the mortgagee should be entitled to a sufficient part of the award so that the mortgagee will be left with the same margin of security after the taking as before the taking.

===236.10.4.2 Judgment and Appeal===

There is no necessity in a statutory condemnation case that a judgment of condemnation be entered in order to pass title to the condemnor. The condemnor works its own condemnation of the property by paying into court the award made in favor of the property owner. The judgment entered in a case after a jury trial should be a judgment for money in favor of the property owner if the jury awards monetary compensation to the owner. The judgment, so as to conform to the record, should recite the total judgment entered, the date of the commissioners' report, and the amount awarded, the date such award was paid into court, with the balance due in favor of the property owner with interest, or the amount due to the condemnor with interest as a result of the verdict and judgment being for less than the amount awarded by the commissioners.

The judgment of the trial court entered after a jury trial may be appealed in the same manner as an appeal is taken in the ordinary civil case for damages. Ordinarily, a condemnation case does not involve title to real estate and generally, appellate jurisdiction is determined on the basis of the monetary amount in dispute between the parties. No appeal can be taken by either party in a condemnation case prior to the entry of final judgment except for the right to appeal from an order distributing the commissioners' award. Thus, if either party files exceptions to the commissioners' report in a condemnation case, no appeal can be taken until those exceptions are disposed of. For this reason, attorneys should take care that they preserve their record of objections to matters raised on the appointment of commissioners, as well as their objections to matters during the conduct of the jury trial.

==236.10.5 Condemnation Procedures; A Summary==

===236.10.5.1 Summary===

By many, the exercise of the power of eminent domain is thought to be in derogation of property rights. These same persons, however, would be very reluctant to forego the many conveniences and necessities that can be provided only by the utilization of the power of eminent domain. Were condemnation of private property for public purposes not permitted, most of our facilities for public use and public utilities that provide a public service would not be available to us. Were it not for the power of eminent domain, the acquisition of the necessary property and easements for the constructions of public facilities would, in many instances, be impossible, and in others, would be so burdensome economically as to defeat their construction. Thus, without the power to condemn property and devote it to a public use, the construction and maintenance of water lines, power lines, telephone and telegraph lines, railroads, highways and many other such facilities could not be provided. On the other hand, since the primary purpose of constructing and maintaining such facilities is for the public welfare, it is only just and fair that no owner of property be required to relinquish it for such uses without being paid just compensation for such property. Thus, the attorney who takes on the representation of an authority which proposes to exercise the power of eminent domain must be sufficiently familiar with the law on the subject that the attorney can properly advise that authority to what extent and under what conditions it can exercise that power. On the other hand, the attorney who takes on the representation of property owners, whose property is to be acquired, whether it be by negotiation or by condemnation, must remember that the property owners have a right to insist that their property be taken only by an authority authorized to do so, and only for a purpose permitted by statute, as well as their right to insist that they be fairly compensated for the property taken. With this in mind, the attorneys should not only know how to obtain for the property owners just compensation but must also be sufficiently familiar with the other aspects of condemnation that the lawyer can defend the property owner against unauthorized taking of their property.

In the foregoing section, an attempt has been made to set out the basic principles governing the exercise of the power of eminent domain; however, it should be kept in mind that this section is only a guide and does not come even close to answering all questions which can arise in a condemnation proceeding. Anyone who is familiar with the many volumes which have been written on condemnation law, and with the many issues concerning such law which have not yet been resolved by the legislatures or the courts, will readily understand why it is impossible in a short article such as this to set out all details of condemnation law and procedure. With that in mind this chapter is offered with the hope that it will be considered a reference and not a text of authority.

==236.10.6 Condemnation Procedures; Case File==

The district shall submit one copy of [https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Exhibit%2010.6.1.docx Exhibit 10.6.1] to Legal, Central Office, for each condemnation case immediately after the time for filing exceptions has expired, or after the payment of the award into court, whichever occurs the latest. The district shall retain a copy of this information for their file, and in districts where an assistant counsel maintains separate files, furnish a copy for their file.

All required data on Exhibit 10.6.1 must be accurate. A space is provided for the district right-of-way manager to make recommendation for disposition of the case. Also a brief outline of any unusual circumstances that may affect a settlement or a trail should be provided. The back side of form may be used when necessary.

==236.10.7 Eminent Domain Guidelines==

===236.10.7.1 Introduction===

Acquisition of property by "eminent domain" requires the condemned property to be considered for Heritage Value and Homestead Acquisitions; whichever would net the higher proceeds to the owner, if applicable. In the effort to provide the best opportunity for successful negotiations, MoDOT has made the decision to implement these considerations as a part of the negotiations process. This policy provides guidance and a quick reference to the process of acquiring property by eminent domain. However, using district regional counsel and resources from the [https://spexternal.modot.mo.gov/sites/de/SitePages/CO%20RW%20Staff.aspx Right of Way Section] should help determine district direction as well as provide consistency between districts.

No condemning authority shall acquire private property through the process of eminent domain for solely economic development purposes.

The terms, “Just Compensation and Fair Market Value,” have been used somewhat synonymously in the past. We are required to offer just compensation based on fair market value, and will continue to do so in our acquisitions using the terms as we do now. There might be other references where fair market value is used in a different context so we will leave those two terms as they are in the current manual.

===236.10.7.2 Definitions ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.001])===

'''Fair Market Value''', the value of the property taken after considering comparable sales in the area, capitalization of income, and replacement cost less depreciation, singularly or in combination, as appropriate, and additionally considering the value of the property based upon its highest and best use, using generally accepted appraisal practices. If less than the entire property is taken, fair market value shall mean the difference between the fair market value of the entire property immediately prior to the taking and the fair market value of the remaining or burdened property immediately after the taking.

'''Heritage Value''', the value assigned to any real property, including but not limited to, real property owned by a business enterprise with fewer than one hundred employees, that has been owned within the same family for fifty or more years, such value to be fifty percent of fair market value.

'''Homestead Taking''', any taking of a dwelling owned by the property owner and functioning as the owner’s primary place of residence or any taking of the owner’s property within three hundred feet of the owner’s primary place of residence that prevents the owner from utilizing the property in substantially the same manner as it is currently being utilized.

===236.10.7.3 Written Notice ([https://revisor.mo.gov/main/OneSection.aspx?section=523.250&bid=28018&hl= RSMo 523.250])===

At least sixty days before filing the condemnation petition seeking to acquire an interest in real property, the condemning authority will provide the owner of record of such property with a [https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Written%20Notice%20of%20the%20Intended%20Acquisition.docx Written Notice of the Intended Acquisition]. Written notices will be provided to the owner of record, in addition to any other parties to which a written offer will be made. Such notice shall include:

:* The date the Written Notice of Alternative Location and Design Letter was received by the property owner (date mailed, emailed, hand delivered, etc.).
:* Identification of the interest in real property to be acquired and a statement of the legal description or commonly known location of the property (examples: land, access rights, permanent easement, temporary easement, etc.; street address, relationships to landmarks, etc.)
:* The purpose or purposes for which the property is to be acquired, which would be the general description of the project that is consistent with the STIP description.
:* A statement that the property owner has the right to:
:** Seek legal counsel at the owner’s expense;
:** Make a counteroffer and engage in further negotiations;
:** Obtain such owner’s own appraisal of just compensation;
:** Have just compensation determined preliminarily by court-appointed condemnation commissioners and, ultimately, by a jury; Seek assistance from the office of the ombudsman for property rights created under RSMo 523.277;
<blockquote>''"The office of public counsel shall create an office of ombudsman for property rights by appointing a person to the position of ombudsman. The ombudsman shall assist citizens by providing guidance, which shall not constitute legal advice, to individuals seeking information regarding the condemnation process and procedures. The ombudsman shall document the use of eminent domain within the State of Missouri and any issues associated with its use and shall submit a report to the general assembly on January 1, 2008, and on such date each year thereafter."''</blockquote>
::* Contest the right to condemn in the condemnation proceedings; and
::* Exercise the rights to request vacation of an easement under the procedures and circumstances provided for in Missouri Statute.
<blockquote>''"A property owner of land burdened by an easement created after December 31, 2006, abandoned in whole for a period in excess of ten years, may petition a court of competent jurisdiction to obtain the rights previously transferred and vacation of the easement for monetary consideration equal to the original consideration obtained by the property owner in exchange for the easement. The holder of the easement shall be a party to such action. The holder of any such easement shall be allowed to maintain the easement upon a showing that the holder, in good faith, plans to make future use of the easement. The right to request that an easement be vacated may be waived by the property owner of record from whom the easement was originally acquired or by such property owner's successor in title to the burdened property either in the original instrument of conveyance or in a subsequent signed writing."''</blockquote>

The written notice shall be deposited in the United States mail, certified or registered, and with postage prepaid, addressed to the owner of record as listed in the office of the city or county assessor for the city or county in which the property is located. The receipt issued to the condemning authority by the United States Post Office for certified or registered mail shall constitute proof of compliance with the notice requirement; provided, however, that nothing in this section shall preclude a condemning authority from proving compliance with this notice requirement by other competent evidence.

The Written Notice of the Intended Acquisition is to be immediately provided to property owners following the approval of right of way plans. The district shall determine the exact method for delivery of the notice. However, if the district decides to hand-deliver the notice, property owners will be expected to sign a receipt verifying that they have received the notice, and the specific date on which the notice was received. Should the property owners refuse to sign a receipt verifying that they have received the notice, the individual delivering the notice should document the file with the date the notice was delivered, who delivered the notice, who was present when the notice was delivered, that the property owners refused to sign a receipt, etc.

===236.10.7.4 Appraisal, Waiver Valuation and Written Offer ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.253])===

MoDOT will continue to present a written offer to all owners of record of the property. The offer is to be made at least thirty days before filing a condemnation petition and will be held open for the thirty-day period, unless an agreement is reached sooner.

MoDOT will continue to provide the property owner with an appraisal or waiver valuation at the time the offer is made.

All appraisals, payment estimates and/or waiver valuations for properties proceeding to condemnation will be prepared using generally accepted appraisal practices and be prepared by a state-licensed or state-certified appraiser.

'''HERITAGE VALUE'''

When right of way plans require the acquisition of any portion of contiguous property that has been owned within the same family for fifty or more years and cannot be utilized in substantially the same manner as it was being utilized immediately prior to the acquisition, the Heritage Value will be verbally offered to the property owner as an administrative settlement, immediately following the presentation of the written offer. Heritage Value is calculated by multiplying the total approved fair market value by fifty percent. The law is written in such a manner that a Heritage Value payment would only be applied within the limits of eminent domain proceedings. However, MoDOT will make administrative settlements for Heritage Value acquisitions in '''all''' instances when the properties and property owners meet the requirements to qualify for a Heritage Value payment.

The burden of proof is the responsibility of the property owner. However, MoDOT desires to be proactive and learn of a possible Heritage Value acquisition early in the process. The district will determine the procedures necessary to determine when a Heritage Value acquisition exists, so that the offer to administratively settle the parcel for an additional fifty percent of the fair market value may be presented at the same time the offer is made.

Burden of Proof is defined as legal documentation (i.e. abstracts, copies of deeds, probate/wills, marriage certificates, birth certificates, etc.) that indicates family lineage and provides proof of family relationship in regard to the length of time a family has owned a piece of property and whether or not a Heritage Value acquisition exists.

Family ownership of property may be established through evidence of ownership by children, grandchildren, siblings, nephews or nieces of the family member owning the property fifty years prior to the acquisition. Family ownership may be established through marriage or adoption by such family members, and includes adopted children, step-children, and relatives related solely by marriage. If an entity owns the real property, members of the family shall have an ownership interest in more than fifty percent of the entity in order to be within the family line of ownership.

If the acquisition includes land and/or permanent easements, the fee owner will be offered the Heritage Value. When only a temporary easement will be acquired, the fee owner may or may not qualify for the Heritage Value. For example, if the temporary easement is merely for the construction of an entrance, or “…for men and machinery to work and turn on…” etc., the fee owner would most likely not qualify for the Heritage Value. However, if the temporary easement will substantially change the terrain of the land, it would qualify for the Heritage Value. If a temporary easement is being acquired, in addition to other realty rights, the Heritage Value will be applied to the total approved offer.

Any administrative settlement above the approved offer '''WILL NOT''' be used to determine a different fifty percent Heritage Value. Any deviation from this section of the policy requires concurrence from the Right of Way Section.

If it is necessary to acquire a parcel through condemnation and the property owner qualified for the Heritage Value, the approved just compensation as submitted to the district regional counsel for condemnation will only include the just compensation as approved on the appraisal. The Heritage Value will only be considered as an administrative settlement and not a portion of the approved offer.

Should a difficult or unusual circumstance arise, consult the appropriate regional counsel and/or [https://spexternal.modot.mo.gov/sites/de/SitePages/CO%20RW%20Staff.aspx Right of Way Section].

'''HOMESTEAD VALUE'''

The Homestead Value will be verbally offered to the property owner as an administrative settlement, immediately following the presentation of the written offer when the following criteria are met:

* The acquisition includes a dwelling that functions as the fee owner’s primary place of residence,

'''OR'''

* Includes property within three hundred feet of a dwelling that functions as the fee owner’s primary place of residence, and cannot be utilized in substantially the same manner as it was being utilized immediately prior to the acquisition.

Homestead Value is calculated by multiplying the total approved fair market value by twenty-five percent. The law is written in such a manner that a Homestead Value payment would only be applied within the limits of eminent domain proceedings. However, MoDOT will make administrative settlements for Homestead Value acquisitions in '''all''' instances when the properties and property owners meet the requirements to qualify for a Homestead Value payment.

The burden of proof is the responsibility of the property owner. However, MoDOT desires to be proactive and learn of a possible Homestead Value acquisition early in the process. The district will determine the procedures necessary to determine when a Homestead Value acquisition exists, so that the offer to administratively settle the parcel for an additional twenty-five percent of the fair market value may be presented at the same time the offer is made.

Methods for determining the fee owner’s primary place of residence may be, but are not limited to, the following: address on driver’s license, mailing address, voter identification address, address reported to the Internal Revenue Service for taxing purposes, address in the local telephone directory, etc. A notarized, sworn statement from the fee owner regarding the fee owner’s primary place of residence may also be used to substantiate residency.

If the acquisition includes the fee owner’s primary place of residence, the Homestead Value payment will not reduce any replacement housing payment the fee owner may be eligible to receive through the Uniform Relocation Act. However, any administrative settlement above the sum of the approved offer and Homestead Value will proportionately reduce the replacement housing payment.

If the acquisition includes land and/or permanent easements within three hundred feet of the fee owner’s primary place of residence, the fee owner will be offered the Homestead Value. When only a temporary easement will be acquired, the fee owner may or may not qualify for the Homestead Value. For example, if the temporary easement is merely for the construction of an entrance, or “…for men and machinery to work and turn on…” etc., the fee owner would most likely not qualify for the Homestead Value. However, if the temporary easement will substantially change the terrain of the land, it would qualify for the Homestead Value. If a temporary easement is being acquired, in addition to other realty rights, the Homestead Value will be applied to the total approved offer.

Any administrative settlement above the approved offer '''WILL NOT''' be used to determine a different twenty-five percent Homestead Value. Any deviation from this section of the policy requires concurrence from the Right of Way Section.

If it is necessary to acquire a parcel through condemnation and the property owner qualified for the Homestead Value, the approved just compensation as submitted to the district regional counsel for condemnation will only include the just compensation as approved on the appraisal. The Homestead Value will only be considered as an administrative settlement and not a portion of the approved offer.

If any situation is encountered that is questionable with regard to the fee owner qualifying to receive the Homestead Value, such as the acquisition of controlled access rights only, contact the Right of Way Section.

===236.10.7.5 Good Faith Negotiations ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.256])===

Before a court may enter an order of condemnation, the court shall find that the condemning authority engaged in good faith negotiations prior to filing the condemnation petition. A condemning authority shall be deemed to have engaged in good faith negotiations if:

* The condemning authority has properly and timely given all notices to owners as required,
** Relocation notices to all displaced persons including a general description of their potential rights and benefits [https://epg.modot.org/forms/RW/Chapter%208_Relocation/Residential%20Relocation%20Brochure.docx Residential Relocation Brochure] and [https://epg.modot.org/forms/RW/Chapter%208_Relocation/Business%20Relocation%20Brochure.docx Business Relocation Brochure] Brochures and [[236.8 Relocation Assistance Program#236.8.3.3 Eligibility Notice at Initiation of Negotiations|Eligibility Notice)]].
** Written notice of the intended acquisition at least 60 days before the filing of a condemnation petition [https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Written%20Notice%20of%20the%20Intended%20Acquisition.docx (Written Notice of the Intended Acquisition)].
** A [[236.7 Negotiation#236.7.2.4 Offer Letter and Supporting Documentation|written letter offer]] to all owners of record.
* The condemning authority has made an offer, under Section 523.253, that was no lower than the amount reflected in an appraisal performed by a state-licensed or state-certified appraiser, provided an appraisal is given to the owner. In other cases, the offer is no lower than the amount provided in the basis for its determination of value of the property, in which an explanation with supporting financial data is used (Copy of appraisal signed or co-signed by a state-licensed or state-certified appraiser or waiver valuation).
* The owners have been given an opportunity to obtain their own appraisal from a state licensed or state certified appraiser of their choice (Written Notice of Intended Acquisition).
* Where applicable, the condemning authority has considered an alternative location proposed by the owners (certified letter sent prior to the public hearing and letter responding to alternative location proposals).

If the court does not find that good faith negotiations have occurred, the court shall dismiss the condemnation petition, without prejudice, and shall order the condemning authority to reimburse the owners for their actual and reasonable attorney’s fees and costs incurred with respect to the condemnation proceeding, which has been dismissed. The necessary documentation to be included in the tract packs submitted for condemnation should be coordinated with the district’s regional counsel.

===236.10.7.6 Just Compensation for Condemned Properties ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.039])===

As defined in the law, in all condemnation proceedings filed after December 31, 2006, just compensation for condemned property shall be determined under one of the three following methods. The method used will be the one that yields the highest payment.

* An amount equal to fair market value; or
* For condemnation of property that results in a homestead acquisition, an amount equal to the fair market value of such property multiplied by one hundred twenty-five percent; or
* For condemnation of property that results in any acquisition that prevents the owner from utilizing the property being acquired in substantially the same manner as it was being utilized immediately prior to the acquisition, and involving property owned within the same family for fifty or more years, an amount equal to the sum of the fair market value of such property multiplied by one hundred fifty percent.

Keep in mind that the three methods listed above are referenced in the law as instructions to Circuit Court Judges once the property has been condemned. Neither the MHTC nor other condemning authorities are obligated or required to use these methods to determine just compensation.

'''HOUSE BILL 1944 SECTION 523.061'''

After the filing of the commissioners' report pursuant to section 523.040, the circuit judge presiding over the condemnation proceeding shall apply the provisions of section 523.039 and shall determine whether a homestead acquisition has occurred and shall determine whether heritage value is payable and shall increase the commissioners' award to provide for the additional compensation due where a homestead acquisition occurs or where heritage value applies, in accordance with the just compensation provisions of section 523.039. If a jury trial of exceptions occurs under section 523.060, the circuit judge presiding over the condemnation proceeding shall apply the provisions of section 523.039 and shall determine whether a homestead acquisition has occurred and shall determine whether heritage value is payable and shall increase the jury verdict to provide for the additional compensation due where a homestead acquisition occurs or where heritage value applies, in accordance with the just compensation provisions of section 523.039.

===236.10.7.7 Report of Commissioners ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.040])===

The condemnation commissioners shall have forty-five days after appointment by the court to return report of commissioners. The court may extend this date, with good cause shown.

Prior to the issuance of any report, a commissioner shall notify all parties named in the condemnation petition, no less than ten days prior to the commissioners’ viewing of the property, of the named parties’ opportunity to accompany the commissioners on the commissioners’ viewing of the property and of the named parties’ opportunity to present information to the commissioners.

===236.10.7.8 Displaced Owners ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.055])===

Displaced owners of a principle place of residence shall have 100 days possession from the filing of the Report of Commissioners. For detailed information, please refer to [[236.8 Relocation Assistance Program#236.8.14.1 General Information|EPG 236.8.14.1]] and [[236.8 Relocation Assistance Program#236.8.14.2 Notice to Vacate|EPG 236.8.14.2]], and [http://eprojects/Templates/RW/Chapter%208_Relocation/First%20Vacancy%20Notice%20Condemnation%20Total%20Form%20236.8.14.2.D.1.C.docx Form 236.8.14.2(d)1(c))]. The 100-Day Vacancy Notice is the only vacancy notice required for owner-occupants who are displaced from their primary place of residence and shall be provided to the owner immediately after the filing of the Report of Commissioners.

Vacancy Notice requirements for the other types of displacements will remain the same.

===236.10.7.9 Recovering Damages and Fees ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.259])===

If any condemning authority abandons a condemnation, each owner of interests sought to be condemned shall be entitled to recover:

* The owner’s reasonable attorneys’ fees, expert expenses and costs; and

* The owner’s actual damages accruing as a direct and proximate result of the pendency of the condemnation, if proven by the owner.

===236.10.7.10 RWPA System Requirements for Condemnations===
All applicable data must be entered in RWPA under the Condemnation screen for each parcel being condemned.

[[category:236 Right of Way|236.10]]

236.10 Right Of Way Condemnation

2024-12-19T19:04:12Z

Hoskir: updated broken links in forms section

<div style="float: right; margin-right:0px; width:300px; background-color: #f5f5f5; padding: 0.3em; border: 1px solid #cccccc; text-align:left;">
'''<u><center>Forms</center></u>'''
*[https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Written%20Notice%20of%20Alternative%20Location%20and%20Design.docx Alternative Location and Design Letter]
*[https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Exhibit%2010.6.1.docx Exhibit 10.6.1]
*[https://epg.modot.org/forms/DE/Public%20Involvement/Sample%20Letter%20Advertising%20a%20Public%20Hearing.docx Letter Advertising a Public Hearing]
*[https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/RWPA%20Checklist.pdf RWPA checklist]
*[https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Written%20Notice%20of%20the%20Intended%20Acquisition.docx Written Notice of the Intended Acquisition]
'''<u><center>Additional Information</center></u>'''
*[https://epg.modot.org/forms/RW/Chapter%208_Relocation/Business%20Relocation%20Brochure.pdf Business Relocation Brochure]
*[[236.8 Relocation Assistance Program#236.8.3.3 Eligibility Notice at Initiation of Negotiations|Eligibility Notice]]
*[https://epg.modot.org/forms/RW/Chapter%208_Relocation/Residential%20Relocation%20Brochure.pdf Residential Relocation Brochure]
</div>

==236.10.1 Introduction==

===236.10.1.1 Scope===

This information sets out the procedure and basic law relating to the exercise of the power of eminent domain in Missouri. It deals with procedure and the rules of evidence in determining the value of the property involved and the just compensation to which the owner of the property is entitled as a result of the taking of all or a part of the property for public use. Space does not permit a complete discussion of all of the ramifications which can develop from various fact situations presented by the physical features of the property involved and the proposed facility for which the property is taken. Argument and controversial aspects of damages, such as the numerous elements for which a property owner may or may not be compensated, which have not been resolved by statute or court decision, will be avoided. In this chapter the term "condemnor" adopted by the courts, is used to denote the agency or corporation authorized to exercise the power of eminent domain.

===236.10.1.2 Authority To Exercise Power of Eminent Domain===

The authority to exercise the power of eminent domain is inherent in the sovereign and no constitutional grant is necessary to its exercise. This right has been delegated by the Constitution and statues of the State to agencies of the State, such as municipalities, counties, Conservation Commission, State Highway Commission, State Park Board, colleges and universities, Board of Public Buildings, and to certain so-called public service corporations, such as railroads, water companies, power companies, telephone and telegraph companies, and pipeline companies.

When an agency of the State or a corporation seeks to exercise the power of eminent domain it must be able to show its authority to do so. The use to be made of the property must be a public one, and the purpose must be within the scope of authority or power of the condemnor.

===236.10.1.3 Necessity===

The authority to exercise the power of eminent domain carries with it the authority to determine the necessity for its exercise; that is, the exact location and route of the facility to be constructed and the amount of land necessary. This, of course, can be limited by the Legislature, as has been done in [https://revisor.mo.gov/main/OneSection.aspx?section=523.100&bid=28013&hl= Chapter 523.100, RSMo 1994], and the requirement that certain public utility companies obtain a certificate of convenience and necessity from the Public Service Commission. Also, upon proper objection, the courts can inquire into whether or not the condemnor has abused its discretion in making the determination as to the amount land needed.

===236.10.1.4 Public Use===

Private property may not be taken for a private use except for a way of necessity and for drains and ditches. Condemnation of private property for any other purpose must by for a use which is considered to be public in nature. The condemning authority must allege its intention to devote the property to a public use, and the courts may go beyond this allegation to determine whether the proposed use is actually public. This does not necessarily involve a hearing of evidence by the court but the court may do so. The mere fact that the proposed facility ordinarily will be used by a limited number of people or that a single person might derive substantial benefit from the improvement does not render it private. Additional property may be acquired by the condemnor for a proposed future expansion of the facility to be constructed or for maintenance of the improvements. This does not permit the condemnation of property that could not possibly, under any circumstances, be utilized for the improvement.

When condemnation is necessary to acquire right of way for a project, approval and certification of the plans by the commission is required. See [[236.13 Designing Right of Way Plans#236.13.13.2 Right of Way Obtained by Condemnation|EPG 236.13.13.2 Right of Way Obtained by Condemnation]] for the steps to request the commission’s approval and certification of plans.

==236.10.2 Condemnation Procedures==

===236.10.2.1 General Information===

When property is to be acquired by condemnation, the procedure is prescribed in [https://revisor.mo.gov/main/OneSection.aspx?section=523.100&bid=28013&hl= Chap. 523, RSMo 1994] and Sup. Ct. Rule 86. Under this procedure the condemnor may exercise the power of [[236.10 Right Of Way Condemnation#236.10.7 Eminent Domain Guidelines|eminent domain]] if it cannot agree with owner of the property on the compensation to be paid, or if the owner is a nonresident of the State of Missouri, or is unknown or cannot be found, or if the owner is incapable of contracting. As between the condemnor and the property owners, there is one estate in the property although there may be several interests therein. The condemnor's taking, except perhaps for a temporary use, usually affects all interests in the property. Thus, if it cannot acquire by negotiation some of the interests which its taking affects, it may condemn all the interests affected, since one interest could not be utilized unless all interests affected are obtained. For detailed information concerning the process of acquiring property by the use of eminent domain see [[236.10 Right Of Way Condemnation#236.10.7 Eminent Domain Guidelines|Eminent Domain Guidelines]] located at the end of this article.

===236.10.2.2 Petition===

When the condemnor has complied with all conditions precedent to condemning, it may file its petition in the circuit court of the county where the land, or a part thereof, lies. Numerous tracts may be joined in one petition. The petition must allege all conditions precedent to the condemnation, such as the condemnor's authority to condemn, the nature of the use to be made of the property, the condemnor's authority to construct the proposed facility, the inability of the condemnor to agree with the owners of the properties involved upon the proper compensation to be paid (or that the owner is incapable of contracting, cannot be found, is unknown or is a nonresident). The petition must also contain descriptions of the properties and rights sought to be acquired. If the condemnor intends to limit the rights it seeks to acquire to less than it is permitted by statute to acquire, this must be set out in the petition, otherwise the condemnor will acquire the right to utilize the property to the fullest extent permitted by statute. The petition should also allege that the governing body of the condemnor has authorized and directed the construction of the particular facility.

===236.10.2.3 Service of Process===

Parties (defendants) must be given not less than ten days' notice of the pendency of the proceeding. The summons must state the time and place, when and where, the petition will be heard for the appointment of commissioners. Service by publication one day a week for three weeks in a newspaper of the county where the petition is pending or by registered mail, may be had on persons who are not residents of the state or upon whom personal service for other reasons cannot be obtained. Request for service by publication or mail should be made in the petition setting out the reasons why such service is requested.

===236.10.2.4 Responsive Pleadings===

It is not necessary for the owners of the properties involved to make answer to the petition in order to have just compensation determined; however, an answer or motion must be filed to the petition in order to raise issues of jurisdiction. Thus, the owner, by responsive pleading, may question the condemnor's authority to condemn or to construct the particular facility or may question that the proposed use is a public one.

===236.10.2.5 Appointment of Commissioners===

At the time and place set, the court will consider the petition for the appointment of commissioners. The Court must dispose of issues raised by responsive pleadings prior to the appointment of commissioners. It is not required that the court hear evidence on the propriety and necessity for condemning the land. Matters relating to the location and design of the facility are legislative and not judicial in nature. All issues to be resolved prior to the appointment of commissioners are tried by the court without a jury.

Upon the court being satisfied with the sufficiency of the petition and that proper notice has been given to all parties and upon such issues as are raised by responsive pleadings being resolved in favor of the condemnor, the court shall appoint three commissioners to assess the damages resulting to the various tracts involved as a result of the proposed taking. The commissioners must be disinterested fee-holders and residents of the county where all or part of the land lies. In determining damages the commissioners shall take into consideration the benefits that result to the remaining property from which a part is taken as a result of the construction and maintenance of the proposed facility upon the land taken (the statute says only "benefits" but the courts have interpreted this as meaning that the benefits must be special. The distinction between general and special benefits will be discussed, later in this article). The commissioners shall view the property, determine the damages to which the owners are entitled and file two copies of their report under oath with the clerk of the court describing the property taken and setting out the sum awarded as damages as to each property. If all three commissioners fail to agree upon an award of damages, two of such commissioners may agree and sign the report with the same effect as if all three commissioners had agreed. The commissioners are required to separately assess the damages as to each tract which is under separate ownership, but are not required to determine the amount to which each of the various owners of one tract are entitled. One copy of this report is filed by the clerk in the office of the recorder of deeds for recording in the land records of the county.

In making their inspection and arriving at their conclusion as to the compensation to be awarded to the property owners, the commissioners are permitted considerable leeway. They are directed by statute to view the property. There is, however, no provision for the commissioners to hold hearings and receive sworn testimony. This allows the commissioners considerable informality and they are permitted to discuss the features of the taking with the property owners and with the condemnor and their respective representatives, and to gather information from any sources that they feel necessary for their use in arriving at their award. Any instructions to the commissioners which are necessary, or which they request, on legal points to enable them to carry out their duties should be given by the court.

===236.10.2.6 Proceedings Subsequent to Report of Commissioners===

Following the filing of the report of commissioners the clerk of the circuit court must notify the owners immediately of the various properties that the commissioners have filed their report. It is not necessary that this notice specify the amount awarded by the commissioners. Upon the report being filed, the condemnor may pay the amount of the award into the registry of the court. The date upon which the check is deposited with the clerk of the court is the date of taking. At this time title passes to the condemnor who may take possession of the property and construct the proposed facility, even though further proceedings may be requested by either party. Within ten days after receipt of notice of the payment of the award the owners shall surrender possession of the property condemned to the condemnor, and if the owner fails to do so, the condemnor may, upon application to the court, obtain a writ of possession from the court directing the sheriff to place the condemnor in possession of the property. The time for the surrender of possession by the owner may be extended for good cause shown for a period not to exceed ninety days upon application of the owner.

Within thirty days after the receipt of notice of the filing of the commissioners report, either party may file exceptions thereto and request a jury trial. If the award is not paid into court within thirty days, then the owners are entitled to interest at six per cent per annum on the amount of any subsequent verdict, or if no verdict, then on the amount of the award from the date of filing of the commissioners report. If the award is paid within thirty days and a subsequent trial results in a verdict for an amount greater than that awarded by the commissioners, the owner of the property is entitled to interest at the rate of six per cent on the excess of the verdict over the commissioners' award from the date of the filing of the commissioners' report until the judgment is paid. If the award is paid into court within thirty days and a subsequent trial results in a verdict of less than the amount awarded by the commissioners the condemnor is entitled to interest at the rate of six per cent on the decrease of the award from the date the award was paid into court until the judgment is paid. If the property owner has, however, not drawn down the commissioners' award, the property owner is not required to pay interest on any part not drawn down. The condemnor may abandon the proposed appropriation by filing a written election to do so within any time prior to the expiration of ten days after final judgment. If such election to abandon is not filed within thirty days after the commissioners' report is filed and the award made by the commissioners is not paid into court within thirty days after such report, then the court may, upon motion of the owner filed within ten days after filing the election to abandon, award to the owner interest on the award at the rate of six per cent per annum from the date of the filing of the commissioners' report to the date of the filing of the election to abandon. If the condemnor abandons a proposed appropriation, no new proceedings shall be instituted within a period of two years thereafter for the condemnation of the same property. This, however, does not apply if the abandonment is in good faith and is necessary as a result of a defect in the proceedings. All court costs up to and including the filing and recording of commissioners' report are taxed against the condemnor. Any subsequent costs are taxed by the court as justice requires.

===236.10.2.7 Right to Jury Trial===

If either party to a condemnation proceeding files exceptions and requests a reassessment of damages within the time provided, such trial is to be conducted as in ordinary civil cases involving damages. This reassessment shall be made under the supervision of the court and by a jury if requested by either party. Neither party can have new commissioners appointed to reassess the damages. Following the filing of exceptions, all proceedings subsequent to that relate only to the amount of compensation to which the owner is entitled. Until the time exceptions may be filed, the condemnation proceeding is treated as one case even though there may be numerous tracts of land and property owners involved. After the commissioners have made their report, each separate tract of land upon which exceptions are filed is treated as a separate case for trial.

==236.10.3 Preparation For and Conduct of Trial==

===236.10.3.1 Preparation===

Generally, considerable trial preparation will have been accomplished prior to the time exceptions to the report of commissioners are filed. This especially true as to the condemnor, which must conduct its affairs through its officers or agents. Because of this it is necessary that the condemnor rely upon the advice and opinions of others. Thus, when it is determined that a particular improvement or facility is to be constructed which requires the acquisition of property, it is reasonable to anticipate that it will be necessary to condemn some of such properties. In order for the agency or corporation proposing to construct the facility to successfully carry on its negotiations for the properties needed, it must make sufficient trial preparations that its officers will be in a position to know what evidence it can produce as to values and damages as to each specific property in the event condemnation should result. This is the only method by which officers of the agency or corporation can make a valid decision as to what price should be paid to the property owners or whether to proceed to condemnation. Therefore, the condemnor, in anticipation that litigation as to compensation may result, will generally have made at least basic preparation for trial prior to the institution of condemnation proceedings. This preparation prior to condemnation probably will not include the preparation of detailed plats and the making of necessary photographs, but should at the least involve retaining persons who can qualify as competent witnesses in court to make inspections and appraisals of the properties affected and the damages which will possibly result thereto from the taking.

The owner of the property usually personally conducts negotiations until the appointment of commissioners and frequently until the time for filing exceptions before the owner employs legal counsel. Thus, the lawyers employed by property owners will sometimes be found in such a position that if their clients are not satisfied with the commissioners' report the lawyers must file exceptions to protect the clients' interests even though it may be that later, in trial preparation, it is difficult or impossible to find competent witnesses who share the clients' views as to the damages resulting to the property.

Whether the attorney represents the condemnor or the property owner, the attorney's basic trial preparation should start at the earliest possible time. Such practice will not only protect the interests of the client, but in many instances will avoid litigation altogether. All such preparation is privileged against discovery by the opposing party.

Trial preparation should consist of appraisals of the property as it exists before and after the appropriation by persons who can qualify as competent witnesses, the preparation of plats and the making of photographs where necessary. The attorney should be familiar with the property to the greatest extent possible, and if the taking involves a part of the property only, the attorney should review the plan for the proposed facility to be constructed. Conferences should be held with the prospective witnesses so as to make certain that they are thoroughly familiar with the property and the plans for construction of the facility insofar as they affect the property remaining, as well as market conditions in the area. The witnesses' opinions as to damages or special benefits to the remainder should be reviewed thoroughly to make certain that the witnesses have considered all proper matters and that the witnesses' opinions have a sound basis and are predicated upon features which will be proper matters for consideration by the jury in its determination of value and damages or benefits.

In deciding whether or not plats, photographs and other visual aids are necessary, we should keep in mind that such items within themselves are not evidence, but are merely aids in presenting testimony and should be used only when they will aid in explaining various features to the jury. When visual aids are used, they should be connected to the testimony of a witness or witnesses.

===236.10.3.2 Conduct of Trial===

The trial is conducted as if no prior award had been made by the commissioners. The amount awarded by the commissioners is not admissible in evidence in the jury trial. However, the commissioners themselves (without being identified as such) may testify to value and the amount of damages may be the same as in the report, but the report cannot be entered as evidence. The trial is conducted in the same manner as one involving an inquiry into damages in an ordinary civil case. Since the owners of the property have the burden of proving the amount of damages which they will sustain as a result of the taking, they are entitled to open and close regardless of which party filed exceptions to the commissioners' report.

Where the entire property is taken, all evidence as a general rule will relate only to the value of the property taken, which is the amount to which the owners are entitled. If, however, a portion of the property is taken, the owners are entitled to the difference between the value of the property as it existed prior to the taking of a part thereof and the value of the remaining property. When this is the case it will generally involve evidence and consideration of the facility to be constructed since the owner is entitled to be compensated for any damage resulting to the remainder of this property as a result of the construction of the facility and the condemnor is entitled to have the jury give consideration to any special benefits to the remaining property which will accrue as a result of the construction of the facility.

The court may permit the jury to view the property involved. If this is done, the court must make such rules and orders as are necessary to properly supervise the conduct of the jury and the parties during such view. There are many instances where such a procedure might be of considerable benefit to the jury, such as where the property in question is difficult to describe to the jury and is still intact so that the jury in viewing the premises will get a clear picture of the property as it exists prior to the taking. There are also instances where a view of the property after the completion of the construction of the facility might be of benefit to the jury. This is true where only a part of the property is taken and there is a question as to the effect that the facility has upon the remaining property because of the plan of construction. Because of the problems encountered, the trial courts are reluctant to order a view of the premises by the jury. The procedure is time-consuming and involves the arrangement for transportation to take the jury to the premises. It also requires that the court give careful directions so that statements relating to the issues of the case will not be made to the jury by interested parties outside the normal trial proceedings. Any request, by either party that the court permit the jury to view the premises, should be made out of the hearing of the jury.

As is the case with commissioners, the jury should consider the property involved as one estate without regard to the numerous ownership's or interests therein and render a verdict in one sum. It is then left to the court to apportion the amount awarded among the various claimants.

===236.10.3.3 Evidence of Value and Compensation===

If the condemnation involves the taking of an entire parcel of land, the question to be determined by the jury is the value of the land as of the date of the taking. When the condemnation involves the taking of a part of a tract of land, then the question is the difference between the value of the entire tract prior to the taking of a part thereof and the value of the part remaining after the taking, which difference is the amount to which the owner is entitled as just compensation. Stated another way, the owner is entitled to the value of the land taken, plus any decrease in the value of the remainder of the tract caused by the taking. In the event of a partial taking the jury is also required to determine from the evidence whether or not there are any special benefits resulting to the remaining property from which a part is taken from the construction and maintenance of the proposed facility. The jury cannot take into consideration general benefits. General benefits are those benefits accruing to all owners of property in a neighborhood or vicinity that result from the construction and maintenance of the proposed facility. Examples of general benefits are: the public's right to enjoy a facility such as a park or public way or the improvement of the economy of a community generally by the construction of a facility. Evidence of such general benefits should not be submitted. The courts have defined special benefits as being those benefits accruing to a tract of land and resulting in an increase in its value because of its position directly upon, or adjacent to, the proposed facility. Examples of special benefits are: improved drainage, improved accessibility, availability of a service for use in connection with the property not previously enjoyed, and the availability of a facility which makes the adjacent property adaptable to a higher or better use, thereby increasing its value. A good example of the distinction between general and special benefits is found in the older railroad condemnation cases where the benefits derived by a community, generally from the construction of a railroad through it, thereby making transportation available to the community, is a general benefit; while the benefit a particular tract of land might receive by the construction of a railroad immediately adjacent to it, in making the land adaptable as a shipping and receiving point, thereby increasing its value, is a special benefit. The mere fact that other tracts of land located adjacent to the facility may receive the same benefit as the property in question does not make that benefit general in nature. However, such matters as increased traffic from the construction of an improved highway are not considered as special benefits to be offset against damages even though such increase in traffic may enhance the desirability of the property for commercial purposes.

When there is a question of damages or special benefits to the remainder of a tract of land, a part of which is taken, the facility to be constructed is to be considered by the jury insofar as it relates to, or has a bearing upon, the damages or special benefits to the remainder. The damages or benefits must be direct and such as can reasonably be expected to result from the taking and the construction of the facility. Only evidence of those elements which are sufficiently certain and definite as of the time of evaluation that they would influence a prospective purchaser of the property in arriving at the figure which would be paid for the property should be submitted to the jury. All evidence of damages and benefits to the remainder of the tract of land must relate to the value of the land. The converse of the rule that general benefits cannot be charged against the property owner is the rule that the owner is not entitled to compensation for inconveniences which the owner shares in common with the community generally as a result of the construction and use of the facility. However, courts have allowed general items of damages such as, noise, traffic, unsightliness, possible risk of explosion, inconvenience and loss of security and privacy to be considered in totality, as causing a diminution in market value, although no specific individual value was allowed to be assigned to any of these items.

The value of the property, whether it be its value prior to the taking or after, should be determined in relation to the uses for which the property is reasonably adaptable in the immediate future. Evidence of value which is purely speculative and based upon the happening of events in the future, which may or may not result, should not be permitted. Since in the larger metropolitan areas there is always a degree of speculation in the sale and purchase of vacant undeveloped land, we should not confuse such speculation, which is based upon expectancy of the continuation of the normal economic development and conditions, with the remote speculation that the property will become adaptable to some higher or better use because of some remote contingency which hinges upon the happening of events outside of the normal economic development and expansion. Although a particular use is prohibited by an existing zoning ordinance, if there is sufficient evidence of a reasonable probability that the zoning may be changed or an exception made to it so as to permit a higher use in the reasonably near future, the effect which the probability of rezoning has upon the value of the land in view of its present zoning may be taken into consideration.

Although evidence of the probability of rezoning is admissible, the property is not to be valued as though the rezoning is an established fact, but is to be valued in light of the effect that the probability of rezoning has upon the property. Evidence of the rezoning of other comparable property is admissible for showing a probability of rezoning. The mere proof of uses of nearby property without showing that the original zoning was altered to permit that use is not sufficient to show a probability of rezoning. The lack of rezoning is admissible to counter evidence of a reasonable probability of rezoning. Evidence of rezoning of similar property occurring subsequent to the taking may be admissible to show a probability of rezoning. However, the effect which the public improvement for which the property is taken has had or might have on the question of rezoning should not be considered.

A depressed value resulting from the knowledge that the property in the future is going to be taken for a public use should not be considered; just as an enhanced value resulting from the knowledge that a public improvement is going to be made should not be considered.

The suitability of land for a particular use is subject not only to the question of whether the land physically can be utilized for such purpose but also whether there is a demand for the property for that purpose in the market place.

The price which the property in question has sold for in the past, whether it be prior to or after the institution of the condemnation proceedings, is admissible as having some bearing upon the value of the property unless the sale was so remote in time, in reference to the condemnation, that the normal change in economic conditions would have resulted in the sales price being not representative of the value of the property at the time in question. Such evidence, however, is not conclusive as to the value of the property and in rebuttal, evidence of peculiar or unusual conditions surrounding the sale which had a bearing upon the sales price may be offered.

The price for which other property in the vicinity of the property in question has sold is admissible as having a bearing upon the value of the property in question. However, in order to avoid too many collateral issues coming into the case, the proponent of such evidence should first be required to establish that the property sold has a sufficient degree of comparability to the property in question and that it does have a bearing upon the value of the property in question. The trial court is permitted a considerable degree of discretion in whether or not such evidence will be permitted. It should be remembered, however, that the mere fact that the property that has sold is sufficiently comparable to the property in question that its sales price can be admitted by the court does not mean that such sales price is conclusive as to the value of the property in question. The weight of such evidence is still to be determined by the jury. When the sales price of other property is admitted in evidence the court should not thereafter comment on the comparability of such property to the property in question but should leave the weight of such evidence to the jury unless subsequent evidence should justify the striking of the sales price previously admitted.

Although the sales price of properties that are comparable to the property in question may be admissible in evidence, the price which the condemnor has paid for other properties should not be admitted. The reason for this rule is very simple in that such sales are not conducted in the usual and ordinary course of business. When the condemnor purchases property, as a general rule, it is compelled to purchase the particular property, abandon the proposed facility or exercise its power of eminent domain. The property owner is compelled either to sell the property or take a chance in court in a condemnation proceeding. Because of this the parties are frequently inclined to compromise and agree upon a price that is not entirely satisfactory with one or both. Only those sales of other properties occurring in the normal and usual course of business should be admitted in evidence as having any bearing upon the value of the property in question. Generally only consummated sales and not offers or contracts to purchase or sell which have not yet been executed, are admissible. Although some courts, upon exception, have allowed sales contracts to be admissible evidence. Offers and negotiations between the parties to the proceeding are not admissible since they constitute efforts to compromise.

The assessed valuation of a tract of land, in the absence of some showing that the owner actively obtained such evaluation, is not admissible. If the owner has actively obtained the assessment, there is no reason why it should not be admissible, at least for impeachment.

In determining the value of a tract of land that is improved with buildings, the cost of construction is not necessarily admissible in evidence since the buildings are to be valued with the land and should be considered only insofar as they add value to the land. Thus, an ill-adapted building on a tract of land may not add value to the land to the extent of the cost of reproducing the building less the physical depreciation of the building. The reason for this rule is well demonstrated in the instance where the best use of a tract of land is for commercial purposes while the tract is improved with an older type residence. In order to reassess the value that the land has for commercial purposes it would be necessary to demolish the residence. However, the mere fact that a residence is located in an area primarily adaptable for commercial use does not mean that the building has no value, since in many instances the loss which would be sustained in demolishing the building to permit the land to be devoted to another use would exceed the enhanced value to be realized from the land in devoting it to such uses. In such instances the land and improvements should not be evaluated separately, thereby placing a commercial value upon the land and a residential value upon the building, but the property should be evaluated on the basis of its value for sale as a residential property.

The rental realized from a piece of property may be admissible when properly connected to the issues as having a relationship to the value of the property. It is required, however, that if the rental realized from a tract of land is admitted in evidence, it must be connected in some manner to the value of the property. A definite destination must be drawn between the rental produced by a property and the income produced upon the property. The former is the price which a tenant is willing to pay, or is paying, for the right to use the property while the latter represents not only productiveness of the property itself, but also the productiveness of the person who is conducting the business. Thus, the volume of business and the profits from the business are not admissible as bearing upon the value of the property, since such items reflect not only the earning of the property but the good will and productiveness of the owner of the business. However, case law holds that the gallons of gasoline sold at a service station is admissible when properly related to the rental value of the property.

===236.10.3.4 Witnesses===

Since "expert witnesses" in condemnation cases, who are called to express opinions as to values, are not in a strict legal sense experts to the same extent that doctors are experts in the medical field, it is necessary before such witnesses are permitted to testify that a showing be made that the witness is in a position to have knowledge of the property in question and its value which is superior to that of the jury. Thus, these witnesses must be sufficiently familiar with the property in question and its surrounding conditions, as well as the general market value of lands in the community to the extent that the reasonable inference would be that they are capable of arriving at a more valid conclusion as to the value of the property than would the jury be by merely describing to them the physical aspects of the property and the market conditions in the community where it is located. Such witnesses, however, are not disqualified by the mere fact that they have never bought or sold property in the community where the property is located if it is shown that they have had sufficient experience generally in the purchase and sale of real estate, are familiar with the property in question and the surrounding community, and have made sufficient investigation of the market conditions in the area to acquaint themselves with the market values generally.

The fact that witnesses may have served as a commissioner in the case does not prevent them from witnessing before the jury if they are otherwise qualified. The fact that they were a commissioner, however, and the amount of the award should not be revealed to the jury. If the witnesses testify to an amount of damages which is different from that contained in the commissioners' report which they signed, the opposing party should be permitted to cross-examine the witnesses as to a prior inconsistent statement having been made by them under oath. This, however, involves the risk that such cross-examination might reveal to the jury the amount of the commissioners' award or the fact that the witness was a commissioner. In order to minimize this risk, however, there appears to be no reason why a request cannot be made to the court that the witnesses be instructed, out of the hearing of the jury, that in making answers to questions on cross-examination the witnesses not reveal or indicate to the jury the amount of the commissioners' award or the fact that they were a commissioner.

Witnesses who appear and testify in a condemnation case should be in a position to state the basis upon which they have formed their opinion. It is doubtful, however, that their inability to do so renders their testimony incompetent and subject to being stricken from the record. Such a failure does, however, go considerably to the weight that the jury should give to such witness' testimony. Witnesses, in stating the basis for their opinion, should not be permitted to lug into the case matters that are not proper for the jury's consideration and the witnesses' opinion should be based upon matters that are relevant and elements for which the property owner is entitled to compensation. The testimony of witnesses who have based their opinion of damages in part upon elements that are not compensable is not subject to being stricken in the absence of a showing that the witnesses have no opinion did they not consider such elements. It is possible for this rule to result in considerable confusion to the jury. When it is shown that witnesses have included elements which are not proper yet the witnesses are unable to testify as to what extent those elements influenced their opinion, the opponent is entitled to have the portion of the testimony of the witnesses which is not proper stricken, and the jury instructed to disregard it, with the result being that the jury is left with no yardstick to determine what portion of the witnesses' testimony they should consider.

==236.10.4 After Trial Proceedings==

===236.10.4.1 Apportionment Among Various Owners===

In the trial of a condemnation case, the case should be tried and submitted to the jury or to the court as though the property were under the ownership of one person and thereafter the total compensation found to be owing to the owners should be apportioned among the various owners according to their respective interests. As a general rule the owners of the property involved are able to agree among themselves as to the apportionment of the award or the final judgment. Legislation provides a method for the apportionment of the commissioners' award prior to final judgment. Under this statute the parties may agree among themselves as to a distribution of the award and file the agreement with the court, setting out the manner and the percentages of the award which is to be divided among the various owners. If no such agreement has been filed within thirty days after the commissioners' award is paid into court, any party interested in the award may petition the court for a distribution of the award among the various owners. Under this proceeding the condemnor has the right to intervene in the proceeding for the apportionment of the award whether it be by agreement or by the court. The statute also provides that if the award is apportioned by the court on motion of any party, it shall be considered as an appealable judgment and that any party aggrieved by the determination may appeal. The respective interests of all parties, whether determined by agreement or by the court, shall be final and binding on all parties and shall extend by percentage to any additional compensation awarded as a result of a trial of exceptions or any reduction of the award thereafter made, provided, however, that when the interest of any owner is not related to the difference in the value of the property before and after the taking, the share set out in the agreement or the court's finding will not be affected by any increase or reduction so long as the final compensation is not less than such interest. Under this procedure whether the apportionment is made either prior to the trial exceptions or after the trial of exceptions, all parties who have an interest in the land taken or damaged are entitled to be compensated out of the fund in the hands of the clerk for the amount of any such damages. Evidence introduced at the hearing for distribution is not admissible in the subsequent trial of exceptions.

The most common problem encountered is in making the division between the compensation due a landlord and that due a tenant. Ordinarily, the lessee's interest is determined by subtracting the actual rent and other expenses assumed by the tenant from the present worth of the fair rental value of the property for the remaining period of the lease. A tenant, however, is not always entitled to compensation. Courts have held that a mere expectation of the renewal of a lease because of the mutual satisfaction of the landlord and tenant is not such a property right in the property as to give to the tenant a right of compensation for that expectation. Also, a month-to-month tenant has been held to have no compensable interest in the award resulting from taking of the property. Also involved in the apportionment of awards is the question of the rights as between the mortgagor and the mortgagee. When the taking involves an entire tract of land, there is, of course, little difficulty in determining the amount to which the mortgagee is entitled. When the entire property is taken, the mortgagee would be entitled to the entire award up to the amount remaining due on the mortgage. The greatest difficulty results when there is only a partial taking of a tract of land. The writer has been unable to find a Missouri case setting out the rights as between the mortgagor and the mortgagee where only a portion of the land is taken. However, it would appear that the proper principle to apply if the parties cannot agree upon apportionment would be that the mortgagee should be entitled to a sufficient part of the award so that the mortgagee will be left with the same margin of security after the taking as before the taking.

===236.10.4.2 Judgment and Appeal===

There is no necessity in a statutory condemnation case that a judgment of condemnation be entered in order to pass title to the condemnor. The condemnor works its own condemnation of the property by paying into court the award made in favor of the property owner. The judgment entered in a case after a jury trial should be a judgment for money in favor of the property owner if the jury awards monetary compensation to the owner. The judgment, so as to conform to the record, should recite the total judgment entered, the date of the commissioners' report, and the amount awarded, the date such award was paid into court, with the balance due in favor of the property owner with interest, or the amount due to the condemnor with interest as a result of the verdict and judgment being for less than the amount awarded by the commissioners.

The judgment of the trial court entered after a jury trial may be appealed in the same manner as an appeal is taken in the ordinary civil case for damages. Ordinarily, a condemnation case does not involve title to real estate and generally, appellate jurisdiction is determined on the basis of the monetary amount in dispute between the parties. No appeal can be taken by either party in a condemnation case prior to the entry of final judgment except for the right to appeal from an order distributing the commissioners' award. Thus, if either party files exceptions to the commissioners' report in a condemnation case, no appeal can be taken until those exceptions are disposed of. For this reason, attorneys should take care that they preserve their record of objections to matters raised on the appointment of commissioners, as well as their objections to matters during the conduct of the jury trial.

==236.10.5 Condemnation Procedures; A Summary==

===236.10.5.1 Summary===

By many, the exercise of the power of eminent domain is thought to be in derogation of property rights. These same persons, however, would be very reluctant to forego the many conveniences and necessities that can be provided only by the utilization of the power of eminent domain. Were condemnation of private property for public purposes not permitted, most of our facilities for public use and public utilities that provide a public service would not be available to us. Were it not for the power of eminent domain, the acquisition of the necessary property and easements for the constructions of public facilities would, in many instances, be impossible, and in others, would be so burdensome economically as to defeat their construction. Thus, without the power to condemn property and devote it to a public use, the construction and maintenance of water lines, power lines, telephone and telegraph lines, railroads, highways and many other such facilities could not be provided. On the other hand, since the primary purpose of constructing and maintaining such facilities is for the public welfare, it is only just and fair that no owner of property be required to relinquish it for such uses without being paid just compensation for such property. Thus, the attorney who takes on the representation of an authority which proposes to exercise the power of eminent domain must be sufficiently familiar with the law on the subject that the attorney can properly advise that authority to what extent and under what conditions it can exercise that power. On the other hand, the attorney who takes on the representation of property owners, whose property is to be acquired, whether it be by negotiation or by condemnation, must remember that the property owners have a right to insist that their property be taken only by an authority authorized to do so, and only for a purpose permitted by statute, as well as their right to insist that they be fairly compensated for the property taken. With this in mind, the attorneys should not only know how to obtain for the property owners just compensation but must also be sufficiently familiar with the other aspects of condemnation that the lawyer can defend the property owner against unauthorized taking of their property.

In the foregoing section, an attempt has been made to set out the basic principles governing the exercise of the power of eminent domain; however, it should be kept in mind that this section is only a guide and does not come even close to answering all questions which can arise in a condemnation proceeding. Anyone who is familiar with the many volumes which have been written on condemnation law, and with the many issues concerning such law which have not yet been resolved by the legislatures or the courts, will readily understand why it is impossible in a short article such as this to set out all details of condemnation law and procedure. With that in mind this chapter is offered with the hope that it will be considered a reference and not a text of authority.

==236.10.6 Condemnation Procedures; Case File==

The district shall submit one copy of [https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Exhibit%2010.6.1.docx Exhibit 10.6.1] to Legal, Central Office, for each condemnation case immediately after the time for filing exceptions has expired, or after the payment of the award into court, whichever occurs the latest. The district shall retain a copy of this information for their file, and in districts where an assistant counsel maintains separate files, furnish a copy for their file.

All required data on Exhibit 10.6.1 must be accurate. A space is provided for the district right-of-way manager to make recommendation for disposition of the case. Also a brief outline of any unusual circumstances that may affect a settlement or a trail should be provided. The back side of form may be used when necessary.

==236.10.7 Eminent Domain Guidelines==

===236.10.7.1 Introduction===

Acquisition of property by "eminent domain" requires the condemned property to be considered for Heritage Value and Homestead Acquisitions; whichever would net the higher proceeds to the owner, if applicable. In the effort to provide the best opportunity for successful negotiations, MoDOT has made the decision to implement these considerations as a part of the negotiations process. This policy provides guidance and a quick reference to the process of acquiring property by eminent domain. However, using district regional counsel and resources from the [https://spexternal.modot.mo.gov/sites/de/SitePages/CO%20RW%20Staff.aspx Right of Way Section] should help determine district direction as well as provide consistency between districts.

No condemning authority shall acquire private property through the process of eminent domain for solely economic development purposes.

The terms, “Just Compensation and Fair Market Value,” have been used somewhat synonymously in the past. We are required to offer just compensation based on fair market value, and will continue to do so in our acquisitions using the terms as we do now. There might be other references where fair market value is used in a different context so we will leave those two terms as they are in the current manual.

===236.10.7.2 Definitions ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.001])===

'''Fair Market Value''', the value of the property taken after considering comparable sales in the area, capitalization of income, and replacement cost less depreciation, singularly or in combination, as appropriate, and additionally considering the value of the property based upon its highest and best use, using generally accepted appraisal practices. If less than the entire property is taken, fair market value shall mean the difference between the fair market value of the entire property immediately prior to the taking and the fair market value of the remaining or burdened property immediately after the taking.

'''Heritage Value''', the value assigned to any real property, including but not limited to, real property owned by a business enterprise with fewer than one hundred employees, that has been owned within the same family for fifty or more years, such value to be fifty percent of fair market value.

'''Homestead Taking''', any taking of a dwelling owned by the property owner and functioning as the owner’s primary place of residence or any taking of the owner’s property within three hundred feet of the owner’s primary place of residence that prevents the owner from utilizing the property in substantially the same manner as it is currently being utilized.

===236.10.7.3 Alternative Location Proposals ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.265])===

Prior to Preliminary Plan Approval, the District Project Manager will provide the owner of record of such property impacted by the project with a Written Notice of Alternative Location and Design Letter ([https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Written%20Notice%20of%20Alternative%20Location%20and%20Design.docx Form 236.10.7.3B]), with a copy of the project plat/map/aerial by certified mail to the owner of record, in addition to any other parties to which a written offer will be made. (see [[236.10_Right_Of_Way_Condemnation#236.10.7.3_Alternative_Location_Proposals_.28RSMo_523.265.29|EPG 236.10.7.3]]). The Written Notice of Alternative Location and Design Letter ([https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Written%20Notice%20of%20Alternative%20Location%20and%20Design.docx Form 236.10.7.3B]) is a separate letter than the 60-day Notice of Intended Acquisition ([https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Written%20Notice%20of%20the%20Intended%20Acquisition.docx Form 236.10.7.3A]), which will be sent by the ROW Manager at A-date approval time. Any deviation from this guidance will require approval from the Assistant to State Design Engineer – Right of Way.

The alternative location proposal is to be made in writing to the condemning authority, and is to be received by the condemning authority within thirty days of the landowner’s receipt of a Written Notice of Alternative Location and Design Letter ([https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Written%20Notice%20of%20Alternative%20Location%20and%20Design.docx Form 236.10.7.3B]) sent under Section 523.250. Further, the alternative location proposal is to be on the same parcel of the landowner’s property that the condemning authority seeks to condemn, and be in such detail that the alternative location is clearly defined for the condemning authority. This section does not apply to acquisitions of an entire parcel of land.

The condemning authority will consider all such alternative location proposals. A written statement containing the following is conclusive evidence that sufficient consideration was given to alternative location proposals. Therefore, to be found to have engaged in good-faith negotiations during condemnation proceedings, the condemning authority must provide a written statement to landowners who propose alternative locations. An example draft response with drafter’s notes can be found at this link [https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Response%20to%20Written%20Notice%20of%20Alternative%20Location%20and%20Design_.docx Property Owner Response to Written Notice of Alternative Location and Design].

The written statement '''must''' include the following:
* that the alternative location has been considered, AND
* an explanation of why the alternative location was rejected or accepted.

MoDOT's written response to alternate locations must be made to the affected landowner within two weeks (10 working days) after MoDOT receives the landowner's counter-proposal.

If a parcel goes to condemnation, MoDOT must be able to prove that it has engaged in good-faith negotiations.

District right of way staff will send the 60-day notice, Form 236.10.7.3A (04/04/2023), to all property owners once right of way plans have been approved.

The right of way manager must be provided with copies of any rejection and acceptance letters sent to property owners who submit an alternate location proposal. Copies of these letters will be placed in the parcel owners file and be used during the condemnation process to prove that MoDOT has engaged in good faith negotiations.

===236.10.7.4 Written Notice ([https://revisor.mo.gov/main/OneSection.aspx?section=523.250&bid=28018&hl= RSMo 523.250])===

At least sixty days before filing the condemnation petition seeking to acquire an interest in real property, the condemning authority will provide the owner of record of such property with a [https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Written%20Notice%20of%20the%20Intended%20Acquisition.docx Written Notice of the Intended Acquisition]. Written notices will be provided to the owner of record, in addition to any other parties to which a written offer will be made. Such notice shall include:

:* The date the Written Notice of Alternative Location and Design Letter was received by the property owner (date mailed, emailed, hand delivered, etc.).
:* Identification of the interest in real property to be acquired and a statement of the legal description or commonly known location of the property (examples: land, access rights, permanent easement, temporary easement, etc.; street address, relationships to landmarks, etc.)
:* The purpose or purposes for which the property is to be acquired, which would be the general description of the project that is consistent with the STIP description.
:* A statement that the property owner has the right to:
:** Seek legal counsel at the owner’s expense;
:** Make a counteroffer and engage in further negotiations;
:** Obtain such owner’s own appraisal of just compensation;
:** Have just compensation determined preliminarily by court-appointed condemnation commissioners and, ultimately, by a jury; Seek assistance from the office of the ombudsman for property rights created under RSMo 523.277;
<blockquote>''"The office of public counsel shall create an office of ombudsman for property rights by appointing a person to the position of ombudsman. The ombudsman shall assist citizens by providing guidance, which shall not constitute legal advice, to individuals seeking information regarding the condemnation process and procedures. The ombudsman shall document the use of eminent domain within the State of Missouri and any issues associated with its use and shall submit a report to the general assembly on January 1, 2008, and on such date each year thereafter."''</blockquote>
::* Contest the right to condemn in the condemnation proceedings; and
::* Exercise the rights to request vacation of an easement under the procedures and circumstances provided for in Missouri Statute.
<blockquote>''"A property owner of land burdened by an easement created after December 31, 2006, abandoned in whole for a period in excess of ten years, may petition a court of competent jurisdiction to obtain the rights previously transferred and vacation of the easement for monetary consideration equal to the original consideration obtained by the property owner in exchange for the easement. The holder of the easement shall be a party to such action. The holder of any such easement shall be allowed to maintain the easement upon a showing that the holder, in good faith, plans to make future use of the easement. The right to request that an easement be vacated may be waived by the property owner of record from whom the easement was originally acquired or by such property owner's successor in title to the burdened property either in the original instrument of conveyance or in a subsequent signed writing."''</blockquote>

The written notice shall be deposited in the United States mail, certified or registered, and with postage prepaid, addressed to the owner of record as listed in the office of the city or county assessor for the city or county in which the property is located. The receipt issued to the condemning authority by the United States Post Office for certified or registered mail shall constitute proof of compliance with the notice requirement; provided, however, that nothing in this section shall preclude a condemning authority from proving compliance with this notice requirement by other competent evidence.

The Written Notice of the Intended Acquisition is to be immediately provided to property owners following the approval of right of way plans. The district shall determine the exact method for delivery of the notice. However, if the district decides to hand-deliver the notice, property owners will be expected to sign a receipt verifying that they have received the notice, and the specific date on which the notice was received. Should the property owners refuse to sign a receipt verifying that they have received the notice, the individual delivering the notice should document the file with the date the notice was delivered, who delivered the notice, who was present when the notice was delivered, that the property owners refused to sign a receipt, etc.

===236.10.7.5 Appraisal, Waiver Valuation and Written Offer ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.253])===

MoDOT will continue to present a written offer to all owners of record of the property. The offer is to be made at least thirty days before filing a condemnation petition and will be held open for the thirty-day period, unless an agreement is reached sooner.

MoDOT will continue to provide the property owner with an appraisal or waiver valuation at the time the offer is made.

All appraisals, payment estimates and/or waiver valuations for properties proceeding to condemnation will be prepared using generally accepted appraisal practices and be prepared by a state-licensed or state-certified appraiser.

'''HERITAGE VALUE'''

When right of way plans require the acquisition of any portion of contiguous property that has been owned within the same family for fifty or more years and cannot be utilized in substantially the same manner as it was being utilized immediately prior to the acquisition, the Heritage Value will be verbally offered to the property owner as an administrative settlement, immediately following the presentation of the written offer. Heritage Value is calculated by multiplying the total approved fair market value by fifty percent. The law is written in such a manner that a Heritage Value payment would only be applied within the limits of eminent domain proceedings. However, MoDOT will make administrative settlements for Heritage Value acquisitions in '''all''' instances when the properties and property owners meet the requirements to qualify for a Heritage Value payment.

The burden of proof is the responsibility of the property owner. However, MoDOT desires to be proactive and learn of a possible Heritage Value acquisition early in the process. The district will determine the procedures necessary to determine when a Heritage Value acquisition exists, so that the offer to administratively settle the parcel for an additional fifty percent of the fair market value may be presented at the same time the offer is made.

Burden of Proof is defined as legal documentation (i.e. abstracts, copies of deeds, probate/wills, marriage certificates, birth certificates, etc.) that indicates family lineage and provides proof of family relationship in regard to the length of time a family has owned a piece of property and whether or not a Heritage Value acquisition exists.

Family ownership of property may be established through evidence of ownership by children, grandchildren, siblings, nephews or nieces of the family member owning the property fifty years prior to the acquisition. Family ownership may be established through marriage or adoption by such family members, and includes adopted children, step-children, and relatives related solely by marriage. If an entity owns the real property, members of the family shall have an ownership interest in more than fifty percent of the entity in order to be within the family line of ownership.

If the acquisition includes land and/or permanent easements, the fee owner will be offered the Heritage Value. When only a temporary easement will be acquired, the fee owner may or may not qualify for the Heritage Value. For example, if the temporary easement is merely for the construction of an entrance, or “…for men and machinery to work and turn on…” etc., the fee owner would most likely not qualify for the Heritage Value. However, if the temporary easement will substantially change the terrain of the land, it would qualify for the Heritage Value. If a temporary easement is being acquired, in addition to other realty rights, the Heritage Value will be applied to the total approved offer.

Any administrative settlement above the approved offer '''WILL NOT''' be used to determine a different fifty percent Heritage Value. Any deviation from this section of the policy requires concurrence from the Right of Way Section.

If it is necessary to acquire a parcel through condemnation and the property owner qualified for the Heritage Value, the approved just compensation as submitted to the district regional counsel for condemnation will only include the just compensation as approved on the appraisal. The Heritage Value will only be considered as an administrative settlement and not a portion of the approved offer.

Should a difficult or unusual circumstance arise, consult the appropriate regional counsel and/or [https://spexternal.modot.mo.gov/sites/de/SitePages/CO%20RW%20Staff.aspx Right of Way Section].

'''HOMESTEAD VALUE'''

The Homestead Value will be verbally offered to the property owner as an administrative settlement, immediately following the presentation of the written offer when the following criteria are met:

* The acquisition includes a dwelling that functions as the fee owner’s primary place of residence,

'''OR'''

* Includes property within three hundred feet of a dwelling that functions as the fee owner’s primary place of residence, and cannot be utilized in substantially the same manner as it was being utilized immediately prior to the acquisition.

Homestead Value is calculated by multiplying the total approved fair market value by twenty-five percent. The law is written in such a manner that a Homestead Value payment would only be applied within the limits of eminent domain proceedings. However, MoDOT will make administrative settlements for Homestead Value acquisitions in '''all''' instances when the properties and property owners meet the requirements to qualify for a Homestead Value payment.

The burden of proof is the responsibility of the property owner. However, MoDOT desires to be proactive and learn of a possible Homestead Value acquisition early in the process. The district will determine the procedures necessary to determine when a Homestead Value acquisition exists, so that the offer to administratively settle the parcel for an additional twenty-five percent of the fair market value may be presented at the same time the offer is made.

Methods for determining the fee owner’s primary place of residence may be, but are not limited to, the following: address on driver’s license, mailing address, voter identification address, address reported to the Internal Revenue Service for taxing purposes, address in the local telephone directory, etc. A notarized, sworn statement from the fee owner regarding the fee owner’s primary place of residence may also be used to substantiate residency.

If the acquisition includes the fee owner’s primary place of residence, the Homestead Value payment will not reduce any replacement housing payment the fee owner may be eligible to receive through the Uniform Relocation Act. However, any administrative settlement above the sum of the approved offer and Homestead Value will proportionately reduce the replacement housing payment.

If the acquisition includes land and/or permanent easements within three hundred feet of the fee owner’s primary place of residence, the fee owner will be offered the Homestead Value. When only a temporary easement will be acquired, the fee owner may or may not qualify for the Homestead Value. For example, if the temporary easement is merely for the construction of an entrance, or “…for men and machinery to work and turn on…” etc., the fee owner would most likely not qualify for the Homestead Value. However, if the temporary easement will substantially change the terrain of the land, it would qualify for the Homestead Value. If a temporary easement is being acquired, in addition to other realty rights, the Homestead Value will be applied to the total approved offer.

Any administrative settlement above the approved offer '''WILL NOT''' be used to determine a different twenty-five percent Homestead Value. Any deviation from this section of the policy requires concurrence from the Right of Way Section.

If it is necessary to acquire a parcel through condemnation and the property owner qualified for the Homestead Value, the approved just compensation as submitted to the district regional counsel for condemnation will only include the just compensation as approved on the appraisal. The Homestead Value will only be considered as an administrative settlement and not a portion of the approved offer.

If any situation is encountered that is questionable with regard to the fee owner qualifying to receive the Homestead Value, such as the acquisition of controlled access rights only, contact the Right of Way Section.

===236.10.7.6 Good Faith Negotiations ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.256])===

Before a court may enter an order of condemnation, the court shall find that the condemning authority engaged in good faith negotiations prior to filing the condemnation petition. A condemning authority shall be deemed to have engaged in good faith negotiations if:

* The condemning authority has properly and timely given all notices to owners as required,
** Relocation notices to all displaced persons including a general description of their potential rights and benefits [https://epg.modot.org/forms/RW/Chapter%208_Relocation/Residential%20Relocation%20Brochure.docx Residential Relocation Brochure] and [https://epg.modot.org/forms/RW/Chapter%208_Relocation/Business%20Relocation%20Brochure.docx Business Relocation Brochure] Brochures and [[236.8 Relocation Assistance Program#236.8.3.3 Eligibility Notice at Initiation of Negotiations|Eligibility Notice)]].
** Written notice of the intended acquisition at least 60 days before the filing of a condemnation petition [https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/Written%20Notice%20of%20the%20Intended%20Acquisition.docx (Written Notice of the Intended Acquisition)].
** A [[236.7 Negotiation#236.7.2.4 Offer Letter and Supporting Documentation|written letter offer]] to all owners of record.
* The condemning authority has made an offer, under Section 523.253, that was no lower than the amount reflected in an appraisal performed by a state-licensed or state-certified appraiser, provided an appraisal is given to the owner. In other cases, the offer is no lower than the amount provided in the basis for its determination of value of the property, in which an explanation with supporting financial data is used (Copy of appraisal signed or co-signed by a state-licensed or state-certified appraiser or waiver valuation).
* The owners have been given an opportunity to obtain their own appraisal from a state licensed or state certified appraiser of their choice (Written Notice of Intended Acquisition).
* Where applicable, the condemning authority has considered an alternative location proposed by the owners (certified letter sent prior to the public hearing and letter responding to alternative location proposals).

If the court does not find that good faith negotiations have occurred, the court shall dismiss the condemnation petition, without prejudice, and shall order the condemning authority to reimburse the owners for their actual and reasonable attorney’s fees and costs incurred with respect to the condemnation proceeding, which has been dismissed. The necessary documentation to be included in the tract packs submitted for condemnation should be coordinated with the district’s regional counsel.

===236.10.7.7 Just Compensation for Condemned Properties ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.039])===

As defined in the law, in all condemnation proceedings filed after December 31, 2006, just compensation for condemned property shall be determined under one of the three following methods. The method used will be the one that yields the highest payment.

* An amount equal to fair market value; or
* For condemnation of property that results in a homestead acquisition, an amount equal to the fair market value of such property multiplied by one hundred twenty-five percent; or
* For condemnation of property that results in any acquisition that prevents the owner from utilizing the property being acquired in substantially the same manner as it was being utilized immediately prior to the acquisition, and involving property owned within the same family for fifty or more years, an amount equal to the sum of the fair market value of such property multiplied by one hundred fifty percent.

Keep in mind that the three methods listed above are referenced in the law as instructions to Circuit Court Judges once the property has been condemned. Neither the MHTC nor other condemning authorities are obligated or required to use these methods to determine just compensation.

'''HOUSE BILL 1944 SECTION 523.061'''

After the filing of the commissioners' report pursuant to section 523.040, the circuit judge presiding over the condemnation proceeding shall apply the provisions of section 523.039 and shall determine whether a homestead acquisition has occurred and shall determine whether heritage value is payable and shall increase the commissioners' award to provide for the additional compensation due where a homestead acquisition occurs or where heritage value applies, in accordance with the just compensation provisions of section 523.039. If a jury trial of exceptions occurs under section 523.060, the circuit judge presiding over the condemnation proceeding shall apply the provisions of section 523.039 and shall determine whether a homestead acquisition has occurred and shall determine whether heritage value is payable and shall increase the jury verdict to provide for the additional compensation due where a homestead acquisition occurs or where heritage value applies, in accordance with the just compensation provisions of section 523.039.

===236.10.7.8 Report of Commissioners ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.040])===

The condemnation commissioners shall have forty-five days after appointment by the court to return report of commissioners. The court may extend this date, with good cause shown.

Prior to the issuance of any report, a commissioner shall notify all parties named in the condemnation petition, no less than ten days prior to the commissioners’ viewing of the property, of the named parties’ opportunity to accompany the commissioners on the commissioners’ viewing of the property and of the named parties’ opportunity to present information to the commissioners.

===236.10.7.9 Displaced Owners ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.055])===

Displaced owners of a principle place of residence shall have 100 days possession from the filing of the Report of Commissioners. For detailed information, please refer to [[236.8 Relocation Assistance Program#236.8.14.1 General Information|EPG 236.8.14.1]] and [[236.8 Relocation Assistance Program#236.8.14.2 Notice to Vacate|EPG 236.8.14.2]], and [http://eprojects/Templates/RW/Chapter%208_Relocation/First%20Vacancy%20Notice%20Condemnation%20Total%20Form%20236.8.14.2.D.1.C.docx Form 236.8.14.2(d)1(c))]. The 100-Day Vacancy Notice is the only vacancy notice required for owner-occupants who are displaced from their primary place of residence and shall be provided to the owner immediately after the filing of the Report of Commissioners.

Vacancy Notice requirements for the other types of displacements will remain the same.

===236.10.7.10 Recovering Damages and Fees ([http://revisor.mo.gov/main/OneChapter.aspx?chapter=523 RSMo 523.259])===

If any condemning authority abandons a condemnation, each owner of interests sought to be condemned shall be entitled to recover:

* The owner’s reasonable attorneys’ fees, expert expenses and costs; and

* The owner’s actual damages accruing as a direct and proximate result of the pendency of the condemnation, if proven by the owner.

===236.10.7.11 RWPA System Requirements for Condemnations===
All applicable data must be entered in RWPA under the Condemnation screen for each parcel being condemned.

[[category:236 Right of Way|236.10]]

626.1 Edgeline Rumble Strips

2024-12-17T21:29:12Z

Hoskir:

[[image:626 Edgeline Rumble Strips.jpg|right|350px|thumb|<center>'''Edgeline Rumble Strips'''</center>]]

Edgeline rumble strips are used to enhance [http://www.modot.mo.gov/safety safety] on every paved [[231.4 Shoulder Width|shoulder]] at least 2 ft. wide, unless the shoulder has a curbed section or is intended to be used as a future travel lane. Rumble strips are omitted where the posted speed is less than 50 mph. All [[media:144 Major Highway System 2022.pdf|major roads]] will have edgeline rumble strips unless the posted speed is less than 50 mph.

In most situations, edgeline [[:category:620 Pavement Marking|pavement marking]] material is sprayed over the milled rumble strip, creating what is referred to as a “rumble stripe.” (See [https://www.modot.org/media/16896 Standard Plan 620.00].) Any deviation from this typical application shall be submitted as a design exception.

Where full depth pavement extends beyond the travel lane and into the shoulder area at least 12 inches (e.g., pavement widths 13 ft. or greater), the rumble stripe should be placed in the full depth section of widened pavement (see [https://www.modot.org/media/16900 Standard Plan 626.00]).

When resurfacing and milling rumbles, the roadway surface course asphalt mix used for the travel lanes should extend a minimum of 18 inches beyond the edge of the travel lane and onto the shoulder so that the rumble strip is milled into the roadway surface course mix. (See [[:Other Aspects of Pavement Design#Shoulder Surface|EPG Shoulder Surface]] for additional monolithic shoulder paving guidance.) Edgeline rumbles should not be milled into existing asphalt shoulder pavement due to oxidization and potential raveling.

Where the width of full depth pavement does not extend at least one (1) foot onto the shoulder, and the rumble strip must be placed on, or partially on, a shoulder with less than full depth pavement, as indicated on Std. Plan 626.00 (≤ 12’ Pavement Structure), the condition and depth of the shoulder structure should be evaluated prior to determining the location of the edgeline. If the shoulder condition and depth is deemed adequate to support routine off-tracking of traffic onto the rumble strip, the edgeline stripe should be placed over the rumble strip as shown in the standard plans (i.e., rumble stripe). If evidence suggests the shoulder condition or depth is inadequate to support routine off-tracking of traffic onto the rumble strip, placement of the edgeline stripe and rumble strip may be considered as follows:

:* For major roads, the edgeline stripe should be placed in the travel lane with the rumble strip placed 4 inches beyond the edgeline stripe. The rumble strip should not be moved further out from the centerline. A design exception shall be submitted when separating the edgeline stripe from the rumble strip. See [[231.4 Shoulder Width|EPG 231.4 Shoulder Width]] for recommended shoulder widths.

:* For minor roads, a mini rumble strip (6 inches wide) should be placed along the edge of the travel lane structure provided sufficient driving width remains. If sufficient driving width cannot be achieved, rumble strips should not be used. When a centerline rumble is not used, sufficient driving width is defined as having a minimum of 10 ft. between the centerline joint and the inside edge of the edgeline rumble. When a centerline rumble is used, sufficient driving width is defined as having a minimum of 10 ft. between the edge of the centerline rumble and the inside edge of the edgeline rumble. The edgeline stripe (4 inches) should be placed over the inside edge of the mini rumble strip (i.e., mini rumble stripe).

:* '''District Responsibility.''' Collaboration with the Central Office Highway Safety and Traffic Division and the Design Division is necessary prior to approval of a design exception to omit or modify these system-wide safety improvements (such as rumble strips) on a project. Design exceptions should include documentation of the crash history and safety analysis of the route, or segment of the route, where the design exception is being applied.

In urban areas, where the rumble noise has been identified as a significant issue, the preferred method of mitigation is to place the edgeline stripe on the edge of the travel lane and the rumble strip 1 ft. onto the shoulder pavement. In areas where this is insufficient to mitigate noise concerns, rumble strips may be omitted for short sections, by [[131.1 Design Exception Process|design exception]] only.

{|style="padding: 0.3em; margin-right:7px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="left"
|-
|'''Safety Results<br/>
2-ft. Shoulder with Rumble Strips'''
|-
|[https://epg.modot.org/forms/general_files/TS/Crash_Modification_Factors_for_combined_treatments_of_rural_two-lane_roads.pdf Summary for 2ft Shoulder with Rumble.pdf Summary, 2015]
|-
|[http://sp/sites/ts/safety/tes/Lists/Announcements/Attachments/3/2015.08.05_MoDOT_CMF_Tech_Memo.pdf Tech Memo, 2015]
|-
|'''See also:''' [http://www.modot.gov/services/OR/byDate.htm Research Publications]
|}

Edgeline rumble strips are to be milled into bituminous and portland cement concrete. Edgeline rumble strips are omitted through side road approaches, entrances, and median crossovers as shown in Standard Plan 626.00. Edgeline rumble strips should be omitted on bridges and on ramps for diamond, single point, partial cloverleaf, and similar types of interchanges, but may be considered on longer ramps for directional or other large interchanges. The length of edgeline rumble strip installation is to be estimated and pay items provided.

[[Category:626 Rumble Strips]]

626.1 Edgeline Rumble Strips

2024-12-16T19:55:43Z

Hoskir: updated link

[[image:626 Edgeline Rumble Strips.jpg|right|350px|thumb|<center>'''Edgeline Rumble Strips'''</center>]]

Edgeline rumble strips are used to enhance [http://www.modot.mo.gov/safety safety] on every paved [[231.4 Shoulder Width|shoulder]] at least 2 ft. wide, unless the shoulder has a curbed section or is intended to be used as a future travel lane. Rumble strips are omitted where the posted speed is less than 50 mph. All [[media:144 Major Highway System 2022.pdf|major roads]] will have edgeline rumble strips unless the posted speed is less than 50 mph.

In most situations, edgeline [[:category:620 Pavement Marking|pavement marking]] material is sprayed over the milled rumble strip, creating what is referred to as a “rumble stripe.” (See [https://www.modot.org/media/16896 Standard Plan 620.00].) Any deviation from this typical application shall be submitted as a design exception.

Where full depth pavement extends beyond the travel lane and into the shoulder area at least 12 inches (e.g., pavement widths 13 ft. or greater), the rumble stripe should be placed in the full depth section of widened pavement (see [https://www.modot.org/media/16900 Standard Plan 626.00]).

When resurfacing and milling rumbles, the roadway surface course asphalt mix used for the travel lanes should extend a minimum of 18 inches beyond the edge of the travel lane and onto the shoulder so that the rumble strip is milled into the roadway surface course mix. (See [[:Other Aspects of Pavement Design#Shoulder Surface|EPG Shoulder Surface]] for additional monolithic shoulder paving guidance.) Edgeline rumbles should not be milled into existing asphalt shoulder pavement due to oxidization and potential raveling.

Where the width of full depth pavement does not extend at least one (1) foot onto the shoulder, and the rumble strip must be placed on, or partially on, a shoulder with less than full depth pavement, as indicated on Std. Plan 626.00 (≤ 12’ Pavement Structure), the condition and depth of the shoulder structure should be evaluated prior to determining the location of the edgeline. If the shoulder condition and depth is deemed adequate to support routine off-tracking of traffic onto the rumble strip, the edgeline stripe should be placed over the rumble strip as shown in the standard plans (i.e., rumble stripe). If evidence suggests the shoulder condition or depth is inadequate to support routine off-tracking of traffic onto the rumble strip, placement of the edgeline stripe and rumble strip may be considered as follows:

:* For major roads, the edgeline stripe should be placed in the travel lane with the rumble strip placed 4 inches beyond the edgeline stripe. The rumble strip should not be moved further out from the centerline. A design exception shall be submitted when separating the edgeline stripe from the rumble strip. See [[231.4 Shoulder Width|EPG 231.4 Shoulder Width]] for recommended shoulder widths.

:* For minor roads, a mini rumble strip (6 inches wide) should be placed along the edge of the travel lane structure provided sufficient driving width remains. If sufficient driving width cannot be achieved, rumble strips should not be used. When a centerline rumble is not used, sufficient driving width is defined as having a minimum of 10 ft. between the centerline joint and the inside edge of the edgeline rumble. When a centerline rumble is used, sufficient driving width is defined as having a minimum of 10 ft. between the edge of the centerline rumble and the inside edge of the edgeline rumble. The edgeline stripe (4 inches) should be placed over the inside edge of the mini rumble strip (i.e., mini rumble stripe).

:* '''District Responsibility.''' Collaboration with the Central Office Highway Safety and Traffic Division and the Design Division is necessary prior to approval of a design exception to omit or modify these system-wide safety improvements (such as rumble strips) on a project. Design exceptions should include documentation of the crash history and safety analysis of the route, or segment of the route, where the design exception is being applied.

In urban areas, where the rumble noise has been identified as a significant issue, the preferred method of mitigation is to place the edgeline stripe on the edge of the travel lane and the rumble strip 1 ft. onto the shoulder pavement. In areas where this is insufficient to mitigate noise concerns, rumble strips may be omitted for short sections, by [[131.1 Design Exception Process|design exception]] only.

{|style="padding: 0.3em; margin-right:7px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="left"
|-
|'''Safety Results<br/>
2-ft. Shoulder with Rumble Strips'''
|-
|[https://epg.modot.org/forms/general_files/Crash_Modification_Factors_for_combined_treatments_of_rural_two-lane_roads.pdf Summary for 2ft Shoulder with Rumble.pdf Summary, 2015]
|-
|[http://sp/sites/ts/safety/tes/Lists/Announcements/Attachments/3/2015.08.05_MoDOT_CMF_Tech_Memo.pdf Tech Memo, 2015]
|-
|'''See also:''' [http://www.modot.gov/services/OR/byDate.htm Research Publications]
|}

Edgeline rumble strips are to be milled into bituminous and portland cement concrete. Edgeline rumble strips are omitted through side road approaches, entrances, and median crossovers as shown in Standard Plan 626.00. Edgeline rumble strips should be omitted on bridges and on ramps for diamond, single point, partial cloverleaf, and similar types of interchanges, but may be considered on longer ramps for directional or other large interchanges. The length of edgeline rumble strip installation is to be estimated and pay items provided.

[[Category:626 Rumble Strips]]

Category:900 TRAFFIC CONTROL

2024-12-16T18:50:08Z

Hoskir: /* Introduction */

[[image:900 Traffic Control.jpg|right|375px]]
[[image:900.jpg|right|375px]]

<categorytree mode=all>901 Lighting</categorytree>
<categorytree mode=all>902 Signals</categorytree>
<categorytree mode=all>903 Highway Signing</categorytree>
<categorytree mode=all>904 Construction Inspection Guidance - Certification Requirements and Procedure for Lighting, Traffic Signals, Signs and Cathodic Protection </categorytree>
<categorytree mode=all>905 Traffic Studies</categorytree>
<categorytree mode=all>906 Traffic Engineering Assistance Program (TEAP)</categorytree>
<categorytree mode=all>907 Traffic Safety</categorytree>
<categorytree mode=all>908 Traffic Controls for School Areas</categorytree>
<categorytree mode=all>909 Transportation Systems Management and Operations (TSMO)</categorytree>
<categorytree mode=all>910 Intelligent Transportation Systems</categorytree>
<categorytree mode=all>940 Access Management</categorytree>
<categorytree mode=all>941 Permits and Access Requests</categorytree>
<categorytree mode=all>942 Approved Products List</categorytree>
<categorytree mode=all>943 Route Marking</categorytree>
<categorytree mode=all>944 Radio Operation</categorytree>
<categorytree mode=all>945 Overdimension / Overweight Permits</categorytree>
<categorytree mode=all>948 Incident Response Plan and Emergency Response Management</categorytree>
<categorytree mode=all>949 Other Aspects of Traffic</categorytree>
<categorytree mode=all>950 Automated Traffic Enforcement</categorytree>

{|style="padding: 0.3em; margin-left:2px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="590px" align="left"
|-
|EPG articles are <u>not</u> referenced as "sections" but as EPG XXX.X to avoid confusion with MoDOT specs (which are contractually binding).
|}

{|style="padding: 0.3em; margin-left:10px; border:3px solid #a9a9a9; text-align:left; font-size: 95%; background:#ffff99" width="350px" align="right"
|-
|<center>'''Where to Find Traffic Information in the EPG'''</center>
|-
|*[[:Category:612 Impact Attenuators#612.1 Truck-Mounted Attenuators|EPG 612.1 Truck-Mounted Attenuator Training]]
|-
|*[http://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.60_Portable_Changeable_Message_Signs_.28MUTCD_6F.60.29 EPG 616.6.60 Portable Changeable Message Signs (CMS)]
|-
|*[[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]]
|-
|*[[616.20 Flagger Training|EPG 616.20 Flagger Training]]
|-
|*[[616.22 Advanced Work Zone Training|EPG 616.22 Advanced Work Zone Training]]
|-
|*[[616.25.MoDOT Work Zone Guidelines|EPG 616.25.MoDOT Work Zone Guidelines]]
|-
|*[[:Category:620 Pavement Marking|EPG 620 Pavement Marking and Delineation]]
|-
|*[http://epg.modot.org/index.php?title=643.4_Railroads#643.4.5_Traffic_Control_for_Railroad_and_Light_Rail_Transit_Grade_Crossings EPG 643.4.5 Traffic Control for Railroad and Light Rail Transit Grade Crossings]
|-
|*[[:category:901 Lighting|EPG 901 Roadway Lighting]]
|-
|*[[:Category:902 Signals|EPG 902 Traffic Signals]]
|-
|*[[:Category:903 Highway Signing|EPG 903 Highway Signing]]
|-
|*[[:Category:906 Traffic Engineering Assistance Program (TEAP)|EPG 906 Traffic Engineering Assistance Program (TEAP)]]
|-
|*[[907.5 S-HAL|EPG 907.5 S-HAL]]
|-
|*[[910.3 Dynamic Message Signs (DMS)|EPG 910.3 Dynamic Message Signs (DMS)]]
|-
|*[[:Category:940 Access Management|EPG 940 Access Management]]
|-
|*[[:Category:941 Permitting Process for Access Management|EPG 941 Permit Process for Access Management]]
|-
|*[[:Category:943 Route Marking|EPG 943 Route Marking]]
|-
|*[[:Category:944 Radio Operation#944.11 Central Office Radio Call Numbers|EPG 944.11 Central Office Radio Call Numbers]]
|}

==Introduction==

'''Standard.''' Traffic control devices shall be defined as all signs, signals, markings and other devices used to regulate, warn or guide traffic placed on, over or adjacent to a [[#Street|street]], [[#Highway|highway]], [[#Pedestrian Facility|pedestrian facility]], [[#Bikeway|bikeway]] or [[#Private Road Open to Public Travel|"private road open to public travel"]] (see definitions in [[#900.1.13 Definitions of Headings, Words and Phrases in the EPG 900 articles (MUTCD Section 1A.13)|EPG 900.1.13]]) by authority of a public agency or official having jurisdiction or, in the case of a private road, by authority of the private owner or private official having jurisdiction.

The [http://mutcd.fhwa.dot.gov/pdfs/2009/pdf_index.htm ''Manual on Uniform Traffic Control Devices'' (MUTCD)] is incorporated by reference in 23 Code of Federal Regulations (CFR), Part 655, Subpart F and shall be recognized as the national standard for all traffic control devices installed on any street, highway, bikeway, or private road open to public travel (see definition in EPG 900.1.13) in accordance with 23 U.S.C. 109(d) and 402(a). The policies and procedures of the Federal Highway Administration (FHWA) to obtain basic uniformity of traffic control devices shall be as described in 23 CFR 655, Subpart F.

In accordance with 23 CFR 655.603(a), for the purposes of applicability of the MUTCD:
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="310px" align="right"
|-
|colspan="2"|'''Traffic Pamphlets and Publications'''
|-
|[[media:900 Flashing Beacons.pdf|Flashing Beacons]]||[[media:902.5.29 Flashing Yellow Arrow brochure.pdf|Flashing Yellow Arrows]]
|-
| [https://epg.modot.org/forms/general_files/TS/Moving_Right_Along-Managing_Access_To_Missouri_Highways.pdf Managing Access to Missouri's Highways] || [[media:233.3 Round, Round Get Around.pdf|Roundabouts]]
|-
|[[media:949.2 speed limits.pdf|Speed Limits]] ||[http://www.modot.org/safety/trafficaccidentstatistics.htm Traffic Accident Statistics]||
|-
|colspan="2" align="center"|[[media:900 Traffic Signals.pdf|Traffic Signals]]
|}

A. Toll roads under the jurisdiction of public agencies or authorities or public-private partnerships shall be considered to be public highways;

B. Private roads open to public travel shall be as defined in EPG 900.1.13; and

C. Parking areas, including the driving aisles within those parking areas, that are either publicly or privately owned shall not be considered to be “open to public travel” for purposes of MUTCD applicability.

Any traffic control device design or application provision contained in the MUTCD shall be considered to be in the public domain. Traffic control devices contained in the MUTCD shall not be protected by a patent, trademark, or copyright, except for the Interstate Shield and any items owned by FHWA.
<div id="'''Support.''' Pictographs, as defined in EPG 900.1.13"></div>
'''Support.''' Pictographs, as defined in EPG 900.1.13, are embedded in traffic control devices but the pictographs themselves are not considered traffic control devices for the purposes of the above paragraph.

{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="310px" align="right"
|-
|align="center"|'''Substantial Conformance with FHWA'''
|-
|The sections of the ''MUTCD'' that have been incorporated into MoDOT policy are included in the EPG. Any ''MUTCD'' section not included in the EPG shall not be used on state maintained roadways without approval from the Highway Safety and Traffic Division of MoDOT. The Highway Safety and Traffic Division will use the current version of the ''MUTCD'', the state of the practice and engineering judgement to guide their decision.
|-
|Other jurisdictions may reference any or all of MoDOT's EPG. If the EPG does not cover a particular ''MUTCD'' section, the jurisdiction should reference the current version of the ''MUTCD'' as the authoritative document for traffic control devices.
|-
|[[media:900 Substantial Conformance.pdf|Substantial Conformance letter from FHWA]]
|-
|[http://mutcd.fhwa.dot.gov/pdfs/2009r1r2/r1r2covintrotoc.pdf Target Compliance Dates Established by the FHWA], (on the very last page of this pdf)
|-
|[[media:900 MUTCD History.pdf|History of ''MUTCD'' Editions]]
|}

The need for uniform standards was recognized long ago. The American Association of State Highway Officials (AASHO), now known as the American Association of State Highway and Transportation Officials (AASHTO), published a manual for rural highways in 1927, and the National Conference on Street and Highway Safety (NCSHS) published a manual for urban streets in 1930. In the early years, the necessity for unification of the standards applicable to the different classes of road and street systems was obvious. To meet this need, a joint committee of AASHO and NCSHS developed and published the original edition of the Manual on Uniform Traffic Control Devices (MUTCD) in 1935. That committee, now called the National Committee on Uniform Traffic Control Devices (NCUTCD), though changed from time to time in name, organization, and personnel, has been in continuous existence and has contributed to periodic revisions of the MUTCD. The FHWA has administered the MUTCD since the 1971 edition. The FHWA and its predecessor organizations have participated in the development and publishing of the previous editions. There were nine previous editions of the MUTCD, and several of those editions were revised one or more times. [[media:900 MUTCD History.pdf|History of ''MUTCD'' Editions]] includes the two manuals developed by AASHO and NCSHS.

'''Standard.''' The U.S. Secretary of Transportation, under authority granted by the Highway Safety Act of 1966, decreed that traffic control devices on all streets and highways open to public travel in accordance with 23 U.S.C. 109(d) and 402(a) in each state shall be in substantial conformance with the standards issued or endorsed by the FHWA.

'''Support.''' The “Uniform Vehicle Code (UVC)” is one of the publications referenced in the MUTCD. The UVC contains a model set of motor vehicle codes and traffic laws for use throughout the United States.

'''Guidance.''' The states should adopt Section 15-116 of the UVC, which states that, “No person shall install or maintain in any area of private property used by the public any sign, signal, marking, or other device intended to regulate, warn, or guide traffic unless it conforms with the state manual and specifications adopted under Section 15-104.”

'''Support.''' The Standard, Guidance, Option, and Support material described, provide the transportation professional with the information needed to make appropriate decisions regarding the use of traffic control devices on streets, highways, bikeways, and private roads open to public travel (see definition in [[#900.1.13 Definitions of Headings, Words and Phrases in the EPG 900 articles (MUTCD Section 1A.13)|EPG 900.1.13]]).

The headings Standard, Guidance, Option, and Support are used to classify the nature of the text that follows. Figures and tables, including the notes contained therein, supplement the text and might constitute a Standard, Guidance, Option, or Support. The user needs to refer to the appropriate text to classify the nature of the figure, table, or note contained therein.

'''Standard.''' When used, the text headings of Standard, Guidance, Option, and Support shall be as defined in EPG 900.1.13.

'''Support.''' All dimensions and distances are provided in English units.

'''Guidance.''' Except when a specific numeral is required or recommended by the text of a within the EPG 900 articles, numerals displayed on the images of devices in the figures that specify quantities such as times, distances, speed limits, and weights should be regarded as examples only. When installing any of these devices, the numerals should be appropriately altered to fit the specific situation.

'''Support.''' The following information will be useful when reference is being made to a specific portion of text.

'''Standard.''' In accordance with 23 CFR 655.603(b)(3), states or other federal agencies that have their own MUTCDs or Supplements shall revise these MUTCDs or Supplements to be in substantial conformance with changes to the national MUTCD within 2 years of the effective date of the Final Rule for the changes. Substantial conformance of such state or other federal agency MUTCDs or Supplements shall be as defined in 23 CFR 655.603(b)(1).

After the effective date of a new edition of the MUTCD or a revision thereto, or after the adoption thereof by the state, whichever occurs later, new or reconstructed devices installed shall be in compliance with the new edition or revision.

In cases involving Federal-aid projects for new highway or bikeway construction or reconstruction, the traffic control devices installed (temporary or permanent) shall be in conformance with the most recent edition of the national MUTCD before that highway is opened or re-opened to the public for unrestricted travel [23 CFR 655.603(d)(2) and (d)(3)].

Unless a particular device is no longer serviceable, non-compliant devices on existing highways and bikeways shall be brought into compliance with the current edition of the national MUTCD as part of the systematic upgrading of substandard traffic control devices (and installation of new required traffic control devices) required pursuant to the Highway Safety Program, 23 U.S.C. §402(a). The FHWA has the authority to establish other target compliance dates for implementation of particular changes to the MUTCD [23 CFR 655.603(d)(1)]. These compliance dates established by the FHWA shall be as shown in Table I-2 of the [http://mutcd.fhwa.dot.gov/pdfs/2009r1r2/r1r2covintrotoc.pdf 2009 MUTCD].

Except as provided in by the Option below, when a non-compliant traffic control device is being replaced or refurbished because it is damaged, missing, or no longer serviceable for any reason, it shall be replaced with a compliant device.

'''Option.''' A damaged, missing, or otherwise non-serviceable device that is non-compliant may be replaced in kind if engineering judgment indicates that:

A. One compliant device in the midst of a series of adjacent non-compliant devices would be confusing to road users; and/or

B. The schedule for replacement of the whole series of non-compliant devices will result in achieving timely compliance with the MUTCD.

==900.1 General (MUTCD CHAPTER 1A) ==

===900.1.1 Purpose of Traffic Control Devices (MUTCD Section 1A.01) ===

'''Support.''' The purpose of traffic control devices, as well as the principles for their use, is to promote highway safety and efficiency by providing for the orderly movement of all road users on streets, highways, bikeways and private roads open to public travel throughout the nation.
[[image:900.1.1.jpg|right|350px]]

Traffic control devices notify road users of regulations and provide warning and guidance needed for the uniform and efficient operation of all elements of the traffic stream in a manner intended to minimize the occurrences of crashes.

'''Standard.''' Traffic control devices or their supports shall not bear any advertising message or any other message that is not related to traffic control.

'''Support.''' Tourist-oriented directional signs and Specific Service signs are not considered advertising; rather, they are classified as motorist service signs.

===900.1.2 Principles of Traffic Control Devices (MUTCD Section 1A.02)===

'''Support.''' The basic principles that govern the design and use of traffic control devices for all streets, highways, bikeways and private roads open to public travel (see definition in [[#900.1.13 Definitions of Headings, Words and Phrases in the EPG 900 articles (MUTCD Section 1A.13)|EPG 900.1.13]]) regardless of type or class or the public agency, official, or owner having jurisdiction. This text specifies the restriction on the use of a device if it is intended for limited application or for a specific system. It is important that these principles be given primary consideration in the selection and application of each device.

'''Guidance.''' To be effective, a traffic control device should meet five basic requirements:

A. Fulfill a need;

B. Command attention;

C. Convey a clear, simple meaning;

D. Command respect from road users; and

E. Give adequate time for proper response.

Design, placement, operation, maintenance and uniformity are aspects that should be carefully considered in order to maximize the ability of a traffic control device to meet the five requirements listed in the previous paragraph. Vehicle speed should be carefully considered as an element that governs the design, operation, placement, and location of various traffic control devices.

'''Support.''' The definition of the word “speed” varies depending on its use. The definitions of specific speed terms are contained in EPG 900.1.13.

'''Guidance.''' The actions required of road users to obey regulatory devices should be specified by state statute, or in cases not covered by state statute, by local ordinance or resolution. Such statutes, ordinances, and resolutions should be consistent with the “Uniform Vehicle Code” (see [[#900.1.11 Relation to Other Publications (MUTCD Section 1A.11)|EPG 900.1.11]]).

The proper use of traffic control devices should provide the reasonable and prudent road user with the information necessary to efficiently and lawfully use the streets, highways, pedestrian facilities, and bikeways.

'''Support.''' Uniformity of the meaning of traffic control devices is vital to their effectiveness. The meanings ascribed to devices are in general accord with the publications listed in EPG 900.1.11.

===900.1.3 Design of Traffic Control Devices (MUTCD Section 1A.03)===

'''Guidance.''' Devices should be designed so that features such as size, shape, color, composition, lighting or retroreflection, and contrast are combined to draw attention to the devices; that size, shape, color, and simplicity of message combine to produce a clear meaning; that legibility and size combine with placement to permit adequate time for response; and that uniformity, size, legibility, and reasonableness of the message combine to command respect.

Aspects of a device’s standard design should be modified only if there is a demonstrated need.

'''Support.''' An example of modifying a device’s design would be to modify the [[903.6 Warning Signs#903.6.9 Combination Horizontal Alignment/Intersection Signs (W1-10 Series) (MUTCD Section 2C.11)|Combination Horizontal Alignment/Intersection (W1-10) sign]] to show intersecting side roads on both sides rather than on just one side of the major road within the curve.

'''Option.''' With the exception of symbols and colors, minor modifications in the specific design elements of a device may be made provided the essential appearance characteristics are preserved.

===900.1.4 Placement and Operation of Traffic Control Devices (MUTCD Section 1A.04)===

'''Guidance.''' Placement of a traffic control device should be within the road user’s view so that adequate visibility is provided. To aid in conveying the proper meaning, the traffic control device should be appropriately positioned with respect to the location, object or situation to which it applies. The location and legibility of the traffic control device should be such that a road user has adequate time to make the proper response in both day and night conditions.

Traffic control devices should be placed and operated in a uniform and consistent manner.
Unnecessary traffic control devices should be removed. The fact that a device is in good physical condition should not be a basis for deferring needed removal or change.

===900.1.5 Maintenance of Traffic Control Devices (MUTCD Section 1A.05)===

'''Guidance.''' Functional maintenance of traffic control devices should be used to determine if certain devices need to be changed to meet current traffic conditions.

Physical maintenance of traffic control devices should be performed to retain the legibility and visibility of the device, and to retain the proper functioning of the device.

'''Support.''' Clean, legible, properly mounted devices in good working condition command the respect of road users.

===900.1.6 Uniformity of Traffic Control Devices (MUTCD Section 1A.06)===

'''Support.''' Uniformity of devices simplifies the task of the road user because it aids in recognition and understanding, thereby reducing perception/reaction time. Uniformity assists road users, law enforcement officers, and traffic courts by giving everyone the same interpretation. Uniformity assists public highway officials through efficiency in manufacture, installation, maintenance, and administration. Uniformity means treating similar situations in a similar way. The use of uniform traffic control devices does not, in itself, constitute uniformity. A standard device used where it is not appropriate is as objectionable as a non-standard device; in fact, this might be worse, because such misuse might result in disrespect at those locations where the device is needed and appropriate.

===900.1.7 Responsibility for Traffic Control Devices (MUTCD Section 1A.07)===

'''Standard.''' The responsibility for the design, placement, operation, maintenance, and uniformity of traffic control devices shall rest with the public agency or the official having jurisdiction, or, in the case of private roads open to public travel, with the private owner or private official having jurisdiction. 23 CFR 655.603 adopts the MUTCD as the national standard for all traffic control devices installed on any street, highway, bikeway, or private road open to public travel (see definition in [[#900.1.13 Definitions of Headings, Words and Phrases in the EPG 900 articles (MUTCD Section 1A.13)|EPG 900.1.13]]). When a state or other federal agency manual or supplement is required, that manual or supplement shall be in substantial conformance with the national MUTCD.

23 CFR 655.603 also states that traffic control devices on all streets, highways, bikeways, and private roads open to public travel in each state shall be in substantial conformance with standards issued or endorsed by the Federal Highway Administrator.

'''Support.'''

The “Uniform Vehicle Code” (see [[#900.1.11 Relation to Other Publications (MUTCD Section 1A.11)|EPG 900.1.11]]) has the following provision in Section 15-104 for the adoption of a uniform manual:

: “(a) The [State Highway Agency] shall adopt a manual and specification for a uniform system of traffic control devices consistent with the provisions of this code for use upon highways within this state. Such uniform system shall correlate with and so far as possible conform to the system set forth in the most recent edition of the Manual on Uniform Traffic Control Devices for Streets and Highways, and other standards issued or endorsed by the Federal Highway Administrator.”

:“(b) The Manual adopted pursuant to subsection (a) shall have the force and effect of law.”

All states have officially adopted the national MUTCD either in its entirety, with supplemental provisions, or as a separate published document.

'''Guidance.''' These individual state manuals or supplements should be reviewed for specific provisions relating to that state.

'''Support.''' The national MUTCD has also been adopted by the National Park Service, the U.S. Forest Service, the U.S. Military Command, the Bureau of Indian Affairs, the Bureau of Land Management, and the U.S. Fish and Wildlife Service.

'''Guidance.''' States should adopt Section 15-116 of the “Uniform Vehicle Code,” which states that, “No person shall install or maintain in any area of private property used by the public any sign, signal, marking, or other device intended to regulate, warn, or guide traffic unless it conforms with the state manual and specifications adopted under Section 15-104.”

===900.1.8 Authority for Placement of Traffic Control Devices (MUTCD Section 1A.08)===

'''Standard.''' Traffic control devices, advertisements, announcements, and other signs or messages within the highway right of way shall be placed only as authorized by a public authority or the official having jurisdiction, or, in the case of private roads open to public travel, by the private owner or private official having jurisdiction, for the purpose of regulating, warning, or guiding traffic.

When the public agency or the official having jurisdiction over a street or highway or, in the case of private roads open to public travel, the private owner or private official having jurisdiction, has granted proper authority, others such as contractors and public utility companies shall be permitted to install temporary traffic control devices in temporary traffic control zones. Such traffic control devices shall conform with the standards of the MUTCD.

All regulatory traffic control devices shall be supported by laws, ordinances, or regulations.

'''Support.''' Effective traffic control depends upon both appropriate application of the devices and reasonable enforcement of the regulations.

Although some highway design features, such as curbs, median barriers, guardrails, speed humps or tables, and textured pavement, have a significant impact on traffic operations and safety, they are not considered to be traffic control devices.

Certain types of signs and other devices that do not have any traffic control purpose are sometimes placed within the highway right-of-way by or with the permission of the public agency or the official having jurisdiction over the street or highway. Most of these signs and other devices are not intended for use by road users in general, and their message is only important to individuals who have been instructed in their meanings. These signs and other devices are not considered to be traffic control. Among these signs and other devices are the following:

A. Devices whose purpose is to assist highway maintenance personnel. Examples include markers to guide snowplow operators, devices that identify culvert and drop inlet locations, and devices that precisely identify highway locations for maintenance or mowing purposes.

B. Devices whose purpose is to assist fire or law enforcement personnel. Examples include markers that identify fire hydrant locations, signs that identify fire or water district boundaries, speed measurement pavement markings, small indicator lights to assist in enforcement of red light violations, and photo enforcement systems.

C. Devices whose purpose is to assist utility company personnel and highway contractors, such as markers that identify underground utility locations.

D. Signs posting local non-traffic ordinances.

E. Signs giving civic organization meeting information.

'''Standard.''' Signs and other devices that do not have any traffic control purpose that are placed within the highway right of way shall not be located where they will interfere with, or detract from, traffic control devices.

'''Guidance.''' Any unauthorized traffic control device or other sign or message placed on the highway right of way by a private organization or individual constitutes a public nuisance and should be removed. All unofficial or non-essential traffic control devices, signs, or messages should be removed.

===900.1.9 Engineering Study and Engineering Judgment (MUTCD Section 1A.09) ===

'''Support.''' Definitions of an engineering study and engineering judgment are contained in [[#900.1.13 Definitions of Headings, Words and Phrases in the EPG 900 articles (MUTCD Section 1A.13)|EPG 900.1.13]].

'''Standard.''' Application of traffic control devices are described herein, but shall not be a legal requirement for their installation.

'''Guidance.''' The decision to use a particular device at a particular location should be made on the basis of either an engineering study or the application of engineering judgment. Thus, while this Manual provides Standards, Guidance, and Options for design and applications of traffic control devices, this Manual should not be considered a substitute for engineering judgment. Engineering judgment should be exercised in the selection and application of traffic control devices, as well as in the location and design of roads and streets that the devices complement.

Early in the processes of location and design of roads and streets, engineers should coordinate such location and design with the design and placement of the traffic control devices to be used with such roads and streets.

Jurisdictions, or owners of private roads open to public travel, with responsibility for traffic control that do not have engineers on their staffs who are trained and/or experienced in traffic control devices should seek engineering assistance from others, such as the state transportation agency, their county, a nearby large city, or a traffic engineering consultant.

'''Support.''' As part of the Federal-aid Program, each state is required to have a Local Technical Assistance Program (LTAP) and to provide technical assistance to local highway agencies. Requisite technical training in the application of the principles of the MUTCD is available from the state’s Local Technical Assistance Program for needed engineering guidance and assistance.

===900.1.10 Interpretations, Experimentations, Changes, and Interim Approvals (MUTCD Section 1A.10)===

'''Standard.''' Design, application and placement of traffic control devices other than those adopted in the EPG 900 articles shall be prohibited unless the provisions of this article are followed.

'''Support.''' Continuing advances in technology will produce changes in the highway, vehicle and road user proficiency; therefore, portions of the system of traffic control devices will require updating. In addition, unique situations often arise for device applications that might require interpretation or clarification. It is important to have a procedure for recognizing these developments and for introducing new ideas and modifications into the system.

'''Standard.''' Except as provided in the Option paragraph below, requests for any interpretation, permission to experiment, interim approval, or change shall be submitted electronically to the Federal Highway Administration (FHWA), Office of Transportation Operations, MUTCD team, at the following e-mail address: MUTCDofficialrequest@dot.gov.
All requests shall be submitted to FHWA by Central Office Highway Safety and Traffic Division on behalf of the State Traffic Engineer.

'''Option.''' If electronic submittal is not possible, requests for interpretations, permission to experiment, interim approvals, or changes may instead be mailed to the Office of Transportation Operations, HOTO-1, Federal Highway Administration, 1200 New Jersey Avenue, SE, Washington, DC 20590.

'''Support.''' Communications regarding other MUTCD matters that are not related to official requests will receive quicker attention if they are submitted electronically to the MUTCD Team Leader or to the appropriate individual MUTCD team member. Their e-mail addresses are available through the links contained on the “Who’s Who” page on the [http://mutcd.fhwa.dot.gov/team.htm MUTCD website].

An interpretation includes a consideration of the application and operation of standard traffic control devices, official meanings of standard traffic control devices, or the variations from standard device designs.

'''Guidance.''' Requests for an interpretation should contain the following information:

A. A concise statement of the interpretation being sought;

B. A description of the condition that provoked the need for an interpretation;

C. Any illustration that would be helpful to understand the request; and

D. Any supporting research data that is pertinent to the item to be interpreted.

'''Support.''' Requests to experiment include consideration of field deployment for the purpose of testing or evaluating a new traffic control device, its application or manner of use, or a provision not specifically described.

A request for permission to experiment will be considered only when submitted by the public agency or toll facility operator responsible for the operation of the road or street on which the experiment is to take place. For a private road open to public travel, the request will be considered only if it is submitted by the private owner or private official having jurisdiction.

A diagram indicating the process for experimenting with traffic control devices is shown in Fig. 900.1.10.1.
[[image:900.1.10.1.jpg|center|600px|thumb|<center>'''Fig. 900.1.10.1 Process for Requesting and Conducting Experimentation for New Traffic Control Devices'''</center>]]

'''Guidance.''' The request for permission to experiment should contain the following:

A. A statement indicating the nature of the problem.

B. A description of the proposed change to the traffic control device or application of the traffic control device, how it was developed, the manner in which it deviates from the standard, and how it is expected to be an improvement over existing standards.

C. Any illustration that would be helpful to understand the traffic control device or use of the traffic control device.

D. Any supporting data explaining how the traffic control device was developed, if it has been tried, in what ways it was found to be adequate or inadequate, and how this choice of device or application was derived.

E. A legally binding statement certifying that the concept of the traffic control device is not protected by a patent or copyright. (An example of a traffic control device concept would be countdown pedestrian signals in general. Ordinarily an entire general concept would not be patented or copyrighted, but if it were it would not be acceptable for experimentation unless the patent or copyright owner signs a waiver of rights acceptable to the FHWA. An example of a patented or copyrighted specific device within the general concept of countdown pedestrian signals would be a manufacturer’s design for its specific brand of countdown signal, including the design details of the housing or electronics that are unique to that manufacturer’s product. As long as the general concept is not patented or copyrighted, it is acceptable for experimentation to incorporate the use of one or more patented devices of one or several manufacturers.)

F. The time period and location(s) of the experiment.

G. A detailed research or evaluation plan that must provide for close monitoring of the experimentation, especially in the early stages of its field implementation. The evaluation plan should include before and after studies as well as quantitative data describing the performance of the experimental device.

H. An agreement to restore the site of the experiment to a condition that complies with the provisions of the EPG 900 articles within 3 months following the end of the time period of the experiment. This agreement must also provide that the agency sponsoring the experimentation will terminate the experimentation at any time that it determines significant safety concerns are directly or indirectly attributable to the experimentation. The FHWA’s Office of Transportation Operations has the right to terminate approval of the experimentation at any time if there is an indication of safety concerns. If, as a result of the experimentation, a request is made that the EPG 900 articles be changed to include the device or application being experimented with, the device or application will be permitted to remain in place until an official rulemaking action has occurred.

I. An agreement to provide semi-annual progress reports for the duration of the experimentation, and an agreement to provide a copy of the final results of the experimentation to the FHWA’s Office of Transportation Operations within 3 months following completion of the experimentation. The FHWA’s Office of Transportation Operations has the right to terminate approval of the experimentation if reports are not provided in accordance with this schedule.

'''Support.''' A change includes consideration of a new device to replace a present standard device, an additional device to be added to the list of standard devices, or a revision to a traffic control device application or placement criteria.

'''Guidance.''' Requests for a change should contain the following information:

A. A statement indicating what change is proposed;

B. Any illustration that would be helpful to understand the request; and

C. Any supporting research data that is pertinent to the item to be reviewed.

'''Support.''' Interim approval allows interim use, pending official rulemaking, of a new traffic control device, a revision to the application or manner of use of an existing traffic control device, or a provision not specifically described in the EPG. The FHWA issues an Interim Approval by official memorandum signed by the Associate Administrator for Operations and posts this memorandum on the MUTCD website. The issuance by FHWA of an interim approval will typically result in the traffic control device or application being placed into the next scheduled rulemaking process for revisions to the EPG 900 articles.

Interim approval is considered based on the results of successful experimentation, results of analytical or laboratory studies, and/or review of non-U.S. experience with a traffic control device or application. Interim approval considerations include an assessment of relative risks, benefits, costs, impacts and other factors.

Interim approval allows for optional use of a traffic control device or application and does not create a new mandate or recommendation for use. Interim approval includes conditions that jurisdictions agree to comply with in order to use the traffic control device or application until an official rulemaking action has occurred.

'''Standard.''' A jurisdiction, toll facility operator, or owner of a private road open to public travel that desires to use a traffic control device for which FHWA has issued an interim approval shall request permission from FHWA.

Permission will be requested by Central Office Highway Safety and Traffic Division on behalf of the State Traffic Engineer.

'''Guidance.''' The request for permission to place a traffic control device under an interim approval should contain the following:

A. A description of where the device will be used, such as a list of specific locations or highway segments or types of situations, or a statement of the intent to use the device jurisdiction-wide;

B. An agreement to abide by the specific conditions for use of the device as contained in the FHWA’s interim approval document;

C. An agreement to maintain and continually update a list of locations where the device has been installed; and

D. An agreement to:

:1. Restore the site(s) of the interim approval to a condition that complies with the provisions in the EPG 900 articles within 3 months following the issuance of a Final Rule on this traffic control device; and

:2. Terminate use of the device or application installed under the interim approval at any time that it determines significant safety concerns are directly or indirectly attributable to the device or application. The FHWA’s Office of Transportation Operations has the right to terminate the interim approval at any time if there is an indication of safety concerns.

'''Option.''' A state may submit a request for the use of a device under interim approval for all jurisdictions in that state, as long as the request contains the information listed in the Guidance paragraph above.

'''Guidance.''' A local jurisdiction, toll facility operator, or owner of a private road open to public travel using a traffic control device or application under an interim approval that was granted by FHWA either directly or on a statewide basis based on the state’s request should inform the state of the locations of such use.

A local jurisdiction, toll facility operator, or owner of a private road open to public travel that is requesting permission to experiment or permission to use a device or application under an interim approval should first check for any state laws and/or directives covering the application of the MUTCD provisions that might exist in their state.

'''Option.''' A device or application installed under an interim approval may remain in place, under the conditions established in the interim approval, until an official rulemaking action has occurred.

'''Support.''' A diagram indicating the process for incorporating new traffic control devices is shown in Fig. 900.1.10.2.
[[image:900.1.10.2.jpg|center|620px|thumb|<center>'''Fig. 900.1.10.2 Process for Incorporating New Traffic Control Devices into the MUTCD'''</center>]]

For additional information concerning interpretations, experimentation, changes, or interim approvals, visit the [http://mutcd.fhwa.dot.gov MUTCD website].

===900.1.11 Relation to Other Publications (MUTCD Section 1A.11)===

'''Standard.''' To the extent that they are incorporated by specific reference, the latest editions of the following publications, or those editions specifically noted, shall be a part of the EPG 900 articles: ''Standard Highway Signs and Markings'' book (FHWA); and "Color Specifications for Retroreflective Sign and Pavement Marking Materials” (appendix to subpart F of Part 655 of Title 23 of the Code of Federal Regulations).

'''Support.''' The “Standard Highway Signs and Markings” book includes standard alphabets and symbols and arrows for signs and pavement markings.

For information about the publications mentioned in Paragraph 1, visit the [http://mutcd.fhwa.dot.gov Federal Highway Administration’s MUTCD website] or write to the FHWA, 1200 New Jersey Avenue, SE, HOTO, Washington, DC 20590.

Other publications that are useful sources of information with respect to the use of the EPG 900 articles are listed in this paragraph (later editions might also be available as useful sources of information):

1. “AAA School Safety Patrol Operations Manual,” 2006 Edition (American Automobile Association—AAA)

2. “A Policy on Geometric Design of Highways and Streets,” 2004 Edition (American Association of State Highway and Transportation Officials—AASHTO)

3. “Guide for the Development of Bicycle Facilities,” 1999 Edition (AASHTO)

4. “Guide for the Planning, Design, and Operation of Pedestrian Facilities,” 2004 Edition (AASHTO)

5. “Guide to Metric Conversion,” 1993 Edition (AASHTO)

6. “Guidelines for the Selection of Supplemental Guide Signs for Traffic Generators Adjacent to Freeways,” 4th Edition/Guide Signs, Part II: Guidelines for Airport Guide Signing/Guide Signs, Part III: List of Control Cities for Use in Guide Signs on Interstate Highways,” Item Code: GSGLC-4, 2001 Edition (AASHTO)

7. “Roadside Design Guide,” 2006 Edition (AASHTO)

8. “Standard Specifications for Movable Highway Bridges,” 1988 Edition (AASHTO)

9. “Traffic Engineering Metric Conversion Folders—Addendum to the Guide to Metric Conversion,” 1993 Edition (AASHTO)

10. “2009 AREMA Communications & Signals Manual,” (American Railway Engineering & Maintenance-of-Way Association—AREMA)

11. “Changeable Message Sign Operation and Messaging Handbook (FHWA-OP-03-070),” 2004 Edition (Federal Highway Administration—FHWA)

12. “Designing Sidewalks and Trails for Access—Part 2—Best Practices Design Guide (FHWA-EP-01-027),” 2001 Edition (FHWA)

13. “Federal-Aid Highway Program Guidance on High Occupancy Vehicle (HOV) Lanes,” 2001 (FHWA)

14. “Maintaining Traffic Sign Retroreflectivity,” 2007 Edition (FHWA)

15. “Railroad-Highway Grade Crossing Handbook—Revised Second Edition (FHWA-SA-07-010),” 2007 Edition (FHWA)

16. “Ramp Management and Control Handbook (FHWA-HOP-06-001),” 2006 Edition (FHWA)

17. “Roundabouts-An Informational Guide (FHWA-RD-00-067),” 2000 Edition (FHWA)

18. “Signal Timing Manual (FHWA-HOP-08-024),” 2008 Edition (FHWA)

19. “Signalized Intersections: an Informational Guide (FHWA-HRT-04-091),” 2004 Edition (FHWA)

20. “Travel Better, Travel Longer: A Pocket Guide to Improving Traffic Control and Mobility for Our Older Population (FHWA-OP-03-098),” 2003 Edition (FHWA)

21. “Practice for Roadway Lighting,” RP-8, 2001 (Illuminating Engineering Society—IES)

22. “Safety Guide for the Prevention of Radio Frequency Radiation Hazards in the Use of Commercial Electric Detonators (Blasting Caps),” Safety Library Publication No. 20, July 2001 Edition (Institute of Makers of Explosives)

23. “American National Standard for High-Visibility Public Safety Vests,” (ANSI/ISEA 207-2006), 2006 Edition (International Safety Equipment Association—ISEA)

24. “American National Standard for High-Visibility Safety Apparel and Headwear,” (ANSI/ISEA 107-2004), 2004 Edition (ISEA)

25. “Manual of Traffic Signal Design,” 1998 Edition (Institute of Transportation Engineers—ITE)

26. “Manual of Transportation Engineering Studies,” 1994 Edition (ITE)

27. “Pedestrian Traffic Control Signal Indications,” Part 1—1985 Edition; Part 2 (LED Pedestrian Traffic Signal Modules)—2004 Edition (ITE)

28. “Preemption of Traffic Signals Near Railroad Crossings,” 2006 Edition (ITE)

29. “Purchase Specification for Flashing and Steady Burn Warning Lights,” 1981 Edition (ITE)

30. “Traffic Control Devices Handbook,” 2001 Edition (ITE)

31. “Traffic Detector Handbook,” 1991 Edition (ITE)

32. “Traffic Engineering Handbook,” 2009 Edition (ITE)

33. “Traffic Signal Lamps,” 1980 Edition (ITE)

34. “Vehicle Traffic Control Signal Heads,” Part 1—1985 Edition; Part 2 (LED Circular Signal Supplement)—2005 Edition; Part 3 (LED Vehicular Arrow Traffic Signal Supplement)—2004 Edition (ITE)

35. “Uniform Vehicle Code (UVC) and Model Traffic Ordinance,” 2000 Edition (National Committee on Uniform Traffic Laws and Ordinances—NCUTLO)

36. “NEMA Standards Publication TS 4-2005 Hardware Standards for Dynamic Message Signs (DMS) With NTCIP Requirements,” 2005 Edition (National Electrical Manufacturers Association—NEMA)

37. “Occupational Safety and Health Administration Regulations (Standards - 29 CFR), General Safety and Health Provisions - 1926.20,” amended June 30, 1993 (Occupational Safety and Health Administration—OSHA)

38. “Accessible Pedestrian Signals—A Guide to Best Practices (NCHRP Web-Only Document 117A),” 2008 Edition (Transportation Research Board—TRB)

39. “Guidelines for Accessible Pedestrian Signals (NCHRP Web-Only Document 117B),” 2008 Edition (TRB)

40. “Highway Capacity Manual,” 2000 Edition (TRB)

41. “Recommended Procedures for the Safety Performance Evaluation of Highway Features,” (NCHRP Report 350), 1993 Edition (TRB)

42. “The Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG),” July 1998 Edition (The U.S. Access Board)

===900.1.12 Color Code (MUTCD Section 1A.12)===

'''Support.''' The following color code establishes general meanings for 11 colors of a total of 13 colors that have been identified as being appropriate for use in conveying traffic control information. Tolerance limits for each color are contained in 23 CFR Part 655, Appendix to Subpart F and are available at the [http://mutcd.fhwa.dot.gov Federal Highway Administration’s MUTCD website] or by writing to the FHWA, Office of Safety Research and Development (HRD-T-301), 6300 Georgetown Pike, McLean, VA 22101.

The two colors for which general meanings have not yet been assigned are being reserved for future applications that will be determined only by FHWA after consultation with the states, the engineering community, and the general public. The meanings described in this article are of a general nature. More specific assignments of colors are given in the individual EPG 900 articles relating to each class of devices.

'''Standard.''' The general meaning of the 13 colors shall be as follows:

A. Black—regulation

B. Blue—road user services guidance, tourist information, and evacuation route

C. Brown—recreational and cultural interest area guidance

D. Coral—unassigned

E. Fluorescent Pink—incident management

F. Fluorescent Yellow-Green—pedestrian warning, bicycle warning, playground warning, school bus and school warning

G. Green—indicated movements permitted, direction guidance

H. Light Blue—unassigned

I. Orange—temporary traffic control

J. Purple—lanes restricted to use only by vehicles with registered electronic toll collection (ETC) accounts

K. Red—stop or prohibition

L. White—regulation

M. Yellow—warning

===900.1.13 Definitions of Headings, Words and Phrases in the EPG 900 articles (MUTCD Section 1A.13)===

'''Standard.''' When used, the text headings of Standard, Guidance, Option, and Support shall be defined as follows:

'''A. Standard''' — a statement of required, mandatory, or specifically prohibitive practice regarding a traffic control device. All Standard statements are labeled, and the text appears in bold type. The verb “shall” is typically used. The verbs “should” and “may” are not used in Standard statements. Standard statements are sometimes modified by Options.

'''B. Guidance''' — a statement of recommended, but not mandatory, practice in typical situations, with deviations allowed if engineering judgment or engineering study indicates the deviation to be appropriate. All Guidance statements are labeled, and the text appears in unbold type. The verb “should” is typically used. The verbs “shall” and “may” are not used in Guidance statements. Guidance statements are sometimes modified by Options.

'''C. Option''' — a statement of practice that is a permissive condition and carries no requirement or recommendation. Option statements sometime contain allowable modifications to a Standard or Guidance statement. All Option statements are labeled, and the text appears in unbold type. The verb “may” is typically used. The verbs “shall” and “should” are not used in Option statements.

'''D. Support''' — an informational statement that does not convey any degree of mandate, recommendation, authorization, prohibition, or enforceable condition. Support statements are labeled, and the text appears in unbold type. The verbs “shall,” “should,” and “may” are not used in Support statements.

Unless otherwise defined, words or phrases shall have the meaning(s) as defined in the most recent editions of the “Uniform Vehicle Code,” “AASHTO Transportation Glossary (Highway Definitions),” and other publications mentioned in EPG 900.1.11.

The following words and phrases shall have the following meanings:

'''Accessible Pedestrian Signal''' — a device that communicates information about pedestrian signal timing in non-visual format such as audible tones, speech messages, and/or vibrating surfaces.

'''Accessible Pedestrian Signal Detector''' — a device designated to assist the pedestrian who has visual or physical disabilities in activating the pedestrian phase.

'''Active Grade Crossing Warning System''' — the flashing-light signals, with or without warning gates, together with the necessary control equipment used to inform road users of the approach or presence of rail traffic at grade crossings.

'''Actuated Operation''' — a type of traffic control signal operation in which some or all signal phases are operated on the basis of actuation.

'''Actuation''' — initiation of a change in or extension of a traffic signal phase through the operation of any type of detector.

'''Advance Preemption''' — the notification of approaching rail traffic that is forwarded to the highway traffic signal controller unit or assembly by the railroad or light rail transit equipment in advance of the activation of the railroad or light rail transit warning devices.

'''Advance Preemption Time''' — the period of time that is the difference between the required maximum highway traffic signal preemption time and the activation of the railroad or light rail transit warning devices.

'''Advisory Speed''' — a recommended speed for all vehicles operating on a section of highway and based on the highway design, operating characteristics, and conditions.

'''Alley''' — a street or highway intended to provide access to the rear or side of lots or buildings in urban areas and not intended for the purpose of through vehicular traffic.

'''Altered Speed Zone''' — a speed limit, other than a statutory speed limit that is based upon an engineering study.

'''Approach''' — all lanes of traffic moving toward an intersection or a midblock location from one direction, including any adjacent parking lane(s).

'''Arterial Highway (Street)''' — a general term denoting a highway primarily used by through traffic, usually on a continuous route or a highway designated as part of an arterial system.

'''Average Annual Daily Traffic (AADT)''' — the total volume of traffic passing a point or segment of a highway facility in both directions for one year divided by the number of days in the year. Normally, periodic daily traffic volumes are adjusted for hours of the day counted, days of the week, and seasons of the year to arrive at average annual daily traffic.

'''Average Daily Traffic (ADT)''' — the average 24 hour volume, being the total volume during a stated period divided by the number of days in that period. Normally, this would be periodic daily traffic volumes over several days, not adjusted for days of the week or seasons of the year.

'''Average Day''' — a day representing traffic volumes normally and repeatedly found at a location, typically a weekday when volumes are influenced by employment or a weekend day when volumes are influenced by entertainment or recreation.

'''Backplate''' — see Signal Backplate.

'''Barrier-Separated Lane''' — a preferential lane or other special purpose lane that is separated from the adjacent general-purpose lane(s) by a physical barrier.

'''Beacon''' — a highway traffic signal with one or more signal sections that operates in a flashing mode.

'''Bicycle''' — a pedal-powered vehicle upon which the human operator sits.

'''Bicycle Facilities''' — a general term denoting improvements and provisions that accommodate or encourage bicycling, including parking and storage facilities, and shared roadways not specifically defined for bicycle use.

'''Bicycle Lane''' — a portion of a roadway that has been designated for preferential or exclusive use by bicyclists by pavement markings and, if used, signs.
<div id="Bikeway"></div>
'''Bikeway''' — a generic term for any road, street, path, or way that in some manner is specifically designated for bicycle travel, regardless of whether such facilities are designated for the exclusive use of bicycles or are to be shared with other transportation modes.

'''Buffer-Separated Lane''' — a preferential lane or other special purpose lane that is separated from the adjacent general-purpose lane(s) by a pattern of standard longitudinal pavement markings that is wider than a normal or wide lane line marking. The buffer area might include rumble strips, textured pavement, or channelizing devices such as tubular markers or traversable curbs, but does not include a physical barrier.

'''Cantilevered Signal Structure''' — a structure, also referred to as a mast arm, that is rigidly attached to a vertical pole and is used to provide overhead support of highway traffic signal faces or grade crossing signal units.

'''Centerline Markings''' — the yellow pavement marking line(s) that delineates the separation of traffic lanes that have opposite directions of travel on a roadway. These markings need not be at the geometrical center of the pavement.

'''Changeable Message Sign''' — a sign that is capable of displaying more than one message (one of which might be a “blank” display), changeable manually, by remote control, or by automatic control. Electronic-display changeable message signs are referred to as Dynamic Message Signs in the National Intelligent Transportation Systems (ITS) Architecture and are referred to as Variable Message Signs in the National Electrical Manufacturers Association (NEMA) standards publication.

'''Channelizing Line Markings''' — a wide or double solid white line used to form islands where traffic in the same direction of travel is permitted on both sides of the island.

'''Circular Intersection''' — an intersection that has an island, generally circular in design, located in the center of the intersection where traffic passes to the right of the island. Circular intersections include roundabouts, rotaries, and traffic circles.

'''Circulatory Roadway''' — the roadway within a circular intersection on which traffic travels in a counterclockwise direction around an island in the center of the circular intersection.

'''Clear Storage Distance''' — when referencing rail and light rail transit grade crossings, the distance available for vehicle storage measured between 6 ft. from the rail nearest the intersection to the intersection stop line or the normal stopping point on the highway. At skewed grade crossings and intersections, the 6 ft. distance shall be measured perpendicular to the nearest rail either along the center line or edge line of the highway, as appropriate, to obtain the shorter distance. Where exit gates are used, the distance available for vehicle storage is measured from the point where the rear of the vehicle would be clear of the exit gate arm. In cases where the exit gate arm is parallel to the track(s) and is not perpendicular to the highway, the distance is measured either along the center line or edge line of the highway, as appropriate, to obtain the shorter distance.

'''Clear Zone''' — the total roadside border area, starting at the edge of the traveled way, that is available for an errant driver to stop or regain control of a vehicle. This area might consist of a shoulder, a recoverable slope, and/or a non-recoverable, traversable slope with a clear run-out area at its toe.

'''Collector Highway''' — a term denoting a highway that in rural areas connects small towns and local highways to arterial highways, and in urban areas provides land access and traffic circulation within residential, commercial, and business areas and connects local highways to the arterial highways.

'''Concurrent Flow Preferential Lane''' — a preferential lane that is operated in the same direction as the adjacent mixed flow lanes, separated from the adjacent general-purpose freeway lanes by a standard lane stripe, painted buffer or barrier.

'''Conflict Monitor''' — a device used to detect and respond to improper or conflicting signal indications and improper operating voltages in a traffic controller assembly.

'''Constant Warning Time Detection''' — a means of detecting rail traffic that provides relatively uniform warning time for the approach of trains or light rail transit traffic that are not accelerating or decelerating after being detected.

'''Contiguous Lane''' — a lane, preferential or otherwise, that is separated from the adjacent lane(s) only by a normal or wide lane line marking.

'''Controller Assembly''' — a complete electrical device mounted in a cabinet for controlling the operation of a highway traffic signal.

'''Controller Unit''' — that part of a controller assembly that is devoted to the selection and timing of the display of signal indications.

'''Conventional Road''' — a street or highway other than a low-volume road, (as defined below), expressway or freeway.

'''Counter-Flow Lane''' — a lane operating in a direction opposite to the normal flow of traffic designated for peak direction of travel during at least a portion of the day. Counter-flow lanes are usually separated from the off-peak direction lanes by tubular markers or other flexible channelizing devices, temporary lane separators, or movable or permanent barrier.

'''Crashworthy''' — a characteristic of a roadside appurtenance that has been successfully crash tested in accordance with a national standard such as the National Cooperative Highway Research Program Report 350, “Recommended Procedures for the Safety Performance Evaluation of Highway Features.”

'''Crosswalk''' — (a) that part of a roadway at an intersection included within the connections of the lateral lines of the sidewalks on opposite sides of the highway measured from the curbs or in the absence of curbs, from the edges of the traversable roadway, and in the absence of a sidewalk on one side of the roadway, the part of a roadway included within the extension of the lateral lines of the sidewalk at right angles to the center line; (b) any portion of a roadway at an intersection or elsewhere distinctly indicated as a pedestrian crossing by pavement marking lines on the surface, which might be supplemented by contrasting pavement texture, style, or color.

'''Crosswalk Lines''' — white pavement marking lines that identify a crosswalk.

'''Cycle Length''' — the time required for one complete sequence of signal indications.

'''Dark Mode''' — the lack of all signal indications at a signalized location. (The dark mode is most commonly associated with power failures, ramp meters, hybrid beacons, beacons and some movable bridge signals.)

'''Delineator''' — a retroreflective device mounted on the roadway surface or at the side of the roadway in a series to indicate the alignment of the roadway, especially at night or in adverse weather.

'''Design Vehicle''' — the longest vehicle permitted by statute of the road authority (state or other) on that roadway.

'''Designated Bicycle Route''' — a system of bikeways designated by the jurisdiction having authority with appropriate directional and informational route signs, with or without specific bicycle route numbers.

'''Detectable''' — having a continuous edge within 6 inches of the surface so that pedestrians who have visual disabilities can sense its presence and receive usable guidance information.

'''Detector''' — a device used for determining the presence or passage of vehicles or pedestrians.

'''Downstream''' — a term that refers to a location that is encountered by traffic subsequent to an upstream location as it flows in an “upstream to downstream” direction. For example, “the downstream end of a lane line separating the turn lane from a through lane on the approach to an intersection” is the end of the lane line that is closest to the intersection.

'''Dropped Lane''' — a through lane that becomes a mandatory turn lane on a conventional roadway, or a through lane that becomes a mandatory exit lane on a freeway or expressway. The end of an acceleration lane and reductions in the number of through lanes that do not involve a mandatory turn or exit are not considered dropped lanes.

'''Dual-Arrow Signal Section''' — a type of signal section designed to include both a yellow arrow and a green arrow.

'''Dynamic Envelope''' — the clearance required for light rail transit traffic or a train and its cargo overhang due to any combination of loading, lateral motion, or suspension failure (see Figure 8B-8).

'''Dynamic Exit Gate Operating Mode''' — a mode of operation where the exit gate operation is based on the presence of vehicles within the minimum track clearance distance.

'''Edgeline Markings''' — white or yellow pavement marking lines that delineate the right or left edge(s) of a traveled way.

'''Electronic Toll Collection (ETC)''' — a system for automated collection of tolls from moving or stopped vehicles through wireless technologies such as radio-frequency communication or optical scanning. ETC systems are classified as one of the following: (1) systems that require users to have registered toll accounts, with the use of equipment inside or on the exterior of vehicles, such as a transponder or barcode decal, that communicates with or is detected by roadside or overhead receiving equipment, or with the use of license plate optical scanning, to automatically deduct the toll from the registered user account, or (2) systems that do not require users to have registered toll accounts because vehicle license plates are optically scanned and invoices for the toll amount are sent through postal mail to the address of the vehicle owner.

'''Electronic Toll Collection (ETC) Account Only Lane''' — a non-attended toll lane that is restricted to use only by vehicles with a registered toll payment account.

'''Emergency-Vehicle Hybrid Beacon''' — a special type of hybrid beacon used to warn and control traffic at an unsignalized location to assist authorized emergency vehicles in entering or crossing a street or highway.

'''Emergency-Vehicle Traffic Control Signal''' — a special traffic control signal that assigns the right of way to an authorized emergency vehicle.

'''End-of-Roadway Marker''' — a device used to warn and alert road users of the end of a roadway in other than temporary traffic control zones.
<div id="Engineering Judgment"></div>

'''Engineering Judgment''' — the evaluation of available pertinent information, and the application of appropriate principles, provisions, and practices as contained in the EPG and other sources, for the purpose of deciding upon the applicability, design, operation, or installation of a traffic control device. Engineering judgment shall be exercised by an engineer, or by an individual working under the supervision of an engineer, through the application of procedures and criteria established by the engineer. Documentation of engineering judgment is not required.
<div id="Engineering Study"></div>

'''Engineering Study''' — the comprehensive analysis and evaluation of available pertinent information, and the application of appropriate principles, provisions, and practices as contained in the Engineering Policy Guide and other sources, for the purpose of deciding upon the applicability, design, operation, or installation of a traffic control device. An engineering study shall be performed by an engineer, or by an individual working under the supervision of an engineer, through the application of procedures and criteria established by the engineer. An engineering study shall be documented.

'''Entrance Gate''' — an automatic gate that can be lowered across the lanes approaching a grade crossing to block road users from entering the grade crossing.

'''Exit Gate''' — an automatic gate that can be lowered across the lanes departing a grade crossing to block road users from entering the grade crossing by driving in the opposing traffic lanes.

'''Exit Gate Clearance Time''' — for Four-Quadrant Gate systems at grade crossings, the amount of time provided to delay the descent of the exit gate arm(s) after entrance gate arm(s) begin to descend.

'''Exit Gate Operating Mode''' — for Four-Quadrant Gate systems at grade crossings, the mode of control used to govern the operation of the exit gate arms.

'''Expressway''' — a divided highway with partial control of access.

'''Flagger''' — a person who actively controls the flow of vehicular traffic into and/or through a temporary traffic control zone using hand-signaling devices or an Automated Flagger Assistance Device (AFAD).

'''Flasher''' — a device used to turn highway traffic signal indications on and off at a repetitive rate of approximately once per second.

'''Flashing''' — an operation in which a light source, such as a traffic signal indication, is turned on and off repetitively.

'''Flashing-Light Signals''' — a warning device consisting of two red signal indications arranged horizontally that are activated to flash alternately when rail traffic is approaching or present at a grade crossing.

'''Flashing Mode''' — a mode of operation in which at least one traffic signal indication in each vehicular signal face of a highway traffic signal is turned on and off repetitively.

'''Freeway''' — a divided highway with full control of access.

'''Full-Actuated Operation''' — a type of traffic control signal operation in which all signal phases function on the basis of actuation.

'''Gate''' — an automatically-operated or manually-operated traffic control device that is used to physically obstruct road users such that they are discouraged from proceeding past a particular point on a roadway or pathway, or such that they are discouraged from entering a particular grade crossing, ramp, lane, roadway, or facility.

'''Grade Crossing''' — the general area where a highway and a railroad and/or light rail transit route cross at the same level, within which are included the tracks, highway, and traffic control devices for traffic traversing that area.

'''Guide Sign''' — a sign that shows route designations, destinations, directions, distances, services, points of interest, or other geographical, recreational, or cultural information.

'''High-Occupancy Vehicle (HOV)''' — a motor vehicle carrying at least two or more persons, including carpools, vanpools, and buses.
<div id="Highway"></div>
'''Highway''' — a general term for denoting a public way for purposes of vehicular travel, including the entire area within the right-of-way.

'''Highway-Light Rail Transit Grade Crossing''' — the general area where a highway and a light rail transit route cross at the same level, within which are included the light rail transit tracks, highway, and traffic control devices for traffic traversing that area.

'''Highway-Rail Grade Crossing''' — the general area where a highway and a railroad cross at the same level, within which are included the railroad tracks, highway, and traffic control devices for highway traffic traversing that area.

'''Highway Traffic Signal''' — a power-operated traffic control device by which traffic is warned or directed to take some specific action. These devices do not include power-operated signs, steadily-illuminated pavement markers, warning lights (see EPG 616.9.2), or steady burning electric lamps.

'''Hybrid Beacon''' — a special type of beacon that is intentionally placed in a dark mode (no indications displayed) between periods of operation and, when operated, displays both steady and flashing traffic control signal indications.

'''Inherently Low Emission Vehicle (ILEV)''' — any kind of vehicle that, because of inherent properties of the fuel system design, will not have significant evaporative emissions, even if its evaporative emission control system has failed.

'''In-Roadway Lights''' — a special type of highway traffic signal installed in the roadway surface to warn road users that they are approaching a condition on or adjacent to the roadway that might not be readily apparent and might require the road users to slow down and/or come to a stop.

'''Interchange''' — a system of interconnecting roadways providing for traffic movement between two or more highways that do not intersect at grade.

'''Interconnection''' — when used in [[643.4 Railroads#643.4.5 Traffic Control for Railroad and Light Rail Transit Grade Crossings|EPG 643.4.5 Traffic Control for Railroad and Light Rail Transit Grade Crossings]], the electrical connection between the railroad or light rail transit active warning system and the highway traffic signal controller assembly for the purpose of preemption.

'''Intermediate Interchange''' — an interchange with an urban or rural route that is not a major or minor interchange as defined in this Section.

'''Intersection''' — is defined as follows:

:(a) The area embraced within the prolongation or connection of the lateral curb lines, or if none, the lateral boundary lines of the roadways of two highways that join one another at, or approximately at, right angles, or the area within which vehicles traveling on different highways that join at any other angle might come into conflict.

:(b) The junction of an alley or driveway with a roadway or highway shall not constitute an intersection, unless the roadway or highway at said junction is controlled by a traffic control device.

:(c) If a highway includes two roadways that are 30 ft. or more apart (see definition of median), then every crossing of each roadway of such divided highway by an intersecting highway shall be a separate intersection.

:(d) If both intersecting highways include two roadways that are 30 feet or more apart, then every crossing of any two roadways of such highways shall be a separate intersection.

:(e) At a location controlled by a traffic control signal, regardless of the distance between the separate intersections as defined in (c) and (d) above:

::(1) If a stop line, yield line, or crosswalk has not been designated on the roadway (within the median) between the separate intersections, the two intersections and the roadway (median) between them shall be considered as one intersection;

::(2) Where a stop line, yield line, or crosswalk is designated on the roadway on the intersection approach, the area within the crosswalk and/or beyond the designated stop line or yield line shall be part of the intersection; and

::(3) Where a crosswalk is designated on a roadway on the departure from the intersection, the intersection shall include the area extending to the far side of such crosswalk.

'''Intersection Control Beacon''' — a beacon used only at an intersection to control two or more directions of travel.

'''Interval''' — the part of a signal cycle during which signal indications do not change.

'''Interval Sequence''' — the order of appearance of signal indications during successive intervals of a signal cycle.

'''Island''' — a defined area between traffic lanes for control of vehicular movements, for toll collection, or for pedestrian refuge. It includes all end protection and approach treatments. Within an intersection area, a median or an outer separation is considered to be an island.

'''Lane Drop''' — see Dropped Lane.

'''Lane Line Markings''' — white pavement marking lines that delineate the separation of traffic lanes that have the same direction of travel on a roadway.

'''Lane-Use Control Signal''' — a signal face displaying indications to permit or prohibit the use of specific lanes of a roadway or to indicate the impending prohibition of such use.

'''Legend''' — see Sign Legend.

'''Lens''' — see Signal Lens.

'''Light Rail Transit Traffic (Light Rail Transit Equipment)''' — every device in, upon, or by which any person or property can be transported on light rail transit tracks, including single-unit light rail transit cars (such as streetcars and trolleys) and assemblies of multiple light rail transit cars coupled together.

'''Locomotive Horn''' — an air horn, steam whistle, or similar audible warning device (see 49 CFR Part 229.129) mounted on a locomotive or control cab car. The terms “locomotive horn,” “train whistle,” “locomotive whistle,” and “train horn” are used interchangeably in the railroad industry.

'''Logo''' — a distinctive emblem or trademark that identifies a commercial business and/or the product or service offered by the business.

'''Longitudinal Markings''' — pavement markings that are generally placed parallel and adjacent to the flow of traffic such as lane lines, center lines, edge lines, channelizing lines, and others.

'''Louver''' — see Signal Louver.

'''Low-volume road''' - shall be defined as follows:

:A. A low-volume road shall be a facility lying outside of built-up areas of cities, towns, and communities, and it shall have a traffic volume of less than 400 AADT.

:B. A low-volume road shall not be a freeway, an expressway, an interchange ramp, a freeway service road, a road on a designated state highway system, or a residential street in a neighborhood. In terms of highway classification, it shall be a variation of a conventional road or a special purpose road as defined in EPG 900.1.13 .

:C. A low-volume road shall be classified as either paved or unpaved.

'''Major Interchange''' — an interchange with another freeway or expressway, or an interchange with a high-volume multi-lane highway, principal urban arterial, or major rural route where the interchanging traffic is heavy or includes many road users unfamiliar with the area.

'''Major Street''' — the street normally carrying the higher volume of vehicular traffic.

'''Malfunction Management Unit''' — same as Conflict Monitor.

'''Maximum Highway Traffic Signal Preemption Time''' — the maximum amount of time needed following initiation of the preemption sequence for the highway traffic signals to complete the timing of the right-of-way transfer time, queue clearance time, and separation time.

'''Median''' — the area between two roadways of a divided highway measured from edge of traveled way to edge of traveled way. The median excludes turn lanes. The median width might be different between intersections, interchanges, and at opposite approaches of the same intersection.

'''Minimum Track Clearance Distance''' — for standard two-quadrant warning devices, the minimum track clearance distance is the length along a highway at one or more railroad or light rail transit tracks, measured from the highway stop line, warning device, or 12 ft. perpendicular to the track center line, to 6 ft. beyond the track(s) measured perpendicular to the far rail, along the center line or edge line of the highway, as appropriate, to obtain the longer distance. For Four-Quadrant Gate systems, the minimum track clearance distance is the length along a highway at one or more railroad or light rail transit tracks, measured either from the highway stop line or entrance warning device, to the point where the rear of the vehicle would be clear of the exit gate arm. In cases where the exit gate arm is parallel to the track(s) and is not perpendicular to the highway, the distance is measured either along the center line or edge line of the highway, as appropriate, to obtain the longer distance.

'''Minimum Warning Time''' — when referencing rail and light rail transit grade crossings, the least amount of time active warning devices shall operate prior to the arrival of rail traffic at a grade crossing.

'''Minor Interchange''' — an interchange where traffic is local and very light, such as interchanges with land service access roads. Where the sum of the exit volumes is estimated to be lower than 100 vehicles per day in the design year, the interchange is classified as local.

'''Minor Street''' — the street normally carrying the lower volume of vehicular traffic.

'''Movable Bridge Resistance Gate''' — a type of traffic gate, which is located downstream of the movable bridge warning gate, that provides a physical deterrent to vehicle and/or pedestrian traffic when placed in the appropriate position.

'''Movable Bridge Signal''' — a highway traffic signal installed at a movable bridge to notify traffic to stop during periods when the roadway is closed to allow the bridge to open.

'''Movable Bridge Warning Gate''' — a type of traffic gate designed to warn, but not primarily to block, vehicle and/or pedestrian traffic when placed in the appropriate position.

'''Multi-Lane''' — more than one lane moving in the same direction. A multi-lane street, highway, or roadway has a basic cross-section comprised of two or more through lanes in one or both directions. A multi-lane approach has two or more lanes moving toward the intersection, including turning lanes.

'''Neutral Area''' — the paved area between the channelizing lines separating an entrance or exit ramp or a channelized turn lane or channelized entering lane from the adjacent through lane(s).

'''Object Marker''' — a device used to mark obstructions within or adjacent to the roadway.

'''Occupancy Requirement''' — any restriction that regulates the use of a facility or one or more lanes of a facility for any period of the day based on a specified number of persons in a vehicle.

'''Occupant''' — a person driving or riding in a car, truck, bus, or other vehicle.

'''Opposing Traffic''' — vehicles that are traveling in the opposite direction. At an intersection, vehicles entering from an approach that is approximately straight ahead would be considered to be opposing traffic, but vehicles entering from approaches on the left or right would not be considered to be opposing traffic.
<div id="Overhead Sign"></div>
'''Overhead Sign''' — a sign that is placed such that a portion or the entirety of the sign or its support is directly above the roadway, median or shoulder. Typical installations include signs placed on cantilever arms that extend over the roadway or shoulder, on sign support structures that span the entire width of the pavement, on mast arms or span wires that also support traffic control signals, and on highway bridges that cross over the roadway.

'''Parking Area''' — a parking lot or parking garage that is separated from a roadway. Parallel or angle parking spaces along a roadway are not considered a parking area.

'''Passive Grade Crossing''' — a grade crossing where none of the automatic traffic control devices associated with an Active Grade Crossing Warning System are present and at which the traffic control devices consist entirely of signs and/or markings.

'''Pathway''' — a general term denoting a public way for purposes of travel by authorized users outside the traveled way and physically separated from the roadway by an open space or barrier and either within the highway right-of-way or within an independent alignment. Pathways include shared-use paths, but do not include sidewalks.

'''Pathway Grade Crossing''' — the general area where a pathway and railroad or light rail transit tracks cross at the same level, within which are included the tracks, pathway, and traffic control devices for pathway traffic traversing that area.

'''Paved''' — a bituminous surface treatment, mixed bituminous concrete, or Portland cement concrete roadway surface that has both a structural (weight bearing) and a sealing purpose for the roadway.

'''Pedestrian''' — a person on foot, in a wheelchair, on skates, or on a skateboard.

'''Pedestrian Change Interval''' — an interval during which the flashing UPRAISED HAND (symbolizing DONT WALK) signal indication is displayed.

'''Pedestrian Clearance Time''' — the time provided for a pedestrian crossing in a crosswalk, after leaving the curb or shoulder, to travel to the far side of the traveled way or to a median.
<div id="Pedestrian Facility"></div>
'''Pedestrian Facilities''' — a general term denoting improvements and provisions made to accommodate or encourage walking.

'''Pedestrian Hybrid Beacon''' — a special type of hybrid beacon used to warn and control traffic at an unsignalized location to assist pedestrians in crossing a street or highway at a marked crosswalk.

'''Pedestrian Signal Head''' — a signal head, which contains the symbols WALKING PERSON (symbolizing WALK) and UPRAISED HAND (symbolizing DONT WALK), that is installed to direct pedestrian traffic at a traffic control signal.

'''Permissive Mode''' — a mode of traffic control signal operation in which left or right turns are permitted to be made after yielding to pedestrians, if any, and/or opposing traffic, if any. When a CIRCULAR GREEN signal indication is displayed, both left and right turns are permitted unless otherwise prohibited by another traffic control device. When a flashing YELLOW ARROW or flashing RED ARROW signal indication is displayed, the turn indicated by the arrow is permitted.

'''Physical Gore''' — a longitudinal point where a physical barrier or the lack of a paved surface inhibits road users from crossing from a ramp or channelized turn lane or channelized entering lane to the adjacent through lane(s) or vice versa.

'''Pictograph''' — a pictorial representation used to identify a governmental jurisdiction, an area of jurisdiction, a governmental agency, a military base or branch of service, a governmental-approved university or college, a toll payment system or a government-approved institution.

'''Plaque''' — a traffic control device intended to communicate specific information to road users through a word, symbol, or arrow legend that is placed immediately adjacent to a sign to supplement the message on the sign. The difference between a plaque and a sign is that a plaque cannot be used alone. The designation for a plaque includes a “P” suffix.

'''Platoon''' — a group of vehicles or pedestrians traveling together as a group, either voluntarily or involuntarily, because of traffic signal controls, geometrics or other factors.

'''Portable Traffic Control Signal''' — a temporary traffic control signal that is designed so that it can be easily transported and reused at different locations.

'''Post-Mounted Sign''' — a sign that is placed to the side of the roadway such that no portion of the sign or its support is directly above the roadway or shoulder.

'''Posted Speed Limit''' — a speed limit determined by law or regulation and displayed on Speed Limit signs.

'''Preemption''' — the transfer of normal operation of a traffic control signal to a special control mode of operation.

'''Preferential Lane''' — a highway lane reserved for the exclusive use of one or more specific types of vehicles or vehicles with at least a specific number of occupants.

'''Pre-Signal''' — traffic control signal faces that control traffic approaching a grade crossing in conjunction with the traffic control signal faces that control traffic approaching a highway-highway intersection beyond the tracks. Supplemental near-side traffic control signal faces for the highway-highway intersection are not considered pre-signals. Pre-signals are typically used where the clear storage distance is insufficient to store one or more design vehicles.

'''Pretimed Operation''' — a type of traffic control signal operation in which none of the signal phases function on the basis of actuation.

'''Primary Signal Face''' — one of the required or recommended minimum number of signal faces for a given approach or separate turning movement, but not including near-side signal faces required as a result of the far-side signal faces exceeding the maximum distance from the stop line.

'''Principal Legend''' — place names, street names, and route numbers placed on guide signs.

'''Priority Control''' — a means by which the assignment of right-of-way is obtained or modified.

<div id="Private Road Open to Public Travel"></div>
'''Private Road Open to Public Travel''' — private toll roads and roads (including any adjacent sidewalks that generally run parallel to the road) within shopping centers, airports, sports arenas, and other similar business and/or recreation facilities that are privately owned, but where the public is allowed to travel without access restrictions. Roads within private gated properties (except for gated toll roads) where access is restricted at all times, parking areas, driving aisles within parking areas, and private grade crossings shall not be included in this definition.

'''Protected Mode''' — a mode of traffic control signal operation in which left or right turns are permitted to be made when a left or right GREEN ARROW signal indication is displayed.

'''Public Road''' — any road, street, or similar facility under the jurisdiction of and maintained by a public agency and open to public travel.

'''Pushbutton''' — a button to activate a device or signal timing for pedestrians, bicyclists, or other road users.

'''Pushbutton Information Message''' — a recorded message that can be actuated by pressing a pushbutton when the walk interval is not timing and that provides the name of the street that the crosswalk associated with that particular pushbutton crosses and can also provide other information about the intersection signalization or geometry.

'''Pushbutton Locator Tone''' — a repeating sound that informs approaching pedestrians that a pushbutton exists to actuate pedestrian timing or receive additional information and that enables pedestrians who have visual disabilities to locate the pushbutton.

'''Queue Clearance Time''' — when referencing rail and light rail transit grade crossings, the time required for the design vehicle of maximum length stopped just inside the minimum track clearance distance to start up and move through and clear the entire minimum track clearance distance. If pre-signals are present, this time shall be long enough to allow the vehicle to move through the intersection, or to clear the tracks if there is sufficient clear storage distance. If a Four-Quadrant Gate system is present, this time shall be long enough to permit the exit gate arm to lower after the design vehicle is clear of the minimum track clearance distance.

'''Quiet Zone''' — a segment of a rail line, with one or a number of consecutive public highway-rail grade crossings at which locomotive horns are not routinely sounded per 49 CFR Part 222.

'''Rail Traffic''' — every device in, upon, or by which any person or property can be transported on rails or tracks and to which all other traffic must yield the right of way by law at grade crossings, including trains, one or more locomotives coupled (with or without cars), other railroad equipment, and light rail transit operating in exclusive or semi-exclusive alignments. Light rail transit operating in a mixed-use alignment, to which other traffic is not required to yield the right of way by law, is a vehicle and is not considered to be rail traffic.

'''Raised Pavement Marker''' — a device mounted on or in a road surface that has a height generally not exceeding approximately 1 in. above the road surface for a permanent marker, or not exceeding approximately 2 in. above the road surface for a temporary flexible marker, and that is intended to be used as a positioning guide and/or to supplement or substitute for pavement markings.

'''Ramp Control Signal''' — a highway traffic signal installed to control the flow of traffic onto a freeway at an entrance ramp or at a freeway-to-freeway ramp connection.

'''Ramp Meter''' — see Ramp Control Signal.

'''Red Clearance Interval''' — an interval that follows a yellow change interval and precedes the next conflicting green interval.

'''Regulatory Sign''' — a sign that gives notice to road users of traffic laws or regulations.

'''Retroreflectivity''' — a property of a surface that allows a large portion of the light coming from a point source to be returned directly back to a point near its origin.

'''Right of Way (Assignment)''' — the permitting of vehicles and/or pedestrians to proceed in a lawful manner in preference to other vehicles or pedestrians by the display of a sign or signal indications.

'''Right of Way Transfer Time''' — when used in [[643.4 Railroads#643.4.5 Traffic Control for Railroad and Light Rail Transit Grade Crossings|EPG 643.4]], the maximum amount of time needed for the worst case condition, prior to display of the track clearance green interval. This includes any railroad or light rail transit or highway traffic signal control equipment time to react to a preemption call, and any traffic control signal green, pedestrian walk and clearance, yellow change, and red clearance intervals for conflicting traffic.

'''Road''' — see Roadway.

'''Road User''' — a vehicle operator, bicyclist, or pedestrian, including persons with disabilities, within the highway or on a private road open to public travel.

'''Roadway''' — that portion of a highway improved, designed, or ordinarily used for vehicular travel and parking lanes, but exclusive of the sidewalk, berm, or shoulder even though such sidewalk, berm, or shoulder is used by persons riding bicycles or other human-powered vehicles. In the event a highway includes two or more separate roadways, the term roadway shall refer to any such roadway separately, but not to all such roadways collectively.

'''Roadway Network''' — a geographical arrangement of intersecting roadways.

'''Roundabout''' — a circular intersection with yield control at entry, which permits a vehicle on the circulatory roadway to proceed, and with deflection of the approaching vehicle counter-clockwise around a central island.

'''Rumble Strip''' — a series of intermittent, narrow, transverse areas of rough-textured, slightly raised, or depressed road surface that extend across the travel lane to alert road users to unusual traffic conditions or are located along the shoulder, along the roadway center line, or within islands formed by pavement markings to alert road users that they are leaving the travel lanes.

'''Rural Highway''' — a type of roadway normally characterized by lower volumes, higher speeds, fewer turning conflicts and less conflict with pedestrians.

'''Safe-Positioned''' — the positioning of emergency vehicles at an incident in a manner that attempts to protect both the responders performing their duties and road users traveling through the incident scene, while minimizing, to the extent practical, disruption of the adjacent traffic flow.

'''School''' — a public or private educational institution recognized by the state education authority for one or more grades K through 12 or as otherwise defined by the state.

'''School Zone''' — a designated roadway segment approaching, adjacent to, and beyond school buildings or grounds, or along which school related activities occur.

'''Semi-Actuated Operation''' — a type of traffic control signal operation in which at least one, but not all, signal phases function on the basis of actuation.

'''Separate Turn Signal Face''' — a signal face that exclusively controls a turn movement and that displays signal indications that are applicable only to the turn movement.

'''Separation Time''' — the component of maximum highway traffic signal preemption time during which the minimum track clearance distance is clear of vehicular traffic prior to the arrival of rail traffic.

'''Shared Roadway''' — a roadway that is officially designated and marked as a bicycle route, but which is open to motor vehicle travel and upon which no bicycle lane is designated.

'''Shared-Use Path''' — a bikeway outside the traveled way and physically separated from motorized vehicular traffic by an open space or barrier and either within the highway right of way or within an independent alignment. Shared-use paths are also used by pedestrians (including skaters, users of manual and motorized wheelchairs, and joggers) and other authorized motorized and non-motorized users.

'''Sidewalk''' — that portion of a street between the curb line, or the lateral line of a roadway, and the adjacent property line or on easements of private property that is paved or improved and intended for use by pedestrians.

'''Sign''' — any traffic control device that is intended to communicate specific information to road users through a word, symbol, and/or arrow legend. Signs do not include highway traffic signals, pavement markings, delineators or channelization devices.

'''Sign Assembly''' — a group of signs, located on the same support(s), that supplement one another in conveying information to road users.

'''Sign Illumination''' — either internal or external lighting that shows similar color by day or night. Street or highway lighting shall not be considered as meeting this definition.

'''Sign Legend''' — all word messages, logos, pictographs and symbol and arrow designs that are intended to convey specific meanings. The border, if any, on a sign is not considered to be a part of the legend.

'''Sign Panel''' — a separate panel or piece of material containing a word, symbol, and/or arrow legend that is affixed to the face of a sign.

'''Signal Backplate''' — a thin strip of material that extends outward from and parallel to a signal face on all sides of a signal housing to provide a background for improved visibility of the signal indications.

'''Signal Coordination''' — the establishment of timed relationships between adjacent traffic control signals.

'''Signal Face''' — an assembly of one or more signal sections that is provided for controlling one or more traffic movements on a single approach.

'''Signal Head''' — an assembly of one or more signal faces that is provided for controlling traffic movements on one or more approaches.

'''Signal Housing''' — that part of a signal section that protects the light source and other required components.

'''Signal Indication''' — the illumination of a signal lens or equivalent device.

'''Signal Lens''' — that part of the signal section that redirects the light coming directly from the light source.

'''Signal Louver''' — a device that can be mounted inside a signal visor to restrict visibility of a signal indication from the side or to limit the visibility of the signal indication to a certain lane or lanes, or to a certain distance from the stop line.

'''Signal Phase''' — the right of way, yellow change, and red clearance intervals in a cycle that are assigned to an independent traffic movement or combination of movements.

'''Signal Section''' — the assembly of a signal housing, signal lens, if any, and light source with necessary components to be used for displaying one signal indication.

'''Signal System''' — two or more traffic control signals operating in signal coordination.

'''Signal Timing''' — the amount of time allocated for the display of a signal indication.

'''Signal Visor''' — that part of a signal section that directs the signal indication specifically to approaching traffic and reduces the effect of direct external light entering the signal lens.

'''Signing''' — individual signs or a group of signs, not necessarily on the same support(s), that supplement one another in conveying information to road users.

'''Simultaneous Preemption''' — notification of approaching rail traffic is forwarded to the highway traffic signal controller unit or assembly and railroad or light rail transit active warning devices at the same time.

'''Special Purpose Road''' — a low-volume, low-speed road that serves recreational areas or resource development activities.

'''Speed''' — speed is defined based on the following classifications:

:(a) Average Speed—the summation of the instantaneous or spot-measured speeds at a specific location of vehicles divided by the number of vehicles observed.

:(b) Design Speed—a selected speed used to determine the various geometric design features of a roadway.

:(c) 85<sup>th</sup>-Percentile Speed—the speed at or below which 85 percent of the motor vehicles travel.

:(d) Operating Speed—a speed at which a typical vehicle or the overall traffic operates. Operating speed might be defined with speed values such as the average, pace, or 85<sup>th</sup>-percentile speeds.

:(e) Pace—the 10 mph speed range representing the speeds of the largest percentage of vehicles in the traffic stream.

'''Speed Limit''' — the maximum (or minimum) speed applicable to a section of highway as established by law or regulation.

'''Speed Limit Sign Beacon''' — a beacon used to supplement a SPEED LIMIT sign.

'''Speed Measurement Markings''' — a white transverse pavement marking placed on the roadway to assist the enforcement of speed regulations.

'''Speed Zone''' — a section of highway with a speed limit that is established by law or regulation, but which might be different from a legislatively specified statutory speed limit.

'''Splitter Island''' — a median island used to separate opposing directions of traffic entering and exiting a roundabout.

'''Station Crossing''' — a pathway grade crossing that is associated with a station platform.

'''Statutory Speed Limit''' — a speed limit established by legislative action that typically is applicable for a particular class of highways with specified design, functional, jurisdictional and/or location characteristics and that is not necessarily displayed on Speed Limit signs.

'''Steady (Steady Mode)''' — the continuous display of a signal indication for the duration of an interval, signal phase, or consecutive signal phases.

'''Stop Beacon''' — a beacon used to supplement a STOP sign, a DO NOT ENTER sign, or a WRONG WAY sign.

'''Stop Line''' — a solid white pavement marking line extending across approach lanes to indicate the point at which a stop is intended or required to be made.
<div id="Street"></div>
'''Street''' — see Highway.

'''Supplemental Signal Face''' — a signal face that is not a primary signal face but which is provided for a given approach or separate turning movement to enhance visibility or conspicuity.

'''Symbol''' — the approved design of a pictorial representation of a specific traffic control message for signs, pavement markings, traffic control signals, or other traffic control devices, as shown in the MUTCD.

'''Temporary Traffic Control Signal''' — a traffic control signal that is installed for a limited time period.

'''Temporary Traffic Control Zone''' — an area of a highway where road user conditions are changed because of a work zone or incident by the use of temporary traffic control devices, flaggers, uniformed law enforcement officers, or other authorized personnel.

'''Theoretical Gore''' — a longitudinal point at the upstream end of a neutral area at an exit ramp or channelized turn lane where the channelizing lines that separate the ramp or channelized turn lane from the adjacent through lane(s) begin to diverge, or a longitudinal point at the downstream end of a neutral area at an entrance ramp or channelized entering lane where the channelizing lines that separate the ramp or channelized entering lane from the adjacent through lane(s) intersect each other.

'''Timed Exit Gate Operating Mode''' — a mode of operation where the exit gate descent at a grade crossing is based on a predetermined time interval.

'''Traffic''' — pedestrians, bicyclists, ridden or herded animals, vehicles, streetcars, and other conveyances either singularly or together while using for purposes of travel any highway or private road open to public travel.

'''Traffic Control Device''' — a sign, signal, marking, or other device used to regulate, warn, or guide traffic, placed on, over, or adjacent to a street, highway, private road open to public travel, pedestrian facility, or shared-use path by authority of a public agency or official having jurisdiction, or, in the case of a private road open to public travel, by authority of the private owner or private official having jurisdiction.

'''Traffic Control Signal (Traffic Signal)''' — any highway traffic signal by which traffic is alternately directed to stop and permitted to proceed.

'''Train''' — one or more locomotives coupled, with or without cars, that operates on rails or tracks and to which all other traffic must yield the right-of-way by law at highway-rail grade crossings.

'''Transverse Markings''' — pavement markings that are generally placed perpendicular and across the flow of traffic such as shoulder markings; word, symbol, and arrow markings; stop lines; crosswalk lines; speed measurement markings; parking space markings; and others.

'''Traveled Way''' — the portion of the roadway for the movement of vehicles, exclusive of the shoulders, berms, sidewalks and parking lanes.

'''Turn Bay''' — a lane for the exclusive use of turning vehicles that is formed on the approach to the location where the turn is to be made. In most cases where turn bays are provided, drivers who desire to turn must move out of a through lane into the newly formed turn bay in order to turn. A through lane that becomes a turn lane is considered to be a dropped lane rather than a turn bay.

'''Upstream''' — a term that refers to a location that is encountered by traffic prior to a downstream location as it flows in an “upstream to downstream” direction. For example, “the upstream end of a lane line separating the turn lane from a through lane on the approach to an intersection” is the end of the line that is furthest from the intersection.

'''Urban Street''' — a type of street normally characterized by relatively low speeds, wide ranges of traffic volumes, narrower lanes, frequent intersections and driveways, significant pedestrian traffic, and more businesses and houses.

'''Vehicle''' — every device in, upon or by which any person or property can be transported or drawn upon a highway, except trains and light rail transit operating in exclusive or semi-exclusive alignments. Light rail transit equipment operating in a mixed-use alignment, to which other traffic is not required to yield the right of way by law, is a vehicle.

'''Vibrotactile Pedestrian Device''' — an accessible pedestrian signal feature that communicates, by touch, information about pedestrian timing using a vibrating surface.

'''Visibility-Limited Signal Face or Visibility-Limited Signal Section''' — a type of signal face or signal section designed (or shielded, hooded, or louvered) to restrict the visibility of a signal indication from the side, to a certain lane or lanes, or to a certain distance from the stop line.

'''Walk Interval''' — an interval during which the WALKING PERSON (symbolizing WALK) signal indication is displayed.

'''Warning Beacon''' — a beacon used only to supplement an appropriate warning or regulatory sign or marker.

'''Warning Light''' — a portable, powered, yellow, lens-directed, enclosed light that is used in a temporary traffic control zone in either a steady burn or a flashing mode.

'''Warning Sign''' — a sign that gives notice to road users of a situation that might not be readily apparent.

'''Warrant''' — a warrant describes a threshold condition based upon average or normal conditions that, if found to be satisfied as part of an engineering study, shall result in analysis of other traffic conditions or factors to determine whether a traffic control device or other improvement is justified. Warrants are not a substitute for engineering judgment. The fact that a warrant for a particular traffic control device is met is not conclusive justification for the installation of the device.

'''Wayside Equipment''' — the signals, switches and/or control devices for railroad or light rail transit operations housed within one or more enclosures located along the railroad or light rail transit right of way and/or on railroad or light rail transit property.

'''Wayside Horn System''' — a stationary horn (or series of horns) located at a grade crossing that is used in conjunction with train-activated or light rail transit-activated warning systems to provide audible warning of approaching rail traffic to road users on the highway or pathway approaches to a grade crossing, either as a supplement or alternative to the sounding of a locomotive horn.

'''Worker''' — a person on foot whose duties place that person within the right of way of a street, highway, or pathway, such as street, highway, or pathway construction and maintenance forces, survey crews, utility crews, responders to incidents within the street, highway, or pathway right of way, and law enforcement personnel when directing traffic, investigating crashes, and handling lane closures, obstructed roadways, and disasters within the right of way of a street, highway or pathway.

'''Wrong-Way Arrow''' — a slender, elongated, white pavement marking arrow placed upstream from the ramp terminus to indicate the correct direction of traffic flow. Wrong-way arrows are intended primarily to warn wrong-way road users that they are going in the wrong direction.

'''Yellow Change Interval''' — the first interval following the green or flashing arrow interval during which the steady yellow signal indication is displayed.

'''Yield Line''' — a row of solid white isosceles triangles pointing toward approaching vehicles extending across approach lanes to indicate the point at which the yield is intended or required to be made.

===900.1.14 Meanings of Acronyms and Abbreviations in the EPG 900 articles (MUTCD Section 1A.14)===

'''Standard.''' The following acronyms and abbreviations shall have the following meanings:

AADT—annual average daily traffic

AASHTO—American Association of State Highway and Transportation Officials

ADA—Americans with Disabilities Act

ADAAG—Americans with Disabilities Accessibility Guidelines

ADT—average daily traffic

AFAD—Automated Flagger Assistance Device

ANSI—American National Standards Institute

CFR—Code of Federal Regulations

CMS—changeable message sign

dBA—A-weighted decibels

EPA—Environmental Protection Agency

EV—electric vehicle

FHWA—Federal Highway Administration

FRA—Federal Railroad Administration

FTA—Federal Transit Administration

HOTM—FHWA’s Office of Transportation Management

HOTO—FHWA’s Office of Transportation Operations

HOV—high-occupancy vehicle

ILEV—inherently low emission vehicle

ISEA—International Safety Equipment Association

ITE—Institute of Transportation Engineers

ITS—intelligent transportation systems

LED—light emitting diode

LP—liquid petroleum

LRT—light rail transit

MPH or mph—miles per hour

MUTCD — ''Manual on Uniform Traffic Control Devices''

NCHRP—National Cooperative Highway Research Program

PCMS—portable changeable message sign

PRT—perception-response time

RPM—raised pavement marker

RRPM—raised retroreflective pavement marker

RV—recreational vehicle

TDD—telecommunication devices for the deaf

TRB—Transportation Research Board

TTC—temporary traffic control

U.S.—United States

U.S.C.—United States Code

USDOT—United States Department of Transportation

UVC—Uniform Vehicle Code

VPH or vph—vehicles per hour

===900.1.15 Abbreviations Used on Traffic Control Devices (MUTCD Section 1A.15)===

'''Standard.''' When the word messages shown in Table 900.1.15.1 need to be abbreviated in connection with traffic control devices, the abbreviations shown in Table 900.1.15.1 shall be used.

When the word messages shown in Table 900.1.15.2 need to be abbreviated on a portable changeable message sign, the abbreviations shown in Table 900.1.15.2 shall be used. Unless indicated by an asterisk, these abbreviations shall only be used on portable changeable message signs.

====<center>Table 900.1.15.1 Acceptable Abbreviations</center>====
{| border="1" cellpadding="5" cellspacing="0" align="center" style="text-align:center"
|-
!style="background:#BEBEBE"|Word Message!!style="background:#BEBEBE"|Standard Abbreviation
|-
|Afternoon/Evening|| PM
|-
|Alternate|| ALT
|-
|AM Radio|| AM
|-
|Avenue|| AVE, AV
|-
|Bicycle|| BIKE
|-
|Boulevard ||BLVD*
|-
|Bridge|| (See Table 900.1.15.2)
|-
|CB Radio|| CB
|-
|Center (as part of a place name)|| CTR
|-
|Circle|| CIR*
|-
|Civil Defense|| CD
|-
|Compressed Natural Gas|| CNG
|-
|Court|| CT*
|-
|Crossing (other than highway-rail)|| X-ING
|-
|Drive|| DR*
|-
|East|| E
|-
|Electric Vehicle|| EV
|-
|Expressway ||EXPRWY*
|-
|Feet ||FT
|-
|FM Radio ||FM
|-
|Freeway ||FRWY, FWY*
|-
|Friday|| FRI
|-
|Hazardous Material ||HAZMAT
|-
|High Occupancy Vehicle|| HOV
|-
|Highway ||HWY*
|-
|Hospital ||HOSP
|-
|Hour(s)|| HR, HRS
|-
|Information|| INFO
|-
|Inherently Low Emission Vehicle|| ILEV
|-
|International ||INTL
|-
|Junction/Intersection|| JCT
|-
|Lane|| (See Table 900.1.15.2)
|-
|Liquid Propane Gas|| LP-GAS
|-
|Maximum|| MAX
|-
|Miles(s)|| MI
|-
|Miles Per Hour|| MPH
|-
|Minute(s)|| MIN
|-
|Monday|| MON
|-
|Morning/Late Night|| AM
|-
|Mount|| MT
|-
|Mountain ||MTN
|-
|National|| NATL
|-
|North|| N
|-
|Parkway|| PKWY*
|-
|Pedestrian|| PED
|-
|Place|| PL*
|-
|Pounds|| LBS
|-
|Road|| RD*
|-
|Saint|| ST
|-
|Saturday|| SAT
|-
|South|| S
|-
|State, county or other non-US or non-interstate numbered route|| (See Table 900.1.15.2)
|-
|Street|| ST*
|-
|Sunday|| SUN
|-
|Telephone ||PHONE
|-
|Temporary|| TEMP
|-
|Terrace|| TER*
|-
|Thursday ||THURS
|-
|Tones of Weight|| T
|-
|Trail ||TR*
|-
|Tuesday|| TUES
|-
|Turnpike|| TPK*
|-
|Two-Way Intersection|| 2-WAY
|-
|US Numbered Route|| US
|-
|Wednesday ||WED
|-
|West|| W
|-
|colspan="2"|'''*''' This abbreviation shall not be used for any application other than the name of a roadway.
|}

====<center>Table 900.1.15.2 Abbreviations That Shall be Used Only on Portable Changeable Message Signs</center>====
{| border="1" cellpadding="5" cellspacing="0" align="center" style="text-align:center"
|-
!style="background:#BEBEBE"|Word Message!!style="background:#BEBEBE"|Standard Abbreviation!!style="background:#BEBEBE"|Prompt Word That Should Precede the Abbreviation !!style="background:#BEBEBE"|Prompt Word That Should Follow the Abbreviation
|-
|Access|| ACCS|| –|| Road
|-
|Ahead|| AHD|| Fog|| –
|-
|Blocked|| BLKD|| Lane|| –
|-
|Bridge|| BR*|| (Name)|| –
|-
|Cannot|| CANT|| – || –
|-
|Center|| CNTR|| –|| Lane
|-
|Chemical|| CHEM|| – ||Spill
|-
|Condition|| COND|| Traffic|| –
|-
|Congested ||CONG ||Traffic ||–
|-
|Construction|| CONST|| –|| Ahead
|-
|Crossing|| XING|| –|| –
|-
|Do Not|| DONT|| –|| –
|-
|Downtown|| DWNTN|| –|| Traffic
|-
|Eastbound|| E-BND|| –|| –
|-
|Emergency|| EMER|| –|| –
|-
|Entrance, Enter|| ENT|| –|| –
|-
|Exit|| EX|| Next|| –
|-
|Express ||EXP|| –|| Lane
|-
|Frontage|| FRNTG|| –|| Road
|-
|Hazardous ||HAZ|| –|| Driving
|-
|Highway-Rail Grade Crossing|| RR XING|| –|| –
|-
|Interstate ||I-* ||–|| (Number)
|-
|It Is ||ITS|| –|| –
|-
|Lane|| LN|| (Roadway Name)*, Right, Left, Center ||–
|-
|Left|| LFT|| –|| –
|-
|Local|| LOC|| –|| Traffic
|-
|Lower|| LWR|| –|| Level
|-
|Maintenance|| MAINT|| –|| –
|-
|Major|| MAJ|| – ||Accident
|-
|Minor|| MNR|| –|| Accident
|-
|Normal|| NORM|| –|| –
|-
|Northbound|| N-BND|| –|| –
|-
|Oversized|| OVRSZ|| – ||Load
|-
|Parking|| PKING|| –|| –
|-
|Pavement|| PVMT|| Wet|| –
|-
|Prepare ||PREP|| –|| To Stop
|-
|Quality|| QLTY|| Air|| –
|-
|Right|| RT|| Keep, Next|| –
|-
|Right ||RT|| –|| Lane
|-
|Roadwork|| RDWK|| – ||Ahead, (Distance)
|-
|Route|| RT, RTE|| Best|| –
|-
|Service|| SERV|| –|| –
|-
|Shoulder|| SHLDR|| –|| –
|-
|Slippery|| SLIP|| –|| –
|-
|Southbound|| S-BND|| –|| –
|-
|Speed|| SPD|| –|| –
|-
|State, county or other non-US or non-interstate numbered route|| (Route Abbreviation determined by highway agency)**|| –|| (Number)
|-
|Tires With Lugs ||LUGS|| –|| –
|-
|Traffic|| TRAF|| –|| –
|-
|Travelers|| TRVLRS|| –|| –
|-
|Two-Wheeled Vehicles|| CYCLES|| –|| –
|-
|Upper|| UPR|| – ||Level
|-
|Vehicle(s)|| VEH, VEHS|| –|| –
|-
|Warning|| WARN|| –|| –
|-
|Westbound ||W-BND|| –|| –
|-
|Will Not|| WONT|| –|| –
|-
|colspan="4" align="left"|'''*''' This abbreviation, when accompanied by the prompt word, may be used on traffic control devices other than portable changeable message signs.
|-
|colspan="4" align="left"|'''**''' A space and no dash shall be placed between the abbreviation and the number of the route.
|}

====<center>Table 900.1.15.3 Unacceptable Abbreviations</center>====
{| border="1" cellpadding="5" cellspacing="0" align="center" style="text-align:center"
|-
!style="background:#BEBEBE"|Abbreviation!!style="background:#BEBEBE"|Intended Word!!style="background:#BEBEBE"|Common Misinterpretation
|-
|ACC||Accident||Access (Road)
|-
|CLRS||Clears||Colors
|-
|DLY||Delay||Daily
|-
|FDR||Feeder||Federal
|-
|L||Left||Lane (Merge)
|-
|LT ||Light (Traffic)||Left
|-
|PARK||Parking||Park
|-
|POLL||Pollution (Index)||Poll
|-
|RED||Reduce||Red
|-
|STAD||Stadium||Standard
|-
|WRNG||Warning||Wrong
|}

'''Guidance.''' The abbreviations for the words listed in Table 900.1.15.2 that also show a prompt word should not be used on a portable changeable message sign unless the prompt word shown in Table 900.1.15.2 either precedes or follows the abbreviation, as applicable.

'''Standard.''' The abbreviations shown in Table 900.1.15.3 shall not be used in connection with traffic control devices because of their potential to be misinterpreted by road users.

'''Guidance.''' If multiple abbreviations are permitted in Tables 900.1.15.1 or 900.1.15.2, the same abbreviation should be used throughout a single jurisdiction.

Except as otherwise provided in Tables 900.1.15.1 or 900.1.15.2 or unless necessary to avoid confusion, periods, commas, apostrophes, question marks, ampersands, and other punctuation marks or characters that are not letters or numerals should not be used in any abbreviation.

==900.2 Material Inspection for Traffic Control==

This article establishes procedures for reporting the inspection of traffic control devices typically inspected and accepted by the [http://epg.modot.mo.gov/index.php?title=Category:105_Control_of_Work#105.9_Authority_and_Duties_of_Resident_Engineer_.28Sec_105.9.29 resident engineer’s] staff. This encompasses lighting, signal and signing materials that do not have a corresponding [[:Category:1000 MATERIALS|Division 1000 Material Details]] specification or are not typically tested and inspected by Materials personnel.

Materials personnel inspects and accept materials specified in [[:Category:1000 MATERIALS|Division 1000]] and some aspects of materials such as poles, posts and arms. See the Contract Sampling and Testing Requirements for the specific materials on particular projects that require a separate sample record. Generally, each material with a distinct AASHTOWARE Project (AWP) Material Code should have a separate sample record of inspection and acceptance.

===900.2.1 Procedure===

The material components for traffic control, including highway lighting, traffic signals and highway signing, that are not normally field inspected by Materials, will be inspected and documented. The construction inspector shall confirm that the material components presented by the contractor for use meet the applicable specifications. Any documentation required by the specifications will be obtained from the contractor or the contractor’s agent prior to use of the material. That documentation will be filed with other project documentation as maintained by the resident engineer’s staff.

===900.2.2 Report===

Using AWP, a sample record for [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 Sec 901], [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 902]and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 903] materials will be created by the [http://epg.modot.mo.gov/index.php?title=Category:105_Control_of_Work#105.9_Authority_and_Duties_of_Resident_Engineer_.28Sec_105.9.29 resident engineer’s] staff. Three material codes have been provided to allow the creation of the required sample records to acknowledge the inspection of Traffic Control materials. The codes are 0901LHXX for highway lighting, 0902TSXX for signals and 0903HSXX for highway signing. These respective sample records, when appropriate, are to be created in lieu of the District Engineer’s Certification (DEC).

Generally, each sample record is completed according to the instructions in [http://epg.modot.mo.gov/index.php?title=106.20_Reporting#106.20.1.1_Automation_Section Automation Guide]. When the materials used for the particular Traffic Control measure come from several sources, the primary producer/supplier of the material may be selected. On the Tests Tab, the test designated as "Dist. Engr. Cert. Sig., Sign, Light" (SAA901AA) is selected and completed. The "Dist. Engr. Cert. Sig., Sign, Light" test states that “The materials and equipment listed by the contractor, including accessories and appurtenances, as required by the Specification and specifically approved by the construction inspector, were those which were incorporated into the work." Any exceptions should be listed on the Free Form Test. The Dist. Engr. Cert. Sig., Sign, Light test may be eliminated and the Free Form Test substituted if it includes, at a minimum, the statement “The materials and equipment listed by the contractor, including accessories and appurtenances, as required by Section [fill in the appropriate section for each sample record] and specifically approved by the construction inspector, were those which were incorporated into the work" [except as follows<sup>1</sup>]. [List the exceptions and the exceptions’ reasons.]

A listing of the actual items used, their source and any supporting documentation should be included in the project files.

A cathodic protection material code, 3099SPBRCA (Cathodic Protection for Bridge), is provided to allow acceptance by the procedure described above.

<sup>1</sup> Optional, depending on circumstances.

616.22 Advanced Work Zone Training

2024-12-16T18:47:57Z

Hoskir: updated missing image

[[image:AWT_Feb-2023.jpg|right|200px|link=https://modotgov.sharepoint.com/:p:/r/sites/SM/Training/Published%20Training%20Presentations/AdvancedWorkZone.pptx?d=w299d7cf2a94d4fab83dce3c2651d4ca8&csf=1&web=1&e=fvJRWP]]
{|style="padding: 0.3em; margin-right:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="260px" align="left"
|-
|'''Training Course'''
|-
|[https://modotgov.sharepoint.com/:p:/r/sites/SM/Training/Published%20Training%20Presentations/AdvancedWorkZone.pptx?d=w299d7cf2a94d4fab83dce3c2651d4ca8&csf=1&web=1&e=fvJRWP Advanced Work Zone Training]
|-
|''Internal Use Only''
|}

MoDOT is committed to providing safe and efficient movement of both motorized and non-motorized traffic through or around temporary traffic control work zones and providing protection for workers and equipment located within those work zones. MoDOT focuses its resources to emphasize roadway visibility in temporary traffic control work zones and traffic flow through those work zones.

===Advanced Work Zone Training for MoDOT Maintenance===

To better educate those responsible for designing and managing temporary traffic control in work zone safety considerations, MoDOT has created this course, “Advance Work Zone Training”. The course is the third part of a curriculum pertaining to work zones. Upon completion of the course, the participants will be certified as a “[https://epg.modot.org/forms/general_files/SM/Work_Zone_Specialist_Role_and_Training_Requirements.pdf Work Zone Specialist]” (WZS). MoDOT will have a WZS involved in every aspect of the traffic control plan from preliminary to post-construction work. MoDOT employees working in the capacity of a WZS, will be re-certified every four years starting April 2016.

The WZS’ actions directly impact the mobility and safety of a work zone. The WZS is responsible for knowing applicable standards, guidelines, interpreting plans, specifications, coordinating temporary traffic control requirements, meeting the requirements of the contract or field operation guidelines and supervising traffic control personnel.

===Advanced Work Zone Training for Contractors===

Contractors are required to obtain training for their work zone specialists in the principles of proper temporary traffic control in accordance with Chapter 6 of the MUTCD and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 616.3.3]. Re-certification is required every four years starting April 2016.

[[Category:616 Temporary Traffic Control]]

903.2 Extent of Signing

2024-12-16T18:46:42Z

Hoskir: /* 903.2.22 Sign Inspection */ fixed link to missing images

[[image:903.1 Extent of Signing.jpg|left|350px]]

==903.2.1 Sign Function and Purpose (MUTCD Section 2A.01)==

'''Support.''' The functions of signs are to regulate, warn and guide road users. Words, symbols and arrows are used to convey the messages. Signs are not typically used to confirm rules of the road. Detailed sign requirements are available for:

:1. Regulatory signs
:2. Warning signs
:3. Guide signs for conventional roads
:4. Guide signs for freeways and expressways
:5. General information signs
:6. General service signs
:7. Specific service (LOGO) signs
:8. Tourist-oriented direction signs
:9. [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.60_Portable_Changeable_Message_Signs_.28MUTCD_6F.60.29 Changeable message signs]
:10. Recreational and cultural interest area signs
:11. Emergency management signs
:12. Typical applications
:13. Sign supports.

Signing of all interstate highways is coordinated on a national basis and signing of highways other than the interstate system is coordinated on a statewide bases by MoDOT.

'''Standard.''' Because the requirements and standards for signs depend on the particular type of highway upon which they should be used, the definitions for freeway, expressway and conventional roads given in [[:Category:900 TRAFFIC CONTROL#900.1.13 Definitions of Headings, Words and Phrases in the EPG 900 articles (MUTCD Section 1A.13)|EPG 900.1.13 Definitions of Headings, Words and Phrases]] shall apply to all signing.

Any exceptions or requests for any sign not described in this article shall be submitted to the Highway Safety and Traffic Engineer for consideration.

==903.2.2 Definitions (MUTCD Section 2A.02)==
'''Support'''. Definitions and acronyms that are applicable to signs are in [[:Category:900 TRAFFIC CONTROL#900.1.13 Definitions of Headings, Words and Phrases in the EPG 900 articles (MUTCD Section 1A.13)|EPG 900.1.13 Definitions of Headings, Words and Phrases]].

==903.2.3 Standardization of Application (MUTCD Section 2A.03)==

'''Support.''' Urban traffic conditions differ from rural conditions and in many instances signs are applied and located differently. Where pertinent and practical, this article sets forth separate recommendations for urban and rural conditions.

'''Guidance.''' Signs should be used only where justified by engineering judgment or studies. Results from traffic engineering studies of physical and traffic factors should indicate the locations where signs are deemed necessary or desirable.

Roadway geometric design and sign application should be coordinated so that signing can be effectively placed to give the road user any necessary regulatory, warning, guidance, and other information.

'''Standard.''' Each standard sign shall be displayed only for the specific purpose as prescribed in this article. Determination of the particular signs to be applied to a specific condition shall be made according to the provisions set forth in this article. Before any new highway, detour or temporary route is opened to public travel, all necessary signs shall be in place. Signs required by road conditions or restrictions shall be removed when those conditions cease to exist or the restrictions are withdrawn.

==903.2.4 Excessive Use of Signs (MUTCD Section 2A.04)==

'''Guidance.''' Regulatory and warning signs should be used conservatively because these signs, if used to excess, tend to lose their effectiveness. If used, route signs and directional guide signs should be used frequently because their use promotes efficient operations by informing travelers of their location.

==903.2.5 Classification of Signs (MUTCD Section 2A.05)==
'''Standard.''' Signs shall be defined by their function as follows:

A. Regulatory signs give notice of traffic laws or regulations.

B. Warning signs give notice of a situation that might not be readily apparent.

C. Guide signs show route designations, destinations, directions, distances, services, points of interest and other geographical, recreational, or cultural information.

The order classification of signs shall be defined as follows (refer to Fig 903.2.5):

'''1. First Order Signing.''' Signs that are installed in advance of the closest intersection or interchange where motorists turn off of the state highway system to arrive at the desired traffic generator or site. First order signing will always be on state right of way.

'''2. Second Order Signing.''' Signs that are installed in advance of the intersection or interchange where motorists turn to access the highway where the first order signing is provided. Second order signing will always be on state right of way and shall
require the use of first order signing on state right of way.

'''3. Third Order Signing.''' Signs that are installed in advance of the intersection or interchange where motorists turn to access the highway where the second order signing is provided. Third order signing will always be on state right of way and shall require the use of first order and second order signing on state right of way.
[[image:Figure 903.1.12.2.gif|center|frame|thumb|<center>'''Figure 903.2.5 Sign Order Classification'''</center>]]
'''Support.''' In general, as the “order” of signing increases, the functional classification of road stays the same or increases. For example, if first order signing is on a four-lane U.S. route, second order signing should be on another U.S. route, expressway or a freeway. In this example case, second order signing should not be placed on a two-lane lettered route.

==903.2.6 Sign Design (MUTCD Section 2A.06)==

'''Support.''' EPG 903 shows many typical standard signs approved for use on streets, highways, bikeways and pedestrian crossings.

In the specifications for individual signs, the general appearance of the legend, color and size are shown in the accompanying tables and illustrations, and are not always detailed in the text.

Detailed drawings of all highway signs and alphabets are provided by Central Office Highways Safety and Traffic Division.

A highway sign must be legible to those for whom it is intended and be understandable from a distance to permit a proper response. It is desirable for it to be highly visible by day and night and highly legible (e.g., adequately sized letters, symbols or arrows and a short legend for quick comprehension by a road user approaching a sign). Standardized colors and shapes are specified so that the several classes of traffic signs can be promptly recognized. Simplicity and uniformity in design, position, and application are important.

'''Standard.''' The term legend shall include all word messages and symbol and arrow designs that are intended to convey specific meanings.

Uniformity in design includes shape, color, dimensions, legends, borders and illumination or retroreflectivity.

Standardization of these designs does not preclude further improvement by minor changes in the proportion or orientation of symbols, width of borders, or layout of word messages, but all shapes and colors shall be as indicated.

All symbols shall be unmistakably similar to, or mirror images of, the adopted symbol signs, all of which are shown in EPG 903. Symbols and colors shall not be modified unless otherwise provided in the EPG. All symbols and colors for signs not shown in the EPG and SMS Sign Catalog shall follow the procedures for experimentation and change described in EPG 903.

'''Option.''' Although the standard design of symbol signs cannot be modified, the orientation of the symbol may be changed to better reflect the direction of travel, if appropriate.

'''Standard. '''Where a standard word message is applicable, the wording shall be as provided in this article.

In situations where word messages are required other than those provided in this article, the signs shall be of the same shape and color as standard signs of the same functional type.

'''Option.''' MoDOT, with the approval of Central Office Highway Safety and Traffic Division, may develop special word message signs in situations where roadway conditions make it necessary to provide road users with additional regulatory, warning or guidance information, such as when road users need to be notified of special regulations or warned about a situation that might not be readily apparent. Unlike colors that have not been assigned or symbols that have not been approved for signs, new word message signs may be used without the need for experimentation.

'''Standard.''' Expect as provided in this article and except for the Carpool Information sign, internet addresses and e-mail addresses, including domain names and uniform resource locators (URL), shall not be displayed on any sign, supplemental plaque, sign panel (including logo sign panels on Specific Service signs) or changeable message sign.

'''Guidance.''' Unless otherwise provided in this article for a specific sign or as provided in the Option below, telephone numbers with more than four characters should not be displayed on any sign, supplemental plaque, sign panel (including logo sign panels on Specific Service signs) or changeable message sign.

'''Option.''' Internet addresses, email addresses or telephone numbers with more than four characters may be displayed on signs, supplemental plaques, sign panels, and changeable message signs that are intended for viewing only by pedestrians, bicyclists, occupants of parked vehicles, or drivers of vehicles on low-speed roadways where engineering judgment indicates that an area is available for drivers to stop out of the traffic flow to read the message.

'''Standard.''' Pictographs shall not be displayed on signs except as specifically provided in this article. Pictographs shall be simple, dignified and devoid of any advertising. When used to represent a political jurisdiction (such as a county or municipal corporation) the pictograph shall be the official designation adopted by the jurisdiction. When used to represent a college or university, the pictograph shall be the official seal adopted by the institution. Pictorial representations of university or college programs shall not be permitted to be displayed on a sign

==903.2.7 Types of Fabricated Signs==

'''Support.''' There are two types of sign material available, structural (ST) and sheet (SH).

Sheet signs are sheet aluminum, usually one-piece units, and have several available thicknesses as indicated in the standard plans.

Structural signs are usually made of multiple extruded panels. These signs are used primarily for guide signs on expressways and freeways, but may be found on other routes on a limited basis, and are used on all overhead-mounted signs, including “LOW CLEARANCE” and exit number panels, signs greater than 6 ft. wide, and signs greater than 30 sq. ft. in area.

Extruded panels are composed of a 1 ft. tall "E" shaped aluminum substrate, assembled to a desired height and cut to a uniform width for each sign. These panels are bolted together to form the larger “blank” substrate needed for structural signs.

==903.2.8 Sign ID Labels==
'''History. ''' The display of the MoDOT ID label on the front of the sign was standard practice on all signs produced by the MoDOT Sign Production Center (SPC) up to its closing mid-2012 when MoDOT first began outsourcing the production of signs for maintenance operations. MoDOT’s sign fabrication vendors were also required to apply the traditional MoDOT ID on the front of the sign identifying it as Commission Property and listing the penalty for tampering and/or theft. The requirement to add the MoDOT ID label to signs fabricated and installed for construction projects was added to the standard plans in July of 2018.

Beginning mid-2012 with the first sign outsourcing contract, MoDOT’s sign fabrication vendors were also required to add a manufacture ID label on the back of every sign to indicate who fabricated the sign and the date the sign was produced for warranty issues. The warranty of a sign begins the day it was fabricated, not the day it is installed as sign sheeting has a limited life span (10-15 years) so this date is critical to address warranty issues. The manufacturing date can also be used by the department to help manage inventory and assure the oldest sign on the shelf are used first. July 2018 the requirement to add the manufacture ID was added to the standard plans so all signs manufactured and installed on construction projects would include this ID label as well.

Digital printing has been an option with our sign outsourcing contract since 2012. Digital printing is not currently part of our standard plans for contract/warranty issues, it was added to the sign outsourcing contract as a controlled way for the department to gain experience with the technology before adopting it as fabrication technology in our standards. With the renewal of the outsourcing contract in 2018, an additional ID label was added as a requirement for our vendor to make the identification of digitally printed signs easier. A black diamond is required to be applied to the back side of any sign the vendor chooses to fabricate using digital printing technology. While there are ways to identify digitally printed signs, the clues are very subtle, and you must be up close to the sign face to see them. The black diamond on the back side of the sign allows the department to quickly identify these signs from a distance.

The design and location of the vendor ID/fabrication date label and the MoDOT ID label can be found in Standard Plans 903 and the detail for the digital print ID label are found in the sign outsourcing contract.

'''Standard.''' Every MoDOT sign, regardless of the type or style, shall have two Identification Labels on the sign. This applies to signs manufactured for maintenance operations as well as those manufactured for construction installations. The first label is the MoDOT ID label placed on the front of the sign which identifies the sign as belonging to MoDOT and defining the penalty for tampering with the sign. The second label is the Vendor ID label placed on the back of the sign and identifies who fabricated the sign, their contact information and the date the sign was manufactured.

'''Support.''' The MoDOT ID label on the front of the sign is used to identify the sign as belonging to MoDOT. MoDOT does not sell or give away its signs, only disposing old signs as scrap (see [[#903.2.21.1 Sign Disposal|EPG 903.2.21.1 Sign Disposal]]). If a person is found in possession of a sign(s) with the MoDOT ID label the sign is considered stolen and the label is utilized by law enforcement to take the necessary actions.

The Vendor ID label placed on the back of the sign is used to identify who manufactured the sign and when it was fabricated. This information is used if there is a warranty issue identified with the sign. The warranty for sign sheeting is based on the fabrication date. The fabrication date also permits MoDOT warehouse managers to identify and utilize the oldest stock signs first to assure stock is rotated.

Identification Label design and placement details are shown in Standard Plan 903.02, see Figure 903.2.8 for ID label general appearance.
[[image:903.2.7.1.jpg|center|700px]]
<center>'''Figure 903.2.8, MoDOT ID and Vendor ID Labels for Signs'''</center>

==903.2.9 Retroreflectivity and Illumination (MUTCD Section 2A.07)==

'''Support.''' There are many materials currently available for retroreflection (see Fig. 903.2.9.1 and Fig. 903.2.9.2) and various methods currently available for the illumination of signs. New materials and methods continue to emerge. New materials and methods can be evaluated as long as the signs meet the standard requirements for color, both by day and by night.
[[image:903.2.9.1 2020.jpg|center|825px|thumb|'''<center>Fig. 903.2.9.1'''</center>
<center>FHWA Publication Number: FHWA-SA-14-022. You may download and print the electronic version of this document, available at https://safety.fhwa.dot.gov/roadway_dept/night_visib/.</center>''']]

[[image:903.2.9.2 2020.jpg|center|695px|thumb|'''<center>Fig. 903.2.9.2'''</center>]]

There are two types of reflective sheeting available to MoDOT:

:1) MoDOT Type III High Intensity Prismatic (R2)
:2) MoDOT Type VII Prismatic (R4).

For special sign designs, the type of reflective sheeting is noted on the special sign detail sheet (indicated as “BACKGROUND”).

'''Standard.''' Regulatory, warning, guide signs and object markers shall be retroreflective or illuminated to show the same shape and similar color by both day and night, unless otherwise provided in this article for a particular sign or group of signs.

The requirements for sign illumination shall not be considered to be satisfied by street or highway lighting.

'''Guidance.''' Generally, R2 sheeting should be used on all sign backgrounds. R3 sheeting should be used on all legend and symbols on guide signs.

Overhead sign installations should not be illuminated unless an engineering study shows a need for illumination, e.g. fog prone areas.

'''Option.''' Light-emitting diode (LED) units may be used individually within the legend or symbol of a standard highway sign and in the border of a standard highway sign, except for Changeable Message Signs, to improve the conspicuity, increase the legibility of sign legends and borders or provide a changeable message.

'''Standard.''' Except for STOP signs, YIELD signs, STOP/SLOW paddles or STOP/STOP paddles, neither individual LEDs nor groups of LEDs shall be placed within the background area of a sign.

If used, the LEDs shall have a maximum diameter of 0.25 in. and shall be the following colors based on the type of sign:

:1) White or red, if used with STOP or YIELD signs.
:2) White, if used with regulatory signs other than STOP or YIELD signs.
:3) White or yellow, if used with warning signs.
:4) White, if used with guide signs.
:5) White, yellow, or orange, if used with temporary traffic control signs.
:6) White or yellow, if used with school area signs.

If flashed, all LED units shall flash simultaneously at a rate of more than 50 and less than 60 times per minute.

The uniformity of the sign design shall be maintained without any decrease in visibility, legibility or driver comprehension during either daytime or nighttime conditions.

'''Option.''' For STOP and YIELD signs, LEDs may be placed within the border or within one border width within the background of the sign.

For STOP/SLOW paddles used by flaggers and the STOP paddles used by adult crossing guards, individual LEDs or groups of LEDs may be used.

'''Support.''' Other methods of enhancing the conspicuity of standard signs are described in [[#903.2.17 Enhanced Conspicuity for Standard Signs (MUTCD Section 2A.15)|EPG 903.2.17]].

Information regarding the use of retroreflective material on the sign support is contained in [[#903.2.17 Enhanced Conspicuity for Standard Signs (MUTCD Section 2A.15)|EPG 903.2.17 Enhanced Conspicuity for Standard Signs]].

==903.2.10 Maintaining Minimum Retroreflectivity (MUTCD Section 2A.08)==
'''Support.''' Retroreflectivity is one of several factors associated with maintaining nighttime sign visibility.

'''Standard.''' Public agencies or officials having jurisdiction shall use an assessment or management method that is designed to maintain sign retroreflectivity at or above the minimum levels in Table 903.2.10.

<center>
===''Table 903.2.10 Minimum Maintained Retroreflectivity Levels''<sup>1</sup>===
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
! style="background:#BEBEBE" rowspan="3"|Sign Color!! style="background:#BEBEBE" colspan="4"|Sheeting Type (ASTM D4956-04) !! style="background:#BEBEBE" rowspan="3"|Additional Criteria
|-
!colspan="3" style="background:#BEBEBE" |Beaded Sheeting !! style="background:#BEBEBE"|Prismatic Sheeting
|-
! style="background:#BEBEBE"|I!!style="background:#BEBEBE"|II!!style="background:#BEBEBE"|III!! style="background:#BEBEBE"|III, IV, VI, VII, VIII, IX, X
|-
|rowspan="2" align="center"|White on Green||align="center"|W*; G ≥ 7||align="center"|W*; G ≥ 15||align="center"|W*; G ≥ 25||align="center"|W ≥ 250; G ≥ 25||align="center"|Overhead
|-
|align="center"|W*; G ≥ 7||colspan="3" align="center"|W ≥ 120; G ≥ 15||align="center"| Post-mounted
|-
|rowspan="2" align="center"|Black on Yellow or Black on Orange||align="center"|Y*; O*||colspan="3" align="center"|Y ≥ 50; O ≥ 50||align="center"|<sup>'''2'''</sup>
|-
|align="center"|Y*; O*||colspan="3" align="center"|Y ≥ 75; O ≥ 75||align="center"|<sup>'''3'''</sup>
|-
|align="center"|White on Red||colspan="4" align="center"|W ≥ 35; R ≥ 7||align="center"|<sup>'''4'''</sup>
|-
|align="center"|Black on White||colspan="4" align="center"| W ≥ 50||align="center"| -
|-
|colspan="6" align="left"|<sup>'''1'''</sup> The minimum maintained retroreflectivity levels shown in this table are in units of cd/lx/m<sup>2</sup> measured at an observation angle of 0.2° and an entrance angle of -4.0°.
|-
|colspan="6" align="left"|<sup>'''2'''</sup> For text and fine symbol signs measuring at least 48 in. and for all sizes of bold symbol signs
|-
|colspan="6" align="left"|<sup>'''3'''</sup> For text and fine symbol signs measuring less than 48 in.
|-
|colspan="6" align="left"|<sup>'''4'''</sup> Minimum sign contrast ratio ≥ 3:1 (white retroreflectivity ÷ red retroreflectivity)
|-
|colspan="6" align="left"|<sup>'''*'''</sup> This sheeting type shall not be used for this color for this application.
|-
!style="background:#BEBEBE" colspan="6"|Bold Symbol Signs
|-
|colspan="2"|W1-1, 2 - Turn and Curve||colspan="2"|W2-7, 8 - Double Side Roads||colspan="2"|W11-2 - Pedestrian Crossing
|-
|colspan="2"|W1-3, 4 - Reverse Turn and Curve||colspan="2"|W3-1 - Stop Ahead||colspan="2"|W11-3, 4, 16-22 - Large Animals
|-
|colspan="2"|W1-5 - Winding Road ||colspan="2"|W3-2 - Yield Ahead||colspan="2"|W11-5 - Farm Equipment
|-
|colspan="2"|W1-6, 7 - Large Arrow||colspan="2"|W3-3 - Signal Ahead||colspan="2"|W11-6 - Snowmobile Crossing
|-
|colspan="2"|W1-8 - Chevron||colspan="2"|W4-1 - Merge||colspan="2"|W11-7 - Equestrian Crossing
|-
|colspan="2"|W1-10 - Intersection in Curve||colspan="2"|W4-2 - Lane Ends||colspan="2"|W11-8 - Fire Station
|-
|colspan="2"|W1-11 - Hairpin Curve||colspan="2"|W4-3 - Added Lane||colspan="2"|W11-10 - Truck Crossing
|-
|colspan="2"|W1-15 - 270 Degree Loop||colspan="2"|W4-5 - Entering Roadway Merge||colspan="2"|W12-1 - Double Arrow
|-
|colspan="2"|W2-1 - Cross Road||colspan="2"|W4-6 - Entering Roadway Added Lane||colspan="2"|W16-5P, 6P, 7P - Pointing Arrow Plaques
|-
|colspan="2"|W2-2, 3 - Side Road||colspan="2"|W6-1, 2 - Divided Highway Begins and Ends ||colspan="2"|W20-7 - Flagger
|-
|colspan="2"|W2-4, 5 - T and Y Intersection||colspan="2"|W6-3 - Two-Way Traffic||colspan="2"|W21-1 - Worker
|-
|colspan="2"|W2-6 - Circular Intersection||colspan="2"|W10-1, 2, 3, 4, 11, 12 - Grade Crossing Advance Warning|| colspan="2" align="center"| -
|-
!style="background:#BEBEBE" colspan="6"|Fine Symbol Signs (symbol signs not listed as bold symbol signs)
|-
!style="background:#BEBEBE" colspan="6"|Special Cases
|-
|colspan="6"|W3-1 - Stop Ahead: Red retroreflectivity ≥ 7
|-
|colspan="6"|W3-2 - Yield Ahead: Red retroreflectivity ≥ 7; White retroreflectivity ≥ 35
|-
|colspan="6"|W3-3 - Signal Ahead: Red retroreflectivity ≥ 7; Green retroreflectivity ≥ 7
|-
|colspan="6"|W3-5 - Speed Reduction: White retroreflectivity ≥ 50
|-
|colspan="6"|For non-diamond shaped signs, such as W14-3 (No Passing Zone), W4-4P (Cross Traffic Does Not Stop), or W13-1P, 2, 3, 6, 7 (Speed Advisory Plaques), use the largest sign dimension to determine the proper minimum retroreflectivity level.
|}
</center>
'''Support.''' Compliance with this provision is achieved by having a method in place and using the method to maintain the minimum levels established in Table 903.2.10. Provided that an assessment or management method is being used, an agency or official having jurisdiction would be in compliance with this provision even if there are some individual signs that do not meet the minimum retroreflectivity levels at a particular point in time.

'''Guidance.''' Except for those signs specifically identified in this provision, the following assessment or management methods should be used to maintain sign retroreflectivity:

:Visual Nighttime Inspection – The retroreflectivity of an existing sign is assessed by a trained sign inspector conducting a visual inspection from a moving vehicle during nighttime conditions. Signs that are visually identified by the inspector to have retroreflectivity below the minimum levels should be replaced.

'''Support.''' Additional information about this method is contained in EPG 903.

==903.2.11 Shapes (MUTCD Section 2A.09)==

'''Standard.''' Specific shapes, as shown in Table 903.2.11, shall be exclusively used for specific signs or series of signs unless otherwise provided for a particular sign or class of signs.

====<center>''Table 903.2.11 Use of Sign Shapes''</center>====
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
! style="background:#BEBEBE"|Shape !! style="background:#BEBEBE"|Signs
|-
| Octagon|| Stop*
|-
|Equilateral Triangle (1 point down)|| Yield*
|-
|Circle|| Grade Crossing Advance Warning*
|-
|Pennant Shape/Isosceles Triangle (longer axis horizontal)||No Passing*
|-
|Pentagon (Pointed up)||School Advance Warning Sign (squared bottom corners)*
|-
|Crossbuck (two rectangles in an "x" configuration)|| Grade Crossing*
|-
|Diamond|| Warning Series
|-
|Rectangle (including square)||Regulatory Series
Guide Series**

Warning Series
|-
|Trapezoid||No longer used by MoDOT
|-
|colspan="2"|* This sign shall be exclusively the shape shown.
|-
|colspan="2"|**Guide series includes general service, specific service, tourist-oriented directional, general information, recreation and cultural interest area, and emergency management signs.
|}

==903.2.12 Sign Colors (MUTCD Section 2A.10)==
[[image:903.1.18.jpg|right|400px]]

'''Standard.''' The colors to be used on standard signs and their specific use on these signs shall be as provided in this article. The color coordinates and values shall be as described in Tables 903.2.12.1 and 903.2.12.2 and in 23 CFR, Part 655, Subpart F, Appendix.

'''Support.''' As a quick reference, common uses of sign colors are shown in Tables 903.2.12.1 and 903.2.12.2. Color schemes on specific signs are shown in the illustrations located in each appropriate section.

Whenever white is specified in the EPG and in the standard plans as a color, it is understood to include [http://www.trafficsign.us/reflidguide.pdf silver-colored retroreflective] coatings or elements that reflect white light. The colors coral and light blue are being reserved for uses that will be determined in the future by the FHWA. Information regarding color coding of destinations on guide signs, including community wayfinding signs, is contained in [https://epg.modot.org/index.php?title=903.7_Conventional_Road_Guide_Signs#903.7.3_Color.2C_Retroreflection,_and_Illumination_.28MUTCD_Section_2D.03.29 EPG 903.7.3 Color, Retroreflection, and Illumination].

'''Option.''' The approved fluorescent version of the standard red, yellow, green or orange color may be used as an alternative to the corresponding standard color.

====<center>''Table 903.2.12.1 Common Uses of Sign Legend Colors''</center>====
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"
|+
!style="background:#BEBEBE" rowspan ="2"|Type of Sign
!style="background:#BEBEBE" colspan="8"|Legend
|-
!style="background:#BEBEBE" |Black!! style="background:#BEBEBE"|Green!!style="background:#BEBEBE"|Red !!style="background:#BEBEBE"|White!!style="background:#BEBEBE"|Yellow !!style="background:#BEBEBE"|Orange!!style="background:#BEBEBE" width="65"|Fluorescent Yellow-Green!!style="background:#BEBEBE" width="65"|Fluorescent Pink
|-
|align="left"|Regulatory||X||-||X||X||-||-||-||-
|-
|Prohibitive||-||-||X||X||-||-||-||-
|-
|Permissive||-||X||-||-||-||-||-||-
|-
|align="left"|Warning||X||-||-||-||-||-||-||-
|-
|Pedestrian||X||-||-||-||-||-||-||-
|-
|Bicycle||X||-||-||-||-||-||-||-
|-
|align="left"|Guide||-||-||-||X||-||-||-||-
|-
|Interstate Route||-||-||-||X||-||-||-||-
|-
|State Route||X||-||-||-||-||-||-||-
|-
|US Route||X||-||-||-||-||-||-||-
|-
|County Route||-||-||-||-||X||-||-||-
|-
|Forest Route||-||-||-||X||-||-||-||-
|-
|Street Name||-||-||-||X||-||-||-||-
|-
|Destination||-||-||-||X||-||-||-||-
|-
|Reference Location||-||-||-||X||-||-||-||-
|-
|align="left"|Information||-||-||-||X||-||-||-||-
|-
|Evacuation Route||-||-||-||X||-||-||-||-
|-
|Road User Service||-||-||-||X||-||-||-||-
|-
|Recreational||-||-||-||X||-||-||-||-
|-
|align="left"|Temporary Traffic Control<sup>'''1'''</sup>||X||-||-||-||-||-||-||-
|-
|align="left"|Incident Management||X||-||-||-||-||-||-||-
|-
|align="left"|School||X||-||-||-||-||-||-||-
|-
|align="left"|ETC - Account Only||X||-||-||-||-||-||-||-
|-
|align="left"|Changeable Message Signs<sup>'''1'''</sup>||-||-||-||X||X||-||-||-
|-
|Regulatory|| - || - ||X<sup>'''2'''</sup>||X||- ||- ||- ||-
|-
|Warning|| - ||- ||- || - || X || - || - || -
|-
|Temporary Traffic Control|| - ||- ||- || - || X || X || - || -
|-
|Guide|| - ||- ||- || X || - || - || - || -
|-
|Motorist Services|| - ||- ||- || X || - || - || - || -
|-
|Incident Management|| - ||- ||- || - || X || - || - || X
|-
|School, Pedestrian, Bicycle|| - ||- ||- || - || X || - || X || -
|-
|colspan="9" align="left"|<sup>'''1'''</sup> Exceptions to fluorescent orange is detailed in the standard plans.
|-
|colspan="9" align="left"|<sup>'''2'''</sup> Red is used only for the circle and slash or other red elements of a similar static regulatory sign.
|}

====<center>''Table 903.2.12.2 Common Uses of Sign Background Colors''</center>====
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"
|+
! style="background:#BEBEBE" rowspan ="2"|Type of Sign
!style="background:#BEBEBE" colspan="11"|Background
|-
!style="background:#BEBEBE"|Black!!style="background:#BEBEBE"|Blue!!style="background:#BEBEBE"|Brown!! style="background:#BEBEBE"|Green!!style="background:#BEBEBE" width=60|Fluorescent Orange!!style="background:#BEBEBE"|Red !!style="background:#BEBEBE"|White!!style="background:#BEBEBE"|Purple!!style="background:#BEBEBE" width=60|Flourescent Yellow!!style="background:#BEBEBE" width=60|Flourescent Yellow-Green!!style="background:#BEBEBE" width=60|Flourescent Pink
|-
|align="left"|Regulatory||X||-||-||-||-||X||X||-||-||-||-
|-
|Prohibitive||-||-||-||-||-||X||X||-||-||-||-
|-
|Permissive||-||-||-||-||-||-||X||-||-||-||-
|-
|align="left"|Warning||-||-||-||-||-||-||-||-||X||-||-
|-
|Pedestrian||-||-||-||-||-||-||-||-||X|| - ||-
|-
|Bicycle||-||-||-||-||-||-||-||-||X|| - ||-
|-
|align="left"|Guide||-||-||-||X||-||-||-||-||-||-||-
|-
|Interstate Route||-||X||-||-||-||X||-||-||-||-||-
|-
|State Route||-||-||-||-||-||-||X||-||-||-||-
|-
|US Route||-||-||-||-||-||-||X||-||-||-||-
|-
|County Route||-||X||-||-||-||-||-||-||-||-||-
|-
|Forest Route||-||-||X||-||-||-||-||-||-||-||-
|-
|Street Name||-||-||-||X||-||-||-||-||-||-||-
|-
|Destination||-||-||-||X||-||-||-||-||-||-||-
|-
|Reference Location||-||-||-||X||-||-||-||-||-||-||-
|-
|align="left"|Information||-||X||-||X||-||-||-||-||-||-||-
|-
|Evacuation Route||-||X||-||-||-||-||-||-||-||-||-
|-
|Road User Service||-||X||-||-||-||-||-||-||-||-||-
|-
|Recreational||-||-||X||X||-||-||-||-||-||-||-
|-
|align="left"|Temporary Traffic Control<sup>'''1'''</sup>||-||-||-||-||X||-||-||-||-||-||-
|-
|align="left"|Incident Management||-||-||-||-||X||-||-||-||-||-||X
|-
|align="left"|School||-||-||-||-||-||-||-||-||-|-||X||-
|-
|align="left"|ETC-Account Only||-||-||-||-||-||-||-||X<sup>'''3'''</sup>||-||-||-
|-
|align="left"|Changeable Message Signs<sup>'''1'''</sup>||-||-||-||-||-||-||-||-||-||-||-
|-
|Regulatory|| X || - ||-||-||- ||- ||- ||-||-||-||-
|-
|Warning|| X || - ||-||-||- ||- ||- ||-||-||-||-
|-
|Temporary Traffic Control|| X || - ||-||-||- ||- ||- ||-||-||-||-
|-
|Guide|| X || - ||-||X<sup>'''2'''</sup>||- ||- ||- ||-||-||-||-
|-
|Motorist Services|| X || X<sup>'''2'''</sup> ||-||-||- ||- ||- ||-||-||-||-
|-
|Incident Management|| X || - ||-||-||- ||- ||- ||-||-||-||-
|-
|School, Pedestrian, Bicycle|| X || - ||-||-||- ||- ||- ||-||-||-||-
|-
|colspan="12" align="left"|<sup>'''1'''</sup> Exceptions to fluorescent orange is detailed in the standard plans.
|-
|colspan="12" align="left"|<sup>'''2'''</sup> These alternative background colors would be provided by blue or green lighted pixels such that the entire CMS would be lighted, not just the legend.
|-
|colspan="12" align="left"|<sup>'''3'''</sup> The use of the color purple on signs is restricted.
|}

==903.2.13 Dimensions (MUTCD Section 2A.11)==

'''Support.''' The ''MUTCD Standard Highway Signs and Markings'' book prescribes design details for up to five different sizes depending on the type of traffic facility, including bikeways. MoDOT has predetermined the sizes for all highway signs; refer to the appropriate EPG article. Smaller sizes are designed to be used on bikeways and some other off-road applications. Larger sizes are designed for use on freeways and expressways and can also be used to enhance road user safety and convenience on other facilities, especially on multi-lane divided highways and on undivided highways having five or more lanes of traffic and/or high speeds. The intermediate sizes are designed to be used on other highway types.

'''Standard.''' The sign dimensions prescribed in the sign size table in various EPG articles shall be used unless engineering judgment determines that other sizes are appropriate. Where engineering judgment determines that sizes smaller than the prescribed dimensions are appropriate for use, the sign dimensions shall not be less than the minimum dimensions specified in this article. Where engineering judgment determines that sizes that are different than the prescribed dimensions are appropriate for use, standard shapes and colors shall be used and standard proportions shall be retained as much as practical.

'''Guidance.''' Increases above the prescribed sizes should be used where greater legibility or emphasis is needed. If signs larger than the prescribed sizes are used, the overall sign dimensions should be increased in 12-inch increments.

When supplemental plaques are installed with larger sized signs, a corresponding increase in the size of the plaque and its legend should also be made. The resulting plaque size should be approximately in the same relative proportion to the larger sized sign as the conventional sized plaque is to the conventional sized sign.

==903.2.14 Symbols (MUTCD Section 2A.12)==

'''Standard.''' Symbol designs shall in all cases be unmistakably similar to those shown in the EPG and the ''MUTCD Standard Highway Signs and Markings'' book.

'''Support.''' New symbol designs are adopted by the Federal Highway Administration based on research evaluations to determine road user comprehension, sign conspicuity, and sign legibility.

Sometimes a change from word messages to symbols requires significant time for public education and transition. Therefore, this article sometimes includes the practice of using educational plaques to accompany new symbol signs.

'''Guidance.''' An educational plaque should accompany new warning or regulatory symbol signs not readily recognizable by the public.

'''Option.''' State and/or local highway agencies may conduct research studies to determine road user comprehension, sign conspicuity, and sign legibility.

Educational plaques may be left in place as long as they are in serviceable condition.

'''Guidance.''' Although most standard symbols are oriented facing left, mirror images of these symbols should be used where the reverse orientation might better convey to road users a direction of movement.

'''Standard.''' A symbol used for a given category of signs (regulatory, warning or guide) shall not be used for a different category of signs, except as specifically authorized in this article.

Except as provided in this article, a recreational and cultural interest area symbol shall not be used on streets or highways outside of recreational and cultural interest areas.

A recreational and cultural interest area guide sign symbol shall not be used on any regulatory or warning sign on any street, road or highway.

'''Option.''' A recreational and cultural interest area guide sign symbol may be used on a highway guide sign outside a recreational and cultural interest area to supplement a comparable word message for which there is no approved symbol for that message.

==903.2.15 Word Messages (MUTCD Section 2A.13)==

'''Standard.''' Except as provided in [[#903.2.6 Sign Design (MUTCD Section 2A.06)|EPG 903.2.6 Sign Design]], all word messages shall use standard wording and letters as shown in this article, the EPG and the MUTCD ''Standard Highway Signs and Markings'' book. Any non-standard or variable sign shall be detailed by Central Office Highway Safety and Traffic Division.

'''Guidance.''' Word messages should be as brief as possible and the lettering is to be large enough to provide the necessary legibility distance. A minimum specific ratio of 1 in. of letter height per 30 ft. of legibility distance should be used.

Abbreviations (refer to [[:Category:900 TRAFFIC CONTROL|EPG 900 Traffic Control]]) should be kept to a minimum.

Word messages should not contain periods, apostrophes, question marks, ampersands or other punctuation or characters that are not letters, numerals or hyphens unless necessary to avoid confusion.

The solidus (slanted line or forward slash) is intended to be used for fractions only and should not be used to separate words on the same line of legend. Instead, a hyphen should be used for this purpose.

'''Standard.''' Fractions shall be displayed with the numerator and denominator diagonally arranged about the solidus (slanted line or forward slash). The overall height of the fraction is measured from the top of the numerator to the bottom of the denominator, each of which is vertically aligned with the upper and lower ends of the solidus. The overall height of the fraction shall be determined by the height of the numerals within the fraction, and shall be 1.5 times the height of an individual numeral within the fraction.

'''Support.''' The MUTCD ''Standard Highway Signs and Markings'' book contains details regarding the layouts of fractions on signs.

'''Guidance.''' When initials are used to represent an abbreviation for separate words (such as “U S” for United States route), the initials should be separated by a space of between ½ and ¾ of the letter height of the initials. When an Interstate route is displayed in text form instead of using the route shield, a hyphen should be used for clarity, such as “I-70”.

'''Standard.''' All sign lettering shall be in upper-case letters as established in the EPG and the MUTCD ''Standard Highway Signs and Markings'' book unless otherwise provided in this article for a particular sign or type of message.

The sign lettering for names of places, streets and highways shall be composed of a combination of lower-case letters with initial upper-case letters.

'''Support.''' Letter height is expressed in terms of the height of an upper-case letter. For mixed-case legends (those composed of an initial upper-case letter followed by lower-case letters), the height of the lower-case letters is derived from the specified height of the initial upper-case letter based on prescribed ratio. Letter heights for mixed-case legends might be expressed in terms of both the upper- and lower-case letters, or in terms of the initial upper-case letter alone. When the height of a lower-case letter is specified or determined from the prescribed ratio, the reference is to the nominal loop height of the letter. The term loop height refers to the portion of a lower-case letter that excludes any ascending or descending stems or tails of the letter, such as with the letters “d” or “q”. The nominal loop height is equal to the actual height of a non-rounded lower-case letter whose form does not include ascending or descending stems or tails, such as the letter “x.” The rounded portions of a lower-case letter extend slightly above and below the baselines projected from the top and bottom of such a non-rounded letter so that the appearance of a uniform letter height within a word is achieved. The actual loop height of a rounded lower-case letter is slightly greater than the nominal loop height and this additional height is excluded from the expression of the lower-case letter height.

'''Standard.''' When a mixed-case legend is used, the height of the lower-case letters shall be ¾ of the height of the initial upper-case letter.

The unique letter forms for each of the Standard Alphabet series shall not be stretched, compressed, warped or otherwise manipulated.

'''Support.''' [[903.7 Conventional Road Guide Signs#903.7.4 Size of Signs (MUTCD Section 2D.04)|EPG 903.7.4 Size of Signs]] contains information regarding the acceptable methods of modifying the length of a word for a given letter height and series.

==903.2.16 Sign Borders (MUTCD Section 2A.14)==
'''Standard.''' Unless otherwise provided, each sign illustrated in the EPG shall have a border of the same color as the legend, at or just inside the edge.

The corners of all sign borders shall be rounded, except for STOP signs.

'''Guidance.''' A dark border on a light background should be set in from the edge, while a light border on a dark background should extend to the edge of the sign.

==903.2.17 Enhanced Conspicuity for Standard Signs (MUTCD Section 2A.15)==
[[image:903.2.25.1 2015.jpg|right|575px|thumb|<center>'''Fig. 903.2.17.1 Examples of Enhanced Conspicuity for Signs '''</center>]]

'''Option.''' Based upon engineering judgment, where the improvement of the conspicuity of a standard regulatory, warning, or guide sign is desired, any of the following methods may be used, as appropriate, to enhance the sign’s conspicuity (see Fig. 903.2.17.1):

A. Increasing the size of a standard regulatory, warning, or guide sign.

B. Doubling-up of a standard regulatory, warning, or guide sign by adding a second identical sign on the left-hand side of the roadway.

C. Adding one or more red flags (cloth or retroreflective sheeting) above a standard regulatory or warning sign, with the flags oriented so as to be at 45 degrees to the vertical.

D. Adding a solid fluorescent yellow rectangular plaque above a standard regulatory sign, with the width of the panel corresponding to the width of the standard regulatory sign. A legend of “NOTICE” may be added in black letters within the plaque determined by engineering judgment (see [[903.6 Warning Signs#903.6.58 NOTICE Plaque (W16-18P) (MUTCD Section 2A.15)|EPG 903.6.58 NOTICE Plaque]]).

E. Adding a diagonally striped black and fluorescent yellow strip of retroreflective sheeting around the perimeter of a standard warning sign.

F. Adding a warning beacon (see [[:Category:902 Signals|EPG 902 Signals]]) to a standard regulatory (other than a STOP or a Speed Limit sign), warning, or guide sign.

G. Adding a speed limit sign beacon (see EPG 902) to a standard Speed Limit sign.

H. Adding a stop beacon (see EPG 902) to a STOP sign.

I. Adding light emitting diode (LED) units within the symbol or legend of a sign or border of a standard regulatory, warning, or guide sign, as provided in [[#903.2.9 Retroreflectivity and Illumination (MUTCD Section 2A.07)|EPG 903.2.9]].

J. Adding a strip of retroreflective material to the sign support. The retroreflective strip is an aluminum sub straight 4 in. wide and 6 ft. long mounted to sign support directly below the sign. The color of the retroreflective materials shall match the background color of the sign, expect that the color of the strip for YIELD and DO NOT ENTER signs shall be red.

K. Using other methods that are specifically allowed for certain signs as described elsewhere in the EPG.
[[image:903.2.25.2 2020.jpg|right|425px|thumb|<center>'''Fig. 903.2.17.2 Example of WATCH FOR APPROACHING TRAFFIC Signing '''</center>]]

'''Support.''' Sign conspicuity improvements can also be achieved by removing non-essential and illegal signs from the right of way (see [[:Category:900 TRAFFIC CONTROL|EPG 900]]), and by relocating signs to provide better spacing.

'''Standard.''' Strobe lights shall not be used to enhance the conspicuity of highway signs.

If installed for improvement of the conspicuity of intersection signing, the WATCH FOR APPROACHING TRAFFIC (special) sign shall be used, see Fig. 903.2.17.2.

If plaques are used, they shall be installed below the main sign, up to two plaques.

A warning beacon shall be set on steady flash if a problem would occur with the beacon.

If a strip of retroreflective material is used on the sign support, it shall be at least 4 inches wide, it shall be placed for the full length of the support from the sign to within 4 feet above the edge of the roadway, and its color shall match the background color of the sign, except that the color of the strip for the YIELD and DO NOT ENTER signs shall be red.

'''Option.''' The FROM LEFT or FROM RIGHT (special) plaque may be used.

'''Guidance.''' Routine inspection of the beacon should be done and determined by the district.

==903.2.18 Standardization of Sign Location (MUTCD Section 2A.16)==

'''Support.''' Standardization of position cannot always be attained in practice. Examples of heights and lateral locations of signs for typical installations are illustrated in Fig. 903.2.18.1 and examples of locations for typical signs at intersections are illustrated in Fig. 903.2.18.2.

[[903.5 Regulatory Signs|EPG 903.5]], [[903.6 Warning Signs|EPG 903.6]] and [[903.7 Conventional Road Guide Signs|EPG 903.7]] contain provisions regarding the application of regulatory, warning and conventional guide signs, respectively.

'''Standard.''' Signs requiring separate decisions by the traveler shall be spaced sufficiently far apart for the appropriate decisions to be made. One of the factors considered when determining the appropriate spacing shall be the posted or 85th-percentile speed.

'''Guidance.''' Mainline signs on freeways and expressways should be visible a minimum of 800 feet and signs on conventional roads should be visible a minimum of 200 feet (minimum sign spacing in the MUTCD sections 2D and 2E). These distances should be considered when determining spacing between signs and when evaluating sign legibility during sign inspections. When these minimum sign spacing distances are not achievable, engineering judgement should be used to determine if the sign can be relocated to improve visibility, provide advance signing or determine if a reduced sign spacing distance is appropriate.

Signs should be located on the right-hand side of the roadway where they are easily recognized and understood by travelers. Signs in other locations should be considered only as supplementary to signs in the normal locations, except as otherwise provided in this article.

Signs should be individually installed on separate posts or mountings except where:

:A. One sign supplements another, or

:B. Route or directional signs are grouped to clarify information to motorists, or

:C. Regulatory signs that do not conflict with each other are grouped, such as turn prohibition signs posted with ONE WAY signs or a parking regulation sign posted with a speed limit sign.

:D. Street name signs are posted with a STOP or YIELD sign.

Signs should be located so that they:

:A. On right of way, are installed on a breakaway assembly, regardless of where they are located;

:B. Optimize nighttime visibility;

:C. Minimize the effects of mud splatter and debris;

:D. Do not obscure each other;

:E. Do not obscure the sight distance to approaching vehicles on the major street for drivers who are stopped on minor-street approaches;

:F. Are not hidden from view; and

:G. Do not block view of intersection.

'''Support.''' The clear zone is the roadside border area measured from the edge of the pavement that is available for the safe use by errant vehicles as determined according to the EPG. The width of the clear zone depends on traffic volumes, speeds and roadside geometry.

'''Guidance.''' Because of increased traffic, an order of sign installation priority should be established to provide travelers with regulatory, warning, and guidance information.

'''Support.''' An order of priority is especially critical where space is limited for sign installation and there is a demand for several different types of signs. Overloading motorists with too much information is not desirable.

'''Guidance.''' Because regulatory and warning information is more critical to travelers than guidance information, regulatory and warning signing whose location is critical should be displayed rather than guide signing in cases where conflicts occur. Community wayfinding and acknowledgment guide signs should have a lower priority as to placement than other guide signs. Information of a lesser critical nature should be moved to less critical locations or omitted.

'''Option.''' Signs may be placed on median islands or on the left-hand side of the road under some circumstances, such as on curves to the right. A supplementary sign located on the left-hand side of the roadway may be used on a multi-lane road where traffic in a lane to the right might obstruct the view to the right.

'''Guidance.''' In urban areas where crosswalks exist, signs should not be placed within 4 ft. in advance of the crosswalk.

<div id="Fig. 903.2.18.1 Examples"></div>
[[image:903.2.26.1.pdf|center|800px|thumb|<center>'''Fig. 903.2.18.1, Examples of Heights and Lateral Locations of Signs for Typical Installations''']]

<div id="Fig. 903.2.18.2 Examples"></div>
[[image:903.1.26.2.pdf|center|thumb|800px|<center>'''Fig. 903.2.18.2, Examples of Locations for STOP and YIELD Signs at Intersections'''</center>]]

==903.2.19 Sign and Post Inventory and Storage==
'''Support.''' MoDOT allocates millions of dollars each year to maintain almost 700,000 signs installed along its highways. To maintain these signs in an efficient and timely manner, appropriate sign and post inventories need to be maintained. Sign inventories need to include Priority 1 and Priority 2 signs and may include other high use signs to make ordering and request fulfilment more efficient.

To maintain the appropriate inventory level of priority and high usage signs, the inventory levels need to be based on the historical usage of each sign by the district, a level which will allow timely repairs to signs in the field, yet not represent a waste of resources with an overabundance of inventory or signs that exceed their shelf-life.

Maintaining appropriate inventory levels for each sign post is also critical for timely sign maintenance. Each post type has different lead times which must be accounted for when determining appropriate inventory levels. Pipe and Wide Flange posts are MoDOT specific designs and must be fabricated when ordered which results in very long lead times for delivery. Other post types tend to be more readily available and in stock with our vendors resulting in a shorter delivery time, such as PSST and U-channel posts.

'''Guidance.''' Given the importance of maintaining an inventory of signs and posts and the value of this resource, districts should consider assigning the duties of warehouse management to an individual, or individuals. Typical duties of an individual(s) who manages these inventories can include ordering signs and posts, receiving and inspecting signs from vendors, maintaining the district warehouse inventory of signs and posts and processing sign and post needs from field crews. This may also include delivering these materials to some or all remote locations within a district. Without proper management, inventories can easily grow out of control or be insufficient to meet the needs of the field crews.

'''Standard.''' Districts shall determine their maximum inventory levels by using the sign and post usage reports, running each report at the beginning of each fiscal year. The reports will identify the maximum and minimum recommended levels for each sign and post commodity. These reports will calculate the values based on the average usage over the previous 36 months from the date the reports are run. The average of the past 36 months will flatten spikes in any given year which will result in maximum levels being too high or low.

===903.2.19.1 Supply Items (Non-Inventory Items)===
'''Support.''' There are many components used to install and maintain signs, these can be broken down into two categories; inventory items and supplies, see Table 903.2.19.1. Supplies are those items that are not individually inventoried and are generally smaller items purchased in larger quantities. These items will not have commodity codes associated with them as Inventory Items typically do. Guidance for inventory items can be found in subsequent sections of this article.

<center>'''Table 903.2.19.1'''</center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"
|+
!style="background:#BEBEBE" |Inventory Items!!style="background:#BEBEBE" |Supply Items
|-
|Wide Flange Post / Stub|| Base Bolts / Washers / Nuts / Concrete Anchors
|-
|Pipe Post / Stub|| Bolt Retainer Plates
|-
|PSST Post / Anchor (7 gauge & 12 gauge)|| Brass Shims
|-
|Channel Post / Stub|| Dent Breakaway Bolts
|-
|Wood Post|| Wide Flange Breakaway Bolts / Washers / Nuts
|-
|PSST 2.25" Insert (72" X 2.25")|| PSST Post Splice (12" X 1.75" and 2.25" PSST)
|-
|PSST Surface Mount Bases (for 2" and 2.5")|| Aluminum Backer Bar
|-
|PSST Redi-Torque Assembly (for 2.5")|| Slip Base Parts (top only, wedge, replacement bolt)
|-
|PSST Kleen Break Assemblies (for 2")|| Wood Post Clamps
|-
|PSST Snap n Safe Couplers (for 2" and 2.5")|| Pipe Post Clamps
|-
|rowspan="6"| ||Pipe Post Caps
|-
|PSST Bolts / Washers / Nuts
|-
|Nylon Sign Washers
|-
|Ready-Mix Concrete
|-
|Bags of Concrete
|-
|Pole Setting Foam
|}

'''Guidance.''' While supplies are not tracked and counted as inventory, these items should still be managed in an efficient manner. Like inventoried items, the quantity of any given supply should be based on the district’s average 36-month usage. The maximum inventory level for each supply item should not exceed the average 3-month usage rate and the minimum inventory level should be based on the time it takes to order and receive the supply item.

===903.2.19.2 Sign Inventory ===
'''Support.''' Signs have a shelf-life and a warranty; the warranty begins the day the sign is fabricated. All signs have a manufacturer’s ID decal on the back of the sign which includes the date of manufacturing that can be used to determine the age of signs in inventory.

The need for inventory of signs is based on the priorities assigned to sign replacement and maintenance and is focused on Priority 1 and Priority 2 signs. These are signs which are critical to the safety of the roadway and need to be readily available to repair or replace damaged or missing signs in a short period of time, see [[#903.2.23 Emergency Response|EPG 903.2.23 Emergency Response]] for lists of priority signs and the required repair time. Priority 1 and Priority 2 sign repairs cannot wait for a sign to be ordered, manufactured and shipped resulting in the need to keep a reasonable number of each type of sign on hand to fulfill these work orders.

'''Standard.''' Priority 1 and Priority 2 signs shall be maintained in inventory to facilitate timely repairs. For Priority 2 signs with usage less than 1 per year, a single sign shall be inventoried, or a 7-day accelerated order shall be used to acquire the sign when needed.

Inventory levels for signs shall be based on the district’s average 36-month usage report for all sign commodities. The maximum inventory level for each sign commodity shall not exceed the average 3-month usage rate. The minimum inventory should be no less than your average usage in one month.

The maximum inventory levels for signs are maintained at the district warehouse. Local maintenance buildings shall keep small inventories of Priority 1 signs and may keep a small inventory of select Priority 2 signs (see Figures 903.2.19.2.1 thru 903.2.19.2.2.5).

As signs are pulled from MoDOT inventories, the oldest signs shall be used first to ensure the department gets the maximum life from any given sign and to ensure inventory doesn’t exceed its shelf-life. The age of the sign is determined by the manufacturing date found on the manufacture’s ID on the back of the sign.

'''Option.''' Maximum inventory levels of signs may exceed the 3-month usage when signs are ordered to fulfill the needs of specific work orders generated by annual sign log inspections. To avoid an overabundance of signs at a building and to avoid overloading our vendors, orders need to be submitted at a rate that closely matches the crew’s ability to install the signs once they are delivered. These temporary inventory levels must be installed for the locations they were ordered for in less than a year.

'''Guidance.''' Minimum inventory levels for each sign should be equal to the average 1-month usage rate. This would be the quantity of signs expected to be used during the time it takes the vendor to resupply the inventory with a new order.

<center>'''Table 903.2.19.2, Sign Priority Levels'''</center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"
|+
!style="background:#BEBEBE" rowspan="2"|Sign Priority!!style="background:#BEBEBE" colspan="2"|Inventory Levels*!!style="background:#BEBEBE" rowspan="2"|Kept in Stock
|-
!style="background:#BEBEBE"|Max !!style="background:#BEBEBE"| Min
|-
|Priority 1|| 3 months|| 1 month|| Required
|-
|Priority 2|| 3 months|| 1 month|| Required
|-
|Priority 3 high usage|| 3 months|| 1 month|| Optional
|-
|Priority 3 low usage|| 0|| 0|| Not Recommended
|-
|colspan="4"|'''*''' Inventory levels of each sign number are based on the 36-month average usage for the district
|}

[[image: 903.2.19.2.2.jpg|center|600px]]
<center>'''Figure 903.2.19.2.1'''</center>

[[image: 903.2.19.2.3.jpg|center|600px]]
<center>'''Figure 903.2.19.2.2'''</center>

[[image: 903.2.19.2.4.jpg|center|600px]]
<center>'''Figure 903.2.19.2.3'''</center>

[[image: 903.2.19.2.5.jpg|center|500px]]
<center>'''Figure 903.2.19.2.4'''</center>

[[image: 903.2.19.2.6.jpg|center|700px]]
<center>'''Figure 903.2.19.2.5'''</center>

===903.2.19.3 Sign Storage and Handling===
'''Support.''' Proper storage and handling of highway signs before and during installation is critical to achieve the maximum sign life and effectiveness. Sign sheeting is easily damaged by impacts, abrasions, weight, heat and moisture before installation. Sign sheeting has a minimum of a 10-year warranty from the date of fabrication, however, this warranty is void if the sheeting is damaged due to improper storage or handling.

'''Standard.''' Flat sheet signs shall be stored indoors in a cool and dry environment with the signs being placed in the racks on their edge. If for some reason signs are wet in storage or shipping, they shall be removed from any packaging immediately, separated and placed on their vertical edge so they can air dry.

'''Support.''' Extruded panel signs should be stored indoors in a cool and dry location, however, given the size of these signs this is not always possible. If extruded panel must be stored outdoors, they need to be kept dry. Ideally, signs would be removed from their packaging, assembled (in whole or in pieces) and temporarily mounted to posts or an A-frame trailer so water can shed off of the sign face and air dry as if they were installed permanently.

During transport, flat sheet signs should be carried on their vertical edge and both flat sheet and extruded signs (and pieces of signs) should be secured so the sign sheeting side of the signs do not rub on one another or against the vehicles causing damage.

===903.2.19.4 Post Inventory===
'''Support.''' Unlike signs, sign posts do not have a shelf-life. While they can be stored indefinitely without loss of integrity, it is still critical to properly manage inventory levels to ensure the best use of MoDOT resources.

<center>'''Table 903.2.19.4, Post Inventory Levels'''</center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"
|+
!style="background:#BEBEBE" rowspan="2"|Post Type!!style="background:#BEBEBE" rowspan="2"|Post Size!!style="background:#BEBEBE" colspan="2"|Inventory Levels!! style="background:#BEBEBE" rowspan="2"|Kept in Stock
|-
!style="background:#BEBEBE"|Max !!style="background:#BEBEBE"| Min*
|-
|rowspan="2"|Wood|| 4x4 ||3 months|| 0|| Optional
|-
|4x6|| 3 months|| 0|| Optional
|-
|U-Channel|| 3 lb/ft|| 3 months|| 2 months|| Required
|-
|rowspan="2"|PSST ||2x2 ||3 months|| 1.5 months|| Required
|-
|2.5x2.5|| 3 months|| 1.5 months|| Required
|-
|rowspan="3"|Pipe***|| 2.5" ID ||6 months ||3 months or 2 posts|| Recommended**
|-
|3" ID ||6 months ||3 months or 2 posts|| Recommended**
|-
|4" ID ||6 months ||3 months or 2 posts ||Recommended**
|-
|rowspan="6"|Wide Flange***|| #1 ||6 months ||3 months or 3 posts ||Recommended**
|-
|#2 ||6 months ||3 months or 3 posts ||Recommended**
|-
|#3 ||6 months ||3 months or 3 posts ||Recommended**
|-
|#4 ||6 months ||3 months or 3 posts ||Recommended**
|-
|#5 ||6 months ||3 months or 3 posts ||Recommended**
|-
|#6 ||6 months ||3 months or 3 posts ||Recommended**
|-
|colspan="5" align="left"|'''*''' Minimum inventory levels based on contract delivery period of each post type
|-
|colspan="5" align="left"|'''**''' Given the long lead times for acquiring these types of posts, it is recommended districts keep the minimum levels indicated unless a size is extremely rarely used in a district. If one set of posts are retained as a minimum, the longest length that may be needed should be what is retained.
|-
|colspan="5" align="left"|'''***''' If a district has inventory greater than the maximum listed, the posts shall be retained, and their availability made known to the rest of the state. They shall not be scrapped unless they no longer meet MoDOT specifications.
|}

====903.2.19.4.1 Wood, U-Channel and PSST Posts====
'''Standard.''' Inventory levels for these posts shall be based on the district’s average 36-month usage report for all post commodities. The maximum inventory level for each U-Channel and PSST post commodity shall not exceed the average 3-month usage rate. Minimum inventory levels for these posts should typically equal the average number of posts used during the length of time it takes to order and receive new posts.

Wood posts shall be purchased on an as needed basis from local sources not only to minimize inventory levels, but to minimize the chances of waste due to the tendency of a wood post to warp and twist over time.

'''Option.''' Maximum inventory levels of sign posts may exceed 3-month usage when posts are ordered to fulfill the needs of specific work orders generated by annual sign log inspections. To avoid an overabundance of sign posts at a building and to avoid overloading our vendors, orders need to be submitted at a rate that closely matches the crew’s ability to install signs and posts once they are delivered. These temporary inventory levels must be installed for the locations they were ordered for in less than a year.

====903.2.19.4.2 Pipe and Wide Flange (I-Beam) Posts====
'''Support.''' Pipe and Wide Flange posts are unique in that they are far more expensive to purchase compared to other MoDOT standard posts. These designs are specific to MoDOT so a vendor must fabricate these post types as the orders are received resulting in long lead times for delivery. The usage rates for these posts, especially for certain sizes of posts, are not as regular as other types of posts. As a result, an inventory based on the 36-month average usage may not result in the proper number of posts in inventory.

Each post type comes in a variety of different lengths and each length is individually inventoried. This variety of inventoried lengths was established to provide posts in inventory that would be as close to the length needed to reduce the amount of waste as posts were trimmed to the proper length. This method was established when post usage on all posts was much higher and inventory level management was not as critical.

'''Standard.''' Inventory levels for these posts shall be based on the district’s average 36-month usage report for all post commodities. The maximum inventory level for each Pipe and Wide Flange post commodity shall not exceed the average 6-month usage rate.

'''Guidance.''' Minimum inventory levels for these posts should typically equal the average number of posts used during the length of time it takes to order and receive new posts. However, due to the long delivery lead times for Pipe and Wide Flange posts, the minimum quantity for these posts typically should not be zero unless a size of post is very rarely used in the district. In these cases, a minimum quantity of 2-3 should be kept on hand to repair or install one sign for emergency situations.

For low usage post types, such as structural #6 Wide Flange posts, it is important to have posts on hand for unexpected needs; however, maintaining a minimum inventory of all available sizes is not recommended. For these low usage posts, the longest post length that may be needed in the district is what should be inventoried, and any actual length needed can be cut from this length. While this will likely generate greater waste as more posts may be cut off to size the post for the need, this waste is preferred over excessive numbers of posts of various lengths on inventory.

====903.2.19.4.3 Post Storage and Handling====

'''Support.''' Unlike signs, posts do not have a shelf life and can be stored indefinitely without loss of integrity if stored properly.

'''Standard.''' Sign posts shall be stored up off the ground to avoid corrosion that would result from ground contact.

'''Guidance.''' If the galvanized coating of the posts is damaged, it should be patched using a zinc-based product to prevent corrosion.

==903.2.20 Sign and Post Ordering==
'''Support.''' Ordering practices have a direct impact on pricing and vendor participation in our contracts. The primary factor is the quantity of materials ordered at one time and more specifically placing small orders for items which are expensive to ship like sign posts and signs. Shipping costs per item for large items tends to decrease as quantities increase. As an example, the shipping costs for 20 posts on a flatbed truck is the same as it is for a shipment of 200 posts, but if posts are ordered in quantities of 20, the cost of each post is higher as the shipping costs are associated to a smaller number of posts.

===903.2.20.1 Sign Ordering===
'''Support.''' MoDOT began outsourcing the fabrication of signs for maintenance operations and closed its Sign Production Center in 2012. This change also incorporated many modifications to the way MoDOT did business. MoDOT eliminated many department specific sign designs and adopted federal sign standards. The funding for the acquisition of signs was transferred from central office to the districts and the sign ordering practices were structured to better accommodate acquiring signs through a 3rd party vendor.

MoDOT’s sign outsourcing contract is set up on a weekly cycle format. Orders are submitted to the vendor on Wednesday of each week with normal delivery time being 21 calendar days starting on the next day (Thursday). There are accelerated delivery timelines for special needs, 7-day and 14-day deliveries, that can be submitted any day of the week. There is also a 36-hour rush order; however, this is only utilized for critical needs and its use must be approved by Highway Safety and Traffic. Pricing for signs in this contract is by square foot and the contract is separated into three categories of flat sheet signs, extruded panel signs and a unique category that contains items such as stop/slow paddles and delineators.
The way sign orders are assembled has a dramatic impact on the amount of time it takes to process them once submitted. The following guidance was developed to help stream-line the process and control the overall cost of the signs MoDOT purchases.

'''Guidance.''' A district sign warehouse inventory should fill a large portion of sign requests for Priority 1 and Priority 2 signs as well as high usage signs. Requests for signs not kept in inventory should be consolidated and added to a weekly sign order. Replenishment of inventory should also be added to the weekly sign order. Weekly orders should be submitted as a normal 21-day order with 7-day and 14-day accelerated orders being reserved for special cases where a sign (or small number of signs) must be received more quickly. These accelerated orders need to be used sparingly as it places an extra burden on our vendor that can affect their ability to fulfill orders for the rest of the state if overused.

Sign orders are established to match the contract format so like sign types are contained on a given order resulting in one order per week for:
:* Flat sheet signs
:::o Adopt-a-Highway (as its own flat sheet order)
:* Structural signs
:* Unique signs.

If the number of sign requests per sign order exceeds the maximum limit of 99 lines, more than one weekly sign order shall be submitted for that sign type.

Individual sign requests for like sign numbers and sizes should be pulled from stock, and a consolidated sign request should be submitted to replenish stock. This minimizes the time it takes for Highway Safety and Traffic Division to review and process sign orders, but more importantly, makes it more efficient for our vendor to determine what signs need to be fabricated for the state each week.

The weekly sign ordering process takes place as follows:

:* Thursday through Tuesday – District warehouses receive and process sign requests from the field, filling requests from stock when possible and adding others to the list of signs to add to the weekly vendor order in the Sign Management System (SMS).
:* Tuesday – All vendor orders for the week need to be submitted Tuesday afternoon and no later than 5:00 pm so they will interface with SAM II for the creation of purchase orders that night. The vendor orders may be submitted earlier if employees are out of the office on Tuesday, but this will count toward the districts one purchase order per sign type for the week.
:* Wednesday – All purchase orders should be submitted to Central Office Highway Safety and Traffic Division by 10 am.
:* Expedited purchase orders – 36-hour rush, 7 day, and 14-day orders may be sent to Central Office Highway Safety and Traffic Division any weekday. A district should give additional notice by phone or email of these orders, preferably in advance when the sign is first requested.
:* Receiving Signs – The district has five (5) business days after receipt of order (ARO) to notify the contractor of any visible damage or specification compliance issues. After the five (5) working days the contractor will still be responsible for correcting any issues relating to specifications, quantity and quality, but liquidated damages will no longer be applicable. The contractor will not be responsible to correct any damages not identified within the first five (5) business after receipt of the signs. The contractor shall replace any sign(s) that fails inspection within the original delivery timeframe. The contractor shall understand and agree any replacement sign(s) that is shipped beyond the original delivery timeframe shall be subject to liquidated damages.
:* Liquidated Damages – While it is not MoDOT’s intent to negatively impact our vendors by imposing liquidated damages, this contractual condition does ensure MoDOT’s orders receive priority.
:* Shipping Locations – To keep sign costs as low as possible, the MoDOT shipping locations have been limited to the sign warehouses in NW, NE, KC, CD and SL only. Due to the geographical size of SW and SE districts, each has a secondary delivery location at their regional offices in Joplin and Willow Springs. While it would be more efficient for MoDOT to have signs shipped directly to each maintenance building, the shipping costs would be so extreme it would drive the cost of signs beyond acceptable limits.

===903.2.20.2 Post Ordering===
'''Guidance.''' Post orders should incorporate quantities to replenish inventories at the district warehouse location as well as any additional needs at the various maintenance buildings to make these orders as cost effective as possible.

'''Standard.''' Due to the higher cost, long lead times for acquisition and sometimes erratic usage of Pipe and Wide Flange posts, districts shall first determine if the posts they need are available in any other district before ordering. At the time this guidance was drafted, there was excess inventory in the state for Pipe and Wide Flange posts which needed to be utilized.

'''Option.''' Once the state-wide inventory levels of Pipe and Wide Flange posts are normalized and the excess inventory is used, the practice of looking at state-wide inventories of Pipe and Wide Flange posts may be used to fulfill the need for these posts if the posts are needed more quickly than the vendor can supply them.

==903.2.21 Sign and Post Disposal==
'''Support.''' Signs and Posts are state property and as such when no longer needed due to being obsolete, damaged or reaching the end of their service life need to be disposed of through the competitive bid process like any other MoDOT property.

===903.2.21.1 Sign Disposal===
'''History.''' During the operations of MoDOT’s Sign Production Center (SPC), old signs were shipped to the Moberly Correctional Center where they were sorted and stored until the SPC submitted a request. Once the request was received, the prison would clean and straighten the appropriate sign blanks from the reclaimed inventory and ship to the SPC for production. At the peak, 75% of the sign the SPC produced were on these reclaimed sign blanks. When sign production was first outsourced, the use of reclaimed sign blanks was investigated; however, the shipping cost to the prison and then to the vendor was cost prohibitive, making the use of reclaimed sign blanks more expensive than the use of new aluminum. As a result, old signs are now sold for scrap at the end of their service life.

'''Support.''' All signs, including those that have reached the end of their service life or signs in warehouses which have become obsolete, are state property and must be disposed of as scrap. MoDOT’s policy does not permit the transfer ownership of its signs, other than selling signs as scrap, to other entities. This makes prosecution for sign theft easy as anyone who is in the possession of one of these signs could not have legally acquired it.

'''Standard.''' When signs are removed from the field or warehouse inventory, they shall be collected and sold as scrap following General Services policies for the disposal of state materials. The disposal of signs that are traffic control devices, whose use is regulated by state and federal law, includes an additional step. Any traffic control devices which are taken out of service and scrapped (signs, signal heads, changeable message signs, etc.) must be sold using the GS-23 Bill of Sale of Traffic Control Devices. The GS-23 contains a legal statement the purchaser of these materials is prohibited from reselling them in the form of traffic control devices, and reads:

::''(3) TRAFFIC CONTROL DEVICES TO BE USED AS SCRAP ONLY: The Buyer shall use traffic control devices purchased under this Bill of Sale for purposes other than traffic control unless the buyer is a political subdivision of the State of Missouri or authorized contractor. These materials shall not be sold or distributed in their current forms as traffic control devices. In the event the Buyer chooses to sell said traffic control devices, the Buyer shall, prior to any sale, permanently deface or otherwise disable the traffic control devices to impede their use in current form as traffic control devices. Buyer also acknowledges that the Manual on Uniform Traffic Control Devices, 23 CFR 655, 23 USC 109(d) and 23 USC 402(a) apply to the use of traffic control devices and do not allow the presentation of advertising messages or other messages unrelated to traffic control on a traffic control device. Buyer also acknowledges that Buyer has read and understands Missouri Statute 304.321, attached.''

When sign inventory levels are managed correctly, there is typically no need to dispose of new/unused signs unless they are damaged. However, if guidance from Highway Safety and Traffic Division is given to purge certain signs from inventory before use, these signs shall be disposed of in the same manner as used signs.

===903.2.21.2 Post Disposal===

'''Support.''' Unlike signs, posts do not have a shelf-life so they can be stored indefinitely until needed.

'''Standard.''' The only time unused sign posts, stubs, hardware, etc. shall be sold as scrap is if those materials have been identified as no longer meeting state specifications. These materials shall remain in inventory until the district, or another district, is able to utilize them. Used and damaged sign posts, stubs and hardware shall be disposed of as scrap following standard GS procedures.

==903.2.22 Sign Inspection==
'''Support.''' Sign inspection is critical to the maintenance of MoDOT’s highway signs. The process assures we identify deficient signs, establishes the sign maintenance program for the year and is the department’s means to complying with federal sign maintenance standards.

Night time visual sign inspections are used to evaluate MoDOT’s signs as sign visibility is the most critical and difficult to achieve during dark conditions. Signs become more critical at night as other visual cues a driver needs are going to fade away in the dark (trees, ditches, etc.). Night time crashes are also typically higher compared to daytime crashes making highly visible signs a key tool to help reduce crashes.
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="260px" align="right"
|-
|'''Training Document'''
|-
|align="center"|''' [http://sp/sites/ts/signing/RefTool/_layouts/15/WopiFrame.aspx?sourcedoc={B0E5C787-0CE8-467D-8B2C-990298C50B2C}&file=Sign%20Log%20Inspection%20Guidance.pptx&action=default Sign Log Inspection Guidance] '''
|}
Inspectors need to view the signs during the inspection from the perspective of the motorist, from the driver seat, traveling in the lane and looking at the signs from the distances a driver needs to see the sign from to make appropriate decisions. In addition to the guidance which follows, the Sign Log Inspection Guidance Training PowerPoint walks an inspector through the process and provides photographic examples of what to look for during an inspection.

'''Standard.''' All MoDOT signs shall be inspected every other year based on the county they are located in. Figure 903.2.22.1, and Table 903.2.22 for the county inspection schedule, indicates which counties shall be inspected in the even and odd year cycles.

'''Options.''' There are sign deficiencies which can be easily identified during normal day time operations outside the annual night time inspection period. Typical deficiencies that are easy to identify during the day can include:
:* Vegetation growing in front of signs
:* Signs which are leaning and out of plumb or twisted away from traffic
:* Signs mounted on the incorrect post or have the incorrect number of posts
:* Missing breakaway devices or the breakaway device is incorrectly assembled
::o These are deficiencies which cannot be identified at night but can represent serious safety issues for the public.
:* Sign faces which have faded colors, pealing sign legend or sign sheeting
:* Signs which have been physically damaged by impacts, gun shots, etc.

Correcting deficiencies such as these outside the annual night time inspection will result in fewer deficiencies identified during the inspection and will result in the inspection taking less time to complete.

<center>'''Table 903.2.22, Sign Inspection Schedule by District'''
[[image:903.2.22-sign inspection county listing 3-22-23.jpg|800px]]
</center>

[[image:903.2.22-sign inspection map 3-22-23.jpg|center|600px]]
<center>'''Figure 903.2.22.1, Sign Inspection Schedule Map'''</center>

'''Standard.''' Annual night sign log inspections shall follow these basic criteria:
:* Signs shall be inspected 1 hour after sunset and at least 1 hour prior to sunrise to ensure complete darkness
:* Signs shall be inspected with low beam headlights
:* Keep interior lights off so eyes are acclimated to darkness (dim lights are OK to illuminate computer keyboard)
:* Once frost and/or dew begin to settle on the signs (thus affecting retroreflectivity), discontinue inspections
:* Signs on side streets shall be inspected by driving the side street approaching the sign
:* The sign legend and background colors should be recognizable both day and night (for example, a guide sign's white legend should be clearly visible and the background should be recognizable as green). If not, replace the sign.
:* If inspection takes place after leaves have dropped and tree limbs fall within the view of the sign, but do not obscure sign: trim limbs to account for the time when leaves will regrow
:* Inspection vehicles should be typical cars, SUVs or pickups, 2002 or newer
:* Two-person inspection crews for safety
:* Inspection conducted from travel lane (not shoulder) and conducted at normal travel speed
:* Headlights should be cleaned before inspection begins. Clouded or hazed lenses should be polished
:* Headlights should be checked to ensure they are properly aimed.

Signs shall be visible from the following distances:
:* <u>Flat Sheet Signs</u> must be visible from approximately 300 ft to provide drivers enough time to see and react to the sign. Any deficiencies which prohibit a sign from being seen at this minimum distance shall be identified in the inspection and corrected.

:* <u>Structural Signs (Extruded Panel Substrate)</u> must be visible and legible from a minimum of approximately 300 ft. on two-lane roadways and 600 ft. on multilane highways (based on 30 ft. visibility for every 1 in. of legend height, per [[#903.2.15 Word Messages (MUTCD Section 2A.13)|EPG 903.2.15 Word Messages]]).

Issues that can affect sign visibility and shall be corrected are, but are not limited to:
:* Sign sheeting which has fallen below acceptable performance levels
:* Vegetation or other obstructions blocking the view of the sign
:* Sign installation location, requiring sign to be moved to a better more visible location
:* Damage to the sign face, such as gun shots, paint ball or other vandalism activities

Sign posts shall be within acceptable tolerances of being vertically plumb (see Figure 903.2.22.2, below) and must hold the sign perpendicular to the travel way unless the sign type and installation intentionally requires the sign to be parallel to the roadway. Sign posts out of plumb and not supporting the sign in the proper orientation to the roadway shall be repaired or replaced as necessary.

Signs shall be inspected to assure they are at the proper mounting height above the roadway and above the ground. Any deficiencies shall be corrected as mounting heights affect not only visibility of the sign, but also the breakaway characteristics / safety of the sign (see [[#903.2.18 Standardization of Sign Location (MUTCD Section 2A.16)|EPG 903.2.18 Standardization of Sign Location]] for details):

:* Non-Wide Flange sign installations shall have a mounting height of 5 ft. above the roadway on two-lane roadways and 7 ft. above the roadway inside city limits or on freeways or expressways (does not include object markers, chevrons, supplemental plaques or any other special sign mounting criteria).
::o The length of any post of a non-Wide Flange sign installation shall be a minimum of 5 ft measured from the ground to the bottom of the sign
:* Wide Flange sign installations shall have a mounting height of 7 ft 6 in above the roadway.
::o The length of the shortest post of an Wide Flange sign installation shall be a minimum of 7 ft 9 in measured from the breakaway to the hinge point for breakaway performance.
::o Post spacing for #3 through #6 Wide Flange posts shall be spaced a minimum of 7 ft apart from one another in order to meet federal breakaway standards.

[[image:903 plumb.jpg|center|550px]]
<center>'''Figure 903.2.22.2, Sign Post Plumb Tolerances'''</center>

Deficiencies in the number or spacing of posts shall also be identified and corrected. The number and spacing of posts are based on the guidance found in the post selection tools in EPG 903.3. Having the proper number, size and spacing of posts not only assures a long-lasting sign assembly, but incorrect installations can dramatically affect the breakaway characteristics of the sign assembly.

==903.2.23 Emergency Response==
'''Support.''' Risk Management has established guidelines concerning the response to replacing signs that have been knocked down or otherwise lost, see Table 903.2.23 for the response plan as it pertains to highway signing.

'''Guidance.''' MoDOT’s Incident Response Plan should be consulted for further details.

'''Support.''' Priority ranking are defined as follows:

:'''Priority 1''' – Urgent, respond as soon as possible (day or night, weekends or holidays) suspending other lower priority work if necessary. May represent immediate hazard to the public.
:'''Priority 2''' – Repair should be accomplished as soon as practical during normal working hours, but only after Priority 1 repairs are completed.
:'''Priority 3''' – Repair should be accomplished with higher urgency than routine maintenance.
:'''Routine''' – Not urgent, normally considered routine maintenance.

<center>'''Table 903.2.23, Incident Response Signing Plan'''</center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"
|+
!style="background:#BEBEBE" rowspan="2"|Signs!!style="background:#BEBEBE" colspan="4"|Priority
|-
!style="background:#BEBEBE" width="150"|1 !!style="background:#BEBEBE" width="150"| 2!!style="background:#BEBEBE" width="150"| 3!!style="background:#BEBEBE" width="150"| Routine
|-
|Barricades (permanent)|| - ||X || - || -
|-
|Delineators|| - || - || - ||X
|-
|Guide<sup>1</sup>|| - || - ||X|| -
|-
|Information<sup>1</sup>|| - || - ||X|| -
|-
|Route Assemblies|| - ||See Fig. 903.2.19.2.3|| - || -
|-
|Regulatory<sup>1</sup>|| Stop, Yield, Do Not Enter, Wrong Way, One Way|| See Fig. 903.2.19.2.1 & Fig. 903.2.19.2.2||Signs not on the priority 1 or 2 list|| -
|-
|Warning<sup>1</sup>|| - ||See Fig. 903.2.19.2.5||Signs not on the priority 1 or 2 list|| -
|-
|School<sup>1</sup>|| - ||See Fig. 903.2.19.2.4||Signs not on the priority 1 or 2 list|| -
|-
|Visibility (weeds, trees, etc.)|| For Priority 1 Signs|| For Priority 2 signs|| - ||For Priority 3 signs
|-
|Sign Truss Structure Damage|| Creating a Traffic Hazard|| - || Not A Traffic Hazard|| -
|-
|Lane Closure Notification/ Approval Required<sup>2</sup>|| No|| No|| Yes|| Yes
|-
|colspan="5" align="left"|<sup>'''1'''</sup> Damage that makes the sign ineffective.
|-
|colspan="5" align="left"|<sup>'''2'''</sup> NHS routes and all other routes with AADT of 1,700 or greater.
|}

==903.2.24 Guidelines for the use of the Sign Management System (SMS)==
'''History.''' MoDOT has a long history of maintaining an inventory of signs located along its roadways and inspecting signs utilizing this database. MoDOT’s original database was housed on a mainframe computer and sign logs were done on paper. The first computer-based system was implemented in the early 2000s and was utilized until 2012 when it was replaced with Sign Management System (SMS), our current system. SMS was developed as a cradle-to-grave sign management system to manage field inventories, but also to manage sign ordering, work orders and warehouse management. MoDOT Management System (MMS) is expected, at later phases of development, to incorporate and possibly replace portions of SMS.

'''Support.''' SMS has six major components. Details on each component and their specific use can be found in a wiki link and user manuals located on the SMS home page. While the sign catalog is accessible by any MoDOT employee, all other components require a STARTS request to gain access. The STARTS request is granted based on the level of access needed for the user’s role in signing and is approved by Highway Safety and Traffic. The following are the six major components of SMS:

:* Sign catalog
:* Sign ordering
:* Field inventory
:* Sign inspection
:* Work orders
:* Warehouse management

Sign Catalog is the heart of the SMS. It contains the signs and sizes of signs from the MUTCD, and any MoDOT-specific signs used on MoDOT roadways. The information in the catalog is used to populate the sign field inventory for each sign assembly record. The data in the catalog is also used by the sign ordering system to populate the critical fields needed to generate a purchase order.

Sign Ordering must be used to acquire signs for maintenance operations. This system is made up of a requisition component where sign requests are generated by field crews. These requisitions are sent to the district’s parent sign warehouse where it is either filled from the warehouse inventory, or the request is added to a vendor order. The vendor order component compiles sign requests and then interfaces with the state Financial Management System (FMS) to generate a purchase order. This component is required to be used in order to acquire signs from MoDOT’s sign manufacturer.

Field Inventory is the component of SMS which contains records for locations of all signs located on MoDOT right of way, including signs MoDOT does not maintain. This component of SMS must be used to inventory all signs on MoDOT right of way. These records are in terms of "sign assemblies" or a record of a sign support and all of the signs that are mounted on that support. Sign supports can be one of MoDOT’s typical ground-mounted sign posts or the variety of overhead sign mounting structures. Details for each sign assembly can be recorded in this system, including, but not limited to the number of posts, type of post, type of overhead sign structure, sign location (left, overhead, right) and mounting height. The history of each assembly and each sign on each assembly can also be recorded in this system, including but not limited to sign installation date, repair date and inspection date. The only piece of data which is automatically recorded for an assembly record is the inspection history from the inspection component of the system. As with any database, the quality and accuracy of the data available is directly related to the accuracy and management of the data entered into the system. There are many fields for data available for each assembly record, some fields are required and others are optional.

At a minimum an assembly record must include:

:* District
:* County
:* Travelway ID
:* Maintained by and Org Code
:* GPS sign location (recorded from the travel lane)
:* Sign number/code
:* Support type (post or structure)
:* Post / Structure Type
:* Orientation of sign to the roadway.

Optional fields, but recommended as bests practices include:

:* Sign legend, for variable message signs
:* Number of posts
:* Post type and size
:* Post offset from the roadway
:* Footing type
:* Breakaway.

Sign Inspection must be conducted utilizing the sign inspection tool of SMS. This component is referenced as the "client tool" as it is one of the few components of SMS that is not web-based. The inspection tool is a software component of SMS loaded on individual laptops allowing field inventory data and TMS data to be loaded on the machine. Once on the laptop, the system can be operated independent of a network connection to inspect and update field inventories. Once an inspection is completed and/or inventory is updated, the data must be uploaded back to the web-based system to update the primary database.
Work Orders are used in SMS to process the work generated by sign inspections. Work orders are auto-generated when a deficiency is identified during an inspection. Once generated, a work order must be approved and assigned to the appropriate crew. Once the work is completed, the work order must be closed. The identification of the deficiencies and the completion of the work order create the history of the correction in each record. The work order system can be used for any sign work conducted outside of inspections, but it is not a required use for this application.

Warehouse Management is a component of SMS whose use is optional. This system was created as a user interface for FMS to offer more options in viewing and managing sign inventories. The system was designed to permit warehouse managers to establish minimum inventory levels / order points as well as maximum inventory levels. To help promote the use of excess inventory statewide, the system was designed to show the inventory for any sign with an inventory greater than the maximum set by the manager as "excess" so other districts could see availability. The tool is also designed to give managers the ability to reserve part of their inventory for special projects so these would not appear as excess.

==903.2.25 Design Aspects of Signing==
===903.2.25.1 Scope of Signs and Signing===
'''Standard.''' The extent of signing by contract on any project is determined early in the project scope. Structural guide signs and supports (overhead or post-mounted) are paid for by contract, regardless of the type of facility. Sheet signs and supports are supplied by contract for all route classifications and project conditions. Unless otherwise agreed to among departments or divisions, the following are general guidelines for the extent of contract signing.

'''Guidance.''' Regulatory and warning signs should be used conservatively because these signs tend to lose effectiveness if they are used to excess. If used, route signs and directional signs should be used frequently because they promote reasonably safe and efficient operations by keeping road users informed of their location.

===903.2.25.2 Plan Development Procedure===
'''Standard.''' The preparation of signing plans requires the cooperation and coordination between the district and Central Office.

When using preexisting structures to accommodate larger new signs, consideration shall be given to the dimensions and load capacity of the existing structure. The larger signs shall properly fit on the existing structure and not exceed the structure’s design capacity.

When the need arises to modify the legend of a sign not built to current standards, the entire sign shall be replaced.

'''Guidance.''' [https://modotgov.sharepoint.com/sites/br Bridge Division] should be consulted for mounting signs directly on bridges and other structures.

Sign visibility from a distance is critical. Sign locations should be coordinated with other design features that include, but are not limited to bridges, highway lighting, traffic signals, drainage structures, overhead utilities, underground utilities and horizontal and vertical alignments that decrease sign visibility.

The district should prepare proposed sign locations and review the plans for standards and quality control.

When the sign is mounted on a truss, all signs on the truss not built to current standards should be replaced after considering the age, future conditions and detail of the sign.

It is recommended that all non-standard signs be identified, with justification for the non-standard designs.

For preliminary discussions, only the sign location plan showing existing and proposed signing is recommended. Sign details, cross-sections, tabulation sheets, computer generated sign designs or other detailed information should not be completed at this time. Once the preliminary location plan is agreed on, the district is to prepare [https://www.modot.org/media/16702 D-29] and [https://www.modot.org/media/16703 D-30], truss data sheets and template cross-sections for trusses and post-mounted signs. Truss cross-sections should not be drawn on the same sheets as ground mounted sign cross-sections. The districts, or consultants, are responsible for accuracy of the preliminary and final detail design.

The district finalizes the plans and is to submit them to Design with the roadway plans, or as a separate project if so programmed. Typical signing location plans for interchanges are shown in [[903.16 Typical Signing Applications|EPG 903.16 Typical Signing Applications]]. [https://modotgov.sharepoint.com/sites/DE/ Design Division] is available for consultation during any part of the plan preparation process.

All non-standard and special signs are detailed by Central Office Highway Safety and Traffic and the district, or consultant, is responsible for incorporating the signs in [https://www.modot.org/media/16704 Form D-31]. A [https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/D-28.doc Sign Design Order Form (Design Form D-28)] should be completed for all non-standard and special signs and sent to the signing section of Central Office Highway Safety and Traffic, allowing 30 working days for the review and design to be completed. Each sign should be identified as an [https://epg.modot.org/index.php/903.4_Overhead_Guide_Sign_Mounting overhead] or [https://epg.modot.org/index.php/903.3_Post-Mounted_Signing post-mounted] sign. [http://sp/sites/ts/Pages/default.aspx Traffic] should be provided with a date the sign designs need to be returned for review. The return date needs to allow enough time to design and quantify the trusses, bases and posts.

'''Option.''' Central Office Design or Highway Safety and Traffic Division may provide comments on the preliminary layout at the district's request. It is suggested that districts form review teams from various departments to review plans at the preliminary layout stage, and at final design. After the district reviews plans, Design Division may be consulted for review at the district's discretion.

Two or more segments of alignment may be shown on one sheet. For ease of design, review and construction, sign locations for interchanges are completely shown on one sheet.

In complex areas where many signs exist and will be replaced, proposed signing and existing signing may be shown separately on different plan sheets to avoid clutter and plan confusion; however, combined is preferred, if possible.

'''Support.''' Fig. 903.2.25.2.1 and Fig. 903.2.25.2.2 show the steps taken from early plan development to final design.

{| style="margin: 1em auto 1em auto"
|-
|[[image:903.2.10.1a.jpg|center|thumb|800px|'''<center>Fig. 903.2.25.2.1, Existing and Preliminary Signing Plans Flowcharts</center>''']]
|-
|[[image:903.2.10.2a.jpg|center|thumb|800px|'''<center>Fig. 903.2.25.2.2, Final Signing Plans Flowchart</center>''']]
|}

Location plans show the proposed pavement geometrics, the sign location, sign number, station, width and height, sign code (if applicable) and special or standard legend. Sign sizes are shown as width x height, in feet and/or inches for sheet signs, and in feet only for structural signs. Tabulated removals and general information are shown for existing signs. The standard sign code (e.g. R5-1a, W10-1, etc.) is shown for signs found in the SMS Sign Catalog.

Signs are numbered in a logical order. Existing signs that are removed or remain in place are not numbered. Multiple signs on a single mount are further indicated with lower-case letters (e.g. 45(a), 45(b), 45(c)). If signs are added or deleted at a later date, renumbering all signs is not required. If signs are added, signs may be numbered 43, 43A, 43B, etc., or the next highest sign number may be used. If signs are deleted, a general note listing voided signs is provided.

Existing signs are shown with dashed lines and are listed as a removal item where appropriate. Existing signs to be relocated to new posts and new signs on existing posts are numbered and noted as such. Existing signs in poor condition should be replaced.

When replacing signs for many miles of roadway to be let in sections, it is desirable to generate an overall sign location plan to coordinate guide sign placement through numerous projects. For this situation it is not necessary to show signs other than guide signs. It is recommended to show the limits of each project on this location plan. Signs are identified as truss, bridge- or post-mounted or as strapped to a signal post or column. If applicable, truss type (cantilever, span and butterfly) and location are shown. Whether the truss is box or tubular does not need to be noted on preliminary location plan, but is shown on the final plan. A standard legend identifying symbols is used to alleviate crowding on plans. Typical location plans at interchanges are shown in [[903.16 Typical Signing Applications|EPG 903.16 Typical Signing Applications]].

When staged projects are scheduled in unison or closely together, complete signs are provided with the inappropriate legend covered until needed. Legends to be covered are noted on the plans, and the engineer is to approve the covering method. No direct pay is made for covering legends. When structural signs should be erected with only part of the legend in place at the initial time of construction, the sign and legend are shown on the plans with solid lines, and the legend to be placed at a later date is shown with dashed lines. A note is included indicating the dashed legend will be provided by future construction. The omitted legend is included in the roadway contract, which completes the sign.

When the legend of an existing sign built to current standards is modified, the existing sign and legend are shown with dashed lines and the legend to be added is shown with solid lines. Sufficient information is provided to show series, type, size and spacing of new legend on the sign detail sheet.

The district prepares tabulation sheets on [https://www.modot.org/media/16702 Forms D-29 (Sign Posts, Footings, Delineators and Mileposts)], [https://www.modot.org/media/16703 D-30 (Signs)] and [https://www.modot.org/media/16705 Data Sheets D-32], [https://www.modot.org/media/16706 D-33] and [https://www.modot.org/media/16707 D-34]. These forms are available as MicroStation seed files.

On Form D-29, all signs are listed in order according to sign number. This form includes truss footing and pedestal concrete quantities.

On Form D-30, all standard signs are totaled on the left-hand side of the sheet. The right-hand side is used to list special signs and provides an overall summary of all sign types.

Truss data sheet forms are completed for all trusses. Form D-32 is used for cantilever and butterfly box trusses. Form D-33 is used for span and span-cantilever box trusses. Form D-34 is the truss data sheet used for all tubular sign supports.

Design variances require district justification at the preliminary sign location stage. Signing variances are also noted in the plans. Some deviations from design standards require approval.

Overhead sign support structure foundations are not placed in gore areas or other areas with high exposure to traffic. See [[903.4 Overhead Sign Mounting|EPG 903.4 Overhead Sign Mounting]] for additional overhead sign support structure information.

===903.2.25.3 Signing Plans===
'''Standard.''' When signing is a separate project, the plans are assembled in the following order:
:1. title sheet
:2. quantity sheets for roadway items
:3. sign location plan sheets
:4. special sheets
:5. traffic control plans
:6. erosion control plan
:7. tabulation sheet [https://www.modot.org/media/16702 (D-29)]
:8. tabulation sheet [https://www.modot.org/media/16703 (D-30)]
:9. special sign detail sheets [https://www.modot.org/media/16704 (D-31)]
:10. design data sheets for cantilever and butterfly box trusses [https://www.modot.org/media/16705 (D-32)]
:11. design data sheets for overhead span box trusses [https://www.modot.org/media/16706 (D-33)]
:12. design data sheet for tubular trusses [https://www.modot.org/media/16707 (D-34)]
:13. truss cross-section sheets
:14. cross-sections for post-mounted signs
:15. special sheets for bridge-mounted signing

Typically, signing is included with the roadway plans. When this is the case, the plans are assembled together, including the quantity sheets. Separate quantity sheets shall not be generated for signing quantities. The signing plans shall be arranged in the following order:

:1. sign location plan sheet
:2. tabulation sheet (D-29)
:3. tabulation sheet (D-30)
:4. special sign detail sheets (D-31)
:5. design data sheets for cantilever and butterfly box trusses (D-32)
:6. design data sheets for overhead span box trusses (D-33)
:7. design data sheet for tubular trusses (D-34)
:8. truss cross-section sheets
:9. cross-sections for post-mounted signs
:10. special sheets for bridge-mounted signs
:11. any miscellaneous special signing detail sheets.

===903.2.25.4 Quantity Computations===
'''Standard.''' Signs and posts will each be paid for individually. This includes emergency reference markers and object markers. Combined unit prices for sign and support combinations have been discontinued. All signs including stop signs, object markers, emergency reference markers and signal signs shall be totaled on [https://www.modot.org/media/16703 Form D-30] in four categories: Flat Sheet (FS), Flat Sheet Fluorescent (FSF), Structural (ST) and Structural Fluorescent. Structural signs’ width and height are designed to the nearest foot. Each standard, non-standard or special sign shall be calculated to the nearest 0.1 sq. ft., subtotaled to the nearest 0.1 sq. ft., and final pay total should be to the nearest 1.0 sq. ft.

All post quantities shall be calculated and totaled on [https://www.modot.org/media/16702 Form D-29]. All post lengths shall be calculated in increments of 0.25 ft. including the length that extends into the concrete footing or ground as shown on the standard plans. All U-channel post lengths shall include the full length of both pieces when overlaps are required. The post length for wide flange and pipe posts shall be multiplied by the pounds per foot (lb/ft) factor, as shown in the standard plans; each sign's posts are subtotaled to the nearest pound; all sign posts are subtotaled; and the final pay totals are shown to the nearest 10 pounds. All U-channel, wood and perforated square steel tube post length quantities shall be totaled and rounded to the nearest foot. For perforated square steel tube posts, an additional pay item shall be included for the anchor sleeve which is paid for by the linear foot for each post used (and may also include a soil plate). See the Post and Anchor Data Table in Standard Plan 903.03 to select the necessary anchor size. Omni-Directional anchors may be used for installation in weak or loose soil conditions.

Concrete for sign support structures shall be totaled on Form D-29. Concrete for overhead structure foundations shall be bolted down. Concrete for all post-mounted sign foundations shall be embedded. Bolted down and embedded quantities shall be calculated for each sign to the nearest 0.01 cubic yard, subtotaled to the nearest 0.01 cubic yard and a final pay total is shown to the nearest 0.1 cubic yard.

Cantilever and butterfly tubular support trusses shall have standard pay items. Span tubular trusses shall require special pay items. Information in the description shall include span length, truss number and span design type. Structure pay items shall include costs for all labor and materials associated with the structure, from the bottom of the base plate up, on up, as a lump sum item. Each span structure shall have a separate pay item. Structure data shall be provided on [https://www.modot.org/media/16707 Form D-34].

All box trusses shall require a special pay item for each truss. All pay item descriptions shall include span length and truss number. Truss pay items shall include costs for all labor and materials associated with the truss, from the bottom of the base plate up, as a lump sum item. Each box truss, regardless of type, shall have a separate pay item.

See [https://www.modot.org/media/16921 Standard Plan 903.03] for payment of delineators. Delineators shall be paid for per each on Form D-29, and include installation, bolts, post and sign.

Perforated Square Steel Tube Post Breakaway assemblies shall be totaled on Form D-29. Breakaway assemblies are incidental for pipe and structural steel posts.

Backing bar lengths and weights shall be shown on Form D-29, and are totaled with the pay item for structural steel posts. No weight deductions shall be made for punched or drilled holes. If no structural steel posts are used on a project, backing bar weights shall be added to pipe post weights.

Signal Sign Mounting Hardware shall be paid for per each on Form D-37A separate from signal signs, which will be paid for by square feet. Signal Sign Hardware will include all mounting hardware necessary to install one sign on the mast arm.

Special pay items shall not be included for items considered to be small amounts of work such as: strapping signs to lighting or signal posts or truss columns; covering inappropriate legends; "EXIT ONLY" panels on new signs; any symbol, arrow, shield or legend on new guide signs; hinge plates; aluminum wide flange posts for connecting service signs and exit number panels to structural guide signs; etc. No additional payment shall be made for hardware. Other than the above, it shall be left to the designer to decide which items require direct pay.

'''Option.''' Special pay items for signing may be required. Some examples of special work include: modifying legends, relocating existing signs to new posts, temporary ground mounting guide signs, bridge mounted support brackets, truss painting, pedestal repair, etc. It is left to the designer to decide which items require special pay items.

'''Support.''' Most jobs include the removal of existing signs and/or trusses. All removals are listed with other roadway Removal of Improvements. It is preferred to list the type of truss to be removed, number of pedestals, posts, footings and a rough estimate of sign area. Consult the District Traffic Engineer or District Constructions and Materials Engineer about which removals to salvage and where the contractor should deliver the salvaged materials. Items to be salvaged and delivery of these items are mentioned in the job special provisions and this work is paid for under Removal of Improvements.

[[Category:903 Highway Signing|903.02]]

907.4 Missouri Uniform Accident Report

2024-12-16T18:42:35Z

Hoskir:

[[image:MUCR.png|right|300px|link=https://epg.modot.org/forms/general_files/TS/MUCR_Manual.pdf]]

[https://epg.modot.org/forms/general_files/TS/MUCR_Manual.pdf The Missouri Uniform Accident Report Preparation Manual] was last revised January 1, 2024 and is the document used by law enforcement in the event of a crash resulting in a death, a personal injury or property damage of $500 or more. The Missouri uniform accident report is often referred to as the crash report.

The crash report contains information about the people involved in the crash, road condition, vehicle actions, etc. that show aspects of the crash. By knowing how the crash occurred, countermeasures can be implemented to prevent future crashes. Information available on a crash report that are typically important to review:

:* Accident data and time
:* Crash location
:* Crash diagram
:* Person information, i.e. use safety device, personal injury level, etc.
:* Type of vehicles involved
:* Vehicle’s sequence of events
:* Contributing circumstances
:* Traffic control
:* Roadway information, i.e. profile, alignment, pavement type, etc.
:* Weather condition at time of crash and
:* Brief narrative about events of the crash.
[[image:606.2.3 Accident Cleanup.jpg|left|175px|thumb|<center>'''Accident Cleanup'''</center>]]
The Missouri State Highway Patrol maintains the current version of the crash report. It was last revised January 1, 2024.

Images of individual crash reports can be read using MoDOT’s [http://tmshome Transportation Management System’s (TMS)] Accident Browser application. The viewable images of crash reports can be accessed in Accident Browser back to early 1997. Prior to 1997, viewable crash reports are stored regionally on microfilm.

[[Category:907 Traffic Safety|907.04]]

940.2 Spacing between Interchanges

2024-12-16T18:38:11Z

Hoskir:

[[image:940.2 Spacing between Interchanges.jpg|right|400px]]

Adequate spacing is needed between grade-separated interchanges on high-speed roads to allow for safe and efficient weaving or changing of lanes for traffic that is entering and exiting. Generally, speeds are higher in rural areas so interchanges must be spaced farther apart there than in urban areas.

Interchange spacing decisions are to be supported by an operational and level of traffic service analysis. Connectivity, speed and safety are also to be considered. In highly dense urban central city areas, the configuration of the local street system may require a closer interchange spacing to maintain connections and mobility.

[[image:940.2.gif|525px|center|thumb|<center>'''Interchange Clearance Situations, indicated as Distance "A"'''</center>]]

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+ '''''Table 940.2 Interchange Clearance Situations'''''
! style="background:#BEBEBE"|Roadway Classification !! style="background:#BEBEBE"|In Current and Projected Urban Areas!!style="background:#BEBEBE"| In Rural Areas
|-
! Major
| 2 - 3 miles* || 2 - 5 miles
|-
!Minor
| Generally Not Applicable || Generally Not Applicable
|-
|colspan="3"|* Spacing less than two miles in urban areas may be considered, when analysis indicates the lesser spacing is acceptable. However, consider all other options before spacing is reduced.
|}

Spacing greater than the distances shown is advantageous for safety and operations. Distances shown are between the centers of interchanges.

[[category:940 Access Management|940.02]]

751.1 Preliminary Design

2024-12-16T15:32:47Z

Hoskir: /* 751.1.2.9.2 Steel Girder Options */ fixed spelling error

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

{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right"
|-
|'''Forms'''
|-
|[[media:751.1.3.2_Structural_Rehabilitation_Checklist.xlsm|Structural Rehabilitation Checklist]]
|}

==751.1.1 Overview==
===751.1.1.1 Introduction===

The Preliminary Design of a structure begins with the district submitting a Bridge Survey indicating their need for a structure, and ends with the completion of the Substructure Layout or TS&L submittal (type, size and location). This article is intended to be a guide for those individuals assigned the task of performing the Preliminary Design or “laying out” of a structure.

The types of structures can be broken into five categories:
:1.) Bridge over Water
:2.) Bridge over Roadway or Railroad
:3.) Box Culvert over Water
:4.) Retaining Wall (CIP walls taller than 5 ft., MSE walls adjacent to bridge end bents)
:5.) Rehabilitation or Modification of Existing Structure

In addition to the following information, the Preliminary Design shall consider hydraulic issues where applicable.

===751.1.1.2 Bridge Survey Processing and Bridge Numbering===

The Preliminary Design process starts with the receipt of the Bridge Survey. The following is a list of steps that are taken by the Bridge Survey Processor.

'''Assign a Bridge Number to the Structure'''

The Bridge Division assigns bridge numbers in Bloodhound to all new, rehabilitated or modified structures (i.e., bridges, box culverts (see [[750.7 Non-Hydraulic Considerations#750.7.4.3 Summary of Responsibilities|EPG 750.7.4.3 Summary of Responsibilities]]), CIP retaining walls over 5 ft. tall and MSE walls adjacent to bridge end bents).

Enter the Bridge Number, survey received date and feature crossed in the Bloodhound database.

'''New Structures:'''

:New structures are numbered in ascending order using the next available bridge number. Numbering for new structures (except timber structures) start at A0001 thru A9999 and will be followed by B1000 thru B9999. (Note: B0001 thru B0581 were used for the Safe and Sound Bridge Replacement Program.)
:New timber bridges are numbered in the same manner using the letter “T” instead of the letter “A”.

'''Temporary Structures:'''

:Temporary bridges use the same number as the new bridge with the letter “T” added to the end (i.e., the temporary bridge for A8650 would be A8650T).

'''Rehabilitated or Modified Structures''' (Except when rehabilitation is only for structural steel coating):

:'''Single Structures (Includes twin structures with individual bridge numbers): '''

::Structures without a suffix letter on the existing bridge number will be numbered using the existing bridge number and a suffix number added that corresponds to the number of rehabilitations or modifications to the structure (i.e., bridge number A0455 becomes A04551 upon its first rehabilitation or modification and A04552 upon its second).

:'''Single Structures with the Suffix “R”:'''
::Structures that have the suffix “R” on the bridge number are usually bridges that have been rehabilitated or modified in the past, but in some cases bridges were given the suffix “R” to denote it as a replacement for a bridge with the same number. Review the existing bridge plans to determine if the “R” was for a rehabilitation or replacement. Structures that have been previously rehabilitated should replace the “R” with a suffix number corresponding to the total number of rehabilitations to the structure (i.e., bridge number A0444R would become A04442 (second rehab. or mod.), bridge number A0055R2 would become A00553 (third rehab. or mod.), etc.). For structures where the “R” denotes it as a replacement, the suffix number corresponds to the number of rehabilitations or modifications and the “R” is dropped (i.e., bridge number L0428R becomes L04281 for the first rehabilitation). If the “R” suffix was removed in a previous rehabilitation, the next suffix number is used regardless if the original structure was a rehabilitation or replacement.

:'''Twin Structures with the Same Bridge Number:'''
::Twin structures with the same bridge number will use a different suffix number for each structure. The numbering is similar to a single structure with the lower suffix number being used on the eastbound or southbound structure and the next suffix number being used on the westbound or northbound structure (i.e., bridge number A0144 would become A01441 for the eastbound bridge and A01442 for the westbound bridge. A future rehabilitation would become A01443 for the eastbound bridge and A01444 for the westbound bridge). Twin bridges with an “R” suffix on the bridge number would receive the suffix numbers using the same rules, but with the same consideration given to the “R” as it is for a single structure.

'''Structural Steel Coating (Use when all bridge pay items are related to structural steel coatings):'''

:Rehabilitations that consist only of structural steel coatings use the existing bridge number plus the suffix “-Paint” (i.e., bridge number A2100 would become A2100-Paint and bridge number A150010 (multiple rehabilitations) would become A150010-Paint). A future rehabilitation consisting of only structural steel coatings would use the suffix “-Paint2” only if no other rehabilitations have been completed since the previous coating rehabilitation.

'''Removal of Existing Bridge Structures:'''

:When a bridge structure is removed and not replaced by a new bridge structure or is removed under a separate contract, the suffix “-Remove” should be added to the latest bridge number (i.e., bridge number T0415 would become T0415-Remove and bridge number K01651 would become K01651-Remove).

'''Re-using Bridge Numbers:'''

:Bridge numbers that were assigned to new structures that were never built are only reused if the proposed structure is at the same crossing location that the bridge number was originally assigned to.

:Bridge numbers that were assigned to rehabilitate or modify structures where the work was not completed may reuse the previous bridge number by adding the suffix “_02” to the bridge number (i.e., bridge number A6545 had plans developed for deck repairs and was assigned the bridge number A65451, but the work was never completed. At a later date, bridge A6545 is set up to be redecked; the bridge number assigned to the redeck would be A65451_02). This suffix is only recorded in Bloodhound for tracking purposes and is not shown as part of the bridge number on file folders or final plans.

'''Create Job Folders'''

Check to see if a Correspondence File has been created. If the Correspondence File has been created, record the Bridge Number(s) in Bloodhound and make a Preliminary Design File for each structure received. If the Correspondence File has not been created, make a Correspondence File, an outer folder and a Preliminary Design File for each structure received. Here is the information for each type of folder/file:
<center>
{|
|-
|style="border-bottom:2px solid black;" width="125px"|Folder Type|| ||style="border-bottom:2px solid black;"|Required Information on Folder
|-
|Outer (pink label)|| ||County, Route and Job No.
|-
|Correspondence|| ||County, Route and Job No.
|-
|Preliminary Design|| ||County, Route, Bridge No., Location and Job No.
|}
</center>
Also, be sure to notify by email the Structural Resource Manager and the appropriate Structural Project Manager or Structural Liaison Engineer, if known, when a new Correspondence File is created. The email subject line should include the Job No., County, Route and Bridge No. Include the name of the Bridge Division contact in the email, either the Structural Project Manager or the Structural Liaison Engineer.

'''Calculate Drainage Information'''

For structures over streams or waterways, calculate the drainage area and length of stream. Generate a drainage summary and include this information along with a map showing the drainage area for the structure and the area surrounding it in the Preliminary Design folder. If the drainage area is less than 1.5 sq. miles, consult the Structural Resource Manager to determine if preliminary design by the Bridge Division is necessary. The accuracy of the drainage area should be to the nearest 0.1 sq. mile for drainage areas less than 10 sq. miles and to the nearest 1 sq. mile for drainage areas greater than or equal to 10 sq. miles. When another stream intersects the subject stream near the downstream side of the proposed structure, create a separate drainage summary for the intersecting stream and include it in the Preliminary Design folder.

'''Process Electronic Files'''

When the electronic files listed in [[:Category:747 Bridge Reports and Layouts#747.1.2 Bridge Survey Submittals|EPG 747.1.2 Bridge Survey Submittals]] are received, verify that the drawing scales are correct and that the necessary reference files are included. Also, review all Bridge Survey Sheets and the Bridge Survey Checklist for accuracy and completeness. The Bridge Survey Processor may have to work with the district to correct any discrepancies and/or omissions.

Add the newly assigned bridge number to the files and place a hard copy in the layout folder.

'''Final Step for Bridge Survey Processor'''

Once all of these steps are completed, the Bridge Survey Processor should deliver the Correspondence File, outer folder and the Preliminary Design Folder(s) to the Structural Resource Manager. An acknowledgement email is sent to the district contact(s) informing them that the Bridge Division has received the Bridge Survey. The email subject line should include the Job No., County and Route. Include the Bridge No(s). and the name of the Bridge Division contact in the email.

Once the survey is found to be complete and accurate, the Survey Complete date should be entered into Bloodhound. This date should match the Surv Rec date if no changes were made. If the survey is not complete or contains inaccuracies as submitted, we need to work with the district to fill in the blanks. If the omissions affect the timeline for completing the preliminary design, the Survey Complete date should reflect the date when we have all the information needed for the preliminary design to move forward without delay. If there is a delay in the bridge division review of the survey, this time should not count against the district in the survey complete date. The Bridge Survey Processor should work closely with the preliminary designer and SPM to determine the proper Survey Complete date in this case. For example, a bridge survey is received on 9/16/2016. Initial review by the bridge survey processor shows a complete survey. The job sits for five weeks while a preliminary resource comes available. Review by the preliminary designer shows a profile grade that is unusable and the preliminary design cannot progress until the grade situation is corrected. It takes four weeks for the grade to get worked out. The Survey Complete date should be four weeks after the Surv Rec date (10/14/2016). The district would not be penalized for our five week delay in reviewing the survey. This date is important because it will help us track when bridge surveys are turned in relative to when they are complete and when the project is due to Design.

===751.1.1.3 Beginning Preliminary Design===

The Preliminary Designer should meet with the Structural Project Manager to go over the Correspondence and Preliminary Design files to see if anything out of the ordinary has come up at Core Team Meetings prior to that date. It is important to include any correspondence or calculations used in the laying out of the structure in the bound portion of the Preliminary Design Folder.

The Preliminary Designer should then examine the Bridge Survey closely for any errors or omissions. Consult [[:Category:747 Bridge Reports and Layouts|EPG 747 Bridge Reports and Layouts]]. Pay special attention to the scales used. Make sure the district's submittal includes photographs and details of staging and/or bypasses, if applicable. Verify that the proposed roadway width meets the NBI criteria for minimum bridge roadway width to avoid building a deficient bridge. Contact the district to resolve any discrepancies or questions.

A visit to the bridge site by the Preliminary Designer may be warranted to help determine Manning’s “n” values, examine adjacent properties, etc. If you decide to make this trip, advise the Structural Project Manager and the district contact since they may also want to attend.

'''Vertical Alignment and Bridge Deck Drainage'''

Laying out a bridge should consider deck drainage concerns for bridges on flat grades and sagging vertical curves and other vertical alignment issues as given in [[230.2 Vertical Alignment|EPG 230.2 Vertical Alignment]] and [[230.2 Vertical Alignment#230.2.10 Bridge Considerations|EPG 230.2.10 Bridge Considerations]].

===751.1.1.4 Coordination, Permits, and Approvals===

The interests of other agencies must be considered in the evaluation of a proposed stream-crossing system; cooperation and coordination with these agencies must be undertaken. Coordination with the State Emergency Management Agency (SEMA), the U.S. Coast Guard, the U.S. Army Corps of Engineers, and the Department of Natural Resources is required.

Required permits include:
*U.S. Coast Guard permits for construction of bridges over navigable waterways.
*Section 404 permits for fills within waterways of the United States from the U.S. Army Corps of Engineers.
*Section 401 Water Quality Certification permits from the Missouri Department of Natural Resources.
*[[748.9 National Flood Insurance Program (NFIP)|Floodplain development permits]] for work in special flood hazard areas from the State Emergency Management Agency (SEMA).

Section 404 and Section 401 permits are obtained by the Design Division. U.S. Coast Guard permits are obtained by the Bridge Division. The Bridge Division will obtain floodplain development permits for projects that include structures in a regulated floodplain. The Design Division will obtain floodplain development permits for other projects involving roadway fill in a regulated floodplain.

Copies of approved U.S. Coast Guard permits and floodplain development permit/applications are sent to the district, with a copy to the Design Division.

See [[:Category:127 MoDOT and the Environment|MoDOT and the Environment]] for more information on the required permits.

===751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)===
<center>
<gallery gallery mode=nolines widths=750px heights=500px " >
File:751.1.1.5_01.png|left|
</gallery>
<div style="width: 700px; text-align: left;">
<nowiki>*</nowiki>13 months minimum required for multi-span bridge design with seismic details or seismic details and abutment seismic design. 13 months minimum required for single-span bridge design with abutment seismic design or seismic details. 24 months minimum required for complete seismic analysis of multi-span bridge design. 24 months minimum required for Railway Crossing bridge design.
</div>
</center>

==751.1.2 Bridges/Boxes==
===751.1.2.1 End Slopes/Spill Fills===

The end slopes are determined by the Construction and Materials Division and are supplied to the Bridge Division by way of the Preliminary Geotechnical Report. If this report is not in the Correspondence file, contact the district to get a copy of it. The Bridge Division has made a commitment to the districts that we will have the bridge plans, specials and estimate completed 12 months after the date the Bridge Survey and Preliminary Geotechnical Report are received. The "12 month clock" does not start ticking until both the Bridge Survey and the Preliminary Geotechnical Report are in the Bridge Division.

When laying out a skewed structure, adjust the end slope for the skew angle. On higher skews, this will have a significant effect on the lengths of the spans. Often the slope of the spill fills will be steeper than the roadway side slopes. On a skewed structure, this makes it necessary to "warp" the slopes.

Whenever there will be a berm under any of the spans, its elevation should be such that there is a minimum of 4 feet clear between the ground line and the bottom of the girder as shown below.

<center>[[Image:751.1_Prelim_Design_Berm_Elevation.gif]]</center>

<center>(*) Specify berm elevation or 4'-0" minimum clearance.</center>

<center>'''BERM ELEVATION</center>

If a rock cut is encountered in the spill slope, a slope of 1:1 may be used to the top of the rock.

===751.1.2.2 Wing Lengths===
The purpose of wings is to contain and stabilize the abutment fill as the roadway transitions to the bridge. For stream crossings in particular, the wings also protect the abutment during extreme hydraulic events.

The lengths of the wings at the end bents are to be determined prior to the issuance of the Bridge Memorandum. There are two reasons for this. First, the district will use these lengths to determine the placement of their guardrail (bridge anchor section). Second, if the lengths of the wings exceed 22 ft. for seismic design category A or 17 ft. for seismic design category B, C or D, they will have to be broken into a stub wing and a detached wing wall. If this happens, then you will need to include this extra cost in your Preliminary Cost Estimate and request soundings for the wall. The request for soundings for the wall should include a request for the determination of the allowable bearing of the soil (if in cut - assume piling if it is in fill) and the angle of internal friction for the material retained by the detached wing wall. Also include the bottom of wing footing elevation.

In order to use a standard end section for Type D barrier on a short turned-back wing, consider increasing the wing length so that the barrier end section is at least 8 feet long.

'''Unequal Wing Lengths'''

Wing lengths at each end of a bridge could be unequal because of several factors: grade of roadway under, superelevation of bridge, skew of the bridge, and/or other ramps/roads/slopes adjacent to the bridge structure, e.g., stream access roads or unusual geomorphic conditions.

Set/determine the wing lengths using the control points, as shown in [[Media:611.1 Embankment at Bridge Ends.pdf|Embankment at Bridge Ends]], which may be used for both grade separations and stream crossings. This is done after the end bent location is determined. If estimated wing lengths are within 3 ft., they should be made equal and based on the longer wing length. Make sure no slope is steeper than that recommended in the geotechnical preliminary report. Slightly flatter slopes are acceptable. The contractor will warp the slopes to fit the wing tip locations.

Equal wing lengths are preferable at stream crossings to mitigate scour, improve erosion control and improve/mitigate parallel water flow along wing and side embankment. Also, since wing lengths are reported to districts for use in estimating rock slope protection limits, unequal lengths (especially on the upstream side) could mistakenly lead to the unfavorable condition of allowing for less than adequate rock side slope protection.

Judgement is required since no two estimated wing lengths at a bridge end will be exactly equal. More often equal wing lengths are used.

On divided highway bridges with high skews and shallow end slopes, the wing lengths on the median side of the bridge may be less than the other side due to the difference in sideslope between the median and the outside.

===751.1.2.3 Live Load Determination===

The live load requirements for a structure shall be HL-93

On box culverts, the actual live load applied to the structure is dependent upon the amount of fill on top of the box; however, see Structural Project Manager for the live load that goes on the Bridge Memorandum.

===751.1.2.4 Skew Angle===

Determining the most appropriate skew angle for the structure involves some judgement. On bridges over streams, pick the angle that will allow floodwater to pass through the bridge opening with the least amount of interference from intermediate bent columns. Another consideration on meandering streams is to avoid a skew which will cause the spill fill – side slope transition from blocking the stream. Often a trip to the field may be justified just for determining the angle (you can even ask the district to stake some different skews for you to observe in the field).

On stream crossings, avoid skews between zero and five degrees and try to use five-degree increments. On grade separations, often the skew must be accurate to the nearest second to maintain minimum horizontal clearances.

Keep all bents on a bridge parallel whenever possible and avoid skews over 55 degrees (30 degrees for adjacent prestressed concrete beams). Also keep in mind that the higher the skew, the higher the Preliminary Cost Estimate due to the beam caps and wings being longer.

===751.1.2.5 Bridge Width ===

For bridge width requirements, see [[231.8 Bridge Width|EPG 231.8 Bridge Width]].

===751.1.2.6 Vertical and Horizontal Clearances===

====751.1.2.6.1 Grade Separations====

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|-
!style="background:#BEBEBE" colspan="3"|Minimum Design Clearances for New Bridges
|-
!style="background:#BEBEBE"|Facility Under Bridge!!style="background:#BEBEBE"|Vertical Clearance under Superstructure<sup>1</sup>!!style="background:#BEBEBE"|Horizontal Clearance
|-
|Interstate and Principal Arterial Routes|| 16’-6” over roadway including auxiliary lanes and shoulders||rowspan="4" width="475"|Clear zone clearances from the edge of the traveled way (includes shoulders and auxiliary lanes) are obtained from the District Design Division. The vertical clearance is required for the full width of the clear zone. Barrier is required if unable to locate obstacles outside clear zone (columns, beams, walls, coping, 3:1 [1V:3H] slopes or steeper). If a barrier is required the minimum distance to the barrier shall be specified on the Bridge Memorandum as the horizontal clearance otherwise the clear zone clearance shall be used. See [[751.2 Loads#751.2.2.6 Other Loads|EPG 751.2.2.6 Other Loads]] and [https://www.modot.org/media/16857 Standard Plans 606.01], [https://www.modot.org/media/16865 606.51] and [https://www.modot.org/media/16893 617.10] for typical barrier and railing options.
|-
|Other State Routes with Volumes ≥ 1700 vpd ||16’-6” over roadway including auxiliary lanes and shoulders
|-
|Other State Routes with Volumes < 1700 vpd ||15’-6” over the roadway including auxiliary lanes and shoulders<sup>'''2'''</sup>
|-
|Other Streets and Roads ||14’-6” (15’-6” commercial zones) over the roadway including auxiliary lanes and shoulders<sup>'''2'''</sup>
|-
|Railroads ||23’-0” inside 18’-0” opening or as required by railroad (23’-4” for UPRR, 23’-6” for BNSF)<sup>'''3'''</sup>||14’-0” and 22’-0” from centerline<sup>'''4,5'''</sup><br/>(25’-0” eliminates collision walls)
|-
|colspan="3"|<sup>'''1'''</sup> Roadway vertical clearances are based upon AASHTO minimums with an additional 6 inches to accommodate future resurfacing of the roadway. An additional 1 ft. is required for pedestrian overpass facilities over roadways. Vertical clearances shown are also applicable when the facility under the bridge is being carried by a bridge.<br/><sup>'''2'''</sup> To provide continuity of travel for taller vehicles exceptions can be made both rural and urban for any routes connecting to the systems where taller vehicles are allowed but not to exceed 16.5 feet.<br/><sup>'''3'''</sup> Clearance is measured from the top of rails (from top of high rail on superelevated track). The required 18-ft. opening centered on the track shall be increased on each side of centerline 1.5 inches per each degree of curvature for any track crossed.<br/><sup>'''4'''</sup> Fourteen feet is a preferred minimum. The absolute minimum is 9 ft. from the centerline plus 1.5 inches per each degree of any track curvature.<br/><sup>'''5'''</sup> The minimum clearance of 22 ft. to be provided on one side of the track(s) is for off-track maintenance. If it is not obvious on which side of the track(s) this clearance is provided, a decision should be obtained from railroad's local representative. Assistance from Multimodal Operations may be required in some situations.
|}

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|-
!style="background:#BEBEBE"|Clearance over Traffic During Construction (New and Existing Structures)
|-
|'''Roadways:''' Consult with the structural project manager or the structural liaison engineer and the district contact for minimum allowable vertical and horizontal clearance. Vertically this is usually 12 to 18 inches below the final minimum vertical clearance. Horizontally this is usually a minimum number of lanes or minimum size of opening required during the project while specifying the locality of the opening (e.g. centered on existing lanes, two 12-ft. lanes minimum in each direction, etc.).<br/>These clearances shall be specified on the Bridge Memorandum to be used in the note required on the final plans. For note see [[751.50 Standard Detailing Notes#A3. All Structures|EPG 751.50 A3. All Structures]].
|-
|'''Railroads:''' If feasible, 15 ft. horizontally from centerline of track and 21.5 ft. vertically from tops of tracks (from top of high rail on superelevated track). If either of these clearances is not feasible then obtain acceptable clearances from the railroad projects manager. For the detail required on the final plans showing minimum clearances during construction over railroads, see [[751.5 Structural Detailing Guidelines#751.5.2.1.2.7 Features Crossed|EPG 751.5.2.1.2.7 Features Crossed]].
|}

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|-
!style="background:#BEBEBE"|Deficient Vertical Clearances on Interstates
|-
|Refer to [[131.1 Design Exception Process#131.1.7 Deficient Vertical Clearances on Interstates|EPG 131.1.7 Deficient Vertical Clearances on Interstates]] for information about coordinating minimum vertical clearance for grade separation structures with the Defense Department.
|}

====751.1.2.6.2 Stream Crossings====
For vertical clearance on stream crossings, see [[748.3 Freeboard|EPG 748.3 Freeboard]].

===751.1.2.7 Structure Type Selection===

Both steel and prestressed concrete girders shall be considered on all structure type selections. As the required span length of the structure increases to bridge the obstruction, deeper girder sections will be required. As a general rule of thumb, span to superstructure depth ratios (S/D) will be on the order of 20 to 30 with the higher numbers being slender, flexible structures.

Preliminary designers should consider these structure types as the span length increases with the top of the list providing the least amount of span capability. Economic consideration should be given to the selection of steel or concrete superstructures. Recent and relevant bid history for each structure type should be reviewed during the preliminary design phase.
:* Concrete Box Culvert (single, double or triple cell)
:* Prestressed or Reinforced Concrete Slab
:* Adjacent Prestressed Concrete Box or Voided Slab Beams (with approval of Structural Project Manager)
:* Shallow Depth Girder Sections: Wide Flange Steel Beams, Spread Prestressed Concrete Beams (Box or Voided Slab), Prestressed I-Girders (Type 2, 3, 4 or 6), or Prestressed NU-Girders (PSNU-35 or PSNU-43)
:* Intermediate Depth Girder Sections: Plate Girder, Prestressed Bulb-Tee Girder (63.5” or 72.5") or Prestressed NU Girder (PSNU-53, 63, 70 or 78)
:* Deep Girder Sections: Plate Girder (greater than 78” web depth)

Voided slab beams are currently only produced by one manufacturer and therefore a long transport may need to be considered in the bridge memo estimate.

Often site conditions warrant the use of shallower depth girder sections to maximize vertical clearance over roads or railroads or to maximize freeboard over streams. When contemplating these situations, the preliminary designer should work with the district highway designer to provide several structure depth options with corresponding roadway profile grade raises. It may be that a more expensive bridge structure results in an overall minimized project cost. High strength concrete or high-performance steel grades may allow the preliminary designer to span longer distances with shallower structures. These higher strength materials may also be used to eliminate girder lines as roadway width increases.

On multi-span structures, it is generally more efficient to have a balanced span arrangement where the end spans are approximately 10 percent shorter than the intermediate spans. This type of arrangement balances the positive moment demand at the midspans with the negative moment demand at the intermediate bents and allows optimization of the structural cross section. For example, a span layout of (67’ - 76’ - 67’) is structurally more efficient than (70’-70’-70’).

===751.1.2.8 Box Culverts===

Most districts prefer a box culvert to a bridge because of the lower maintenance costs; however, if a stream crossing is on the borderline between a box culvert and a bridge, each option should be explored and presented to the district. The presentation to the district should include the cost estimate for each option as well as a recommendation as to which option is preferred by the Bridge Division. Multi-cell box culverts shall be avoided on streams with reported medium to heavy drift because the interior wall creates a snag point and drift will have difficulty passing through the box culvert resulting in clogging and likely undermining of the culvert. Single-cell box culverts may be used if the opening is sized to allow drift to pass. If the stream being crossed is a drainage ditch it is advisable to have the district contact the drainage district to see if they have any specific objections (i.e. drift etc.) to using a culvert at the proposed location. Approval of proposed structure layout by the drainage district may be required, see [[:Category:747 Bridge Reports and Layouts#747.3.4 Bridge Permits or Approvals by Other Agencies|EPG 747.3.4 Bridge Permits or Approvals by Other Agencies]].

====751.1.2.8.1 Hydraulic Design====
A general rule of thumb for the use of a culvert is that it can handle about 1,000 cfs per cell with 3 cells being the usual maximum. This can vary if the slope of the streambed is unusually flat or steep. Another rule of thumb is that the water from a drainage area of less than 5 square miles can usually be handled by a concrete box culvert. Curves or bends should be avoided when possible. See [[750.2 Culverts#750.2.3.2.2 Head Loss Due to Bends|EPG 750.2.3.2.2 Head Loss Due to Bends]] when curves or bends will be used.

For details of hydraulic design, see [[750.2 Culverts|EPG 750.2 Culverts]].

Hydraulic designs and plans for some small box culverts are handled by the district. See [[750.7 Non-Hydraulic Considerations#750.7.4.3 Summary of Responsibilities|EPG 750.7.4.3 Summary of Responsibilities]] for responsibility for analysis, design and final plans preparation.

====751.1.2.8.2 Environmental Requirements====

See [[750.7 Non-Hydraulic Considerations#750.7.3 Environmental Requirements|EPG 750.7.3 Environmental Requirements]] for details of embedment, velocity and conveyance requirements.

====751.1.2.8.3 Layout====

=====751.1.2.8.3.1 Size=====
When sizing the proposed concrete box culvert, use Standard Box Culvert Sizes whenever possible. For information on standard box culverts sizes, see [[750.7 Non-Hydraulic Considerations#750.7.4.1 Standard Plans|EPG 750.7.4.1 Standard Plans]]. For additional information on culvert size, see [[750.7 Non-Hydraulic Considerations#750.7.4.4 Size|EPG 750.7.4.4 Size]].

=====751.1.2.8.3.2 Length=====

The inside face of the headwall is located at the intersection of the roadway fill slope and the top of the top slab of culvert. Typically, the longest barrel is produced considering this intersection point upgrade. Flared inlets, varying roadway widths, clear zones and guardrail placement are possible exceptions to this rule.

When [[231.2 Clear Zones|clear zones]] are provided, locate the inside face of the headwalls of the culvert at or beyond the edge of the roadway clear zone. In situations of very low fill, contact the district to determine if the use of guardrail is preferred to placing the headwalls beyond the edge of the clear zone. When clear zones are not provided the district will determine the need for guardrail on a case by case basis. Typically when guardrail is to be used over a culvert the typical section will show a 3’-5” shoulder widening as shown in [https://www.modot.org/media/16856 Standard Plan 606.00]. Consult the district if it is unclear whether adequate clear zones are provided or if guardrail is to be used over a box culvert. If the fill over the culvert is shallow, [[750.7 Non-Hydraulic Considerations#750.7.4.5 Guardrail Attachment|guardrail attachment]] may need to be provided. It may be advisable to lengthen culverts with shallow fill slightly to provide room for future guardrail attachments if guardrail over the box culvert is not provided.

=====751.1.2.8.3.3 Roadway Fill=====
Minimum roadway fill height is determined at the outside shoulder line and is the greater of 1 ft. or the thickness of the pavement and base material specified in [[750.7 Non-Hydraulic Considerations#750.7.11.1 Minimum Fill Heights|EPG 750.7.11.1 Minimum Fill Heights]]. Pavement and shoulder widths and thicknesses are determined on a project by project basis. Pavement and shoulder details (i.e., width, thickness, alternate pavement options) can be obtained from the district if needed, but based on maximum pavement thicknesses and minimum shoulder widths, fill heights at the outside of the shoulder of 20 ½” or greater on major routes or 14 ½” or greater on minor routes will not require pavement or shoulder details. For more information on pavement and shoulder widths and thicknesses see [[Other Aspects of Pavement Design|Other Aspects of Pavement Design]] and [[:Category:231 Typical Section Elements for Roadways|EPG 231 Typical Section Elements of Roadways]].

Roadway fill outside of the shoulders shall be warped (in the past this was referred to as the fill being “rolled up and over”) to provide a minimum of 12 in. of cover where the top of the culvert could be exposed. A standard note should be shown on the [https://epg.modot.org/index.php?title=751.1_Preliminary_Design#751.1.2.17_Bridge_Memorandums Bridge Memorandums] (Memos) regarding warping the roadway fill. [[media:751.1.2.8.3.3.pdf|Cases where this could occur]] are:

:1. Culvert ends with shallow fill and headwalls located outside of the clear zone.
:2. Median of a divided highway with shallow fill.
:3. Flared Inlets
:4. Auxiliary lane or outer road with skews different than that of the mainline
:5. Steep grade with a wide or skewed culvert.

For additional information of roadway fill, see [[750.7 Non-Hydraulic Considerations#750.7.11 Overfill Heights|EPG 750.7.11 Overfill Heights]].

=====751.1.2.8.3.4 Fill Settlement=====
Check the Preliminary Geotechnical Report for recommendations concerning [[750.7 Non-Hydraulic Considerations#750.7.8 Fill Settlements|fill settlements]] and the use of [[751.8 LRFD Concrete Box Culverts#Collar Beams|collar beams]] on longer box culverts. Cambering of the culvert should also be considered when fill settlements are appreciable. For more information, see [[750.7 Non-Hydraulic Considerations#750.7.9 Camber in Culverts|EPG 750.7.9 Camber in Culverts]].

====751.1.2.8.4 Precast Box Culvert Sections====
If the use of precast box culvert sections will not be allowed to be substituted for cast-in-place construction or if precasting is required it should be noted on the bridge memorandum and on the bridge plans.

Precast option for box culvert extensions will be permitted using a cast-in-place connection where the centerline of new cells is not laterally displaced more than 15° (maximum) from the centerline of existing cells for each cell extension.

====751.1.2.8.5 Abrasion====
If a culvert requires design for abrasion it should be noted on the bridge memorandum. For more information see [[750.7 Non-Hydraulic Considerations#750.7.4.2 Abrasion of Interior Surfaces|EPG 750.7.4.2 Abrasion of Interior Surfaces]].

===751.1.2.9 Girder Type Selection===

Once it has been determined that the structure will have girders, the types of girders to be used must be identified. To check the vertical clearance or freeboard, the maximum span length of each type of girder must be known. See [[751.22_P/S_Concrete_I_Girders#751.22.1.3_Typical_Span_Ranges|EPG 751.22 P/S Concrete I Girders]] or [[751.14_Steel_Superstructure#751.14.1.2_Girder_Limits_and_Preferences|EPG 751.14 Steel Superstructure]]. Adjustments will need to be made if the span ratios become greater than 1.25.

If it is determined that the roadway profile grade will need to be raised (or lowered) to provide additional vertical clearance or freeboard, the preliminary designer should notify the district contact as soon as possible. It is best to provide the district with several options of varying profile grade elevation increase with varying structural depth. Larger grade elevation increases typically result in longer bridges as spill slopes dictate bridge length. The preliminary designer and district contact should work together to minimize the overall project cost even if the bridge cost is slightly more expensive. Consider the various structure types listed in [[#751.1.2.7 Structural Type Selection|EPG 751.1.2.7 Structural Type Selection]] when selecting the girder type. Also consider that adding girder lines or using higher strength material (concrete or steel) may allow longer or shallower spans for a given girder cross section. As a last resort, request a [https://epg.modot.org/index.php/131.1_Design_Exception_Process design exception] for the substandard item.

====751.1.2.9.1 Concrete Girder Options====
Prestressed girder selection should use the following order for trial sizing and spanning:
:Prestressed or reinforced concrete slab beams
:Prestressed Concrete Box Beams
:MoDOT Standard Prestressed Girders Type 2, 3, 4 and 6
:NU Standard Prestressed Girders Type 35, 43, 53, 63, 70 and 78
:MoDOT Bulb-Tees Type 7 and 8

For span lengths longer than 125 feet for prestressed concrete, the girders become very heavy and are difficult to transport to the site and often require two or more large cranes to place on the supports. The preliminary designer should discuss this with the district, and have it documented on the Constructability Questionnaire noted in [[#751.1.2.18.3 Supporting Documents|EPG 751.1.2.18.3 Supporting Documents]].

====751.1.2.9.2 Steel Girder Options====
When considering steel structures, the preliminary designer must decide if the girders should be painted or fabricated from weathering steel. If site-specific conditions allow, the use of unpainted weathering steel (ASTM A709 Grades 50W and HPS70W) should be considered and is MoDOT’s preferred system for routine steel I-girder type bridges due to its performance, economic and environmental benefits. Cost savings are realized because of the elimination of the initial paint system as well as the need for periodic renewal of the paint system over the life of the structure.

Weathering steels provide significant environmental and worker safety benefits as well. Since they do not require initial and periodic repainting of the whole bridge, emissions of volatile organic compounds (VOC) are reduced. Also, they generally do not require coating removal or disposal of contaminated blast debris over the service life of the structure. By eliminating the need for periodic repainting, the closing of traffic lanes can be prevented as well as the associated hazards to painters, maintenance workers, and the travelling public.

Partial coating of weathering steel is required near expansion joints. See [[751.14 Steel Superstructure#751.14.5.8 Protective Coating Requirements|EPG 751.14.5.8]]. Periodic recoating or overcoating will be required, however, on a much smaller scale than the whole bridge with the effect that lane closures and associated hazards are greatly reduced compared to painted steel.

Although weathering steel is MoDOT’s preferred system for routine I-girder bridges with proper detailing, it should not be used for box girders, trusses or other structure types where details may tend to trap moisture or debris. There are also some situations where the use of weathering steel may not be advisable due to unique environmental circumstances of the site. Generally, these types of structures would receive high deposits of salt along with humidity, or long-term wet conditions and individually each circumstance could be considered critical.

The FHWA Technical Advisory T5140.22 October 1989 should be used as guidance when determining the acceptability of weathering steel. Due to the large amounts of deicing salts used on our highways which ultimately causes salt spray on bridge girders, the flowchart below should be used as guidance for grade separations. The flowchart, Fig. 751.1.2.9, below, is general guidance but is not all inclusive. There may be cases based on the circumstances of the bridge site where the use of weathering steel is acceptable even though the flowchart may indicate otherwise. In these cases, follow MoDOT’s [[131.1 Design Exception Process|design exception process]].

[[image:751.1.2.7 weathering steel Nov 2010.jpg|center|650px|thumb|<center>'''Fig. 751.1.2.9 Guidance on the Use of Weathering Steel for Grade Separations'''</center>
'''*''' For multi-lane divided or undivided highways, consider the AADT and AADTT in one direction only.]]
<div id="Weathering steel may be used"></div>
Weathering steel may be used for stream crossings where 1) the base flood elevation is lower than the bottom of girder elevation and 2) the difference between the ordinary high water and bottom of girder elevations is greater than 10 ft. for stagnant and 8 ft. for moving bodies of water. Where the difference in elevations is less than noted, weathering steel may be used upon approval of the Assistant State Bridge Engineer.

Additional documents that can be referenced to aid in identifying the site-specific locations and details that should be avoided when the use of weathering steel is being considered include:

:1. Transportation Research Board. (1989). ''Guidelines for the use of Weathering Steel in Bridges'', (NCHRP Report 314). Washington, DC: Albrecht, et al.

:2. American Iron and Steel Institute. (1995). ''Performance of Weathering Steel in Highway Bridges, Third Phase Report''. Nickerson, R.L.

:3. American Institute of Steel Construction. (2022). Uncoated Weathering Steel Reference Guide. NSBA

:4. MoDOT. (1996). ''Missouri Highway and Transportation Department Task Force Report on Weathering Steel for Bridges''. Jefferson City, MO: Porter, P., et al.

The final brown rust appearance could be an aesthetic concern. When determining the use of weathering steel, aesthetics and other concerns should be discussed by the Core Team members, with input from [https://modotgov.sharepoint.com/sites/br Bridge Division] and [https://modotgov.sharepoint.com/sites/mt Maintenance Division].

If weathering steel cannot be used, the girders should be painted gray (Federal Standard #26373). If the district doesn’t want gray, they can choose brown (Federal Standard #30045). If the district or the local municipality wants a color other than gray or brown, they must meet the requirements of [[1045.5_Policy_on_Color_of_Structural_Steel_Paint|EPG 1045.5 Policy on Color of Structural Steel Paint]]. System G paint is the preferred system on all steel plate girders. See [[751.6_General_Quantities#751.6.2.11_Structural_Steel_Protective_Coatings_.28Non-weathering Steel.29|EPG 751.6.2.11]], [[751.6 General Quantities#751.6.2.12 Structural Steel Protective Coatings (Weathering Steel)|EPG 751.6.2.12]] and [[751.14 Steel Superstructure#751.14.5.8 Protective Coating Requirements|EPG 751.14.5.8]] for further guidance on paint systems.

===751.1.2.10 Longer Bridges===

For bridges that are longer than normal (more than 6 spans being a general rule of thumb), other items must be considered. If the feature you are crossing allows flexibility in bent placement, the most cost-efficient span length is one that will result in the cost of one span's superstructure being equal to the cost of one bent. For example, calculate the cost of one intermediate bent, and then adjust the length of the span until the cost of the girders, slab and curb equal the cost of the bent. The use of higher strength concrete in Prestressed I-Girders or high performance steel in plate girders can allow spans to be increased approximately 20% as a means to eliminate intermediate bents.

Another item to consider is the placement of expansion devices. Be sure to include the costs of the expansion devices and deadman anchors (if applicable) in your Preliminary Cost Estimate.

===751.1.2.11 Staged Construction===

If the new structure being laid out replaces an existing structure on the same alignment, the default method of handling traffic during construction is to close the road and detour traffic. The new substructure should be spaced to avoid the existing substructure units if at all possible.

If the district determines the road cannot be closed, the options for handling traffic include staged construction or using a temporary bypass. If a temporary bypass is used, determine whether the district can size some drainage-diversion pipes for the bypass. If the district decides pipes cannot be used, then a temporary bridge is necessary, and a separate Bridge Survey/Memo/Bridge No. is required.

If the district decides to use staged construction, one important item to verify in this situation is that the new girders will clear the existing substructure. Another item to consider in setting up the staging is the placement and attachment requirements of the temporary concrete traffic barrier relative to the bridge deck and meeting horizontal distance requirements from the edge of the deck, which determines whether the temporary concrete traffic barrier is attached to the deck and how it is attached.
:* For staged bridge construction with MSE walls at the abutments, consider specifying location of temporary MSE walls on the plan details. The interior angle between MSE walls and temporary MSE walls should be greater than 70°. However, if unavoidable, then interior angle shall be absolute minimum 65°. Temporary MSE wall option for staged bridge construction shall not be used when bridge skew is greater than 25°.

Sometimes due to limited space or to retain improved foundation material or to retain existing slope contractor may need to provide temporary shoring prior to constructing temporary MSE wall systems in staged construction, but only the temporary MSE wall should be indicated on the plans. For design requirements of MSE wall systems, see [[:Category:720_Mechanically_Stabilized_Earth_Wall_Systems#720.2_Design_Requirements|720 Mechanically Stabilized Earth Wall Systems]].

===751.1.2.12 Temporary Barriers===

Bridge Plans must note whether temporary concrete traffic barrier is attached or freestanding, and if attached, whether they are attached with tie-down straps or bolt through deck attachment. Coordination is required with district Design. See [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] for more guidance.

:a. Where sufficient distance is available to accommodate lateral deflection of barriers: No attachment is required. Note on plans as “Freestanding” or “No attachment required”.

:b. Where sufficient distance is not available to accommodate lateral deflection of barriers: Tie-down strap system is required. (Refer to [https://www.modot.org/media/16894 Standard Plan 617.20].) Coordinate with district Design to provide a minimum of four connected temporary concrete traffic barrier sections on approach slab roadway.

:c. Where lateral deflection cannot be tolerated: Bolt through deck system is required. (To be used only on existing decks that will be removed and that have sufficient strength.) (Refer to [https://www.modot.org/media/16894 Standard Plan 617.20].) Coordinate with district Design division for required transition barrier attachments that may be used on any deck, existing or new, where lateral deflection is not permitted with approval of the Structural Project Manager or Structural Liaison Engineer.

[[Image:751.1.2.12 Freestanding.jpg|center|640px]]
<center>'''Freestanding Temporary Barrier'''</center>

For all other applications of a freestanding temporary concrete traffic barrier, the preferred installation method requires a 2 ft. buffer area behind the barrier to allow for lateral deflection in both work areas and lane separation situations.

Regardless of deflection distance (buffer area) available, if the bridge deck is super elevated or has a large roadway slope, a freestanding temporary concrete traffic barrier should not be used because the barrier has the potential for movement (“walking”) due to gravity forces and vibrations acting on the barrier.

When a temporary concrete traffic barrier is adequately attached to a bridge deck (refer to Standard Plan 617.20) a minimum distance of 6 in. shall be provided from the edge of the bridge deck to the face of the barrier.

[[Image:751.1 Prelim Design Attached Temp Barrier.jpg|center|640px]]
<center>'''Attached Temporary Barrier'''</center>

===751.1.2.13 Seismic (Earthquake) Design Category A, B, C and D Considerations===

See [[:751.9_Bridge_Seismic_Design|EPG 751.9 Bridge Seismic Design]] for seismic design and detail requirements in accordance with SGS, and LRFD. Utilize provided flow charts.

All new or replacement bridge/wall designs, either nonseismic (meaning a regular static design) or seismic design or detail, must meet Seismic Design Category (SDC) A requirements in accordance with SGS (Seismic Zone 1 of LRFD). Additionally, where applicable bridge seismic designs/details/analysis must meet requirements of the Seismic Design Category B, C, or D in accordance with [https://epg.modot.org/forms/general_files/BR/Bridge_Seismic_Design_Flowchart.pdf Bridge Seismic Design Flowchart].

For laying out new or replacement bridges in SDC A, B, C or D (per SGS), the following is important.
:* Box culverts are preferable to bridges on stream crossings because they are exempt from seismic design unless crossing a known exposed fault.
:* Pile cap intermediate bents and drilled shafts are preferable to open column bents on footings because footings can grow quite large due to seismic forces.
:* Minimize the number of expansion joints in the deck because each of these locations may require earthquake restrainers which are very costly.
:* Make the superstructure as light as possible, which usually means use steel plate girders or wide flanges instead of prestressed concrete girders where possible.

The new or replacement bridge design schedule for a complete seismic analysis requires 24 months minimum and bridge design schedule for seismic details and/or abutment seismic design requires 13 months minimum. Additional 2 - 3 months is required for review and letting process before the schedule letting. See [[751.1_Preliminary_Design#751.1.1.5_New_Regular_Bridge_Design_Schedule_.28Nonseismic.29_.28Nonrailway_Crossing.29|EPG 751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)]].

===751.1.2.14 Temporary Bridges===

If the district will be using a bypass on stream crossings, a temporary bridge may be necessary. The district should first consider using large drainage-diversion pipes to carry the water under the bypass, if the district determines this is not practical, they should submit a Bridge Survey for a temporary bridge on the bypass. Check with the Structural Project Manager for hydraulic design frequency.

Once the number of 40’ spans has been determined, the district should be contacted so they can locate the pieces necessary for the construction of the bridge. Make sure the pieces the district intends to use have the “new” beam caps that take 14” H-pile. The district should provide you with the location of where the pieces are coming from and where they should be taken by the contractor at the end of the project. If the district is unable to find the pieces, then they will need to be contractor furnished. This has a big impact on costs. See [[751.1_Preliminary_Design#751.1.2.17_Preliminary_Cost_Estimate|Preliminary Cost Estimate]].

===751.1.2.15 Bridges Over Railroads===

Consult the AREMA (American Railway Engineering and Maintenance-of-Way Association) Manual for Railway Engineering located in the Bridge Division’s Development Section for more detailed information. Here are some basic points to keep in mind:

* Railroads often raise their tracks so provide some cushion in your vertical clearance.
* Absolute minimum horizontal clearance shall be 9 feet on each side of track centerline plus 1 1/2 inches per each degree of track curvature. (railroad projects manager of the Multimodal Operations Division will obtain the degree of curvature from the railroad)
* Will the railroad want room for an extra track or maintenance roadway?
* Keep the ballast free drained.
* Drainage needs to be designed for 100-year storm.
* Slope protection shall consist of Type 2, 18-inch thick rock blanket placed on top of permanent erosion control geotextile. Some railroads may require changes to this; however, this will be determined on a case-by-case basis.
* Some railroads also now require the barrier and slab overhangs to be designed to accommodate fences that may be added in the future.

If the face of the columns of an intermediate bent is within 25 ft. of the centerline of the railroad track, a collision wall is required. If the face of the columns of an intermediate bent is within 12 ft. of the centerline the top of the collision wall shall be set at 12 ft. above top of rail otherwise the top of the collision wall shall be set at 6 ft. above top of rail.

The railroad projects manager in the Multimodal Operations Division is a very good resource for answering questions at any stage of the layout. It typically takes a very long time to receive approval of a layout from the railroad. The railroad must approve both the preliminary design and the final plans.

When making a [[Media:Layout to Railroad.doc|submittal to the railroad project manager]] for approval of the preliminary design, include three sets of half-sized plat and profile sheets, as well as a copy of the Design Layout.

The new bridge design schedule for a railway crossing bridge requires 24 months minimum. See [[#751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)|EPG 751.1.1.5 New Regular Bridge Design Schedule]].

===751.1.2.16 Historical Bridge Considerations===

You also need to check with the Historical Bridge Coordinator in the Design Division when replacing a bridge. There is not a magic age for a bridge for it to become "historical". Age does not matter. All "Bridge Resources" that will be impacted by MoDOT need to be cleared through the Department of Natural Resources (DNR) Historic Preservation Program (HPP) before they can be replaced, demolished, extensively rehabilitated or deeded to a new owner (county, city, etc.). The following is a definition of "Bridge Resources":

:"Bridge Resources are both public and privately owned highway, railroad and pedestrian bridges, viaducts and culverts. This does not include metal and plastic pipes, unless they are encased in an older concrete, stone or brick structure."

The following is the information on this topic supplied to the district (FYI):

:"Bridge Resources on any given job or [[:Category:126 Location Study and Alternatives Analysis|location study]] need to be checked out and cleared just like historic buildings (architecture) and archaeological sites. Standard size color photographs can be submitted to the Historic Bridge Coordinator directly and/or attached to the Request for Environmental Assessment (RES) or Questionnaire to Determine Need for Cultural Resources Assessment. The Historic Bridge Coordinator will then determine and execute procedures for clearance, if required."

Bridges that are older than 50 years stand a better chance of being evaluated as eligible for the National Register of Historic Places (NRHP) in Clayton Fraser's 1996 draft Missouri Historic Bridge Inventory. This is a study that was undertaken under STURAA (Surface Transportation and Uniform Relocation Assistance Act of 1987) in order to inventory all potentially NRHP eligible historic bridges in the state. Any of these that are determined NRHP eligible by the HPP will require special mitigation (or avoidance) if they are to be affected by project activities. For this reason, it is important that all bridge resources be identified early in the process.

Usually, bridge resources do not stand in the way of right of way acquisition (A-dates) because they are generally located on roadways that the state already owns; however, there are cases in which bridge resources are privately owned and located on private property. In these rare cases, bridge resources would need to be checked out prior to our right of way acquisition approval.

===751.1.2.17 Preliminary Cost Estimate===

'''Box Culverts –''' A new or replaced box culvert is exempt from seismic design unless crossing a known exposed fault. Submit [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx “Request for soil properties Form A”] to Geotech Section and design as a SDC A. If box culvert is crossing a known exposed fault then discuss with Structural Project Manager (SPM) for alternate option.

'''Bridges and Retaining Walls –''' For a new or replaced retaining wall or bridge, review [https://epg.modot.org/forms/general_files/BR/Bridge_Seismic_Planning_Flowchart.pdf Bridge Seismic Planning Flowchart], [https://epg.modot.org/forms/general_files/BR/Bridge_Seismic_Design_Flowchart.pdf Bridge Seismic Design Flowchart], [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf preliminary seismic design map] and following information.
:* Seismic design of overpass should be considered when overpass bridge collapse would greatly impede emergency traffic for the main route. (i.e., No access ramps on a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or a 1st or 2nd priority earthquake emergency route]).
:* For preliminary planning and cost estimate use the SDC values shown on [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf preliminary seismic design map]. SDC boundaries are shown for soil site class D.
:* Site class verification is not required for bridges located in regions SDC A1 or A2, so the preliminary SDC shall be used for plans reporting.
:* In the normal design schedule, the Geotechnical section will determine the site class and an accurate SDC, S<sub>D1</sub>, A<sub>s</sub> for bridges located in the regions encompassed by SDC B, C and D on the [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf preliminary seismic design map]. Typically, the SDC will remain the same as shown on the map or get dropped to a lower SDC (e.g., D to C, C to B, B to A2).
:* If a bridge gets downgraded to SDC A2 after Geotech analysis and carry a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf 1<sup>st</sup> or 2<sup>nd</sup> priority earthquake emergency route], the bridge shall receive seismic details similar to SDC B. If a bridge gets downgraded to SDC A2 after Geotech analysis and does not carry a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf 1<sup>st</sup> or 2<sup>nd</sup> priority route], it will not require seismic details. If a bridge gets downgraded to SDC A1 after Geotech analysis, it will not require seismic details. Typically, downgrades may result in a reduced project schedule and/or a reduced cost estimate for the bridge.
:* Geotechnical section will perform a liquefaction assessment for bridges with a final SDC of C or D and carry a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1<sup>st</sup> or 2<sup>nd</sup> priority earthquake emergency route].

Seismic design category (SDC) is divided in SDC A (S<sub>D1</sub> < 0.15), SDC B (0.15 ≤ S<sub>D1</sub> < 0.30), SDC C (0.30 ≤ S<sub>D1</sub> < 0.50) and SDC D (S<sub>D1</sub> ≥ 0.50). SDC A is subdivided into SDC A1 (S<sub>D1</sub> < 0.10) and SDC A2 (0.10 ≤ S<sub>D1</sub> < 0.15). Submit “Soil properties Form A” to Geotech Section for SDC A1 and SDC A2 area bridges, retaining walls and box culverts. Submit “Soil properties Form A” and “Soil properties Form B” to Geotech Section for SDC B, C and D area bridges and retaining walls. For soil properties form, see [[751.1_Preliminary_Design#751.1.2.19_Soundings_.28Borings.29|EPG 751.1.2.19 Soundings (Borings)]].

The Preliminary Cost Estimate should be neat, legible and dated since a copy of it is included with the Bridge Memo. It should also be rounded to the nearest thousand dollars.

The accepted method of calculating the Preliminary Cost Estimate is to calculate some approximate quantities for the bridge and then multiply them by the unit prices supplied by the Bridge Division Preliminary and Review Section. A spreadsheet should be used to calculate these quantities. To estimate the pounds of reinforcing steel in a structure, multiply the number of cubic yards of concrete in the structure by 125 for bridges. See table below for Box Culverts.

<center>
{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"

!colspan="2" style="background:#BEBEBE" width="400"|Table 751.1.2.17,<br/>Box Culvert Reinforcing Steel (lbs.) Estimate
|-
!style="background:#BEBEBE"|Design Fill (ft.)!!style="background:#BEBEBE"|Concrete (lbs/cy) Multiplier
|-
|2.00||225
|-
|6.00||168
|-
|10.00||116
|-
|25.00||96
|-
|32.00||84
|}
</center>

The Preliminary Cost Estimate should be increased for the following items: Cost Estimate Guide for rural preliminary design (do not compound all increases using your judgment).

{| class="wikitable"
|-
| style="width:300px; text-align: center; background-color:lightgray;" | '''Bridge in SDC boundaries on</br>[https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf preliminary seismic design map]'''
| style="width:125px; text-align: center; background-color:lightgray;" | '''% Cost Increase'''
| style="text-align: center; background-color:lightgray;" | '''Comments for final SDC'''
|-
| SDC A1 </br> SDC A2 (nonseismic) </br> SDC A2 (seismic details)
| style="text-align: center;" | 0 </br> 0 </br> 10
| No cost increase for SDC A1 area bridges and most of the bridges in SDC A2 area. </br> If a bridge carry a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf 1<sup>st</sup> or 2<sup>nd</sup> priority earthquake emergency route] and located in SDC A2 area, it will receive seismic details similar to SDC B (i.e. 10% increase).
|-
| SDC B (single span, seismic details) </br> SDC B (single span, abutment seismic design) </br> SDC B (multi-span)
| style="text-align: center;" | 0 </br> 5 </br> 10
| Cost increase is for seismic details in accordance with the 2023 AASHTO Guide Specifications for LRFD Seismic Bridge Design. If bridge receives a final SDC B and carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route] then abutments will be designed for mass inertial forces per [https://www.modot.org/media/47034 SEG 24-02]. (i.e. 0 to 5% increase for single span bridges). If a bridge gets downgraded to SDC A2 and does not carry a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf 1st or 2nd priority route], it will not require seismic details. If a bridge gets downgraded to SDC A1 after Geotech analysis, it will not require seismic details (i.e. no cost increase).
|-
|SDC C (single span, seismic details) </br> SDC C (single span, abutment seismic design) </br> SDC C (multi-span, seismic details) </br> SDC C (multi-span, complete seismic analysis)
| style="text-align: center;" | 0 </br> 5 </br> 10 </br> 25
| 25% cost increase is for complete seismic analysis. All bridges receiving a final SDC C and not carrying a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route] will only receive seismic details (i.e. 10% increase). If a bridge carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route], gets downgraded to SDC B, it will only receive seismic details and abutments will be designed for mass inertial forces per [https://www.modot.org/media/47034 SEG 24-02] (i.e. 10% increase).If single span bridge receives a final SDC C and carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route] then abutments will be designed for mass inertial forces per [https://www.modot.org/media/47034 SEG 24-02] (i.e. 0 to 5% increase).
|-
| SDC D (single span, seismic details) </br> SDC D (single span, abutment seismic design) </br> SDC D (multi-span, seismic details) </br> SDC D (multi-span, complete seismic analysis)
| style="text-align: center;" | 0 </br> 10 </br> 10 </br> 40
| 40 % cost increase is for complete seismic analysis. All bridges receiving a final SDC D after Geotech analysis and do not carry a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route] will only receive seismic details (i.e. 10% increase). If a bridge carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route], gets downgraded to SDC B, it will only receive seismic details and abutments will be designed for mass inertial forces per [https://www.modot.org/media/47034 SEG 24-02] (i.e. 10% increase). If a bridge carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route], gets downgraded to SDC C, it will receive a complete seismic analysis (i.e. 25% increase). If single span bridge receives a final SDC C or D and carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route] then abutments will be designed for mass inertial forces per [https://www.modot.org/media/47034 SEG 24-02] (i.e. 5 to 10% increase).
|}

:::{|border="0"
| <u>Item</u> || <u>% Cost increase</u>
|-
| width="200" | Staged Construction (SDC A) ||align="center" | 10
|-
| Horizontally Curved (SDC A) || align="center" | 5
|-
| Tight Site/Limited Access || align="center" | 3
|}

The following are guidelines for estimating the cost of the removal of existing bridges:

:::{|border="0"
| <u>Type of Bridge Removal</u> || <u>Cost per Square Foot</u>
|-
| Simple Structures Over Streams || align="center" | **
|-
| Girder Structures Over Roads || align="center" | **
|-
| Conc. Slab Structures Over Interstates || align="center" | **
|-
|     (Quick opening of lanes to traffic)
|}
<math>**</math> Consult Bid Tabs for an analysis of the latest bridge removal costs. Bridge Division staff may consult the Pay Item Spreadsheet maintained by the Structural Review Engineer or see [[751.6_General_Quantities#751.6.1_Index_of_Quantities|EPG 751.6.1 Index of Quantities]].

===751.1.2.18 Bridge Memorandums===

Bridge Memorandums are generated for new and rehabilitated bridge structures including retaining walls. Formal correspondence will not be required for special structural work or miscellaneous structures like high mast tower lighting (HMTL) or small retaining walls equal to or shorter than 5 feet; however, documentation such as a Bridge Memorandum may be a good idea in order to effectively communicate the understanding and agreement to the level of design work proposed and associated construction costs with districts.

====751.1.2.18.1 Purpose====
The Bridge Memorandum is the instrument which coordinates bridge plan and roadway plan preparation. It is sent to the district to inform them where we plan to put the bridge, what kind of structure it will be, what the Preliminary Cost Estimate is and any other pertinent information. More information is required on more complicated structures. If you are not sure if the district needs to have a certain piece of information concerning the structure, include it on the Bridge Memorandum to be safe. Too much information is better than too little.

An electronic copy of the bridge memorandum and supporting documents are sent to the district for review and signature. If, during the design process, revision to the bridge memorandum by either the district or the Bridge Division becomes necessary, all parties to the memorandum are to be notified immediately. The proposed revisions must be agreed to by all parties that signed the original bridge memorandum.

The Bridge Memorandum also serves as a design layout for structures where the latter is not required, see [[#751.1.2.31 Finishing Up Design Layout|EPG 751.1.2.31 Finishing Up Design Layout]].

====751.1.2.18.2 Content====
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%;background:#f5f5f5" width="310px" align="right"
|-style="background:#f5f5f5"
|align-"center"|'''Bridge Memorandum Examples '''
|-
|[[media:751.1.2.18.2 Highway Grade Separation.docx|Highway Grade Separation<br/>(Minor Route over Major Route)]]
|-
|[[media:751.1.2.18.2 Railroad Grade Separation 2021.pdf|Railroad Grade Separation<br/>(Minor Route & Priority EQ Route)]]
|-
|[[media:751.1.2.19.2 Stream Crossing Bridge 2021.pdf|Stream Crossing (Bridge)<br/>(Low Volume Route)]]
|-
|[[media:751.1.2.19.2 Stream Crossing Culvert.pdf|Stream Crossing (Culvert)<br/>(Minor Route)]]
|-
|[[media:751.1.2.18.2 Bridge Rehabilitation 2021.pdf|Bridge Rehabilitation<br/>(Minor Route)]]
|-
|[[media:751.1.2.18.2 Bridge Rehabilitation.pdf|Bridge Rehabilitation<br/>(Major Route and Major Bridge)]]
|-
|[[media:751.1.2.19.2 Retaining Wall.pdf|Retaining Wall]]
|}

Sample listing of what to include on the Bridge Memorandum:

1. Identify the following classifications if applicable: (''[https://epg.modot.org/forms/general_files/BR/751-1-2-18-2_Design_Implications.docx Design Implications]'')
::• All routes involved shall be classified as either:
:::o ([https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major]), as shown in link.
:::o (minor), not a major route and ADT ≥ 400.
:::o (low volume), not a major route and ADT < 400.
::• Major bridges with a total length ≥ 1000 feet shall be classified by specifying “(major)” behind the specified bridge number.
::• [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf Priority 1 or 2 earthquake emergency routes] shall be classified by specifying “(priority <u>1</u> <u>2</u> EQ)” behind the route classification.

2. Identify type of structure, span lengths, skew, loading, roadway width, wing lengths and special end fill considerations. For curved structures, specify how the design span lengths are to be measured i.e., “measured along the CL of Roadway”. If plate girder or wide flange beam, further identify them as either weathering or painted steel.

3. Indicate all pertinent profile grade, alignment and superelevation transition information.

4. Identify the fill exception stations or ends of the bridge. The district uses this to coordinate the bridge with their roadway design features such as guardrail. For PSI-Girder bridges, take into account the [[751.22_P/S_Concrete_I_Girders#psi layout length|layout length]] when calculating these stations.

5. Identify slopes at end bents.

6. Indicate elevation of any berms to be constructed at the end bents.

7. If applicable, call for old roadway fill to be removed to natural ground line.

8. For box culverts, indicate the location of the headwalls and the type of wings to be provided (flared or straight). Also include the upper and lower flow line elevations along the CL of the box.

9. Identify any bridge related items that the district will need to address in their plans or special provisions as a “Roadway Item”.

10. Include the cost estimate for construction (Preliminary Cost Estimate).

11. Include the method of traffic handling while construction is underway. Attach sketches for staged construction when appropriate.

12. For stream crossings, show all pertinent hydrologic data used for the layout of the structure. See [[751.5 Structural Detailing Guidelines#751.5.2.1.5.3 Hydraulic Data|EPG 751.5.2.1.5.3 Hydraulic Data]] for Hydraulic Data tables.

13. For roadway and railroad grade separations, include all minimum vertical and horizontal clearances (final and construction) and include the opening (horizontal limits) of the minimum vertical clearance. The minimum horizontal clearance shall be specified from the edge of the traveled way(s).

14. Quite often, the district will add items to a bridge late in the final design process because they “didn’t think of them” earlier. This often causes extra work due to the necessary redesigns. Include a statement similar to the following to reduce this occurrence:

:*"No conduit, lighting, utility supports or sidewalks are to be included in the final plans for this bridge."

:*If the district has already indicated that they want special items attached to the bridge, include the specifics on the Bridge Memorandum and modify the above note.

15. The design year AADT (annual average daily traffic) and AADTT (annual average daily truck traffic). Request this from the district if it is not shown on the plat sheet. On grade separations, get the AADT and AADTT for both roads.

16. For box culverts, always include the following notes:
:*Channel bottom shall be graded within the right of way for transition of channel bed to culvert openings. Channel banks shall be tapered to match culvert openings. (Roadway Item)
:*If any part of the barrel is exposed, the roadway fill shall be warped to provide 12 inches minimum cover. (Roadway Item) (See [[#751.1.2.8.3.3 Roadway Fill|EPG 751.1.2.8.3.3, Box Culverts, Roadway Fill]].)

17. Also for box culverts, state if guardrail (Roadway Item) is to be provided in lieu of meeting the clear zone requirements. If there will be guardrail over the box culvert and the fill height is less than indicated in [[750.7 Non-Hydraulic Considerations#750.7.4.5 Guardrail Attachment|EPG 750.7.4.5, Box Culverts, Guardrail Attachment]], indicate that attachment of the guardrail to the top slab will be handled in the bridge plans, even though the guardrail itself is a roadway item. For additional information on when to use guardrail attachments, see [[#751.1.2.8.3.2 Length|EPG 751.1.2.8.3.2 Length, Box Culvert, Length]].

18. For stream crossings (new structures, widened structures and rehabs where the waterway opening is reduced.) include a statement stating that a Floodplain Development Permit is required or that a Floodplain Development Permit is not required and that the Bridge Division will request such a permit if necessary. Also indicate the flood hazard zone (i.e., A, A1, B) and whether or not the bridge is in a Floodway.

19. On Rehabilitated and widened structures give the current and proposed load rating and load posting as well as the current condition ratings for the deck, superstructure, substructure and scour.
<div id="19. Identify the bridge"></div>
20. Identify the bridge approach slab class major or minor. If a design exception is required or approved, then note accordingly. Identify asphalt mix type (determined by district) when the asphalt bridge approach slab sub-class is an option.

21. Identify the bridge end drainage provisions as determined by district Design. For example, note when concrete aprons at each wing wall will be required (Rdwy. Item). Note when concrete approach pavement (Rdwy. Item) with or without drain basins (Rdwy. Item) will be required, or note when rock blanket will be required that extends up to full length of bridge approach slabs, or when drain flumes (Rdwy. Item) will be required.

22. For redecks or in other cases where the rock blanket elevations are not shown on the bridge plans and the top of the rock blanket is required to be flush to the existing ground line in accordance with the Memorandum of Agreement with SEMA, include the following note:
: The top of rock blanket shall be flush to the ground line as directed by the engineer. (Roadway Item.)

23. For retaining walls, indicate any aesthetic treatments such as concrete staining and form liner requirements. Be specific regarding names, types and colors of staining, and names and types of form liner.

24. Form liners are standard for MSE precast modular panel wall systems. Be specific regarding names, types and colors of staining, and names and types of form liner. See [https://www.modot.org/bridge-standard-drawings Bridge Standard Drawings → MSE Wall - MSEW].

25. For MSE wall supporting abutment fill: Identify gutter type, fencing, lower longitudinal and lateral drain pipe sizes (type and sizes to be determined by district Design division). (Lateral drain pipes are only required as determined by district Design division.)

26. OPTIONAL Seismic Information for new bridge or wall on Memo: Note “Preliminary Seismic Description: Site Class _, Seismic Design Category _, A<sub>s</sub> = __, S<sub>D1</sub> = _, _____”. The last blank should be filled with “non-seismic”, “seismic details”, “abutment seismic design”, “seismic details with abutment seismic design” or “complete seismic analysis”. The provided information is subject to change after Geotechnical Report is released. See [https://epg.modot.org/forms/general_files/BR/Bridge_Seismic_Planning_Flowchart.pdf Bridge Seismic Planning Flowchart]. (This is similar to item no. 9 under [[751.1_Preliminary_Design#751.1.2.31_Finishing_Up_Design_Layout|EPG 751.1.2.31 Finishing Up Design Layout]].)

27. For rehabs, redecks, widenings, recoatings and new replacement structures, see [[751.1_Preliminary_Design#751.1.3.9_Environmental_Considerations:_Asbestos_and_Lead|EPG 751.1.3.9 Environmental Considerations: Asbestos and Lead]] for notes to include.

====751.1.2.18.3 Supporting Documents====
Supporting documents may provide additional information to the district or request additional information from them. Other documents may need to be included, but at a minimum the following documents should be sent to the district with the Bridge Memorandum:

:* Calculations used for the [[#751.1.2.17 Preliminary Cost Estimate|Preliminary Cost Estimate]]
:* [[:Category:101 Standard Forms#Constructability Questioinnaire|Constructability Questionnaire]], modify to address project issues
:* Layout for [[#751.1.2.19 Soundings (Borings)|Soundings]]

====751.1.2.18.4 Bridge Division Review====

Once the Preliminary Designer has the Bridge Memo and supporting documents completed, they are submitted to the Structural Project Manager (SPM) for their review. The SPM will then request a Bridge Memo Conference with the Assistant State Bridge Engineer, the Structural Resource Manager and the Structural Prelim. & Review Engineer. After the review and conference, the Preliminary Designer will update the Bridge Memorandum and supporting documents. The Designer and SPM sign and date the memo by typing their names and the date in the locations provided.

====751.1.2.18.5 Bridge/District Agreement Process====

The following process will be used to establish agreement between the district and Bridge Division on Bridge Memorandums:

:1) Bridge Memorandums and supporting documentation will be made available on SharePoint by Bridge Division.
:2) The Bridge Division preliminary designer or Structural Project Manager (SPM) will email the Transportation Project Manager (TPM) and the District Bridge Engineer a link to the Bridge Memorandum in SharePoint when the memorandum is ready for review by the district. (A link to the Constructability Questionnaire, Cost Estimate, Layout for Soundings, and Request for Soil Properties may also be included.) As part of their review the TPM should forward the Bridge Memorandum to the appropriate Resident Engineer to solicit their input on the Memorandum.
:3) Changes to the Bridge Memorandum should be made in revision mode or with bold blue text for additions and red strikethrough text for deletion of existing text. (Discussion of proposed changes with the Bridge Division preliminary designer and SPM is recommended before making changes.)
:4) Once the district’s review of the Bridge Memorandum is complete the approving district personnel should type their names, titles and the date in the appropriate locations.
:5) TPMs or their designees email the Bridge Division preliminary designer and SPM to inform them the district has reviewed and signed the Bridge Memorandum. A summary explaining any of the changes should be included in the email.
:6) The Bridge Division preliminary designer or SPM will accept the changes or coordinate with TPMs or their designees to resolve any differences.
:7) Once all differences are resolved the Bridge Division preliminary designer or the SPM will email the TPM or the TPM's designee indicating the agreement process is complete. Changes made to the Bridge Memorandum after the initial agreement may be handled by email or by the process described above.

====751.1.2.18.6 Documentation====
The Bridge Memorandum, supporting documents and related correspondence will be stored on the Bridge Division SharePoint page in the Projects -Inwork directory.

A copy of the agreed upon bridge memo is placed in the Layout folder. If changes are made after the initial agreement, a copy of the revised memo should be added to the layout folder and the original bridge memo marked as void with the date of revision noted.

<div id="bridge memo"></div>
<center>[[Image:751.1_Prelim_Design_Bridge_Memo_(Ex_1).gif]]</center>

===751.1.2.19 Soundings (Borings)===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="270px" align="right"
|-
|'''Additional Information'''
|-
| [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures Form]
|-
| [https://epg.modot.org/forms/general_files/BR/Guidance_for_Request_for_Final_Soundings_for_Structures_Form.xlsx Guidance for Request for Final Soundings for Structures Form]
|}

====751.1.2.19.1 Purpose ====
The borings define subsurface conditions at the project site and are used to determine type of foundation (driven piles, pile cap footing, spread footings, drilled shafts), preliminary estimate of pile lengths and engineering design properties.

Note that two types of soundings are typically provided by a soundings investigation.

:1. Auger Borings - These are the most typical type of soundings provided due to availability of equipment and low cost. This type of boring is generally stopped immediately upon encountering "hard rock". All description of type of soil and rock encountered is determined in the field.
:2. Core Samples - These are more time consuming and expensive. They are also subject to the availability of the specialized equipment and are therefore provided as sparingly as possible by the soundings crew. Once "hard rock" is encountered at a coring location, drilling is continued for an additional 10 ft. to ensure a consistent layer of actual hard rock (not a boulder). If a void layer is encountered in the additional drilling, the drilling is continued until another 10 ft. of consistent hard rock is encountered. In addition to field determination of soil layer type and performance of the Standard Penetration Test (SPT), samples are returned to the lab for additional tests such as determination of rock quality (% RQD).

====751.1.2.19.2 Required Locations====
'''Bridges –''' Borings should be requested at each bent. For bents on columns, estimate the number and location of the columns for each bent and request borings for these locations.

'''Box Culverts –''' Borings should only be requested for Box Culverts on Rock (no bottom slab). Borings should be requested every 10 ft. along the alignment of both exterior walls for single box culverts and along both the exterior and interior walls for multiple cell culverts.

'''MSE Walls –''' Borings should be requested at 25 ft. intervals along the baseline of the MSE Wall and at control points along the wall (such as bend lines). For a MSE Wall that wraps around an end bent, consideration should be given as to whether requesting additional borings in a grid pattern between the walls is necessary.

'''CIP Concrete Retaining Walls –''' Borings should be requested at 25 ft. intervals along the wall alignment.

====751.1.2.19.3 Required Documents====
'''Plan and Elevation/Profile Sheets.''' Using MicroStation, the proposed structure should be drawn on the bridge survey plan sheet(s). Boring symbols should be placed at all requested boring locations.

To find the Northing and Easting, the "Label Coordinates" tool in MicroStation can be used. The grid factor, projection factor, coordinate system, zone, horizontal datum and vertical datum will be required information necessary for completing the Request for Final Soundings for Structures Form, all of which should have been provided with the bridge survey report.

'''Plan and Elevation Sheet(s) of Existing Bridge.''' When applicable.

'''[https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures Form].''' The [https://epg.modot.org/forms/general_files/BR/Guidance_for_Request_for_Final_Soundings_for_Structures_Form.xlsx Guidance for Request for Final Soundings for Structures Form] is available.

Instructions to Soundings Party included on the form should be similar to the following:

:'''Bridges – '''Provide cores at alternating locations with one core per bent. Where rock is not encountered at core sampling locations, make standard penetration tests at 5 ft. depth increments. If rock is encountered at these core locations, provide RQD determinations at 5 ft. depth increments. If a sounding location is not accessible, please provide an alternative sounding as close as possible to the requested location in order to get an accurate representation of soil conditions at the bent line.

:'''Box Culverts –''' Provide cores at each location to determine depth and quality of rock. Information will be used to determine structure type (concrete box on rock – without bottom slab) and excavation quantities. If rock is unsuitable for concrete box on rock, discontinue core and sound depth to rock. If sounding location is not accessible, provide an alternate sounding as close as possible to the requested location in order to get an accurate representation of soil conditions along proposed culvert wall.

:'''Retaining Walls -''' Request that soundings be taken every 25 ft. along the wall alignment. Soundings shall be made to rock or to a point which is 20 ft. below the bottom of the wall, whichever is higher.

'''Request for Soil Properties –''' The request for soil properties is located on a separate tab in the [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures form].

:'''Bridges –''' If there is a possibility that drilled shafts will be used, request borings based on using drilled shafts so the appropriate lab work can be done the first time.

:'''MSE Walls –''' The request for soundings for MSE walls should include requests for the angle of internal frictions (Ø) for both the foundation (improved and unimproved) and the retained material.

'''Due Date –''' Use the following guidelines when setting a due date:

<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" |Project Time Line!! style="background:#BEBEBE" |Foundation Report Due Date
|-
|< 10 Months|| Contact Geotechnical Section<sup>'''1'''</sup>
|-
|≥ 10 Months|| 13 Weeks from Submittal Date
|-
|colspan="2" width="750" align="left"|<sup>'''1'''</sup> Preferred due date should be discussed at the memo conference and the Geotechnical Section contacted to establish a due date.
|}
</center>

====751.1.2.19.4 Submittal====
The completed [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures Form] and the other supporting documents listed above should be stored in the project's corresponding eProjects folder. (Consultants should contact the Structural Liaison Engineer).

A request for soundings should be sent by email to the Construction and Materials Division. The email shall be addressed to the Geotechnical Engineer and copied to the Geotechnical Director and the Structural Project Manager (or the Structural Liaison Engineer). It should include at a minimum, a link to the SharePoint folder that contains the completed [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures Form] and supporting documents. In addition to the link, any relevant information that may aid the Geotechnical Section in providing the requested borings should be included.

The request for soundings is typically done at the same time that the Bridge Memorandum is sent to the district.

====751.1.2.19.4.1 Sounding Information for Seismic Category A, B, C and D====

For all new or replacement bridges or walls or structure modification for widening submit [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures Form] (Soil Properties Form A and AASHTO LRFD (SGS) Form B) for LRFD projects. Based on following procedure Geotechnical Section will determine SDC for structures located in SDC B, C and D on [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf Preliminary Seismic Design Map]. For all new or replacement box culverts on rock submit [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures Form] (Soil Properties Form A).

:Geotechnical Section will determine S<sub>D1</sub> = , A<sub>S</sub> = , and SDC = ____ using [https://earthquake.usgs.gov/ws/designmaps/aashto-2023/ NSHMP Static Data Services (usgs.gov)] website. The risk-targeted design spectra returned by this web service are derived from the USGS 2018 National Seismic Hazard Model for the conterminous United States. Designer should use same procedure to create response spectra for bridge seismic design or verifying SDC using Geotechnical section reported site class.

:For example see: [https://epg.modot.org/forms/general_files/BR/Example-1_SDC_Response_Spectra.docx Example 1_SDC_Response_Spectra]

===751.1.2.20 Substructure Type===

Once the signed Bridge Memo and the Borings are received, the entire layout folder should be given to the Preliminary Detailer (requested by SPM, assigned by Structural Resource Manager). The Preliminary Detailer will copy the appropriate MicroStation drawings into their own directory. (Do not rename files) Consultants contact Structural Liaison Engineer. The Preliminary Detailer will then draw the proposed bridge on the plat and profile sheets. The bridge should also be drawn on the contracted profile for a perspective of the profile grade relative to the ground line for drainage considerations. The Preliminary Detailer will also generate a draft Design Layout Sheet and then return the layout folder to the Preliminary Designer for review.

The Preliminary Designer will then choose the substructure types for each of the bents. Pile cap bents without concrete encasement are less expensive than column bents but they should not be used at the following locations:

:Where drift has been identified as a problem

:Where the height of the unbraced piling is excessive and kl/r exceeds 120 (kl/r<120 is generally preferred) (take scour into account)

:Where the bent is adjacent to traffic (grade separations)

Encased pile cap bents may be considered if economical. Embed concrete encasement 2 ft. (minimum) below the top of the lowest finished groundline elevation, unless a greater embedment is required for bridge scour. Greater embedment up to 5 or 6 ft. may be considered in situations where anticipated ground line elevation can fluctuate more severely. (Be sure to account for excavation quantities for deeper embedment.) Provision for encasing piles may be considered at the following locations:

:Where drift is a concern and protection is required

:Where larger radius of gyration is necessary and therefore improved buckling resistance for locations where the exposed unbraced column length is large

:Not exclusively where the piles at the pile/wall interface may experience wet/dry cycles and/or excessive periods of ground moisture

<div id="top of permanent casing elevation"></div>
For column bents, an economic analysis should be performed to compare drilled shafts to footings with cofferdams. When evaluating the drilled shaft option, keep in mind that if casing is used (see Geotechnical information) it should extend at least as high as the elevation that would be used for the seal course design. Also keep in mind that the permanent casing should be kept at least one foot below the ground line or low water elevation. Any casing above this elevation will be temporary.

End Bents are usually pile cap bents; however, if quality rock is abundant at or just below the bottom of beam elevation, a stub end bent on spread footings may be used. If you have any doubt about the suitability and uniformity of the rock, you can still use a pile cap end bent. Just include prebore to get a minimum of 10 ft. of piling. If you have concerns about temperature movements, you can require that the prebore holes be oversized to allow for this movement.

For any pile cap bents, where steel piles are to be placed near a fluctuating water line or near a ground line where aggressive soil conditions exist or anticipated to exist in the future, corrosion can result in substantial material loss in pile sections over time, either slowly or rapidly. Galvanized steel piling is required for all new pile cap bents to be used as a deterrent to both accelerated and incidental pile corrosion as commonly seen in the field. Further, conditions like known in corrosive soils, some stream crossings with known history of effects on steel piles and grounds subject to stray currents, these conditions should affect the decision of whether pile cap bents can be effectively utilized. The potential effects of corrosion and the potential deterioration from environmental conditions should always be considered in the determination and selection of the steel pile type and steel pile cross-section (size of HP pile or casing thickness), and in considering the long-term durability of the pile type in service.

Once the substructure type has been determined, re-examine your Preliminary Cost Estimate and notify the district if it needs to be adjusted.

'''Galvanized Steel Piles'''

Galvanizing shall be required for all steel piles. Utilizing galvanized steel piles and pile bracing members shall be in addition to the requirements of [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Standard Specifications Sec 702] except that protective coatings specified in Sec 702 will not be required for galvanized piles or galvanized bracing members.

Where galvanized steel piling is expected to be exposed to <u>severe</u> corrosive conditions, consideration can be given to increased steel pile thickness or consideration of a reduced loaded steel area for bearing, or conditions mitigated to prevent long term corrosivity risk . This equally applies to the potential corrosion and early deterioration of permanent steel casing used for drilled shafts though they are not required to be galvanized. For all cases, further consideration beyond normal practice should be given to investigating corrosion protection, rate of corrosion as it relates to steel thickness design and expected service life including galvanizing losses, corrosion mitigation or different substructure support in order to meet a 75 year or longer design life. For additional information refer to LRFD 10.7.5 and 10.8.1.5. Consult with the Structural Project Manager or Structural Liaison Engineer to determine options and strategy for implementation.

'''All Bridge and Retaining Wall Piles (For Example, abutment piles, wing wall piles, intermediate pile cap bent piles and pile cap footing piles)'''

All surfaces of piles shall be galvanized to a minimum galvanized penetration (elevation) or its full length based on the following guidance. The minimum galvanized penetration (elevation) shall be estimated in preliminary design and finalized in final design. The minimum galvanized penetration (elevation) or full length will be shown on the design layout.

Guidance for determining minimum galvanized penetration (elevation):

The designer shall establish the limits of galvanized structural steel pile (i.e., HP pile and CIP pile). All exposed pile plus any required length below ground shall be galvanized. Based on required galvanized pile length determine and show Minimum Galvanized Penetration (Elevation) or Full Length on the Design Layout and on the plans.
<div id="Required Pile Length"></div>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|-
!style="background:#BEBEBE" width="150"| !!style="background:#BEBEBE"|Required Pile<br/>Galvanizing<br/>For Nonscour!!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Scour !!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Migration
|-
|align="center"|Estimated Pile Length ≤ 50 feet||align="center"|Full Length of Pile||align="center"| Full Length of Pile||align="center"| Full Length of Pile
|-
|align="center"|Estimated Pile Length > 50 feet ||align="center"|20 feet (in ground)<sup>'''1'''</sup> ||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below max. scour depth.||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below stream bed elev.
|-
|colspan="4"|<sup>'''1'''</sup> “In ground” is measured from finished ground line on intermediate bents, and bottom of beam cap for abutments.
|}
<div id="For retaining walls supported"></div>
For retaining walls supported on piles, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below bottom of wall for estimated pile length greater than 50 feet.

For bridge end bents on piles with embankments supported by MSE walls, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below top of leveling pad for estimated pile length greater than 50 feet.

'''Temporary Bridge Piles'''

Protective coatings are not required in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Sec 718]. Galvanized pile is not required. All HP piles driven to rock shall require pile point reinforcement.

===751.1.2.21 Type of Footings===

Once it has been determined that a bent will have columns on footings, the next decision is whether the footings should be pile or spread (on shale or rock). If it is a stream crossing, the bottom of footing elevation should be based on the scour calculations found in [[750.3_Bridges|EPG 750.3 Bridges]], an article dealing with hydraulic design. The borings should then be studied to see if a minimum of 10 ft. of piling can be placed below the footings. If this is doubtful because of the presence of shale or rock, spread footings or drilled shafts should be used. In instances where it appears that a spread footing can be used but there are pinnacles in the area, you may want to use a pile footing and just require prebore to ensure that you get the minimum embedment of 10 feet. For spread footings on grade separations, include a “not above” elevation to ensure a footing cover of at least 3 feet.

===751.1.2.22 Types of Piling===

The two types of piling commonly used are structural steel HP pile and close-ended steel pipe pile (cast-in-place, CIP). Open ended steel pipe pile (cast-in-place, CIP) can also be used. HP piles are commonly used as end bearing piles when shale or rock will be encountered at an elevation that will limit the pile lengths to about 100 ft. or less. CIP piles are commonly used as friction pile for which a minimum tip elevation must be determined (see [[751.36 Driven Piles#751.36.2 Steel Pile|EPG 751.36.2 Steel Pile]] for criteria). All HP piles driven to rock shall require pile point reinforcement. For end bearing pile tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, Geotechnical Section should indicate either “PDA recommended” or “PDA not recommended” in Foundation Investigation Geotechnical Report (FIGR). [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|See EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]] for more information about pile driving verification methods.For CIP pile, Geotechnical Section indicates either "No Pile Point Needed" or "Pile Point Needed" and recommends pile point type on boring log. “Cruciform” or “Conical” pile point reinforcement is allowed for closed ended CIP pile. “Manufactured open ended cutting shoe (inside flange)” pile point reinforcement is allowed for open ended CIP. Generally, pile point reinforcement is needed for CIP pile if boulders, cobbles, or dense gravel are anticipated. For all piles, prebore if necessary to achieve minimum embedment.

Here are some guidelines for minimum embedment:

<center>
::{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"

|width="240"|'''Pile Type'''||width="500"|'''Minimum Embedment'''
|-
|width="240"|Structural Steel HP-Pile||width="500"|10' into natural ground<sup>(5)</sup><br/>15’ into natural ground at integral end bents<sup>(1)(2)</sup><br/>10’ below bottom of MSE wall leveling pad<br/> 15'-20' below scour depth<sup>(4)</sup>
|-
|width="240"|CIP Steel Pipe Pile||width="500"|10' into natural ground <br/> 10’ below bottom of MSE wall leveling pad<br/>15’ into natural ground at integral end bents<sup>(1)(3)</sup><br/>15'-20' below scour depth<sup>(4)</sup>
|-
|colspan="2" align="left" width="740"|'''(1)''' 10’ is allowed if piles are designed using a rigorous design procedure.<br/>'''(2)''' When precore into rock is necessary to provide the minimum 15’ embedment, a minimum precore of 5’ is required. (i.e., 12’ of soil over rock will require a 17’ pile embedment).<br/>'''(3)''' When prebore is required, pile shall be embedded at least 15’ below prebore hole.<br/>'''(4)''' 15’ if the material is hard cohesive or dense granular; 20’ if the material is soft cohesive or loose granular. When precore into rock is necessary to provide the minimum embedment, the embedment into rock shall be determined by design (include rock depth in soil-structure analysis) but minimum precore shall not be less than 5’ into hard rock and 10’ into weak rock regardless of overburden condition.</br>'''(5)''' When precore into rock is necessary to provide the minimum 10’ embedment by design, a minimum precore of 5’ is required. (i.e., 7’ of soil over rock will require a 12’ pile embedment).
|}
</center>

See [[751.24 LFD Retaining Walls#751.24.2.1 Design|EPG 751.24.2.1 Design]] for further guidance on pile embedment behind MSE Walls.

===751.1.2.23 Estimating the Lengths of Piles===

All designers doing preliminary design should use the bearing graph provided in the foundation investigation Geotechnical report to estimate the lengths for piling. If a bearing graph is not provided the designer should perform a static analysis.

One way to check the validity of your static analysis results is to look at the piling information for existing bridges in the vicinity. Please also be on the lookout for any borings that contain "glacial till" (gravelly clay). This material is notorious for stopping pile.

This procedure is not a substitute for experience and engineering judgment. It is simply an attempt to have a more uniform method for estimating pile lengths.

All soil data must be obtained as well as elevation information pertaining to intermediate and end bents. The soil borings and core information are then observed. The unit weights of the different soil layers are determined by correlating information from the core data with information found in reference tables. The resulting unit weights are written on the soil boring page. If the soil is cohesive, the undrained shear strength should be determined by dividing the results of the pocket penetrometer test by two. If there was no pocket penetrometer test performed, then a correlation between the SPT blow counts and the undrained shear strength can be determined from reference tables. The water table must be identified or estimated and labeled on each of the borings and cores. The water table is usually distinguishable by the presence of gray colored soil. Note that more accurate data is obtained from cores than is obtained from borings because borings are performed using an auger type apparatus that mixes and remolds the soil.

===751.1.2.24 Drilled Shafts===

Drilled shafts are to be used when their cost is comparable to that of large cofferdams and footings. Other examples include when there are subsurface items to avoid (culverts, utilities, etc.) or when there are extremely high soil pressures due to slope failures.

The Foundation Investigation request should include a request for opinion regarding the necessity of permanent casing when drilled shafts are investigated.

Cost estimate savings and supporting subsurface information shall be discussed with Construction and Materials before permanent casing is omitted on a project.

The Foundation Investigation Geotechnical Report (or soundings report) for drilled shafts should supply you with the nominal end bearing (tip resistance) and side friction (side resistance) as well as the elevations for which the nominal rock values are applicable.

The Design Layout Sheet should include the following information:

:Top of Drilled Shaft Elevation
:[[#top of permanent casing elevation|Top of Permanent Casing Elevation]]
:Anticipated Tip of Casing Elevation
:Anticipated Top of Sound Rock Elevation

:{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"

|width="75"|Bent||width="100"|Elevation||width="150"|Side Friction (tsf)||width="150"|End Bearing (tsf)
|-
| || || || 
|}

===751.1.2.25 Excavation Datum===

An Excavation Datum should be placed on the Layout Sheet when water is expected to be encountered during the excavation for footings. The elevation used is usually the Low Water Elevation plus 1 foot (rounded up to the next even foot) but may be made slightly higher on bigger streams and rivers. Everything above this datum is Class 1 Excavation while everything below it is Class 2 Excavation.

===751.1.2.26 Seal Courses===

On structures over water with pile footings, a determination should be made as to whether or not to include seal courses. Seal courses are used in conjunction with cofferdams when a contractor may have trouble dewatering the footing excavation. They are usually necessary when you have sandy or gravelly soils and footing elevations below the stream bed. You will need to include a water surface elevation on the Design Layout Sheet for which the Seal Courses should be designed for. Typically the elevation used is the average of the Low Water Elevation and the Design High Water Elevation; however, a site visit may be required to determine how reasonable this is. In no case should this elevation be higher than the 10 year high water elevation or the overbank elevation.

===751.1.2.27 Cofferdams===

Cofferdams should be included if the depth of the hole for the footing exceeds 8 feet and/or the bottom of footing elevation is below the Ordinary High Water (OHW) elevation. Any bent that requires a seal course will also require a cofferdam. These are bid lump sum per bent. Consult with the Assistant State Bridge Engineer about this. All piling in pile footings should be straight (not battered) when a cofferdam is expected.

===751.1.2.28 Webs===

On structures over water where medium to heavy drift has been indicated on the Bridge Survey, consider using web walls between the columns on the column bents near or in the stream. The bottom elevation for the web is typically 1' higher than the overbank elevation.

===751.1.2.29 Protection of Spill Slopes and Side Slopes===

The district shall be consulted for type of slope protection. Either Concrete Slope Protection or Rock Blanket can be used for grade separations and are Roadway Pay Items. On stream crossings, Rock Blanket is usually placed. The type and thickness of Rock Blanket is to be determined by the district based on the flow velocity from the [https://epg.modot.org/index.php?title=750.3_Bridges#750.3.1.9_Scour Scour] design flood frequency. This flow velocity is determined by the person doing the hydraulic calculations and should be placed on the Bridge Memorandum. Permanent erosion control geotextile is always required to be placed under rock blanket.

When Rock Blanket is used, an elevation for the upper limit of this protection needs to be calculated. First, calculate the following two elevations:

:100 year High Water Elevation plus 2 feet
:500 year High Water Elevation plus 1 foot

Take the higher of these two elevations and compare it to the Low Girder Elevation minus 1.2 feet. Use the lowest of these two elevations for the upper limit of your Rock Blanket. This elevation should be placed on the profile sheets.

If the toe of the abutment slope falls on the overbank, the rock blanket apron should extend from the toe toward the channel a distance equal to twice the 100 year flow depth on the overbank, but need not exceed 25 feet.

Note: District Design has the option of extending rock blanket up to and for the full length of the bridge approach slab or otherwise using drain flumes for bridge end drainage. See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]], [[:Category:611 Embankment Protection|EPG 611 Embankment Protection]] and [https://www.modot.org/media/16882 Standard Plan 609.40].

===751.1.2.30 Design Exceptions===

Anytime MoDOT standards are not followed, a Design Exception is necessary. These are usually initiated by the Transportation Project Manager in the district; however, if the item is related to the bridge, the Bridge Division will initiate the [[131.1 Design Exception Process|Design Exception]].

The [https://epg.modot.org/forms/general_files/BR/131.1_Design_Exception.docx Design Exception Information] should be filled out by the preliminary designer and then reviewed by the Structural Project Manager (SPM). A complete explanation of the basis for the design variance must be provided, including cost justification and details on how the variance will affect adjacent properties. The SPM should then submit the Design Exception to the Assistant State Bridge Engineer for review. After this review, the Design Exception should be submitted to the State Bridge Engineer for the Sate Bridge Engineer's signature. This submission should include written comments from the SPM on why the Design Exception should be approved. Once the Design Exception has been signed by the State Bridge Engineer, the SPM should mail the [https://epg.modot.org/forms/general_files/BR/131.1_Design_Exception.docx Design Exception Information Form] and [[Media:Design Except to District.doc|cover letter]] to the Transportation Project Manager in the district. The TPM will sign it and then send it to the General Headquarters Design Division for final approval. The Design Division will supply copies of the signed Design Exception to both the district and the Bridge Division.

Some examples of Design Exceptions initiated by the Bridge Division are:

'''Hydraulic Standards'''

These include not meeting the standards for freeboard, design frequency, etc.

'''Vertical Clearance'''

If the vertical clearance under a new or widened bridge does not meet the standard, a Design Exception is required. If the reduction in vertical clearance is due solely to the overlay of the road under the bridge, the Bridge Division would not initiate the Design Exception.

'''Roadway/Shoulder Width Less Than Standard (New Structures)'''

On new structures, if the roadway and/or shoulder widths on the bridge match the approach roadway, the Design Exception would be initiated by the district. If the roadway and/or shoulder widths on a new bridge are less than the approach roadway, the Design Exception would be initiated by the Bridge Division.

'''Roadway/Shoulder Width Less Than Standard (Existing Structures)'''

On Non-Interstate Rehab (3R) jobs, an exception for width is required any time we don’t meet the new design standards. The approach lanes being referred to in the [[media:128 3R Design Standards (Rural) 2013.docx|rural design standards note (8)]] are the new lanes. The last note should be modified to read “Bridges programmed for replacement within 5 years may be allowed to remain in place as is and should be looked at on a case by case basis.”

On Interstate Rehab (4R) jobs, an exception for width is required any time we don’t meet the new design standards. If an existing bridge is over 200 feet long, FHWA has said that they will routinely approve the width if both shoulders are at least 3.5’ wide, but we should still request the Design Exception. FHWA will want to see any approved Design Exceptions before they approve the preliminary design.

'''Bridge Approach Slabs (New Bridges)'''

On new bridges, the interchangeability of bridge approach slab classes will require a design exception. For example, if a Bridge Approach Slab (Major) is to be substituted for a Bridge Approach Slab (Minor), a design exception will be required and initiated by the Bridge Division based on project core team consensus.

===751.1.2.31 Finishing Up Design Layout===

Design Layouts shall be generated for new bridges, retaining walls and when foundation work is required for bridge widenings. Otherwise, Design Layouts are not utilized for conveyance of information related to rehabilitation projects, or work on existing bridges or, more generally, on structures.

Once the Preliminary Detailer has created the Design Layout Sheet and added the borings and details of the proposed bridge to the plat and profile sheets, they should be checked by the Preliminary Designer. These sheets are the end product of the Preliminary Design process and will be used to perform the structural calculations for the Final Design phase of the bridge, which results in the production of the contract plans. Here is a list of items to include.

{|border="0"
|-
| 1.) || colspan="2" | General Information
|-
|   || a. || [[751.1_Preliminary_Design#751.1.2.18.2_Content|Route and structure classifications]]
|-
|   || b. || Live load designation
|-
|   || c. || Traffic counts for the design year (AADT and AADTT).
|-
|   ||d. || Tie station (if applicable).
|-
|   || e. || Beginning station.
|-
|   || f. || Horizontal curve data.
|-
|   || g. || Profile grade information (including offset from CL of roadway or median).
|-
|   || h. || Excavation datum.
|-
| 2.) || colspan="2" | Superstructure
|-
|   || a. || Type and span lengths.
|-
|   || b. || Roadway widths and type of barrier or railing.
|-
| 3.) || colspan="2" | Substructure
|-
|   || a. || Skew(s) of all bents.
|-
|   || b. || Types of all bents.
|-
|   || c. || Type and locations of sway bracing for concrete pile cap intermediate bent with HP pile.
|-
|   || d. || Locations and top of wall elevations for collision walls.
|-
|   || e. || Embedment of encasement for encased pile cap bent.
|-
|   || f. || Location of tie beam.
|-
|   || g. || Bottom elevations of web beam.
|-
| 4.) || colspan="2" | End Bents (Abutments)
|-
|   || a. || Type of end fill and maximum slope. Include earth plugs for piling in rock fill.
|-
|   || b. || Berm elevations.
|-
|   || c. || Type and extent of spill and side slope protection (permanent erosion control geotextile fabric is required).
|-
|   || d. || Bridge end drainage provisions per district (drain basins<sup>'''1'''</sup>, rock blanket, drain flumes) (Rdwy. Item)
|-
|   || e. || Angle of internal friction to be used for deadman anchors.
|-
| 5.) || colspan="2" | Foundations
|-
|   || a. || Type and lengths of all piling.
|-
|   ||b. || Minimum galvanized penetration (elevation)
|-
|   || c. || Minimum tip elevations for all piles.
|-
|   || d. || Location and elevation for any preboring.
|- style="vertical-align:top;"
|   ||e. || Pile point reinforcement (shoes) required for all structural steel HP piles. When Geotechnical Section indicates pile point reinforcement needed and show pile point type on boring log for CIP pile, then recommended pile point reinforcement type shall be shown on Design Layout.
|-
|   || f. || For end bearing pile when Geotechnical Section recommends dynamic pile testing (PDA) for pile driving verification method then reflect that on Design Layout.
|-
|   || g. || Types of footings, their elevations and allowable bearing (if applicable).
|-
|   || h. || Location of any cofferdams and/or seal courses.
|-
|   || i. || End bearing and side bearing capacity for any drilled shafts.
|-
|   || j. || Top of Rock Socket elevations and their minimum lengths.
|-
|   || k. || Estimated Maximum Scour Depth (Elev.)<sup>'''2'''</sup>
|-
|  || l. || Minimum pile cleanout penetration (Elev.)<sup>'''3'''</sup>
|-
| 6.) || colspan="2" | Traffic Handling
|-
|   || a. || How will traffic be handled (bypass, road closure, staging, other)
|-
|   || b. || Include a sketch of any staging.
|-
| 7.) || colspan="2" | Disposition of Existing Structure
|-
|   || a. || Bridge No(s). of structures slated for removal.
|-
|   || b. || Estimate cost of removal and indicate that this cost is included in the total.
|-
| 8.) || colspan="2" |Hydraulic Information
|-
|   || a. || Drainage area and terrain description.
|-
|   || b. || Design frequency.
|-
|   || c. || Design discharge.
|-
|   || d. || Design high water elevation.
|-
|   || e. || Estimated backwater.
|-
|   || f. || Overtopping frequency and discharge if less than 500 yr.
|- style="vertical-align:top;"
| 9.) || colspan="2" | Seismic Information (New or Replacement Bridge, substructure widening or Wall) (Applies to both seismic and nonseismic designs):
|- style="vertical-align:top;"
|   || a. || Provide Site Class, Seismic Design Category, A<sub>s</sub> and S<sub>D1</sub> for SDC B, C and D bridge/wall, and Liquefaction Potential information for SDC C and D (All available information from Geotechnical report). When A<sub>s</sub> is greater than 0.75 then show A<sub>s</sub> = 0.75. For SDC A area bridge/wall indicate SDC A, S<sub>D1</sub> < 0.15 and A<sub>s</sub> = N/A. Use N/A if not reported in Geotech report.
|- style="vertical-align:top;"
|   || b. || Indicate either “Nonseismic”, "Seismic Details", “Abutment Seismic Design”, “Seismic Details plus Abutment Seismic Design” or “Complete Seismic Analysis” for a bridge structure based on Geotechnical Section provided SDC and [https://epg.modot.org/forms/general_files/BR/Bridge_Seismic_Design_Flowchart.pdf Bridge Seismic Design Flowchart] ([[751.9_LFD_Seismic#751.9.1_Seismic_Analysis_.26_Design_Specifications|EPG 751.9.1 Seismic Analysis and Design Specifications]]).
:* For final SDC A2 from Geotechnical report, indicate “Seismic Details” if bridge carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf 1st or 2nd priority earthquake emergency route]. For final SDC A2 bridge indicate SDC A on design layout.
:* For final SDC B from Geotechnical report, indicate “Seismic Details plus Abutment Seismic Design” if bridge carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major or 1st or 2nd priority earthquake emergency route] otherwise indicate “Seismic details”.
:* For final SDC C or D from Geotechnical report, indicate “Complete seismic analysis” if multi-span bridge carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major or 1st or 2nd priority earthquake emergency route] otherwise indicate “Seismic details”. For final SDC C or D from Geotechnical report, indicate “Abutment Seismic Design” if single-span bridge carry a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major or 1st or 2nd priority earthquake emergency route] otherwise indicate “Seismic details”.
|- style="vertical-align:top;"
|   || c. || For a wall structure in SDC B, or C seismic analysis provisions shall not be ignored for walls that support another structure (i.e. abutment fill or building) in accordance with LRFD 11.5.4.2. Based on wall supporting information and Geotech report indicate “seismic analysis not required” or “seismic analysis required”. SDC D retaining walls shall be designed for seismic load.
|- style="vertical-align:top;"
|   || d. || All new or replacement bridge/wall designs, either nonseismic (meaning a regular static design) or seismic design or detail, must meet Seismic Design Category (SDC) A requirements in accordance with SGS (Seismic Zone 1 of LRFD). Additionally, bridge/wall seismic designs/details must meet requirements of the Seismic Design Category B, C, or D where applicable. See [[751.1_Preliminary_Design#751.1.2.13_Seismic_.28Earthquake.29_Design_Category_A.2C_B.2C_C_and_D_Considerations|EPG 751.1.2.13 Seismic (Earthquake) Design Category A, B, C and D Considerations.]]
|-
| 10.) || colspan="2" | Miscellaneous
|-
|   || a. || Locations of Bridge Approach Slabs.
|-
|   || b. || Call out slab drain requirements if other than the standard procedure.
|-
|   || c. || The location of the stationing reference line (CL roadway, CL median, other).
|-
|   || d. || Station equations.
|-
|   || e. || Minimum final and construction clearances (vertical and horizontal).
|-
|   || f. || Use of weathering steel or color of paint (steel girders).
|-
|   || g. || Name and phone number of district contact.
|-
|   || h. || Preliminary Cost Estimate.
|-
|   || i. || Details of any utilities to be attached to the bridge.
|-
|   || j. || Details of any conduit, light supports or any other unusual attachments.
|-
|   || k. || Channel change requirements.
|-
|   || l. || Temporary shoring requirements and whether it is a Bridge or Roadway Item.
|-
|   || m. || Temporary MSE wall systems. (If determined during layout process for staged bridge construction).
|-
|   || n. || Location of Maint. facility contractor is to use for delivery of MoDOT retained items.
|-
|   || o. || All DGN files should be stored in the project folder (Preliminary subfolder).
|}
{| style="margin: 1em auto 1em auto"
|- style="vertical-align:top;"
| width="40" |   || '''1''' || colspan="2" align="left" | Drain basins can be included with concrete approach pavement per district. (Rdwy. Item)
|- style="vertical-align:top;"
|   || '''2''' || colspan="2" align="left" | 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) in Foundation Data. If return periods are different for different bents, add a new line in Foundation Data.<br/>On the plans report note EPG 751.50 E2.22 for CIP pile.
|- style="vertical-align:top;"
|   || '''3''' || colspan="2" align="left" | Show for open ended CIP piles. For scour condition, minimum cleanout elevation shall be at least 3 feet below maximum estimated scour depth. For non scour condition, minimum cleanout elevation shall be at least 10 feet below natural ground line.
|}

Once the Preliminary Detailer and Designer are in agreement on these items, the entire layout folder should be submitted to the SPM for their review. The SPM will then request a Design Layout Conference with the Assistant State Bridge Engineer and the Structural Resource Manager.

Following this conference, the Preliminary Detailer and Designer will make any requested changes and complete the assembly of the Layout Folder by including the approved Design Layout Sheet and one set of half sized plat and profile sheets. The Layout Folder should then be delivered to the SPM along with one set of half-sized plat and profile sheets and a copy of the Design Layout Sheet.

The SPM should then use a cover letter to send the one set of half-sized plat and profile sheets, as well as the copy of the Design Layout Sheet, to the Transportation Project Manager in the district. Include in this cover letter any changes in the Preliminary Cost Estimate and the current Plans Completion Date. An example can be found on the next page.

The Preliminary Detailer should provide a copy of the Design Layout Sheet to the Bridge Survey Processor. The Bridge Survey Processor should then perform the following tasks:
*Enter the Date to Final Design in the Bridge Survey Book and the Survey Rcv. Database
*Supply a copy of the Design Layout Sheet to Development and Review.
*Copy all of the MicroStation files in house to
*pwname:\\MoDOT\Documents\Central Office\Bridge\A_Prelim_design\district\job no.
*(Consultants contact Structural Liaison Engineer).

The SPM should then enter the following information into Bloodhound:
*Span layout information
*Preliminary Cost Estimate
*Date of Layout Conference
*[[Media:Layout to District.doc|Preliminary Plans to District]]

All other fields in Bloodhound should be updated at this time by the SPM.

The SPM will then send a request for a Final Designer to the Structural Resource Manager.

===751.1.2.32 FHWA Submittal===

Federal involvement is determined in accordance with [[:Category:123 Federal-Aid Highway Program#123.1.1 FHWA Oversight - National Highway System|EPG 123.1.1 FHWA Oversight – National Highway System]]. Projects which are delegated for federal involvement for preliminary design on the PODI matrix must be submitted to FHWA for approval.

The submittal should include the following:

*[[Media:Layout to FHWA.doc|Cover letter]]
*One set of half-sized plat and profile sheets
*One copy of Design Layout Sheet
*One copy of completed Bridge Survey Report
*One copy of the Borings report including Cover Letter from Materials
*One copy of each approved [[131.1 Design Exception Process|Design Exception]] (if applicable)
*One copy of the Bridge Deck Condition Survey Summary (if applicable)
*One copy of the Bridge Rehab Checklist (if applicable)
*One copy of the Bridge Inspection Report for the existing bridge (if applicable)
*One copy of half-sized existing bridge plans (if applicable)
*One copy of anything else referred to on the Design Layout Sheet (an example would be top of pavement elevations if these are to be used in Final Design)

That is the end of the Preliminary Design phase of bridge design at MoDOT.

===751.1.2.33 Aesthetic Enhancements===

Aesthetic enhancements can include everything from form liners and different colored paints to actual brick or stonework on the bridge. The district is required to inform the Bridge Division if aesthetic enhancements will be required on a bridge. Aesthetic enhancements should be discussed by the core team during the scoping process.

Note: Galvanized slab drains are to remain unpainted unless otherwise requested by the district. The required special provision is available if the district wishes to paint the galvanized slab drains.

'''Specifying Form Liners'''

Form liners are typically supplied in 4 ft. wide sections. Consideration should be given to specifying concrete work in 2 ft. increments to avoid waste of form liner. Use of 1 ft. increments may be possible. Avoid specifying work requiring less than 1 ft. increments of form liner without approval of the Structural Project Manager or Structural Liaison Engineer. Specifying work requiring form liner using other than 4 ft. increments may affect cost and should be reviewed.

===751.1.2.34 Blast Loading Considerations===

Consideration should be given to the blast loading provisions given in ''AASHTO LRFD Bridge Design Specifications'' and ''AASHTO Bridge Security Guidelines'' for major bridges only and with the approval of the State Bridge Engineer.

Requirements for provision of blast loading protection and for structural design should be documented on the Bridge Memorandum and Design Layout.

All documentation associated with consideration of and requirements for blast loading protection and/or structural design including structural design computations should be detached or separated from other publicly available documents and marked “Not for Public Consumption.”

===751.1.2.35 Bridge Approach Slabs===

See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].

===751.1.2.36 Bridge End Drainage===

See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].

==751.1.3 Wearing Surfaces/Rehabs/Redecks/Widenings==
===751.1.3.1 Overview===

Modifying existing bridges is quite different from laying out new bridges. Bridge wearing surfaces (overlays), rehabs, redecks and only widenings when the substructure is not being widened require the preparation and approval of a Bridge Memo as the only official written document requiring signatory approval (see [[#751.1.2.19 Bridge Memorandums|EPG 751.1.2.19 Bridge Memorandums]]) as a matter of procedure. A Design Layout is not required in these instances. However, bridge widenings when substructure and foundation work are required will require procedurally both a Bridge Memo and a Design Layout for signatory approval since soundings for exploring subsurface conditions will be required for the foundations.

These types of projects can be broken into four general categories:

#Adding a wearing surface to an existing bridge as part of a roadway overlay project.
#Rehabilitating and/or redecking an existing bridge as a stand alone programmed project.
#Widening an existing bridge to meet minimum shoulder width requirements as part of a roadway overlay project.
#Widening an existing bridge to add lanes as part of a roadway project.

===751.1.3.2 Documentation===

A [[media:751.1.3.2_Structural_Rehabilitation_Checklist.xlsm|structural rehabilitation checklist]] shall be required for determining the current condition and documenting all needed improvements regardless of budget restraints. It is critical to control future growth in project scope or cost overruns during construction that is checklist captures all needed repairs using accurate quantities corresponding to contract bid items. Staff responsible for filling out checklist should contact the Bridge Division if assistance is needing in correlating deterioration with appropriate contract bid items.

A deck test is not required but may be useful in determining the most appropriate wearing surface for bridges with deck ratings of 5 or 6.

A pull off test is not required but may be useful in determining the viability of polymer wearing surface.

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

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

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

===751.1.3.3 Bridges on Resurfacing Projects===

This is probably the most common type of project. The first step is to determine the limits of the project. This can be done by looking at the description and log miles of the project in the Program Book. The district contact should also be consulted to make sure the project limits have not changed. The second step is using the Bridge Maps produced by the Maintenance Division to locate any and all bridges within the limits of the project.

Once the Bridge Nos. for these structures are known, obtain a copy of the Bridge Maintenance report for each structure. These reports contain the log mile for each structure. Compare this to the log mile limits of the project. If the log mile on the report indicates the bridge is outside of the project limits, check with the district contact again to see if the bridge is to be included in the project.

If a bridge falls within the project limits, it must be evaluated to see if it meets the current safety criteria for such items as shoulder width and curb type/height. If the job will be built with federal funds, any substandard safety item must be remedied or handled with a [[131.1 Design Exception Process|design exception]]. If the job will be built with 100% state funds, the bridge can be left alone (no safety improvements).

===751.1.3.4 Barrier or Railing Type, Height and Guidelines for Curb Blockouts===

AASHTO LRFD uses the term “railing” to refer to all types of bridge traffic barrier systems used on bridges. MoDOT uses the term “barrier” for solid concrete bridge railing (single-faced on the edge of roadway and dual-faced medians) and the term “railing” for barrier systems consisting of a rail(s) and supports. Several types of barrier and railing are acceptable for use on bridges in Missouri (see [[#Common Bridge Barrier and Railing (for Rehabilitations)|Common Bridge Barrier and Railing]]); thrie beam railing, Type A, B, C, D, G and H barrier; curb and parapet barrier, two tube rail; or FHWA MASH or NCHRP 350 approved crash tested barrier or railing meeting TL-4 rating as given on the [https://safety.fhwa.dot.gov/roadway_dept/countermeasures/reduce_crash_severity/listing.cfm?code=long FHWA Bridge Railings website].

While meeting MASH TL-4 requirements is preferred, existing barrier or railing may be used in place if meeting NCHRP 350 TL-3 or TL-4 requirements, or existing barrier or railing may be retrofitted to meet same requirements. See [[#Common Bridge Barrier and Railing (for Rehabilitations)|Common Bridge Barrier and Railing (for Rehabilitations)]] for further guidance.

New bridge barrier or railing on existing bridges shall meet MASH TL-4 requirements on major routes with design speeds greater than 45 mph. Similarly, MASH TL-4 barrier or railing is required on minor and low volume routes with design speeds greater than 55 mph or AADT ≥ 1700. New bridge barrier or railing on existing bridges for all other major, minor, and low volume routes may instead meet MASH TL-3, NCHRP 350 TL-4 or NCHRP 350 TL-3 requirements where circumstances restrict the use of a MASH TL-4 barrier or railing. In any case, the new barrier or railing shall not be rated lower than the existing barrier or railing. The hierarchy for crash test ratings in descending order is listed below with qualified barriers and railings in Missouri:

:* MASH (2016) TL-4 (Type C and D barrier, 38-inch two tube railing)
:* MASH TL-3 (Type H barrier, Type A and B barrier, culvert guardrail)
:* NCHRP 350 TL-4 (32-inch two tube railing)
:* NCHRP 350 TL-3 (12” x 29” vertical barrier, thrie beam railing).

Type C and D barrier shall be used on all redecks, rehabs and widenings where the full length of barrier is being replaced with exceptions for the following:
:* sight distance concerns. Type H barrier or two tube rail is recommended.
:* rating concerns where the weight of the barrier prohibits its use or causes impractical restrictions or costs for the project. Type H barrier or two tube rail is recommended.
:* roadway width restrictions. 32-inch two tube rail or thrie beam rail is recommended.

The approach railing does not need to match the test level of the bridge barrier or railing. MoDOT standard approach rails typically do not rate higher than TL-3.

When using a concrete barrier, a five-hole bolt pattern shall be used for connecting the approach railing to the bridge barrier.

Bridge barrier or railing on single lane bridges may be used in place if for no other reason than the grade is not being raised. Thin wearing surfaces measuring no more than 3/8 inch will not be considered as raising the grade.

'''Thrie Beam Railing (Bridge Guardrail)'''

If the deck is less than 8½ inches thick, the attachment must bolt through the deck with a plate on the bottom side of the deck. In the past, MoDOT used details where a bent stud was formed within the deck. This is no longer acceptable because of observed failure in thin decks where the edge can break off and the bottom of slab can pop out during a collision.

The center of the thrie beam shall be a minimum of 21 inches to the top of the finished driving surface.

Thrie beam railing shall not be installed on new or replacement bridges or widenings. Thrie beam shall not be used for grade crossings or other areas where drainage over the side of the deck is a concern.

'''W-beam Railing (Culvert Guardrail)'''

The MASH TL-3 standard for guardrail attachment is covered in [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.6_Culvert_Guardrail_(Top_Mounted)|EPG 751.12.6 Culvert Guardrail (Top Mounted)]]. Existing guardrail or thrie beam attachments likely do not have an adequate base plate design, railing height or headwall clearance to be considered MASH TL-3 compliant. Existing attachments most closely fit NCHRP 350 TL-3 or MASH TL-2. Existing guardrail attachments shall be treated in the same manner as free-standing guardrail when determining if the system can be used in place ([[606.1_Guardrail#606.1.3.1_Guardrail_Selection_and_Placement|see EPG 606.1.3.1 Guardrail Selection and Placement]]). If Midwest Guardrail System (MGS) is required and space is available for headwall clearance, 2’-10” minimum between headwall and roadway face of guardrail, the MASH TL-3 standard for guardrail attachment shall be used.

If there is less than 2’-10” of space between headwall and roadway face of guardrail, a thrie beam shall be used and it is preferrable to top mount the headwall instead of pushing the slab mount closer to headwall. The condition of the headwall should be considered before choosing the headwall mount option.

If the top slab is less than 10 inches a bolt-thru attachment is required. For thicker slabs a resin-anchor system is available with a minimum 8-inch embedment. There are advantages to both systems. A bolt-thru attachment provides a stouter connection which may reduce the damage to the culvert slab after impact. On the other hand, repairing a bolt-thru system requires access inside the culvert while a resin-anchor system requires access to top of culvert only. Resin-anchor systems may also be preferred if culvert walls interfere with post placement.

'''Type A, B, C, D, G and H Barriers '''

If installed at the same time as the driving surface, the top of the barrier shall not be less than 32 inches above the driving surface.

If a wearing surface is installed after the barrier is in place, the wearing surface thickness shall not be made greater than that whereby the barrier height is made less than 30 inches , i.e. the final grade with wearing surface installed shall not increase more than 2 inches.
<div id="3. If an existing wearing surface"></div>
If an existing wearing surface is replaced next to Type A or B barrier, the new wearing surface thickness shall not be made less than that where by the height above the driving surface of the break between the upper and lower slope of the barrier is made greater than 13 inches.

'''Curb and Parapet Barrier'''

The concrete portions of the curb and parapet are the only components used in determining the height of the barrier for establishing if the system meets current standards or is substandard. The handrails are not crashworthy and therefore are not considered as part of the height of the barrier.

Curb and parapet were typically constructed 27 inches measured from the driving surface to top of parapet.

Sections of curb and parapet may be replaced without consideration of upgrading.

When a wearing surface is to be applied, the height of the existing curb and parapet system shall be determined from the existing driving surface and if necessary shall be heightened to 32 inches or 36 inches above the proposed driving surface based on Guidelines for Curb Blockout, immediately below. Increasing the height of an existing curb and parapet is generally done by adding a blockout to the curb and parapet (i.e., curb blockout).

====Guidelines for Curb Blockout====

<u>Background and Application</u>

Guidelines were developed considering Practical Design concepts (refer to [[:Category:143 Practical Design|EPG 143 Practical Design]]).

Guidelines apply to bridges to be resurfaced and/or rehabilitated that have concrete curb and parapet barrier. They do not apply to bridges on Contract Leveling Course projects that are in accordance with [[:Category:402 Bituminous Surface Leveling#402.1 Design of Contract Leveling Course Projects|EPG 402.1 Design of Leveling Course Projects]].

When resurfacing and rehabilitating a bridge, consideration shall be given to upgrading the curb and parapet barrier by increasing the overall height if the barrier does not meet criteria given in these guidelines. The guidelines are based upon reviewing conditions that require satisfying height and horizontal parapet offset requirements using the minimum height of 27 inches in accordance with 2002 AASHTO 17<sup>th</sup> Edition and earlier editions and a maximum horizontal parapet offset of 6 inches from curb face to parapet face which is a MoDOT requirement ([[:Category:128 Conceptual Studies|EPG 128 Conceptual Studies]], 3R-Rural Design Criteria recommends a 6-inch brush curb). Upgrades to curb and parapet should be made by constructing a curb blockout. The following guidelines describe circumstances where it is, or is not, necessary to upgrade curb and parapet that were either originally built substandard or made substandard due to an earlier wearing surface or will be made substandard due to a proposed wearing surface.

<u>Guidelines</u>

Look at the 5-year history of accidents on the bridge (beginning log mile to ending log mile).

If there were any accidents in this time period that involved a vehicle ''striking the curb'', then curb and parapet not meeting current standards should be upgraded to meet the current (2016) MASH TL-4 requirement which is to increase the height to 36 inches. A 32” blockout height will be allowed, upon approval of the SPM or SLE, when either sight distance or weight restrictions are a concern.

If there were NOT any accidents in the 5-year history AND if the grade is not being raised then it shall not be necessary to upgrade the curb and parapet.

If the accident history or grade criteria are not met, then it shall be necessary to upgrade the curb and parapet. The district may submit a design exception to eliminate a curb blockout for bridges not on major routes and with AADT < 1700 when there is no history of accidents on the bridge and the grade is being raised no more than 2 inches from the 27-inch minimum height requirement.

<u>Limiting Wearing Surface Thickness To Meet Guidelines</u>

The wearing surface thickness can be limited to that which would not cause the curb and parapet height to become substandard. An exception to this is a 1/4 to 3/8-inch height tolerance to allow for the possibility of placing a thin wearing surface on a bridge with an existing standard 27-inch high curb and parapet as measured from the original driving surface to the top of the parapet. Adding a thin wearing surface will not by itself make a satisfactory curb and parapet railing height substandard as reviewed and approved by MoDOT and FHWA. For overlay projects, where a curb blockout is already in place, the final blockout height shall not be less than 30 inches.

Note: In all cases, the allowable wearing surface thickness would also be dependent on a structural review to confirm that the weight of the wearing surface would not lead to overstresses or an unacceptable posting.

<u>Details</u>

The horizontal offset (or ledge) from the curb face to the parapet face is recommended to be between zero and 3 inches but shall not exceed 6 inches. If a curb blockout is used, the ledge shall not exceed 3 inches.

End posts are not always the same width as the parapets. If the end posts are wider and if they extend towards the driving lanes, it shall be necessary to remove the end posts completely in order to construct the curb blockouts. If end posts extend towards the outside of the bridge, it may not be necessary to remove the end posts.

The end treatment for the 36-inch blockout will require a maximum 6:1 slope to transition down to a maximum 32-inch end height near the guardrail attachment. A 32-inch blockout does not require a reduced height for the end treatment. The preferred end treatment will include a gradual width transition that approximates a 10:1 slope. A block inset for the guardrail attachment should be avoided.
[[image:751.1.3.4.jpg|center|700px]]

====Common Bridge Barrier and Railing (for Rehabilitations)====
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" |Type!! style="background:#BEBEBE" |Section<br/>(Test Level) !! style="background:#BEBEBE" width="160"|Allowed Wearing Surface !! style="background:#BEBEBE" width="180" |Required Retrofit !! style="background:#BEBEBE" width="210"| Notes
|-
|width="200"|'''Curb and Parapet'''<br/>(Brush Curb ≤ 6”)<br/> [[image:751.1.3.3 less than 6 in..jpg|130px]] || [[image:751.1.3.4 less than 6 section.jpg|130px]]<br/>(N/A) || 3/8” Thin Wearing Surface|| Use in place with curb blockout for wearing surfaces greater than 3/8” from original deck surface|| (1)
|-
|'''Curb and Parapet'''<br/>( Brush Curb > 6”)<br/>[[image:751.1.3.3 more than 6 in..jpg|130px]] || [[image:751.1.3.4 more than 6 section.jpg|130px]]<br/>(N/A) || None without retrofit|| Use in place with curb blockout (preferred) or thrie beam railing.||(1)<br/>Horizontal step must be 6” or less to be UIP.
|-
|'''Brush Curb with Steel Rail'''<br/> [[image:751.1.3.3 street rail.jpg|130px]] || [[image:751.1.3.4 brush section.jpg|130px]]<br/>(N/A) || None without retrofit ||Use in place with added curb blockout (preferred) or thrie beam railing.||(1)<br/>A variety of steel railing systems were employed on brush curbs. None are acceptable without retrofit.
|-
|'''Thrie Beam'''<br/> [[image:751.1.3.4 thrie beam.jpg|120px]] || [[image:751.1.3.4 thrie beam section.jpg|130px]]<br/>(NCHRP 350 TL-3) || 21” (Min.) from centerline of thrie beam to top of wearing surface||Use in place if minimum height to centerline of thrie beam is acceptable.||(2) and (4)<br/>May be embedded or bolted thru.<br/>W6x15 blockout is included for all new construction.<br/>Non-blocked railing may be used-in-place when no approach guardrail is provided.
|-
|'''Type A Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type A.jpg|130px]]<br/>(MASH TL-3)|| Up to 2”|| Use in place.|| (1)
|-
|'''Type B Barrier'''<br/> [[image:751.1.3.3 safety barrier.jpg|130px]] || [[image:751.1.3.4 type b section.jpg|130px]]<br/>(MASH TL-3) || Up to 2” || Use in place. || (1)
|-
|'''Type C Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type C.jpg|130px]]<br/>(MASH 2016 TL-4) || Up to 6”|| Use in place.|| (3)<br>Wearing surfaces greater than 3” require a bridge rating analysis
|-
|'''Type D Barrier'''<br/>[[image:751.1.3.4 type d.jpg|130px]] || [[image:751.1.3.4 type d section.jpg|130px]]<br/>(MASH 2016 TL-4) || Up to 6”||Use in place.||(3)<br/>Wearing surfaces greater than 3” require a bridge rating analysis
|-
|'''Type G Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type G.jpg|130px]]<br/>(MASH 2016 TL-3)|| Up to 2”|| Use in place.|| (3)<br/>Use if Type C is considered impractical.
|-
|'''Type H Barrier'''|| [[image:751.1.3.4 type h section.jpg|150px]] <br/>(MASH 2016 TL-3)|| Up to 2”||Use in place.||(3)<br/>Use if Type D is considered impractical.
|-
|'''32-inch Two Tube Rail'''<br/> [[image:751.1.3.3 steel two tube.jpg|130px]] || [[image:751.1.3.4 steel 2 section.jpg|130px]]<br/>(NCHRP 350 TL-4) || Up to 2”|| Use in place.|| (3) and (4)
|-
|'''38-inch Two Tube Rail'''<br/> (Photo not available) || [[image:751.1.3.4-MASH2016 tl-4.png|130px]]<br/>(MASH 2016 TL-4) || Up to 2” || Use in place.|| (3)<br/>Not for use with turned-back abutment wings less than 18” thick.
|-
|'''12” x 29” Vertical Barrier'''<br/> [[image:751.1.3.4 vertical.jpg|130px]] || [[image:751.1.3.4 vertical section.jpg|130px]] <br/>(NCHRP 350 TL-3) || Up to 2” ||End of barrier modification for new guardrail attachment.|| (1)
|-
| '''Culvert Guardrail''' || [[image:751.1.3.4-NCHRP 350 TL-3.png|150px]]<br/>(NCHRP 350 TL-3 Thrie Beam or W-Beam) || [[606.1_Guardrail#606.1.3.1_Guardrail_Selection_and_Placement|See EPG 606.1.3.1 Guardrail Selection and Placement]] || Use in place. || If MGS is required for the approach, the MASH TL-3 standard shall be installed if space allows.
|-
|colspan=5 align="left" width="750"|(1) Shall not be used for redecks, widenings, and railing or cantilever full length replacements.<br/>(2) Typically specified for redecks, and railing or cantilever full length replacements. Shall not be used for widenings.<br/>(3) Typically specified for redecks, widenings, and railing or cantilever full length replacements.<br/>(4) Shall not be used on major routes with design speeds greater than 45 mph or on minor and low volume routes with design speeds greater than 55 mph or AADT ≥ 1700. May be used for all other major, minor, and low volume routes.
|}
</center>

Aluminum handrail is not crashworthy and does not contribute to barrier height. Use only the concrete portion.

Many other, less common, barrier and railing systems have been constructed. Most are not crashworthy for rural highway speeds. Generally, the replacement of the existing barrier or railing is the only means to upgrade.

For additional information on curb blockouts, see [[#Guidelines for Curb Blockout|Guidelines for Curb Blockouts]].

{| style="margin: 1em auto 1em auto"
|-
|[[image:751.1.3.3 curb and parapet.jpg|275px]]|| [[Image:751.1 Prelim Design Acceptable Rail No. 4.jpg|225px]]
|}
A curb blockout is utilized along full length of the curb. Bridge Division provides plans for curb blockouts.

===751.1.3.5 Deck Repairs===

The project scope is developed from a thoroughly developed structural rehabilitation checklist which includes the typical repairs covered in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 704].

'''Typical Repair'''

Cleaning and epoxy coating of the bottom and edges of the superstructure is preferred over slab edge repair and unformed superstructure repair because of the relative short life of these repair especially when over traffic. However, consult with Structural Project Manager or the Structural Liaison Engineer for urban regions where repairing the overhang may be preferred. If requested by the core team for aesthetics with extensive patchwork of repairs visible to public, specify on the Bridge Memorandum to apply tinted sealer to slab edge repair and unformed superstructure repair to blend repair to existing concrete.

'''Non-Typical Repair'''

Modified deck repair is specified instead of half-sole deck repair on existing poor bridge decks to obtain a little more service life until it is practical to replace the bridge deck, superstructure or entire bridge.

On rare occasions shallow deck repair is used in combination with half-sole deck repair as a cost savings measure on major bridges. Consult with the structural project manager or the structural liaison engineer prior to specifying shallow deck repair.

===751.1.3.6 Deck Treatment===

The [[media:751.1.3.6 Bridge Wearing Surface Flowchart.pdf|Bridge Wearing Surface Flowchart]] has been developed to aid in the selection of the appropriate deck treatment.

When possible, multiple types of wearing surfaces should be allowed by specifying on the Bridge Memorandum the appropriate optional wearing surface. It shall also be specified if any of the wearing surfaces of the optional wearing surfaces are not allowed. The specific wearing surface shall be specified on the Bridge Memorandum when only one wearing surface option is allowed.

'''Concrete Crack Filler'''

Concrete crack filler in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 704] is typically used for bridges with deck ratings of 7, 8 or 9 with cracks 1/128 inch or less. May also be an option for bridges with deck ratings of 7, 8 or 9 with cracks greater than 1/128 inch and the deck fails a required pull off test.

'''Concrete Wearing Surface'''

A concrete wearing surface in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 505] is the preferred deck treatment for bridges with deck ratings of 5 or 6 so long as the barrier height does not become substandard and the bridge remains not posted (or if already posted not be reduced).

Typically, the wearing surface thickness that has the least impact on existing grade is specified on the Bridge Memorandum as the minimum required thickness. When this thickness equals the minimum allowable thickness, as shown below, consider adding 1/2 inch to the minimum required thickness specified on the Bridge Memorandum for hydro demolition projects to provide coverage over existing aggregate protruding into the new wearing surface. For bridges with special repair zones where two different minimum hydro demolitions depths are specified, then two corresponding minimum required thicknesses shall be specified on the Bridge Memorandum.
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|-
!style="background:#BEBEBE"|Wearing Surface Type!!style="background:#BEBEBE"|Allowable Thickness
|-
|Latex Modified||align="center"| 1¾″ to 3″
|-
|Silica Fume||align="center"| 1¾″ to 3″
|-
|Latex Modified Very Early Strength||align="center"| 1¾″ to 3″
|-
|CSA Cement Very Early Strength||align="center"| 1¾″ to 3″
|-
|Steel Fiber Reinforced||align="center"| 3″ to 4″
|-
|Low Slump||align="center"| 2¼″ to 3″
|-
|Polyester Polymer||align="center"| ¾″ to 3″
|}
</center>
For a deck without an existing wearing surface, scarification of the deck producing a very rough texture in accordance with Sec 216.20 is required to produce a bondable surface for the new concrete wearing surface. Typically, 1/2 inch of scarification is specified on the Bridge Memorandum. Scarification equipment may not engage the deck when less than 1/2 inch of scarification is specified.

For a deck with an existing wearing surface, removing the existing wearing surface plus an additional amount of existing deck in accordance with Sec 216.30 is required to produce a very rough bondable surface for the new concrete wearing surface. Typically, 1/2 inch of additional existing deck is specified on the Bridge Memorandum. Removal equipment may not remove the entire existing wearing surface when less than 1/2 inch of additional deck is specified.

When the estimated deck repair is more than 30 percent of the deck, one inch shall be specified for scarification or for the additional amount of existing deck with the removal of an existing wearing surface. Verify there will be a minimum of 1/2 inch of concrete above the top bars after scarification or after the removal of the existing wearing surface and if necessary, reduce one-inch depth accordingly.

Total surface hydro demolition in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 216.110] performed after scarification or after the removal of the existing wearing surface is preferred for the establishment of a highly rough and bondable surface. For typical bridges, a minimum 1/2 inch of hydro demolition is specified on the Bridge Memorandum. For bridges with special repair zones, typically a 1/4-inch minimum is specified inside special repair zones to avoid deeper penetration into newly repaired areas and a 1/2-inch minimum is specified outside the special repair zones.

Removal of existing deck repair in accordance with Sec 216.110 is required prior to hydro demolition. The estimated quantities for these removals shall include all previous conventional deck repairs, regardless of condition except that for bridges with special repair zones, the removal of all sound and unsound existing deck repairs inside special repair zones shall be included in the estimated quantities for half-sole repair.

'''Polymer Wearing Surface'''

A polymer wearing surface in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 623] may only be used if the deck passes a required pull off test. Polymer is typically used for bridges with deck ratings of 7, 8 or 9 with cracks greater than 1/128 inch.The polymer may also be an option for bridges with deck ratings of 5 or 6 that have load rating issues.
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|-
!style="background:#BEBEBE"|Polymer Options
|-
|1/4″ Epoxy Polymer
|-
|3/8″ MMA Polymer Slurry
|}
</center>
If requested by the core team, a black beauty type aggregate shall be specified on the Bridge Memorandum for MMA polymer slurry wearing surface.

If requested by the core team, a high friction (HFST) aggregate shall be specified on the Bridge Memorandum for MMA polymer slurry wearing surface pending a safety benefit/cost ratio analysis performed by district traffic staff. See [https://spexternal.modot.mo.gov/sites/de/_layouts/15/WopiFrame.aspx?sourcedoc={E8696531-19D1-4E99-9458-41E7D7F615C3}&file=NJSP1513.docx&action=default Roadway non-standard special provision NJSP1513] to reference aggregate requirements and surface friction test.

If requested by the core team, preparation of reflective deck cracks shall be specified on the Bridge Memorandum if during the scoping process there is concern of primer loss with reflective deck crack size at the precast panel joints.

'''Asphalt Wearing Surface or Seal Coat'''

Asphalt wearing surfaces in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 403], ultrathin asphalt wearing surfaces in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 413] and seal coats in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 409] are typically used on existing poor bridge decks to obtain a little more service life until it is practical to replace the bridge deck, superstructure or entire bridge.

Grade B1 seal coat aggregate shall be used whenever a bridge deck is to receive an asphalt wearing surface.

Grade A1 seal coat aggregate shall be used whenever the seal coat is to be the final riding surface. Grade C seal coats are no longer used for bridge applications because of dust issues.

===751.1.3.7 Bridge Approach Slabs===

Follow guidance for new bridges and see [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].

===751.1.3.8 Bridge End Drainage===

Follow guidance for new bridges and see [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].

===751.1.3.9 Environmental Considerations: Asbestos and Lead===

Check [[:Category:145 Transportation Management Systems (TMS)|TMS]]<sup>'''1'''</sup> to see if an asbestos and lead inspection has been performed for a structure and include the applicable note shown immediately below on the Bridge Memorandum under the Special Notes Section. The report in TMS will be located in the Images link under the Media tab for the structure. If there is not a report in TMS, please see the SPM/SLE or contact the Chemical Lab Director with a request. Include the applicable note of the two shown immediately below on the Bridge Memorandum depending on whether an inspection has not been performed or if the inspection report indicates that asbestos or lead, or both are present or not present. (These notes are also applicable for new replacement structures that involve removal of any part of an existing structure.)

:''“Asbestos and lead inspections have not been performed on this structure (Bridge/Culvert # XXXXX). The Bridge Division will request these inspections and will include the report in the electronic deliverables folder when submitting contract documents to the Design Division for the Letting (Bridge Item).”

:''“Asbestos and lead inspections have been performed on this structure (Bridge/Culvert # XXXXX). Results indicate that <u>asbestos is present</u> <u>lead is present</u> <u>both are present</u> <u>both are not present</u>. The Bridge Division will include the inspection report in the electronic deliverables folder when submitting contract documents to the Design Division for the Letting (Bridge Item).”''

<sup>'''1'''</sup>Available only to MoDOT employees. All others: contact the Bridge Division or the Structural Liaison Engineer directly for information related to EPG 751.1.3.9 Environmental Considerations: Asbestos and Lead.

==751.1.4 Retaining Walls==
===751.1.4.1 Overview===

This article is intended to help with the issues unique to retaining walls. Many portions of [[751.1 Preliminary Design#751.1.2 Bridges/Boxes|EPG 751.1.2 Bridges/Boxes]] will still need to be used when working on retaining walls.

Retaining walls are very much like bridges in that they require the many of the same items, such as:

*Bridge Survey
*Bridge Number
*Bridge Memorandum
*Soundings
*Design Layout Sheet

===751.1.4.2 Types of Walls===

There are two general types of retaining walls used by MoDOT; cast-in-place (CIP) concrete walls and mechanically stabilized earth (MSE) walls. MSE walls are the preferred type due to their lower cost; however, there are several times when MSE walls cannot be used. These include:

*When barrier or railing must be attached to the top of the wall.
*When the underlying soil cannot support the weight of the fill and wall (must use CIP on piling).
*When you don’t have adequate room behind the wall for the reinforcing straps.

In general a minimum reinforcement length of 8.0 ft., regardless of wall height, has been recommended based on historical practice, primarily due to size limitations of conventional spreading and compaction equipment. Shorter minimum reinforcement lengths, on the order of 6.0 ft., but no less than 70 percent of the wall height, can be considered if smaller compaction equipment is used, facing panel alignment can be maintained, and minimum requirements for wall external stability are met.

The requirement for uniform reinforcement length equal to 70 percent of the structure height has no theoretical justification, but has been the basis of many successful designs to-date. Parametric studies considering minimum acceptable soil strengths have shown that structure dimensions satisfying all of the requirements of Article 11.10.5 require length to height ratios varying from 0.8H for low structures, i.e. 10.0 ft., to 0.63 H for high structures, i.e. 40.0 ft.

Significant shortening of the reinforcement elements below the minimum recommended ratio of 0.7H may only be considered when accurate, site specific determinations of the strength of the unreinforced fill and the foundation soil have been made. Christopher et al. (1990) presents results which strongly suggest that shorter reinforcing length to height ratios, i.e. 0.5 H to 0.6 H, substantially increase horizontal deformations.

:The reinforcement length shall be uniform throughout the entire height of the wall, unless substantiating evidence is presented to indicate that variation in length is satisfactory.

:A nonuniform reinforcement length may be considered under the following circumstances:

:Lengthening of uppermost reinforcement layers to beyond 0.7H to meet pullout requirements or to address seismic or impact loads.

:Lengthening of the lowermost reinforcement layers beyond 0.7H to meet overall (global) stability requirements based on the results of a detailed global stability analysis.

:Shortening of bottom reinforcement layers to less than 0.7H to minimize excavation requirements, provided the wall is bearing on rock or very competent foundation soil.

For walls on rock or very competent foundation soil, e.i., SPT > 50, the Bottom reinforcements may be shortened to a greater of 0.4H or 5 ft with the Upper reinforcements lengthened to compensate for external stability issues in lieu of removing rock or competent soil for construction. Design Guidelines for this case are provided in FHWA Publications No. FHWA-NHI-10-024.

For conditions of marginal stability, consideration must be given to ground improvement techniques to improve foundation stability, or to lengthening of reinforcement.

MSE walls are pre-qualified and listed on the internet in three categories:

* Drycast modular block wall (DMBW-MSE) systems
* Wetcast modular block wall (WMBW-MSE) systems
* Precast modular panel wall (PMPW-MSE) systems

Drycast modular block wall systems are battered walls with a maximum height of 10 feet. Drycast modular block wall systems have five major components: Dry cast modular blocks, pre-approved geogrid soil reinforcements, select granular backfill, unit fill and nonreinforced concrete leveling pad.

Wetcast modular block wall systems are battered walls with a maximum height of 15 feet. Wetcast modular block wall systems have five major components: Wetcast modular blocks, pre-approved geogrid soil reinforcements, select granular backfill, unit fill and nonreinforced concrete leveling pad.

Precast modular panel wall systems are vertical walls with heights that may exceed 10 feet. Precast modular panel wall systems have five major components: Precast modular panels, pre-approved soil reinforcements, anchorage devices, select granular backfill, and nonreinforced concrete leveling pad.

Aesthetic enhancements may be used for either CIP or MSE walls. If [[751.1_Preliminary_Design#751.1.2.33_Aesthetic_Enhancements|EPG 751.1.2.33 Aesthetic Enhancements]] are required by the district, form liners and concrete stains are encouraged rather than actual brickwork and stonework since form liners and concrete stains typically need less maintenance, less loading, less detailing, less detailing, no extra support ledge and produce no risk of delamination or falling work. However, for MSE precast modular panel wall systems only, form liners are required for all panels. For additional information, see [[751.24_LFD_Retaining_Walls#751.24.2_Mechanically_Stabilized_Earth_.28MSE.29_Walls|EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls]].

Any deviation from the criteria listed shall be discussed with Structural Project Manager.

===751.1.4.3 MSE Walls===

Generally, both the horizontal alignment and the top of wall elevations are supplied by the district in the Bridge Survey. You do need to check the top of wall elevations to make sure the district accounted for any concrete gutters placed behind the top of the wall (Gutters are necessary if the slope of the fill can direct water towards the top of the wall, i.e., positive sloping and flat backfills). The district should decide whether to use Type A or Type B gutters ([https://www.modot.org/media/16880 Standard Plan 609.00]), or Modified Type A or Modified Type B gutters ([https://www.modot.org/media/16871 Standard Plan 607.11]) if fencing is required, and where they should drain (to be shown on roadway plans). For general guidelines, see [[751.24 LFD Retaining Walls#751.24.2 Mechanically Stabilized Earth (MSE) Walls|EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls]].

You will also need to set the elevations for the top of the leveling pad. The minimum embedment depth of MSEW, which is the distance between the finished ground line and the top of the leveling pad, is based on this table: (FHWA-NHI-10-024, Table 2-1 and LRFD 11.10.2.2)

{| border="1" cellspacing="0" cellpadding="5" align="center" style="text-align:center"
| width="250" | '''Slope in Front of Wall''' || width="250" | '''Minimum Embedment Depth to Top of Leveling Pad'''
|-
| All Geometries || 2 ft minimum
|-
| Horizontal (walls) || H/20
|-
| Horizontal (abutments) || H/10
|-
| 3H:1V || H/10
|-
| 2H:1V || H/7
|-
| 1.5H:1V || H/5
|}

Where,

H:V = Horizontal to vertical slope in the front of the wall

H = Height of the wall as measured from the top of the leveling pad to the top of the wall

The absolute minimum embedment is 2 ft except when rock is found near surface. When the soundings are returned from the Geotechnical Director, they will include a minimum embedment depth to the top of leveling pad, minimum soil reinforcement length necessary for global stability, bearing resistance and settlement requirements. If rock is encountered during excavation then the contractor shall immediately cease excavating and notify the engineer and contact Geotechnical Section to perform global stability and suggest a required minimum embedment depth to the top of leveling pad and required minimum soil reinforcement length.

Preliminary cost estimating MSE walls is based on the unit price bid history and on the square footage of the area of the face of the wall. The unit price per square foot of wall includes wall elements, leveling pad and backfill. Excavation and retained fill are not included.

If soundings indicate weak material exist, then the designer should investigate that sufficient right of way limits exist to address the required length for the soil reinforcement.

For design requirements of permanent and temporary MSE wall systems, see [[:Category:720_Mechanically_Stabilized_Earth_Wall_Systems#720.2_Design_Requirements|EPG 720 Mechanically Stabilized Earth Wall Systems]].

For additional information, see [[751.24_LFD_Retaining_Walls#751.24.2_Mechanically_Stabilized_Earth_.28MSE.29_Walls|EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls]].

===751.1.4.4 CIP Concrete Walls===

Once you determine that you must use a CIP wall, there is very little to do as far as the layout of the structure. Both the horizontal alignment and the top of wall elevations are supplied by the district in the Bridge Survey. You do need to check the top of wall elevations to make sure the district accounted for any concrete gutters placed behind the top of the wall. These are necessary if the slope of the fill will direct water towards the top of the wall. The district should decide whether to use Type A or Type B gutters ([http://www.modot.mo.gov/business/standards_and_specs/documents/60900.pdf Standard Plan 609.00]), or Modified Type A or Modified Type B gutters ([http://www.modot.mo.gov/business/standards_and_specs/documents/60711.pdf Standard Plan 607.11]) if fencing is required, and where they should drain to.

You will also need to set the elevations for the top of the footing, which should be a minimum of 2 feet below the finished ground line for walls south of Interstate 70 and 3 feet below the finished ground line for walls north of Interstate 70. In tight roadway situations where a barrier or railing is to be placed on top of the wall, make sure that a stem thickness of 16 inches will fit.

Check with the district contact to determine if they want any coping on the exposed face of the wall.

French drains will be used to relieve water pressure behind the CIP wall as a default. If you expect to encounter springs or swampy conditions, then check with the district contact on calling for an underdrain. If the decision is made to use an underdrain, the porous backfill and pipes are Roadway Items and this must be noted on the Bridge Memorandum and Design Layout.

For details on requesting soundings, see [[751.1_Preliminary_Design#751.1.2.19_Soundings_.28Borings.29|EPG 751.1.2.19 Soundings (Borings)]].

If you have indications that the foundation material is very poor in quality (less than 1 ton per sq. ft. allowable bearing), consider piling and include in the Preliminary Cost Estimate. Preliminary cost estimating should follow [[751.1_Preliminary_Design#751.1.2.17_Preliminary_Cost_Estimate|EPG 751.1.2.17 Preliminary Cost Estimate]] and be based upon unit price bid history. More refined cost estimating should follow cost-basing estimating.

===751.1.4.5 Obstructions===

Any time the retaining wall will encounter obstructions, provisions must be made on the final plans. Therefore, if you are aware of any obstructions, they should be called out on the Bridge Memorandum and Design Layout Sheet. Here are some examples of types of obstructions and how to describe them on the layout:

::{|
|-
|width="150pt" style="border-bottom:2px solid black;"|Type of Obstruction||style="border-bottom:2px solid black;"|Description
|-
|Lighting Foundation||Std. 45’ Light Pole, Sta. 167+48.50,
|-
| ||16 ft. left
|-
|Sign Truss Foundation||Truss T-72, Sta. 172+41.80,
|-
| ||31 ft. right
|-
|Drop Inlet||2’ x 2’ Type D Drop Inlet,
|-
| ||Sta. 163+12.45, 14 ft. left
|}

[[Category:751 LRFD Bridge Design Guidelines|751.01]]

Recent Policy Changes in the EPG

2024-12-13T21:41:41Z

Hoskir:

<div style="border: 0px solid #74BAAC; background:white"; padding:5px>

</br>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 13, 2024
----
* Adjusted language to use a prescriptive term for water elevation in EPG [[751.1_Preliminary_Design#751.1.2.9.2_Steel_Girder_Options|751.1.2.9.2 Steel Girder Options]].
* Revised EPG [[106.12_Qualified_Lists_(QL)_and_Pre-Acceptance_Lists_(PAL)|106.12 Qualified Lists (QL) and Pre-Acceptance Lists (PAL)]] to provide a definition of qualified lists. This is to help clarify the difference between qualified materials and materials on the pre-apporved list (PAL).
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 12, 2024
----
* Updated EPG [[643.4_Railroads#643.4.1.6_Property_Rights_from_Railroads|643.4.1.6 Property Rights from Railroads]] and EPG[[236.7_Negotiation#236.7.5.2_Railroads|236.7.5.2 Railroads]]to match current process of ROW liaisons coordinating ROW acquisition with RR companies rather than the Multimodal RR staff.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 11, 2024
----
* Removed TR17 Traffic Engineering Studies and TR18 Towing Services Agreement from EPG [[153.21_Traffic|153.21 Traffic]], they are no longer used.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 27, 2024
----
* Added guidance to EPG [[:Category:109_Measurement_and_Payment#109.12.2_Change_Order_Approval|109.12.2 Change Order Approval]] to disallow the practice of contractors typing disclaimers on change orders when they sign.
* Revised EPG [[751.24_Retaining_Walls#751.24.2.1_Design|751.24.2.1 Design]] to allow wetcast modular wall blocks in splash zones for non-critical structural application.
* Updated EPG [[751.32_Concrete_Pile_Cap_Intermediate_Bents#751.32.4.2_Encased_Pile_Cap_Bent|751.32.4.2 Encased Pile Cap Bent]] to allow #4 @ 12" (min.) stirrup bars for encased pile cap bents instead of #5 @ 12” (min.).
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 21, 2024
----
* Harden language to not allow multi-cell box culverts where medium to heavy drift/debris is reported in EPG [[751.1_Preliminary_Design#751.1.2.8_Box_Culverts|751.1.2.8 Box Culverts]].
* Clarified TSR information for sample records in EPG [[:Category:403_Asphaltic_Concrete_Pavement#403.1.5_Mixture_Production_Specification_Limits_.28Sec_403.5.29|403.1.5 Mixture Production Specification Limits (Sec 403.5)]].
* Updating EPG [[642.14_ADA_Transition_Plan|642.14 ADA Transition Plan|903.6.11 Chevron Alignment Sign (W1-8) (MUTCD Section 2C.09)]] to better describe the process for removal of pedestrian facilities that are not the responsbility of the MoDOT and adds a reference to EPG [[642.2_Consideration_of_Pedestrian_Facilites_on_Projects|642.2 Consideration of Pedestrian Facilities on Projects]].
* Updated EPG [[903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29|903.6.11 Chevron Alignment Sign (W1-8) (MUTCD Section 2C.09)]] this revision involves cleaning up and making the language of the policy more clear to users, removing old information regarding chevrons that no longer apply, changing the current policy from 10mph or greater speed difference to 15mph or greater speed difference, including new language from the 2023 MUTCD.
* ASTM A252 Grade 3 may not be meeting weldable material requirements - updates were made to [[:Category:702_Load-Bearing_Piles#702.1.1_Cast-In-Place_.28CIP.29_Concrete_Piles_.28Sec_702.2.1.29|702.1.1 Cast-In-Place (CIP) Concrete Piles (Sec 702.2.1)]], [[751.3_Structural_Steel_Design_Properties|751.3 Structural Steel Design Properties]], [[751.36_Driven_Piles#751.36.2.1.2_Cast-In-Place_.28CIP.29_Pile|751.36.2.1.2 Cast-In-Place (CIP) Pile]], [[751.36_Driven_Piles#751.36.5.5_Preliminary_Structural_Nominal_Axial_Design_Capacity_.28PNDC.29_of_an_individual_pile|751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile]], [[751.36_Driven_Piles#751.36.5.7.1.2_Design_Values_for_Individual_Cast-In-Place_.28CIP.29_Pile|751.36.5.7.1.2 Design Values for Individual Cast-In-Place (CIP) Pile]], [[751.36_Driven_Piles#751.36.5.7.2.2_Design_Values_for_Individual_Cast-In-Place_.28CIP.29_Pile|751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile]], [[751.39_Pile_Footings#751.39.6.2_Pile_Pull-out_Force|751.39.6.2 Pile Pull-out Force]], and [[751.50_Standard_Detailing_Notes|751.50 Standard Detailing Notes A1.3, G5a1 and G5b1]].
* Updated the buffer that contractors must utilize if human remains are encountered during construction in EPG [[127.2_Historic_Preservation_and_Cultural_Resources#127.2.9.2_Human_Remains_Encountered_During_Construction|127.2.9.2 Human Remains Encountered During Construction]].
* Added [[751.50_Standard_Detailing_Notes#I1._General|751.50 Standard Detailing Notes I1.18]] to use with polyester polymer concrete (PPC) wearing surfaces.
* Clarify staged bridge construction with MSE walls at the abutments and minimum backfill cover requirements for drainpipe under the leveling pad in EPG [[751.1_Preliminary_Design#751.1.2.11_Staged_Construction|751.1.2.11 Staged Construction]], [[751.24_Retaining_Walls#751.24.2.1_Design|751.24.2.1 Design]] and [[751.50_Standard_Detailing_Notes#J1._General|751.50 note J1.43]].
* Reorganization of EPG [[751.40_LFD_Widening_and_Repair|751.40 LFD Widening and Repair]].
* The revisions to EPG [[:Category:1001_General_Requirements_for_Material|1001 General Requirements for Material]], [[:Category:1005_Aggregate_for_Concrete|1005 Aggregate for Concrete]], and [[106.3.2.93_TM-93,_Alkali_Carbonate_Reactivity_Screening|106.3.2.93 TM-93, Alkali Carbonate Reactivity Screening]] will help ensure concrete pavement and masonry are durable and will last the anticipated life span.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 20, 2024
----
* Updated EPG [[:Category:108_Prosecution_and_Progress#108.16_Project_Dates|108.16 Project Dates]] the internal process was rearranged so dates flow with life of project. Removed references to actual and projected dates, they are no longer used in AWP software.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 11, 2024
----
* Removed restriction for use of transparent bridge deck forms on horizontally curved structures in [[751.10_General_Superstructure#751.10.2.4_Transparent_Forms | EPG 751.10.2.4 Transparent Forms]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 10, 2024
----
* Revised Tack Coat application rate for estimating quantities for bridges in [[751.6_General_Quantities#751.6.2.16_Tack_Coat | EPG 751.6.2.16 Tack Coat]].
* Updated guidance with the State Funded ROW A-date process and clarified some other steps regarding the limited a-date process in [[236.3_Administration#236.3.4_Right_of_Way_Acquisition_Authority_and_Project_Funding | EPG 236.3.4 Right of Way Acquisition Authority and Project Funding]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 9, 2024
----
* Update guidance on addressing apprenticeship guidance on prevailing wage rates in [[:Category:110_State_and_Federal_Wage_Rates_and_Other_Requirements#110.3_Prevailing_Wages_and_Records_.28Guidance_for_Sec_110.3.29 | EPG110.3 Prevailing Wages and Records (Guidance for Sec 110.3)]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 16, 2024
----
* Revised monetary limits due to the new 49 CFR part 24 final rule for relocation benefits and minor grammar updates were also made in [[236.8_Relocation_Assistance_Program|EPG 236.8 Relocation Assistance Program]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 22, 2024
----
* Updated EPG [[:Category:408_Prime_Coat#408.1.5_Method_of_Measurement_.28Sec_408.5.29|408.1.5 Method of Measurement (Sec 408.5)]] to provide guidance and specifications for volume correction of liquid asphalt.
* Updated Longitudinal Buffer Spaces (Table 616.3.6) in EPG [[616.3_Temporary_Traffic_Control_Elements_(MUTCD_Chapter_6C)#616.3.6.4_Side_Road_Tapers|616.3.6.4 Side Road Tapers]].
* Updates to EPG [[:Category:618_Mobilization|618 Mobilization]], this eliminates a separate payment for contract bond and RR insurance. No change to the retention of mobilization in excess of 10% of the contract (released at acceptance for maintenance).
* Updates to reflect LRFD seismic bridge and retaining wall design policy implementation in EPG [[321.2_Geotechnical_Guidelines#321.2.4.4_Light_Towers|321.2.4.4]], [[:Category:720_Mechanically_Stabilized_Earth_Wall_Systems#720.1_Materials_Guidance_for_Sec_720|720.1]], [[:Category:747_Bridge_Reports_and_Layouts#747.2.6.2_Mechanically_Stabilized_Earth_.28MSE.29_Wall_Systems|747.2.6.2]], [[:Category:751_LRFD_Bridge_Design_Guidelines|multiple articles in 751]], [[:Category:756_Seismic_Design|756]] and [[:Category:1052_Mechanically_Stabilized_Earth_Wall_(MSE)_and_Sound_Wall_System_Components|multiple articles in 1052]].
* Include EPG guidance for use of stay-in-place transparent forms for bridge decks in EPG [[751.6_General_Quantities#751.6.1_Index_of_Quantities|751.6.1 Index of Quantities]], [[751.10_General_Superstructure#751.10.1.7_Standard_Bridge_Deck_Details|751.10.1.7 Standard Bridge Deck Details]], [[751.10_General_Superstructure#751.10.2.4_Transparent_Forms|751.10.2.4 Transparent Forms]] and [[751.50_Standard_Detailing_Notes#B3c._Slabs_on_Steel.2C_Concrete_and_Semi-Deep_Abutment.2C_and_Reinforced_Concrete_Wearing_Surfaces.|751.50 Standard Detailing Notes]].
* Chain link fence revised for LRFD specifications and added 120-inch straight and 96-inch curved chain link fence options. Fence posts are attached to top of curb. Chain link fence with Type D and H barrier options also added to allow the barrier to be slip-formed with chain link fence posts attached to back face of barrier, see EPG [[751.5_Structural_Detailing_Guidelines#751.5.8.5_Pedestrian_Railing|751.5.8.5 Pedestrian Railing]], [[751.6_General_Quantities|751.6 General Quantities]], [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.4_Chain_Link_Fence|751.12.4 Chain Link Fence]] and [[751.50_Standard_Detailing_Notes#H11._Fences_and_Sidewalks|751.50-H11 Standard Detailing Notes]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 18, 2024
----
* EPG [[751.1_Preliminary_Design#751.1.3.4_Barrier_or_Railing_Type.2C_Height_and_Guidelines_for_Curb_Blockouts|751.1.3.4 Barrier or Railing Type, Height and Guidelines for Curb Blockouts]] was updated to correct the crash test classification for the 12” x 29” vertical bridge barrier.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 11, 2024
----
* Current armor detail is no longer in production. An optional armor detail is provided in bridge standard drawings. Added a standard note for those drawings to EPG [[751.50_Standard_Detailing_Notes#H5d._Strip_Seal_.28Notes_for_Bridge_Standard_Drawings.29|751.50]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 3, 2024
----
* Updated Safer Document in EPG [[907.9_Safety_Assessment_For_Every_Roadway_(SAFER)|907.9]].
* Updated the language in EPG [[:Category:128_Conceptual_Studies#128.2_Preventive_Maintenance_Projects_.281R_and_2R.29|128.2 Preventive Maintenance Projects (1R and 2R)]] to be consistent with the messaging for the SAFER program.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 2, 2024
----
* EPG [[:Category:941_Permits_and_Access_Requests#941.9.8.4_Culvert_Pipe|941.9.8.4 Culvert Pipe]] updates the terminology of the plastic pipes and updates the guidance on use with driveways.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 27, 2024
----
* Update EPG [[147.3_Job_Order_Contracting_(JOC)|147.3 Job Order Contracting (JOC)]] to provide clarity for submitting non-standard JOCs.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 21, 2024
----
* Updated processes and procedures related to Environmental/Historic Preservation work on LPA projects in EPG [[:LPA:136.6_Environmental_and_Cultural_Requirements|136.6 Environmental and Cultural Requirements]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 5, 2024
----
* Added a standard note to ensure that touch-up products for galvanized reinforcing steel do not contain aluminum in EPG [[751.50_Standard_Detailing_Notes#C1._Bill_of_Reinforcing_Steel|751.50 Standard Detailing Notes]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 28, 2024
----
* EPG [[:Category:105_Control_of_Work#105.15.2_Final_Acceptance|105.15.2 Final Acceptance]] was updated to clarify the DBE Final Payment Form now serves as the required DBE Participation List and Final Verification.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 23, 2024
----
* Updated EPG [[751.37_Drilled_Shafts#751.37.1.1_Dimensions_and_Nomenclature|751.37.1.1 Dimensions and Nomenclature]], [[751.37_Drilled_Shafts#751.37.1.6_Drilled_Shaft_General_Detail_Considerations|751.37.1.6 Drilled Shaft General Detail Considerations]] and [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|751.50 Standard Detailing Notes - G8. Drilled Shaft]] to clarify column and drilled shaft connection details so contractors do not insert column reinforcements or dowel bars into drilled shaft’s wet concrete.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 16, 2024
----
* Updated EPG [[106.3.2.59_TM-59,_Determination_of_the_International_Roughness_Index|106.3.2.59 TM-59, Determination of the International Roughness Index]] - Profiler certification requirements have changed. Smoothness dispute resolutions no longer settled by the MoDOT SurPro and will require a Third Party.
* MoDOT's guidance for use of guard cable has been updated to clarify low-tension references are for repairs only and all new installations will be high-tension guard cable. These revisions also include guidance for splicing both high-tension and low-tension guard cable in EPG [[231.1_Median_Width#231.1.2_Barrier_Types|231.1.2 Barrier Types]], [[606.2_Guard_Cable|606.2 Guard Cable]], [[:Category:617_Traffic_Barrier|617 traffic barrier]] and [[:Category:1040_Guardrail,_End_Terminals,_One-Strand_Access_Restraint_Cable_and_Guard_Cable_Material|1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Guard Cable Material]].
* Updated EPG [[:Category:612_Impact_Attenuators|612 Impact Attenuators]], [[:Category:612_Impact_Attenuators#612.4_Construction_Inspection_Guidelines|612.4 Construction Inspection Guidelines]] and [[616.23_Traffic_Control_for_Field_Operations#616.23.2.5.11_Protective_Vehicles|616.23.2.5.11 Protective Vehicles]] - This clarifies usage of Impact Attenuators within Work Zones. These clarifications align with recent revisions to TAs and TMA usage.
* Revised content in EPG [[616.19_Quality_Standards_for_Temporary_Traffic_Control_Devices|616.19 - Quality Standards for Temporary Traffic Control Devices]] to language consistent with current policy and rearranged to flow with the order of first appearance in a work zone. Some revisions included eliminating outdated or unnecessary content, including pictures, for the specific article.
* Updates to EPG [[751.1_Preliminary_Design#751.1.3.4_Barrier_or_Railing_Type.2C_Height_and_Guidelines_for_Curb_Blockouts|751.1.3.4 Barrier or Railing Type, Height and Guidelines for Curb Blockouts]], [[751.8_LRFD_Concrete_Box_Culverts#751.8.3.5_Miscellaneous|751.8.3.5 Miscellaneous]], [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.2_Two_Tube_Rail_.28Top_Mounted.29|751.12.2 Two Tube Rail (Top Mounted)]], [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.6_Culvert_Guardrail_.28Top_Mounted.29|751.12.6 Culvert Guardrail (Top Mounted)]] and [[751.50_Standard_Detailing_Notes|751.50 Standard Detailing Notes]] provide a MASH option for attaching guardrail to box culverts. These revisions also include guidance for Two Tube Bridge Railings.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 13, 2024
----
* Updated the Missouri Uniform Crash Report Preparation Manual in [[907.4_Missouri_Uniform_Accident_Report|EPG 907.4]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 10, 2024
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* [[902.15_Designing_a_Traffic_Signal#902.15.3.1_Optional_Bidding_of_Traffic_Signal_Detectors|EPG 902.15.3.1]] has been revised to allow core team to specify signal detection type to be documented with memo in eProjects instead of a design exception.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 27, 2024
----
*[[751.1_Preliminary_Design|EPG 751.1 Preliminary Design]] and [[751.36_Driven_Piles|EPG 751.36 Driven Piles]] were revised to clarify guidance for field verification of pile driving which affects design and construction.
*[[751.5_Structural_Detailing_Guidelines#751.5.9.2.1.2_Bend_Shapes|EPG 751.5.9.2.1.2 Bend Shapes]]: New article under the general information for reinforcing steel explaining MoDOT’s bent bar shapes used in structures.
*[[751.5_Structural_Detailing_Guidelines#751.5.9.2.7_Length_Calculations|EPG 751.5.9.2.7 Length Calculations]]: Clarified calculations for hook dimensions and bend deductions.
*[[751.11_Bearings#751.11.3.5_Anchor_Bolts|EPG 751.11.3.5]], [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.1.3_Type_D_and_H_.2842.CA.BA_and_32.CA.BA_single_sloped_railing.29|751.12.1.3-6]],[[751.22_Prestressed_Concrete_I_Girders#751.22.3.4.1_Reinforcing_Steel_Details|751.22.3.4.1]] and [[751.31_Open_Concrete_Intermediate_Bents|751.31]],[[751.32_Concrete_Pile_Cap_Intermediate_Bents|32]] & [[751.35_Concrete_Pile_Cap_Integral_End_Bents|35]]: Revised references to stirrup pin bend shapes. Revised bar shape dimensions or shape numbers in accordance with revisions to the bill of reinforcing standard drawing.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 14, 2024
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*Changes made to [[902.5_Traffic_Control_Signal_Features_(MUTCD_Chapter_4D)#902.5.23_Signal_Indications_for_Left-Turn_Movements_.E2.80.93_General_.28MUTCD_Section_4D.17.29|902.5.23 Signal Indications for Left-Turn Movements – General (MUTCD Section 4D.17)]] due to new guidelines for Protected Only Left Turns.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 23, 2024
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*Change made to [[230.1_Horizontal_Alignment#230.1.5_Spiral_Transition_Curves|EPG 230.1.5 Spiral Transition Curves]] due to a change in the 2018 AASHTO Green Book for superelevation runoff lengths for 50+ mph.
*[[616.8_Typical_Applications_(MUTCD_6H)#616.8.1_Temporary_Traffic_Control_for_Contract_Plan_Sheet_Development|616.8.1 Temporary Traffic Control for Contract Plan Sheet Development]] clarifies stationary TMAs will become a new lump sum bid item with applicable new TMA JSP. Mobile operation TMAs will be incidental to the bid items that utilize such methods to get a task done.
*Clarified guidance for conduit clamp anchors versus anchor bolts in [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.1.2.7_Details_of_Mounting_Light_Poles_on_Safety_Barrier_Curbs|EPG 751.12.1.2.7 Details of Mounting Light Poles on Safety Barrier Curbs]] and [[751.50_Standard_Detailing_Notes#H4._Conduit_System|EPG 751.50 - H4. Conduit System]].
*Provided a MASH TL-4 steel barrier alternate for bridges. Creating MO Std Plans 606.61 and Bridge Standard Drawings TTR04 & 05. Adding standard notes to [[751.50_Standard_Detailing_Notes#H9._Thrie_Beam_and_Other_Rail_Types_.28Notes_for_Bridge_Standard_Drawings.29|EPG 751.50 - H9. Thrie Beam and Other Rail Types (Notes for Bridge Standard Drawings).]]
*Updated [[:Category:1048_Pavement_Marking_Material#1048.2.1.1_Qualified_List|EPG 1048.2.1.1 Qualified List]] due to NTPEP has changed their name to AASHTO Product Evaluation and Audit Solutions.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 18, 2023
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*Updates were made to [[236.12_Quality_Assurance_Reviews|236.12 Quality Assurance Reviews]] to provide a more accurate description of the current processes and procedures of our QARs.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 22, 2023
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*Changes made to EPG guidelines for flags in [[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)#616.6.2.2_Flags_and_Advance_Warning_Rail_System_on_Signs|616.6.2.2 Flags and Advance Warning Rail System on Signs]] and [[616.5_Flagger_Control_(MUTCD_Chapter_6E)#616.5.3.4_Single_Flagger|616.5.3.4 Single Flagger]] to meet the Manual on Uniform Traffic Control Devices (MUTCD). [[:Category:612_Impact_Attenuators#612.1.4_MoDOT_Equipment.2FMaterials_Stored_in_Bed_of_Protective_Vehicle_Guidelines|612.1.4 MoDOT Equipment/Materials Stored in Bed of Protective Vehicle Guidelines]] was updated to describe how to safely carry loads/cargo in back of the PV as long as it is secure.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 19, 2023
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*Added new EPG article [[907.10_Complete_Streets|907.10 Complete Streets]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 15, 2023
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*[[616.8_Typical_Applications_(MUTCD_6H)|616.8 Typical Applications (MUTCD 6H)]] was updated.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 22, 2023
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*Added info and related notes & pay items to EPG for Decorative Pedestrian Fence. Creating Bridge Standard Drawings. Incorporating a Bridge Pre-qualified Listing (BPPL) for decorative fencing in EPG [[751.6_General_Quantities#751.6.1_Index_of_Quantities|751.6.1 Index of Quantities]], [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.5_Decorative_Pedestrian_Fence|751.12.5 Decorative Pedestrian Fence]], and [[751.50_Standard_Detailing_Notes|751.50 Standard Detailing Notes]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 14, 2023
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*Updated guidance that indicates when temporary stop signs should be placed at signalized intersections where the electric is out in EPG [[902.5_Traffic_Control_Signal_Features_(MUTCD_Chapter_4D)#902.5.43.1_Temporary_Stop_Signs_at_Signalized_Intersections|902.5.43.1 Temporary Stop Signs at Signalized Intersections]].
*Updated wind loads in EPG [[751.2_Loads#751.2.2.3_Wind_Loads|751.2.23 Wind Loads]] to current LRFD Bridge design Specifications.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 11, 2023
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*Updated EPG [[:Category:753_Bridge_Inspection_Rating|753.15 (Section 15) - Bridge Inspection Rating Manual]] to make the load rating process clearer to users. For efficiency purposes, excel Load Rating Summary Sheets have also been added to the EPG.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 21, 2023
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*Updated and created new graphs for EPG [[751.22_Prestressed_Concrete_I_Girders#751.22.1.3_Typical_Span_Ranges|751.22.1.3 Typical Span Ranges]] and [[751.22_Prestressed_Concrete_I_Girders#751.22.1.4_Span_and_Structure_Lengths|751.21.4 Span and Structure Lengths]] to better reflect current design practices,
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 19, 2023
----
*Revised [[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)|616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)]] to add Type IV Fluorescent Orange, replacing Type IV Orange and Type IX/XI Fluorescent Orange for trim-line and drum-like channelizers. Type IV Fluorescent Orange will provide better visibility and luminance at driver's normal observation angle. Type IX/XI are designed for higher observation angle performance and incur higher costs to the TTCD.

*Revised [[:Category:1041_Polypropylene_Culvert_Pipe#1041.7_Polypropylene_Culvert_Pipe_Properties|1041.7 Polypropylene Culvert Pipe Properties]] for current AASHTO references concerning polypropylene storm sewer pipe and NTPEP requirement to be placed on the qualified list. [[750.7_Non-Hydraulic_Considerations#750.7.2_Types|750.7.2]] was also updated to clean up some wording to accurately describe which pipe type is allowable for each group of pipe.

*Added guidance on the change from the contractor self perform requirement from 40% to 30% in [[:Category:108_Prosecution_and_Progress#108.1.1_Review_and_Approval_of_a_Subcontract_Request|108.1.1 Review and Approval of a Subcontract Request]].

*[[:Category:1017_Slag_Cement|1017 Slag Cement]] was revised to better define slag. Slag cement is the industry terminalolgy and intended material.

*Modify referenced ASTM materal standards for HDPE in [[:Category:1060_Electrical_Conduit|1060 Electrical Conduit]] to accurately reflect use as electrical conduit.

*[[:Category:1007_Aggregate_for_Base|1007 Aggregate for Base]] processes for the Districts and CM Lab are being updated to establish how comparable and non-comparable tests and material will be handled.

*Added AASHTO Reference for filter sock to [[806.2_Sediment_Control_Measures|806.2 Sediment Control Measures]] and [[806.8_Storm_Water_Pollution_Prevention_Plan_(SWPPP)#806.8.6.4_Sediment_Control_Measures|806.8.6.4 Sediment Control Measures]].

*[[616.27_Fleet_Lighting|Fleet Lighting]] and [[:Category:612_Impact_Attenuators#612.1.2_MoDOT_Protective_Vehicle.2FTMA_Marking_and_Lighting|612.1.2 MoDOT Protective Vehicle/TMA Marking and Lighting]] were updated to align with the new typical applications.

*Shop drawing review and fabrication inspection responsibilities have been updated in [[106.16_Special_Designs_and_Shop_Drawings#106.16.2_Shop_Drawings|106.16.2 Shop Drawings]] and [[:Category:1080_Structural_Steel_Fabrication#1080.2_Fabrication_Inspection_Shipment_Release_.28FISR.29|1080.2 Fabrication Inspection Shipment Release (FISR)]]

*Updated [[:Category:950_Automated_Traffic_Enforcement#950.1.4_Violation_Study|950.1.4 Violation Study]] and [[:Category:950_Automated_Traffic_Enforcement#950.1.6_Conditions_for_Intersections_with_Automated_Red-Light_Violation_Enforcement_Equipment_Installed_After_January_2011|950.1.6 Conditions for Intersections with Automated Red-Light Violation Enforcement Equipment Installed After January 2011]]. Clarifcation was added for who at MoDOT will review the data.

*[[751.10_General_Superstructure#751.10.1.12_Slab_Pouring_Sequences_and_Construction_Joints|751.10.1.12 Slab Pouring Sequences and Construction Joints]] and [[751.50_Standard_Detailing_Notes#H6._Pouring_and_Finishing_Concrete_Slabs|H6. Pouring and Finishing Concrete Slabs]] have been updated to clarify for simple spans and for redecks (both don’t require pouring sequences) that decks shall be poured up grade.

*[[:Category:242_Optional_and_Alternate_Pavement_Designs#242.6_Specifying_One_Pavement_Type|242.6 Specifying One Pavement Type]] was updated to change documentation requirements from Design Exception, to file a memo in eProjects. The State Design Engineer and State Construction and Materials Engineer will still need to be informed when one pavement type is specified on a MoDOT contract.

*Added acceeleration/decereation lane guidance lookup table to [[233.2_At-Grade_Intersections_with_Stop_and_Yield_Control#233.2.6_Type_4:_Directional_Median_Opening_with_Downstream_U-Turns|233.2.6 Type 4: Directional Median Opening with Downstream U-Turns]]
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 27, 2023
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*Updated TRB’s NCHRP Report 1043, Guide for Roundabouts in [[233.3_Roundabouts|233.3 Roundabouts]]

*Updated [[:Category:753_Bridge_Inspection_Rating|753 Bridge Inspection Rating]] - A new section was added to the Bridge Inspection Rating Manual - Tunnel Inspection Requirements in Missouri

*Updated [[:Category:941_Permits_and_Access_Requests#941.10_Automated_License_Plate_Readers_and_Pan-Tilt-Zoom_Cameras|941.10 Automated License Plate Readers and Pan-Tilt-Zoom Cameras]] to reflect new approval process with the Department of Public Safety and clearification on existing guidance.

*Updates to [[:Category:941_Permits_and_Access_Requests#941.2_Entrance_Requests_Within_Controlled_Access_Right_of_Way|941.2 Entrance Requests Within Controlled Access Right of Way]] have been made to improve coordination between district traffic and right of way staff.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 24, 2023
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*Added two new Material Inspection Test Methods to 106.3.2: [[106.3.2.91_TM-91,_Determination_of_Total_Sulfur_in_Fly_Ash_by_Sodium_Carbonate_fusion|106.3.2.91 TM-91, Determination of Total Sulfur in Fly Ash by Sodium Carbonate fusion]] and [[106.3.2.92_TM-92,_Determination_of_Sulfide_sulfur_by_oxidation_of_blended_slag_cements|106.3.2.92 TM-92, Determination of Sulfide sulfur by oxidation of blended slag cements]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 1, 2023
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*Updated [[Media:903.2a_Signpost_Selection_Guide_2022-5-23.xls|Signpost Selection Guide]] to show "BREAKAWAY REQUIRED" note for applicable entries in the PSST tab.

*Revised [[751.21_Prestressed_Concrete_Slab_and_Box_Beams#751.21.3.4_Prestressing_Strands|EPG 751.21.3.4]] to always use regular-size and fully stressed prestressing strands for the top two prestressing strands for the purpose of supporting the reinforcement cage. The 3/8” support strands are not sufficiently supporting the reinforcement cage.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 26, 2023
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*Due to a new code of federal regulations relating to bridge weight classifications, [[903.5_Regulatory_Signs#903.5.36_Weight_Limit_Signs_.28R12_Series.29_.28MUTCD_Section_2B.59.29|903.5.36]] has been updated to reflect the changes in signs which will be associated with the new classifications.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 20, 2023
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*A revision to Sec 401.7.6 will clarify that the density requirement applies to only unconfined longitudinal joints. [[:Category:401_Bituminous_Base_and_Pavement#401.2.6_Construction_Requirements_.28Sec_401.7.29|EPG 401.2.6]] pertaining to this spec has been modified.

*Updated [[751.10_General_Superstructure#751.10.4_Conduit_Systems|EPG 751.10.4]] and [[751.50_Standard_Detailing_Notes#H4._Conduit_System|751.50]] to clarify allowed conduit size and junction box size in concrete barrier Type D, Type H, bridge abutment wing and slab.

*Added the reasoning behind the 90 day camber for typical bridge projects in [[751.22_Prestressed_Concrete_I_Girders|EPG 751.22]] and consideration of line sag is necessary to retrieve accurate camber measurements in [[:Category:1029_Fabricating_Prestressed_Concrete_Members_for_Bridges#1029.2.13_Inspection_of_Completed_Members|EPG 1029.2.13.]]

*Updated [[750.6_Erosion_Control_and_Energy_Dissipation#750.6.3.3_Rock_Ditch_Liner|EPG 750.6.3.3]] clarifying that geotextile is required with Rock Blanket, and now requiring in all installations of Rock Ditch Liner.

*Updated [[:Category:450_Bituminous_Pavement_Design|EPG 450]] to reflect a change in policy to increase minimum lift thicknesses for Superpave and Bituminous Pavement mixes, as per "four times the nominal maximum aggregate size" as recommended by NCHRP study. Additionally, language was added to explain MSCR Graded binders.

*Update to current sheeting types in [[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)|EPG 616.6.]]
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 18, 2023
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*References to LRFD specifications for development lengths and splice lengths have been updated to those of the current version of the AASHTO LRFD Bridge Design Specifications.
*Articles [[751.5_Structural_Detailing_Guidelines|751.5]] and [[751.37_Drilled_Shafts#751.37.6.1_Reinforcement_Design|751.37.6.1]] have been updated to reflect these changes.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 12, 2023
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*Added verification of signature link and updating language addressing types of appraisals required during condemnations in [[:LPA:136.8_Local_Public_Agency_Land_Acquisition#136.8.5.2_Title_Information|EPG 136.8.5.2]], [[236.7_Negotiation#236.7.1.13_Pre-Negotiation_Preparation|EPG 236.7.1.13]], and [[EPG 236.10_Right_Of_Way_Condemnation#236.10.7.5_Appraisal.2C_Waiver_Valuation_and_Written_Offer_.28RSMo_523.253.29|236.10.7.5]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 8, 2023
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*Updated the terminology of divisional (formerly median) islands constructed with non-mountable curbs in EPG Articles [[233.2_At-Grade_Intersections_with_Stop_and_Yield_Control#233.2.12_Islands|233.2.12 Islands]], [[643.4_Railroads#643.4.1.14_Railroad_Crossing_Median_Islands|643.4.1.14 Railroad Crossing Median Islands]] and [[901.1_Lighting_to_be_Provided,_Operated,_and_Maintained_at_State_Expense|901.1.2 Basic Lighting and Intersections Including Ramp Terminals at Crossroads]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 7, 2023
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*Archived [[:Category:405 Processing Reclaimed Asphalt|405 Processing Reclaimed Asphalt]]. The information in this Article is outdated and has been removed.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">February 9, 2023
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*Updated [[:Category:401_Bituminous_Base_and_Pavement#401.2.3_Job_Mix_Formula_.28Sec_401.4.29|EPG 401.2.3]] and [[:Category:403_Asphaltic_Concrete_Pavement#403.1.4_Job_Mix_Formula|EPG 403.1.4]] so that District Materials may approve mix transfers if the mix quantity per project is 250 tons or less provided the mix type and contract binder grade match what’s listed on the plan sheets or change order.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">February 1, 2023
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*[[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)#616.6.87_Temporary_Rumble_Strips_.28MUTCD_6F.87.29|616.6.87 Temporary Rumble_Strips (MUTCD_6F.87)]] has been updated to discontinue short-term temporary rumble strips and continue the use of long-term temporary rumble strips.

*Added FS37_Carbon_Reduction_Program_(CRP)_Funds to [[153.11_Financial_Services|EPG 153.11 Financial Services]]
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 27, 2023
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*Updated [[:Category:139_Design_-_Build|EPG 139 Design-Build]]</br>
This revision updates the Design-Build guidance and processes for invoice reviews, risk to identify auditing, and other minor revisions.

*Updated [[:Category:134_Engineering_Professional_Services|EPG 134 Engineering Professional Services]]</br>
Revisions to EPG 134 better emphasize how conflicts of interest are identified, better defines the solicitation and selection process, rating/scoring of consultants, and brings the entire process up to current practices.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 19, 2023
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*Updated [[LPA:136.4_Consultant_Selection_and_Consultant_Contract_Management|EPG 136.4]]
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 18, 2023
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*Revising various specs and EPG articles ([[751.1_Preliminary_Design#751.1.2.9_Girder_Type_Selection|EPG 751.1.2.9]], [[751.6_General_Quantities|751.6]], [[751.14_Steel_Superstructure#751.14.5.8_Protective_Coating_Requirements|751.14.5.8]], [[751.50_Standard_Detailing_Notes|751.50]], [[:Category:1045_Paint_for_Structural_Steel|1045]]) for updates to preferred paint systems. Adding organic zinc coatings and removing calcium sulfonate.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 10, 2023
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*Update [[903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29|EPG 903.6.11]] Chevron Alignment Sign (W1-8)
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 1, 2023
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*Updated [[616.8_Typical_Applications_(MUTCD_6H)]]</br>
*Added new Typical Applications Effective January 1, 2023
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 12, 2022
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*Renamed and updated 127.28 Linking Planning and the National Environmental Policy Act (NEPA) to [[127.28_Planning_and_Environmental_Linkages_(PEL)_and_the_National_Environmental_Policy_Act_(NEPA)|127.28 Planning and Environmental Linkages (PEL) and the National Environmental Policy Act (NEPA)]]. The intent and definition of a PEL has changed since the EPG article was written. This update makes it current to practice.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 6, 2022
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*[[910.5_ITS_Improvements_Procurement#910.5.1_ITS_Procurement_Overview|910.5.1]] - Added 2 CFR 200.216 reference on prohibited vendors
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 28, 2022
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*Added new EPG Article [[153.4 Administrative|153.4 Administrative]] in [[:Category:153 Agreements and Contracts|EPG 153 Agreements and Contracts]]
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 15, 2022
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*[[131.2_Proprietary_Items_and_Public_Interest_Findings|EPG 131.2]] - Removed FHWA and CFR references due to the Changes in 2019 no longer requiring it.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 10, 2022
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*Correcting language related to NEPA and plan development milestones in EPG [[127.1_Request_for_Environmental_Services#127.1.2.2_Preliminary_Plans_Stage|127.1.2.2]], [[:Category:235_Preliminary_Plans#235.1_Purpose|235.1]], [[:Category:235_Preliminary_Plans#235.2_Procedure|235.2]], [[:Category:235_Preliminary_Plans#235.6_Approval_of_Preliminary_Plan|235.6]], [[236.13_Designing_Right_of_Way_Plans|236.13]]
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 01, 2022
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*Modified [[LPA:136.1 Introduction#136.1.3.2 Preliminary and Final Design|EPG 136.1.3.2]], [[LPA:136.7 Design#136.7.2.1.6.1 Minimum Plan Requirements|EPG 136.7.2.1.6.1]], and [[LPA:136.7 Design#136.7.2.2.5.1 General Guidance|EPG 136.7.2.2.5.1]]. Added clarification of the requirement to have LPA preliminary plans reviewed and approved prior to submitting ROW plans for review and approval and provide the approval on a specific memo.
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 24, 2022
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*[[:Category:403_Asphaltic_Concrete_Pavement#403.1_Construction_Inspection_for_Sec_403|EPG Section 403.1]] has been revised primarily to incorporate a longstanding separate Word doc, which explained sampling, testing and acceptance procedures for projects with Superpave mixes. Additional revisions were made to update in accordance with current construction and materials specifications.

*[[903.3_Ground-Mounted_Sign_Supports#903.3.4.4_Pipe_Posts|903.3.4.4]] was updated to eliminate redundant 3" pipe post and update capacities.
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 21, 2022
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*[[:Category:712_Structural_Steel_Construction#712.1.5_High_Strength_Bolts_.28Sec_712.7.29|EPG 712.1.5]] updated to reflect modified testing requirements for high strength bolts.
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Recent Policy Changes in the EPG

2024-12-13T21:34:29Z

Hoskir:

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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 13, 2024
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* Adjusted language to use a prescriptive term for water elevation in EPG [[751.1_Preliminary_Design#751.1.2.9.2_Steel_Girder_Options|751.1.2.9.2 Steel Girder Options]].
* Revised EPG [[106.12_Qualified_Lists_(QL)_and_Pre-Acceptance_Lists_(PAL)|106.12 Qualified Lists (QL) and Pre-Acceptance Lists (PAL)]] to provide a definition of qualified lists. This is to help clarify the difference between qualified materials and materials on the pre-apporved list (PAL).
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 12, 2024
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* Updated EPG [[643.4_Railroads#643.4.1.6_Property_Rights_from_Railroads|643.4.1.6 Property Rights from Railroads]] and EPG[[236.7_Negotiation#236.7.5.2_Railroads|236.7.5.2 Railroads]]to match current process of ROW liaisons coordinating ROW acquisition with RR companies rather than the Multimodal RR staff.
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 27, 2024
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* Added guidance to EPG [[:Category:109_Measurement_and_Payment#109.12.2_Change_Order_Approval|109.12.2 Change Order Approval]] to disallow the practice of contractors typing disclaimers on change orders when they sign.
* Revised EPG [[751.24_Retaining_Walls#751.24.2.1_Design|751.24.2.1 Design]] to allow wetcast modular wall blocks in splash zones for non-critical structural application.
* Updated EPG [[751.32_Concrete_Pile_Cap_Intermediate_Bents#751.32.4.2_Encased_Pile_Cap_Bent|751.32.4.2 Encased Pile Cap Bent]] to allow #4 @ 12" (min.) stirrup bars for encased pile cap bents instead of #5 @ 12” (min.).
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 21, 2024
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* Harden language to not allow multi-cell box culverts where medium to heavy drift/debris is reported in EPG [[751.1_Preliminary_Design#751.1.2.8_Box_Culverts|751.1.2.8 Box Culverts]].
* Clarified TSR information for sample records in EPG [[:Category:403_Asphaltic_Concrete_Pavement#403.1.5_Mixture_Production_Specification_Limits_.28Sec_403.5.29|403.1.5 Mixture Production Specification Limits (Sec 403.5)]].
* Updating EPG [[642.14_ADA_Transition_Plan|642.14 ADA Transition Plan|903.6.11 Chevron Alignment Sign (W1-8) (MUTCD Section 2C.09)]] to better describe the process for removal of pedestrian facilities that are not the responsbility of the MoDOT and adds a reference to EPG [[642.2_Consideration_of_Pedestrian_Facilites_on_Projects|642.2 Consideration of Pedestrian Facilities on Projects]].
* Updated EPG [[903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29|903.6.11 Chevron Alignment Sign (W1-8) (MUTCD Section 2C.09)]] this revision involves cleaning up and making the language of the policy more clear to users, removing old information regarding chevrons that no longer apply, changing the current policy from 10mph or greater speed difference to 15mph or greater speed difference, including new language from the 2023 MUTCD.
* ASTM A252 Grade 3 may not be meeting weldable material requirements - updates were made to [[:Category:702_Load-Bearing_Piles#702.1.1_Cast-In-Place_.28CIP.29_Concrete_Piles_.28Sec_702.2.1.29|702.1.1 Cast-In-Place (CIP) Concrete Piles (Sec 702.2.1)]], [[751.3_Structural_Steel_Design_Properties|751.3 Structural Steel Design Properties]], [[751.36_Driven_Piles#751.36.2.1.2_Cast-In-Place_.28CIP.29_Pile|751.36.2.1.2 Cast-In-Place (CIP) Pile]], [[751.36_Driven_Piles#751.36.5.5_Preliminary_Structural_Nominal_Axial_Design_Capacity_.28PNDC.29_of_an_individual_pile|751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile]], [[751.36_Driven_Piles#751.36.5.7.1.2_Design_Values_for_Individual_Cast-In-Place_.28CIP.29_Pile|751.36.5.7.1.2 Design Values for Individual Cast-In-Place (CIP) Pile]], [[751.36_Driven_Piles#751.36.5.7.2.2_Design_Values_for_Individual_Cast-In-Place_.28CIP.29_Pile|751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile]], [[751.39_Pile_Footings#751.39.6.2_Pile_Pull-out_Force|751.39.6.2 Pile Pull-out Force]], and [[751.50_Standard_Detailing_Notes|751.50 Standard Detailing Notes A1.3, G5a1 and G5b1]].
* Updated the buffer that contractors must utilize if human remains are encountered during construction in EPG [[127.2_Historic_Preservation_and_Cultural_Resources#127.2.9.2_Human_Remains_Encountered_During_Construction|127.2.9.2 Human Remains Encountered During Construction]].
* Added [[751.50_Standard_Detailing_Notes#I1._General|751.50 Standard Detailing Notes I1.18]] to use with polyester polymer concrete (PPC) wearing surfaces.
* Clarify staged bridge construction with MSE walls at the abutments and minimum backfill cover requirements for drainpipe under the leveling pad in EPG [[751.1_Preliminary_Design#751.1.2.11_Staged_Construction|751.1.2.11 Staged Construction]], [[751.24_Retaining_Walls#751.24.2.1_Design|751.24.2.1 Design]] and [[751.50_Standard_Detailing_Notes#J1._General|751.50 note J1.43]].
* Reorganization of EPG [[751.40_LFD_Widening_and_Repair|751.40 LFD Widening and Repair]].
* The revisions to EPG [[:Category:1001_General_Requirements_for_Material|1001 General Requirements for Material]], [[:Category:1005_Aggregate_for_Concrete|1005 Aggregate for Concrete]], and [[106.3.2.93_TM-93,_Alkali_Carbonate_Reactivity_Screening|106.3.2.93 TM-93, Alkali Carbonate Reactivity Screening]] will help ensure concrete pavement and masonry are durable and will last the anticipated life span.
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 20, 2024
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* Updated EPG [[:Category:108_Prosecution_and_Progress#108.16_Project_Dates|108.16 Project Dates]] the internal process was rearranged so dates flow with life of project. Removed references to actual and projected dates, they are no longer used in AWP software.
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 11, 2024
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* Removed restriction for use of transparent bridge deck forms on horizontally curved structures in [[751.10_General_Superstructure#751.10.2.4_Transparent_Forms | EPG 751.10.2.4 Transparent Forms]].
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 10, 2024
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* Revised Tack Coat application rate for estimating quantities for bridges in [[751.6_General_Quantities#751.6.2.16_Tack_Coat | EPG 751.6.2.16 Tack Coat]].
* Updated guidance with the State Funded ROW A-date process and clarified some other steps regarding the limited a-date process in [[236.3_Administration#236.3.4_Right_of_Way_Acquisition_Authority_and_Project_Funding | EPG 236.3.4 Right of Way Acquisition Authority and Project Funding]].
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 9, 2024
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* Update guidance on addressing apprenticeship guidance on prevailing wage rates in [[:Category:110_State_and_Federal_Wage_Rates_and_Other_Requirements#110.3_Prevailing_Wages_and_Records_.28Guidance_for_Sec_110.3.29 | EPG110.3 Prevailing Wages and Records (Guidance for Sec 110.3)]].
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 16, 2024
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* Revised monetary limits due to the new 49 CFR part 24 final rule for relocation benefits and minor grammar updates were also made in [[236.8_Relocation_Assistance_Program|EPG 236.8 Relocation Assistance Program]].
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 22, 2024
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* Updated EPG [[:Category:408_Prime_Coat#408.1.5_Method_of_Measurement_.28Sec_408.5.29|408.1.5 Method of Measurement (Sec 408.5)]] to provide guidance and specifications for volume correction of liquid asphalt.
* Updated Longitudinal Buffer Spaces (Table 616.3.6) in EPG [[616.3_Temporary_Traffic_Control_Elements_(MUTCD_Chapter_6C)#616.3.6.4_Side_Road_Tapers|616.3.6.4 Side Road Tapers]].
* Updates to EPG [[:Category:618_Mobilization|618 Mobilization]], this eliminates a separate payment for contract bond and RR insurance. No change to the retention of mobilization in excess of 10% of the contract (released at acceptance for maintenance).
* Updates to reflect LRFD seismic bridge and retaining wall design policy implementation in EPG [[321.2_Geotechnical_Guidelines#321.2.4.4_Light_Towers|321.2.4.4]], [[:Category:720_Mechanically_Stabilized_Earth_Wall_Systems#720.1_Materials_Guidance_for_Sec_720|720.1]], [[:Category:747_Bridge_Reports_and_Layouts#747.2.6.2_Mechanically_Stabilized_Earth_.28MSE.29_Wall_Systems|747.2.6.2]], [[:Category:751_LRFD_Bridge_Design_Guidelines|multiple articles in 751]], [[:Category:756_Seismic_Design|756]] and [[:Category:1052_Mechanically_Stabilized_Earth_Wall_(MSE)_and_Sound_Wall_System_Components|multiple articles in 1052]].
* Include EPG guidance for use of stay-in-place transparent forms for bridge decks in EPG [[751.6_General_Quantities#751.6.1_Index_of_Quantities|751.6.1 Index of Quantities]], [[751.10_General_Superstructure#751.10.1.7_Standard_Bridge_Deck_Details|751.10.1.7 Standard Bridge Deck Details]], [[751.10_General_Superstructure#751.10.2.4_Transparent_Forms|751.10.2.4 Transparent Forms]] and [[751.50_Standard_Detailing_Notes#B3c._Slabs_on_Steel.2C_Concrete_and_Semi-Deep_Abutment.2C_and_Reinforced_Concrete_Wearing_Surfaces.|751.50 Standard Detailing Notes]].
* Chain link fence revised for LRFD specifications and added 120-inch straight and 96-inch curved chain link fence options. Fence posts are attached to top of curb. Chain link fence with Type D and H barrier options also added to allow the barrier to be slip-formed with chain link fence posts attached to back face of barrier, see EPG [[751.5_Structural_Detailing_Guidelines#751.5.8.5_Pedestrian_Railing|751.5.8.5 Pedestrian Railing]], [[751.6_General_Quantities|751.6 General Quantities]], [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.4_Chain_Link_Fence|751.12.4 Chain Link Fence]] and [[751.50_Standard_Detailing_Notes#H11._Fences_and_Sidewalks|751.50-H11 Standard Detailing Notes]].
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 18, 2024
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* EPG [[751.1_Preliminary_Design#751.1.3.4_Barrier_or_Railing_Type.2C_Height_and_Guidelines_for_Curb_Blockouts|751.1.3.4 Barrier or Railing Type, Height and Guidelines for Curb Blockouts]] was updated to correct the crash test classification for the 12” x 29” vertical bridge barrier.
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 11, 2024
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* Current armor detail is no longer in production. An optional armor detail is provided in bridge standard drawings. Added a standard note for those drawings to EPG [[751.50_Standard_Detailing_Notes#H5d._Strip_Seal_.28Notes_for_Bridge_Standard_Drawings.29|751.50]].
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 3, 2024
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* Updated Safer Document in EPG [[907.9_Safety_Assessment_For_Every_Roadway_(SAFER)|907.9]].
* Updated the language in EPG [[:Category:128_Conceptual_Studies#128.2_Preventive_Maintenance_Projects_.281R_and_2R.29|128.2 Preventive Maintenance Projects (1R and 2R)]] to be consistent with the messaging for the SAFER program.
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 2, 2024
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* EPG [[:Category:941_Permits_and_Access_Requests#941.9.8.4_Culvert_Pipe|941.9.8.4 Culvert Pipe]] updates the terminology of the plastic pipes and updates the guidance on use with driveways.
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 27, 2024
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* Update EPG [[147.3_Job_Order_Contracting_(JOC)|147.3 Job Order Contracting (JOC)]] to provide clarity for submitting non-standard JOCs.
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 21, 2024
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* Updated processes and procedures related to Environmental/Historic Preservation work on LPA projects in EPG [[:LPA:136.6_Environmental_and_Cultural_Requirements|136.6 Environmental and Cultural Requirements]].
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 5, 2024
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* Added a standard note to ensure that touch-up products for galvanized reinforcing steel do not contain aluminum in EPG [[751.50_Standard_Detailing_Notes#C1._Bill_of_Reinforcing_Steel|751.50 Standard Detailing Notes]].
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 28, 2024
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* EPG [[:Category:105_Control_of_Work#105.15.2_Final_Acceptance|105.15.2 Final Acceptance]] was updated to clarify the DBE Final Payment Form now serves as the required DBE Participation List and Final Verification.
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 23, 2024
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* Updated EPG [[751.37_Drilled_Shafts#751.37.1.1_Dimensions_and_Nomenclature|751.37.1.1 Dimensions and Nomenclature]], [[751.37_Drilled_Shafts#751.37.1.6_Drilled_Shaft_General_Detail_Considerations|751.37.1.6 Drilled Shaft General Detail Considerations]] and [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|751.50 Standard Detailing Notes - G8. Drilled Shaft]] to clarify column and drilled shaft connection details so contractors do not insert column reinforcements or dowel bars into drilled shaft’s wet concrete.
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 16, 2024
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* Updated EPG [[106.3.2.59_TM-59,_Determination_of_the_International_Roughness_Index|106.3.2.59 TM-59, Determination of the International Roughness Index]] - Profiler certification requirements have changed. Smoothness dispute resolutions no longer settled by the MoDOT SurPro and will require a Third Party.
* MoDOT's guidance for use of guard cable has been updated to clarify low-tension references are for repairs only and all new installations will be high-tension guard cable. These revisions also include guidance for splicing both high-tension and low-tension guard cable in EPG [[231.1_Median_Width#231.1.2_Barrier_Types|231.1.2 Barrier Types]], [[606.2_Guard_Cable|606.2 Guard Cable]], [[:Category:617_Traffic_Barrier|617 traffic barrier]] and [[:Category:1040_Guardrail,_End_Terminals,_One-Strand_Access_Restraint_Cable_and_Guard_Cable_Material|1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Guard Cable Material]].
* Updated EPG [[:Category:612_Impact_Attenuators|612 Impact Attenuators]], [[:Category:612_Impact_Attenuators#612.4_Construction_Inspection_Guidelines|612.4 Construction Inspection Guidelines]] and [[616.23_Traffic_Control_for_Field_Operations#616.23.2.5.11_Protective_Vehicles|616.23.2.5.11 Protective Vehicles]] - This clarifies usage of Impact Attenuators within Work Zones. These clarifications align with recent revisions to TAs and TMA usage.
* Revised content in EPG [[616.19_Quality_Standards_for_Temporary_Traffic_Control_Devices|616.19 - Quality Standards for Temporary Traffic Control Devices]] to language consistent with current policy and rearranged to flow with the order of first appearance in a work zone. Some revisions included eliminating outdated or unnecessary content, including pictures, for the specific article.
* Updates to EPG [[751.1_Preliminary_Design#751.1.3.4_Barrier_or_Railing_Type.2C_Height_and_Guidelines_for_Curb_Blockouts|751.1.3.4 Barrier or Railing Type, Height and Guidelines for Curb Blockouts]], [[751.8_LRFD_Concrete_Box_Culverts#751.8.3.5_Miscellaneous|751.8.3.5 Miscellaneous]], [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.2_Two_Tube_Rail_.28Top_Mounted.29|751.12.2 Two Tube Rail (Top Mounted)]], [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.6_Culvert_Guardrail_.28Top_Mounted.29|751.12.6 Culvert Guardrail (Top Mounted)]] and [[751.50_Standard_Detailing_Notes|751.50 Standard Detailing Notes]] provide a MASH option for attaching guardrail to box culverts. These revisions also include guidance for Two Tube Bridge Railings.
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 13, 2024
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* Updated the Missouri Uniform Crash Report Preparation Manual in [[907.4_Missouri_Uniform_Accident_Report|EPG 907.4]].
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 10, 2024
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* [[902.15_Designing_a_Traffic_Signal#902.15.3.1_Optional_Bidding_of_Traffic_Signal_Detectors|EPG 902.15.3.1]] has been revised to allow core team to specify signal detection type to be documented with memo in eProjects instead of a design exception.
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 27, 2024
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*[[751.1_Preliminary_Design|EPG 751.1 Preliminary Design]] and [[751.36_Driven_Piles|EPG 751.36 Driven Piles]] were revised to clarify guidance for field verification of pile driving which affects design and construction.
*[[751.5_Structural_Detailing_Guidelines#751.5.9.2.1.2_Bend_Shapes|EPG 751.5.9.2.1.2 Bend Shapes]]: New article under the general information for reinforcing steel explaining MoDOT’s bent bar shapes used in structures.
*[[751.5_Structural_Detailing_Guidelines#751.5.9.2.7_Length_Calculations|EPG 751.5.9.2.7 Length Calculations]]: Clarified calculations for hook dimensions and bend deductions.
*[[751.11_Bearings#751.11.3.5_Anchor_Bolts|EPG 751.11.3.5]], [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.1.3_Type_D_and_H_.2842.CA.BA_and_32.CA.BA_single_sloped_railing.29|751.12.1.3-6]],[[751.22_Prestressed_Concrete_I_Girders#751.22.3.4.1_Reinforcing_Steel_Details|751.22.3.4.1]] and [[751.31_Open_Concrete_Intermediate_Bents|751.31]],[[751.32_Concrete_Pile_Cap_Intermediate_Bents|32]] & [[751.35_Concrete_Pile_Cap_Integral_End_Bents|35]]: Revised references to stirrup pin bend shapes. Revised bar shape dimensions or shape numbers in accordance with revisions to the bill of reinforcing standard drawing.
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 14, 2024
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*Changes made to [[902.5_Traffic_Control_Signal_Features_(MUTCD_Chapter_4D)#902.5.23_Signal_Indications_for_Left-Turn_Movements_.E2.80.93_General_.28MUTCD_Section_4D.17.29|902.5.23 Signal Indications for Left-Turn Movements – General (MUTCD Section 4D.17)]] due to new guidelines for Protected Only Left Turns.
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 23, 2024
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*Change made to [[230.1_Horizontal_Alignment#230.1.5_Spiral_Transition_Curves|EPG 230.1.5 Spiral Transition Curves]] due to a change in the 2018 AASHTO Green Book for superelevation runoff lengths for 50+ mph.
*[[616.8_Typical_Applications_(MUTCD_6H)#616.8.1_Temporary_Traffic_Control_for_Contract_Plan_Sheet_Development|616.8.1 Temporary Traffic Control for Contract Plan Sheet Development]] clarifies stationary TMAs will become a new lump sum bid item with applicable new TMA JSP. Mobile operation TMAs will be incidental to the bid items that utilize such methods to get a task done.
*Clarified guidance for conduit clamp anchors versus anchor bolts in [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.1.2.7_Details_of_Mounting_Light_Poles_on_Safety_Barrier_Curbs|EPG 751.12.1.2.7 Details of Mounting Light Poles on Safety Barrier Curbs]] and [[751.50_Standard_Detailing_Notes#H4._Conduit_System|EPG 751.50 - H4. Conduit System]].
*Provided a MASH TL-4 steel barrier alternate for bridges. Creating MO Std Plans 606.61 and Bridge Standard Drawings TTR04 & 05. Adding standard notes to [[751.50_Standard_Detailing_Notes#H9._Thrie_Beam_and_Other_Rail_Types_.28Notes_for_Bridge_Standard_Drawings.29|EPG 751.50 - H9. Thrie Beam and Other Rail Types (Notes for Bridge Standard Drawings).]]
*Updated [[:Category:1048_Pavement_Marking_Material#1048.2.1.1_Qualified_List|EPG 1048.2.1.1 Qualified List]] due to NTPEP has changed their name to AASHTO Product Evaluation and Audit Solutions.
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 18, 2023
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*Updates were made to [[236.12_Quality_Assurance_Reviews|236.12 Quality Assurance Reviews]] to provide a more accurate description of the current processes and procedures of our QARs.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 22, 2023
----
*Changes made to EPG guidelines for flags in [[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)#616.6.2.2_Flags_and_Advance_Warning_Rail_System_on_Signs|616.6.2.2 Flags and Advance Warning Rail System on Signs]] and [[616.5_Flagger_Control_(MUTCD_Chapter_6E)#616.5.3.4_Single_Flagger|616.5.3.4 Single Flagger]] to meet the Manual on Uniform Traffic Control Devices (MUTCD). [[:Category:612_Impact_Attenuators#612.1.4_MoDOT_Equipment.2FMaterials_Stored_in_Bed_of_Protective_Vehicle_Guidelines|612.1.4 MoDOT Equipment/Materials Stored in Bed of Protective Vehicle Guidelines]] was updated to describe how to safely carry loads/cargo in back of the PV as long as it is secure.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 19, 2023
----
*Added new EPG article [[907.10_Complete_Streets|907.10 Complete Streets]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 15, 2023
----
*[[616.8_Typical_Applications_(MUTCD_6H)|616.8 Typical Applications (MUTCD 6H)]] was updated.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 22, 2023
----
*Added info and related notes & pay items to EPG for Decorative Pedestrian Fence. Creating Bridge Standard Drawings. Incorporating a Bridge Pre-qualified Listing (BPPL) for decorative fencing in EPG [[751.6_General_Quantities#751.6.1_Index_of_Quantities|751.6.1 Index of Quantities]], [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.5_Decorative_Pedestrian_Fence|751.12.5 Decorative Pedestrian Fence]], and [[751.50_Standard_Detailing_Notes|751.50 Standard Detailing Notes]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 14, 2023
----
*Updated guidance that indicates when temporary stop signs should be placed at signalized intersections where the electric is out in EPG [[902.5_Traffic_Control_Signal_Features_(MUTCD_Chapter_4D)#902.5.43.1_Temporary_Stop_Signs_at_Signalized_Intersections|902.5.43.1 Temporary Stop Signs at Signalized Intersections]].
*Updated wind loads in EPG [[751.2_Loads#751.2.2.3_Wind_Loads|751.2.23 Wind Loads]] to current LRFD Bridge design Specifications.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 11, 2023
----
*Updated EPG [[:Category:753_Bridge_Inspection_Rating|753.15 (Section 15) - Bridge Inspection Rating Manual]] to make the load rating process clearer to users. For efficiency purposes, excel Load Rating Summary Sheets have also been added to the EPG.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 21, 2023
----
*Updated and created new graphs for EPG [[751.22_Prestressed_Concrete_I_Girders#751.22.1.3_Typical_Span_Ranges|751.22.1.3 Typical Span Ranges]] and [[751.22_Prestressed_Concrete_I_Girders#751.22.1.4_Span_and_Structure_Lengths|751.21.4 Span and Structure Lengths]] to better reflect current design practices,
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 19, 2023
----
*Revised [[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)|616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)]] to add Type IV Fluorescent Orange, replacing Type IV Orange and Type IX/XI Fluorescent Orange for trim-line and drum-like channelizers. Type IV Fluorescent Orange will provide better visibility and luminance at driver's normal observation angle. Type IX/XI are designed for higher observation angle performance and incur higher costs to the TTCD.

*Revised [[:Category:1041_Polypropylene_Culvert_Pipe#1041.7_Polypropylene_Culvert_Pipe_Properties|1041.7 Polypropylene Culvert Pipe Properties]] for current AASHTO references concerning polypropylene storm sewer pipe and NTPEP requirement to be placed on the qualified list. [[750.7_Non-Hydraulic_Considerations#750.7.2_Types|750.7.2]] was also updated to clean up some wording to accurately describe which pipe type is allowable for each group of pipe.

*Added guidance on the change from the contractor self perform requirement from 40% to 30% in [[:Category:108_Prosecution_and_Progress#108.1.1_Review_and_Approval_of_a_Subcontract_Request|108.1.1 Review and Approval of a Subcontract Request]].

*[[:Category:1017_Slag_Cement|1017 Slag Cement]] was revised to better define slag. Slag cement is the industry terminalolgy and intended material.

*Modify referenced ASTM materal standards for HDPE in [[:Category:1060_Electrical_Conduit|1060 Electrical Conduit]] to accurately reflect use as electrical conduit.

*[[:Category:1007_Aggregate_for_Base|1007 Aggregate for Base]] processes for the Districts and CM Lab are being updated to establish how comparable and non-comparable tests and material will be handled.

*Added AASHTO Reference for filter sock to [[806.2_Sediment_Control_Measures|806.2 Sediment Control Measures]] and [[806.8_Storm_Water_Pollution_Prevention_Plan_(SWPPP)#806.8.6.4_Sediment_Control_Measures|806.8.6.4 Sediment Control Measures]].

*[[616.27_Fleet_Lighting|Fleet Lighting]] and [[:Category:612_Impact_Attenuators#612.1.2_MoDOT_Protective_Vehicle.2FTMA_Marking_and_Lighting|612.1.2 MoDOT Protective Vehicle/TMA Marking and Lighting]] were updated to align with the new typical applications.

*Shop drawing review and fabrication inspection responsibilities have been updated in [[106.16_Special_Designs_and_Shop_Drawings#106.16.2_Shop_Drawings|106.16.2 Shop Drawings]] and [[:Category:1080_Structural_Steel_Fabrication#1080.2_Fabrication_Inspection_Shipment_Release_.28FISR.29|1080.2 Fabrication Inspection Shipment Release (FISR)]]

*Updated [[:Category:950_Automated_Traffic_Enforcement#950.1.4_Violation_Study|950.1.4 Violation Study]] and [[:Category:950_Automated_Traffic_Enforcement#950.1.6_Conditions_for_Intersections_with_Automated_Red-Light_Violation_Enforcement_Equipment_Installed_After_January_2011|950.1.6 Conditions for Intersections with Automated Red-Light Violation Enforcement Equipment Installed After January 2011]]. Clarifcation was added for who at MoDOT will review the data.

*[[751.10_General_Superstructure#751.10.1.12_Slab_Pouring_Sequences_and_Construction_Joints|751.10.1.12 Slab Pouring Sequences and Construction Joints]] and [[751.50_Standard_Detailing_Notes#H6._Pouring_and_Finishing_Concrete_Slabs|H6. Pouring and Finishing Concrete Slabs]] have been updated to clarify for simple spans and for redecks (both don’t require pouring sequences) that decks shall be poured up grade.

*[[:Category:242_Optional_and_Alternate_Pavement_Designs#242.6_Specifying_One_Pavement_Type|242.6 Specifying One Pavement Type]] was updated to change documentation requirements from Design Exception, to file a memo in eProjects. The State Design Engineer and State Construction and Materials Engineer will still need to be informed when one pavement type is specified on a MoDOT contract.

*Added acceeleration/decereation lane guidance lookup table to [[233.2_At-Grade_Intersections_with_Stop_and_Yield_Control#233.2.6_Type_4:_Directional_Median_Opening_with_Downstream_U-Turns|233.2.6 Type 4: Directional Median Opening with Downstream U-Turns]]
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 27, 2023
----
*Updated TRB’s NCHRP Report 1043, Guide for Roundabouts in [[233.3_Roundabouts|233.3 Roundabouts]]

*Updated [[:Category:753_Bridge_Inspection_Rating|753 Bridge Inspection Rating]] - A new section was added to the Bridge Inspection Rating Manual - Tunnel Inspection Requirements in Missouri

*Updated [[:Category:941_Permits_and_Access_Requests#941.10_Automated_License_Plate_Readers_and_Pan-Tilt-Zoom_Cameras|941.10 Automated License Plate Readers and Pan-Tilt-Zoom Cameras]] to reflect new approval process with the Department of Public Safety and clearification on existing guidance.

*Updates to [[:Category:941_Permits_and_Access_Requests#941.2_Entrance_Requests_Within_Controlled_Access_Right_of_Way|941.2 Entrance Requests Within Controlled Access Right of Way]] have been made to improve coordination between district traffic and right of way staff.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 24, 2023
----
*Added two new Material Inspection Test Methods to 106.3.2: [[106.3.2.91_TM-91,_Determination_of_Total_Sulfur_in_Fly_Ash_by_Sodium_Carbonate_fusion|106.3.2.91 TM-91, Determination of Total Sulfur in Fly Ash by Sodium Carbonate fusion]] and [[106.3.2.92_TM-92,_Determination_of_Sulfide_sulfur_by_oxidation_of_blended_slag_cements|106.3.2.92 TM-92, Determination of Sulfide sulfur by oxidation of blended slag cements]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 1, 2023
----
*Updated [[Media:903.2a_Signpost_Selection_Guide_2022-5-23.xls|Signpost Selection Guide]] to show "BREAKAWAY REQUIRED" note for applicable entries in the PSST tab.

*Revised [[751.21_Prestressed_Concrete_Slab_and_Box_Beams#751.21.3.4_Prestressing_Strands|EPG 751.21.3.4]] to always use regular-size and fully stressed prestressing strands for the top two prestressing strands for the purpose of supporting the reinforcement cage. The 3/8” support strands are not sufficiently supporting the reinforcement cage.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 26, 2023
----
*Due to a new code of federal regulations relating to bridge weight classifications, [[903.5_Regulatory_Signs#903.5.36_Weight_Limit_Signs_.28R12_Series.29_.28MUTCD_Section_2B.59.29|903.5.36]] has been updated to reflect the changes in signs which will be associated with the new classifications.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 20, 2023
----
*A revision to Sec 401.7.6 will clarify that the density requirement applies to only unconfined longitudinal joints. [[:Category:401_Bituminous_Base_and_Pavement#401.2.6_Construction_Requirements_.28Sec_401.7.29|EPG 401.2.6]] pertaining to this spec has been modified.

*Updated [[751.10_General_Superstructure#751.10.4_Conduit_Systems|EPG 751.10.4]] and [[751.50_Standard_Detailing_Notes#H4._Conduit_System|751.50]] to clarify allowed conduit size and junction box size in concrete barrier Type D, Type H, bridge abutment wing and slab.

*Added the reasoning behind the 90 day camber for typical bridge projects in [[751.22_Prestressed_Concrete_I_Girders|EPG 751.22]] and consideration of line sag is necessary to retrieve accurate camber measurements in [[:Category:1029_Fabricating_Prestressed_Concrete_Members_for_Bridges#1029.2.13_Inspection_of_Completed_Members|EPG 1029.2.13.]]

*Updated [[750.6_Erosion_Control_and_Energy_Dissipation#750.6.3.3_Rock_Ditch_Liner|EPG 750.6.3.3]] clarifying that geotextile is required with Rock Blanket, and now requiring in all installations of Rock Ditch Liner.

*Updated [[:Category:450_Bituminous_Pavement_Design|EPG 450]] to reflect a change in policy to increase minimum lift thicknesses for Superpave and Bituminous Pavement mixes, as per "four times the nominal maximum aggregate size" as recommended by NCHRP study. Additionally, language was added to explain MSCR Graded binders.

*Update to current sheeting types in [[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)|EPG 616.6.]]
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 18, 2023
----
*References to LRFD specifications for development lengths and splice lengths have been updated to those of the current version of the AASHTO LRFD Bridge Design Specifications.
*Articles [[751.5_Structural_Detailing_Guidelines|751.5]] and [[751.37_Drilled_Shafts#751.37.6.1_Reinforcement_Design|751.37.6.1]] have been updated to reflect these changes.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 12, 2023
----
*Added verification of signature link and updating language addressing types of appraisals required during condemnations in [[:LPA:136.8_Local_Public_Agency_Land_Acquisition#136.8.5.2_Title_Information|EPG 136.8.5.2]], [[236.7_Negotiation#236.7.1.13_Pre-Negotiation_Preparation|EPG 236.7.1.13]], and [[EPG 236.10_Right_Of_Way_Condemnation#236.10.7.5_Appraisal.2C_Waiver_Valuation_and_Written_Offer_.28RSMo_523.253.29|236.10.7.5]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 8, 2023
----
*Updated the terminology of divisional (formerly median) islands constructed with non-mountable curbs in EPG Articles [[233.2_At-Grade_Intersections_with_Stop_and_Yield_Control#233.2.12_Islands|233.2.12 Islands]], [[643.4_Railroads#643.4.1.14_Railroad_Crossing_Median_Islands|643.4.1.14 Railroad Crossing Median Islands]] and [[901.1_Lighting_to_be_Provided,_Operated,_and_Maintained_at_State_Expense|901.1.2 Basic Lighting and Intersections Including Ramp Terminals at Crossroads]].
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 7, 2023
----
*Archived [[:Category:405 Processing Reclaimed Asphalt|405 Processing Reclaimed Asphalt]]. The information in this Article is outdated and has been removed.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">February 9, 2023
----
*Updated [[:Category:401_Bituminous_Base_and_Pavement#401.2.3_Job_Mix_Formula_.28Sec_401.4.29|EPG 401.2.3]] and [[:Category:403_Asphaltic_Concrete_Pavement#403.1.4_Job_Mix_Formula|EPG 403.1.4]] so that District Materials may approve mix transfers if the mix quantity per project is 250 tons or less provided the mix type and contract binder grade match what’s listed on the plan sheets or change order.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">February 1, 2023
----
*[[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)#616.6.87_Temporary_Rumble_Strips_.28MUTCD_6F.87.29|616.6.87 Temporary Rumble_Strips (MUTCD_6F.87)]] has been updated to discontinue short-term temporary rumble strips and continue the use of long-term temporary rumble strips.

*Added FS37_Carbon_Reduction_Program_(CRP)_Funds to [[153.11_Financial_Services|EPG 153.11 Financial Services]]
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 27, 2023
----
*Updated [[:Category:139_Design_-_Build|EPG 139 Design-Build]]</br>
This revision updates the Design-Build guidance and processes for invoice reviews, risk to identify auditing, and other minor revisions.

*Updated [[:Category:134_Engineering_Professional_Services|EPG 134 Engineering Professional Services]]</br>
Revisions to EPG 134 better emphasize how conflicts of interest are identified, better defines the solicitation and selection process, rating/scoring of consultants, and brings the entire process up to current practices.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 19, 2023
----
*Updated [[LPA:136.4_Consultant_Selection_and_Consultant_Contract_Management|EPG 136.4]]
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 18, 2023
----
*Revising various specs and EPG articles ([[751.1_Preliminary_Design#751.1.2.9_Girder_Type_Selection|EPG 751.1.2.9]], [[751.6_General_Quantities|751.6]], [[751.14_Steel_Superstructure#751.14.5.8_Protective_Coating_Requirements|751.14.5.8]], [[751.50_Standard_Detailing_Notes|751.50]], [[:Category:1045_Paint_for_Structural_Steel|1045]]) for updates to preferred paint systems. Adding organic zinc coatings and removing calcium sulfonate.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 10, 2023
----
*Update [[903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29|EPG 903.6.11]] Chevron Alignment Sign (W1-8)
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 1, 2023
----
*Updated [[616.8_Typical_Applications_(MUTCD_6H)]]</br>
*Added new Typical Applications Effective January 1, 2023
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 12, 2022
----
*Renamed and updated 127.28 Linking Planning and the National Environmental Policy Act (NEPA) to [[127.28_Planning_and_Environmental_Linkages_(PEL)_and_the_National_Environmental_Policy_Act_(NEPA)|127.28 Planning and Environmental Linkages (PEL) and the National Environmental Policy Act (NEPA)]]. The intent and definition of a PEL has changed since the EPG article was written. This update makes it current to practice.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 6, 2022
----
*[[910.5_ITS_Improvements_Procurement#910.5.1_ITS_Procurement_Overview|910.5.1]] - Added 2 CFR 200.216 reference on prohibited vendors
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 28, 2022
----
*Added new EPG Article [[153.4 Administrative|153.4 Administrative]] in [[:Category:153 Agreements and Contracts|EPG 153 Agreements and Contracts]]
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 15, 2022
----
*[[131.2_Proprietary_Items_and_Public_Interest_Findings|EPG 131.2]] - Removed FHWA and CFR references due to the Changes in 2019 no longer requiring it.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 10, 2022
----
*Correcting language related to NEPA and plan development milestones in EPG [[127.1_Request_for_Environmental_Services#127.1.2.2_Preliminary_Plans_Stage|127.1.2.2]], [[:Category:235_Preliminary_Plans#235.1_Purpose|235.1]], [[:Category:235_Preliminary_Plans#235.2_Procedure|235.2]], [[:Category:235_Preliminary_Plans#235.6_Approval_of_Preliminary_Plan|235.6]], [[236.13_Designing_Right_of_Way_Plans|236.13]]
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 01, 2022
----
*Modified [[LPA:136.1 Introduction#136.1.3.2 Preliminary and Final Design|EPG 136.1.3.2]], [[LPA:136.7 Design#136.7.2.1.6.1 Minimum Plan Requirements|EPG 136.7.2.1.6.1]], and [[LPA:136.7 Design#136.7.2.2.5.1 General Guidance|EPG 136.7.2.2.5.1]]. Added clarification of the requirement to have LPA preliminary plans reviewed and approved prior to submitting ROW plans for review and approval and provide the approval on a specific memo.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 24, 2022
----
*[[:Category:403_Asphaltic_Concrete_Pavement#403.1_Construction_Inspection_for_Sec_403|EPG Section 403.1]] has been revised primarily to incorporate a longstanding separate Word doc, which explained sampling, testing and acceptance procedures for projects with Superpave mixes. Additional revisions were made to update in accordance with current construction and materials specifications.

*[[903.3_Ground-Mounted_Sign_Supports#903.3.4.4_Pipe_Posts|903.3.4.4]] was updated to eliminate redundant 3" pipe post and update capacities.
</div>

<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 21, 2022
----
*[[:Category:712_Structural_Steel_Construction#712.1.5_High_Strength_Bolts_.28Sec_712.7.29|EPG 712.1.5]] updated to reflect modified testing requirements for high strength bolts.
</div>

751.1 Preliminary Design

2024-12-13T21:20:49Z

Hoskir: /* 751.1.2.9.2 Steel Girder Options */ updated per RR3972

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

{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right"
|-
|'''Forms'''
|-
|[[media:751.1.3.2_Structural_Rehabilitation_Checklist.xlsm|Structural Rehabilitation Checklist]]
|}

==751.1.1 Overview==
===751.1.1.1 Introduction===

The Preliminary Design of a structure begins with the district submitting a Bridge Survey indicating their need for a structure, and ends with the completion of the Substructure Layout or TS&L submittal (type, size and location). This article is intended to be a guide for those individuals assigned the task of performing the Preliminary Design or “laying out” of a structure.

The types of structures can be broken into five categories:
:1.) Bridge over Water
:2.) Bridge over Roadway or Railroad
:3.) Box Culvert over Water
:4.) Retaining Wall (CIP walls taller than 5 ft., MSE walls adjacent to bridge end bents)
:5.) Rehabilitation or Modification of Existing Structure

In addition to the following information, the Preliminary Design shall consider hydraulic issues where applicable.

===751.1.1.2 Bridge Survey Processing and Bridge Numbering===

The Preliminary Design process starts with the receipt of the Bridge Survey. The following is a list of steps that are taken by the Bridge Survey Processor.

'''Assign a Bridge Number to the Structure'''

The Bridge Division assigns bridge numbers in Bloodhound to all new, rehabilitated or modified structures (i.e., bridges, box culverts (see [[750.7 Non-Hydraulic Considerations#750.7.4.3 Summary of Responsibilities|EPG 750.7.4.3 Summary of Responsibilities]]), CIP retaining walls over 5 ft. tall and MSE walls adjacent to bridge end bents).

Enter the Bridge Number, survey received date and feature crossed in the Bloodhound database.

'''New Structures:'''

:New structures are numbered in ascending order using the next available bridge number. Numbering for new structures (except timber structures) start at A0001 thru A9999 and will be followed by B1000 thru B9999. (Note: B0001 thru B0581 were used for the Safe and Sound Bridge Replacement Program.)
:New timber bridges are numbered in the same manner using the letter “T” instead of the letter “A”.

'''Temporary Structures:'''

:Temporary bridges use the same number as the new bridge with the letter “T” added to the end (i.e., the temporary bridge for A8650 would be A8650T).

'''Rehabilitated or Modified Structures''' (Except when rehabilitation is only for structural steel coating):

:'''Single Structures (Includes twin structures with individual bridge numbers): '''

::Structures without a suffix letter on the existing bridge number will be numbered using the existing bridge number and a suffix number added that corresponds to the number of rehabilitations or modifications to the structure (i.e., bridge number A0455 becomes A04551 upon its first rehabilitation or modification and A04552 upon its second).

:'''Single Structures with the Suffix “R”:'''
::Structures that have the suffix “R” on the bridge number are usually bridges that have been rehabilitated or modified in the past, but in some cases bridges were given the suffix “R” to denote it as a replacement for a bridge with the same number. Review the existing bridge plans to determine if the “R” was for a rehabilitation or replacement. Structures that have been previously rehabilitated should replace the “R” with a suffix number corresponding to the total number of rehabilitations to the structure (i.e., bridge number A0444R would become A04442 (second rehab. or mod.), bridge number A0055R2 would become A00553 (third rehab. or mod.), etc.). For structures where the “R” denotes it as a replacement, the suffix number corresponds to the number of rehabilitations or modifications and the “R” is dropped (i.e., bridge number L0428R becomes L04281 for the first rehabilitation). If the “R” suffix was removed in a previous rehabilitation, the next suffix number is used regardless if the original structure was a rehabilitation or replacement.

:'''Twin Structures with the Same Bridge Number:'''
::Twin structures with the same bridge number will use a different suffix number for each structure. The numbering is similar to a single structure with the lower suffix number being used on the eastbound or southbound structure and the next suffix number being used on the westbound or northbound structure (i.e., bridge number A0144 would become A01441 for the eastbound bridge and A01442 for the westbound bridge. A future rehabilitation would become A01443 for the eastbound bridge and A01444 for the westbound bridge). Twin bridges with an “R” suffix on the bridge number would receive the suffix numbers using the same rules, but with the same consideration given to the “R” as it is for a single structure.

'''Structural Steel Coating (Use when all bridge pay items are related to structural steel coatings):'''

:Rehabilitations that consist only of structural steel coatings use the existing bridge number plus the suffix “-Paint” (i.e., bridge number A2100 would become A2100-Paint and bridge number A150010 (multiple rehabilitations) would become A150010-Paint). A future rehabilitation consisting of only structural steel coatings would use the suffix “-Paint2” only if no other rehabilitations have been completed since the previous coating rehabilitation.

'''Removal of Existing Bridge Structures:'''

:When a bridge structure is removed and not replaced by a new bridge structure or is removed under a separate contract, the suffix “-Remove” should be added to the latest bridge number (i.e., bridge number T0415 would become T0415-Remove and bridge number K01651 would become K01651-Remove).

'''Re-using Bridge Numbers:'''

:Bridge numbers that were assigned to new structures that were never built are only reused if the proposed structure is at the same crossing location that the bridge number was originally assigned to.

:Bridge numbers that were assigned to rehabilitate or modify structures where the work was not completed may reuse the previous bridge number by adding the suffix “_02” to the bridge number (i.e., bridge number A6545 had plans developed for deck repairs and was assigned the bridge number A65451, but the work was never completed. At a later date, bridge A6545 is set up to be redecked; the bridge number assigned to the redeck would be A65451_02). This suffix is only recorded in Bloodhound for tracking purposes and is not shown as part of the bridge number on file folders or final plans.

'''Create Job Folders'''

Check to see if a Correspondence File has been created. If the Correspondence File has been created, record the Bridge Number(s) in Bloodhound and make a Preliminary Design File for each structure received. If the Correspondence File has not been created, make a Correspondence File, an outer folder and a Preliminary Design File for each structure received. Here is the information for each type of folder/file:
<center>
{|
|-
|style="border-bottom:2px solid black;" width="125px"|Folder Type|| ||style="border-bottom:2px solid black;"|Required Information on Folder
|-
|Outer (pink label)|| ||County, Route and Job No.
|-
|Correspondence|| ||County, Route and Job No.
|-
|Preliminary Design|| ||County, Route, Bridge No., Location and Job No.
|}
</center>
Also, be sure to notify by email the Structural Resource Manager and the appropriate Structural Project Manager or Structural Liaison Engineer, if known, when a new Correspondence File is created. The email subject line should include the Job No., County, Route and Bridge No. Include the name of the Bridge Division contact in the email, either the Structural Project Manager or the Structural Liaison Engineer.

'''Calculate Drainage Information'''

For structures over streams or waterways, calculate the drainage area and length of stream. Generate a drainage summary and include this information along with a map showing the drainage area for the structure and the area surrounding it in the Preliminary Design folder. If the drainage area is less than 1.5 sq. miles, consult the Structural Resource Manager to determine if preliminary design by the Bridge Division is necessary. The accuracy of the drainage area should be to the nearest 0.1 sq. mile for drainage areas less than 10 sq. miles and to the nearest 1 sq. mile for drainage areas greater than or equal to 10 sq. miles. When another stream intersects the subject stream near the downstream side of the proposed structure, create a separate drainage summary for the intersecting stream and include it in the Preliminary Design folder.

'''Process Electronic Files'''

When the electronic files listed in [[:Category:747 Bridge Reports and Layouts#747.1.2 Bridge Survey Submittals|EPG 747.1.2 Bridge Survey Submittals]] are received, verify that the drawing scales are correct and that the necessary reference files are included. Also, review all Bridge Survey Sheets and the Bridge Survey Checklist for accuracy and completeness. The Bridge Survey Processor may have to work with the district to correct any discrepancies and/or omissions.

Add the newly assigned bridge number to the files and place a hard copy in the layout folder.

'''Final Step for Bridge Survey Processor'''

Once all of these steps are completed, the Bridge Survey Processor should deliver the Correspondence File, outer folder and the Preliminary Design Folder(s) to the Structural Resource Manager. An acknowledgement email is sent to the district contact(s) informing them that the Bridge Division has received the Bridge Survey. The email subject line should include the Job No., County and Route. Include the Bridge No(s). and the name of the Bridge Division contact in the email.

Once the survey is found to be complete and accurate, the Survey Complete date should be entered into Bloodhound. This date should match the Surv Rec date if no changes were made. If the survey is not complete or contains inaccuracies as submitted, we need to work with the district to fill in the blanks. If the omissions affect the timeline for completing the preliminary design, the Survey Complete date should reflect the date when we have all the information needed for the preliminary design to move forward without delay. If there is a delay in the bridge division review of the survey, this time should not count against the district in the survey complete date. The Bridge Survey Processor should work closely with the preliminary designer and SPM to determine the proper Survey Complete date in this case. For example, a bridge survey is received on 9/16/2016. Initial review by the bridge survey processor shows a complete survey. The job sits for five weeks while a preliminary resource comes available. Review by the preliminary designer shows a profile grade that is unusable and the preliminary design cannot progress until the grade situation is corrected. It takes four weeks for the grade to get worked out. The Survey Complete date should be four weeks after the Surv Rec date (10/14/2016). The district would not be penalized for our five week delay in reviewing the survey. This date is important because it will help us track when bridge surveys are turned in relative to when they are complete and when the project is due to Design.

===751.1.1.3 Beginning Preliminary Design===

The Preliminary Designer should meet with the Structural Project Manager to go over the Correspondence and Preliminary Design files to see if anything out of the ordinary has come up at Core Team Meetings prior to that date. It is important to include any correspondence or calculations used in the laying out of the structure in the bound portion of the Preliminary Design Folder.

The Preliminary Designer should then examine the Bridge Survey closely for any errors or omissions. Consult [[:Category:747 Bridge Reports and Layouts|EPG 747 Bridge Reports and Layouts]]. Pay special attention to the scales used. Make sure the district's submittal includes photographs and details of staging and/or bypasses, if applicable. Verify that the proposed roadway width meets the NBI criteria for minimum bridge roadway width to avoid building a deficient bridge. Contact the district to resolve any discrepancies or questions.

A visit to the bridge site by the Preliminary Designer may be warranted to help determine Manning’s “n” values, examine adjacent properties, etc. If you decide to make this trip, advise the Structural Project Manager and the district contact since they may also want to attend.

'''Vertical Alignment and Bridge Deck Drainage'''

Laying out a bridge should consider deck drainage concerns for bridges on flat grades and sagging vertical curves and other vertical alignment issues as given in [[230.2 Vertical Alignment|EPG 230.2 Vertical Alignment]] and [[230.2 Vertical Alignment#230.2.10 Bridge Considerations|EPG 230.2.10 Bridge Considerations]].

===751.1.1.4 Coordination, Permits, and Approvals===

The interests of other agencies must be considered in the evaluation of a proposed stream-crossing system; cooperation and coordination with these agencies must be undertaken. Coordination with the State Emergency Management Agency (SEMA), the U.S. Coast Guard, the U.S. Army Corps of Engineers, and the Department of Natural Resources is required.

Required permits include:
*U.S. Coast Guard permits for construction of bridges over navigable waterways.
*Section 404 permits for fills within waterways of the United States from the U.S. Army Corps of Engineers.
*Section 401 Water Quality Certification permits from the Missouri Department of Natural Resources.
*[[748.9 National Flood Insurance Program (NFIP)|Floodplain development permits]] for work in special flood hazard areas from the State Emergency Management Agency (SEMA).

Section 404 and Section 401 permits are obtained by the Design Division. U.S. Coast Guard permits are obtained by the Bridge Division. The Bridge Division will obtain floodplain development permits for projects that include structures in a regulated floodplain. The Design Division will obtain floodplain development permits for other projects involving roadway fill in a regulated floodplain.

Copies of approved U.S. Coast Guard permits and floodplain development permit/applications are sent to the district, with a copy to the Design Division.

See [[:Category:127 MoDOT and the Environment|MoDOT and the Environment]] for more information on the required permits.

===751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)===
<center>
<gallery gallery mode=nolines widths=750px heights=500px " >
File:751.1.1.5_01.png|left|
</gallery>
<div style="width: 700px; text-align: left;">
<nowiki>*</nowiki>13 months minimum required for multi-span bridge design with seismic details or seismic details and abutment seismic design. 13 months minimum required for single-span bridge design with abutment seismic design or seismic details. 24 months minimum required for complete seismic analysis of multi-span bridge design. 24 months minimum required for Railway Crossing bridge design.
</div>
</center>

==751.1.2 Bridges/Boxes==
===751.1.2.1 End Slopes/Spill Fills===

The end slopes are determined by the Construction and Materials Division and are supplied to the Bridge Division by way of the Preliminary Geotechnical Report. If this report is not in the Correspondence file, contact the district to get a copy of it. The Bridge Division has made a commitment to the districts that we will have the bridge plans, specials and estimate completed 12 months after the date the Bridge Survey and Preliminary Geotechnical Report are received. The "12 month clock" does not start ticking until both the Bridge Survey and the Preliminary Geotechnical Report are in the Bridge Division.

When laying out a skewed structure, adjust the end slope for the skew angle. On higher skews, this will have a significant effect on the lengths of the spans. Often the slope of the spill fills will be steeper than the roadway side slopes. On a skewed structure, this makes it necessary to "warp" the slopes.

Whenever there will be a berm under any of the spans, its elevation should be such that there is a minimum of 4 feet clear between the ground line and the bottom of the girder as shown below.

<center>[[Image:751.1_Prelim_Design_Berm_Elevation.gif]]</center>

<center>(*) Specify berm elevation or 4'-0" minimum clearance.</center>

<center>'''BERM ELEVATION</center>

If a rock cut is encountered in the spill slope, a slope of 1:1 may be used to the top of the rock.

===751.1.2.2 Wing Lengths===
The purpose of wings is to contain and stabilize the abutment fill as the roadway transitions to the bridge. For stream crossings in particular, the wings also protect the abutment during extreme hydraulic events.

The lengths of the wings at the end bents are to be determined prior to the issuance of the Bridge Memorandum. There are two reasons for this. First, the district will use these lengths to determine the placement of their guardrail (bridge anchor section). Second, if the lengths of the wings exceed 22 ft. for seismic design category A or 17 ft. for seismic design category B, C or D, they will have to be broken into a stub wing and a detached wing wall. If this happens, then you will need to include this extra cost in your Preliminary Cost Estimate and request soundings for the wall. The request for soundings for the wall should include a request for the determination of the allowable bearing of the soil (if in cut - assume piling if it is in fill) and the angle of internal friction for the material retained by the detached wing wall. Also include the bottom of wing footing elevation.

In order to use a standard end section for Type D barrier on a short turned-back wing, consider increasing the wing length so that the barrier end section is at least 8 feet long.

'''Unequal Wing Lengths'''

Wing lengths at each end of a bridge could be unequal because of several factors: grade of roadway under, superelevation of bridge, skew of the bridge, and/or other ramps/roads/slopes adjacent to the bridge structure, e.g., stream access roads or unusual geomorphic conditions.

Set/determine the wing lengths using the control points, as shown in [[Media:611.1 Embankment at Bridge Ends.pdf|Embankment at Bridge Ends]], which may be used for both grade separations and stream crossings. This is done after the end bent location is determined. If estimated wing lengths are within 3 ft., they should be made equal and based on the longer wing length. Make sure no slope is steeper than that recommended in the geotechnical preliminary report. Slightly flatter slopes are acceptable. The contractor will warp the slopes to fit the wing tip locations.

Equal wing lengths are preferable at stream crossings to mitigate scour, improve erosion control and improve/mitigate parallel water flow along wing and side embankment. Also, since wing lengths are reported to districts for use in estimating rock slope protection limits, unequal lengths (especially on the upstream side) could mistakenly lead to the unfavorable condition of allowing for less than adequate rock side slope protection.

Judgement is required since no two estimated wing lengths at a bridge end will be exactly equal. More often equal wing lengths are used.

On divided highway bridges with high skews and shallow end slopes, the wing lengths on the median side of the bridge may be less than the other side due to the difference in sideslope between the median and the outside.

===751.1.2.3 Live Load Determination===

The live load requirements for a structure shall be HL-93

On box culverts, the actual live load applied to the structure is dependent upon the amount of fill on top of the box; however, see Structural Project Manager for the live load that goes on the Bridge Memorandum.

===751.1.2.4 Skew Angle===

Determining the most appropriate skew angle for the structure involves some judgement. On bridges over streams, pick the angle that will allow floodwater to pass through the bridge opening with the least amount of interference from intermediate bent columns. Another consideration on meandering streams is to avoid a skew which will cause the spill fill – side slope transition from blocking the stream. Often a trip to the field may be justified just for determining the angle (you can even ask the district to stake some different skews for you to observe in the field).

On stream crossings, avoid skews between zero and five degrees and try to use five-degree increments. On grade separations, often the skew must be accurate to the nearest second to maintain minimum horizontal clearances.

Keep all bents on a bridge parallel whenever possible and avoid skews over 55 degrees (30 degrees for adjacent prestressed concrete beams). Also keep in mind that the higher the skew, the higher the Preliminary Cost Estimate due to the beam caps and wings being longer.

===751.1.2.5 Bridge Width ===

For bridge width requirements, see [[231.8 Bridge Width|EPG 231.8 Bridge Width]].

===751.1.2.6 Vertical and Horizontal Clearances===

====751.1.2.6.1 Grade Separations====

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|-
!style="background:#BEBEBE" colspan="3"|Minimum Design Clearances for New Bridges
|-
!style="background:#BEBEBE"|Facility Under Bridge!!style="background:#BEBEBE"|Vertical Clearance under Superstructure<sup>1</sup>!!style="background:#BEBEBE"|Horizontal Clearance
|-
|Interstate and Principal Arterial Routes|| 16’-6” over roadway including auxiliary lanes and shoulders||rowspan="4" width="475"|Clear zone clearances from the edge of the traveled way (includes shoulders and auxiliary lanes) are obtained from the District Design Division. The vertical clearance is required for the full width of the clear zone. Barrier is required if unable to locate obstacles outside clear zone (columns, beams, walls, coping, 3:1 [1V:3H] slopes or steeper). If a barrier is required the minimum distance to the barrier shall be specified on the Bridge Memorandum as the horizontal clearance otherwise the clear zone clearance shall be used. See [[751.2 Loads#751.2.2.6 Other Loads|EPG 751.2.2.6 Other Loads]] and [https://www.modot.org/media/16857 Standard Plans 606.01], [https://www.modot.org/media/16865 606.51] and [https://www.modot.org/media/16893 617.10] for typical barrier and railing options.
|-
|Other State Routes with Volumes ≥ 1700 vpd ||16’-6” over roadway including auxiliary lanes and shoulders
|-
|Other State Routes with Volumes < 1700 vpd ||15’-6” over the roadway including auxiliary lanes and shoulders<sup>'''2'''</sup>
|-
|Other Streets and Roads ||14’-6” (15’-6” commercial zones) over the roadway including auxiliary lanes and shoulders<sup>'''2'''</sup>
|-
|Railroads ||23’-0” inside 18’-0” opening or as required by railroad (23’-4” for UPRR, 23’-6” for BNSF)<sup>'''3'''</sup>||14’-0” and 22’-0” from centerline<sup>'''4,5'''</sup><br/>(25’-0” eliminates collision walls)
|-
|colspan="3"|<sup>'''1'''</sup> Roadway vertical clearances are based upon AASHTO minimums with an additional 6 inches to accommodate future resurfacing of the roadway. An additional 1 ft. is required for pedestrian overpass facilities over roadways. Vertical clearances shown are also applicable when the facility under the bridge is being carried by a bridge.<br/><sup>'''2'''</sup> To provide continuity of travel for taller vehicles exceptions can be made both rural and urban for any routes connecting to the systems where taller vehicles are allowed but not to exceed 16.5 feet.<br/><sup>'''3'''</sup> Clearance is measured from the top of rails (from top of high rail on superelevated track). The required 18-ft. opening centered on the track shall be increased on each side of centerline 1.5 inches per each degree of curvature for any track crossed.<br/><sup>'''4'''</sup> Fourteen feet is a preferred minimum. The absolute minimum is 9 ft. from the centerline plus 1.5 inches per each degree of any track curvature.<br/><sup>'''5'''</sup> The minimum clearance of 22 ft. to be provided on one side of the track(s) is for off-track maintenance. If it is not obvious on which side of the track(s) this clearance is provided, a decision should be obtained from railroad's local representative. Assistance from Multimodal Operations may be required in some situations.
|}

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|-
!style="background:#BEBEBE"|Clearance over Traffic During Construction (New and Existing Structures)
|-
|'''Roadways:''' Consult with the structural project manager or the structural liaison engineer and the district contact for minimum allowable vertical and horizontal clearance. Vertically this is usually 12 to 18 inches below the final minimum vertical clearance. Horizontally this is usually a minimum number of lanes or minimum size of opening required during the project while specifying the locality of the opening (e.g. centered on existing lanes, two 12-ft. lanes minimum in each direction, etc.).<br/>These clearances shall be specified on the Bridge Memorandum to be used in the note required on the final plans. For note see [[751.50 Standard Detailing Notes#A3. All Structures|EPG 751.50 A3. All Structures]].
|-
|'''Railroads:''' If feasible, 15 ft. horizontally from centerline of track and 21.5 ft. vertically from tops of tracks (from top of high rail on superelevated track). If either of these clearances is not feasible then obtain acceptable clearances from the railroad projects manager. For the detail required on the final plans showing minimum clearances during construction over railroads, see [[751.5 Structural Detailing Guidelines#751.5.2.1.2.7 Features Crossed|EPG 751.5.2.1.2.7 Features Crossed]].
|}

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|-
!style="background:#BEBEBE"|Deficient Vertical Clearances on Interstates
|-
|Refer to [[131.1 Design Exception Process#131.1.7 Deficient Vertical Clearances on Interstates|EPG 131.1.7 Deficient Vertical Clearances on Interstates]] for information about coordinating minimum vertical clearance for grade separation structures with the Defense Department.
|}

====751.1.2.6.2 Stream Crossings====
For vertical clearance on stream crossings, see [[748.3 Freeboard|EPG 748.3 Freeboard]].

===751.1.2.7 Structure Type Selection===

Both steel and prestressed concrete girders shall be considered on all structure type selections. As the required span length of the structure increases to bridge the obstruction, deeper girder sections will be required. As a general rule of thumb, span to superstructure depth ratios (S/D) will be on the order of 20 to 30 with the higher numbers being slender, flexible structures.

Preliminary designers should consider these structure types as the span length increases with the top of the list providing the least amount of span capability. Economic consideration should be given to the selection of steel or concrete superstructures. Recent and relevant bid history for each structure type should be reviewed during the preliminary design phase.
:* Concrete Box Culvert (single, double or triple cell)
:* Prestressed or Reinforced Concrete Slab
:* Adjacent Prestressed Concrete Box or Voided Slab Beams (with approval of Structural Project Manager)
:* Shallow Depth Girder Sections: Wide Flange Steel Beams, Spread Prestressed Concrete Beams (Box or Voided Slab), Prestressed I-Girders (Type 2, 3, 4 or 6), or Prestressed NU-Girders (PSNU-35 or PSNU-43)
:* Intermediate Depth Girder Sections: Plate Girder, Prestressed Bulb-Tee Girder (63.5” or 72.5") or Prestressed NU Girder (PSNU-53, 63, 70 or 78)
:* Deep Girder Sections: Plate Girder (greater than 78” web depth)

Voided slab beams are currently only produced by one manufacturer and therefore a long transport may need to be considered in the bridge memo estimate.

Often site conditions warrant the use of shallower depth girder sections to maximize vertical clearance over roads or railroads or to maximize freeboard over streams. When contemplating these situations, the preliminary designer should work with the district highway designer to provide several structure depth options with corresponding roadway profile grade raises. It may be that a more expensive bridge structure results in an overall minimized project cost. High strength concrete or high-performance steel grades may allow the preliminary designer to span longer distances with shallower structures. These higher strength materials may also be used to eliminate girder lines as roadway width increases.

On multi-span structures, it is generally more efficient to have a balanced span arrangement where the end spans are approximately 10 percent shorter than the intermediate spans. This type of arrangement balances the positive moment demand at the midspans with the negative moment demand at the intermediate bents and allows optimization of the structural cross section. For example, a span layout of (67’ - 76’ - 67’) is structurally more efficient than (70’-70’-70’).

===751.1.2.8 Box Culverts===

Most districts prefer a box culvert to a bridge because of the lower maintenance costs; however, if a stream crossing is on the borderline between a box culvert and a bridge, each option should be explored and presented to the district. The presentation to the district should include the cost estimate for each option as well as a recommendation as to which option is preferred by the Bridge Division. Multi-cell box culverts shall be avoided on streams with reported medium to heavy drift because the interior wall creates a snag point and drift will have difficulty passing through the box culvert resulting in clogging and likely undermining of the culvert. Single-cell box culverts may be used if the opening is sized to allow drift to pass. If the stream being crossed is a drainage ditch it is advisable to have the district contact the drainage district to see if they have any specific objections (i.e. drift etc.) to using a culvert at the proposed location. Approval of proposed structure layout by the drainage district may be required, see [[:Category:747 Bridge Reports and Layouts#747.3.4 Bridge Permits or Approvals by Other Agencies|EPG 747.3.4 Bridge Permits or Approvals by Other Agencies]].

====751.1.2.8.1 Hydraulic Design====
A general rule of thumb for the use of a culvert is that it can handle about 1,000 cfs per cell with 3 cells being the usual maximum. This can vary if the slope of the streambed is unusually flat or steep. Another rule of thumb is that the water from a drainage area of less than 5 square miles can usually be handled by a concrete box culvert. Curves or bends should be avoided when possible. See [[750.2 Culverts#750.2.3.2.2 Head Loss Due to Bends|EPG 750.2.3.2.2 Head Loss Due to Bends]] when curves or bends will be used.

For details of hydraulic design, see [[750.2 Culverts|EPG 750.2 Culverts]].

Hydraulic designs and plans for some small box culverts are handled by the district. See [[750.7 Non-Hydraulic Considerations#750.7.4.3 Summary of Responsibilities|EPG 750.7.4.3 Summary of Responsibilities]] for responsibility for analysis, design and final plans preparation.

====751.1.2.8.2 Environmental Requirements====

See [[750.7 Non-Hydraulic Considerations#750.7.3 Environmental Requirements|EPG 750.7.3 Environmental Requirements]] for details of embedment, velocity and conveyance requirements.

====751.1.2.8.3 Layout====

=====751.1.2.8.3.1 Size=====
When sizing the proposed concrete box culvert, use Standard Box Culvert Sizes whenever possible. For information on standard box culverts sizes, see [[750.7 Non-Hydraulic Considerations#750.7.4.1 Standard Plans|EPG 750.7.4.1 Standard Plans]]. For additional information on culvert size, see [[750.7 Non-Hydraulic Considerations#750.7.4.4 Size|EPG 750.7.4.4 Size]].

=====751.1.2.8.3.2 Length=====

The inside face of the headwall is located at the intersection of the roadway fill slope and the top of the top slab of culvert. Typically, the longest barrel is produced considering this intersection point upgrade. Flared inlets, varying roadway widths, clear zones and guardrail placement are possible exceptions to this rule.

When [[231.2 Clear Zones|clear zones]] are provided, locate the inside face of the headwalls of the culvert at or beyond the edge of the roadway clear zone. In situations of very low fill, contact the district to determine if the use of guardrail is preferred to placing the headwalls beyond the edge of the clear zone. When clear zones are not provided the district will determine the need for guardrail on a case by case basis. Typically when guardrail is to be used over a culvert the typical section will show a 3’-5” shoulder widening as shown in [https://www.modot.org/media/16856 Standard Plan 606.00]. Consult the district if it is unclear whether adequate clear zones are provided or if guardrail is to be used over a box culvert. If the fill over the culvert is shallow, [[750.7 Non-Hydraulic Considerations#750.7.4.5 Guardrail Attachment|guardrail attachment]] may need to be provided. It may be advisable to lengthen culverts with shallow fill slightly to provide room for future guardrail attachments if guardrail over the box culvert is not provided.

=====751.1.2.8.3.3 Roadway Fill=====
Minimum roadway fill height is determined at the outside shoulder line and is the greater of 1 ft. or the thickness of the pavement and base material specified in [[750.7 Non-Hydraulic Considerations#750.7.11.1 Minimum Fill Heights|EPG 750.7.11.1 Minimum Fill Heights]]. Pavement and shoulder widths and thicknesses are determined on a project by project basis. Pavement and shoulder details (i.e., width, thickness, alternate pavement options) can be obtained from the district if needed, but based on maximum pavement thicknesses and minimum shoulder widths, fill heights at the outside of the shoulder of 20 ½” or greater on major routes or 14 ½” or greater on minor routes will not require pavement or shoulder details. For more information on pavement and shoulder widths and thicknesses see [[Other Aspects of Pavement Design|Other Aspects of Pavement Design]] and [[:Category:231 Typical Section Elements for Roadways|EPG 231 Typical Section Elements of Roadways]].

Roadway fill outside of the shoulders shall be warped (in the past this was referred to as the fill being “rolled up and over”) to provide a minimum of 12 in. of cover where the top of the culvert could be exposed. A standard note should be shown on the [https://epg.modot.org/index.php?title=751.1_Preliminary_Design#751.1.2.17_Bridge_Memorandums Bridge Memorandums] (Memos) regarding warping the roadway fill. [[media:751.1.2.8.3.3.pdf|Cases where this could occur]] are:

:1. Culvert ends with shallow fill and headwalls located outside of the clear zone.
:2. Median of a divided highway with shallow fill.
:3. Flared Inlets
:4. Auxiliary lane or outer road with skews different than that of the mainline
:5. Steep grade with a wide or skewed culvert.

For additional information of roadway fill, see [[750.7 Non-Hydraulic Considerations#750.7.11 Overfill Heights|EPG 750.7.11 Overfill Heights]].

=====751.1.2.8.3.4 Fill Settlement=====
Check the Preliminary Geotechnical Report for recommendations concerning [[750.7 Non-Hydraulic Considerations#750.7.8 Fill Settlements|fill settlements]] and the use of [[751.8 LRFD Concrete Box Culverts#Collar Beams|collar beams]] on longer box culverts. Cambering of the culvert should also be considered when fill settlements are appreciable. For more information, see [[750.7 Non-Hydraulic Considerations#750.7.9 Camber in Culverts|EPG 750.7.9 Camber in Culverts]].

====751.1.2.8.4 Precast Box Culvert Sections====
If the use of precast box culvert sections will not be allowed to be substituted for cast-in-place construction or if precasting is required it should be noted on the bridge memorandum and on the bridge plans.

Precast option for box culvert extensions will be permitted using a cast-in-place connection where the centerline of new cells is not laterally displaced more than 15° (maximum) from the centerline of existing cells for each cell extension.

====751.1.2.8.5 Abrasion====
If a culvert requires design for abrasion it should be noted on the bridge memorandum. For more information see [[750.7 Non-Hydraulic Considerations#750.7.4.2 Abrasion of Interior Surfaces|EPG 750.7.4.2 Abrasion of Interior Surfaces]].

===751.1.2.9 Girder Type Selection===

Once it has been determined that the structure will have girders, the types of girders to be used must be identified. To check the vertical clearance or freeboard, the maximum span length of each type of girder must be known. See [[751.22_P/S_Concrete_I_Girders#751.22.1.3_Typical_Span_Ranges|EPG 751.22 P/S Concrete I Girders]] or [[751.14_Steel_Superstructure#751.14.1.2_Girder_Limits_and_Preferences|EPG 751.14 Steel Superstructure]]. Adjustments will need to be made if the span ratios become greater than 1.25.

If it is determined that the roadway profile grade will need to be raised (or lowered) to provide additional vertical clearance or freeboard, the preliminary designer should notify the district contact as soon as possible. It is best to provide the district with several options of varying profile grade elevation increase with varying structural depth. Larger grade elevation increases typically result in longer bridges as spill slopes dictate bridge length. The preliminary designer and district contact should work together to minimize the overall project cost even if the bridge cost is slightly more expensive. Consider the various structure types listed in [[#751.1.2.7 Structural Type Selection|EPG 751.1.2.7 Structural Type Selection]] when selecting the girder type. Also consider that adding girder lines or using higher strength material (concrete or steel) may allow longer or shallower spans for a given girder cross section. As a last resort, request a [https://epg.modot.org/index.php/131.1_Design_Exception_Process design exception] for the substandard item.

====751.1.2.9.1 Concrete Girder Options====
Prestressed girder selection should use the following order for trial sizing and spanning:
:Prestressed or reinforced concrete slab beams
:Prestressed Concrete Box Beams
:MoDOT Standard Prestressed Girders Type 2, 3, 4 and 6
:NU Standard Prestressed Girders Type 35, 43, 53, 63, 70 and 78
:MoDOT Bulb-Tees Type 7 and 8

For span lengths longer than 125 feet for prestressed concrete, the girders become very heavy and are difficult to transport to the site and often require two or more large cranes to place on the supports. The preliminary designer should discuss this with the district, and have it documented on the Constructability Questionnaire noted in [[#751.1.2.18.3 Supporting Documents|EPG 751.1.2.18.3 Supporting Documents]].

====751.1.2.9.2 Steel Girder Options====
When considering steel structures, the preliminary designer must decide if the girders should be painted or fabricated from weathering steel. If site-specific conditions allow, the use of unpainted weathering steel (ASTM A709 Grades 50W and HPS70W) should be considered and is MoDOT’s preferred system for routine steel I-girder type bridges due to its performance, economic and environmental benefits. Cost savings are realized because of the elimination of the initial paint system as well as the need for periodic renewal of the paint system over the life of the structure.

Weathering steels provide significant environmental and worker safety benefits as well. Since they do not require initial and periodic repainting of the whole bridge, emissions of volatile organic compounds (VOC) are reduced. Also, they generally do not require coating removal or disposal of contaminated blast debris over the service life of the structure. By eliminating the need for periodic repainting, the closing of traffic lanes can be prevented as well as the associated hazards to painters, maintenance workers, and the travelling public.

Partial coating of weathering steel is required near expansion joints. See [[751.14 Steel Superstructure#751.14.5.8 Protective Coating Requirements|EPG 751.14.5.8]]. Periodic recoating or overcoating will be required, however, on a much smaller scale than the whole bridge with the effect that lane closures and associated hazards are greatly reduced compared to painted steel.

Although weathering steel is MoDOT’s preferred system for routine I-girder bridges with proper detailing, it should not be used for box girders, trusses or other structure types where details may tend to trap moisture or debris. There are also some situations where the use of weathering steel may not be advisable due to unique environmental circumstances of the site. Generally, these types of structures would receive high deposits of salt along with humidity, or long-term wet conditions and individually each circumstance could be considered critical.

The FHWA Technical Advisory T5140.22 October 1989 should be used as guidance when determining the acceptability of weathering steel. Due to the large amounts of deicing salts used on our highways which ultimately causes salt spray on bridge girders, the flowchart below should be used as guidance for grade separations. The flowchart, Fig. 751.1.2.9, below, is general guidance but is not all inclusive. There may be cases based on the circumstances of the bridge site where the use of weathering steel is acceptable even though the flowchart may indicate otherwise. In these cases, follow MoDOT’s [[131.1 Design Exception Process|design exception process]].

[[image:751.1.2.7 weathering steel Nov 2010.jpg|center|650px|thumb|<center>'''Fig. 751.1.2.9 Guidance on the Use of Weathering Steel for Grade Separations'''</center>
'''*''' For multi-lane divided or undivided highways, consider the AADT and AADTT in one direction only.]]
<div id="Weathering steel may be used"></div>
Weathering steel may be used for stream crossings where 1) the base flood elevation is lower than the bottom of girder elevation and 2) the difference between the ordinary high water and bottom of girder elevations is greater than 10 ft. for stagnant and 8 ft. for moving bodies of water. Where the difference in elevations is less than noted, weathering steel may be used upon approval of the Assistant State Bridge Engineer.

Additional documents that can be referenced to aid in identifying the site-specific locations and details that should be avoided when the use of weathering steel is being considered include:

:1. Transporation Research Board. (1989). ''Guidelines for the use of Weathering Steel in Bridges'', (NCHRP Report 314). Washington, DC: Albrecht, et al.

:2. American Iron and Steel Institute. (1995). ''Performance of Weathering Steel in Highway Bridges, Third Phase Report''. Nickerson, R.L.

:3. American Institute of Steel Construction. (2022). Uncoated Weathering Steel Reference Guide. NSBA

:4. MoDOT. (1996). ''Missouri Highway and Transportation Department Task Force Report on Weathering Steel for Bridges''. Jefferson City, MO: Porter, P., et al.

The final brown rust appearance could be an aesthetic concern. When determining the use of weathering steel, aesthetics and other concerns should be discussed by the Core Team members, with input from [https://modotgov.sharepoint.com/sites/br Bridge Division] and [https://modotgov.sharepoint.com/sites/mt Maintenance Division].

If weathering steel cannot be used, the girders should be painted gray (Federal Standard #26373). If the district doesn’t want gray, they can choose brown (Federal Standard #30045). If the district or the local municipality wants a color other than gray or brown, they must meet the requirements of [[1045.5_Policy_on_Color_of_Structural_Steel_Paint|EPG 1045.5 Policy on Color of Structural Steel Paint]]. System G paint is the preferred system on all steel plate girders. See [[751.6_General_Quantities#751.6.2.11_Structural_Steel_Protective_Coatings_.28Non-weathering Steel.29|EPG 751.6.2.11]], [[751.6 General Quantities#751.6.2.12 Structural Steel Protective Coatings (Weathering Steel)|EPG 751.6.2.12]] and [[751.14 Steel Superstructure#751.14.5.8 Protective Coating Requirements|EPG 751.14.5.8]] for further guidance on paint systems.

===751.1.2.10 Longer Bridges===

For bridges that are longer than normal (more than 6 spans being a general rule of thumb), other items must be considered. If the feature you are crossing allows flexibility in bent placement, the most cost-efficient span length is one that will result in the cost of one span's superstructure being equal to the cost of one bent. For example, calculate the cost of one intermediate bent, and then adjust the length of the span until the cost of the girders, slab and curb equal the cost of the bent. The use of higher strength concrete in Prestressed I-Girders or high performance steel in plate girders can allow spans to be increased approximately 20% as a means to eliminate intermediate bents.

Another item to consider is the placement of expansion devices. Be sure to include the costs of the expansion devices and deadman anchors (if applicable) in your Preliminary Cost Estimate.

===751.1.2.11 Staged Construction===

If the new structure being laid out replaces an existing structure on the same alignment, the default method of handling traffic during construction is to close the road and detour traffic. The new substructure should be spaced to avoid the existing substructure units if at all possible.

If the district determines the road cannot be closed, the options for handling traffic include staged construction or using a temporary bypass. If a temporary bypass is used, determine whether the district can size some drainage-diversion pipes for the bypass. If the district decides pipes cannot be used, then a temporary bridge is necessary, and a separate Bridge Survey/Memo/Bridge No. is required.

If the district decides to use staged construction, one important item to verify in this situation is that the new girders will clear the existing substructure. Another item to consider in setting up the staging is the placement and attachment requirements of the temporary concrete traffic barrier relative to the bridge deck and meeting horizontal distance requirements from the edge of the deck, which determines whether the temporary concrete traffic barrier is attached to the deck and how it is attached.
:* For staged bridge construction with MSE walls at the abutments, consider specifying location of temporary MSE walls on the plan details. The interior angle between MSE walls and temporary MSE walls should be greater than 70°. However, if unavoidable, then interior angle shall be absolute minimum 65°. Temporary MSE wall option for staged bridge construction shall not be used when bridge skew is greater than 25°.

Sometimes due to limited space or to retain improved foundation material or to retain existing slope contractor may need to provide temporary shoring prior to constructing temporary MSE wall systems in staged construction, but only the temporary MSE wall should be indicated on the plans. For design requirements of MSE wall systems, see [[:Category:720_Mechanically_Stabilized_Earth_Wall_Systems#720.2_Design_Requirements|720 Mechanically Stabilized Earth Wall Systems]].

===751.1.2.12 Temporary Barriers===

Bridge Plans must note whether temporary concrete traffic barrier is attached or freestanding, and if attached, whether they are attached with tie-down straps or bolt through deck attachment. Coordination is required with district Design. See [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] for more guidance.

:a. Where sufficient distance is available to accommodate lateral deflection of barriers: No attachment is required. Note on plans as “Freestanding” or “No attachment required”.

:b. Where sufficient distance is not available to accommodate lateral deflection of barriers: Tie-down strap system is required. (Refer to [https://www.modot.org/media/16894 Standard Plan 617.20].) Coordinate with district Design to provide a minimum of four connected temporary concrete traffic barrier sections on approach slab roadway.

:c. Where lateral deflection cannot be tolerated: Bolt through deck system is required. (To be used only on existing decks that will be removed and that have sufficient strength.) (Refer to [https://www.modot.org/media/16894 Standard Plan 617.20].) Coordinate with district Design division for required transition barrier attachments that may be used on any deck, existing or new, where lateral deflection is not permitted with approval of the Structural Project Manager or Structural Liaison Engineer.

[[Image:751.1.2.12 Freestanding.jpg|center|640px]]
<center>'''Freestanding Temporary Barrier'''</center>

For all other applications of a freestanding temporary concrete traffic barrier, the preferred installation method requires a 2 ft. buffer area behind the barrier to allow for lateral deflection in both work areas and lane separation situations.

Regardless of deflection distance (buffer area) available, if the bridge deck is super elevated or has a large roadway slope, a freestanding temporary concrete traffic barrier should not be used because the barrier has the potential for movement (“walking”) due to gravity forces and vibrations acting on the barrier.

When a temporary concrete traffic barrier is adequately attached to a bridge deck (refer to Standard Plan 617.20) a minimum distance of 6 in. shall be provided from the edge of the bridge deck to the face of the barrier.

[[Image:751.1 Prelim Design Attached Temp Barrier.jpg|center|640px]]
<center>'''Attached Temporary Barrier'''</center>

===751.1.2.13 Seismic (Earthquake) Design Category A, B, C and D Considerations===

See [[:751.9_Bridge_Seismic_Design|EPG 751.9 Bridge Seismic Design]] for seismic design and detail requirements in accordance with SGS, and LRFD. Utilize provided flow charts.

All new or replacement bridge/wall designs, either nonseismic (meaning a regular static design) or seismic design or detail, must meet Seismic Design Category (SDC) A requirements in accordance with SGS (Seismic Zone 1 of LRFD). Additionally, where applicable bridge seismic designs/details/analysis must meet requirements of the Seismic Design Category B, C, or D in accordance with [https://epg.modot.org/forms/general_files/BR/Bridge_Seismic_Design_Flowchart.pdf Bridge Seismic Design Flowchart].

For laying out new or replacement bridges in SDC A, B, C or D (per SGS), the following is important.
:* Box culverts are preferable to bridges on stream crossings because they are exempt from seismic design unless crossing a known exposed fault.
:* Pile cap intermediate bents and drilled shafts are preferable to open column bents on footings because footings can grow quite large due to seismic forces.
:* Minimize the number of expansion joints in the deck because each of these locations may require earthquake restrainers which are very costly.
:* Make the superstructure as light as possible, which usually means use steel plate girders or wide flanges instead of prestressed concrete girders where possible.

The new or replacement bridge design schedule for a complete seismic analysis requires 24 months minimum and bridge design schedule for seismic details and/or abutment seismic design requires 13 months minimum. Additional 2 - 3 months is required for review and letting process before the schedule letting. See [[751.1_Preliminary_Design#751.1.1.5_New_Regular_Bridge_Design_Schedule_.28Nonseismic.29_.28Nonrailway_Crossing.29|EPG 751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)]].

===751.1.2.14 Temporary Bridges===

If the district will be using a bypass on stream crossings, a temporary bridge may be necessary. The district should first consider using large drainage-diversion pipes to carry the water under the bypass, if the district determines this is not practical, they should submit a Bridge Survey for a temporary bridge on the bypass. Check with the Structural Project Manager for hydraulic design frequency.

Once the number of 40’ spans has been determined, the district should be contacted so they can locate the pieces necessary for the construction of the bridge. Make sure the pieces the district intends to use have the “new” beam caps that take 14” H-pile. The district should provide you with the location of where the pieces are coming from and where they should be taken by the contractor at the end of the project. If the district is unable to find the pieces, then they will need to be contractor furnished. This has a big impact on costs. See [[751.1_Preliminary_Design#751.1.2.17_Preliminary_Cost_Estimate|Preliminary Cost Estimate]].

===751.1.2.15 Bridges Over Railroads===

Consult the AREMA (American Railway Engineering and Maintenance-of-Way Association) Manual for Railway Engineering located in the Bridge Division’s Development Section for more detailed information. Here are some basic points to keep in mind:

* Railroads often raise their tracks so provide some cushion in your vertical clearance.
* Absolute minimum horizontal clearance shall be 9 feet on each side of track centerline plus 1 1/2 inches per each degree of track curvature. (railroad projects manager of the Multimodal Operations Division will obtain the degree of curvature from the railroad)
* Will the railroad want room for an extra track or maintenance roadway?
* Keep the ballast free drained.
* Drainage needs to be designed for 100-year storm.
* Slope protection shall consist of Type 2, 18-inch thick rock blanket placed on top of permanent erosion control geotextile. Some railroads may require changes to this; however, this will be determined on a case-by-case basis.
* Some railroads also now require the barrier and slab overhangs to be designed to accommodate fences that may be added in the future.

If the face of the columns of an intermediate bent is within 25 ft. of the centerline of the railroad track, a collision wall is required. If the face of the columns of an intermediate bent is within 12 ft. of the centerline the top of the collision wall shall be set at 12 ft. above top of rail otherwise the top of the collision wall shall be set at 6 ft. above top of rail.

The railroad projects manager in the Multimodal Operations Division is a very good resource for answering questions at any stage of the layout. It typically takes a very long time to receive approval of a layout from the railroad. The railroad must approve both the preliminary design and the final plans.

When making a [[Media:Layout to Railroad.doc|submittal to the railroad project manager]] for approval of the preliminary design, include three sets of half-sized plat and profile sheets, as well as a copy of the Design Layout.

The new bridge design schedule for a railway crossing bridge requires 24 months minimum. See [[#751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)|EPG 751.1.1.5 New Regular Bridge Design Schedule]].

===751.1.2.16 Historical Bridge Considerations===

You also need to check with the Historical Bridge Coordinator in the Design Division when replacing a bridge. There is not a magic age for a bridge for it to become "historical". Age does not matter. All "Bridge Resources" that will be impacted by MoDOT need to be cleared through the Department of Natural Resources (DNR) Historic Preservation Program (HPP) before they can be replaced, demolished, extensively rehabilitated or deeded to a new owner (county, city, etc.). The following is a definition of "Bridge Resources":

:"Bridge Resources are both public and privately owned highway, railroad and pedestrian bridges, viaducts and culverts. This does not include metal and plastic pipes, unless they are encased in an older concrete, stone or brick structure."

The following is the information on this topic supplied to the district (FYI):

:"Bridge Resources on any given job or [[:Category:126 Location Study and Alternatives Analysis|location study]] need to be checked out and cleared just like historic buildings (architecture) and archaeological sites. Standard size color photographs can be submitted to the Historic Bridge Coordinator directly and/or attached to the Request for Environmental Assessment (RES) or Questionnaire to Determine Need for Cultural Resources Assessment. The Historic Bridge Coordinator will then determine and execute procedures for clearance, if required."

Bridges that are older than 50 years stand a better chance of being evaluated as eligible for the National Register of Historic Places (NRHP) in Clayton Fraser's 1996 draft Missouri Historic Bridge Inventory. This is a study that was undertaken under STURAA (Surface Transportation and Uniform Relocation Assistance Act of 1987) in order to inventory all potentially NRHP eligible historic bridges in the state. Any of these that are determined NRHP eligible by the HPP will require special mitigation (or avoidance) if they are to be affected by project activities. For this reason, it is important that all bridge resources be identified early in the process.

Usually, bridge resources do not stand in the way of right of way acquisition (A-dates) because they are generally located on roadways that the state already owns; however, there are cases in which bridge resources are privately owned and located on private property. In these rare cases, bridge resources would need to be checked out prior to our right of way acquisition approval.

===751.1.2.17 Preliminary Cost Estimate===

'''Box Culverts –''' A new or replaced box culvert is exempt from seismic design unless crossing a known exposed fault. Submit [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx “Request for soil properties Form A”] to Geotech Section and design as a SDC A. If box culvert is crossing a known exposed fault then discuss with Structural Project Manager (SPM) for alternate option.

'''Bridges and Retaining Walls –''' For a new or replaced retaining wall or bridge, review [https://epg.modot.org/forms/general_files/BR/Bridge_Seismic_Planning_Flowchart.pdf Bridge Seismic Planning Flowchart], [https://epg.modot.org/forms/general_files/BR/Bridge_Seismic_Design_Flowchart.pdf Bridge Seismic Design Flowchart], [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf preliminary seismic design map] and following information.
:* Seismic design of overpass should be considered when overpass bridge collapse would greatly impede emergency traffic for the main route. (i.e., No access ramps on a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or a 1st or 2nd priority earthquake emergency route]).
:* For preliminary planning and cost estimate use the SDC values shown on [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf preliminary seismic design map]. SDC boundaries are shown for soil site class D.
:* Site class verification is not required for bridges located in regions SDC A1 or A2, so the preliminary SDC shall be used for plans reporting.
:* In the normal design schedule, the Geotechnical section will determine the site class and an accurate SDC, S<sub>D1</sub>, A<sub>s</sub> for bridges located in the regions encompassed by SDC B, C and D on the [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf preliminary seismic design map]. Typically, the SDC will remain the same as shown on the map or get dropped to a lower SDC (e.g., D to C, C to B, B to A2).
:* If a bridge gets downgraded to SDC A2 after Geotech analysis and carry a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf 1<sup>st</sup> or 2<sup>nd</sup> priority earthquake emergency route], the bridge shall receive seismic details similar to SDC B. If a bridge gets downgraded to SDC A2 after Geotech analysis and does not carry a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf 1<sup>st</sup> or 2<sup>nd</sup> priority route], it will not require seismic details. If a bridge gets downgraded to SDC A1 after Geotech analysis, it will not require seismic details. Typically, downgrades may result in a reduced project schedule and/or a reduced cost estimate for the bridge.
:* Geotechnical section will perform a liquefaction assessment for bridges with a final SDC of C or D and carry a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1<sup>st</sup> or 2<sup>nd</sup> priority earthquake emergency route].

Seismic design category (SDC) is divided in SDC A (S<sub>D1</sub> < 0.15), SDC B (0.15 ≤ S<sub>D1</sub> < 0.30), SDC C (0.30 ≤ S<sub>D1</sub> < 0.50) and SDC D (S<sub>D1</sub> ≥ 0.50). SDC A is subdivided into SDC A1 (S<sub>D1</sub> < 0.10) and SDC A2 (0.10 ≤ S<sub>D1</sub> < 0.15). Submit “Soil properties Form A” to Geotech Section for SDC A1 and SDC A2 area bridges, retaining walls and box culverts. Submit “Soil properties Form A” and “Soil properties Form B” to Geotech Section for SDC B, C and D area bridges and retaining walls. For soil properties form, see [[751.1_Preliminary_Design#751.1.2.19_Soundings_.28Borings.29|EPG 751.1.2.19 Soundings (Borings)]].

The Preliminary Cost Estimate should be neat, legible and dated since a copy of it is included with the Bridge Memo. It should also be rounded to the nearest thousand dollars.

The accepted method of calculating the Preliminary Cost Estimate is to calculate some approximate quantities for the bridge and then multiply them by the unit prices supplied by the Bridge Division Preliminary and Review Section. A spreadsheet should be used to calculate these quantities. To estimate the pounds of reinforcing steel in a structure, multiply the number of cubic yards of concrete in the structure by 125 for bridges. See table below for Box Culverts.

<center>
{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"

!colspan="2" style="background:#BEBEBE" width="400"|Table 751.1.2.17,<br/>Box Culvert Reinforcing Steel (lbs.) Estimate
|-
!style="background:#BEBEBE"|Design Fill (ft.)!!style="background:#BEBEBE"|Concrete (lbs/cy) Multiplier
|-
|2.00||225
|-
|6.00||168
|-
|10.00||116
|-
|25.00||96
|-
|32.00||84
|}
</center>

The Preliminary Cost Estimate should be increased for the following items: Cost Estimate Guide for rural preliminary design (do not compound all increases using your judgment).

{| class="wikitable"
|-
| style="width:300px; text-align: center; background-color:lightgray;" | '''Bridge in SDC boundaries on</br>[https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf preliminary seismic design map]'''
| style="width:125px; text-align: center; background-color:lightgray;" | '''% Cost Increase'''
| style="text-align: center; background-color:lightgray;" | '''Comments for final SDC'''
|-
| SDC A1 </br> SDC A2 (nonseismic) </br> SDC A2 (seismic details)
| style="text-align: center;" | 0 </br> 0 </br> 10
| No cost increase for SDC A1 area bridges and most of the bridges in SDC A2 area. </br> If a bridge carry a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf 1<sup>st</sup> or 2<sup>nd</sup> priority earthquake emergency route] and located in SDC A2 area, it will receive seismic details similar to SDC B (i.e. 10% increase).
|-
| SDC B (single span, seismic details) </br> SDC B (single span, abutment seismic design) </br> SDC B (multi-span)
| style="text-align: center;" | 0 </br> 5 </br> 10
| Cost increase is for seismic details in accordance with the 2023 AASHTO Guide Specifications for LRFD Seismic Bridge Design. If bridge receives a final SDC B and carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route] then abutments will be designed for mass inertial forces per [https://www.modot.org/media/47034 SEG 24-02]. (i.e. 0 to 5% increase for single span bridges). If a bridge gets downgraded to SDC A2 and does not carry a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf 1st or 2nd priority route], it will not require seismic details. If a bridge gets downgraded to SDC A1 after Geotech analysis, it will not require seismic details (i.e. no cost increase).
|-
|SDC C (single span, seismic details) </br> SDC C (single span, abutment seismic design) </br> SDC C (multi-span, seismic details) </br> SDC C (multi-span, complete seismic analysis)
| style="text-align: center;" | 0 </br> 5 </br> 10 </br> 25
| 25% cost increase is for complete seismic analysis. All bridges receiving a final SDC C and not carrying a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route] will only receive seismic details (i.e. 10% increase). If a bridge carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route], gets downgraded to SDC B, it will only receive seismic details and abutments will be designed for mass inertial forces per [https://www.modot.org/media/47034 SEG 24-02] (i.e. 10% increase).If single span bridge receives a final SDC C and carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route] then abutments will be designed for mass inertial forces per [https://www.modot.org/media/47034 SEG 24-02] (i.e. 0 to 5% increase).
|-
| SDC D (single span, seismic details) </br> SDC D (single span, abutment seismic design) </br> SDC D (multi-span, seismic details) </br> SDC D (multi-span, complete seismic analysis)
| style="text-align: center;" | 0 </br> 10 </br> 10 </br> 40
| 40 % cost increase is for complete seismic analysis. All bridges receiving a final SDC D after Geotech analysis and do not carry a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route] will only receive seismic details (i.e. 10% increase). If a bridge carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route], gets downgraded to SDC B, it will only receive seismic details and abutments will be designed for mass inertial forces per [https://www.modot.org/media/47034 SEG 24-02] (i.e. 10% increase). If a bridge carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route], gets downgraded to SDC C, it will receive a complete seismic analysis (i.e. 25% increase). If single span bridge receives a final SDC C or D and carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route] then abutments will be designed for mass inertial forces per [https://www.modot.org/media/47034 SEG 24-02] (i.e. 5 to 10% increase).
|}

:::{|border="0"
| <u>Item</u> || <u>% Cost increase</u>
|-
| width="200" | Staged Construction (SDC A) ||align="center" | 10
|-
| Horizontally Curved (SDC A) || align="center" | 5
|-
| Tight Site/Limited Access || align="center" | 3
|}

The following are guidelines for estimating the cost of the removal of existing bridges:

:::{|border="0"
| <u>Type of Bridge Removal</u> || <u>Cost per Square Foot</u>
|-
| Simple Structures Over Streams || align="center" | **
|-
| Girder Structures Over Roads || align="center" | **
|-
| Conc. Slab Structures Over Interstates || align="center" | **
|-
|     (Quick opening of lanes to traffic)
|}
<math>**</math> Consult Bid Tabs for an analysis of the latest bridge removal costs. Bridge Division staff may consult the Pay Item Spreadsheet maintained by the Structural Review Engineer or see [[751.6_General_Quantities#751.6.1_Index_of_Quantities|EPG 751.6.1 Index of Quantities]].

===751.1.2.18 Bridge Memorandums===

Bridge Memorandums are generated for new and rehabilitated bridge structures including retaining walls. Formal correspondence will not be required for special structural work or miscellaneous structures like high mast tower lighting (HMTL) or small retaining walls equal to or shorter than 5 feet; however, documentation such as a Bridge Memorandum may be a good idea in order to effectively communicate the understanding and agreement to the level of design work proposed and associated construction costs with districts.

====751.1.2.18.1 Purpose====
The Bridge Memorandum is the instrument which coordinates bridge plan and roadway plan preparation. It is sent to the district to inform them where we plan to put the bridge, what kind of structure it will be, what the Preliminary Cost Estimate is and any other pertinent information. More information is required on more complicated structures. If you are not sure if the district needs to have a certain piece of information concerning the structure, include it on the Bridge Memorandum to be safe. Too much information is better than too little.

An electronic copy of the bridge memorandum and supporting documents are sent to the district for review and signature. If, during the design process, revision to the bridge memorandum by either the district or the Bridge Division becomes necessary, all parties to the memorandum are to be notified immediately. The proposed revisions must be agreed to by all parties that signed the original bridge memorandum.

The Bridge Memorandum also serves as a design layout for structures where the latter is not required, see [[#751.1.2.31 Finishing Up Design Layout|EPG 751.1.2.31 Finishing Up Design Layout]].

====751.1.2.18.2 Content====
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%;background:#f5f5f5" width="310px" align="right"
|-style="background:#f5f5f5"
|align-"center"|'''Bridge Memorandum Examples '''
|-
|[[media:751.1.2.18.2 Highway Grade Separation.docx|Highway Grade Separation<br/>(Minor Route over Major Route)]]
|-
|[[media:751.1.2.18.2 Railroad Grade Separation 2021.pdf|Railroad Grade Separation<br/>(Minor Route & Priority EQ Route)]]
|-
|[[media:751.1.2.19.2 Stream Crossing Bridge 2021.pdf|Stream Crossing (Bridge)<br/>(Low Volume Route)]]
|-
|[[media:751.1.2.19.2 Stream Crossing Culvert.pdf|Stream Crossing (Culvert)<br/>(Minor Route)]]
|-
|[[media:751.1.2.18.2 Bridge Rehabilitation 2021.pdf|Bridge Rehabilitation<br/>(Minor Route)]]
|-
|[[media:751.1.2.18.2 Bridge Rehabilitation.pdf|Bridge Rehabilitation<br/>(Major Route and Major Bridge)]]
|-
|[[media:751.1.2.19.2 Retaining Wall.pdf|Retaining Wall]]
|}

Sample listing of what to include on the Bridge Memorandum:

1. Identify the following classifications if applicable: (''[https://epg.modot.org/forms/general_files/BR/751-1-2-18-2_Design_Implications.docx Design Implications]'')
::• All routes involved shall be classified as either:
:::o ([https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major]), as shown in link.
:::o (minor), not a major route and ADT ≥ 400.
:::o (low volume), not a major route and ADT < 400.
::• Major bridges with a total length ≥ 1000 feet shall be classified by specifying “(major)” behind the specified bridge number.
::• [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf Priority 1 or 2 earthquake emergency routes] shall be classified by specifying “(priority <u>1</u> <u>2</u> EQ)” behind the route classification.

2. Identify type of structure, span lengths, skew, loading, roadway width, wing lengths and special end fill considerations. For curved structures, specify how the design span lengths are to be measured i.e., “measured along the CL of Roadway”. If plate girder or wide flange beam, further identify them as either weathering or painted steel.

3. Indicate all pertinent profile grade, alignment and superelevation transition information.

4. Identify the fill exception stations or ends of the bridge. The district uses this to coordinate the bridge with their roadway design features such as guardrail. For PSI-Girder bridges, take into account the [[751.22_P/S_Concrete_I_Girders#psi layout length|layout length]] when calculating these stations.

5. Identify slopes at end bents.

6. Indicate elevation of any berms to be constructed at the end bents.

7. If applicable, call for old roadway fill to be removed to natural ground line.

8. For box culverts, indicate the location of the headwalls and the type of wings to be provided (flared or straight). Also include the upper and lower flow line elevations along the CL of the box.

9. Identify any bridge related items that the district will need to address in their plans or special provisions as a “Roadway Item”.

10. Include the cost estimate for construction (Preliminary Cost Estimate).

11. Include the method of traffic handling while construction is underway. Attach sketches for staged construction when appropriate.

12. For stream crossings, show all pertinent hydrologic data used for the layout of the structure. See [[751.5 Structural Detailing Guidelines#751.5.2.1.5.3 Hydraulic Data|EPG 751.5.2.1.5.3 Hydraulic Data]] for Hydraulic Data tables.

13. For roadway and railroad grade separations, include all minimum vertical and horizontal clearances (final and construction) and include the opening (horizontal limits) of the minimum vertical clearance. The minimum horizontal clearance shall be specified from the edge of the traveled way(s).

14. Quite often, the district will add items to a bridge late in the final design process because they “didn’t think of them” earlier. This often causes extra work due to the necessary redesigns. Include a statement similar to the following to reduce this occurrence:

:*"No conduit, lighting, utility supports or sidewalks are to be included in the final plans for this bridge."

:*If the district has already indicated that they want special items attached to the bridge, include the specifics on the Bridge Memorandum and modify the above note.

15. The design year AADT (annual average daily traffic) and AADTT (annual average daily truck traffic). Request this from the district if it is not shown on the plat sheet. On grade separations, get the AADT and AADTT for both roads.

16. For box culverts, always include the following notes:
:*Channel bottom shall be graded within the right of way for transition of channel bed to culvert openings. Channel banks shall be tapered to match culvert openings. (Roadway Item)
:*If any part of the barrel is exposed, the roadway fill shall be warped to provide 12 inches minimum cover. (Roadway Item) (See [[#751.1.2.8.3.3 Roadway Fill|EPG 751.1.2.8.3.3, Box Culverts, Roadway Fill]].)

17. Also for box culverts, state if guardrail (Roadway Item) is to be provided in lieu of meeting the clear zone requirements. If there will be guardrail over the box culvert and the fill height is less than indicated in [[750.7 Non-Hydraulic Considerations#750.7.4.5 Guardrail Attachment|EPG 750.7.4.5, Box Culverts, Guardrail Attachment]], indicate that attachment of the guardrail to the top slab will be handled in the bridge plans, even though the guardrail itself is a roadway item. For additional information on when to use guardrail attachments, see [[#751.1.2.8.3.2 Length|EPG 751.1.2.8.3.2 Length, Box Culvert, Length]].

18. For stream crossings (new structures, widened structures and rehabs where the waterway opening is reduced.) include a statement stating that a Floodplain Development Permit is required or that a Floodplain Development Permit is not required and that the Bridge Division will request such a permit if necessary. Also indicate the flood hazard zone (i.e., A, A1, B) and whether or not the bridge is in a Floodway.

19. On Rehabilitated and widened structures give the current and proposed load rating and load posting as well as the current condition ratings for the deck, superstructure, substructure and scour.
<div id="19. Identify the bridge"></div>
20. Identify the bridge approach slab class major or minor. If a design exception is required or approved, then note accordingly. Identify asphalt mix type (determined by district) when the asphalt bridge approach slab sub-class is an option.

21. Identify the bridge end drainage provisions as determined by district Design. For example, note when concrete aprons at each wing wall will be required (Rdwy. Item). Note when concrete approach pavement (Rdwy. Item) with or without drain basins (Rdwy. Item) will be required, or note when rock blanket will be required that extends up to full length of bridge approach slabs, or when drain flumes (Rdwy. Item) will be required.

22. For redecks or in other cases where the rock blanket elevations are not shown on the bridge plans and the top of the rock blanket is required to be flush to the existing ground line in accordance with the Memorandum of Agreement with SEMA, include the following note:
: The top of rock blanket shall be flush to the ground line as directed by the engineer. (Roadway Item.)

23. For retaining walls, indicate any aesthetic treatments such as concrete staining and form liner requirements. Be specific regarding names, types and colors of staining, and names and types of form liner.

24. Form liners are standard for MSE precast modular panel wall systems. Be specific regarding names, types and colors of staining, and names and types of form liner. See [https://www.modot.org/bridge-standard-drawings Bridge Standard Drawings → MSE Wall - MSEW].

25. For MSE wall supporting abutment fill: Identify gutter type, fencing, lower longitudinal and lateral drain pipe sizes (type and sizes to be determined by district Design division). (Lateral drain pipes are only required as determined by district Design division.)

26. OPTIONAL Seismic Information for new bridge or wall on Memo: Note “Preliminary Seismic Description: Site Class _, Seismic Design Category _, A<sub>s</sub> = __, S<sub>D1</sub> = _, _____”. The last blank should be filled with “non-seismic”, “seismic details”, “abutment seismic design”, “seismic details with abutment seismic design” or “complete seismic analysis”. The provided information is subject to change after Geotechnical Report is released. See [https://epg.modot.org/forms/general_files/BR/Bridge_Seismic_Planning_Flowchart.pdf Bridge Seismic Planning Flowchart]. (This is similar to item no. 9 under [[751.1_Preliminary_Design#751.1.2.31_Finishing_Up_Design_Layout|EPG 751.1.2.31 Finishing Up Design Layout]].)

27. For rehabs, redecks, widenings, recoatings and new replacement structures, see [[751.1_Preliminary_Design#751.1.3.9_Environmental_Considerations:_Asbestos_and_Lead|EPG 751.1.3.9 Environmental Considerations: Asbestos and Lead]] for notes to include.

====751.1.2.18.3 Supporting Documents====
Supporting documents may provide additional information to the district or request additional information from them. Other documents may need to be included, but at a minimum the following documents should be sent to the district with the Bridge Memorandum:

:* Calculations used for the [[#751.1.2.17 Preliminary Cost Estimate|Preliminary Cost Estimate]]
:* [[:Category:101 Standard Forms#Constructability Questioinnaire|Constructability Questionnaire]], modify to address project issues
:* Layout for [[#751.1.2.19 Soundings (Borings)|Soundings]]

====751.1.2.18.4 Bridge Division Review====

Once the Preliminary Designer has the Bridge Memo and supporting documents completed, they are submitted to the Structural Project Manager (SPM) for their review. The SPM will then request a Bridge Memo Conference with the Assistant State Bridge Engineer, the Structural Resource Manager and the Structural Prelim. & Review Engineer. After the review and conference, the Preliminary Designer will update the Bridge Memorandum and supporting documents. The Designer and SPM sign and date the memo by typing their names and the date in the locations provided.

====751.1.2.18.5 Bridge/District Agreement Process====

The following process will be used to establish agreement between the district and Bridge Division on Bridge Memorandums:

:1) Bridge Memorandums and supporting documentation will be made available on SharePoint by Bridge Division.
:2) The Bridge Division preliminary designer or Structural Project Manager (SPM) will email the Transportation Project Manager (TPM) and the District Bridge Engineer a link to the Bridge Memorandum in SharePoint when the memorandum is ready for review by the district. (A link to the Constructability Questionnaire, Cost Estimate, Layout for Soundings, and Request for Soil Properties may also be included.) As part of their review the TPM should forward the Bridge Memorandum to the appropriate Resident Engineer to solicit their input on the Memorandum.
:3) Changes to the Bridge Memorandum should be made in revision mode or with bold blue text for additions and red strikethrough text for deletion of existing text. (Discussion of proposed changes with the Bridge Division preliminary designer and SPM is recommended before making changes.)
:4) Once the district’s review of the Bridge Memorandum is complete the approving district personnel should type their names, titles and the date in the appropriate locations.
:5) TPMs or their designees email the Bridge Division preliminary designer and SPM to inform them the district has reviewed and signed the Bridge Memorandum. A summary explaining any of the changes should be included in the email.
:6) The Bridge Division preliminary designer or SPM will accept the changes or coordinate with TPMs or their designees to resolve any differences.
:7) Once all differences are resolved the Bridge Division preliminary designer or the SPM will email the TPM or the TPM's designee indicating the agreement process is complete. Changes made to the Bridge Memorandum after the initial agreement may be handled by email or by the process described above.

====751.1.2.18.6 Documentation====
The Bridge Memorandum, supporting documents and related correspondence will be stored on the Bridge Division SharePoint page in the Projects -Inwork directory.

A copy of the agreed upon bridge memo is placed in the Layout folder. If changes are made after the initial agreement, a copy of the revised memo should be added to the layout folder and the original bridge memo marked as void with the date of revision noted.

<div id="bridge memo"></div>
<center>[[Image:751.1_Prelim_Design_Bridge_Memo_(Ex_1).gif]]</center>

===751.1.2.19 Soundings (Borings)===
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="270px" align="right"
|-
|'''Additional Information'''
|-
| [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures Form]
|-
| [https://epg.modot.org/forms/general_files/BR/Guidance_for_Request_for_Final_Soundings_for_Structures_Form.xlsx Guidance for Request for Final Soundings for Structures Form]
|}

====751.1.2.19.1 Purpose ====
The borings define subsurface conditions at the project site and are used to determine type of foundation (driven piles, pile cap footing, spread footings, drilled shafts), preliminary estimate of pile lengths and engineering design properties.

Note that two types of soundings are typically provided by a soundings investigation.

:1. Auger Borings - These are the most typical type of soundings provided due to availability of equipment and low cost. This type of boring is generally stopped immediately upon encountering "hard rock". All description of type of soil and rock encountered is determined in the field.
:2. Core Samples - These are more time consuming and expensive. They are also subject to the availability of the specialized equipment and are therefore provided as sparingly as possible by the soundings crew. Once "hard rock" is encountered at a coring location, drilling is continued for an additional 10 ft. to ensure a consistent layer of actual hard rock (not a boulder). If a void layer is encountered in the additional drilling, the drilling is continued until another 10 ft. of consistent hard rock is encountered. In addition to field determination of soil layer type and performance of the Standard Penetration Test (SPT), samples are returned to the lab for additional tests such as determination of rock quality (% RQD).

====751.1.2.19.2 Required Locations====
'''Bridges –''' Borings should be requested at each bent. For bents on columns, estimate the number and location of the columns for each bent and request borings for these locations.

'''Box Culverts –''' Borings should only be requested for Box Culverts on Rock (no bottom slab). Borings should be requested every 10 ft. along the alignment of both exterior walls for single box culverts and along both the exterior and interior walls for multiple cell culverts.

'''MSE Walls –''' Borings should be requested at 25 ft. intervals along the baseline of the MSE Wall and at control points along the wall (such as bend lines). For a MSE Wall that wraps around an end bent, consideration should be given as to whether requesting additional borings in a grid pattern between the walls is necessary.

'''CIP Concrete Retaining Walls –''' Borings should be requested at 25 ft. intervals along the wall alignment.

====751.1.2.19.3 Required Documents====
'''Plan and Elevation/Profile Sheets.''' Using MicroStation, the proposed structure should be drawn on the bridge survey plan sheet(s). Boring symbols should be placed at all requested boring locations.

To find the Northing and Easting, the "Label Coordinates" tool in MicroStation can be used. The grid factor, projection factor, coordinate system, zone, horizontal datum and vertical datum will be required information necessary for completing the Request for Final Soundings for Structures Form, all of which should have been provided with the bridge survey report.

'''Plan and Elevation Sheet(s) of Existing Bridge.''' When applicable.

'''[https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures Form].''' The [https://epg.modot.org/forms/general_files/BR/Guidance_for_Request_for_Final_Soundings_for_Structures_Form.xlsx Guidance for Request for Final Soundings for Structures Form] is available.

Instructions to Soundings Party included on the form should be similar to the following:

:'''Bridges – '''Provide cores at alternating locations with one core per bent. Where rock is not encountered at core sampling locations, make standard penetration tests at 5 ft. depth increments. If rock is encountered at these core locations, provide RQD determinations at 5 ft. depth increments. If a sounding location is not accessible, please provide an alternative sounding as close as possible to the requested location in order to get an accurate representation of soil conditions at the bent line.

:'''Box Culverts –''' Provide cores at each location to determine depth and quality of rock. Information will be used to determine structure type (concrete box on rock – without bottom slab) and excavation quantities. If rock is unsuitable for concrete box on rock, discontinue core and sound depth to rock. If sounding location is not accessible, provide an alternate sounding as close as possible to the requested location in order to get an accurate representation of soil conditions along proposed culvert wall.

:'''Retaining Walls -''' Request that soundings be taken every 25 ft. along the wall alignment. Soundings shall be made to rock or to a point which is 20 ft. below the bottom of the wall, whichever is higher.

'''Request for Soil Properties –''' The request for soil properties is located on a separate tab in the [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures form].

:'''Bridges –''' If there is a possibility that drilled shafts will be used, request borings based on using drilled shafts so the appropriate lab work can be done the first time.

:'''MSE Walls –''' The request for soundings for MSE walls should include requests for the angle of internal frictions (Ø) for both the foundation (improved and unimproved) and the retained material.

'''Due Date –''' Use the following guidelines when setting a due date:

<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" |Project Time Line!! style="background:#BEBEBE" |Foundation Report Due Date
|-
|< 10 Months|| Contact Geotechnical Section<sup>'''1'''</sup>
|-
|≥ 10 Months|| 13 Weeks from Submittal Date
|-
|colspan="2" width="750" align="left"|<sup>'''1'''</sup> Preferred due date should be discussed at the memo conference and the Geotechnical Section contacted to establish a due date.
|}
</center>

====751.1.2.19.4 Submittal====
The completed [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures Form] and the other supporting documents listed above should be stored in the project's corresponding eProjects folder. (Consultants should contact the Structural Liaison Engineer).

A request for soundings should be sent by email to the Construction and Materials Division. The email shall be addressed to the Geotechnical Engineer and copied to the Geotechnical Director and the Structural Project Manager (or the Structural Liaison Engineer). It should include at a minimum, a link to the SharePoint folder that contains the completed [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures Form] and supporting documents. In addition to the link, any relevant information that may aid the Geotechnical Section in providing the requested borings should be included.

The request for soundings is typically done at the same time that the Bridge Memorandum is sent to the district.

====751.1.2.19.4.1 Sounding Information for Seismic Category A, B, C and D====

For all new or replacement bridges or walls or structure modification for widening submit [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures Form] (Soil Properties Form A and AASHTO LRFD (SGS) Form B) for LRFD projects. Based on following procedure Geotechnical Section will determine SDC for structures located in SDC B, C and D on [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf Preliminary Seismic Design Map]. For all new or replacement box culverts on rock submit [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures Form] (Soil Properties Form A).

:Geotechnical Section will determine S<sub>D1</sub> = , A<sub>S</sub> = , and SDC = ____ using [https://earthquake.usgs.gov/ws/designmaps/aashto-2023/ NSHMP Static Data Services (usgs.gov)] website. The risk-targeted design spectra returned by this web service are derived from the USGS 2018 National Seismic Hazard Model for the conterminous United States. Designer should use same procedure to create response spectra for bridge seismic design or verifying SDC using Geotechnical section reported site class.

:For example see: [https://epg.modot.org/forms/general_files/BR/Example-1_SDC_Response_Spectra.docx Example 1_SDC_Response_Spectra]

===751.1.2.20 Substructure Type===

Once the signed Bridge Memo and the Borings are received, the entire layout folder should be given to the Preliminary Detailer (requested by SPM, assigned by Structural Resource Manager). The Preliminary Detailer will copy the appropriate MicroStation drawings into their own directory. (Do not rename files) Consultants contact Structural Liaison Engineer. The Preliminary Detailer will then draw the proposed bridge on the plat and profile sheets. The bridge should also be drawn on the contracted profile for a perspective of the profile grade relative to the ground line for drainage considerations. The Preliminary Detailer will also generate a draft Design Layout Sheet and then return the layout folder to the Preliminary Designer for review.

The Preliminary Designer will then choose the substructure types for each of the bents. Pile cap bents without concrete encasement are less expensive than column bents but they should not be used at the following locations:

:Where drift has been identified as a problem

:Where the height of the unbraced piling is excessive and kl/r exceeds 120 (kl/r<120 is generally preferred) (take scour into account)

:Where the bent is adjacent to traffic (grade separations)

Encased pile cap bents may be considered if economical. Embed concrete encasement 2 ft. (minimum) below the top of the lowest finished groundline elevation, unless a greater embedment is required for bridge scour. Greater embedment up to 5 or 6 ft. may be considered in situations where anticipated ground line elevation can fluctuate more severely. (Be sure to account for excavation quantities for deeper embedment.) Provision for encasing piles may be considered at the following locations:

:Where drift is a concern and protection is required

:Where larger radius of gyration is necessary and therefore improved buckling resistance for locations where the exposed unbraced column length is large

:Not exclusively where the piles at the pile/wall interface may experience wet/dry cycles and/or excessive periods of ground moisture

<div id="top of permanent casing elevation"></div>
For column bents, an economic analysis should be performed to compare drilled shafts to footings with cofferdams. When evaluating the drilled shaft option, keep in mind that if casing is used (see Geotechnical information) it should extend at least as high as the elevation that would be used for the seal course design. Also keep in mind that the permanent casing should be kept at least one foot below the ground line or low water elevation. Any casing above this elevation will be temporary.

End Bents are usually pile cap bents; however, if quality rock is abundant at or just below the bottom of beam elevation, a stub end bent on spread footings may be used. If you have any doubt about the suitability and uniformity of the rock, you can still use a pile cap end bent. Just include prebore to get a minimum of 10 ft. of piling. If you have concerns about temperature movements, you can require that the prebore holes be oversized to allow for this movement.

For any pile cap bents, where steel piles are to be placed near a fluctuating water line or near a ground line where aggressive soil conditions exist or anticipated to exist in the future, corrosion can result in substantial material loss in pile sections over time, either slowly or rapidly. Galvanized steel piling is required for all new pile cap bents to be used as a deterrent to both accelerated and incidental pile corrosion as commonly seen in the field. Further, conditions like known in corrosive soils, some stream crossings with known history of effects on steel piles and grounds subject to stray currents, these conditions should affect the decision of whether pile cap bents can be effectively utilized. The potential effects of corrosion and the potential deterioration from environmental conditions should always be considered in the determination and selection of the steel pile type and steel pile cross-section (size of HP pile or casing thickness), and in considering the long-term durability of the pile type in service.

Once the substructure type has been determined, re-examine your Preliminary Cost Estimate and notify the district if it needs to be adjusted.

'''Galvanized Steel Piles'''

Galvanizing shall be required for all steel piles. Utilizing galvanized steel piles and pile bracing members shall be in addition to the requirements of [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Standard Specifications Sec 702] except that protective coatings specified in Sec 702 will not be required for galvanized piles or galvanized bracing members.

Where galvanized steel piling is expected to be exposed to <u>severe</u> corrosive conditions, consideration can be given to increased steel pile thickness or consideration of a reduced loaded steel area for bearing, or conditions mitigated to prevent long term corrosivity risk . This equally applies to the potential corrosion and early deterioration of permanent steel casing used for drilled shafts though they are not required to be galvanized. For all cases, further consideration beyond normal practice should be given to investigating corrosion protection, rate of corrosion as it relates to steel thickness design and expected service life including galvanizing losses, corrosion mitigation or different substructure support in order to meet a 75 year or longer design life. For additional information refer to LRFD 10.7.5 and 10.8.1.5. Consult with the Structural Project Manager or Structural Liaison Engineer to determine options and strategy for implementation.

'''All Bridge and Retaining Wall Piles (For Example, abutment piles, wing wall piles, intermediate pile cap bent piles and pile cap footing piles)'''

All surfaces of piles shall be galvanized to a minimum galvanized penetration (elevation) or its full length based on the following guidance. The minimum galvanized penetration (elevation) shall be estimated in preliminary design and finalized in final design. The minimum galvanized penetration (elevation) or full length will be shown on the design layout.

Guidance for determining minimum galvanized penetration (elevation):

The designer shall establish the limits of galvanized structural steel pile (i.e., HP pile and CIP pile). All exposed pile plus any required length below ground shall be galvanized. Based on required galvanized pile length determine and show Minimum Galvanized Penetration (Elevation) or Full Length on the Design Layout and on the plans.
<div id="Required Pile Length"></div>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|-
!style="background:#BEBEBE" width="150"| !!style="background:#BEBEBE"|Required Pile<br/>Galvanizing<br/>For Nonscour!!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Scour !!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Migration
|-
|align="center"|Estimated Pile Length ≤ 50 feet||align="center"|Full Length of Pile||align="center"| Full Length of Pile||align="center"| Full Length of Pile
|-
|align="center"|Estimated Pile Length > 50 feet ||align="center"|20 feet (in ground)<sup>'''1'''</sup> ||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below max. scour depth.||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below stream bed elev.
|-
|colspan="4"|<sup>'''1'''</sup> “In ground” is measured from finished ground line on intermediate bents, and bottom of beam cap for abutments.
|}
<div id="For retaining walls supported"></div>
For retaining walls supported on piles, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below bottom of wall for estimated pile length greater than 50 feet.

For bridge end bents on piles with embankments supported by MSE walls, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below top of leveling pad for estimated pile length greater than 50 feet.

'''Temporary Bridge Piles'''

Protective coatings are not required in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Sec 718]. Galvanized pile is not required. All HP piles driven to rock shall require pile point reinforcement.

===751.1.2.21 Type of Footings===

Once it has been determined that a bent will have columns on footings, the next decision is whether the footings should be pile or spread (on shale or rock). If it is a stream crossing, the bottom of footing elevation should be based on the scour calculations found in [[750.3_Bridges|EPG 750.3 Bridges]], an article dealing with hydraulic design. The borings should then be studied to see if a minimum of 10 ft. of piling can be placed below the footings. If this is doubtful because of the presence of shale or rock, spread footings or drilled shafts should be used. In instances where it appears that a spread footing can be used but there are pinnacles in the area, you may want to use a pile footing and just require prebore to ensure that you get the minimum embedment of 10 feet. For spread footings on grade separations, include a “not above” elevation to ensure a footing cover of at least 3 feet.

===751.1.2.22 Types of Piling===

The two types of piling commonly used are structural steel HP pile and close-ended steel pipe pile (cast-in-place, CIP). Open ended steel pipe pile (cast-in-place, CIP) can also be used. HP piles are commonly used as end bearing piles when shale or rock will be encountered at an elevation that will limit the pile lengths to about 100 ft. or less. CIP piles are commonly used as friction pile for which a minimum tip elevation must be determined (see [[751.36 Driven Piles#751.36.2 Steel Pile|EPG 751.36.2 Steel Pile]] for criteria). All HP piles driven to rock shall require pile point reinforcement. For end bearing pile tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, Geotechnical Section should indicate either “PDA recommended” or “PDA not recommended” in Foundation Investigation Geotechnical Report (FIGR). [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|See EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]] for more information about pile driving verification methods.For CIP pile, Geotechnical Section indicates either "No Pile Point Needed" or "Pile Point Needed" and recommends pile point type on boring log. “Cruciform” or “Conical” pile point reinforcement is allowed for closed ended CIP pile. “Manufactured open ended cutting shoe (inside flange)” pile point reinforcement is allowed for open ended CIP. Generally, pile point reinforcement is needed for CIP pile if boulders, cobbles, or dense gravel are anticipated. For all piles, prebore if necessary to achieve minimum embedment.

Here are some guidelines for minimum embedment:

<center>
::{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"

|width="240"|'''Pile Type'''||width="500"|'''Minimum Embedment'''
|-
|width="240"|Structural Steel HP-Pile||width="500"|10' into natural ground<sup>(5)</sup><br/>15’ into natural ground at integral end bents<sup>(1)(2)</sup><br/>10’ below bottom of MSE wall leveling pad<br/> 15'-20' below scour depth<sup>(4)</sup>
|-
|width="240"|CIP Steel Pipe Pile||width="500"|10' into natural ground <br/> 10’ below bottom of MSE wall leveling pad<br/>15’ into natural ground at integral end bents<sup>(1)(3)</sup><br/>15'-20' below scour depth<sup>(4)</sup>
|-
|colspan="2" align="left" width="740"|'''(1)''' 10’ is allowed if piles are designed using a rigorous design procedure.<br/>'''(2)''' When precore into rock is necessary to provide the minimum 15’ embedment, a minimum precore of 5’ is required. (i.e., 12’ of soil over rock will require a 17’ pile embedment).<br/>'''(3)''' When prebore is required, pile shall be embedded at least 15’ below prebore hole.<br/>'''(4)''' 15’ if the material is hard cohesive or dense granular; 20’ if the material is soft cohesive or loose granular. When precore into rock is necessary to provide the minimum embedment, the embedment into rock shall be determined by design (include rock depth in soil-structure analysis) but minimum precore shall not be less than 5’ into hard rock and 10’ into weak rock regardless of overburden condition.</br>'''(5)''' When precore into rock is necessary to provide the minimum 10’ embedment by design, a minimum precore of 5’ is required. (i.e., 7’ of soil over rock will require a 12’ pile embedment).
|}
</center>

See [[751.24 LFD Retaining Walls#751.24.2.1 Design|EPG 751.24.2.1 Design]] for further guidance on pile embedment behind MSE Walls.

===751.1.2.23 Estimating the Lengths of Piles===

All designers doing preliminary design should use the bearing graph provided in the foundation investigation Geotechnical report to estimate the lengths for piling. If a bearing graph is not provided the designer should perform a static analysis.

One way to check the validity of your static analysis results is to look at the piling information for existing bridges in the vicinity. Please also be on the lookout for any borings that contain "glacial till" (gravelly clay). This material is notorious for stopping pile.

This procedure is not a substitute for experience and engineering judgment. It is simply an attempt to have a more uniform method for estimating pile lengths.

All soil data must be obtained as well as elevation information pertaining to intermediate and end bents. The soil borings and core information are then observed. The unit weights of the different soil layers are determined by correlating information from the core data with information found in reference tables. The resulting unit weights are written on the soil boring page. If the soil is cohesive, the undrained shear strength should be determined by dividing the results of the pocket penetrometer test by two. If there was no pocket penetrometer test performed, then a correlation between the SPT blow counts and the undrained shear strength can be determined from reference tables. The water table must be identified or estimated and labeled on each of the borings and cores. The water table is usually distinguishable by the presence of gray colored soil. Note that more accurate data is obtained from cores than is obtained from borings because borings are performed using an auger type apparatus that mixes and remolds the soil.

===751.1.2.24 Drilled Shafts===

Drilled shafts are to be used when their cost is comparable to that of large cofferdams and footings. Other examples include when there are subsurface items to avoid (culverts, utilities, etc.) or when there are extremely high soil pressures due to slope failures.

The Foundation Investigation request should include a request for opinion regarding the necessity of permanent casing when drilled shafts are investigated.

Cost estimate savings and supporting subsurface information shall be discussed with Construction and Materials before permanent casing is omitted on a project.

The Foundation Investigation Geotechnical Report (or soundings report) for drilled shafts should supply you with the nominal end bearing (tip resistance) and side friction (side resistance) as well as the elevations for which the nominal rock values are applicable.

The Design Layout Sheet should include the following information:

:Top of Drilled Shaft Elevation
:[[#top of permanent casing elevation|Top of Permanent Casing Elevation]]
:Anticipated Tip of Casing Elevation
:Anticipated Top of Sound Rock Elevation

:{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"

|width="75"|Bent||width="100"|Elevation||width="150"|Side Friction (tsf)||width="150"|End Bearing (tsf)
|-
| || || || 
|}

===751.1.2.25 Excavation Datum===

An Excavation Datum should be placed on the Layout Sheet when water is expected to be encountered during the excavation for footings. The elevation used is usually the Low Water Elevation plus 1 foot (rounded up to the next even foot) but may be made slightly higher on bigger streams and rivers. Everything above this datum is Class 1 Excavation while everything below it is Class 2 Excavation.

===751.1.2.26 Seal Courses===

On structures over water with pile footings, a determination should be made as to whether or not to include seal courses. Seal courses are used in conjunction with cofferdams when a contractor may have trouble dewatering the footing excavation. They are usually necessary when you have sandy or gravelly soils and footing elevations below the stream bed. You will need to include a water surface elevation on the Design Layout Sheet for which the Seal Courses should be designed for. Typically the elevation used is the average of the Low Water Elevation and the Design High Water Elevation; however, a site visit may be required to determine how reasonable this is. In no case should this elevation be higher than the 10 year high water elevation or the overbank elevation.

===751.1.2.27 Cofferdams===

Cofferdams should be included if the depth of the hole for the footing exceeds 8 feet and/or the bottom of footing elevation is below the Ordinary High Water (OHW) elevation. Any bent that requires a seal course will also require a cofferdam. These are bid lump sum per bent. Consult with the Assistant State Bridge Engineer about this. All piling in pile footings should be straight (not battered) when a cofferdam is expected.

===751.1.2.28 Webs===

On structures over water where medium to heavy drift has been indicated on the Bridge Survey, consider using web walls between the columns on the column bents near or in the stream. The bottom elevation for the web is typically 1' higher than the overbank elevation.

===751.1.2.29 Protection of Spill Slopes and Side Slopes===

The district shall be consulted for type of slope protection. Either Concrete Slope Protection or Rock Blanket can be used for grade separations and are Roadway Pay Items. On stream crossings, Rock Blanket is usually placed. The type and thickness of Rock Blanket is to be determined by the district based on the flow velocity from the [https://epg.modot.org/index.php?title=750.3_Bridges#750.3.1.9_Scour Scour] design flood frequency. This flow velocity is determined by the person doing the hydraulic calculations and should be placed on the Bridge Memorandum. Permanent erosion control geotextile is always required to be placed under rock blanket.

When Rock Blanket is used, an elevation for the upper limit of this protection needs to be calculated. First, calculate the following two elevations:

:100 year High Water Elevation plus 2 feet
:500 year High Water Elevation plus 1 foot

Take the higher of these two elevations and compare it to the Low Girder Elevation minus 1.2 feet. Use the lowest of these two elevations for the upper limit of your Rock Blanket. This elevation should be placed on the profile sheets.

If the toe of the abutment slope falls on the overbank, the rock blanket apron should extend from the toe toward the channel a distance equal to twice the 100 year flow depth on the overbank, but need not exceed 25 feet.

Note: District Design has the option of extending rock blanket up to and for the full length of the bridge approach slab or otherwise using drain flumes for bridge end drainage. See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]], [[:Category:611 Embankment Protection|EPG 611 Embankment Protection]] and [https://www.modot.org/media/16882 Standard Plan 609.40].

===751.1.2.30 Design Exceptions===

Anytime MoDOT standards are not followed, a Design Exception is necessary. These are usually initiated by the Transportation Project Manager in the district; however, if the item is related to the bridge, the Bridge Division will initiate the [[131.1 Design Exception Process|Design Exception]].

The [https://epg.modot.org/forms/general_files/BR/131.1_Design_Exception.docx Design Exception Information] should be filled out by the preliminary designer and then reviewed by the Structural Project Manager (SPM). A complete explanation of the basis for the design variance must be provided, including cost justification and details on how the variance will affect adjacent properties. The SPM should then submit the Design Exception to the Assistant State Bridge Engineer for review. After this review, the Design Exception should be submitted to the State Bridge Engineer for the Sate Bridge Engineer's signature. This submission should include written comments from the SPM on why the Design Exception should be approved. Once the Design Exception has been signed by the State Bridge Engineer, the SPM should mail the [https://epg.modot.org/forms/general_files/BR/131.1_Design_Exception.docx Design Exception Information Form] and [[Media:Design Except to District.doc|cover letter]] to the Transportation Project Manager in the district. The TPM will sign it and then send it to the General Headquarters Design Division for final approval. The Design Division will supply copies of the signed Design Exception to both the district and the Bridge Division.

Some examples of Design Exceptions initiated by the Bridge Division are:

'''Hydraulic Standards'''

These include not meeting the standards for freeboard, design frequency, etc.

'''Vertical Clearance'''

If the vertical clearance under a new or widened bridge does not meet the standard, a Design Exception is required. If the reduction in vertical clearance is due solely to the overlay of the road under the bridge, the Bridge Division would not initiate the Design Exception.

'''Roadway/Shoulder Width Less Than Standard (New Structures)'''

On new structures, if the roadway and/or shoulder widths on the bridge match the approach roadway, the Design Exception would be initiated by the district. If the roadway and/or shoulder widths on a new bridge are less than the approach roadway, the Design Exception would be initiated by the Bridge Division.

'''Roadway/Shoulder Width Less Than Standard (Existing Structures)'''

On Non-Interstate Rehab (3R) jobs, an exception for width is required any time we don’t meet the new design standards. The approach lanes being referred to in the [[media:128 3R Design Standards (Rural) 2013.docx|rural design standards note (8)]] are the new lanes. The last note should be modified to read “Bridges programmed for replacement within 5 years may be allowed to remain in place as is and should be looked at on a case by case basis.”

On Interstate Rehab (4R) jobs, an exception for width is required any time we don’t meet the new design standards. If an existing bridge is over 200 feet long, FHWA has said that they will routinely approve the width if both shoulders are at least 3.5’ wide, but we should still request the Design Exception. FHWA will want to see any approved Design Exceptions before they approve the preliminary design.

'''Bridge Approach Slabs (New Bridges)'''

On new bridges, the interchangeability of bridge approach slab classes will require a design exception. For example, if a Bridge Approach Slab (Major) is to be substituted for a Bridge Approach Slab (Minor), a design exception will be required and initiated by the Bridge Division based on project core team consensus.

===751.1.2.31 Finishing Up Design Layout===

Design Layouts shall be generated for new bridges, retaining walls and when foundation work is required for bridge widenings. Otherwise, Design Layouts are not utilized for conveyance of information related to rehabilitation projects, or work on existing bridges or, more generally, on structures.

Once the Preliminary Detailer has created the Design Layout Sheet and added the borings and details of the proposed bridge to the plat and profile sheets, they should be checked by the Preliminary Designer. These sheets are the end product of the Preliminary Design process and will be used to perform the structural calculations for the Final Design phase of the bridge, which results in the production of the contract plans. Here is a list of items to include.

{|border="0"
|-
| 1.) || colspan="2" | General Information
|-
|   || a. || [[751.1_Preliminary_Design#751.1.2.18.2_Content|Route and structure classifications]]
|-
|   || b. || Live load designation
|-
|   || c. || Traffic counts for the design year (AADT and AADTT).
|-
|   ||d. || Tie station (if applicable).
|-
|   || e. || Beginning station.
|-
|   || f. || Horizontal curve data.
|-
|   || g. || Profile grade information (including offset from CL of roadway or median).
|-
|   || h. || Excavation datum.
|-
| 2.) || colspan="2" | Superstructure
|-
|   || a. || Type and span lengths.
|-
|   || b. || Roadway widths and type of barrier or railing.
|-
| 3.) || colspan="2" | Substructure
|-
|   || a. || Skew(s) of all bents.
|-
|   || b. || Types of all bents.
|-
|   || c. || Type and locations of sway bracing for concrete pile cap intermediate bent with HP pile.
|-
|   || d. || Locations and top of wall elevations for collision walls.
|-
|   || e. || Embedment of encasement for encased pile cap bent.
|-
|   || f. || Location of tie beam.
|-
|   || g. || Bottom elevations of web beam.
|-
| 4.) || colspan="2" | End Bents (Abutments)
|-
|   || a. || Type of end fill and maximum slope. Include earth plugs for piling in rock fill.
|-
|   || b. || Berm elevations.
|-
|   || c. || Type and extent of spill and side slope protection (permanent erosion control geotextile fabric is required).
|-
|   || d. || Bridge end drainage provisions per district (drain basins<sup>'''1'''</sup>, rock blanket, drain flumes) (Rdwy. Item)
|-
|   || e. || Angle of internal friction to be used for deadman anchors.
|-
| 5.) || colspan="2" | Foundations
|-
|   || a. || Type and lengths of all piling.
|-
|   ||b. || Minimum galvanized penetration (elevation)
|-
|   || c. || Minimum tip elevations for all piles.
|-
|   || d. || Location and elevation for any preboring.
|- style="vertical-align:top;"
|   ||e. || Pile point reinforcement (shoes) required for all structural steel HP piles. When Geotechnical Section indicates pile point reinforcement needed and show pile point type on boring log for CIP pile, then recommended pile point reinforcement type shall be shown on Design Layout.
|-
|   || f. || For end bearing pile when Geotechnical Section recommends dynamic pile testing (PDA) for pile driving verification method then reflect that on Design Layout.
|-
|   || g. || Types of footings, their elevations and allowable bearing (if applicable).
|-
|   || h. || Location of any cofferdams and/or seal courses.
|-
|   || i. || End bearing and side bearing capacity for any drilled shafts.
|-
|   || j. || Top of Rock Socket elevations and their minimum lengths.
|-
|   || k. || Estimated Maximum Scour Depth (Elev.)<sup>'''2'''</sup>
|-
|  || l. || Minimum pile cleanout penetration (Elev.)<sup>'''3'''</sup>
|-
| 6.) || colspan="2" | Traffic Handling
|-
|   || a. || How will traffic be handled (bypass, road closure, staging, other)
|-
|   || b. || Include a sketch of any staging.
|-
| 7.) || colspan="2" | Disposition of Existing Structure
|-
|   || a. || Bridge No(s). of structures slated for removal.
|-
|   || b. || Estimate cost of removal and indicate that this cost is included in the total.
|-
| 8.) || colspan="2" |Hydraulic Information
|-
|   || a. || Drainage area and terrain description.
|-
|   || b. || Design frequency.
|-
|   || c. || Design discharge.
|-
|   || d. || Design high water elevation.
|-
|   || e. || Estimated backwater.
|-
|   || f. || Overtopping frequency and discharge if less than 500 yr.
|- style="vertical-align:top;"
| 9.) || colspan="2" | Seismic Information (New or Replacement Bridge, substructure widening or Wall) (Applies to both seismic and nonseismic designs):
|- style="vertical-align:top;"
|   || a. || Provide Site Class, Seismic Design Category, A<sub>s</sub> and S<sub>D1</sub> for SDC B, C and D bridge/wall, and Liquefaction Potential information for SDC C and D (All available information from Geotechnical report). When A<sub>s</sub> is greater than 0.75 then show A<sub>s</sub> = 0.75. For SDC A area bridge/wall indicate SDC A, S<sub>D1</sub> < 0.15 and A<sub>s</sub> = N/A. Use N/A if not reported in Geotech report.
|- style="vertical-align:top;"
|   || b. || Indicate either “Nonseismic”, "Seismic Details", “Abutment Seismic Design”, “Seismic Details plus Abutment Seismic Design” or “Complete Seismic Analysis” for a bridge structure based on Geotechnical Section provided SDC and [https://epg.modot.org/forms/general_files/BR/Bridge_Seismic_Design_Flowchart.pdf Bridge Seismic Design Flowchart] ([[751.9_LFD_Seismic#751.9.1_Seismic_Analysis_.26_Design_Specifications|EPG 751.9.1 Seismic Analysis and Design Specifications]]).
:* For final SDC A2 from Geotechnical report, indicate “Seismic Details” if bridge carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf 1st or 2nd priority earthquake emergency route]. For final SDC A2 bridge indicate SDC A on design layout.
:* For final SDC B from Geotechnical report, indicate “Seismic Details plus Abutment Seismic Design” if bridge carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major or 1st or 2nd priority earthquake emergency route] otherwise indicate “Seismic details”.
:* For final SDC C or D from Geotechnical report, indicate “Complete seismic analysis” if multi-span bridge carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major or 1st or 2nd priority earthquake emergency route] otherwise indicate “Seismic details”. For final SDC C or D from Geotechnical report, indicate “Abutment Seismic Design” if single-span bridge carry a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major or 1st or 2nd priority earthquake emergency route] otherwise indicate “Seismic details”.
|- style="vertical-align:top;"
|   || c. || For a wall structure in SDC B, or C seismic analysis provisions shall not be ignored for walls that support another structure (i.e. abutment fill or building) in accordance with LRFD 11.5.4.2. Based on wall supporting information and Geotech report indicate “seismic analysis not required” or “seismic analysis required”. SDC D retaining walls shall be designed for seismic load.
|- style="vertical-align:top;"
|   || d. || All new or replacement bridge/wall designs, either nonseismic (meaning a regular static design) or seismic design or detail, must meet Seismic Design Category (SDC) A requirements in accordance with SGS (Seismic Zone 1 of LRFD). Additionally, bridge/wall seismic designs/details must meet requirements of the Seismic Design Category B, C, or D where applicable. See [[751.1_Preliminary_Design#751.1.2.13_Seismic_.28Earthquake.29_Design_Category_A.2C_B.2C_C_and_D_Considerations|EPG 751.1.2.13 Seismic (Earthquake) Design Category A, B, C and D Considerations.]]
|-
| 10.) || colspan="2" | Miscellaneous
|-
|   || a. || Locations of Bridge Approach Slabs.
|-
|   || b. || Call out slab drain requirements if other than the standard procedure.
|-
|   || c. || The location of the stationing reference line (CL roadway, CL median, other).
|-
|   || d. || Station equations.
|-
|   || e. || Minimum final and construction clearances (vertical and horizontal).
|-
|   || f. || Use of weathering steel or color of paint (steel girders).
|-
|   || g. || Name and phone number of district contact.
|-
|   || h. || Preliminary Cost Estimate.
|-
|   || i. || Details of any utilities to be attached to the bridge.
|-
|   || j. || Details of any conduit, light supports or any other unusual attachments.
|-
|   || k. || Channel change requirements.
|-
|   || l. || Temporary shoring requirements and whether it is a Bridge or Roadway Item.
|-
|   || m. || Temporary MSE wall systems. (If determined during layout process for staged bridge construction).
|-
|   || n. || Location of Maint. facility contractor is to use for delivery of MoDOT retained items.
|-
|   || o. || All DGN files should be stored in the project folder (Preliminary subfolder).
|}
{| style="margin: 1em auto 1em auto"
|- style="vertical-align:top;"
| width="40" |   || '''1''' || colspan="2" align="left" | Drain basins can be included with concrete approach pavement per district. (Rdwy. Item)
|- style="vertical-align:top;"
|   || '''2''' || colspan="2" align="left" | 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) in Foundation Data. If return periods are different for different bents, add a new line in Foundation Data.<br/>On the plans report note EPG 751.50 E2.22 for CIP pile.
|- style="vertical-align:top;"
|   || '''3''' || colspan="2" align="left" | Show for open ended CIP piles. For scour condition, minimum cleanout elevation shall be at least 3 feet below maximum estimated scour depth. For non scour condition, minimum cleanout elevation shall be at least 10 feet below natural ground line.
|}

Once the Preliminary Detailer and Designer are in agreement on these items, the entire layout folder should be submitted to the SPM for their review. The SPM will then request a Design Layout Conference with the Assistant State Bridge Engineer and the Structural Resource Manager.

Following this conference, the Preliminary Detailer and Designer will make any requested changes and complete the assembly of the Layout Folder by including the approved Design Layout Sheet and one set of half sized plat and profile sheets. The Layout Folder should then be delivered to the SPM along with one set of half-sized plat and profile sheets and a copy of the Design Layout Sheet.

The SPM should then use a cover letter to send the one set of half-sized plat and profile sheets, as well as the copy of the Design Layout Sheet, to the Transportation Project Manager in the district. Include in this cover letter any changes in the Preliminary Cost Estimate and the current Plans Completion Date. An example can be found on the next page.

The Preliminary Detailer should provide a copy of the Design Layout Sheet to the Bridge Survey Processor. The Bridge Survey Processor should then perform the following tasks:
*Enter the Date to Final Design in the Bridge Survey Book and the Survey Rcv. Database
*Supply a copy of the Design Layout Sheet to Development and Review.
*Copy all of the MicroStation files in house to
*pwname:\\MoDOT\Documents\Central Office\Bridge\A_Prelim_design\district\job no.
*(Consultants contact Structural Liaison Engineer).

The SPM should then enter the following information into Bloodhound:
*Span layout information
*Preliminary Cost Estimate
*Date of Layout Conference
*[[Media:Layout to District.doc|Preliminary Plans to District]]

All other fields in Bloodhound should be updated at this time by the SPM.

The SPM will then send a request for a Final Designer to the Structural Resource Manager.

===751.1.2.32 FHWA Submittal===

Federal involvement is determined in accordance with [[:Category:123 Federal-Aid Highway Program#123.1.1 FHWA Oversight - National Highway System|EPG 123.1.1 FHWA Oversight – National Highway System]]. Projects which are delegated for federal involvement for preliminary design on the PODI matrix must be submitted to FHWA for approval.

The submittal should include the following:

*[[Media:Layout to FHWA.doc|Cover letter]]
*One set of half-sized plat and profile sheets
*One copy of Design Layout Sheet
*One copy of completed Bridge Survey Report
*One copy of the Borings report including Cover Letter from Materials
*One copy of each approved [[131.1 Design Exception Process|Design Exception]] (if applicable)
*One copy of the Bridge Deck Condition Survey Summary (if applicable)
*One copy of the Bridge Rehab Checklist (if applicable)
*One copy of the Bridge Inspection Report for the existing bridge (if applicable)
*One copy of half-sized existing bridge plans (if applicable)
*One copy of anything else referred to on the Design Layout Sheet (an example would be top of pavement elevations if these are to be used in Final Design)

That is the end of the Preliminary Design phase of bridge design at MoDOT.

===751.1.2.33 Aesthetic Enhancements===

Aesthetic enhancements can include everything from form liners and different colored paints to actual brick or stonework on the bridge. The district is required to inform the Bridge Division if aesthetic enhancements will be required on a bridge. Aesthetic enhancements should be discussed by the core team during the scoping process.

Note: Galvanized slab drains are to remain unpainted unless otherwise requested by the district. The required special provision is available if the district wishes to paint the galvanized slab drains.

'''Specifying Form Liners'''

Form liners are typically supplied in 4 ft. wide sections. Consideration should be given to specifying concrete work in 2 ft. increments to avoid waste of form liner. Use of 1 ft. increments may be possible. Avoid specifying work requiring less than 1 ft. increments of form liner without approval of the Structural Project Manager or Structural Liaison Engineer. Specifying work requiring form liner using other than 4 ft. increments may affect cost and should be reviewed.

===751.1.2.34 Blast Loading Considerations===

Consideration should be given to the blast loading provisions given in ''AASHTO LRFD Bridge Design Specifications'' and ''AASHTO Bridge Security Guidelines'' for major bridges only and with the approval of the State Bridge Engineer.

Requirements for provision of blast loading protection and for structural design should be documented on the Bridge Memorandum and Design Layout.

All documentation associated with consideration of and requirements for blast loading protection and/or structural design including structural design computations should be detached or separated from other publicly available documents and marked “Not for Public Consumption.”

===751.1.2.35 Bridge Approach Slabs===

See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].

===751.1.2.36 Bridge End Drainage===

See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].

==751.1.3 Wearing Surfaces/Rehabs/Redecks/Widenings==
===751.1.3.1 Overview===

Modifying existing bridges is quite different from laying out new bridges. Bridge wearing surfaces (overlays), rehabs, redecks and only widenings when the substructure is not being widened require the preparation and approval of a Bridge Memo as the only official written document requiring signatory approval (see [[#751.1.2.19 Bridge Memorandums|EPG 751.1.2.19 Bridge Memorandums]]) as a matter of procedure. A Design Layout is not required in these instances. However, bridge widenings when substructure and foundation work are required will require procedurally both a Bridge Memo and a Design Layout for signatory approval since soundings for exploring subsurface conditions will be required for the foundations.

These types of projects can be broken into four general categories:

#Adding a wearing surface to an existing bridge as part of a roadway overlay project.
#Rehabilitating and/or redecking an existing bridge as a stand alone programmed project.
#Widening an existing bridge to meet minimum shoulder width requirements as part of a roadway overlay project.
#Widening an existing bridge to add lanes as part of a roadway project.

===751.1.3.2 Documentation===

A [[media:751.1.3.2_Structural_Rehabilitation_Checklist.xlsm|structural rehabilitation checklist]] shall be required for determining the current condition and documenting all needed improvements regardless of budget restraints. It is critical to control future growth in project scope or cost overruns during construction that is checklist captures all needed repairs using accurate quantities corresponding to contract bid items. Staff responsible for filling out checklist should contact the Bridge Division if assistance is needing in correlating deterioration with appropriate contract bid items.

A deck test is not required but may be useful in determining the most appropriate wearing surface for bridges with deck ratings of 5 or 6.

A pull off test is not required but may be useful in determining the viability of polymer wearing surface.

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

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

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

===751.1.3.3 Bridges on Resurfacing Projects===

This is probably the most common type of project. The first step is to determine the limits of the project. This can be done by looking at the description and log miles of the project in the Program Book. The district contact should also be consulted to make sure the project limits have not changed. The second step is using the Bridge Maps produced by the Maintenance Division to locate any and all bridges within the limits of the project.

Once the Bridge Nos. for these structures are known, obtain a copy of the Bridge Maintenance report for each structure. These reports contain the log mile for each structure. Compare this to the log mile limits of the project. If the log mile on the report indicates the bridge is outside of the project limits, check with the district contact again to see if the bridge is to be included in the project.

If a bridge falls within the project limits, it must be evaluated to see if it meets the current safety criteria for such items as shoulder width and curb type/height. If the job will be built with federal funds, any substandard safety item must be remedied or handled with a [[131.1 Design Exception Process|design exception]]. If the job will be built with 100% state funds, the bridge can be left alone (no safety improvements).

===751.1.3.4 Barrier or Railing Type, Height and Guidelines for Curb Blockouts===

AASHTO LRFD uses the term “railing” to refer to all types of bridge traffic barrier systems used on bridges. MoDOT uses the term “barrier” for solid concrete bridge railing (single-faced on the edge of roadway and dual-faced medians) and the term “railing” for barrier systems consisting of a rail(s) and supports. Several types of barrier and railing are acceptable for use on bridges in Missouri (see [[#Common Bridge Barrier and Railing (for Rehabilitations)|Common Bridge Barrier and Railing]]); thrie beam railing, Type A, B, C, D, G and H barrier; curb and parapet barrier, two tube rail; or FHWA MASH or NCHRP 350 approved crash tested barrier or railing meeting TL-4 rating as given on the [https://safety.fhwa.dot.gov/roadway_dept/countermeasures/reduce_crash_severity/listing.cfm?code=long FHWA Bridge Railings website].

While meeting MASH TL-4 requirements is preferred, existing barrier or railing may be used in place if meeting NCHRP 350 TL-3 or TL-4 requirements, or existing barrier or railing may be retrofitted to meet same requirements. See [[#Common Bridge Barrier and Railing (for Rehabilitations)|Common Bridge Barrier and Railing (for Rehabilitations)]] for further guidance.

New bridge barrier or railing on existing bridges shall meet MASH TL-4 requirements on major routes with design speeds greater than 45 mph. Similarly, MASH TL-4 barrier or railing is required on minor and low volume routes with design speeds greater than 55 mph or AADT ≥ 1700. New bridge barrier or railing on existing bridges for all other major, minor, and low volume routes may instead meet MASH TL-3, NCHRP 350 TL-4 or NCHRP 350 TL-3 requirements where circumstances restrict the use of a MASH TL-4 barrier or railing. In any case, the new barrier or railing shall not be rated lower than the existing barrier or railing. The hierarchy for crash test ratings in descending order is listed below with qualified barriers and railings in Missouri:

:* MASH (2016) TL-4 (Type C and D barrier, 38-inch two tube railing)
:* MASH TL-3 (Type H barrier, Type A and B barrier, culvert guardrail)
:* NCHRP 350 TL-4 (32-inch two tube railing)
:* NCHRP 350 TL-3 (12” x 29” vertical barrier, thrie beam railing).

Type C and D barrier shall be used on all redecks, rehabs and widenings where the full length of barrier is being replaced with exceptions for the following:
:* sight distance concerns. Type H barrier or two tube rail is recommended.
:* rating concerns where the weight of the barrier prohibits its use or causes impractical restrictions or costs for the project. Type H barrier or two tube rail is recommended.
:* roadway width restrictions. 32-inch two tube rail or thrie beam rail is recommended.

The approach railing does not need to match the test level of the bridge barrier or railing. MoDOT standard approach rails typically do not rate higher than TL-3.

When using a concrete barrier, a five-hole bolt pattern shall be used for connecting the approach railing to the bridge barrier.

Bridge barrier or railing on single lane bridges may be used in place if for no other reason than the grade is not being raised. Thin wearing surfaces measuring no more than 3/8 inch will not be considered as raising the grade.

'''Thrie Beam Railing (Bridge Guardrail)'''

If the deck is less than 8½ inches thick, the attachment must bolt through the deck with a plate on the bottom side of the deck. In the past, MoDOT used details where a bent stud was formed within the deck. This is no longer acceptable because of observed failure in thin decks where the edge can break off and the bottom of slab can pop out during a collision.

The center of the thrie beam shall be a minimum of 21 inches to the top of the finished driving surface.

Thrie beam railing shall not be installed on new or replacement bridges or widenings. Thrie beam shall not be used for grade crossings or other areas where drainage over the side of the deck is a concern.

'''W-beam Railing (Culvert Guardrail)'''

The MASH TL-3 standard for guardrail attachment is covered in [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.6_Culvert_Guardrail_(Top_Mounted)|EPG 751.12.6 Culvert Guardrail (Top Mounted)]]. Existing guardrail or thrie beam attachments likely do not have an adequate base plate design, railing height or headwall clearance to be considered MASH TL-3 compliant. Existing attachments most closely fit NCHRP 350 TL-3 or MASH TL-2. Existing guardrail attachments shall be treated in the same manner as free-standing guardrail when determining if the system can be used in place ([[606.1_Guardrail#606.1.3.1_Guardrail_Selection_and_Placement|see EPG 606.1.3.1 Guardrail Selection and Placement]]). If Midwest Guardrail System (MGS) is required and space is available for headwall clearance, 2’-10” minimum between headwall and roadway face of guardrail, the MASH TL-3 standard for guardrail attachment shall be used.

If there is less than 2’-10” of space between headwall and roadway face of guardrail, a thrie beam shall be used and it is preferrable to top mount the headwall instead of pushing the slab mount closer to headwall. The condition of the headwall should be considered before choosing the headwall mount option.

If the top slab is less than 10 inches a bolt-thru attachment is required. For thicker slabs a resin-anchor system is available with a minimum 8-inch embedment. There are advantages to both systems. A bolt-thru attachment provides a stouter connection which may reduce the damage to the culvert slab after impact. On the other hand, repairing a bolt-thru system requires access inside the culvert while a resin-anchor system requires access to top of culvert only. Resin-anchor systems may also be preferred if culvert walls interfere with post placement.

'''Type A, B, C, D, G and H Barriers '''

If installed at the same time as the driving surface, the top of the barrier shall not be less than 32 inches above the driving surface.

If a wearing surface is installed after the barrier is in place, the wearing surface thickness shall not be made greater than that whereby the barrier height is made less than 30 inches , i.e. the final grade with wearing surface installed shall not increase more than 2 inches.
<div id="3. If an existing wearing surface"></div>
If an existing wearing surface is replaced next to Type A or B barrier, the new wearing surface thickness shall not be made less than that where by the height above the driving surface of the break between the upper and lower slope of the barrier is made greater than 13 inches.

'''Curb and Parapet Barrier'''

The concrete portions of the curb and parapet are the only components used in determining the height of the barrier for establishing if the system meets current standards or is substandard. The handrails are not crashworthy and therefore are not considered as part of the height of the barrier.

Curb and parapet were typically constructed 27 inches measured from the driving surface to top of parapet.

Sections of curb and parapet may be replaced without consideration of upgrading.

When a wearing surface is to be applied, the height of the existing curb and parapet system shall be determined from the existing driving surface and if necessary shall be heightened to 32 inches or 36 inches above the proposed driving surface based on Guidelines for Curb Blockout, immediately below. Increasing the height of an existing curb and parapet is generally done by adding a blockout to the curb and parapet (i.e., curb blockout).

====Guidelines for Curb Blockout====

<u>Background and Application</u>

Guidelines were developed considering Practical Design concepts (refer to [[:Category:143 Practical Design|EPG 143 Practical Design]]).

Guidelines apply to bridges to be resurfaced and/or rehabilitated that have concrete curb and parapet barrier. They do not apply to bridges on Contract Leveling Course projects that are in accordance with [[:Category:402 Bituminous Surface Leveling#402.1 Design of Contract Leveling Course Projects|EPG 402.1 Design of Leveling Course Projects]].

When resurfacing and rehabilitating a bridge, consideration shall be given to upgrading the curb and parapet barrier by increasing the overall height if the barrier does not meet criteria given in these guidelines. The guidelines are based upon reviewing conditions that require satisfying height and horizontal parapet offset requirements using the minimum height of 27 inches in accordance with 2002 AASHTO 17<sup>th</sup> Edition and earlier editions and a maximum horizontal parapet offset of 6 inches from curb face to parapet face which is a MoDOT requirement ([[:Category:128 Conceptual Studies|EPG 128 Conceptual Studies]], 3R-Rural Design Criteria recommends a 6-inch brush curb). Upgrades to curb and parapet should be made by constructing a curb blockout. The following guidelines describe circumstances where it is, or is not, necessary to upgrade curb and parapet that were either originally built substandard or made substandard due to an earlier wearing surface or will be made substandard due to a proposed wearing surface.

<u>Guidelines</u>

Look at the 5-year history of accidents on the bridge (beginning log mile to ending log mile).

If there were any accidents in this time period that involved a vehicle ''striking the curb'', then curb and parapet not meeting current standards should be upgraded to meet the current (2016) MASH TL-4 requirement which is to increase the height to 36 inches. A 32” blockout height will be allowed, upon approval of the SPM or SLE, when either sight distance or weight restrictions are a concern.

If there were NOT any accidents in the 5-year history AND if the grade is not being raised then it shall not be necessary to upgrade the curb and parapet.

If the accident history or grade criteria are not met, then it shall be necessary to upgrade the curb and parapet. The district may submit a design exception to eliminate a curb blockout for bridges not on major routes and with AADT < 1700 when there is no history of accidents on the bridge and the grade is being raised no more than 2 inches from the 27-inch minimum height requirement.

<u>Limiting Wearing Surface Thickness To Meet Guidelines</u>

The wearing surface thickness can be limited to that which would not cause the curb and parapet height to become substandard. An exception to this is a 1/4 to 3/8-inch height tolerance to allow for the possibility of placing a thin wearing surface on a bridge with an existing standard 27-inch high curb and parapet as measured from the original driving surface to the top of the parapet. Adding a thin wearing surface will not by itself make a satisfactory curb and parapet railing height substandard as reviewed and approved by MoDOT and FHWA. For overlay projects, where a curb blockout is already in place, the final blockout height shall not be less than 30 inches.

Note: In all cases, the allowable wearing surface thickness would also be dependent on a structural review to confirm that the weight of the wearing surface would not lead to overstresses or an unacceptable posting.

<u>Details</u>

The horizontal offset (or ledge) from the curb face to the parapet face is recommended to be between zero and 3 inches but shall not exceed 6 inches. If a curb blockout is used, the ledge shall not exceed 3 inches.

End posts are not always the same width as the parapets. If the end posts are wider and if they extend towards the driving lanes, it shall be necessary to remove the end posts completely in order to construct the curb blockouts. If end posts extend towards the outside of the bridge, it may not be necessary to remove the end posts.

The end treatment for the 36-inch blockout will require a maximum 6:1 slope to transition down to a maximum 32-inch end height near the guardrail attachment. A 32-inch blockout does not require a reduced height for the end treatment. The preferred end treatment will include a gradual width transition that approximates a 10:1 slope. A block inset for the guardrail attachment should be avoided.
[[image:751.1.3.4.jpg|center|700px]]

====Common Bridge Barrier and Railing (for Rehabilitations)====
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" |Type!! style="background:#BEBEBE" |Section<br/>(Test Level) !! style="background:#BEBEBE" width="160"|Allowed Wearing Surface !! style="background:#BEBEBE" width="180" |Required Retrofit !! style="background:#BEBEBE" width="210"| Notes
|-
|width="200"|'''Curb and Parapet'''<br/>(Brush Curb ≤ 6”)<br/> [[image:751.1.3.3 less than 6 in..jpg|130px]] || [[image:751.1.3.4 less than 6 section.jpg|130px]]<br/>(N/A) || 3/8” Thin Wearing Surface|| Use in place with curb blockout for wearing surfaces greater than 3/8” from original deck surface|| (1)
|-
|'''Curb and Parapet'''<br/>( Brush Curb > 6”)<br/>[[image:751.1.3.3 more than 6 in..jpg|130px]] || [[image:751.1.3.4 more than 6 section.jpg|130px]]<br/>(N/A) || None without retrofit|| Use in place with curb blockout (preferred) or thrie beam railing.||(1)<br/>Horizontal step must be 6” or less to be UIP.
|-
|'''Brush Curb with Steel Rail'''<br/> [[image:751.1.3.3 street rail.jpg|130px]] || [[image:751.1.3.4 brush section.jpg|130px]]<br/>(N/A) || None without retrofit ||Use in place with added curb blockout (preferred) or thrie beam railing.||(1)<br/>A variety of steel railing systems were employed on brush curbs. None are acceptable without retrofit.
|-
|'''Thrie Beam'''<br/> [[image:751.1.3.4 thrie beam.jpg|120px]] || [[image:751.1.3.4 thrie beam section.jpg|130px]]<br/>(NCHRP 350 TL-3) || 21” (Min.) from centerline of thrie beam to top of wearing surface||Use in place if minimum height to centerline of thrie beam is acceptable.||(2) and (4)<br/>May be embedded or bolted thru.<br/>W6x15 blockout is included for all new construction.<br/>Non-blocked railing may be used-in-place when no approach guardrail is provided.
|-
|'''Type A Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type A.jpg|130px]]<br/>(MASH TL-3)|| Up to 2”|| Use in place.|| (1)
|-
|'''Type B Barrier'''<br/> [[image:751.1.3.3 safety barrier.jpg|130px]] || [[image:751.1.3.4 type b section.jpg|130px]]<br/>(MASH TL-3) || Up to 2” || Use in place. || (1)
|-
|'''Type C Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type C.jpg|130px]]<br/>(MASH 2016 TL-4) || Up to 6”|| Use in place.|| (3)<br>Wearing surfaces greater than 3” require a bridge rating analysis
|-
|'''Type D Barrier'''<br/>[[image:751.1.3.4 type d.jpg|130px]] || [[image:751.1.3.4 type d section.jpg|130px]]<br/>(MASH 2016 TL-4) || Up to 6”||Use in place.||(3)<br/>Wearing surfaces greater than 3” require a bridge rating analysis
|-
|'''Type G Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type G.jpg|130px]]<br/>(MASH 2016 TL-3)|| Up to 2”|| Use in place.|| (3)<br/>Use if Type C is considered impractical.
|-
|'''Type H Barrier'''|| [[image:751.1.3.4 type h section.jpg|150px]] <br/>(MASH 2016 TL-3)|| Up to 2”||Use in place.||(3)<br/>Use if Type D is considered impractical.
|-
|'''32-inch Two Tube Rail'''<br/> [[image:751.1.3.3 steel two tube.jpg|130px]] || [[image:751.1.3.4 steel 2 section.jpg|130px]]<br/>(NCHRP 350 TL-4) || Up to 2”|| Use in place.|| (3) and (4)
|-
|'''38-inch Two Tube Rail'''<br/> (Photo not available) || [[image:751.1.3.4-MASH2016 tl-4.png|130px]]<br/>(MASH 2016 TL-4) || Up to 2” || Use in place.|| (3)<br/>Not for use with turned-back abutment wings less than 18” thick.
|-
|'''12” x 29” Vertical Barrier'''<br/> [[image:751.1.3.4 vertical.jpg|130px]] || [[image:751.1.3.4 vertical section.jpg|130px]] <br/>(NCHRP 350 TL-3) || Up to 2” ||End of barrier modification for new guardrail attachment.|| (1)
|-
| '''Culvert Guardrail''' || [[image:751.1.3.4-NCHRP 350 TL-3.png|150px]]<br/>(NCHRP 350 TL-3 Thrie Beam or W-Beam) || [[606.1_Guardrail#606.1.3.1_Guardrail_Selection_and_Placement|See EPG 606.1.3.1 Guardrail Selection and Placement]] || Use in place. || If MGS is required for the approach, the MASH TL-3 standard shall be installed if space allows.
|-
|colspan=5 align="left" width="750"|(1) Shall not be used for redecks, widenings, and railing or cantilever full length replacements.<br/>(2) Typically specified for redecks, and railing or cantilever full length replacements. Shall not be used for widenings.<br/>(3) Typically specified for redecks, widenings, and railing or cantilever full length replacements.<br/>(4) Shall not be used on major routes with design speeds greater than 45 mph or on minor and low volume routes with design speeds greater than 55 mph or AADT ≥ 1700. May be used for all other major, minor, and low volume routes.
|}
</center>

Aluminum handrail is not crashworthy and does not contribute to barrier height. Use only the concrete portion.

Many other, less common, barrier and railing systems have been constructed. Most are not crashworthy for rural highway speeds. Generally, the replacement of the existing barrier or railing is the only means to upgrade.

For additional information on curb blockouts, see [[#Guidelines for Curb Blockout|Guidelines for Curb Blockouts]].

{| style="margin: 1em auto 1em auto"
|-
|[[image:751.1.3.3 curb and parapet.jpg|275px]]|| [[Image:751.1 Prelim Design Acceptable Rail No. 4.jpg|225px]]
|}
A curb blockout is utilized along full length of the curb. Bridge Division provides plans for curb blockouts.

===751.1.3.5 Deck Repairs===

The project scope is developed from a thoroughly developed structural rehabilitation checklist which includes the typical repairs covered in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 704].

'''Typical Repair'''

Cleaning and epoxy coating of the bottom and edges of the superstructure is preferred over slab edge repair and unformed superstructure repair because of the relative short life of these repair especially when over traffic. However, consult with Structural Project Manager or the Structural Liaison Engineer for urban regions where repairing the overhang may be preferred. If requested by the core team for aesthetics with extensive patchwork of repairs visible to public, specify on the Bridge Memorandum to apply tinted sealer to slab edge repair and unformed superstructure repair to blend repair to existing concrete.

'''Non-Typical Repair'''

Modified deck repair is specified instead of half-sole deck repair on existing poor bridge decks to obtain a little more service life until it is practical to replace the bridge deck, superstructure or entire bridge.

On rare occasions shallow deck repair is used in combination with half-sole deck repair as a cost savings measure on major bridges. Consult with the structural project manager or the structural liaison engineer prior to specifying shallow deck repair.

===751.1.3.6 Deck Treatment===

The [[media:751.1.3.6 Bridge Wearing Surface Flowchart.pdf|Bridge Wearing Surface Flowchart]] has been developed to aid in the selection of the appropriate deck treatment.

When possible, multiple types of wearing surfaces should be allowed by specifying on the Bridge Memorandum the appropriate optional wearing surface. It shall also be specified if any of the wearing surfaces of the optional wearing surfaces are not allowed. The specific wearing surface shall be specified on the Bridge Memorandum when only one wearing surface option is allowed.

'''Concrete Crack Filler'''

Concrete crack filler in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 704] is typically used for bridges with deck ratings of 7, 8 or 9 with cracks 1/128 inch or less. May also be an option for bridges with deck ratings of 7, 8 or 9 with cracks greater than 1/128 inch and the deck fails a required pull off test.

'''Concrete Wearing Surface'''

A concrete wearing surface in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 505] is the preferred deck treatment for bridges with deck ratings of 5 or 6 so long as the barrier height does not become substandard and the bridge remains not posted (or if already posted not be reduced).

Typically, the wearing surface thickness that has the least impact on existing grade is specified on the Bridge Memorandum as the minimum required thickness. When this thickness equals the minimum allowable thickness, as shown below, consider adding 1/2 inch to the minimum required thickness specified on the Bridge Memorandum for hydro demolition projects to provide coverage over existing aggregate protruding into the new wearing surface. For bridges with special repair zones where two different minimum hydro demolitions depths are specified, then two corresponding minimum required thicknesses shall be specified on the Bridge Memorandum.
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|-
!style="background:#BEBEBE"|Wearing Surface Type!!style="background:#BEBEBE"|Allowable Thickness
|-
|Latex Modified||align="center"| 1¾″ to 3″
|-
|Silica Fume||align="center"| 1¾″ to 3″
|-
|Latex Modified Very Early Strength||align="center"| 1¾″ to 3″
|-
|CSA Cement Very Early Strength||align="center"| 1¾″ to 3″
|-
|Steel Fiber Reinforced||align="center"| 3″ to 4″
|-
|Low Slump||align="center"| 2¼″ to 3″
|-
|Polyester Polymer||align="center"| ¾″ to 3″
|}
</center>
For a deck without an existing wearing surface, scarification of the deck producing a very rough texture in accordance with Sec 216.20 is required to produce a bondable surface for the new concrete wearing surface. Typically, 1/2 inch of scarification is specified on the Bridge Memorandum. Scarification equipment may not engage the deck when less than 1/2 inch of scarification is specified.

For a deck with an existing wearing surface, removing the existing wearing surface plus an additional amount of existing deck in accordance with Sec 216.30 is required to produce a very rough bondable surface for the new concrete wearing surface. Typically, 1/2 inch of additional existing deck is specified on the Bridge Memorandum. Removal equipment may not remove the entire existing wearing surface when less than 1/2 inch of additional deck is specified.

When the estimated deck repair is more than 30 percent of the deck, one inch shall be specified for scarification or for the additional amount of existing deck with the removal of an existing wearing surface. Verify there will be a minimum of 1/2 inch of concrete above the top bars after scarification or after the removal of the existing wearing surface and if necessary, reduce one-inch depth accordingly.

Total surface hydro demolition in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 216.110] performed after scarification or after the removal of the existing wearing surface is preferred for the establishment of a highly rough and bondable surface. For typical bridges, a minimum 1/2 inch of hydro demolition is specified on the Bridge Memorandum. For bridges with special repair zones, typically a 1/4-inch minimum is specified inside special repair zones to avoid deeper penetration into newly repaired areas and a 1/2-inch minimum is specified outside the special repair zones.

Removal of existing deck repair in accordance with Sec 216.110 is required prior to hydro demolition. The estimated quantities for these removals shall include all previous conventional deck repairs, regardless of condition except that for bridges with special repair zones, the removal of all sound and unsound existing deck repairs inside special repair zones shall be included in the estimated quantities for half-sole repair.

'''Polymer Wearing Surface'''

A polymer wearing surface in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 623] may only be used if the deck passes a required pull off test. Polymer is typically used for bridges with deck ratings of 7, 8 or 9 with cracks greater than 1/128 inch.The polymer may also be an option for bridges with deck ratings of 5 or 6 that have load rating issues.
<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|-
!style="background:#BEBEBE"|Polymer Options
|-
|1/4″ Epoxy Polymer
|-
|3/8″ MMA Polymer Slurry
|}
</center>
If requested by the core team, a black beauty type aggregate shall be specified on the Bridge Memorandum for MMA polymer slurry wearing surface.

If requested by the core team, a high friction (HFST) aggregate shall be specified on the Bridge Memorandum for MMA polymer slurry wearing surface pending a safety benefit/cost ratio analysis performed by district traffic staff. See [https://spexternal.modot.mo.gov/sites/de/_layouts/15/WopiFrame.aspx?sourcedoc={E8696531-19D1-4E99-9458-41E7D7F615C3}&file=NJSP1513.docx&action=default Roadway non-standard special provision NJSP1513] to reference aggregate requirements and surface friction test.

If requested by the core team, preparation of reflective deck cracks shall be specified on the Bridge Memorandum if during the scoping process there is concern of primer loss with reflective deck crack size at the precast panel joints.

'''Asphalt Wearing Surface or Seal Coat'''

Asphalt wearing surfaces in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 403], ultrathin asphalt wearing surfaces in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 413] and seal coats in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 409] are typically used on existing poor bridge decks to obtain a little more service life until it is practical to replace the bridge deck, superstructure or entire bridge.

Grade B1 seal coat aggregate shall be used whenever a bridge deck is to receive an asphalt wearing surface.

Grade A1 seal coat aggregate shall be used whenever the seal coat is to be the final riding surface. Grade C seal coats are no longer used for bridge applications because of dust issues.

===751.1.3.7 Bridge Approach Slabs===

Follow guidance for new bridges and see [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].

===751.1.3.8 Bridge End Drainage===

Follow guidance for new bridges and see [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].

===751.1.3.9 Environmental Considerations: Asbestos and Lead===

Check [[:Category:145 Transportation Management Systems (TMS)|TMS]]<sup>'''1'''</sup> to see if an asbestos and lead inspection has been performed for a structure and include the applicable note shown immediately below on the Bridge Memorandum under the Special Notes Section. The report in TMS will be located in the Images link under the Media tab for the structure. If there is not a report in TMS, please see the SPM/SLE or contact the Chemical Lab Director with a request. Include the applicable note of the two shown immediately below on the Bridge Memorandum depending on whether an inspection has not been performed or if the inspection report indicates that asbestos or lead, or both are present or not present. (These notes are also applicable for new replacement structures that involve removal of any part of an existing structure.)

:''“Asbestos and lead inspections have not been performed on this structure (Bridge/Culvert # XXXXX). The Bridge Division will request these inspections and will include the report in the electronic deliverables folder when submitting contract documents to the Design Division for the Letting (Bridge Item).”

:''“Asbestos and lead inspections have been performed on this structure (Bridge/Culvert # XXXXX). Results indicate that <u>asbestos is present</u> <u>lead is present</u> <u>both are present</u> <u>both are not present</u>. The Bridge Division will include the inspection report in the electronic deliverables folder when submitting contract documents to the Design Division for the Letting (Bridge Item).”''

<sup>'''1'''</sup>Available only to MoDOT employees. All others: contact the Bridge Division or the Structural Liaison Engineer directly for information related to EPG 751.1.3.9 Environmental Considerations: Asbestos and Lead.

==751.1.4 Retaining Walls==
===751.1.4.1 Overview===

This article is intended to help with the issues unique to retaining walls. Many portions of [[751.1 Preliminary Design#751.1.2 Bridges/Boxes|EPG 751.1.2 Bridges/Boxes]] will still need to be used when working on retaining walls.

Retaining walls are very much like bridges in that they require the many of the same items, such as:

*Bridge Survey
*Bridge Number
*Bridge Memorandum
*Soundings
*Design Layout Sheet

===751.1.4.2 Types of Walls===

There are two general types of retaining walls used by MoDOT; cast-in-place (CIP) concrete walls and mechanically stabilized earth (MSE) walls. MSE walls are the preferred type due to their lower cost; however, there are several times when MSE walls cannot be used. These include:

*When barrier or railing must be attached to the top of the wall.
*When the underlying soil cannot support the weight of the fill and wall (must use CIP on piling).
*When you don’t have adequate room behind the wall for the reinforcing straps.

In general a minimum reinforcement length of 8.0 ft., regardless of wall height, has been recommended based on historical practice, primarily due to size limitations of conventional spreading and compaction equipment. Shorter minimum reinforcement lengths, on the order of 6.0 ft., but no less than 70 percent of the wall height, can be considered if smaller compaction equipment is used, facing panel alignment can be maintained, and minimum requirements for wall external stability are met.

The requirement for uniform reinforcement length equal to 70 percent of the structure height has no theoretical justification, but has been the basis of many successful designs to-date. Parametric studies considering minimum acceptable soil strengths have shown that structure dimensions satisfying all of the requirements of Article 11.10.5 require length to height ratios varying from 0.8H for low structures, i.e. 10.0 ft., to 0.63 H for high structures, i.e. 40.0 ft.

Significant shortening of the reinforcement elements below the minimum recommended ratio of 0.7H may only be considered when accurate, site specific determinations of the strength of the unreinforced fill and the foundation soil have been made. Christopher et al. (1990) presents results which strongly suggest that shorter reinforcing length to height ratios, i.e. 0.5 H to 0.6 H, substantially increase horizontal deformations.

:The reinforcement length shall be uniform throughout the entire height of the wall, unless substantiating evidence is presented to indicate that variation in length is satisfactory.

:A nonuniform reinforcement length may be considered under the following circumstances:

:Lengthening of uppermost reinforcement layers to beyond 0.7H to meet pullout requirements or to address seismic or impact loads.

:Lengthening of the lowermost reinforcement layers beyond 0.7H to meet overall (global) stability requirements based on the results of a detailed global stability analysis.

:Shortening of bottom reinforcement layers to less than 0.7H to minimize excavation requirements, provided the wall is bearing on rock or very competent foundation soil.

For walls on rock or very competent foundation soil, e.i., SPT > 50, the Bottom reinforcements may be shortened to a greater of 0.4H or 5 ft with the Upper reinforcements lengthened to compensate for external stability issues in lieu of removing rock or competent soil for construction. Design Guidelines for this case are provided in FHWA Publications No. FHWA-NHI-10-024.

For conditions of marginal stability, consideration must be given to ground improvement techniques to improve foundation stability, or to lengthening of reinforcement.

MSE walls are pre-qualified and listed on the internet in three categories:

* Drycast modular block wall (DMBW-MSE) systems
* Wetcast modular block wall (WMBW-MSE) systems
* Precast modular panel wall (PMPW-MSE) systems

Drycast modular block wall systems are battered walls with a maximum height of 10 feet. Drycast modular block wall systems have five major components: Dry cast modular blocks, pre-approved geogrid soil reinforcements, select granular backfill, unit fill and nonreinforced concrete leveling pad.

Wetcast modular block wall systems are battered walls with a maximum height of 15 feet. Wetcast modular block wall systems have five major components: Wetcast modular blocks, pre-approved geogrid soil reinforcements, select granular backfill, unit fill and nonreinforced concrete leveling pad.

Precast modular panel wall systems are vertical walls with heights that may exceed 10 feet. Precast modular panel wall systems have five major components: Precast modular panels, pre-approved soil reinforcements, anchorage devices, select granular backfill, and nonreinforced concrete leveling pad.

Aesthetic enhancements may be used for either CIP or MSE walls. If [[751.1_Preliminary_Design#751.1.2.33_Aesthetic_Enhancements|EPG 751.1.2.33 Aesthetic Enhancements]] are required by the district, form liners and concrete stains are encouraged rather than actual brickwork and stonework since form liners and concrete stains typically need less maintenance, less loading, less detailing, less detailing, no extra support ledge and produce no risk of delamination or falling work. However, for MSE precast modular panel wall systems only, form liners are required for all panels. For additional information, see [[751.24_LFD_Retaining_Walls#751.24.2_Mechanically_Stabilized_Earth_.28MSE.29_Walls|EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls]].

Any deviation from the criteria listed shall be discussed with Structural Project Manager.

===751.1.4.3 MSE Walls===

Generally, both the horizontal alignment and the top of wall elevations are supplied by the district in the Bridge Survey. You do need to check the top of wall elevations to make sure the district accounted for any concrete gutters placed behind the top of the wall (Gutters are necessary if the slope of the fill can direct water towards the top of the wall, i.e., positive sloping and flat backfills). The district should decide whether to use Type A or Type B gutters ([https://www.modot.org/media/16880 Standard Plan 609.00]), or Modified Type A or Modified Type B gutters ([https://www.modot.org/media/16871 Standard Plan 607.11]) if fencing is required, and where they should drain (to be shown on roadway plans). For general guidelines, see [[751.24 LFD Retaining Walls#751.24.2 Mechanically Stabilized Earth (MSE) Walls|EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls]].

You will also need to set the elevations for the top of the leveling pad. The minimum embedment depth of MSEW, which is the distance between the finished ground line and the top of the leveling pad, is based on this table: (FHWA-NHI-10-024, Table 2-1 and LRFD 11.10.2.2)

{| border="1" cellspacing="0" cellpadding="5" align="center" style="text-align:center"
| width="250" | '''Slope in Front of Wall''' || width="250" | '''Minimum Embedment Depth to Top of Leveling Pad'''
|-
| All Geometries || 2 ft minimum
|-
| Horizontal (walls) || H/20
|-
| Horizontal (abutments) || H/10
|-
| 3H:1V || H/10
|-
| 2H:1V || H/7
|-
| 1.5H:1V || H/5
|}

Where,

H:V = Horizontal to vertical slope in the front of the wall

H = Height of the wall as measured from the top of the leveling pad to the top of the wall

The absolute minimum embedment is 2 ft except when rock is found near surface. When the soundings are returned from the Geotechnical Director, they will include a minimum embedment depth to the top of leveling pad, minimum soil reinforcement length necessary for global stability, bearing resistance and settlement requirements. If rock is encountered during excavation then the contractor shall immediately cease excavating and notify the engineer and contact Geotechnical Section to perform global stability and suggest a required minimum embedment depth to the top of leveling pad and required minimum soil reinforcement length.

Preliminary cost estimating MSE walls is based on the unit price bid history and on the square footage of the area of the face of the wall. The unit price per square foot of wall includes wall elements, leveling pad and backfill. Excavation and retained fill are not included.

If soundings indicate weak material exist, then the designer should investigate that sufficient right of way limits exist to address the required length for the soil reinforcement.

For design requirements of permanent and temporary MSE wall systems, see [[:Category:720_Mechanically_Stabilized_Earth_Wall_Systems#720.2_Design_Requirements|EPG 720 Mechanically Stabilized Earth Wall Systems]].

For additional information, see [[751.24_LFD_Retaining_Walls#751.24.2_Mechanically_Stabilized_Earth_.28MSE.29_Walls|EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls]].

===751.1.4.4 CIP Concrete Walls===

Once you determine that you must use a CIP wall, there is very little to do as far as the layout of the structure. Both the horizontal alignment and the top of wall elevations are supplied by the district in the Bridge Survey. You do need to check the top of wall elevations to make sure the district accounted for any concrete gutters placed behind the top of the wall. These are necessary if the slope of the fill will direct water towards the top of the wall. The district should decide whether to use Type A or Type B gutters ([http://www.modot.mo.gov/business/standards_and_specs/documents/60900.pdf Standard Plan 609.00]), or Modified Type A or Modified Type B gutters ([http://www.modot.mo.gov/business/standards_and_specs/documents/60711.pdf Standard Plan 607.11]) if fencing is required, and where they should drain to.

You will also need to set the elevations for the top of the footing, which should be a minimum of 2 feet below the finished ground line for walls south of Interstate 70 and 3 feet below the finished ground line for walls north of Interstate 70. In tight roadway situations where a barrier or railing is to be placed on top of the wall, make sure that a stem thickness of 16 inches will fit.

Check with the district contact to determine if they want any coping on the exposed face of the wall.

French drains will be used to relieve water pressure behind the CIP wall as a default. If you expect to encounter springs or swampy conditions, then check with the district contact on calling for an underdrain. If the decision is made to use an underdrain, the porous backfill and pipes are Roadway Items and this must be noted on the Bridge Memorandum and Design Layout.

For details on requesting soundings, see [[751.1_Preliminary_Design#751.1.2.19_Soundings_.28Borings.29|EPG 751.1.2.19 Soundings (Borings)]].

If you have indications that the foundation material is very poor in quality (less than 1 ton per sq. ft. allowable bearing), consider piling and include in the Preliminary Cost Estimate. Preliminary cost estimating should follow [[751.1_Preliminary_Design#751.1.2.17_Preliminary_Cost_Estimate|EPG 751.1.2.17 Preliminary Cost Estimate]] and be based upon unit price bid history. More refined cost estimating should follow cost-basing estimating.

===751.1.4.5 Obstructions===

Any time the retaining wall will encounter obstructions, provisions must be made on the final plans. Therefore, if you are aware of any obstructions, they should be called out on the Bridge Memorandum and Design Layout Sheet. Here are some examples of types of obstructions and how to describe them on the layout:

::{|
|-
|width="150pt" style="border-bottom:2px solid black;"|Type of Obstruction||style="border-bottom:2px solid black;"|Description
|-
|Lighting Foundation||Std. 45’ Light Pole, Sta. 167+48.50,
|-
| ||16 ft. left
|-
|Sign Truss Foundation||Truss T-72, Sta. 172+41.80,
|-
| ||31 ft. right
|-
|Drop Inlet||2’ x 2’ Type D Drop Inlet,
|-
| ||Sta. 163+12.45, 14 ft. left
|}

[[Category:751 LRFD Bridge Design Guidelines|751.01]]

907.1 Safety Program Guidelines

2024-12-13T20:56:12Z

Hoskir: /* 907.1.5 Resources to Support Engineering Safety Improvements */ updated broken links per email

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

[[image:907.1.jpg|right|150px]]

Each year, Missouri receives federal funding to support traffic safety efforts across the state. The majority of this funding is distributed to MoDOT’s seven districts and used for initiatives and projects to reduce fatalities and serious injuries on Missouri roads. This article provides guidance regarding the eligibility and application of safety funds. These guidelines supersede any previous documents pertaining to using safety funding on transportation projects. Highway Safety Improvement Program (HSIP) programming will align with current state and federal law. Additional information about the HSIP can be found in [https://safety.fhwa.dot.gov/hsip/resources/fhwasa09029/fhwasa09029.pdf FHWA’s Highway Safety Improvement Program Manual].

===907.1.1 Criteria for Safety Project Funding===
By federal rule, federal highway safety funds can only be used on safety-focused engineering projects. In addition, any project using safety funds must have a “relationship” to [https://www.modot.org/sites/default/files/documents/Show-Me%20Zero%20Plan.pdf Missouri's Strategic Highway Safety Plan] (SHSP). This means that any project using safety funds must support one of the strategies identified in Missouri’s SHSP.

Any project utilizing federal safety funds must also be included in the STIP and (on or off the state system) meet one of the following criteria:

:'''1. Proactive Measure: Systemwide Solutions.'''
:Missouri’s current SHSP – [https://www.modot.org/sites/default/files/documents/Show-Me%20Zero%20Plan.pdf ''Show-Me Zero: Driving Missouri Towards Safer Roads''] - designates systemic strategies vital to the reduction of fatalities and serious injuries in highway crashes. In addition, other systemic strategies may be identified in the future that can be used systemwide to reduce fatalities and serious injuries. The idea of the systemic approach is to apply a specific safety improvement across an entire “system” of locations that exhibit a significant potential for severe crashes. This means some locations without an actual severe crash history may be treated as part of the systemic approach. Because the specific locations of severe crashes are difficult to predict, the systemic approach aims to treat the entire system as opposed to only those specific locations with a prior severe crash. One notable example of this approach is MoDOT’s installation of median guard cable. Instead of installing cable only at the specific locations that had experienced a severe cross-median crash, MoDOT recognized the likelihood for these same crashes to occur at similar locations throughout the state. Therefore, guard cable was applied to the entire corridors meeting a certain criteria. Treating locations with an increased risk of severe crashes is the guiding principle for where to install systemic improvements. Other notable examples of systemwide engineering strategies include paved shoulders [[:Category:626 Rumble Strips|rumble strips]] and systematic sign upgrades.

<div id="2. Reactive Measure: Severe Crash Experience."></div>
:'''2. Reactive Measure: Severe Crash Experience.'''
:Projects meeting this criterion must provide a corrective improvement to a location exhibiting fatal and/or serious injury crash experience. This severe crash experience may be demonstrated by inclusion on MoDOT's [http://sharepoint/systemdelivery/TR/safety/TS_Lists/default.aspx Safety Priority Lists] or discovered through data analysis that indicates significant fatal and/or serious injury crash experiences. Safety needs can also be identified through a [[907.2 Road Safety Assessment (RSA)|Road Safety Assessment]], which identifies potential safety issues and countermeasures at a particular location. Countermeasures implemented using this approach must specifically address the severe crash issue occurring at the identified location.

As part of Safety Program oversight, Central Office conducts periodic reviews of district safety projects to ensure those projects meet one of these two criteria.

===907.1.2 Improvements Eligible for Safety Funds===
There are numerous engineering improvements that can assist in reducing fatalities and serious injuries on Missouri’s roadways. The following safety improvements are proven countermeasures in Missouri and are always eligible for safety funds:
:* Addition of paved shoulders and edgeline rumble strips
:* Horizontal curve improvements
:::o High-friction surface treatment (HFST)
:::o Installation of chevron signs
:::o Improving the curve’s superelevation
:::o Adding paved shoulders and edgeline rumble strips
:* Expressway intersection improvements
:::o Installation of J-Turns
:::o Installation of offset left and offset right turn lanes
:* High-friction surface treatments (HFST) at other locations
:* Installation of centerline rumble strips
:* Installation of median guard cable
:* Annual on-call law enforcement in work zones

In addition, other improvements to help reduce fatalities and serious injuries can be eligible for safety funds. Such improvements must be implemented in a systemic manner or supported by expected severe crash frequency. Examples of such improvements include, but are not limited to:

:* Roundabouts
:* Diverging diamond interchanges
:* Pedestrian safety improvements
:* Installation of wrong-way driving countermeasures
:* Access management improvements
:* Installation of signing, striping, and lighting at intersections
:* Installation of guardrail
:* Installation of flashing yellow arrows
:* Pavement marking to maintain retroreflectivity

New innovative solutions are constantly being developed to address roadway safety issues. When a new treatment appears as a viable solution, the Highway Safety and Traffic Division should be consulted prior to implementation. After installation, the performance of this new treatment should be evaluated to determine its potential for future applications.

===907.1.3 District Safety Plans and Project Reporting===

Each state fiscal year, federal highway safety funds are distributed to MoDOT’s seven districts. Each district should communicate with MoDOT’s planning partners to identify and program safety projects that will maximize the reduction in fatalities and serious injuries on Missouri’s roadways. Districts should document and maintain a procedure to use as a resource to provide consistency in reporting safety projects.

Deadlines for programming safety projects are provided annually by Planning Division’s Statewide Programming team. The following is a general timeline for this process:
:* Summer/Fall: Districts should identify safety project needs, evaluate those needs for benefits in reducing fatality and serious injury crashes, and prioritize these projects to program in the STIP.
:* January: Planning Division provides funding targets and related programming guidance.
:* February: Districts update project information in SIMS (STIP Information Management System)
:* Early March: Typical deadline for data entry into SIMS.

Projects using safety funds typically have a [http://stipprod/stip/tp1000cw?SUBSESSIONID=88082 SIMS] (STIP Information Management System) form approved, and typically require a job number to charge expenses. On the SIMS form, districts provide information for categorization of safety improvements as consistent with FHWA reporting and Missouri’s SHSP (see [[#907.1.1 Criteria for Safety Project Funding|EPG 907.1.1 Criteria for Safety Project Funding]]). Estimations of severe crashes reduced are also included on this form. Benefit equals the dollar value of fatal and serious injury crashes being reduced by the project. A benefit/cost ratio is calculated to support justification for the safety improvement.

The effectiveness of safety projects will be evaluated by the district with before/after evaluations. The results of these district studies will be compiled by [http://sp/sites/ts/Pages/default.aspx Central Office Highway Safety and Traffic] and submitted to the Federal Highway Administration each year as part of Missouri’s Highway Safety Improvement Program (HSIP) report. This annual report identifies how Missouri spent the federal safety funds provided to the state. The SIMS information provide crucial information for completing this report.

===907.1.4 Safety Improvements on Local Roads===

Federal safety funds may be used for improvements on local roads. Safety projects on local roads must meet the same criteria established for state roadways. Additionally, any funding match for federal safety funds must be locally sourced from the agency where the improvements will be implemented. The safety priority lists developed by the Highway Safety and Traffic Division include local roads. When considering the use of safety funds on local roads, an analysis should be done to show the expected benefits of treating the local road are comparable to other project alternatives on the state system. The Highway Safety and Traffic Division should also be contacted prior to programming safety funds on the local road system.

===907.1.5 Resources to Support Engineering Safety Improvements===

The following resources can help identify effective safety strategies, determine expected benefits, and help guide safety improvement decision-making.

:'''1. Missouri’s Strategic Highway Safety Plan (SHSP).''' [https://www.modot.org/sites/default/files/documents/Show-Me%20Zero%20Plan.pdf Show-Me Zero: Driving Missouri Toward Safer Roads] is the guiding document for roadway safety in the state. The SHSP details the most frequent severe crash types and effective strategies to reduce fatalities and serious injuries. It is vital for each district to work in cooperation with their Missouri Coalition for Roadway Safety (MCRS) regional coalitions during problem identification and the development of countermeasures. Efforts to address issues identified in the key strategies are preferred.

:'''2. [https://modotgov.sharepoint.com/sites/ts/SitePages/Traffic_Safety_Lists.aspx Safety Priority Lists (MoDOT access only)].''' This set of lists focuses on fatal and serious injury crashes by frequency, location, and crash type. These lists can be used to help identify locations in the state with the greatest potential for severe crashes.

:'''3. [[907.7 Highway Safety Manual|Highway Safety Manual]]'''. The Highway Safety Manual (HSM) and associated tools, such as ISATe or IHSDM, allow for a quantitative analysis of certain engineering treatments to estimate the expected benefit. Such an analysis enables staff to optimize the use of safety funds by targeting improvements that are expected to provide the greatest benefit (expected reduction of fatalities and serious injuries). The analysis may include a crash prediction using [[907.7 Highway Safety Manual#907.7.5 What Additional Resources are Available to Aid in an HSM Analysis?|HSM spreadsheets]] or an expected change in crashes based on known crash modification factors (CMF). A CMF represents the expected change in crashes resulting from a specific treatment. Some CMFs are developed using national datasets (see [https://cmfclearinghouse.fhwa.dot.gov/ FHWA’s CMF Clearinghouse]) while others may be based strictly on Missouri experiences (see [https://modotgov.sharepoint.com/:x:/r/sites/ts/_layouts/15/Doc.aspx?sourcedoc=%7B38B5F5BE-4D59-4793-AE80-602355489BF7%7D&file=CMFsForMoDOTy18.xlsx&action=default&mobileredirect=true MoDOT safety studies (MoDOT access only)]). Calibration factors have been developed to align the results from an HSM analysis with Missouri specific data. Information regarding these calibration factors can be found in the following documents:
:* [https://epg.modot.org/forms/general_files/TS/Missouri_Highway_Safety_Manual_Recalibration.pdf Missouri Highway Safety Manual Recalibration (February 2018)]
:* [https://epg.modot.org/forms/general_files/TS/Highway_Safety_Manual_Applied_in_Missouri–FreewaySoftware.pdf#page=14 Highway Safety Manual Applied in Missouri – Freeway/Software (June 2016)] ''See page 11 – Table ES1 Freeway Interchange Calibration Values''

[[category:907 Traffic Safety|907.01]]

643.4 Railroads

2024-12-13T20:54:53Z

Hoskir: /* 643.4.1.6 Property Rights from Railroads */ updated per RR3969

[[image:643.4.jpg|right|275px]]

==643.4.1 Introduction and Overview for Highway Construction Projects Impacting Railroads==
{|style="padding: 0.3em; margin-right:7px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="left"
|-
|'''Freight and Passenger Rail Capacity Analysis'''
|-
|[http://library.modot.mo.gov/RDT/reports/Ri05053/or08001.pdf Report 2007]
|}
Railroad projects involve a variety of issues, including crossing signals, stop and yield signs, surfacing, traffic signal preemption and grade separations. Some of these may be funded by the Multimodal Division, by MoDOT districts, by both or by other entities. Projects involving work on or over railroad right of way or involving adjustment of railroad facilities require the timely submittal of plans to the Central Office in order to avoid delays in the monthly bid opening. The district is responsible for providing the necessary plans, typical sections and details to [http://sharepoint/systemdelivery/MO/rail/default.aspx Multimodal Operations - Railroads (MO-RR)] where negotiations with railroads are conducted.
{|style="padding: 0.3em; margin-left:7px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right"
|-
|'''Forms'''
|-
|[https://epg.modot.org/forms/CM/C9_Daily_Utility_Report.pdf Daily Utility Report (C-9)]
|-
|[[media:643.4.2 Railroad Crossing Inspection - Form C - 10.doc|Railroad Crossing Inspection (C-10)]]
|-
|[https://epg.modot.org/forms/CM/C13_Final_Utility_Report.pdf Final Utility Report (C-13)]
|-
|[[Media:643.4 Highway -Railroad Crossing Data (M-D-20).doc|Form D-20, Highway-Railroad Crossing Data]]
|-
|[[Media:643.4 Questionaire for New Grade Crossing.doc|Questionnaire for a New Grade Crossing]]
|-
|[[Media:643.4 Questionnaire for Grade Separation.doc|Questionnaire for a New Grade Separation]]
|-
|[[media:643.2 MoDOT Change Order.XLS|Change Order Form]]
|}

===643.4.1.1 Highway Construction Projects With Railroad Involvement===

Projects that include the construction or modification of a highway bridge over a railroad are called overhead grade separation projects. Projects that include the construction of a bridge that takes the tracks over the highway are called underpass projects because the road passes under the railroad. Parallel projects include the construction of roadways, slopes and ditches parallel to and on the railroad right of way, but not across the track. Other projects with railroad involvement include the construction of a new railroad crossing, the widening of an existing crossing, or the resurfacing of highways approaches to a crossing. These are called at-grade projects. Agreements with railroads are secured whenever MoDOT constructs a roadway over, under or across a railroad’s track. A new agreement is also secured whenever a bridge is replaced or widened over a railroad track or whenever an at-grade crossing is widened or relocated. However, a new agreement is not needed for the rehabilitation or the maintenance of an existing overhead bridge or the resurfacing of an existing at-grade crossing. The agreements with railroads are sent to the RE’s office only if the railroad is required to [[#643.4.2.4 Adjustment of Railroad Facilities|adjust their facilities]]. Railroad agreements for highway construction projects are always actual cost agreements.

===643.4.1.2 Contract Job Special Provisions Detailing Railroad Requirements===

A highway construction project that includes work on or over railroad right of way is one of the few occasions where MoDOT’s contractor is working on property not controlled by the Commission. Railroads have the authority to operate trains on their tracks and to maintain a safe environment throughout the construction of any highway project. Contractors and inspectors are required to obey the railroad’s safety procedures and policies as described in the railroad Job Special Provision (JSP). To establish good lines of communication, it is recommended the RE’s office invite the railroad’s representatives listed in the JSP to the preconstruction meetings or set up a separate meeting between the contractor and the railroad. All contracts for construction projects with railroad involvement contain a section in the JSP’s that details the authority of the railroads. This JSP specifies the conditions placed upon the department and our contractor when working on and over railroad right of way (ROW). The railroad JSP defines the requirements for locating utilities on railroad right of way, for railroad flaggers, for contractor’s insurance coverage requirements, for safety training and other safety related precautions and conditions, and the authority of the railroad to review and approve shoring plans and demolition plans. For example the contractor’s insurance policies must be approved by the railroad and arrangements for the flagger must be established before any work can be done on or over the railroad’s ROW.

===643.4.1.3 Highway-Railroad Crossing Data===

Once a project with railroad impacts is added to the Statewide Transportation Improvement Plans (STIP), Form D-20, Highway-Railroad Crossing Data Sheet must be completed and submitted to MO-RR. This form includes information such as railroad ownership, type of crossing, and expected railroad impacts.

===643.4.1.4 Preliminary Roadway Plans===
{|style="padding: 0.3em; margin-right:7px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="left"
|-
|'''Economic, Freight, Railways'''
|-
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/RI08022_Impacts.pdf Summary 2008]
|-
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/RI08022_Siding.pdf Summary 2008]
|-
|'''Public Policy Impact on Rail Development'''
|-
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/or10010.pdf Report 2009]
|-
|'''See also:''' [https://www.modot.org/research-publications Research Publications]
|}

Electronic Plans for any portion of the preliminary roadway plans affecting a railroad including title sheet, plan-profile sheet, cross section sheets, typical sections, and any special sheets are submitted to MO-RR.

Electronic plans and the [https://epg.modot.org/files/f/f7/643.4_Highway_-Railroad_Crossing_Data_%28M-D-20%29.doc Form D-20], Highway-Railroad Crossing Data, must be submitted to MO-RR at least fourteen months prior to the scheduled bid opening date for projects which require major involvement with railroads, such as modification or construction of grade separation structures. Projects with minor railroad involvement, such as rehabilitation or painting of bridges over railroads and resurfacing of approaches to at-grade crossings, require less time for negotiation. Plans and D-20 for these projects are to be submitted six months before the date of the scheduled bid opening.

A review of the number and condition of railroad crossing signs ("crossbucks"), whether they are reflectorized, the condition of the track crossing material and the location and condition of any flashing light signals or gates in relation to the new centerline of roadway will also be made. Form D-20 is used to record these field conditions. This form is to be emailed to MO as soon as the proposed improvement is added to the STIP.

MO-RR will provide this information to the railroad on all projects affecting railroad operating right of way or facilities. If more than one railroad company is involved, the right of way and facilities of each company are to be identified separately. Highway construction plans will show:

:1) All existing railroad facilities within 500 ft. of the crossing, such as switch points, signals, drainage structures, right of way lines, pole lines, restrictions to sight distance, intersection of centerlines equated to railroad stationing (or mile post) and highway stationing, angle of intersection and a land tie to the nearest corner, as well as adjustments that are required.

:2) Highlighting these features in yellow on the plans emphasizes all notes pertinent to work on railroad property, especially those on the proposed handling of drainage.

:3) Railroad right of way lines and the excavation limits on railroad property are outlined in red on the cross section sheets.

:4) Culvert sections are to be furnished at this time for any culverts proposed on railroad right of way.

:5) When roadway excavation must be hauled across a railroad track, the district is to furnish the location and width of the required crossing and the quantity of material to be hauled. In all cases, existing public crossings should be used for this purpose, if at all possible.

[[Image:643.4 Photo1 Flashing Light Signal.jpg|right|400px]]

===643.4.1.5 Grade Separation Structures / Closing of Existing Crossings===

The design of railroad-highway grade separations is coordinated with Bridge and district Design. [[:Category:747_Bridge_Reports_and_Layouts|EPG 747 Bridge Reports and Layouts]] provides information for creating a grade separation report.

A minimum lateral clearance and vertical clearance from the railroad track to the structure is required. (For additional information see [https://epg.modot.org/index.php?title=Category:760_General_Construction_Inspection_for_Structures#760.4.4_Railroad_Vertical_and_Horizontal_Clearances EPG 760.4.4 Railroads Vertical and Horizontal Clearances].) The right angle section must extend entirely across the railroad's right of way.

At an early stage in the design process, the district will coordinate efforts with MO-RR to explore the feasibility of closing adjacent at-grade crossings that may or may not be located on the state highway system. Should this be the case, the closing of the other crossings will be a part of the grade separation project.

[http://www.up.com/real_estate/roadxing/industry/index.htm BNSF Railway-Union Pacific Railroad Guidelines for Railroad Grade Separation Projects] provides specific guidelines as required by these railroads when constructing over or under railroad property.

===643.4.1.6 Property Rights from Railroads===

Acquisitions of railroad right of way is a difficult and time-consuming process. Central Office Right of Way (COROW) and MO-RR are responsible for all acquisitions with railroads regardless of whether they are operating, non-operating, or abandoned railroad right of way. The COROW and District Right of Way Managers will handle all acquisitions with the affected railroad entity. Acquisitions from railroads should adhere to the procedures established in [https://epg.modot.org/index.php?title=236.7_Negotiation#236.7.5_Railroad.2C_State_and_Federal_Acquisitions EPG 236.7.5 Railroad, State and Federal Acquisitions].

Property rights granted by a railroad may be defined and described using one or more document types. Temporary and permanent easements are used where construction and maintenance of highway facilities encroach on operating right of way and may be included in one document. A Warranty Deed (Form 4-7.1A (CCO RW3)), a Quit Claim Deed (Form 4-7.2 (CCO RW2)), or an Easement for Highway Purposes (Form 4-7.5 (CCO RW23)) is desirable where permanent rights are sought on railroad right of way. Coordination with MO-RR and Central Office Right of Way is important when determining the document form due to the fact that all railroads utilize their own Public Projects Manual for details associated with acquisitions.

The district right of way Manager at the request of COROW will prepare the negotiation packet which contains the conveyance documents using a metes and bounds legal description. The District Right of Way staff will prepare an appraisal for each parcel in accordance with standard procedures discussed in [[236.6 Appraisal and Appraisal Review|EPG 236.6 Appraisal and Appraisal Review]]. After the appraisal is complete, the district right of way Manager will provide COROW with the appraisal, railroad’s tract map, roadway plan sheets, conveyance documents, a Written Notice of Intended Acquisition Letter and an undated Written Offer Letter that reflects the approved just compensation. It is likely that an administrative settlement will be necessary to cover the railroad’s processing fee.

In the event when highway right of way runs parallel with abutting railroad right of way and limited access rights are being acquired from the railroad, an electronic set of right of way plans must be sent as soon as available to MO-RR. MO-RR will provide the plans to the railroad to determine if access points need to be reserved for the railroad's use along with the consideration of potentially closing the public/private grade crossings. Quit claim deeds are used to acquire access rights when other easement rights are not involved.

The brief description for railroad easements is referenced to a land tie shown on the railroad's track map. (Example: reference the land tie, provide the distance along the section or quarter section line to the centerline of the railroad right of way, tied to the railroads equation station; refer to track map). A metes and bounds description completed by a Professional Land Surveyor describing the easement and included as Exhibit A to the conveyance document must be provided to Right of Way Manager or COROW.

One copy of the railroad's track map, electronic copies of the roadway plan sheet with the parcels highlighted, and electronic copies of the property document form are submitted by District Right of Way Manager to COROW negotiations with the railroad entity.

===643.4.1.7 Railroad Operating Right of Way===

Railroads usually consider a 100 ft. width of right of way centered about their main track centerline as the minimum on which they can effectively operate. Any encroachment within this limit, even if it is only for ditch cleanout or erosion control, is not welcomed by the railroad and therefore is to be avoided. When encroachment on railroad operating property is absolutely necessary, the roadway plans and other information noted above, including cross sections sheets showing the work on railroad operating right of way throughout the encroachment, are submitted to MO-RR.

===643.4.1.8 Railroad Non-Operating Right of Way===

Property outside the typical 100 ft. wide corridor is usually considered as non-operating right of way. Abandoned depots, warehouses, and watering ponds are also examples of non-operating right of way. As with all railroad easements, railroads typically grant only quitclaim deeds for acquisition of non-operating right of way.

===643.4.1.9 Rehabilitation, Resurfacing and Painting of Structures Over, On, or Under Railroads===

All projects over, on, or under railroad property constructed by MoDOT's contractors require notification of the railroad no matter how minor the work may be. The contractor is almost always required to have railroad protective liability insurance before performing any work involving railroad property even where no trains are currently operated. Rehabilitation of structures such as full-depth repair or removal of railings and curbs will require the contractor to engage railroad personnel (known as “flaggers”) to protect the railroad's property and operation. MO-RR is to be notified of these projects as soon as these projects have been added to the [[121.3 The Statewide Transportation Improvement Program (STIP)|State Transportation Improvement Program (STIP)]].

===643.4.1.10 Resurfacing Projects===

When railroad grade crossings are within the limits of a roadway resurfacing project, MO-RR can request the railroad to make any necessary repairs or replacement of the track crossings, warning devices, and adjustment of high or low tracks to provide for a better grade crossing.

Resurfacing projects will typically mill to match the existing roadway elevation at the railroad crossig. If for some reason this cannot be done, the district will review all railroad crossings within the project limits and determine if a track adjustment is necessary and can be justified. If an adjustment appears beneficial, a profile of top of rail (both rails if the track is on a curve) for 500 ft. in each direction from the crossing will be obtained. This information will be submitted to MO-RR together with a recommended adjustment height.

The district initiates a review of all railroad grade crossings within the limits of or affected by a project by submitting [https://epg.modot.org/files/f/f7/643.4_Highway_-Railroad_Crossing_Data_%28M-D-20%29.doc Form D-20] as soon as a project is added to the STIP.

A review of [[903.20 Signing for Rail and Light Rail Transit Grade Crossings|advance warning signs]] should also be done at the same time to ensure they are correctly placed on either side of the crossing.

Resurfacing projects with paving limits up to the crossing surface or within 25 ft. of the tracks will require a JSP that includes railroad protective liability insurance and flagging. Seal coat projects, with limits stopping 50 ft. before the tracks, may require a No Railroad Involvement JSP. MO-RR will coordinate the necessary provisions with the impacted railroad, as soon as the required information is submitted in the Form D-20.

===643.4.1.11 Railroad Crossing Maintenance Responsibility===

Unless otherwise agreed to, the railroad company shall maintain the highway surface over the length of the ties at single-track crossings and between tracks where adjacent track centers are less than 15 ft. apart.

[[image:643.4.1.11 2019.jpg|center|850px|thumb|<center>''' Highway/Railroad Crossing<br/>Maintenance Responsibilities at Multiple Track Crossings'''</center>]]

Unless otherwise agreed to, all railroad crossing warning devices, except the advance pavement marking and the advance warning signs, shall be maintained by the railroad company.

MoDOT shall install and maintain the advance pavement marking and the advance warning signs at railroad crossings on MoDOT roadways. MoDOT will maintain the approaches at single-track crossings on state highways up to the end of the ties or to the edge of the crossing material, and will maintain the pavement between multiple track crossings where adjacent track centers are 15 ft. or more apart.

MoDOT should also monitor the crossing location on MoDOT roadways for any vegetation or other sight distance obstructions that may obscure railroad crossing signals.

===643.4.1.12 Crossing Surfaces===

Railroads are responsible for the installation and maintenance of all public railroad-highway grade crossing surfaces. If a district desires to pay for a crossing surface or a portion of a crossing surface, they will work with MO-RR before entering into any oral agreement or arrangement to pay for the crossing, which is strictly voluntary.

Agreements for installation of high type crossing surfaces are prepared by MO-RR and submitted to the railroad for execution. These high type surfaces are composed of rubber or concrete. MO-RR will transmit the agreement to the district for execution by the local agency, if applicable, after execution by the railroad. Once it has been executed by the local agency, MO-RR will notify the railroad to proceed with the installation. District construction personnel will inspect the work. The District Construction and Materials engineer responsible for Construction will notify MO-RR when the installation is completed.

===643.4.1.13 Railroad Grade Crossing Warning Systems===

The determination of appropriate warning devices at railroad grade crossings is the responsibility of MO-RR with concurrence of the railroad(s) involved. The district initiates a review of all railroad grade crossings within the limits of or affected by a project by submitting [[Media:643.4 Highway -Railroad Crossing Data (M-D-20).doc|Form D-20]] as soon as possible after a project is added to the STIP.

If the district is unsure whether an existing grade crossing warning system is affected by a project (even if the crossing warning system is actually located outside the project limits), they need to contact MO-RR for clarification.

===643.4.1.14 Railroad Crossing Median Islands===
<div style="float: right; margin-top: 5px; margin-left: 5px; width:425px; background-color: #f5f5f5; padding: 0.3em; border: 2px solid #cccccc; text-align:left;">
'''<u><center>Quiet Zone</center></u>'''
* Quiet zones are federally-designated areas at least a half mile in length of railroad tracks in which the locomotive engineer is allowed to not blow the train's horn at public crossings. Development of quiet zones falls to the community requesting the quiet zone, (usually a city) the state agency that regulates crossing safety devices (in Missouri, MoDOT) and the railroad involved.
'''<u><center>Requirements</center></u>'''
*The creation of a new quiet zone requires, at a minimum, that each grade crossing be equipped with medians on both sides of the crossing, flashing lights and gates and "constant warning time" circuitry. Additional safety measures may be required to compensate for the absence of the horn as a warning device in some cases.
'''<u><center>Hours</center></u>'''
*New quiet zones can be in effect 24 hours a day, or only between 10 p.m. and 7 a.m.
'''<u><center>Emergencies</center></u>'''
*Train engineers are still permitted to blow horns in quiet zones in emergency situations where safety devices are not working, or to warn railroad or other workers on or near tracks.
</div>

[[image:643.4.1.14.jpg|left|400px|thumb|'''<center>For roadway approaches with posted speed limits that are 45 MPH or greater, delineators or delineator curb system may be considered to discourage motorists from driving around the gates.</center>''']]

Collisions at railroad crossings equipped with automated warning signals and gates can occur if the vehicle operator drives around the gates while in the lowered position. To help mitigate this, in areas with a Posted Speed Limit of 40 MPH or less, a median island with barrier type (non-mountable) curbs is constructed on the roadway approaches. Typically, the island must be at least 100 ft. long to be effective. (The island is also typically required for the establishment of a "Quiet Zone", see box to the right). In some cases, where access would be severely affected, an island of at least 60 ft. can be considered. A detailed drawing is available for use. If a barrier type (non-mountable) curb on a divisional median island is used, lighting of the island ends is required.

For roadway approaches where the posted speed limit is 45 MPH or greater, delineators or delineator curb system may be considered to discourage motorists from driving around the gates. Delineators or delineator curb system may also be considered at locations with posted speed limits of 40 MPH or less if deemed more feasible than the median island with barrier type (non-mountable) curbs described above.

Maintenance staff should be involved in the development of Quiet Zone details prior to the selection, design and construction of any island or delineation option at the crossing.
</br>
</br>
</br>

===643.4.1.15 Final Plans===

Electronic copies of the title sheet, plan and profile sheet(s), bridge title sheet (if applicable), and any special sheet(s) showing details of the crossing or of the roadway in the vicinity of the crossing (including any structures) are submitted to MO-RR.

If a crossing on a non-state route is to be closed as part of the project, MO-RR must approve the closure or the local road authority must provide a resolution, ordinance, or official letter supporting the closure to MO-RR which will then approve it. The district will secure this approval.

When the roadway improvement project includes a new grade crossing of the railroad, a [[Media:643.4 Questionaire for New Grade Crossing.doc|questionnaire for a new grade crossing]] is submitted to MO-RR with the roadway plan sheets. If the project includes a [[Media:643.4 Questionnaire for Grade Separation.doc|new, widened or replacement grade separation]] structure a different questionnaire is submitted with the roadway plan sheets.

This information is submitted to MO-RR at least six months prior to the scheduled bid opening date for the project.

===643.4.1.16 Final Quantities===

Plans submitted to the Central Office that include any proposed work on railroad operating right of way will contain a breakdown of [http://www.modot.mo.gov/business/contractor_resources/biditemslisting.htm bid item] quantities (using forms DE 301 and 302) which occur within the limits of the railroad right of way. The contractor will use this information to obtain railroad protective liability insurance.

==643.4.2 Construction Inspection Guidelines for Railroads==
[[image:643.4.2.jpg|right|275px]]
There are two basic types of railroad projects that require oversight and inspection by MoDOT construction inspectors:

:* Highway construction projects built by MoDOT contractors over, on, or under railroads. The work on these projects use traditional job numbers (JXXXXX). MoDOT’s Railroad Projects Manager (RPM)is the Central Office contact for any questions concerning this type of railroad work. Refer to [[#643.4.1.1 Highway Construction Projects With Railroad Involvement|EPG 643.4.1.1 Highway Construction Projects With Railroad Involvement]] and [[#643.4.1.2 Contract Job Special Provisions Detailing Railroad Requirements|EPG 643.4.1.2 Contract Job Special Provisions Detailing Railroad Requirements]].
:* Railroad crossing safety improvement projects built by the railroad or their contractor. Railroad crossing safety improvement projects typically use the following style of job number: RRP-000S(XXX). MoDOT’s Railroad Safety Specialists (RSS) are the Central Office contact for any questions concerning this type of railroad work.

Highway construction projects usually involve state routes only, whereas the railroad crossing safety improvement projects can be located on any public crossing, including but not limited to crossings located on city streets, county roadways or highways.

===643.4.2.1 Railroad Flagging===

A railroad flagger is a railroad employee designated to communicate with our contractor. A flagger is required whenever the contractor’s work could endanger or interfere with the railroad’s operations such as the movement of trains through the project site. A general rule is a flagger is required whenever the contractor will have workers or equipment within 25 feet of the centerline of an active track. One of the primary duties of the flagger is to advise the contractor when trains are expected so that the contractor can pull back personnel and equipment to secure the construction area for the safe movement of trains. The department’s contractor shall contact the railroad to hire a flagger under the conditions specified in the JSP; however, if the contractor proceeds without a flagger when one is needed, the railroad may choose to station a flagger at the site full time throughout the project duration. Under most circumstances a flagger cannot be hired on an hourly basis. Typically the flagger is hired for a minimum of one eight-hour day. Some railroads require as much as 30 days advance notice to hire a flagger and as much as one week’s notice to discharge a flagger, so the contractor is economically inclined to consolidate all work that requires flagging service. Flagging costs are deducted from the contractor’s progress payments. There is no bid item for flagging service. The contractor’s costs for flagging must be in other bid items. The project office shall review all flagging invoices for accuracy, thus inspectors should keep an independent record of the flagging service provided.

Since flagging costs can quickly become extremely expensive, MoDOT districts are urged to strictly monitor the charges and ask MO-RR for assistance should they appear unreasonable.

===643.4.2.2 Adjustment of Railroad Facilities===

Railroad facilities may need to be modified or adjusted to clear the construction area. For example overhead communication lines frequently need to be relocated prior to the construction or demolition of a highway bridge over a railroad. Sometimes the railroad tracks need to be moved to make space for a new bridge pier. Railroad employees perform these adjustments at MoDOT expense. Ideally this type of work is performed prior to the start of the project construction. The project office inspects these adjustments and makes recommendation for payment when the railroad invoices are received.

===643.4.2.3 Field Inspection of Railroad Work===

Inspection of work performed by railroads during highway construction projects is similar to the inspection of work performed by [[643.2 Local Utility Adjustments - Public and Private#643.2.2.6 Field Inspection|utility companies]]. The railroad is responsible for the work that will be reimbursed by MoDOT, but the work is performed on their facilities in accordance with their own standards. The RE’s office or MO-RR staff will keep detailed records of the work performed so the [[643.2 Local Utility Adjustments - Public and Private#643.2.2.8 Maintaining Construction Records|railroad invoices]] can be verified in the following situations.

===643.4.2.4 Railroad Invoices - Highway Construction Projects===

On MoDOT construction projects in which, for example, a bridge is built over a railroad, MoDOT’s Railroad Projects Manager (RPM) receives the progressive and final invoices from the railroads. The RPM will forward all invoices to the RE. The RE’s office is responsible for reviewing and making recommendation for the payment for all railroad work performed for highway construction projects. Railroads may send progressive invoices for facility adjustments and for flagging services on a monthly basis. The project office shall determine the amount of flagging costs that need to be deducted from the contactor’s payments. The project office should process the invoices within one month of receipt when possible. Progress invoices are handled in the same manner as the [[643.2 Local Utility Adjustments - Public and Private#643.2.2.9.2 Partial Payment Invoices|utility partial payment invoices]]. Therefore, the RE sends progress payment memos directly to the Controller’s Office (copy memo to Division Construction and the RPM (not the DUE)). Final invoices are processed in the same manner as [[643.2 Local Utility Adjustments - Public and Private#643.2.2.9.3 Final Invoice|Utility Final Invoices]]. However, the RE will forward the following items to the Construction Division with a memo:

:* [https://epg.modot.org/forms/CM/C9_Daily_Utility_Report.pdf Daily Utility Reports (C-9)] and the
:* [https://epg.modot.org/forms/CM/C13_Final_Utility_Report.pdf Final Utility Report (C-13)]

The district construction office and the RPM also receive copy of the memo and attachments. If disputes are encountered between the contractor and the railroad representatives that cannot be resolved by the RE, or if questions arise regarding the intention of construction and maintenance agreements or railroad special provisions, the project office can contact the RPM.

==643.4.3 Railroad Crossing Safety Improvements==

MoDOT administers federal funds specifically intended to reduce the hazards of highway/railroad crossings. Typically this involves the installation of active warning devices, such as flashing light signals and gates, at rural crossings on non-state routes. Railroad forces or a construction contractor hired by the railroad usually performs the work. Railroad companies occasionally participate in the cost, but the majority is usually paid using the federal and state funds administered (by the RSS) through the Missouri Highway/Rail Crossing Safety Program.

MO-RR will initiate individual grade crossing improvements not associated with a roadway improvement project by using a priority rating system developed from the data available on the crossing inventory or by using cost share agreements with the railroads, local governments or private agencies. The district, together with the railroad, local officials and MO-RR personnel annually inspect a number of these crossings in the field to determine the appropriate improvement. A diagnostic field review will be conducted with all affected parties to determine the appropriate improvements.

MO-RR prepares all agreements for improvements at railroad crossings after the proposed work has been approved by the FHWA. Crossing improvements on state routes are processed by MO-RR without involving local agencies.

===643.4.3.1 Railroad Crossing Improvement Project Coordination===

The District Railroad (RR) Contacts are to be notified of rail-highway grade crossing improvement projects as soon as a project is initiated by MO-RR.

MO-RR will coordinate a diagnostic field review at the railroad crossing with the Railroad, District RR Contact(s), Area Engineers and local road authority representatives. At the diagnostic field review, all involved parties shall investigate the crossing and discuss the potential safety improvements. The attending District RR Contact is responsible for signing the diagnostic review documentation as the District representative.

The district is responsible for providing approaching roadway recommendations, signage modifications, etc.

MO-RR distributes all project paperwork to the local road authority, district RR Contact(s) and Railroad, as necessary.

The Supplemental Agreement between MoDOT, the railroad and local road authority is drafted, reviewed, finalized and dispersed for signatures by MO-RR, railroad and local road authority. This agreement details the planned improvements and responsibility of each involved party.

The Administrative Order is drafted and issued by MO-RR, at which time the railroad is typically granted 1 year to construct improvements. Financial Service, district contact and Motor Carriers are advised at this time that the project is scheduled for construction.

===643.4.3.2 Field Inspection of Railroad Work – Crossing Safety Improvements===

The district will be notified of project involving at-grade crossing improvements. The district should monitor projects on the state system for adequate traffic control. For complex projects, MO-RR will coordinate any additional inspection assistance required from the District Construction office prior to the start of construction. For most routine projects, district inspection will not be required.

===643.4.3.3 Railroad Invoices for Crossing Safety Improvements - MoDOT and Non-MoDOT Projects===

The Railroad Safety Section (RSS) receives the progressive and final invoices from the railroads throughout construction of the project. This type of railroad work is progressed and final billed very differently than railroad invoices for highway construction projects. The RSS submits all progress bills directly to the Controllers Office.

After the RSS receives the proper documentation and final invoice, RSS will determine whether to withhold or recommend payment. MO-RR will complete the final inspection.

==643.4.4 Maintenance Activities==
===643.4.4.1 Railroad Crossing Safety===

Prior to conducting any work over or within 25 horizontal feet of the centerline of an active track, that could interfere with the movement of any train, MoDOT shall contact the railroad company responsible for the track at least 48 hours in advance of performing the work. The railroad company shall be notified of the nature, length and location of the work that is to be performed. For work that will interfere with the movement of any train or pose a safety hazard to the workers within these space limitations on the active track, a railroad company flagger paid for by the department must be present unless the railroad company has indicated that a flagger is not required at the work site during the time the work is to be done.

The [http://sharepoint/systemdelivery/MO/rail/projects/Documents/Rail_Frieight-Track_Managers/rail_freight_track_managers_2015.pdf Statewide Railroad Track Manager Map] should be referenced to determine the railroad company representative responsible for a particular railroad track or crossing, contact the MO Railroad Section at (573) 526-2169. In order to identify the railroad company representative responsible for maintaining a particular railroad track or crossing, department personnel should provide the name of the railroad company and either the crossing number (also called the DOT Number) or the railroad milepost and subdivision identification to the Railroad Section.

MoDOT employees are required to wear [http://sharepoint/safety/csp/SitePages/PPE.aspx personal protective equipment], as described in the department’s Safety Policies, Rules & Regulations Employee Handbook, appropriate for each task when working near or over an active railroad track.

===643.4.4.2 Cooperation with Railroads===

District personnel should notify MO-RR or the railroad company representative (roadmaster) when a crossing is in need of repair. If it is unclear which railroad company is responsible for a particular crossing, district personnel should contact the Railroad Section for assistance in determining ownership responsibility for the crossing. If the crossing repairs are not made by the railroad company within a reasonable period of time, the district should request assistance from the Railroad Section to set a firm timeline by which the railroad must make the repairs.

MoDOT may furnish asphaltic material for patching crossings when requested by the railroad company. If possible, MoDOT and the railroad company should schedule any needed maintenance to the roadway in the vicinity of the crossing at the same time.

If department personnel are patching the roadway at a multiple track crossing and there are potholes in the roadway surface between the tracks (not rails), department personnel should patch the holes with department forces even if the centerlines of the tracks are less than 15 ft. apart. MoDOT does not assume the responsibility for maintenance of the crossing and under no circumstances are department personnel to replace any portion of a timber or other type of crossing material. MoDOT forces are not to work between the rails, but can furnish asphaltic material to the railroad company for use in this area.

When replacing or making major repairs to a crossing it may be necessary for the railroad company to temporarily close the crossing to both rail and highway traffic. The District Engineer may authorize the highway closure, however, the closure should be held to as short a period of time as possible. If a detour is available the railroad company may set-up the detour around the crossing, however, MoDOT will not be involved in providing the detour nor will the department assume any responsibility for the maintenance of the detour route. MoDOT may furnish (not install) detour signing as well as the warning signs necessary to adequately warn motorists of the closure and detour. The railroad company is responsible for the placement and maintenance of the signing as well as notifying all local officials and local media of the closure. The railroad company shall obtain a permit for the placement of any detour or workzone signs on MHTC Right-of-way.

===643.4.4.3 Roadway Taper at Railroad Crossings===
A rough riding railroad crossing is sometimes caused by the buildup of the asphalt approach pavement to the crossing. On overlay projects, depth transitions should be constructed approaching the railroad crossing to meet the elevation of the tracks. Modified coldmilling should be used to create a taper of 1” to 100’ (1:1200) and the overlay placed at the intended thickness. As some flexibility exists, the district will need to review the route and any exceptions to determine the appropriate adjustments for each location within the project.

==643.4.5 Traffic Control for Railroad and Light Rail Transit Grade Crossings==

===643.4.5.1 Introduction (MUTCD Section 8A.01)===
The sections of [http://mutcd.fhwa.dot.gov/index.htm the MUTCD] that have been incorporated into MoDOT policy are included in the EPG. Other jurisdictions may reference any or all of MoDOT's EPG. If MoDOT's EPG doesn't cover a particular section, the jurisdiction should reference the current version of the MUTCD as the authoritative document for traffic control devices.

'''Support.''' Traffic control for highway-rail grade crossings includes all signs, signals, markings, other warning devices and their supports along highways approaching and at highway-rail grade crossings. The function of this traffic control is to permit reasonably safe and efficient operation of both rail and highway traffic at highway-rail grade crossings.

For purposes of installation, operation, and maintenance of traffic control devices at highway-rail grade crossings, it is recognized that the crossing of the highway and rail tracks is situated on a right of way available for the joint use of both highway traffic and railroad traffic.

The highway agency or authority with jurisdiction and the regulatory agency with statutory authority, if applicable, jointly determine the need and selection of devices at a highway-rail grade crossing.

In Traffic Controls for Highway-Rail Grade Crossings, the combination of devices selected or installed at a specific highway-rail grade crossing is referred to as a “traffic control system.”

'''Standard.''' The traffic control devices, systems and practices described herein shall be used at all highway-rail grade crossings open to public travel, consistent with federal, state and local laws and regulations.
{|style="padding: 0.3em; margin-left:1px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right"
|-
|'''Railroad-Highway Crossing'''
|-
|[http://library.modot.mo.gov/RDT/reports/UnNumbrd/ss07001.pdf Summary 2007]
|-
|'''See also:''' [https://www.modot.org/research-publications Research Publications]
|}

To promote an understanding of common terminology between highway and railroad signaling issues, the following definitions shall be used:

1. Advance Preemption—the notification of an approaching train that is forwarded to the highway traffic signal controller unit or assembly by the railroad equipment in advance of the activation of the railroad warning devices.

2. Advance Preemption Time—the period of time that is the difference between the required maximum highway traffic signal preemption time and the activation of the railroad warning devices.

3. Cantilevered Signal Structure—a structure that is rigidly attached to a vertical pole and is used to provide overhead support of signal units.

4. Clear Storage Distance—the distance available for vehicle storage measured between 6 ft. from the rail nearest the intersection to the intersection stop line or the normal stopping point on the highway. At skewed highway-rail grade crossings and intersections, the 6 ft. distance shall be measured perpendicular to the nearest rail either along the centerline or edge line of the highway, as appropriate, to obtain the shorter distance. Where exit gates are used, the distance available for vehicle storage is measured from the point where the rear of the vehicle would be clear of the exit gate arm. In cases where the exit gate arm is parallel to the track(s) and is not perpendicular to the highway, the distance is measured either along the centerline or edge line of the highway, as appropriate, to obtain the shorter distance.

5. Design Vehicle—the longest vehicle permitted by statute of the road authority (state or other) on that roadway.

6. Dynamic Envelope—the clearance required for the train and its cargo overhang due to any combination of loading, lateral motion, or suspension failure.

7. Dynamic Exit Gate Operating Mode—a mode of operation where the exit gate operation is based on the presence of vehicles within the minimum track clearance distance.

8. Exit Gate Clearance Time—for Four-Quadrant Gate systems, the exit gate clearance time is the amount of time provided to delay the descent of the exit gate arm(s) after entrance gate arm(s) begin to descend.

9. Exit Gate Operating Mode—for Four-Quadrant Gate systems, the mode of control used to govern the operation of the exit gate arms.

10. Flashing-Light Signals—a warning device consisting of two red signal indications arranged horizontally that are activated to flash alternately when a train is approaching or present at a highway-rail grade crossing.

Active Warning System

11. Interconnection—the electrical connection between the railroad active warning system and the highway traffic signal controller assembly for the purpose of preemption.

12. Maximum Highway Traffic Signal Preemption Time—the maximum amount of time needed following initiation of the preemption sequence for the highway traffic signals to complete the timing of the right-of-way transfer time, queue clearance time, and separation time.

13. Minimum Track Clearance Distance—for standard two-quadrant railroad warning devices, the minimum track clearance distance is the length along a highway at one or more railroad tracks, measured either from the highway stop line, warning device, or 12 ft. perpendicular to the track centerline, to 6 ft. beyond the track(s) measured perpendicular to the far rail, along the centerline or edge line of the highway, as appropriate, to obtain the longer distance. For Four-Quadrant Gate systems, the minimum track clearance distance is the length along a highway at one or more railroad tracks, measured either from the highway stop line or entrance warning device, to the point where the rear of the vehicle would be clear of the exit gate arm. In cases where the exit gate arm is parallel to the track(s) and is not perpendicular to the highway, the distance is measured either along the centerline or edge of the highway, as appropriate, to obtain the longer distance.

14. Minimum Warning Time—Through Train Movements—the least amount of time active warning devices shall operate prior to the arrival of a train at a highway-rail grade crossing.

15. Preemption—the transfer of normal operation of highway traffic signals to a special control mode.

16. Pre-signal—supplemental highway traffic signal faces operated as part of the highway intersection traffic signals, located in a position that controls traffic approaching the highway-rail grade crossing in advance of the intersection.

17. Queue Clearance Time—the time required for the design vehicle of maximum length stopped just inside the minimum track clearance distance to start up and move through and clear the entire minimum track clearance distance. If presignals are present, this time shall be long enough to allow the vehicle to move through the intersection, or to clear the tracks if there is sufficient clear storage distance. If a Four-Quadrant Gate system is present, this time shall be long enough to permit the exit gate arm to lower after the design vehicle is clear of the minimum track clearance distance.

18. Right of Way Transfer Time — the maximum amount of time needed for the worst case condition, prior to display of the track clearance green interval. This includes any railroad or highway traffic signal control equipment time to react to a preemption call, and any traffic control signal green, pedestrian walk and clearance, yellow change, and red clearance intervals for conflicting traffic.

19. Separation Time — the component of maximum highway traffic signal preemption time during which the minimum track clearance distance is clear of vehicular traffic prior to the arrival of the train.

20. Simultaneous Preemption — notification of an approaching train is forwarded to the highway traffic signal controller unit or assembly and railroad active warning devices at the same time.

21. Timed Exit Gate Operating Mode—a mode of operation where the exit gate descent is based on a predetermined time interval.

22. Vehicle Intrusion Detection Devices—a detector or detectors used as a part of a system incorporating processing logic to detect the presence of vehicles within the minimum track clearance distance and to control the operation of the exit gates.

23. Wayside Equipment—the signals, switches, and/or control devices for railroad operations housed within one or more enclosures located along the railroad right-of-way and/or on railroad property.

'''Standard.''' Where Light Rail Transit (LRT) and railroads use the same tracks or adjacent tracks, the traffic control devices, systems and practices for highway-rail grade crossings shall be used.

===643.4.5.2 Use of Standard Devices, Systems and Practices at Highway-Rail Grade Crossings (MUTCD Section 8A.02)===

'''Support.''' Because of the large number of significant variables to be considered, no single standard system of traffic control devices is universally applicable for all highway-rail grade crossings.

'''Guidance.''' The appropriate traffic control system to be used at a highway-rail grade crossing should be determined by an engineering study involving both the highway agency and the railroad company.
[[image:643.4.4.2.jpg|right|275px]]

'''Option.''' The engineering study may include the Highway-Rail Intersection (HRI) components of the National Intelligent Transportation Systems (ITS) architecture, which is a USDOT accepted method for linking the highway, vehicles and traffic management systems with rail operations and wayside equipment.

'''Support.''' More detail on Highway-Rail Intersection components is available from USDOT’s Federal Railroad Administration, 1120 Vermont Ave., NW, Washington, DC 20590, or www.fra.dot.gov.

'''Standard.''' Traffic control devices, systems, and practices shall be consistent with the design and application of the Standards contained herein.

Before any new highway-rail grade crossing traffic control system is installed or before modifications are made to an existing system, approval shall be obtained from the highway agency with the jurisdictional and/or statutory authority, and from the railroad company.

'''Guidance.''' To stimulate effective responses from vehicle operators and pedestrians, these devices, systems and practices should use the five basic considerations employed generally for traffic control devices and described fully in [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.2_Principles_of_Traffic_Control_Devices_.28MUTCD_Section_1A.02.29 EPG 900.1.2 Principles of Traffic Control Devices]: design, placement, operation, maintenance and uniformity.

'''Support.''' Many other details of highway-rail grade crossing traffic control systems that are not set forth in EPG 903.20 are contained in the publications listed in [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11 Relation to Other Publications].

===643.4.5.3 Use of Standard Devices, Systems, and Practices at Highway-LRT Grade Crossings (8A.03)===

'''Support.''' The combination of devices selected or installed at a specific highway-LRT grade crossing is referred to as a Light Rail Transit Traffic Control System. Because of the large number of significant variables to be considered, no single standard system of traffic control devices is universally applicable for all highway-LRT grade crossings.

For the safety and integrity of operations by highway and LRT users, the highway agency with jurisdiction, the regulatory agency with statutory authority, if applicable, and the LRT authority jointly determine the need and selection of traffic control devices and the assignment of priority to LRT at a highway-LRT grade crossing. The normal rules of the road and traffic control priority identified in the “Uniform Vehicle Code” govern the order assigned to the movement of vehicles at an intersection unless the local agency determines that it is appropriate to assign a higher priority to LRT. Examples of different types of LRT priority control include separate traffic control signal phases for LRT movements, restriction of movement of roadway vehicles in favor of LRT operations, and preemption of highway traffic signal control to accommodate LRT movements.

'''Guidance.''' The appropriate traffic control system to be used at a highway-LRT grade crossing should be determined by an engineering study conducted by the LRT or highway agency in cooperation with other appropriate state and local organizations.

'''Standard.''' Traffic control devices, systems, and practices shall be consistent with the design and application of the Standards contained in this article. The traffic control devices, systems, and practices described in this article shall be used at all highway-LRT grade crossings. Before any new highway-LRT grade crossing traffic control system is installed or before modifications are made to an existing system, approval shall be obtained from the highway agency with the jurisdictional and/or statutory authority, and from the LRT agency.

'''Guidance.''' To stimulate effective responses from road users, these devices, systems, and practices should use the five basic considerations employed generally for traffic control devices and described fully in [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.2_Principles_of_Traffic_Control_Devices_.28MUTCD_Section_1A.02.29 EPG 900.1.2 Principles of Traffic Control Devices] design, placement, operation, maintenance, and uniformity.

'''Support.''' Many other details of highway-LRT grade crossing traffic control systems that are not set forth in [[903.20 Signing for Rail and Light Rail Transit Grade Crossings|EPG 903.20 Signing for Rail and Light Rail Transit Grade Crossings]] are contained in the publications listed in [https://epg.modot.org/index.php?title=Category:900_TRAFFIC_CONTROL#900.1.11_Relation_to_Other_Publications_.28MUTCD_Section_1A.11.29 EPG 900.1.11 Relation to Other Publications].

'''Standard.''' Highway-LRT grade crossings in semi-exclusive alignments shall be equipped with a combination of automatic gates and flashing-light signals, or flashing-light signals only, or traffic control signals, unless an engineering study indicates that the use of Crossbuck Assemblies, STOP signs or YIELD signs alone would be adequate.

===643.4.5.4 Uniform Provisions (MUTCD Section 8A.04)===

'''Standard.''' All signs used in highway-rail grade crossing traffic control systems shall be retroreflectorized or illuminated as described in [[903.2 Extent of Signing#903.2.9 Retroreflectivity and Illumination (MUTCD Section 2A.07)|EPG 903.2.9 Retroreflectivity and Illumination]] to show the same shape and similar color to an approaching traveler during both day and night.

No sign or signal shall be located in the center of an undivided highway, unless it is crashworthy (breakaway, yielding, or shielded with a longitudinal barrier or crash cushion) or unless it is placed on a raised island.

'''Guidance.''' Such signs or signals should be installed with a clearance of at least 2 ft. from the outer edge of the raised island to the nearest edge of the sign or signal, except as allowed in [[903.2 Extent of Signing#903.2.25.1 Scope of Signs and Signing|EPG 903.2.25.1]] and [https://epg.modot.org/index.php?title=903.3_Post-Mounted_Signing#903.3.2_Lateral_Offset_.28MUTCD_Section_2A.19.29 EPG 903.3.2].

Where the distance between tracks, measured along the highway between the inside rails, exceeds 100 ft., additional signs or other appropriate traffic control devices should be used to inform approaching road users of the long distance to cross the tracks.

===643.4.5.5 Grade Crossing Elimination (MUTCD Section 8A.05)===

'''Guidance.''' Because highway-rail grade crossings are a potential source of crashes and congestion, agencies should conduct engineering studies to determine the cost and benefits of eliminating these crossings.

'''Standard.''' When a highway-rail grade crossing is eliminated, the traffic control devices for the crossing shall be removed.

If the existing traffic control devices at a multiple-track highway-rail grade crossing become improperly placed or inaccurate because of the removal of some of the tracks, the existing devices shall be relocated and/or modified.

'''Guidance.''' Any highway-rail grade crossing that cannot be justified should be eliminated.

Where a roadway is removed from a highway-rail grade crossing, the roadway approaches in the railroad or LRT right-of-way should also be removed and appropriate signs and object markers should be placed at the roadway end in accordance with EPG 620.3 Object Markers (MUTCD Section 2C.66).

Where a railroad or LRT is eliminated at a highway-rail grade crossing, the tracks should be removed or paved over.

===643.4.5.6 Illumination at Grade Crossings (MUTCD Section 8A.06)===

'''Support.''' Illumination is sometimes installed at or adjacent to a grade crossing in order to provide better nighttime visibility of trains or LRT equipment and the grade crossing (for example, where a substantial amount of railroad or LRT operations are conducted at night, where grade crossings are blocked for extended periods of time, or where crash history indicates that road users experience difficulty in seeing trains or LRT equipment or traffic control devices during hours of darkness).

Recommended types and locations of luminaries for illuminating grade crossings are contained in the American National Standards Institute’s (ANSI) ''Practice for Roadway Lighting RP-8,'' which is available from the Illuminating Engineering EPG [[:Category:900 TRAFFIC CONTROL#900.1.11 Relation to Other Publications (MUTCD Section 1A.11)|EPG 900.1.11 Relation to Other Publications]].

===643.4.5.7 Quiet Zone Treatments at Highway-Rail Grade Crossings (MUTCD Section 8A.07)===

'''Support.''' 49 CFR Part 222 (Use of Locomotive Horns at Highway-Rail Grade Crossings; Final Rule) prescribes Quiet Zone requirements and treatments.

'''Standard.''' Any traffic control device and its application where used as part of a Quiet Zone shall comply with all applicable provisions of the MUTCD.

===643.4.5.8 Temporary Traffic Control Zones (MUTCD Section 8A.08)===

'''Support.''' Temporary traffic control planning provides for continuity of operations (such as movement of traffic, pedestrians and bicycles, transit operations and access to property/utilities) when the normal function of a roadway at a highway-rail grade crossing is suspended because of temporary traffic control operations.

'''Standard.''' Traffic controls for temporary traffic control zones that include highway-rail grade crossings shall be as outlined in [[616.23 Traffic Control for Field Operations|EPG 616.23 Traffic Control for Field Operations]].

When a highway-rail grade crossing exists either within or in the vicinity of a temporary traffic control zone, lane restrictions, flagging or other operations shall not be performed in a manner that would cause vehicles to stop on the railroad tracks, unless a law enforcement officer or flagger is provided at the highway-rail grade crossing to minimize the possibility of vehicles stopping on the tracks, even if automatic warning devices are in place.

'''Guidance.''' Public and private agencies, including emergency services, businesses and railroad companies, should meet to plan appropriate traffic detours and the necessary signing, marking and flagging requirements for operations during temporary traffic control zone activities. Consideration should be given to the length of time that the highway-rail grade crossing should be closed, the type of rail and highway traffic affected, the time of day and the materials and techniques of repair.

The agencies responsible for the operation of the LRT and highway should be contacted when the initial planning begins for any temporary traffic control zone that might directly or indirectly influence the flow of traffic on mixed-use facilities where LRT and road users operate.

Temporary traffic control operations should minimize the inconvenience, delay and crash potential to affected traffic. Prior notice should be given to affected public or private agencies, emergency services, businesses, railroad companies and travelers before the free movement of vehicles or trains is infringed upon or blocked.

Temporary traffic control zone activities are not to be permitted to extensively prolong the closing of the highway-rail grade crossing.

The width, grade, alignment and riding quality of the highway surface at a highway-rail grade crossing are, at a minimum, to be restored to correspond with the quality of the approaches to the highway-rail grade crossing.

==643.4.6 Signs and Markings (MUTCD Section 8B)==

'''Support.''' Reference [[903.20 Signing for Rail and Light Rail Transit Grade Crossings|EPG 903.20 for Signing for Rail and Light Rail Transit Grade Crossings]] (MUTCD Sections 8B.01-8B.09 and 8B.12).

===643.4.6.1 Light Rail Transit Only Lane Signs (R15-4 Series) (MUTCD Section 8B.13)===

'''Support.''' Not used in Missouri.

===643.4.6.2 Do Not Pass Light Rail Transit Signs (R15-5, R15-5a) (MUTCD Section 8B.14)===

'''Support.''' Not used in Missouri.

===643.4.6.3 No Motor Vehicles On Tracks Signs (R15-6, R15-6a) (MUTCD Section 8B.15)===

'''Support.''' Not used in Missouri.

===643.4.6.4 Divided Highway with Light Rail Transit Crossing Signs (R15-7 Series) (MUTCD Section 8B.16)===

'''Support.''' Not used in Missouri.

===643.4.6.5 LOOK Sign (R15-8) (MUTCD Section 8B.17)===

'''Option.''' At grade crossings, the LOOK (R15-8) sign may be mounted as a supplemental plaque on the Crossbuck support, or on a separate post in the immediate vicinity of the grade crossing on the railroad or LRT right of way.

'''Guidance.''' A LOOK sign should not be mounted as a supplemental plaque on a Crossbuck Assembly that has a YIELD or STOP sign mounted on the same support as the Crossbuck.

===643.4.6.6 Emergency Notification Sign (I-13) (MUTCD Section 8B.18)===
[[image:643.5.6.jpg|center|175px|thumb|<center>'''Example of I-13'''</center>]]

'''Guidance.''' Emergency Notification (I-13) signs should be installed at all highway-rail grade crossings, and at all highway-LRT grade crossings on semi-exclusive alignments, to provide information to road users so that they can notify the railroad company or LRT agency about emergencies or malfunctioning traffic control devices.

'''Standard.''' When Emergency Notification signs are used at a highway-rail grade crossing, they shall, at a minimum, include the USDOT grade crossing inventory number and the emergency contact telephone number. When Emergency Notification signs are used at a highway-LRT grade crossing, they shall, at a minimum, include a unique crossing identifier and the emergency contact telephone number. Emergency Notification Signs shall have a white legend and border on a blue background. The Emergency Notification signs shall be positioned so as to not obstruct any traffic control devices or limit the view of rail traffic approaching the grade crossing.

Emergency Notification Signs (I-13) are installed by the Railroad that operates through the crossing.

===643.4.6.7 Light Rail Transit Approaching – Activated Blank-Out Warning Sign (W10-7) (MUTCD Section 8B.19)===

'''Support.''' Not used in Missouri.

===643.4.6.8 TRAINS MAY EXCEED 80 MPH Sign (W10-8) (MUTCD Section 8B.20)===

'''Support.''' Not used in Missouri.

===643.4.6.9 NO TRAIN HORN Sign or Plaque (W10-9, W10-9P) (MUTCD Section 8B.21)===
{| style="margin: 1em auto 1em auto"
|-
|[[image:643.4.5.9 W10-9.jpg|left|150px|thumb|<center>'''W10-9'''</center>]]||[[image:643.4.5.9 W10-9P.jpg|left|100px|thumb|<center>'''W10-9P'''</center>]]
|}

'''Standard.''' Either a NO TRAIN HORN (W10-9) sign or a NO TRAIN HORN (W10-9P) plaque shall be installed in each direction at each highway-rail grade crossing where a quiet zone has been established in compliance with 49 CFR Part 222. If a W10-9P plaque is used, it shall supplement and be mounted directly below the Grade Crossing Advance Warning (W10 series) sign.

===643.4.6.10 NO GATES OR LIGHTS Plaque (W10-13P) (MUTCD Section 8B.22)===

'''Support.''' Not used in Missouri.

===643.4.6.11 Low Ground Clearance Grade Crossing Sign (W10-5) (MUTCD Section 8B.23)===

'''Support.''' Not used in Missouri.

===643.4.6.12 Storage Space Signs (W10-11, W10-11a, W10-11b) (MUTCD Section 8B.24)===

'''Support.''' Not used in Missouri.

===643.4.6.13 Skewed Crossing Sign (W10-12) (MUTCD Section 8B.25)===

'''Support.''' Not used in Missouri.

===643.4.6.14 Light Rail Transit Station Sign (I-12) (MUTCD Section 8B.26)===

'''Support.''' Not used in Missouri.

'''Support.''' Reference EPG 620.2 for Pavement Markings (MUTCD 8B.27 and 8B.28).

==643.4.7 Flashing Light Signals, Gates and Traffic Control Signals (MUTCD Section 8C)==

===643.4.7.1 Introduction (MUTCD Section 8C.01)===

'''Support.''' Active traffic control systems inform road users of the approach or presence of rail traffic at grade crossings.

The design, installation and maintenance of these devices are normally the responsibility of the corresponding railroad company with the approval of MoDOT (a function of the [http://sp/sites/mo/Pages/default.aspx Multimodal Operations Division]).

'''Standard.''' Active traffic control systems at railroad crossing shall be designed and installed in accordance with the MUTCD.

===643.4.7.2 Flashing-Light Signals (MUTCD Section 8C.02) ===

'''Support.''' See the MUTCD.

===643.4.7.3 Flashing-Light Signals at Highway-LRT Grade Crossings (MUTCD Section 8C.03) ===

'''Support.''' See the MUTCD.

===643.4.7.4 Automatic Gates (MUTCD Section 8C.04) ===

'''Support.''' See the MUTCD.

===643.4.7.5 Use of Automatic Gates at LRT Grade Crossings (MUTCD Section 8C.05)===
'''Support.''' See the MUTCD.

===643.4.7.6 Four-Quadrant Gate Systems (MUTCD Section 8C.06) ===

'''Support.''' See the MUTCD.

===643.4.7.7 Wayside Horn Systems (MUTCD Section 8C.07) ===

'''Support.''' See the MUTCD.

===643.4.7.8 Rail Traffic Detection (MUTCD Section 8C.08) ===

'''Support.''' See the MUTCD.

===643.4.7.9 Traffic Control Signals at or Near Highway-Rail Grade Crossings (MUTCD Section 8C.09) ===

'''Support.''' Refer to [[902.5 Traffic Control Signal Features (MUTCD Chapter 4D)#902.5.38.2 Traffic Control Signals at or Near Highway-Rail Grade Crossings (MUTCD Section 8C.09)|EPG 902.5.38.2]].

===643.4.7.10 Traffic Control Signals at or Near Highway-LRT Grade Crossings (MUTCD Section 8C.10) ===

'''Support.''' Refer to [[902.5 Traffic Control Signal Features (MUTCD Chapter 4D)#902.5.38.3 Traffic Control Signals at or Near Highway-LRT Grade Crossings (MUTCD Section 8C.10)|EPG 902.5.38.3]].

===643.4.7.11 Use of Traffic Control Signals for Control of LRT Vehicles at Grade Crossings (MUTCD Section 8C.11) ===

'''Support.''' Refer to [[902.5 Traffic Control Signal Features (MUTCD Chapter 4D)#902.5.38.4 Use of Traffic Control Signals for Control of LRT Vehicles at Grade Crossings (MUTCD Section 8C.11)|EPG 902.5.38.4]].

===643.4.7.12 Grade Crossings Within or In Close Proximity to Circular Intersections (MUTCD Section 8C.12) ===

'''Support.''' See the MUTCD.

===643.4.7.13 Pedestrian and Bicycle Signals and Crossings at LRT Grade Crossings (MUTCD Section 8C.13)===

'''Support.''' See the MUTCD.

==643.4.8 Pathway Grade Crossings (MUTCD 8D)==

===643.4.8.1 Purpose (MUTCD 8D.01)===

'''Support.''' See the MUTCD.

===643.4.8.2 Use of Standard Devices, Systems and Practices (MUTCD 8D.02)===

'''Support.''' See the MUTCD.

===643.4.8.3 Pathway Grade Crossing Signs and Markings (MUTCD 8D.03)===

'''Support.''' See the MUTCD.

===643.4.8.4 Stop Lines, Edge Lines and Detectable Warnings (MUTCD 8D.04)===

'''Support.''' See the MUTCD.

===643.4.8.5 Passive Devices for Pathway Grade Crossings (MUTCD 8D.05)===

'''Support.''' See the MUTCD.

===643.4.8.6 Active Traffic Control Systems for Pathway Grade Crossings (MUTCD 8D.06)===

'''Support.''' See the MUTCD.

[[image:643.4.7.7.jpg|center|775px]]

[[category:643 Utility Procedures|643.04]]

236.7 Negotiation

2024-12-13T20:53:38Z

Hoskir: /* 236.7.5.2 Railroads */ updated per RR3969

<div style="float: right; margin-right:0px; width:350px; background-color: #f5f5f5; padding: 0.3em; border: 1px solid #cccccc; text-align:left;">
'''<u><center>Forms</center></u>'''
*[https://epg.modot.org/forms/RW/Chapter%203_Administration/A-419%20Form.pdf Acquisition Payment (Form A-419)]
*[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Administrative%20Settlement%20Justification%20Letter%20Form%207.3%203%201.pdf Administrative Settlement Justification Letter (Form 7-3.3.1)]
*[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Application%20Employment%20Contract%20Negotiator%20Form%207.8.1.pdf Application for Employment as Contract Negotiator (Form 7.8.1)]
*[https://epg.modot.org/forms/RW/Chapter%206_Appraisal%20and%20Appraisal%20Review/Appraisal%20Review%20and%20Approval%20of%20Just%20Compensation%20Form%206.4.3.docx Appraisal Review and Approval of Just Compensation (Form 6.4.3)]
*[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Contract%20Negotiator%20Performance%20Form%207.8.7.pdf Contract Negotiator Performance Evaluation (Form 7-8.7)]
*[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Disclaimer%20of%20Interest%20in%20Tenant%20Owner%20Form%207.2.5C.docx Disclaimer of Interest in Tenant Owned Improvement (Form 7-2.5C)]
*[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Donation%20Letter%20waiver%20of%20Appraisal%20Form%207.2.12.docx Donation Letter & Waiver of Appraisal (Form 7-2.12)]
*[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Title%20VI%20Survey.doc MoDOT Public Participation Survey (Title VI Survey)]
*[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Title%20VI%20Survey.pdf MoDOT Public Participation Survey (Title VI Survey) – External Version]
*[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Negotiator's%20Report%20Form%207.2.12.pdf Negotiator's Report (Form 7-2.13)]
*[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Offer%20Letter%20Form%20-%20Capital%20Improvements%207.6.3.docx Offer Letter Form – Capital Improvements (Form 7.6.3)]
*[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Offer%20Letter%20prior%20Cond%20Form%207.2.5.D.docx Offer Letter - Combined Fee and Tenant Owners - Use Prior to Condemnation (Form 7.2.5D)]
*[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Offer%20Letter%20Owner%20Form7.2.5.A.docx Offer Letter - Fee Owner (Form 7.2.5A)]
*[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Offer%20Letter%20Tenant%20Owner%20No%20Declaimer%20Form%207.2.5.B.2.docx Offer Letter - Tenant Owner No Disclaimer (Form 7.2.5B(2))]
*[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Offer%20Letter%20Tenant%20Form7.2.5.B.1.docx Offer Letter - Tenant Owner with Disclaimer (Form 7.2.5B(1))]
*[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Preliminary%20Contract%20Form%207.8.3.docx Preliminary Contract Negotiation Fee Estimate (Form 7-8.3)]
*[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Pre-trial%20report%20Exh%205E.1.docx Pre-Trial Report]
*[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Prorata%20-%20Owners%20section.pdf Prorata Real Estate Tax Claim, Owner's Section (Form 7-2.22C)]
*[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Prorata%20-%20MoDOT%20section.pdf Prorata Real Estate Tax Claim, MoDOT's Section (Form 7-2.22D)]
*[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Renewal%20Application%20Contract%20Negotiator%20Form%207.8.1.A.pdf Renewal Application for Employment as Contract Negotiator (Form 7-8.1a)]
*[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Request%20Allocation%20Gross%20Proceeds%20Form%207.7.3.pdf Request for Allocation of Gross Proceeds (Form 7-7.3)]
*[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Request%20for%20TIN%20and%20Allocation%20of%20Gross%20Proceeds%20Form%207.7.3.A.docx Request for Taxpayer Identification Number and Allocation of Gross Proceeds - Sample Letter (Form 7-7.3A)]
*[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Requirements%20for%20the%20Retention%20Form%207.4.2C.pdf Requirements for the Retention of Improvements (Form 7-4.2C)]
*[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Roster%20of%20Approved%20Contract%20Negotiators.pdf Roster of Approved MoDOT Contract Negotiators]
*[https://epg.modot.org/forms/RW/Chapter%2010_Condemnation%20Procedures/RWPA%20Checklist.pdf RWPA checklist]
*[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Sample%20Ltr%20Release%20Funds%20Held%20in%20Escrow%20Form%207.1.17.docx Sample Letter - Release of Funds Held in Escrow (Form 7-1.17C)]
*[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Sample%20Ltr%20Special%20Benefit%20Offer%20Letter%20Form%207.9.2.docx Sample Letter - Special Benefit Offer Letter (Form 7-9.2)]
*[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Sample%20Ltr%20Transmittal%20of%20Check%20to%20Owner%20Form%207.1.17.docx Sample Letter - Transmittal of Check to Owner (Form 7-1.17A)]
*[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Sample%20Ltr%20Transmittal%20of%20Checks%20to%20Escrow%20Agent%20Form%207.1.17.B.docx Sample Letter - Transmittal of Checks to Escrow Agent (Form 7-1.17B)]
*[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Settlement%20Trial%20Report%20Exh%205E.2.docx Settlement/Trial Report]
*[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Written%20Notice%20of%20the%20Intended%20Acq%20of%20ODA%20Form%20236.7.2.6.docx Written Notice of the Intended Acquisition for Outdoor Advertising (Form 236.7.2.6)]
*Forms RW2, RW8, RW10, RW15, RW20, RW23, RW25, RW33, RW34 and RW35 are accessible in [https://netprod3.dot.missouri/eAgreements/Search/QuickSearch eAgreements].
</div>

==236.7.1 General Provisions==

===236.7.1.1 Authority===

The Missouri Highways and Transportation Commission is empowered by law, [https://revisor.mo.gov/main/OneSection.aspx?section=227 Chapter 227.120, RSMo.], to purchase, lease or condemn lands in the name of the Missouri Highways and Transportation Commission for purposes deemed necessary for the proper and economical construction and maintenance of state highways. The Commission approves by Certification the detail plans of each project and authorizes the Chief Engineer to acquire all the land, property and rights indicated on said plans by purchase or the Chief Counsel to acquire by condemnation. The Asst. to the State Design Engineer - Right of Way has authority to acquire land, property and rights as indicated on right of way plans through the district right of way offices.

===236.7.1.2 Project Authorization===

Acquisition of property rights cannot commence on any project until the project manager obtains acquisition authority as described in [[236.3 Administration#236.3.4 Right of Way Acquisition Authority and Project Funding|EPG 236.3.4 Right of Way Acquisition Authority and Project Funding]].

===236.7.1.3 Hardship Acquisition Authorization===

Justification for a [https://epg.modot.org/index.php?title=236.3_Administration#Request_for_Hardship_Acquisition hardship acquisition] must be reviewed and approved by the Asst. to the State Design Engineer - Right of Way on a parcel-by-parcel basis.

===236.7.1.4 Protective Buying Authorization===

Justification for a protective purchase to prevent imminent development and increased costs of a parcel, must be reviewed and approved by the Asst. to the State Design Engineer - Right of Way on a parcel-by-parcel basis. Refer to [https://epg.modot.org/index.php?title=236.3_Administration#Contents_of_Request EPG 236.3.4.5 Advance Acquisition - Hardship and Protective Buying] for more information.

===236.7.1.5 Who Conducts Negotiations===

'''Staff Negotiations'''

The term "negotiator" as used here refers to any member of the right of way staff performing negotiations for property or property rights.

By authority of the Missouri Highways and Transportation Commission, negotiations for the acquisition of real property and/or property rights for highway purposes are conducted by qualified right of way personnel. Such personnel must meet the minimum qualifications for the position of right of way specialist as outlined in the Missouri Department of Transportation's Job Specifications Manual. Other right of way personnel not meeting these minimum qualifications can perform negotiations under the direct guidance of the district right of way manager, the chief negotiator, or a qualified senior or certified right of way specialist.

Individuals, who determine values on waiver valuations, may establish just compensation as well as negotiate with the owner for acquisition. An appraiser/negotiator, must fulfill the requirements of owner contact as outlined in [[236.7 Negotiation#236.7.2 Guidelines and Procedures|EPG 236.7.2]].

'''Contract Negotiations'''

Contract negotiators may conduct negotiations under written agreement as described in [[236.7 Negotiation#236.7.8 Contract Negotiation|EPG 236.7.8]]. The amount of the fee shall be established on a parcel basis. The Right of Way Section must approve contract negotiators prior to employment. The Right of Way Section maintains a Roster of Approved MoDOT Contract Negotiators.

===236.7.1.6 Acquisition of Real Property Interest===

All rights, title, interest of fee hold and subordinate interests in real property are to be acquired as necessary, for the proper and economical construction, operation, protection, support, preservation and maintenance of state highways.

Generally, the use of Partial Deeds of Releases or Subordinations, on mortgages and deeds of trust are '''not''' necessary when:

:*The approved compensation is based on the use of a waiver valuation.
:*Only a partial acquisition is involved and the property remaining has adequate value to secure the existing mortgage or deed of trust.
:*Access rights are '''not''' being acquired.
:*The property is '''not''' being condemned.

This list is a general guide and is not intended to be all-inclusive. The district right of way manager should be aware of all situations waiving partial releases and subordinations.

The Right of Way Section, with concurrence from Chief Counsel's Office, approves exceptions to the acquisition of other property rights on an individual case or project basis. Exceptions may be, but are not limited to, the reservation of subsurface mineral rights, gas storage rights or a limitation on vertical dimension for multiple uses.

===236.7.1.7 Public Information Brochure===

A brochure entitled '''[http://eprojects/Templates/RW/Chapter%207_Negotiation/Pathways%20for%20Progress%20brochure.pdf Pathways for Progress]''' is available to the general public and for distribution at all public hearings for highway projects. It briefly describes the department's general procedures in the phases of appraisal, negotiation, settlement, closing, mediation and eminent domain.

===236.7.1.8 Pre-Negotiation Public Relations Contact===

Acquisition personnel may be assigned, commensurate with anticipated problems, to make calls upon property owners and discuss acquisition procedures and provide general information concerning the proposed highway project. An employee, who may later be involved with the appraisal, negotiation, or relocation for the project, may make such calls. Care should be taken to avoid discussing assumptions, possible offers, possible damage, or value conclusions. This initial call should be brief and is only intended to provide project information, and promote the public relations.

===236.7.1.9 Negotiating Through a Third Party===

Negotiations shall not be conducted through a third party unless the property owner has provided written authorization, or the third party is a legally appointed representative for the owner. If an attorney has been retained, and the owner has provided a written authority, all negotiations must be conducted with the attorney unless a written waiver of negotiations is received from the attorney.

===236.7.1.10 Initiation of Negotiations===

The term "Initiation of Negotiations" relates to the date on which the department presents the owners of the subject parcel, or their designated representative, a written offer for the property or rights to be acquired. When non-resident owners are involved who cannot be contacted in person, initiation of negotiations for the parcel shall be the date such owners or their designated representative received the first communication by mail or telephone from the department in which a monetary offer to purchase is made. (Certified mail with return receipt requested must be used when the above contact is made by mail to establish and document the date that the written offer is received by the relocatee or by the relocatee's representative.)

===236.7.1.11 Relocation Assistance Information===

Residential owner occupants being displaced are to be provided an explanation of the relocation benefits for which they are eligible. Offers to acquire property and/or property rights are not to be made to displaced owner occupants until the owner can be provided with the required relocation information.

===236.7.1.12 Relocation Section Notices===

[http://eprojects/Templates/RW/Chapter%208_Relocation/Initiation%20of%20Negotiations%20Statement%20From%20236.8.5.5.pdf "Initiation of Negotiations Statement"] (RA Form 8.5.5)

This form is to be submitted to the district relocation section immediately after the first initiation of negotiation on a project, and immediately after initiation of negotiations for each individual parcel, affected by the relocation program. This form is not applicable to parcels not affected by the relocation program.

[http://eprojects/Templates/RW/Chapter%208_Relocation/Acquisition%20Statement%20Form%20236.8.5.8.B.pdf "Acquisition Statement"] (RA Form 8.5.8.b)

This form is to be completed by the negotiator and submitted to the relocation section immediately after all interest in the parcel is acquired when the relocation program affects the parcel.

===236.7.1.13 Pre-Negotiation Preparation===

The accumulation of materials and information necessary to conduct and complete negotiations for the orderly and efficient acquisition of the proposed property and property rights is the logical first step in negotiation. At a minimum, the negotiator should be supplied with the following information:

:*Title reports of all recorded interests
:*Documents necessary to acquire all interests
:*Right of way plans
:*Appraisal reports
:*Offer letter

In order to make an informed explanation of the proposed acquisition to an owner, the negotiator should make a comprehensive study of the plans, title report, documents and appraisal report. The negotiator should also know what documents will be required for closing depending on ownership and value of the property. The checklist of items (provided in the links following), include those required documents, depends on whether [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/MoDOT%20Verification%20of%20Signatory%20on%20Conveyance%20Documents.doc MoDOT] or a [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Negotiator%20Packet%20Table%20of%20Contents%20-%20Closing%20with%20Title%20Company.doc title company] will be conducting the closing.

When acquiring realty rights, verification that the correct entity has executed the conveyance document is important. Refer to [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/MoDOT%20Verification%20of%20Signatory%20on%20Conveyance%20Documents.pdf MoDOT Verification of Signatory on Conveyance Documents] for guidance.

The following information must be entered in the Parcel Acquisition screen in RWPA for each parcel being acquired: Parcel Number, Classification, Status and any Fee Holder and Tenants.

===236.7.1.14 Delivery of Payments===

'''Owners and Tenants'''

At the discretion of the district right of way manager any full-time right of way employee may deliver payment checks for acquisition of property interests.

Upon personal delivery of each check the responsible right of way employee is to obtain the signature of the recipient acknowledging receipt of the payment.

Payments mailed to owners shall be by certified mail with return receipt requested. A [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Sample%20Ltr%20Transmittal%20of%20Check%20to%20Owner%20Form%207.1.17.docx sample letter] (Form 7-1.17A) is available for sending checks to owners/tenants.

The Mailed Check Letter and Receipt of Check must be entered in eProjects under the applicable project and parcel.

The following information must be entered in the Parcel Acquisition screen in RWPA for each parcel being acquired: Physical Possession Obtained and Legal Possession obtained.

'''Escrow Agents'''

Payments to escrow agents may be delivered by any person or by certified mail with return receipt requested. Submission of payments to escrow agents shall be [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Sample%20Ltr%20Transmittal%20of%20Checks%20to%20Escrow%20Agent%20Form%207.1.17.B.docx by letter] (Form 7-1.17B). Owners are to be notified in writing of the date their payment is delivered to escrow agent.

'''Release of Funds in Escrow'''

To release funds retained in escrow for removal of improvements, etc., the escrow agent shall be notified by [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Sample%20Ltr%20Release%20Funds%20Held%20in%20Escrow%20Form%207.1.17.docx written notice] (Form 7-2.17C) with a copy mailed to owner involved. Escrow agents shall furnish proof of disbursement of all funds for parcel files.

===236.7.1.15 Recording of Documents===

All documents conveying land, easements, realty rights, mortgage releases and restrictive easements to the Commission, regardless of the consideration recited therein, shall be recorded in the appropriate recorder of deeds office and uploaded in eProjects under the applicable project and parcel.

The following data fields must be entered in RWPA on the Deeds screen, including when the acquisitions are donated: Fee Holder Deed Signed (date), Deed Recorded (date), Book Recorded No., Page Recorded No., Document No.(whichever are applicable), check the free deed box if the parcel was donated. Area acquired: provide the amount of acres/square feet acquired in each category: permanent right of way, temporary easement, permanent easement, utility easement and unity of measure.

It is not required to record disclaimers, rights of entry, releases of outdoor advertising rights and signs acquired, releases for LP tanks, or other documents that do not convey an interest in land being acquired. If tenants have a recorded lease, it may be necessary to record any of the above documents that may impact lease provisions.

Special agreements prepared by the Chief Counsel that convey, alter or qualify property rights between the parties will be recorded unless otherwise indicated by the Chief Counsel's office.

==236.7.2 Guidelines and Procedures==

===236.7.2.1 Purpose===

This information establishes guidelines and procedures related to the acquisition function in negotiations for land, property and rights needed for the proper and economical construction and maintenance of state highways. The intent and purpose is to assure uniform acquisition practices, which will provide consistent and equitable treatment for owners and tenants of real property acquired.

===236.7.2.2 General Procedure===

All negotiations shall be expeditious and result in the property owner receiving just compensation; the settlement being just and fair to the owner and the public; every courtesy, consideration and patience being extended to the property owner; and create trust in the Missouri Department of Transportation Department and its employees.

All offers shall represent the approved amount of Just Compensation as determined through the department's valuation procedures. The negotiator shall make a reasonable effort to demonstrate and promote confidence in the Approved Just Compensation offer.

If the negotiator discovers facts, which were not recognized in the Just Compensation, the information shall be made available to the district right of way manager. Full consideration to and evaluation of these items will be made prior to continuation of negotiations.

Negotiators must demonstrate that they represent the interests of the property owner as well as those of the public. Care should be exercised at all times to protect the interests of owners who may be unfamiliar or inexperienced in real estate transactions.

Negotiators are required to maintain a written Record of Negotiations, documenting that all elements of the transaction were given adequate consideration and that there was a mutual understanding between the negotiator and the property owner.

===236.7.2.3 Prompt Offer of Just Compensation===

All offers of Approved Just Compensation shall be promptly presented to property owners or their designated representatives. A minimum offer of $500 shall be made to a property owner when the appraised value is determined to be less than $500. It may be appropriate to reduce the minimum offer under certain circumstances with the approval of the Assistant to State Design Engineer – Right of Way. If approved, a reduced minimum offer will apply to the entire project. District management should determine the appropriate timing for delivery of offers within the scope of good negotiating practices. An offer letter must be presented to the owner at least 30 days prior to filing a condemnation petition, as further described in [[236.10 Right Of Way Condemnation|EPG 236.10]].

===236.7.2.4 Offer Letter and Supporting Documentation===

Use [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Offer%20Letter%20Owner%20Form7.2.5.A.docx Form 7.2.5A], [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Offer%20Letter%20Tenant%20Form7.2.5.B.1.docx 7.2.5B(1)], or [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Offer%20Letter%20Tenant%20Owner%20No%20Declaimer%20Form%207.2.5.B.2.docx 7.2.5B(2)]. Delete unused phrases and instructions. Use the date the offer letter is delivered or mailed to the owner.

'''A. Delivery of Offer Letter'''

Offer Letters must be hand delivered or sent by certified mail. A cover letter providing an explanation of the proposed acquisition and the supporting documents described in EPG 236.7.2.4C should be included if the offer is delivered by mail. If an offer must be made by phone, it must be followed with an offer letter and all required attachments sent by certified mail.

When an owner has authorized a designated representative and so notified MoDOT in writing, or there is a court-appointed representative, the Offer Letter need only by delivered to the representative.

'''B. Initiations of Negotiations'''

Delivery of an Offer Letter establishes the Initiation of Negotiation date for a parcel. Initiation of negotiations is established by the delivery of an offer letter to one owner of a multiple ownership, but all owners are to be furnished all relevant offer items described in EPG 236.7.2.4C.

'''C. Supporting Documents'''

Upon initiation of negotiations for the acquisition of property or property rights from a property, each owner or representative will be provided with the following:

:*Offer letter
:*Appraisal or waiver valuation
:*[http://eprojects/Templates/RW/Chapter%207_Negotiation/Pathways%20for%20Progress%20brochure.pdf Pathways for Progress brochure]
:*Conveyance documents
:*Blank Escrow Agreement, if applicable
:*Pro Rata Real Estate Tax Claim form
:*Plan sheet, portion of plan sheet or plat illustrating the acquisition and the remainder
:*When applicable and appropriate, provide [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Request%20Allocation%20Gross%20Proceeds%20Form%207.7.3.pdf Request for Allocation of Gross Proceeds], (Form 7-7.3).

MoDOT's External Civil Rights Division is in charge of delivering MoDOT’s Public Participation Survey (Title VI Survey) to property owners and recording the information returned in the Parcel Acquisition screen in RWPA under the applicable project and parcel.

'''D. Donation'''

An offer letter is not required when requesting donated property and property rights. Refer to [[#236.7.2.11 Donation of Real Property|EPG 236.7.2.11 Donation of Real Property]].

===236.7.2.5 Offer Letter Formats===

'''A. Fee Owners'''

Applicable portions of the [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Offer%20Letter%20Owner%20Form7.2.5.A.docx Offer Letter - Fee Owner] (Form 7.2.5A), along with the appraisal or waiver valuation, are to be delivered to the fee owner or a designated representative.

'''B. Tenant Owners'''

:1. Offer Letter - Fee Interest Acquired or Disclaimed

:[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Offer%20Letter%20Tenant%20Form7.2.5.B.1.docx Offer Letter-Tenant Owner] (Form 7.2.5B(1)) is to be used for offers to owners of tenant-owned improvements when the owners of the land have conveyed their interest, or when the landowners have disclaimed all interest in the tenant-owned improvements.

:2. Offer Letter - Fee Interest '''Not''' Acquired or Disclaimed

:When the land owners have not conveyed or disclaimed their interests in the tenant-owned improvements, the offer to tenant-owners will be made by use of a letter designated as [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Offer%20Letter%20Tenant%20Owner%20No%20Declaimer%20Form%207.2.5.B.2.docx Offer Letter - Tenant Owner No Disclaimer], (Form 7.2.5B(2)) with a [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Disclaimer%20of%20Interest%20in%20Tenant%20Owner%20Form%207.2.5C.docx Disclaimer] (Form 7.2.5C) attached.

:The tenant offer will be conditioned upon the tenant obtaining execution of the necessary disclaimers. Completion of the transaction including Release of Structures and Leasehold, (CCO RW15) (Form RW15 is accessible in [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements]) and payment shall not be made unless the landowners convey their interest by deed or provide a disclaimer.

'''C. Disclaimer by Owner in Tenant Owned Improvements'''

When a separate amount of just compensation is approved for an improvement owned by a party other than the owner of the land, payment for such improvement shall not be made unless the owner of the land disclaims all interest in the tenant-owned improvement. The fee owner may disclaim interest in such improvement by execution of either a deed of conveyance of right, title and interest or a [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Disclaimer%20of%20Interest%20in%20Tenant%20Owner%20Form%207.2.5C.docx Disclaimer] (Form 7.2.5(C)).

When the fee owner does not execute a deed or a disclaimer, the offer of just compensation for the improvement and the disclaimer will be presented to the tenant owner with the condition that settlement will be made provided that the tenant is successful in obtaining execution of the necessary disclaimers.

'''D. Combined Fee-Owner and Tenant-Owner Offer Letter for Condemnation Purposes'''

Immediately prior to condemnation proceedings for a parcel where tenant-owned structures are involved, a letter designated [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Offer%20Letter%20prior%20Cond%20Form%207.2.5.D.docx Offer Letter - Combined Fee and Tenant Owners], (Form 7.2.5D), is to be presented to all fee owners of record or their designated representative with a copy of the letter to all tenant owners.

This offer will be the total of the amounts of just compensation approved for fee and tenant owners. The brochure, deed and valuation document are not required with this letter.

'''E. Revised Offers'''

When the approved just compensation has been presented to the owner and it is revised through the appraisal process, it is necessary to provide such owners with an offer letter reflecting the revised figure and reason for the revision.

:'''1'''. Fee Owners

:The first paragraph of [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Offer%20Letter%20Owner%20Form7.2.5.A.docx Offer Letter - Fee Owner] (Form 7.2.5A) will be omitted and replaced with the
following paragraph for revised offers.

::"In a previous letter you were offered the sum of $____________ for certain real property and rights needed for improvement of the above highway project. It is necessary to revise that offer previously made to you because ____________."

:Use the remaining paragraphs from the original letter, and the following, if appropriate. “Also attached is a revised valuation document”.

:'''2'''. Tenant Owners

:The first paragraph of Offer Letter - Tenant Owner, Forms [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Offer%20Letter%20Tenant%20Form7.2.5.B.1.docx 7.2.5B(1)] and [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Offer%20Letter%20Tenant%20Owner%20No%20Declaimer%20Form%207.2.5.B.2.docx 7.2.5B(2)], will be omitted and replaced with the following paragraph for revised offers.

::"In a previous letter you were offered the sum of $____________ for certain structures located on property needed for improvement of the above highway project. It is necessary to revise that offer previously made to you because _____________________."

:Use the remaining paragraphs from the original letter, and the following, if appropriate.

'''F. Rescinded Offers'''

In certain situations, it may be necessary to rescind an offer due to a plan change, delay in funding, etc., that eliminates the need to acquire any property and property rights. When this occurs, a written notice rescinding the offer shall be sent to the property owner by certified mail. The notice should include the reason an acquisition from the property is no longer needed.

===236.7.2.6 Improvements Acquired or Damaged===

'''A. Interest in Improvements Acquired'''

An equal interest shall be acquired in all buildings, structures or other improvements determined to be a part of the real property when such improvements are to be removed from the land acquired.

'''B. Improvements Located Partially Within the Acquisition Area'''

Improvements located partially within the acquisition area that are designated for removal as indicated by temporary easements shall be totally removed, unless the owner retains the improvement and cuts it at the new boundary line.

The decision to allow an owner to retain and cut an improvement at the new boundary line, must be made during negotiations. In making this decision the owner is to understand that the Department will have to reevaluate its offer through the appraisal process. If a revised offer is unacceptable to the owner, the original offer and plan for total removal of the improvement will apply and if necessary condemned as originally designed.

'''C. Fee-Owned Improvements'''

Owners will be compensated for any loss in fair market value of improvements that are not required to be removed but are adversely affected as a result of the acquisition, as determined by appraisal.

'''D. Tenant-Owned Improvements'''

Tenant-owned improvements will be acquired by Release of Structures and Leasehold, (Form 7-2.7D (CCO RW15)). (Form RW15 is accessible in [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements].)

:'''1'''. Improvements Acquired or Damaged - Release of Structures and Leasehold

:Tenants who have the right or obligation to remove real property improvements that contribute to the real estate value, as determined in the appraisal process, have a compensable interest in those improvements. Compensation may include one or more of the following:

::*The contributory fair market value for the improvement being acquired, or the value for removal purposes which ever is greater
::*Damages the improvement suffers as a result of the acquisition
::*The value of any leasehold interest

:'''2'''. No Payment to Tenant Before Fee Interest Acquired or Disclaimed

:No payment shall be made to a tenant for an improvement unless the landowner involved conveys or disclaims all interest in the improvement.

:'''3'''. Condemnation of Tenant-owned Improvements

:Eminent Domain Law provides the same rights and protections to tenants and fee owners. Any tenant has the right to reject payment for improvements as outlined above and obtain payment for such property interests through eminent domain proceedings applicable to Missouri law. In these situations it will be necessary to condemn all interest in the property including the fee owner.
<div id="E. Acquisition of Outdoor Advertising Billboards"></div>

'''E. Acquisition of Outdoor Advertising Billboards'''

Outdoor advertising structures are defined as all signs, billboards, drawings or paintings which advertise activities conducted elsewhere or services and/or products provided other than at the subject property. They should not be confused with on-premise signs, which advertise activities conducted on the premises or services and/or products provided on the property.

It has been determined that owners of outdoor advertising signs have the right or obligation to remove such structures at the termination of the lease or agreement. Therefore, such structures are generally acquired with a quitclaim deed, as addressed above, with the following exceptions.

:'''1'''. Outdoor Advertising Structures Considered Real Estate

:All outdoor advertising structures shall be valued as real estate and an offer made for just compensation. In the event a sign is categorized as Conforming out of Standard by the Outdoor Advertising staff, the right of way staff will follow the Sign Agreement Reset Program procedures.

:'''2'''. Salvage of Outdoor Advertising Billboards

:Retention and salvage of outdoor advertising structures is permitted, provided the offer is reduced by the salvage value established in the valuation process. The salvage value may be waived or reducted during negotiations to reach an administrative settlement.

:As a means to facilitate negotiations, district right of way may agree to leave the sign in place for a specified period of time by use of an Extension of Possession Agreement (CCO RW12). The agreement must state a maximum time period for the sign to be left in place, and a physical possession date must be agreed to by the parties. The physical possession date shall be specific, and not merely include phrases like, “until construction of the project,” “until needed for construction,” etc. For more information on removal procedures, refer to [https://epg.modot.org/index.php?title=236.5_Property_Management#236.5.26_Acquired_Improvements EPG 236.5.26].

:Outdoor advertising structures located partially within the acquisition area shall be totally removed unless the owner of the sign retains the structure and modifies it to completely avoid Commission owned property. Contact your local outdoor advertising permit specialist for specific requirements related to modifying existing outdoor advertising structures. See [[236.16 Outdoor Advertising|EPG 236.16]] for additional information pertaining to outdoor advertising.

The Outdoor Advertising Profile Report, which is generated by the outdoor advertising permit specialist, shall be completed by district right of way and returned to the outdoor advertising permit specialist once the acquisition of the billboard is complete.

'''Sign Agreement Reset Program – Partial Waiver and Reset Agreement'''

Legislation from 2012, HB1402, allows sign owners who meet the conforming out of standard sign criteria the option to accept just compensation or waive a portion of their right to just compensation and reset a qualifying sign. Sign owners that choose to accept just compensation are eligible to salvage the sign, however the sign permit will be cancelled by the Outdoor Advertising Specialist.

Conforming out of standard signs are categorized as signs that fail to meet the current statutory and administrative rule requirements but comply with the terms of the federal state agreement and meet the statutory requirements of 1999. (See [[236.16 Outdoor Advertising#236.16.7.3 Conforming Out of Standard|EPG 236.16.7.3 Conforming Out of Standard]].)

Displaced signs will be reviewed by outdoor advertising staff to determine the sign qualifications. If the qualifying sign meets the reset requirements as determined by the Outdoor Advertising Profile Report (refer to [[236.16 Outdoor Advertising#236.16.19 Sign Structures Affected by Highway Projects|EPG 236.16.19 Sign Structures Affected by Highway Projects]]), Right of Way staff will offer just compensation to the sign owner for the purchase of the sign. The sign owner will also be offered the sign reset option that allows them to move the sign elsewhere within the same property or on an adjoining property. It is the sign owners choice to accept either just compensation or the reset option.

Guidelines for the Conforming Out of Standard Sign Acquisition:

* Right of Way staff will notify outdoor advertising staff of an affected sign. Affected sign includes billboards located within the project limits.

* Outdoor Advertising staff will complete the Outdoor Advertising Profile Report (EPG 236.16.19) to determine qualification of the affected sign and provide a copy to the Right of Way Manager.

* If the sign is classified as Conforming Out of Standard, the right of way staff will provide the sign owner the [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Written%20Notice%20of%20the%20Intended%20Acq%20of%20ODA%20Form%20236.7.2.6.docx Written Notice of the Intended Acquisition for Outdoor Advertising (Form 236.7.2.6)].

* Right of Way staff will appraise the affected sign for just compensation and appraise the [[236.6 Appraisal and Appraisal Review#Reset Option|reset option compensation]] as described in the appraisal guidance.

* Right of Way staff will obtain the disclaimer from the property owner. (Refer to [[#236.7.2.5 Offer Letter Formats|EPG 236.7.2.5 Offer Letter Formats]].)

* Right of Way staff will prepare the offer letter for just compensation.

* Right of Way staff will prepare the Partial Waiver and Reset Agreement with the assistance from the Outdoor Advertising Specialist and provide the Outdoor Advertising Specialist a copy. The reset compensation is a solitary payment and will not be supplemented by any other payment type.

* The Right of Way staff will present the offer letter and explain the reset option to the sign owner who will choose their preferred option of compensation. It may be beneficial for the Outdoor Advertising Specialist to accompany the right of way staff at this meeting.

* If the sign owner chooses the reset option, the sign owner will obtain the necessary support documents outlined within the Partial Waiver and Reset Agreement, execute the Agreement, and return it to the Right of Way Specialist. The Right of Way Specialist will provide a copy of the Agreement to the Outdoor Advertising Specialist who will amend the sign permit.

* The Right of Way Specialist will process the payment outlined within the Partial Waiver and Reset Agreement and retain a portion of the reset payment within an escrow account. The retained portion should equal the cost of the sign removal in the event the sign owner does not remove the existing sign.

* The Outdoor Advertising Specialist will conduct a final inspection to determine if the sign has been removed from the construction limits within the allotted time frame. (Refer to [[236.16 Outdoor Advertising#236.16.19 Sign Structures Affected by Highway Projects|EPG 236.16.19 Sign Structures Affected by Highway Projects]].)

* The Outdoor Advertising Specialist will notify Right of Way that the sign has been removed from the construction limits. Right of Way will notify the Escrow Agent to release the funds in escrow to the sign owner.

If the sign owner does not remove the sign from the project limits, Right of Way will notify the Project Manager to include the demolition in the construction contract.

In the event the sign owner refuses just compensation and the reset option, the sign will be condemned as outlined in [[236.10 Right Of Way Condemnation#236.10.1 Introduction|EPG 236.10.1 Introduction]].

'''F. On-premise Signs'''

On-premise signs are those that advertise activities conducted on the premises or services and/or products provided on the property. All on-premise signs, including trademark and logo signs, shall be treated as personal property under the Relocation Assistance Program. The only exception would involve a situation in which the subject business facility is being acquired or there is insufficient remaining land on which to relocate the sign. Only these circumstances would necessitate that a sign be valued and acquired as real estate.

'''G. Existing Private Utility Easements'''

On projects where an existing utility is located on a private easement, and the limits of the new land acquired for the project will encompass the existing private utility easement, the district shall secure said easement rights by quitclaim deed (CCO RW2). The district utility engineer will work directly with the utility owners to obtain said quitclaim deeds. For information related to how to prepare the description to be included in the quitclaim deed, see [https://epg.modot.org/index.php?title=236.4_Description_Writing_and_Titles#236.4.6.6_Preparing_Quitclaim_Deeds_for_Execution_by_Utility_Companies_.28See_EPG_236.7.29 EPG 236.4.6.6].

'''H. Acquisition of Mobile Homes'''

Mobile home acquisitions must be accompanied by a Certificate of Title from the seller or, if originally purchased prior to August 28, 1989, and assessed as real estate, a statement from the County Assessor attesting to this fact, along with a notarized descriptive bill of sale from the seller.

The Certificate of Title or statements must be submitted to the Department of Revenue within 30 days for transfer of title to the MHTC. There will be a penalty fee if renewal is more than 30 days after acquisition. For additional information, refer to [[236.6 Appraisal and Appraisal Review#Manufactured Homes|EPG 236.6.3.1.19.D.9]] and RSMo. 700.

===236.7.2.7 Valuation by a Negotiator – Separation of Functions===

For acquisitions where Just Compensation was determined by a Value Finding or Standard appraisal format, the valuation and approval of Just Compensation must be prepared by an individual other than the individual that will present the offer letter and negotiate for the acquisition. On a simple valuation/acquisition situation, in which the valuation will be by waiver valuation, the same individual may estimate the Just Compensation and negotiate the acquisition. If the same individual performs both functions, the appraiser/negotiator must do the following:

:*contact the owner
:*deliver or mail the Pathways for Progress brochure
:*advise the owner that the property will be inspected (invitation to accompany inspection is not required on waiver valuations)
:*prepare a waiver valuation
:*secure co-signature of the waiver valuation
:*prepare an offer letter based on the waiver valuation
:*deliver the offer letter to the owner, with all the supporting documents set out earlier in this section.

===236.7.2.8 Negotiation Contacts===

'''A. Personal Contact'''

Every reasonable effort shall be made to personally contact owners of real property or a designated representative who resides within the state. The negotiator shall explain the proposed acquisition and provide the owner or representative with those documents identified earlier in this section.

'''B. In-State Owner Resides in Another MoDOT District'''

If a property owner resides within the state, but outside the district where the property is located, and it is not practical for a local negotiator to make a personal contact, the owner may be contacted in person by a negotiator from another district. Requests to other districts for such assistance shall include all necessary documents and information essential to the negotiation assignment.

When a personal contact is not practical, the owner may be contacted by certified mail, return receipt requested.

'''C. Out-of-State Owner'''

An out-of-state owner may be personally contacted, if practical, or contacted by telephone and certified mail, return receipt requested. When an owner is contacted by mail, provide the required written information identified earlier in this section, and an explanation of the proposed acquisition.

===236.7.2.9 Negotiation Procedures===

The following is a general guide as to the number and content of negotiation contacts. Normally three contacts are needed to assure the owner’s understanding and confidence.

During the first contact the negotiator is to:

:*Provide brochure, [http://eprojects/Templates/RW/Chapter%207_Negotiation/Pathways%20for%20Progress%20brochure.pdf Pathways for Progress]
:*Review title information
:*Explain the right of way plans and provide plan sheet, portion of plan sheet, or plat illustrating the acquisition and the remainder
:*Explain the acquisition procedures and provide blank Escrow Agreement, (Form 7-4.2 (CCO RW8)) if applicable
:*Explain Proration of Taxes and provide [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Prorata%20-%20Owners%20section.pdf Prorata Real Estate Tax Claim, Owner's Section], (Form 7-2.22C)
:*Provide the written Offer Letter
:*Provide the appraisal or waiver valuation
:*Provide conveyance documents
:*Provide or agree to obtain answers to the owner’s questions
:*Provide a Vendor Input Form or a W9 for completion.

During the second contact the negotiator should review the items discussed during the first contact. The negotiator should give special attention to making sure the property owner understands the plans and the effect on the remaining property. Any additional questions the owner has should be answered.

During the third contact the negotiator should attempt to get the owner to accept or reject the offer. If the owner fails to accept or reject the offer, or does reject the offer, the mediation and condemnation process are to be explained. The owner is to be advised that negotiations can continue until such time as the condemnation commissioners' report is filed.

Obtain a taxpayer identification number (TIN) using a Vendor Input Form or a W9, whichever is applicable, as shown in [[236.7 Negotiation#236.7.7 1099 Reporting of Acquisitions|EPG 236.7.7]]. If a husband and wife own the property, either one can provide their TIN. Partnerships and trusts should have their own TIN that should be used for reporting real estate transactions. If there is more than one owner, other than a husband and wife, partnership or trust, each owner that is expected to receive an allocation of the proceeds shall be given a form on which to provide their TIN.

During negotiations, the negotiator’s objective is to promote understanding of the design and reasonableness of the offer. If the owner disagrees with the offer, the negotiator should attempt to determine the reasoning of the owner’s opinion of value or their objections to design considerations. The owner’s opinion of value, reasoning, counteroffers and objections are to be documented in the negotiator’s report and discussed with the chief negotiator or district right of way manager. If the negotiator is unable to acquire the property for the approved offer, an administrative settlement may be considered as described in [[236.7 Negotiation#236.7.3 Administrative and Legal Settlements|EPG 236.7.3]].

If at any stage of negotiations it is determined that a design change is appropriate and can facilitate successful negotiations, the district right of way manager and project manager will be consulted on the proposed change, and a decision made. The property owner is to be advised accordingly.

'''A. Time to Consider Offer'''

The property owner shall be allowed a reasonable period of time to consider the offer of just compensation and the opportunity to obtain professional advice or assistance if so desired.

===236.7.2.10 Uneconomic Remnants and Future Excess Property===

'''A. Definition of Uneconomic Remnant'''

"A parcel of real property in which the owner is left with an interest after the partial acquisition of the owner's property, and in which the acquiring agency has determined has little or no value or utility to the owner." ([https://www.law.cornell.edu/cfr/text/49/24.2 49 CFR 24.2 (w)], 10/1/93)

'''B. Offer to Purchase Uneconomic Remnants'''

An offer to purchase each uneconomic remnant shall be made to the owner simultaneously with the offer of just compensation for the acquisition of the needed realty and realty rights. Situations revealed during negotiations or administrative decisions to consider all or part of remainders as uneconomic remnants, may necessitate a revised offer reflecting the value of the uneconomic remnant.

Multiple uneconomic remnants shall be individually identified and individual values set out in the offer letter.

The Commission will not condemn for the acquisition of an uneconomic remnant.

The following data fields must be entered in the Remnants Screen in RWPA under the applicable project and parcel: Remnant Number, Status, Physical Possession Obtained, Payroll Amount, Payroll Date, Deed Signed Deed Recorded, Area Acquired, and Unit of Measure.

'''C. Outright Sale of Uneconomic Remnants'''

The district is authorized to sell any uneconomic remnant not exchanged during negotiations as described in [[236.5 Property Management#236.5.12 Excess Land Conveyances & Relinquishments – Regulated Utilities|EPG 236.5.12 Excess Land Conveyances & Relinquishments – Regulated Utilities]].

'''D. Definition of Future Excess Property'''

Any area of existing property that is to be conveyed to adjacent property owners as established in the [[236.14 Change in Route Status Report|change in route status documents]] for the project.

'''E. Exchange of Remnants or Future Excess Property for New Property'''

The district is authorized to exchange uneconomic remnants, or future excess property for real property or rights acquired when the exchange is for equal value based on the purchase price of the remnant or appraised value of the future excess, and the remnant or excess adjoins the owner's remaining property. Such an exchange is to be handled like an Administrative Settlement, under the approval of the district right of way manager.

When remnants or future excess property are exchanged for new property, the amount of just compensation to the owner shall be reduced by the value of the remnant or excess and the warranty deed from the owner shall recite the reduced monetary amount, along with the phrase, "and exchange for other land".

Since the future excess property will still be needed until the project is complete, the following paragraph will be included in all quitclaim deeds conveying the future excess to the abutting property owner:

:"The Missouri Highways and Transportation Commission retains full, free, and uninterrupted use and possession of the land herein conveyed until completion of construction and acceptance of the project for the construction of relocated _____________________ by the Commission’s District Engineer."

When this paragraph is included in the quitclaim deed a cloud is placed on the title. To remove this cloud, the district, upon request of the owner, can provide an affidavit as to completion and acceptance of the project.

Remnants or excess property exchanged for new property will be conveyed by quitclaim deed for the consideration of "One Dollar and Exchange for Other Land." Should the owner refuse to accept a quitclaim deed, contact the Right of Way Section for authorization to use a warranty deed where the Commission owns fee title to the property being exchanged.

All conveyances of remnants or future excess property by the Commission shall provide for utilities as described in [[236.5 Property Management#236.5.12 Excess Land Conveyances & Relinquishments – Regulated Utilities|EPG 236.5.12 Excess Land Conveyances & Relinquishments – Regulated Utilities]].

===236.7.2.11 Donation of Real Property===

In some instances property owners affected by small, uncomplicated acquisitions of realty and/or realty rights may be willing to donate the property that is needed for the project, especially when the project improvements provide a benefit to the property and community.

The Missouri Highways and Transportation Commission will accept a donation of property. An appraisal and offer letter are not required when property is being donated, however, some documentation is necessary.

'''A. Coercion to Donate'''

It would be inappropriate for an acquiring agency during negotiations to inform the property owner that the needed realty and/or realty rights would have to be donated in order for the roadway project to be completed. The only acceptable circumstance would involve a project that would be terminated unless all owners agreed to donate.

'''B. Donation/Waiver of Appraisal Letter'''

Prior to acceptance of such donation, the negotiator must inform the owner of the right to receive just compensation for the property. The negotiator must obtain a signed [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Donation%20Letter%20waiver%20of%20Appraisal%20Form%207.2.12.docx Donation/Waiver Letter], (Form 7-2.12), which acknowledges the owner’s right to receive just compensation as determined by an appraisal. Should the owner refuse to sign the statement yet still wants to donate the property, the [http://eprojects/Templates/RW/Chapter%207_Negotiation/Negotiator's%20Report%20Form%207.2.12.pdf Negotiator's Report] shall be fully documented as to the owner being advised of their rights and any reason for refusing to sign the letter.

'''C. Donation of Temporary Easement Without Waiver Letter'''

When temporary easements cause no compensable damage to the adjacent property, a donation can be obtained without advising the owner of the right to just compensation. In such situations the plans should be explained to the owner and a request made for the donation. In this case, the executed easement document is all that is necessary. A Donation/Waiver Letter is not required. However, the file shall be documented regarding the determination that the acquisition of the temporary easement causes no compensable damage to the adjacent property.

'''D. Waiver of Releases on Donated Property'''

When non-complex property or property rights are donated, the district right of way manager may waive acquisition of additional property interests (like partial mortgage releases, easement owners, tenant interests, etc.), but a memo outlining the waiver to acquire additional property interests should be included in the file.

'''E. Donations by Government Agencies'''

Donations by government agencies do not require the use of a Donation/Waiver Letter. For acquisition from government agencies, see [[236.7 Negotiation#236.7.5 Railroad, State and Federal Acquisitions|EPG 236.7.5]].

===236.7.2.12 Negotiator’s Report and Contact Log===

A [http://eprojects/Templates/RW/Chapter%207_Negotiation/Negotiator's%20Report%20Form%207.2.12.pdf Negotiator’s Report], (Form 7-2.13), shall be completed with attachments and signed by the negotiator upon termination of or completion of negotiations for each parcel. A log of all contacts with the owner or representative shall be completed and attached to the Negotiator’s Report. The information for each contact should include the date and place of each contact, parties contacted, offers made, counteroffers, issues raised by the owner, reasons settlement could not be reached, and any other pertinent data. Each contact entry shall include the name or initials of the person who prepared the entry.

When negotiations are unsuccessful, and the negotiator considers further attempts to negotiate to be futile, recommendations for action should be recorded.

The negotiator’s report must be uploaded to eProjects under the applicable project and parcel.

===236.7.2.13 Payment Prior to Possession===

No owner will be required to surrender possession of real property acquired for highway purposes prior to payment of the agreed purchase price or payment of the Commissioners' Award into court for property acquired by condemnation proceedings.

===236.7.2.14 Title Update Prior to Payment===

Prior to payment to an owner for property and/or property rights, the public records must be searched to determine that no transactions have occurred on the property being acquired subsequent to the latest title search. This must be done on each parcel except when a title insurance company or abstractor is employed by written agreement to act as escrow agent to make distribution of funds. When a bank or other parties act as escrow agents, the title update shall be made prior to delivery of checks to such escrow agents.

===236.7.2.15 Possession and Vacancy Notices===

Owner and tenant occupants of buildings acquired for highway purposes shall not be required to move from a dwelling or to move a business, nonprofit organization or farm operation without at least 90 days' written notice of the date by which such move is required.

Possession policies and procedures for sending notices to vacate are contained in [[236.8 Relocation Assistance Program#236.8.14 Relocation Assistance Program - Possession Policies and Vacancy Notices|EPG 236.8.14 Relocation Assistance Program - Possession Policies and Vacancy Notices]].

===236.7.2.16 Extension of Possession and Fair Rental Value===

When the proposed letting schedule permits, an owner or tenant may be authorized an extension of possession based on a monthly rental rate, as described in [[236.5 Property Management#236.5.26 Acquired Improvements|EPG 236.5.26 Acquired Improvements]]. An Extension of Possession Agreement, (Form 5-6.4 (CCO RW12)), (Form RW12 is accessible in [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements]) shall be used when the original occupant is allowed to extend possession up to one year. If it is necessary to extend possession beyond the one year time period, the Extension of Possession Agreement shall be canceled and replaced with a Lease of Premises Agreement, (Form 5-5.5 (CCO RW14)). (Form RW14 is accessible in [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements].) An extension of possession that is expected to last beyond one year is to be written on a Lease of Premises Agreement rather than an Extension of Possession Agreement.

When an owner or tenant is granted an extension of possession, a monthly rental rate shall be established and should be collected in advance for each monthly period of extension. The rental value for owner-occupied and tenant-occupied property will be determined by the method established in [[236.5 Property Management#236.5.26 Acquired Improvements|EPG 236.5.26 Acquired Improvements]].

===236.7.2.17 Coercion===

The Uniform Act forbids an acquiring agency from taking any coercive action in order to compel owners to agree on a price for their property. All negotiations shall be conducted in such a manner as to avoid coercing owners to reach agreement. Condemnation shall not be used as a threat. The property owners shall be given a reasonable amount of time to consider the offer and to obtain professional advice or assistance if they so desire. The agency shall not advance the time of condemnation, or defer negotiations or condemnation or the deposit of funds with the court, in order to induce an agreement on the compensation to be paid for the property.

===236.7.2.18 Non-Discrimination===

The real estate acquisition function shall be conducted in such a way and manner as to assure that no person shall on the ground of race, color, religion, creed, national origin, sex, age, ancestry, or physical ability be denied the benefits to which the person is entitled or be otherwise subjected to discrimination.

===236.7.2.19 Acquisition by Mediation===

Mediation is an option offered by MoDOT that can be described as a process in which a neutral and impartial third party assists parties in disagreement to negotiate an acceptable settlement. Complete policies and procedures regarding mediation are described in [[236.11 Mediation|EPG 236.11 Mediation]].

Mediation is not intended to replace or reduce the importance of the negotiation process for the acquisition of property and/or property rights nor does it preclude the use of administrative settlements.

Should the mediation process not be successful with the parties failing to reach agreement, the needed property and property rights will then be acquired by the normal condemnation process.

Mediation shall be offered, in writing, to all property owners (who have not settled) prior to filing a condemnation petition, unless approval is received from the Asst. to the State Design Engineer - Right of Way and the [http://sp/sites/cc/Pages/default.aspx Chief Counsel’s Office].
<div id="Prior to offering mediation"></div>
Prior to offering mediation or in the event mediation has been waived, the [[media:236.11.1.3_Impasse.docx|Impasse Letter]] can be provided to the property owner as another tool to communicate the necessity to settle the parcel.

===236.7.2.20 Acquisition by Condemnation===

'''A. When Condemnation Procedure Initiated'''

Complete policies and procedures regarding eminent domain procedures are described in [[236.10 Right Of Way Condemnation|EPG 236.10 Condemnation Procedures]]. An appropriate time to consider condemnation is when it is determined that the property and property rights cannot be acquired through negotiations or mediation. Mediation must have at least been offered to the property owner before proceeding with condemnation.

'''B. Transfer of Responsibility From Right of Way to District Counsel'''

When it is determined that a property cannot be acquired through negotiation or mediation, the responsibility of acquisition is transferred to the district counsel. Negotiation to acquire the property can continue by either the negotiator or attorney assigned to the tract, until the commissioner’s award has been filed.

'''C. Information Packet Required by District Counsel'''

The information needed by the district counsel’s office includes but is not limited to the following:

:*[http://eprojects/Templates/RW/Chapter%207_Negotiation/Negotiator's%20Report%20Form%207.2.12.pdf Negotiator’s Report], (Form 7-2.13) and typed Negotiator’s Log detailing counteroffers and settlement offers, requests for design changes, etc.
:*Latest title report
:*Two copies of appraisal with [https://epg.modot.org/forms/RW/Chapter%206_Appraisal%20and%20Appraisal%20Review/Appraisal%20Review%20and%20Approval%20of%20Just%20Compensation%20Form%206.4.3.docx Approval of Just Compensation], (Form 6.4.3)
:*List of parties to be named as defendants and served notice
:*Copy of pertinent documents (i.e. easements impacting the acquisition area, trust agreements, etc).
:*Copy of pertinent correspondence
:*Copies of property descriptions to be used in the Condemnation Petition.
:*Copies of the [http://sharepoint/sites/de/epg/Lists/EPGResponse/Attachments/825/Surveyor%20Legal%20Description%20Cover%20Sheet%20(2).doc Legal Description, Exhibit A] for each property description submitted.

'''D. Owner’s Expenses in Condemnation Are Not Reimbursable'''

When MoDOT institutes and concludes a condemnation action to acquire real property, the owner of the property is not entitled to reimbursement for their expenses, including attorney, appraisal and engineering fees actually incurred because of the condemnation proceedings.

===236.7.2.21 Reimbursement of Owner’s Expenses===

'''A. Reimbursement of Property Transfer Expense'''

The owner of property acquired will be reimbursed for recording fees, transfer taxes and similar expenses incidental to conveying the property. These expenses are normally paid directly by the department.

'''B. Reimbursement of Mortgage Prepayment Penalty'''

Owners will be reimbursed for actual penalty costs for prepayment of a preexisting mortgage entered into in good faith and filed of record prior to the initiation of negotiations. These costs will be reimbursed when the property is acquired in its entirety or the acquisition is of such magnitude that the remainder will not provide collateral for the mortgage and/or the mortgagee legally requires penalty costs for prepayment of the mortgage. The owner is responsible for submission of paid receipts of penalty costs and request for reimbursement to the district office.

'''C. Reimbursement of Real Estate Tax'''

Information pertaining to the reimbursement of taxes is contained in the offer letter and the [http://eprojects/Templates/RW/Chapter%207_Negotiation/Pathways%20for%20Progress%20brochure.pdf Pathways for Progress brochure]. During negotiations, the owner will be provided with the [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Prorata%20-%20Owners%20section.pdf Prorata Real Estate Tax Claim, Owner's Section] (Form 7-2.22C).

Owners will be reimbursed for a pro rata portion of the state, county and city real estate taxes paid for the current taxable year on property purchased by the Commission. The pro rata portion of taxes will cover the full number of months remaining in the calendar year after payment is received by the owner or escrow agent for the property. Claims for reimbursement must be made within six months after the city or county tax delinquent date. Delinquent tax payments are not reimbursable. The owner is responsible for submission of paid tax receipts and Form 7-2.22C to the district office for reimbursement.

:'''1'''. Pro-ration of Real Estate Taxes

:The following procedures will be followed for computing the pro-ration of real estate taxes, for all contiguous holdings under the same ownership normally considered in a before and after appraisal. The [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Prorata%20-%20Owners%20section.pdf Prorata Real Estate Tax Claim] (Form 7-2.22C) is self-explanatory.

::'''a'''. Total Acquisition of Property

::Divide the annual taxes by 12 and multiply by the number of full months remaining in the taxable year after payment is delivered to the owner or escrow agent or the condemnation award is paid into court.

::'''b'''. Partial Acquisition of Property:

::Divide the approved compensation, payable to fee holder for land, improvements, property rights and/or damage to remainder, by the value of the entirety as indicated on line E, (1) of right of way [https://epg.modot.org/forms/RW/Chapter%206_Appraisal%20and%20Appraisal%20Review/Appraisal%20Review%20and%20Approval%20of%20Just%20Compensation%20Form%206.4.3.docx Form 6.4.3], then multiply computed percentage by the amount on the tax bill. Divide the resulting figure by 12 and multiply by the number of full months remaining in the taxable year after payment for the realty rights is delivered.

::'''c'''. Impact of Waiver Valuation on Proration of Taxes

::If the compensation for realty rights is established by the use of a waiver valuation, the property value established by the County Assessor can be used in the calculation.

::'''d'''. Impact of Administrative Settlements and Condemnation on Proration of Taxes

::The amount of an administrative settlement or condemnation award is not a factor in computing tax reimbursement. Computations will be done in the exact same manner as when property is acquired at the approved offer.

::'''e'''. Impact of Exchange of Land on Proration of Taxes

::When land owned by the state is traded for land acquired, the owner is eligible for reimbursement of taxes. In most instances when a trade occurs there will be an appraisal of both the land to be traded and the land acquired; therefore, when tax reimbursement is determined, the trade will be given the same consideration as though a cash transaction had transpired.

::'''f'''. Impact of Donation on Proration of Taxes

::When land is donated, the owner is eligible for reimbursement of taxes. Value of the land donated and value of entirety can be determined by utilizing data from the County Assessor's office.

::'''g'''. Impact of Damage-Only Offers on Proration of Taxes

::Should the acquisition consist solely of damages caused by the imposition of temporary easements and no permanent reduction in value is evident in the after situation, proration of taxes will not be needed. In this case, the assessed value for tax purposes would not be affected by the acquisition.

'''D. Appeal for Expense Eligibility'''

Property owners may file a written appeal with the agency if they believe that the agency has failed to properly consider their application for reimbursement of expenses incidental to the transfer of title. The time limit for filing an appeal is 60 days after they receive written notification of the agency’s determination on their claim. The appeal procedure follows that of [[236.8 Relocation Assistance Program|EPG 236.8 Relocation Program]].

===236.7.2.22 Cost of Moving Utilities===

Current [[643.3 Policy, Standards and Regulations|Commission policy]] provides that the cost of relocation and re-connection of privately owned service lines of a public utility is to be included with the other necessary utility work of the project, at MoDOT’s expense. Such costs should not have been considered in the appraisal process.

Most utility companies reconnect the private service lines at no cost to the property owner, but some do not. The cost to move and reconnect service lines that lie on or in existing Commission owned property is a noncompensable item. The cost to the owner to reconnect these services cannot be included in the appraised compensation.

Providing for the adjustment of utilities for a project is the responsibility of district design. There are situations, however, in which right of way personnel will have involvement. Owners of utility lines on existing Commission owned property are responsible for costs of adjustments. Therefore, the property owner may have responsibility for adjustment costs in cases where the utility company only owns the main. The department will pay for the cost of the adjustment between the old and new boundary lines.

All owners shall be advised that they are responsible for adjustment costs for their service lines on existing Commission owned property and that the department will provide compensation for any part of the adjustment on new property being acquired.

If property is secured from a property owner who owns a service line that requires adjustment, the cost of the adjustment and any compensation due the property owner will be made during the construction of the project. The method of adjustment is to be handled as follows:

Service line adjustments are included in our roadway contracts. Bid items are provided for the different types of anticipated adjustments. If the property owner elects to have the Commissions' contractor do the work, the portion of cost of adjustment on the new property acquired is provided by the Commission and no further obligation to the owner is necessary. Construction personnel will compute the cost for the adjustment that was on existing Commission owned property and the property owner will be billed for that part only. If the service line adjustment is done by the property owner's plumber and property is secured for the project, the property owner will be compensated for the actual cost of adjustment on the new property acquired. The property owner will not be compensated for more than the cost determined by the amount based on the roadway contractor's bid items.

===236.7.2.23 Condemnation of Temporary Driveway Connection Easements===

Parcels are not generally condemned when the only acquisition is for a temporary easement for the purpose of reconnecting a driveway. If the owner is not agreeable to accept the offer or settlement, and district design determines the driveway can be constructed on existing Commission owned property, the easement should be removed from the plans, a corrected plan sheet sent to the owner and the parcel voided. A letter accompanying the plan sheet should describe, in as much detail as possible, what the physical features of the proposed construction will be, and outline problems the design may cause the owner in their own reconnection of the driveway.

==236.7.3 Administrative and Legal Settlements==

===236.7.3.1 Administrative Settlements===

'''A. Purpose'''

Administrative settlements are made for the purpose of concluding negotiations for amounts considered reasonable, prudent and in the public interest, after reasonable efforts to negotiate agreements at the approved offers have failed.

Administrative settlements are not to be used for the purpose of correcting errors or omissions in an appraisal. Correcting the appraisal and making a revised offer is the method used to correct such errors and omissions.

'''B. Definition'''

An administrative settlement is any settlement authorized by the district right of way manager for a monetary consideration that differs from the approved estimate of just compensation. All settlements above the approved just compensation require written justification (Form 7-3.3.1).

:'''1'''. Administrative Settlement in Negotiations and Mediation

:Negotiation and mediation administrative settlements are those made by right of way personnel, prior to filing of a condemnation commissioners' award with the circuit court.

:Reduction of approved salvage value is considered an administrative settlement. Settlements made in the mediation process are considered administrative settlements. Homestead and heritage payments are also considered administrative settlements. All administrative settlements require documentation in the tract file (Form 7-3.3.1).

:It is important that district right of way and regional counsel concur in settlements made during the condemnation process. Regional counsel should be advised of all settlements attempted or concluded after a project has been turned over to counsel for condemnation, so that a consensus is reached for the settlement, and that a motion to dismiss the parcel from the petition can be filed.

:'''2'''. Legal Administrative Settlement

:Legal administrative settlements are those made by regional counsel personnel after the condemnation commissioners have reported their award to the circuit court and before exceptions are filed. Settlements after exceptions are filed are referred to as Stipulated Settlements (approved by the circuit court) and are referred to by counsel merely as "settlements".

:All settlements by regional counsel require the concurrence of right of way.

:Regional counsel may approve settlements less than $250,000 with the concurrence of the district right of way manager.

:Settlements less than $250,000, in which the district right of way manager does not concur must be approved by the Assistant Chief Counsel - Litigation and the Asst. to the State Design Engineer - Right of Way.

:The Assistant Chief Counsel - Litigation and the Asst. to the State Design Engineer - Right of Way must approve settlements greater than $250,000.

===236.7.3.2 Administrative Settlements Considerations===

After a diligent effort has been made to consummate settlements for the approved amounts of just compensation, the district right of way manager should review each parcel not acquired by negotiation and determine whether to make administrative settlements, pursue mediation, or acquire by condemnation.

The district right of way manager should review all pertinent information relevant to consideration of a settlement, such as:

:*Approved appraisal reflects current market conditions
:*Consideration in the appraisal of subjective elements of damage
:*Other appraisals of subject
:*The Negotiator's Report regarding damage factors claimed by the owner
:*Counteroffers made by the owner
:*The range of probable testimony
:*Recent jury verdicts for similar type properties
:*Estimated court costs
:*Opinion of legal counsel regarding probable result of proceeding with condemnation.

'''Note''': Administrative settlements are not to be used to correct errors or omissions of the appraisal. Correcting the appraisal and making a revised offer is the method used to correct such errors and omissions.

'''Revised Offer Based on Revised Appraisal'''

If it appears that the approved amount of just compensation does not reflect current market conditions or does not consider all compensable elements of just compensation, an updated appraisal should be secured. A revised offer letter and revised valuation shall be promptly given to the owner. This is not considered an administrative settlement.

===236.7.3.3 Making Administrative Settlements===

Having determined that it is in the public interest to make an administrative settlement, the district right of way manager establishes an equitable amount for the settlement. The amount and other terms of the settlement are then relayed to the owner either verbally or in writing. Should the owner accept the proposal, the necessary conveyance documents are executed, showing the final settlement amount.

'''Administrative Settlement Justification Letter'''

At the conclusion of an administrative settlement, the district shall prepare a letter of justification (Form 7-3.3.1) that sets out the terms of the settlement and the factors upon which it was based. A copy of this letter is to be sent to the Right of Way Section when the parcel is submitted for payroll.

Administrative settlement justification is not to be based on perceived inadequacies of the appraisal process. If the appraisal, on which the offer was based, is subsequently believed to be deficient, a new or revised appraisal should be secured.

===236.7.3.4 Approving and Processing Legal Settlements (Stipulated Settlements)===

As previously stated, stipulated settlements are those made after a commissioners' award has been filed with the circuit court. Settlements less than $250,000 will be submitted to the circuit court for approval after the concurrence of the district right of way manager. Settlements greater than $250,000, or which the district right of way manager does not concur, require the concurrence of the Asst. to the State Design Engineer - Right of Way and the Assistant Chief Counsel - Litigation.

To accomplish these settlements, regional counsel or assistant regional counsel prepares a [http://eprojects/Templates/RW/Chapter%207_Negotiation/Pre-trial%20report%20Exh%205E.1.docx Pre-Trial Report]. The comments of the district right of way manager and the Asst. to the State Design Engineer - Right of Way should be considered by the Assistant Chief Counsel - Litigation, prior to final approval of the settlement.

==236.7.4 Escrow Agreements, Deeds of Release and Purchase Agreement==

===236.7.4.1 Purpose===

This information establishes MoDOT’s procedures for using escrow agreements, subordination of mortgage liens, deeds of release and purchase agreements in the acquisition of land and easements.

The negotiator should know what documents will be required for closing depending on ownership and value of the property. The checklist of items (provided in the links following), include those required documents, depends on whether [http://eprojects/Templates/RW/Chapter%207_Negotiation/Negotiator%20Packet%20Table%20of%20Contents%20-%20Closing%20with%20MoDOT.doc MoDOT] or a [http://eprojects/Templates/RW/Chapter%207_Negotiation/Negotiator%20Packet%20Table%20of%20Contents%20-%20Closing%20with%20Title%20Company.doc title company] will be conducting the closing.

===236.7.4.2 Escrow Agreements===

An Escrow Agreement (fee owner) (Form 7-4.2A (CCO RW8)) or a Tenant Escrow Agreement (Form 7-4.2B (CCO RW10)), is used when an escrow agent is used (see [[236.4 Description Writing and Titles#236.4.4.6 Escrow Services|EPG 236.4.4.6]]). (Forms RW8 and RW10 are accessible in [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements].)

The use of an Escrow Agreement is not required when obtaining property or property rights from another government agency.

When the acquisition involves only a temporary easement, it is not required to escrow the payment unless circumstances warrant it.

'''A. Escrow Agreement (Fee Owner)'''

:'''1'''. When the Escrow Agreement is used

:The escrow agreement shall be used to establish possession of occupied buildings, removal of buildings or equipment if retained by the owner, and provide for payment of taxes, liens, mortgages, or other encumbrances.

:'''2'''. Contaminated Property Provision

:Certain required paragraphs of the escrow agreement provide for owner disclosure of contamination, testing for contamination and termination of the acquisition under certain conditions of contamination. If there is an indication that the property being acquired is contaminated and is to be tested, the check for the real estate payment should not be delivered to the escrow agent until it is determined that the department will proceed with the acquisition, without further attention to the contamination.

'''B. Tenant Escrow Agreement'''

:'''1'''. When Tenant Escrow Agreement is used

:The Tenant Escrow Agreement (Form 7-4.2B, RW10) (Form RW10 is accessible in [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements]) is used when necessary to ensure removal or possession of tenant-owned improvements or equipment retained by the tenant owner.

:The Tenant Escrow Agreement may be used to acquire tenant interests prior to conveyance or condemnation of fee holder interests, only if a Release of Structures and Leasehold (Form 7-2.7D (CCO RW15)) (Form RW15 is accessible in [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements]), is executed by the fee owner and attached to the Tenant Escrow Agreement.

:'''2'''. Phrases for Release of Structures and Leasehold if Tenant Escrow Agreement is not used

:In cases where it is deemed unnecessary to use the Tenant Escrow Agreement, one of the following paragraphs, as applicable, should be included in the Release of Structures and Leasehold.

::"Party of the First Part hereby agrees to vacate and give peaceable possession of said above described property to Commission within ______ days after payment of the consideration. At the conclusion of this possession period all of the improvements being conveyed herein shall become the property of the Commission to dispose of in anyway it deems necessary."

::"Party of the First Part hereby retains the right to salvage (describe structure) and hereby agrees to remove said structure within _______ days after payment of the consideration. Commission may, after said date and without repercussion from Party of the First Part, dispose of said structure in anyway it deems necessary."

::"Party of the First Part hereby retains the right to salvage (describe structure) and hereby agrees to remove said structure by the _____ day of ________, 20___. Commission may after said date and without repercussion from Party of the First Part, dispose of said structure in anyway it deems necessary."

'''Requirements for the Retention of Improvements'''

Requirements for the [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Requirements%20for%20the%20Retention%20Form%207.4.2C.pdf Retention of Improvements] (Form 7-4.2C,) must be incorporated with any Escrow Agreement or Agreement for Purchase of Real Estate. The form sets out the requirements of an owner or tenant that elects to retain improvements or equipment for removal from the acquired land.

===236.7.4.3 Deed of Release and Partial Deed of Release===

Obtaining Deeds of Release and Partial Deeds of Release] (Form 7-4.3, RW25) (Form RW25 is accessible in [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements]) is the responsibility of the escrow agent. When obtaining a release from a corporation, a corporation release form is normally used. For individuals or partners, a non-corporation release form is to be used. Most title companies, banks, and other lending institutions carry appropriate forms as part of their routine business. The escrow agent is to either prepare the release for execution by the lien holder or provide the lien holder with the property description for inclusion in the release.

===236.7.4.4 Agreement for Purchase of Real Estate===

'''A. When Agreement for Purchase of Real Estate is used'''

The Agreement for Purchase of Real Estate, Form 7-4.4 (CCO RW7) (Form RW7 is accessible in [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements]) is used when purchasing property or property rights and an escrow agreement is not being used as discussed in [[236.4 Description Writing and Titles#236.4.4.6 Escrow Services|EPG 236.4.4.6 Escrow Services]]. As required by [https://revisor.mo.gov/main/OneSection.aspx?section=141.250 RSMo 141.250], the proceeds derived from the sale of any lands with a tax lien, shown by records of land trust, the land bank agency, or the city or county collector, shall be distributed to the lien holders first before any proceeds are paid to the property owner. The negotiator is required to determine whether any tax liens exist and ensure the lien holder is paid before the property owner is paid.

The use of this agreement is not required when obtaining property or property rights from another governmental agency.

The use of this agreement is not required when only temporary rights are being acquired via a temporary easement unless circumstances warrant it.

'''B. Contaminated Property Provision'''

If there is an indication that the property being acquired is contaminated and is to be tested, the check for payment of the real estate should not be delivered to the owner until such time that it has been determined that the department will proceed with the acquisition.

===236.7.4.5 Subordination of Mortgage Liens===

The Partial Deed of Release, RW25, is the most commonly used, and preferred, document when obtaining a partial acquisition from a mortgaged property.

Please note that this document serves as a partial release of a mortgage but merely subordinate the lender’s interest in the acquired property to the rights of the Commission. This document is usually signed prior to payrolling the acquisition and then held in escrow along with the conveyance documents until payment is made to the escrow agent.

==236.7.5 Railroad, State and Federal Acquisitions==

===236.7.5.1 Purpose===

This information establishes MoDOT’s procedures for acquiring railroad land and railroad right of way, federal land and land owned by the State of Missouri.

===236.7.5.2 Railroads===

'''A. General'''

The acquisition of land owned by railroad companies is a team responsibility of the COROW, district right of way manager, and the Multimodal Operations Division (for additional information see [[643.4 Railroads|EPG 643.4 Railroads]]).

Plans approved for acquisition purposes will indicate a separate parcel number for the operating railroad right of way and to each parcel of non-operating railroad property owned by a railroad.

District right of way is responsible for compiling the acquisition documents and COROW is responsible for negotiating all railroad right of way.

The Railroad Projects Manager is responsible for ensuring all communication regarding the acquisition of railroad right of way includes the COROW staff. The RRPM will ensure the Construction and Maintenance Agreement is simultaneously obtained from the affected railroad entity during negotiations.

'''B. Acquisition Procedures - Railroad Land'''

The Multimodal Operations Division will notify COROW of railroad projects. The COROW will:

:*Obtain title information for each parcel. The conveyance of the property to the railroad is sufficient unless the land involved is a recent purchase.
:*Appraise each parcel in accordance with current appraisal procedures.
:*Prepare a deed with metes and bounds description. A Warranty Deed (Form 4-7.1A (CCO RW3)) or Quit Claim Deed (Form 4-7.2 (CCO RW2)) is desirable and have been accepted by railroads in some situations, or use an Easement for Highway Purposes, (Form 4-7.5 (CCO RW23)). (Forms RW2, RW3 and RW23 are accessible in eAgreements.)

'''C. Controlled Access from Railroads and Abutting Owners'''

When a proposed controlled access boundary line intersects or coincides with a railroad right of way line, all easements should include a controlled access clause for access rights from the railroad and adjoining owners of underlying rights.

Also, when the proposed controlled access boundary line and the railroad right of way line coincide, it is necessary to acquire abutters' rights of direct access from owners of land and property rights adjoining the opposite side of the railroad right of way.

'''D. Acquiring Underlying Fee in Railroad Land and Right of Way'''

It is advisable to acquire the underlying fee rights of current adjoining successors in title, when acquiring railroad land.

When a proposed highway boundary line crosses or intersects the right of way of an operating railroad, it may be necessary to acquire the underlying fee within the limits of the railroad right of way from adjacent owners who have reversionary rights. It is the discretion of the district right of way manager and COROW as to whether or not the underlying fee should be acquired. The necessity increases, as the likelihood of future railroad abandonment increases.

'''E. Condemnation of Railroads'''

The Railroad Projects Manager is to be notified of the anticipated date of condemnation when the COROW is acquiring railroad property.

District right of way will be responsible for including in condemnation both operating and non-operating railroad property that are not acquired by negotiation. Prior to preparation of a condemnation petition, determine the status of negotiations and a recommendation to include or exclude railroad property in condemnation. Railroad property is not to be included in the condemnation petition unless the Multimodal Operations Division has received proper authorization from the Department of Economic Development, Division of Motor Carrier, and Railroad Safety.

===236.7.5.3 Acquisition from Federal Agencies===

When land or property rights are to be acquired from the United States Army, Air Force, Navy, Veterans Administration, or the Bureau of Indian Affairs, district right of way is authorized to negotiate directly with the agency. For acquisitions from all other federal agencies, application must be made through the Federal Highway Administration. District right of way is to prepare all required documents and transmit them to the Right of Way Section for handling with Federal Highway Administration.

===236.7.5.4 Acquisition from State of Missouri Agencies===

'''A. Acquisition from Conservation Commission and the University of Missouri'''

Other than the MHTC, the Conservation Commission and the University of Missouri are the only Missouri state agencies that have authority to convey real property. When the MHTC acquires land or property rights from one of these two agencies, district right of way shall negotiate directly with the agency.

The curators of the University of Missouri are vested with the power to convey property owned by the University in § 172.020, RSMo. This section reads, in part, “The Curators of the University of Missouri…shall have perpetual…power…to take, purchase and to sell, convey and otherwise dispose of lands and chattels…”. This is consistent with § 37.005.9, RSMo which specifically excepts property owned by the university from other state property which vests in the governor and requires authorization from the general assembly before it can be conveyed.

It is not as clear whether the Department of Conversation/Conservation Commission has the power to convey the property it owns. However, Art. IV, § 40(a) of the Missouri Constitution gives the Conservation Commission the control, power and management over all property owned, acquired or used for conservation purposes. While this constitutional provision does not specifically state that the Conservation Commission has the power to convey property, a reasonable interpretation of this section, read in conjunction with § 37.005.9, RSMo., is that the Conservation Commission has the power to convey property.

'''B. Acquisition from All Other State Agencies'''

State agencies, other than those identified above, are required, by statute, to obtain authority to convey real property by an act of the General Assembly. The Governor may execute conveyances of easement rights only without authorizing legislation.

:'''1'''. Land Acquisition

:For all agencies other than those identified above state statute provides for the conveyance of fee simple interest in real property, by a specific act of the General Assembly that will be arranged by the Right of Way Section. The legislative act authorizes the Governor to execute the conveyance document, after it has been approved as to form by the Attorney General’s office.

:'''2'''. Easement Acquisition

:When only easement rights are to be acquired, the statute permits the Governor to convey an easement without legislative action, after the document is approved as to form by the Attorney General's Office.

:The document CCO RW24 may be used for these acquisitions, with a suggested heading change to EASEMENT(S) ON STATE PROPERTY FOR HIGHWAY PURPOSES. (Form RW24 is accessible in [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements].) This heading change does not require approval by Chief Counsel Office.

:'''3'''. Acquisition Procedure

:District right of way shall:

::*contact the local agency representative
::*explain the acquisition
::*obtain permission to inspect
::*appraise the property or secure donation
::*review and approve Just Compensation
::*prepare offer letter
::*prepare Quit Claim Deed

:Forward appraisal, offer letter, Quitclaim Deed, and plan sheets to the Right of Way Section. The Right of Way Section will:

::*negotiate directly with the agency
::*secure executed deed
::*process payroll
::*deliver check to the agency
::*transmit executed deed to the district for recording
::*transmit to district negotiator’s report and contact log
::*prepare and transmit to district an administrative settlement letter, if necessary

==236.7.6 Acquisitions of Maintenance Sites and Other Capital Improvement Sites==

===236.7.6.1 Purpose===

This information describes MoDOT’s procedures for acquiring maintenance sitesand other capital improvement sites.

===236.7.6.2 Site Selection and Approval===

Site selection, including environmental studies of proposed sites, is the responsibility of the district subject to approval of the General Services Director.

Once the location for a new site is chosen or the decision is made to expand a facility, the General Services Division will request district right of way to determine the market value of the property.

All property to be acquired for capital improvement purposes shall be appraised in accordance with [[236.6 Appraisal and Appraisal Review#236.6.3.8 Maintenance Lot and Capital Improvement Valuation|EPG 236.6 Appraisal and Appraisal Review]]. In those instances where only a portion of the total property is to be acquired, appraisers shall determine if the acquisition will damage the remaining property. If in their opinion the remaining property is damaged, the appraisers shall prepare a before and after appraisal of the property setting forth such damages. If in their opinion there is no damage to the remainder, appraisers are to make a statement to that effect in the appraisal report and appraise the part to be acquired as a total tract.

Upon completion of the appraisal, it is to be reviewed in the district in accordance with [[236.3 Administration|EPG 236.3]]. A copy of the approved appraisal shall be forwarded by the district to the General Services Division for funding allocations.

===236.7.6.3 Acquisition Procedure===

Upon receipt of concurrence, the General Services Division will advise district right of way to initiate negotiations for acquisition of the property. A [http://eprojects/Templates/RW/Chapter%207_Negotiation/Offer%20Letter%20Form%20-%20Capital%20Improvements%207.6.3.docx letter of offer on capital improvement facilities] (Form 7.6.3), is to be used in making offers to property owners. District right of way should follow acquisition procedures outlined in the areas of [[236.3 Administration#236.3.5 Right of Way Expenditures|payrolling]], [[236.4 Description Writing and Titles#236.4.4.8 Obtaining Title Insurance and Title Commitments|abstract or title insurance]], and the use of [[236.4 Description Writing and Titles#236.4.4.6 Escrow Services|Escrow Agents]].

All capital improvement sites and additions shall be acquired in fee simple title. The deed for conveyance shall be based on an accurate survey of the property. A professional land surveyor shall complete the survey.

Negotiations for all new or additions to capital improvement facilities shall be based on approximate boundaries. If the owner is agreeable to selling the property for the approved amount, said survey will be made for preparation of the deed.

Appropriate efforts to acquire the property for the approved amount should be made; however, if the owner refuses the offer but through either a counteroffer or other means it is determined that the property can be purchased for an amount above the approved offer, so advise the General Services Division with a recommendation. The General Services Division will advise the district whether or not to proceed at the higher price.

Upon successful negotiations for the capital improvement site or addition, the payroll shall be completed in the same manner as other payrolls for land acquisitions and submitted to the Right of Way Section. Upon receipt of the check by district right of way, the deed and survey plat will be recorded. Copies of the recorded deed and survey shall be submitted to the General Services Division and the State Maintenance Engineer.

Condemnation proceedings shall not be initiated for a capital improvement location unless specifically instructed to do so by the Right of Way Section.

The cost of appraisals, survey expenses, title work and other miscellaneous right of way items as well as the cost of the site itself shall be charged to the appropriate project number established by the General Services Division.

==236.7.7 1099 Reporting of Acquisitions==

===236.7.7.1 Purpose===

This information establishes MoDOT’s guidelines and procedures for reporting the acquisition of real estate or real property rights to the Internal Revenue Service (IRS).

===236.7.7.2 1099 Reporting Procedure===

'''A. Transactions to be Reported'''

The Commission is responsible for reporting the following real estate acquisitions to the IRS:

:* Real property and or permanent right in excess of $600 will be reported on a 1099-S.
:* Temporary easements if the easement is to last 30 years or more and are paid over $600 will be reported on a 1099 MISC and handled by OA. Damages to remainders for real property and/or permanent rights will be reported on a 1099-S.
:* Damages related to the temporary easement will be reported on a 1099-MISC and will be handled by OA.
:* Damages included with a temporary easement that consist of money provided to a property owner that will not be expended on the property over $600 (for example, removing an entrance/driveway) will be handled by OA and reported on a 1099-MISC.
:* Administrative settlements included with a temporary easement will be handled by OA and reported on a 1099-MISC.

'''B. Transactions Not Reported'''

The following are exceptions to the requirements for reporting acquisitions to the IRS:

:* Purchases from corporations and governmental agencies.
:* If the payment is being made to an escrow agent, the agent handles the 1099 reporting.
:* Cost to cure (damages) included with a temporary easement that consists of money being provided to a property owner to expend on property, for example, trees and fencing.

'''C. Determining Year of Reporting'''

Under IRS rules an acquisition has to be reported in the year the transaction is closed. For purchases this is the date the check is received by the escrow agent or the property owner. For condemned property it is the date the Commissioners’ award is deposited with the court. The withdrawal of the award from the court is not considered in determining the date of closing nor the need to report the acquisition.

'''D. Reporting More Than One Owner'''

Transactions should be entered in RWPA shortly after they are closed or condemned. In the case of condemned property it will be necessary to base the report on the award. When more than one property owner (other than husband and wife or partnerships) is involved in receiving proceeds from the acquisition, IRS regulations require that an allocation of the gross proceeds be requested by MoDOT. The request must be made at or before the time of closing or at the time the Commissioners’ award is paid into court. This request should be made by certified mail with a copy to each taxpayer.

If the distribution cannot be determined or if an award is not drawn down from court, it will be necessary to report the entire amount to the IRS for each individual taxpayer. Those individuals whose property is acquired by negotiation yet still refuse to provide a distribution of funds should also receive a request by certified mail. The request should advise taxpayers that if an allocation of funds is not provided the entire amount will be reported as if paid to each taxpayer.

'''E – RWPA System Requirements for 1099s'''

All data must be entered on the following screens for a 1099 to be processed:
Location Description screen: Section, Township and Range.

1099 screen: Fee Holder/Tenants info: SSN/Tax ID;
::1099 data – Type (interest or “s” sale), Date Closed, and Gross Proceeds.

===236.7.7.3 Taxpayer Identification Numbers===

It is required that MoDOT request a taxpayer identification number (TIN) from all taxpayers at or before the time of closing. A husband and wife are treated as one taxpayer and only one TIN needs to be supplied. Partnerships and trusts should have a TIN that is to be used instead of social security numbers of the individual partners or the beneficiaries of a trust.

Under IRS regulations, any person whose TIN is requested must furnish such TIN and certify that the TIN is correct. The solicitation shall be made by providing a written statement to the taxpayer that they are required by law to furnish a correct TIN, and that they may be subject to civil or criminal penalties for failing to furnish a correct TIN.

The procedures described in [[236.7 Negotiation#236.7.2 Guidelines and Procedures|EPG 236.7.2]] shall be followed in soliciting TINs from taxpayers during negotiations. The paragraph in the offer letter pertaining to TINs will satisfy the above requirement. A Vendor Input Form or W9, whichever is applicable, can be used with the request.

When dealing with a representative of the owner(s), it is permissible to request that the representative obtain the TIN from the taxpayer(s); however, if they fail to supply it, a request must be sent to the taxpayer(s) by certified mail.

A completed Form 7-7.3 will be retained in the parcel file and provided to the escrow agent. A completed Vendor Input Form is to be submitted to the Office of Administration.

'''A. Instructions for Preparing Request for Taxpayer Identification Number and Request for Allocation of Gross Proceeds'''

The [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Request%20Allocation%20Gross%20Proceeds%20Form%207.7.3.pdf Request for Allocation of Gross Proceeds] (Form 7-7.3) and [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Request%20for%20TIN%20and%20Allocation%20of%20Gross%20Proceeds%20Form%207.7.3.A.docx Request for Taxpayer Identification Number and Allocation of Gross Proceeds - Sample Letter] (Form 7-7.3A), has been prepared as a style sheet. Five fields (County, Route, Job, Parcel and Total Amount to be Allocated) are to be completed by district right of way before giving the form to the property owner.

A [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Request%20for%20TIN%20and%20Allocation%20of%20Gross%20Proceeds%20Form%207.7.3.A.docx sample letter] (Form 7-7.3A) to accompany the request form is available.

===236.7.7.4 Methods for Reporting to the IRS===

Reporting of real estate transactions to the IRS will be done by one of the following four methods:

:* If the property is purchased and the transaction is closed by an escrow agent, the escrow agent is to handle the reporting to the IRS. The agreement for title and escrow services as described in [[236.4 Description Writing and Titles#236.4.4.6 Escrow Services|EPG 236.4.4.6 Escrow Services]] provides for this requirement. If a bank or other source is used as an escrow agent, the letter of understanding with the escrow agent should spell out this duty along with the other duties.
:* If the property is purchased and the transaction is not closed by an escrow agent, district right of way is responsible for creating a 1099-S in the RWPA application. The “Property Transfer Settlement” field shall be filled in with “Yes” if part of the consideration for a reportable acquisition transaction consisted of realty. The most current address shall be verified and used on the form.
:* If the property is condemned, it should be determined if the County Clerk is reporting the transaction to the IRS. If they are making the report, MoDOT will not duplicate it. If the County Clerk is not reporting the transactions, district right of way is responsible for creating a 1099-S and/or 1099-I in the RWPA application.
:* If the property purchased is a temporary easement, OA will handle reporting the 1099-MISC.

===236.7.7.5 Corrected 1099-S's===

If a trial or legal settlement occurs during the same tax year that the Commissioners’ Award was reported, district right of way shall correct the 1099-S in the Right of Way Parcel Acquisition application to show the new amount. The 1099-S shall be corrected if the final amount is either more or less than the amount previously reported.

===236.7.7.6 Reporting on Condemned Acquisitions===

'''A. Reporting Jury Verdicts or Settlements in Subsequent Tax Years'''

If a jury verdict or settlement occurs in a subsequent tax year and the amount of the verdict or settlement is greater than the award, a normal 1099-S for the difference between the verdict or settlement (not including interest) and the previously reported amount shall be created in the Right of Way Parcel Acquisition application by district right of way.

If a jury verdict or settlement in a subsequent year is for an amount less than the award, no reporting is necessary.

If the jury verdict or settlement is on a parcel that was condemned in a year in which the department was not required to report transactions, a 1099-S shall be submitted for the difference in the verdict or settlement (not including interest) and the original award. Do not include the original award in this submission, even though MoDOT never reported the original award.

'''B. Reporting Payment of Interest'''

When a jury verdict or a legal settlement results in $600 or more of interest being due the property owner, the payment of interest is to be reported to the Internal Revenue Service. In these cases, district right of way shall create a 1099-INT.

When more than one property owner (other than husband and wife or partnerships) is involved in receiving proceeds from the acquisition, the reporting of interest is to be broken down by the same ratio as the allocation of the gross proceeds among the taxpayers.

==236.7.8 Contract Negotiation==

===236.7.8.1 Application for Employment as Contract Negotiator===

All contracts for negotiation services shall comply with statutory, Missouri Department of Transportation (MODOT) and E-Verify requirements when applicable. Please refer to [[236.3_Administration#236.3.11_Contracting_with_MoDOT_and_E-Verify_Requirements|EPG 236.3.11 Contracting with MoDOT and E-Verify Requirements]] for more information.

Right of Way negotiators employed under agreement by the Missouri Highways and Transportation Commission (MHTC) must enjoy a good professional reputation and be able to provide evidence of significant experience in Federal-Aid projects and negotiating for [[236.10_Right_Of_Way_Condemnation#236.10.7_Eminent_Domain_Guidelines|eminent domain]] acquisitions. Additional experience obtained through classes relating to the uniform act and negotiations is recommended as outlined below.

All fee negotiators who desire to work for MHTC on a contract basis are required to complete the MoDOT ROW Negotiator training and submit an [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Application%20Employment%20Contract%20Negotiator%20Form%207.8.1.pdf Application for Employment as a Contract Negotiator] (Form 7.8.1), to a district right of way office. When the application is received at the district office, a member of the right of way department shall conduct an investigation to verify the qualifications of the applicant. This investigation shall be to the extent necessary to determine the abilities of the applicant and the applicant's general reputation within the profession. All clients shown on the application may be contacted by telephone. All applicants must have recommendations by at least two clients.

After the investigation is completed and district right of way department is satisfied with the applicant's qualifications, the district shall transmit to Central Office Right of Way the recommendation together with one copy of the application and any other necessary information for the approval process. Central Office Right of Way will review the recommendation and supporting information to verify the applicant's qualifications and will advise the district office, in writing, of the approval or disapproval of the applicant.

'''Duration of Approval of Fee Negotiators on the Roster of Approved Negotiators'''

Duration of approval on the Roster of Approved Fee Negotiators is 5 years. The negotiator will be required to complete the MoDOT ROW Negotiator training and submit their renewal application by July 1<sup>st</sup>, of the expiration year listed on the roster. If a renewal application is not received by July 1<sup>st</sup>, the appraiser will be removed from the roster. If the negotiator fails to comply with the terms of the Negotiator Contract Agreement, or the progress or quality of the work is unsatisfactory, MoDOT reserves the right to remove the negotiator from the approved roster. A renewal application will be required if the applicant desires to remain on the list and capture updated information such as address, phone numbers, email addresses and areas of the state the applicant is interested in performing work. Renewal dates are contained in the [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Roster%20of%20Approved%20Contract%20Negotiators.pdf Roster of Approved MoDOT Contract Negotiators].

===236.7.8.2 Roster of Approved MoDOT Contract Negotiators===

The Right of Way Section will maintain a Roster of Approved MoDOT Contract Negotiators, listing all approved contract negotiators. The roster indicates the districts in which the individual is available to work, however, approved negotiators may work in any district of the state.

===236.7.8.3 Preliminary Contract Negotiation Fee Estimate===

Although not required, it may be advisable in some circumstances to prepare a preliminary contract negotiation fee estimate. This will document that consideration was given to the negotiation problems that are anticipated and provide a basis for evaluating the reasonableness of proposed fees.

===236.7.8.4 Proposal for Contract Negotiations===

The availability of qualified contract negotiators varies from one location to another and/or from one time period to another, depending upon current economic conditions. Departmental guidelines provides for both the solicitation of competitive proposals and for non-competitive contracting. The availability of qualified contract negotiators and project time constraints may determine the bid process that will be followed.

Every effort shall be made to select the most qualified negotiators available for the particular assignments involved. Consideration should be given to anticipated negotiation problems, the talents and skills of the prospective negotiators, past performance, and present commitments. The negotiator must have experience working on federal-aid projects and provide a list of those projects within the application. The district shall contact by letter, telephone, or in person each of the selected negotiators to determine their interest in submitting proposals for the required work.

Each prospective negotiator must familiarize themselves with all aspects of the proposed negotiations assignment. A member of the district right of way staff shall be available to accompany prospective negotiators during a field review of each parcel if requested, in order to acquaint them with project plans, rights being acquired, and any unique problems that may be encountered.

A proposal packet shall be prepared for each selected negotiator, whether distributing competitive proposals or non-competitive proposals. Each proposal packet should contain the following:

:* Proposal for Contract Negotiations (Form 7-8.4 (CCO RW33) (Form RW33 is accessible in [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements]), with parcel number, owner, and realty appraisal format completed on the price page).
:* Blank copy of Negotiator Services Agreement (Form 7-8.5 (CCO RW34)). (Form RW34 is accessible in [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements])
:*Right of Way Plans.
:*Copies of appropriate negotiations forms and form letters.
:*Envelope to district office with '''"Proposed Negotiation Fees - Do Not Open,"''' if requesting competitive proposals.

'''A. Competitive Proposals for Contract Negotiations'''

When the competitive proposal process for contracting negotiations is used, the district shall make a reasonable effort to secure proposals from those approved negotiators who have demonstrated expertise to accomplish the proposed negotiation assignments. The request for proposals shall be in writing and is to be mailed simultaneously to negotiators on the "approved" list.

It should be noted that negotiation agreements are to be awarded to the lowest and best bid. The term "lowest" pertains strictly to the dollar amount of the proposal. The term "best" takes into consideration the issue of timeliness, or delivery date, the comparative level of experience of the bidders, and also the past records of individuals with respect to quality of work product and adherence to agreement requirements and deadlines. In other words, though important, mere submission of the lowest cost proposal will not, in and of itself, assure that bidder of being awarded a particular agreement.

An envelope directed to District Office shall be provided with a notation prominently displayed '''"Proposed Negotiation Fees - Do Not Open."''' A proposal packet shall be provided to each negotiator. Every negotiator should be warned not to add or delete any terms or conditions or amend the proposal in any way. Altered or amended proposals will be rejected at the time of opening.

'''Electronic submissions or faxed submissions of proposals will not be accepted because confidentiality cannot be maintained'''.

A designated district staff member shall retain all competitive proposals received until time of opening.

:'''1'''. Opening of Proposals

:District staff members shall open all proposals at the prescribed time. Personnel supervising the opening shall publicly announce to all in attendance the amounts recited in each proposal.

:'''2'''. Selection of Successful Proposal

: The lowest and best proposal is to be selected and the district will prepare a Negotiation Services Agreement (CCO RW34) for execution by the successful bidder. Agreements must contain the same provisions as the proposal.

'''B. Non-Competitive Proposals for Contract Negotiations'''

When staff workload or project completion considerations warrant, negotiations agreements may be awarded without competitive proposals, the district may proceed as follows:

District shall select negotiators from the current Roster of Approved MoDOT Contract Negotiators. Every effort shall be made to select the most qualified negotiator available for the particular job. Consideration should be given to anticipated negotiation problems, negotiator’s experience, negotiator's past performance, pending assignments, etc. District personnel determine the selected negotiator’s availability to complete the work within a specified time.

After the negotiator has been made aware of all facts regarding the prospective negotiations assignment, the district shall request a Proposal for Contract Negotiations (Form 7-8.4, RW33) (Form RW33 is accessible in [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements]), setting forth a fee for each parcel. Since competitive proposals are not involved, the Competitive Proposal paragraph may be deleted or marked "not applicable." The proposal must be dated, signed, and submitted to the district office by the prospective negotiator.

Should it be determined that the proposed fees appear excessive, the district right of way manager or a designee shall negotiate with the negotiator in an effort to achieve acceptable fees. In the event negotiations fail to produce acceptable fees, the district has the option to negotiate with another contractor or initiate the competitive bid process. Once acceptable fees are agreed upon, the district shall secure a Negotiator Services Agreement (CCO RW34).

===236.7.8.5 Negotiator Services Agreement===

All Fee Negotiators performing negotiation work for the Missouri Highways and Transportation Commission shall do so by a fully completed and executed Negotiator Services Agreement (Form 7-8.5 (CCO RW34)) (Form RW34 is accessible in [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements]). Negotiator Services Agreements with individuals or companies shall designate the individual(s) who shall perform the negotiation services. An officer shall execute all agreements with companies. Each agreement shall include a copy of the negotiator’s proposal (Form 7-8.4, RW33). (Form RW33 is accessible in [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements].)

Three copies of the Negotiator Services Agreement shall be executed by appropriate MoDOT staff in accordance with the Commission’s Execution of Documents Policy.

'''A. Distribution of Fully Executed Negotiations Agreements'''

One fully executed copy shall be returned to the contractor, one copy shall be retained by district right of way and one shall be submitted to the Controller’s Division.

'''B. Notice to Proceed'''

The agreement requires a written notice to proceed, with which the negotiator should be provided a current set of highway plans and other data necessary to accomplish the assignment.

===236.7.8.6 Supplemental Negotiator Services Agreements===

Subsequent to the execution of the initial agreement, it sometimes becomes necessary, due to plan changes or other considerations, to request additional negotiations services. If such services are required, they are to be secured by processing a supplemental negotiations agreement.

Supplemental Negotiator Services Agreement (Form 7-8.6, (CCO RW35)) (Form RW35 is accessible in [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements]) is designed to minimize administrative efforts when it becomes necessary to add parcels to the original agreement, or change the scope of the required services.

The Supplemental Negotiator Services Agreement refers to specifications as recited in original agreement, so it becomes imperative that such requirements and specifications are effective at the date "new" parcels or required services are added to the original contract. New parcels shall be construed to mean tracts not previously included or where the plan or ownership revisions are so acute as to require additional services. Also a calendar period or time frame in which the work is to be completed must be specified.

Three copies of the Supplemental Negotiator Services Agreementshall be executed in accordance with the Commission’s Execution of Documents Policy. One fully executed copy shall be returned to the contractor, one copy shall be retained by district right of way and one shall be submitted to the Controller’s Division.

===236.7.8.7 Contract Negotiator Performance Evaluation===

The last paragraph of Proposal for Contract Negotiation (Form 7-8.4, RW33) (Form RW33 is accessible in [http://sp/sites/eagreements/SitePages/Home.aspx eAgreements]), advises contractors that their overall performance will be carefully evaluated and that failure to perform at an acceptable level can result in their removal from MoDOT’s Roster of Approved MoDOT Contract Negotiators.

Properly used, the Performance Evaluation can be of considerable value to MoDOT in effectively managing contract negotiations work.

<b>Notification to Contract Negotiator of Removal from Roster of Approved MoDOT Contract Negotiators</b></br>
In the event the fee negotiator is found to have unsatisfactory performance or unsatisfactory work product outlined in scope of services, MoDOT has the right to remove the fee appraiser from the roster.

==236.7.9 Special Benefit Acquisitions==

===236.7.9.1 Purpose===

This information establishes MoDOT’s procedures for partial acquisitions from properties that result in Special Benefits to the remainder.

===236.7.9.2 Special Benefit Acquisitions===

[https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Sample%20Ltr%20Special%20Benefit%20Offer%20Letter%20Form%207.9.2.docx Special Benefits] are those benefits accruing to the land adjacent to the public improvements that do not accrue to the public at large. When an appraisal reveals an enhancement in the value of an owner's remaining property the enhanced value may merely be reflected in a lowered estimate of Just Compensation, or it may result in a zero indication of Just Compensation. Both situations are to be considered Special Benefit cases.

Special benefits reflected in an appraisal must be supported with concurrence from district counsel and written documentation attached to the appraisal.

Dual compensation amounts will be offered to owners of residentially improved properties, to reflect the acquisition area with special benefits to the remainder, and the acquisition of the entire property at its before value.

Dual offers for residentially improved properties are implemented at the discretion of the Asst. to the State Design Engineer - Right of Way. It will be solely the discretion of the Asst. to the State Design Engineer - Right of Way to apply this policy to other than residential property. The size and value of a remainder may dictate the MHTC’s ability to acquire entire large, higher valued properties.

'''A. Dual [https://epg.modot.org/forms/RW/Chapter%207_Negotiation/Sample%20Ltr%20Special%20Benefit%20Offer%20Letter%20Form%207.9.2.docx Offers for Special Benefits] on Residentially Improved Properties'''

Dual offers are to be extended at the initiation of negotiations for properties where residential improvements are affected.

No single-family dwelling that has contributory value, whether occupied or unoccupied at the effective date of appraisal or date of acquisition, shall be compensated at less than its contributory value due to the assessment of special benefits. Further, an occupied dwelling must be compensated for on the basis of its value as a residential use.

'''First Offer'''

If the acquired dwelling is occupied or unoccupied, and contributes to the before value, the first offer would reflect at least the value of the dwelling and supporting land and improvements.

If the acquired dwelling is unoccupied and has no contributory value before the acquisition, the first offer will be the reduced or zero offer.

'''Second Offer'''

In every case, the second offer will reflect the total before property value, based on its highest and best use before the acquisition.

'''B. Acquisition of Residential Dwelling With Contributory Value – Whether Occupied or Unoccupied'''

(Occurs when the highest and best use before acquisition is residential, and the highest and best use after acquisition is a higher, more valuable use.)

If there are special benefits to a remainder, and an occupied or unoccupied dwelling which has value in the before situation is to be acquired, a dual offer will be prepared and extended to the owner at the initiation of negotiations. Offers to acquire an occupied or unoccupied dwelling will include compensation based on the contributory value of the dwelling, residential outbuildings, and supporting land, plus any additional contributory value of other land area in the acquisition, which will have been set out in the appraisal review. The second offer will be the entire before value as set out in the appraisal review.

'''C. Acquisition of an Occupied Dwelling With No Contributory Value to the Current Highest and Best Use'''

(Occurs when the highest and best use of the land, before the acquisition, is greater than residential.).

If there are special benefits to a remainder, and an occupied dwelling which has no contributory value in the before situation is to be acquired, a dual offer will be prepared and extended to the owner at the initiation of negotiations. The first offer will be at least the value of the dwelling, residential outbuildings, and supporting land, approved in the appraisal review. The second offer will be the entire before value as set out in the appraisal review.

'''D. Acquisition of Unoccupied Dwelling That Has No Contributory Value to the Current Highest and Best Use'''

If there are special benefits to a remainder and an unoccupied dwelling, which has no contributory value in the before situation is to be acquired, the property shall be appraised for its highest and best use in both the before and after situation with no special consideration being given the improvements.

No dual offer would be necessary in this situation.

[[category:236 Right of Way|236.07]]

Job Special Provisions

2024-12-13T20:39:57Z

Hoskir: /* */

<div id="JSP-Provision"></div>
=== ===
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | Provision
|-
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP-Formatting-Guide.docx JSP Formatting Guide] || _Roadway Job Special Provision Formatting Instructions || This format is to be used by all when writing provisions in order to create uniformity in project proposals. || JSP_Format_Guide || 4/3/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP_Roadway_Template.docx JSP_Roadway_Template] || _Roadway Job Special Provision Template || This template is to be used for Roadway Job Special Provisions. Choose the appropriate signature block and provide the necessary provisions according to the template provided. || Template || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2302.docx JSP2302] || 4-Inch Square Steel Sign Post || Use this provision to specify the details for a 4-inch square post which may be used to install single post exit gore signs, flat sheet signs 48” wide ranging in height from 60” to 96”, and community wayfinding signs at locations shown on the plans. || JSP-23-02 || 9/13/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9314.docx JSP9314] || Accelerating the Completion of Closure Work (Incentive/Disincentive Clause) || This provision is commonly known as A+B bidding. || JSP-93-14C || 12/5/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1001.docx JSP1001] || ADA Compliance and Final Acceptance Of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || JSP-10-01C || 1/23/2023 || 3/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2301.docx JSP2301] || ADA Material Testing Frequency Modifications || This provision may be used on ADA corridor projects to reduce the testing requirements due to the limited material quantities associated with sidewalk improvements. || JSP-23-01 || 8/16/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1203.docx JSP1203] || Add Alternate Section (Per Project) || || JSP-12-03A || 7/14/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1602.docx JSP1602] || Adjusting Guardrail || For minor routes only. This provision is to be used when the substandard height guardrail will be raised to a minimum of 27 3/4". Repair of guardrail should be addressed with separate pay items. || JSP-16-02A || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1509.docx JSP1509] || Airport Requirements || This provision is for use on projects near a public use airport or heliport or is more than 200 feet above existing ground level. || JSP-15-09 || 7/9/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9604.docx JSP9604] || Alternate for Pavements || This provision should be used for projects with 7,500 SY of continuous full depth pavement or 14,000 SY of full depth pavement at various locations. || JSP-96-04G || 1/4/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0905.docx JSP0905] || Alternates for Slab Stabilization || This provision should be used when slab stabilization operations are included in the contract to define the bidding requirements of the different materials for this type of work. || JSP-09-05 || 10/21/2009 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2401.docx JSP2401] || Balanced Mix Design Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-24-01B || 12/11/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9327.docx JSP9327] || Changeable Message Sign (Commission Furnished) || || JSP-93-27 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1805.docx NJSP1805] || Class VI Riprap * || * Limited Use. This provision is a revised Spec to better align with the need we have when rock much larger than the Rock Blanket Spec is needed. Contact Bridge Division & Construction and Materials Division prior to use. || NJSP-18-05B || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2102.docx NJSP2102] || Clean Water Act Section 404 Permit Requirements * || * Limited Use. For use by Design Division - Environmental Section only, as they will add this provision to the RES for required projects. || NJSP-21-02 || 1/15/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0415.docx JSP0415] || Concrete Planing || This provision is to be used when concrete planing is specified. </br> If there are questions on whether concrete planing should be included on a specific project, Construction and Materials Division should be consulted. || JSP-04-15 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1301.docx JSP1301] || Contract Liquidated Damages || This JSP is required on all projects except Job Order Contracts and must be JSP B in the set of JSPs. || JSP-13-01D || 4/9/2024 || 6/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0106.docx JSP0106] || Contractor Furnished/Commission Retained Temporary Type F Concrete Traffic Barrier || This provision should only be used when the district decides to retain contractor furnished barrier sections. If the district does not specifically intend to retain barrier sections, Sec 617 of the standard specifications covers Concrete Traffic Barrier. || JSP-01-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1542.docx NJSP1542] || Contractor Quality Control || This provision is required on all projects EXCEPT for JOCs and projects with Quality Management provision. || NJSP-15-42 || 4/20/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1521.docx NJSP1521] || Contractor Quality Control For Plant Mix Bituminous Surface Leveling || Required when project includes bid item 402-05.20 - Bituminous Pavement Mixture PG64-22 (Surface Leveling). QM or QC provisions are required when other types of asphalt or concrete paving are in a project. || NJSP-15-21A || 10/6/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2405.docx JSP2405] || DBE Prompt Payment Reporting || This provision is required on all federally funded contracts. || JSP-24-05B || 12/12/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9908.docx JSP9908] || Demolition and Removal Contract || Must be included in demolition and removal contracts when MoDOT doesn't have possession of all parcels or an asbestos survey are not completed on all structures, prior to letting. NTP must be issued. || JSP-99-08 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1505.docx JSP1505] || Disposition of Existing Signal/Lighting and Network Equipment || To be used when signal/lighting or communication is to be removed by the contractor and retained by the commission. || JSP-15-05A || 5/1/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9706.docx JSP9706] || Division 100 Revisions for Complex Projects || This provision is used on complex projects and those with major bridge work as determined by the State Design Engineer. Per 105.16 and 108.4 additional detail documentation is required. A+B Bidding (JSP-93-14) should not be used with this provision. || JSP-97-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1607.docx JSP1607] || Dynamic Late Merge Sysytem (Zipper Merge) || || JSP-16-07A || 12/10/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1905.docx NJSP1905] || Electronic Ticketing * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-05B || 4/9/2020 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9011.docx JSP9011] || Emergency Provisions and Incident Management || This provision is required on all projects and provides contact information for the local law enforcement and fire departments. || JSP-90-11A || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2201.docx NJSP2201] || Full Depth Reclamation * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-22-01A || 3/14/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0902.docx JSP0902] || General - Federal || This provision is required in all federally funded contracts. || JSP-09-02K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0903.docx JSP0903] || General - State || This provision is required in all state funded contracts. || JSP-09-03K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0904.docx JSP0904] || General - State Non-Prevailing Wages || Use this provision on any state funded non-construction project. || JSP-09-04K || 4/22/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0401.docx JSP0401] || Geosynthetic Interlayer Specification for Highway Applications * || *Limited use. Only as Approved by Construction and Materials Division. </br> The Geosynthetic Interlayer Specification is designed to provide a moisture barrier/stress relieving membrane to be placed beneath a hot-mix asphalt (HMA) Overlay. || JSP-04-01 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9709.docx JSP9709] || Geosynthetic Reinforced Soil Slope System || || JSP-97-09 || 5/20/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1702.docx JSP1702] || Guardrail Grading Requirements || This provision is for use on projects that require grading for guardrail and end treatment replacements. || JSP-17-02B || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2202.docx JSP2202] || Guardrail Posts in Concrete || Use this provision when guardrail posts are installed or removed from concrete pavement or drain basins. || JSP-22-02B || 5/18/2023 || 7/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1513.docx NJSP1513] || High Friction Surface Treatment || || NJSP-15-13B || 9/22/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9704.docx JSP9704] || High Performance Concrete for Precast Bridge Units || || JSP-97-04 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2403.docx JSP2403] || High-Tension Guard Cable Barrier || (Previous JSP-06-07) - This provision should be used when high-tension guard cable is specified. || JSP-24-03 || 5/16/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1903.docx NJSP1903] || Hot Applied Seal Coat * || *Limited use. Requires approval from by Construction and Materials Division || NJSP-19-03 || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0202.docx JSP0202] || Hot-Mix Asphalt Overlay on Rubblized Concrete * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-02-02 || 10/9/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP8901.docx JSP8901] || Johnson Grass Control || || JSP-89-01 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1503.docx JSP1503] || Law Enforcement In the Work Zone || For use on projects which will include work zone enforcement. || JSP-15-03 || 3/17/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0305.docx JSP0305] || Liquidated Damages / Liquidated Savings Specified || This provision is for use to motivate the contractor to complete the work in a specific time frame as set up by the District. The description of the work should be complete and directly related to the Damage/Savings amount set up. || JSP-03-05B || 7/10/2024 || 10/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0417.docx JSP0417] || Liquidated Damages for Winter Months || This provision should be used on projects where the primary work can be performed during the winter months, such as bridge construction. || JSP-04-17A || 4/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9328.docx JSP9328] || Liquidated Damages Specified || This provision should be used when there is milestone date that must be met such as opening the road to traffic before a special event in the area. || JSP-93-28A || 7/10/2024 || 10/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0306.docx JSP0306] || Liquidated Savings Specified || For use to motivate the contractor to complete the work in a specific time frame as set up by the District. Ensure that the description of the work in question is complete as possible and directly related to the Damage/Savings amount set up. || JSP-03-06A || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2101.docx NJSP2101] || Low Type Asphalt Requirements * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-21-01A || 7/26/2022 || 9/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2201.docx JSP2201] || Lump Sum Temporary Traffic Control || This provision allows qualifying temporary traffic control devices to be lumped together. || JSP-22-01A || 7/19/2023 || 10/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1704.docx NJSP1704] || Macrotexture Surface for Ultrathin Bonded Asphalt Wearing Surface Requirement * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-04A || 11/17/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0413.docx JSP0413] || Masonry Construction || || JSP-04-13 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1539.docx NJSP1539] || Modified Bituminous Pavement Mixture (BP-2) || Allows districts to use modify BP-2 gradation to be laid thinner than 1.5 or 2" || NJSP-15-39A || 9/23/2022 || 1/1/23
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1511.docx NJSP1511] || Modified Bonded Asphaltic Concrete Pavement * || * Limited Use. Requires approval from Construction and Materials prior to use. || NJSP-15-11C || 11/12/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1806.docx JSP1806] || MoDOT Retained Guardrail || Use this provision when MoDOT wishes to retain guardrail that is being removed. || JSP-18-06 || 6/12/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1517.docx NJSP1517] || MoDOT’S Construction Workforce Program || Required for all projects that are assigned a OJT goal. || JSP-15-17A || 8/19/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0011.docx JSP0011] || Mowing || Use this provision on projects requiring significant mowing during construction. District Maintenance should identify projects, mowing locations and No. of mowings. If only for specific areas, those areas need to be identified in the special provision. || JSP-00-11 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2202.docx NJSP2202] || Multi-Year, Multi-Location Project || This provision should only be used in proposals that have one Job Number for multiple overlay routes (locations) and the completion date is such that work is allowed to carry over into a second calendar year. || NJSP-22-02 || 4/20/2022 || 6/1/2022
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0004.docx JSP0004] || NEMA TS2 Traffic Controller Assemblies || This provision is to be used only in special conditions after consulting with District Traffic and as directed or approved by General Headquarters. || JSP-00-04A || 5/24/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2105.docx NJSP2105] || No Open Burning || This provision should be used when open burning is prohibited. || NJSP-21-05 || 6/9/2021 ||
|-style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2402.docx NJSP2402] || Non-Tracking Tack || This provision may be used on roadways located within an urban area where tracking from the tack coat operation would lead to aesthetic damage to the surrounding commercial driveways and parking lots. || JSP-24-02A || 12/11/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1802.docx JSP1802] || Notice to Bidders of Funding by Third Party || This provision is required on any project with funding provided by others. || JSP-18-02A || 5/21/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9819.docx JSP9819] || Notice to Bidders of Third Party Concurrence in Award || This provision is required on any project with funding provided by others in which they have the right by agreement to concur in the award of the contract. || JSP-98-19 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0407.docx JSP0407] || Office for the Engineer || This provision resulted from implementation of the Performance Specifications. Was Sec 615 of the specs. || JSP-04-07 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2407.docx JSP2407] || Optional Base Widening || This provision is to be used for pavement widening when there are no preferences of pavement type, and the final surface is to be overlaid. || JSP-24-07 || 9/23/2024 || 12/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1518.docx NJSP1518] || Optional Grading Concepts || || NJSP-15-18 || 3/20/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0606.docx JSP0606] || Optional Pavements || This provision should be used for projects which do not meet the criteria for Alt Pavements, specifically those with less than 7,500 SY of continuous full depth pavement or less than 14,000 SY of full depth pavement at various locations. || JSP-06-06H || 9/23/2022 || 1/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1303.docx JSP1303] || Optional Shoulder || Use this provision on shouldering projects that will allow for a concrete option when bituminous asphalt is specified. || JSP-13-03A || 9/29/2022 || 1/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1533.docx NJSP1533] || Optional Surface Treatment Prior to Asphalt Overlay * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-33D || 3/28/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1807.docx NJSP1807] || Optional Temporary Pavement Marking Paint || Use this provision and pay item with all overlay projects that have more than five (5) centerline miles of pavement requiring High Build Waterborne paint AND has a contract completion date of November 1 or later. || NJSP-18-07F || 5/13/2024 || 8/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0709.docx JSP0709] || Optional Traffic Signal Detectors || To be used when Optional Traffic Signal Detectors are specified. || JSP-07-09 || 1/3/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0409.docx JSP0409] || Overhead Lighting of Signs || When lighting of overhead signs is required on a project, the following information along with special sheet “ Sign Lighting – Lighting Support Bracket” shall be inserted in the contract documents. || JSP-04-09 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1901.docx NJSP1901] || Partial Depth Concrete Pavement Repair Using Hot Applied Polymer Modified Repair Material *|| * Limited Use. Requires approval by Construction and Materials Division prior to use. || NJSP-19-01B || 1/25/2024 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1705.docx NJSP1705] || Pavement Smoothness for UBAWS * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-17-05A || 4/23/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1540.docx NJSP1540] || Permanent Aggregate Edge Treatment || May be used when treatment along the edge of a pavement or shoulder is included in an overlay project. Sec 2.1 is only for areas prone to washout. When 2.1 is used, pay item and quantity for 413-40.00, Bituminous Fog Seal, per gallon must be included. || NJSP-15-40B || 2/3/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0408.docx JSP0408] || Placing State Owned Pipe || This provision resulted from implementation of the Performance Specifications. Was Sec 729 of the specs. || JSP-04-08 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1904.docx NJSP1904] || Polyester Polymer Concrete Overlay * ||* Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-04 || 9/13/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1601.docx JSP1601] || Post-Award Value Engineering Change Proposal Workshop * || * Limited use. Requires approval from Design Division prior to use. || JSP-16-01 || 1/8/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0406.docx JSP0406] || Powder Coating * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-04-06 || 10/9/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9605.docx JSP9605] || Project Contact for Contractor/Bidder Questions || This provision is required on all projects. || JSP-96-05 || 4/19/2018 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0708.docx JSP0708] || Protective Surface Treatment for Concrete - Penetrating Sealers * || * Limited use. Requires approval from Construction and Materials Division prior to use. || JSP-07-08B || 12/6/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1522.docx NJSP1522] || Quality Management || This provision is required on all projects identified as complex by the district. || NJSP-15-22 || 7/1/2014 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2106.docx NJSP2106] || Radar Speed Advisory System || This provision should be used when Radar Speed Advisory System is specified. || NJSP-21-06 || 6/11/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2303.docx JSP2303] || Rapid Penetrating Emulsion * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || JSP-23-03 || 12/5/2023 || 3/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0210.docx JSP0210] || Rapid Set Concrete Patching Material - Horizontal Repair || Formerly JSP-02-01A renamed to follow JSP numbering formatting. || JSP-02-10 || 1/3/2011 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0201.docx JSP0201] || Rapid Set Concrete Patching Material - Vertical and Overhead Repairs || || JSP-02-01|| 8/14/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1902.docx NJSP1902] || Rapid Strength Concrete for Pavement Repair * || *Limited use. Requires approval from Construction and Materials Division prior to use. || NJSP-19-02 || 6/20/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1710.docx NJSP1710] || Red Signal Ahead Sign With LED Light || This provision should be used when placing a red signal ahead sign with an attached LED assembly. || NJSP-17-10A || 2/21/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1706.docx NJSP1706] || Reinforcing Fibers for Bituminous Pavement Material * || * Limited Use. Requires approval from Construction and Materials Division prior to use; ADSR Test Methods Document required with Electronic Deliverables. || NJSP-17-06C || 8/1/2022 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1523.docx NJSP1523] || Rejuvenating Restorative Seal Treatment * || * Limited Use. Requires approval from Construction and Materials Division prior to use. || NJSP-15-23 || 2/1/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9806.docx JSP9806] || Relocation of Portable Traffic Signal System || || JSP-98-06 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1201.docx JSP1201] || Removal and Delivery of Existing Signs || Use this provision when any existing roadway signs are to be removed from the project. || JSP-12-01C || 8/1/2023 || 11/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1701.docx JSP1701] || Required Combination of Calls || This provision is used when required projects with separate funding (ie: state funded and federal funded projects) are to be combined. || JSP-17-01A || 6/13/2024 || 7/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1606.docx NJSP1606] || Restrictions for Migratory Birds || Use of this provision should be coordinated with Design Division - Environmental Section. || NJSP-06-06A || 4/11/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1811.docx NJSP1811] || Rigid Geogrid Enhanced Aggregate or Rock Base * || * Limited Use. The intent of this provision is to use rigid geogrid with either a Type 5 or 7 Aggregate Base or with Rock Base (12” or 18”) as shown on the plans. Requires approval from Construction and Materials prior to use. || NJSP-18-11B || 3/12/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1508.docx JSP1508] || Seal Coat Completion of Work || To be used in Seal Coat projects which span multiple seasons. || JSP-15-08 || 6/26/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9705.docx JSP9705] || Section 404 Nationwide Permit Special Conditions || This provision is to be used with any Nationwide Permit when the Corps of Eng. District Engineer places special conditions on the use of the NW Permit. List any special conditions provided in the letter from the Corps authorizing use of the NW Permit. || JSP-97-05 || 10/5/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP2003.docx NJSP2003] || Shaping Slopes Class III (Modified Material Requirements) || Use when additional stability is needed for erosion and/or lack of stability of Shaping Slopes Class III with steep in-slopes. || NJSP-20-03B || 9/4/2024 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1527.docx NJSP1527] || Shoulder Grading || || NJSP-15-27A || 1/27/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0605.docx JSP0605] || Slurry and Residue Produced During Surface Treatment of PCCP and Bridge Decks || This provision should be used where diamond grinding or any other surface treatment that would produce slurry residue is specified. Any questions regarding the use of this provision should be directed to the Design Division - Environmental Section. || JSP-06-05A || 1/23/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0707.docx JSP0707] || Snowplowable Raised Pavement Marker Rehabilitation or Removal || This provision should be use when maintenance of SRPMs is included in a project. || JSP-07-07 || 8/7/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2107.docx JSP2107] || Special Consideration of Change Orders and Value Engineering || Use this provision when increased Federal Share has been approved by FHWA for an innovative technology or practice. || JSP-21-07 || 6/21/2021 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1506.docx JSP1506] || Standard Alternate Technical Concepts || To be used on projects using the Standard ATC process which allows prequalified contractors to bid contractor specific bid items through the approval process. || JSP-15-06 || 5/26/2015 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1801.docx JSP1801] || Supplemental Revisions || This provision is required in all contracts. || JSP-18-01EE || 10/15/2024 || 12/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1528.docx NJSP1528] || Surface Sealing Treatment || May be used on mainline pavement with an existing chip seal surface, on centerline joints, and on shoulder areas. This rescinds earlier guidance. </br> Use with pay item 4099905, surface sealing treatment. || NJSP-15-28 || 2/22/2017 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1304.docx JSP1304] || Temporary Long Term Rumble Strips || Required when temporary long-term rumble strips are used on a project. Provides information for construction requirements, material information and basis of payment when using long term rumble strips on construction projects. || JSP-13-04C || 5/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0705.docx JSP0705] || Tree Clearing Restriction * || * Limited Use. Design Division - Environmental Section should be consulted prior to using this provision. || JSP-07-05C || 7/24/2024 || 11/01/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2304.docx JSP2304] || Truck Mounted Attenuator (TMA) for Stationary Activities || Use when requiring TMA for stationary work activity. (TMA for mobile operation, such as striping, is incidental.) || JSP-23-04 || 1/22/2024 || 4/1/2024
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0410.docx JSP0410] || Use of Crossovers and Truck Entrances || || JSP-04-10 || 4/24/2007 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP9326.docx JSP9326] || Utilities || || JSP-93-26F || 12/1/2016 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2404.docx JSP2404] || Vegetative Barrier Pavement || This provision is used when installing new guard cable. || JSP-24-04A || 10/15/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP2203.docx JSP2203] || Void Reducing Asphalt Membrane for Longitudinal Joints (VRAM) || Use when MoDOT wishes to enhance longitudinal joint performance. Contact Construction & Materials Division for additional information. || JSP-22-03A || 8/17/2023 || 12/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP1507.docx JSP1507] || Winter Months Requirements || To be used for overlay projects that span multiple construction seasons. Developed for the CLC program. || JSP-15-07A || 4/30/2019 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/NJSP1532.docx NJSP1532] || Work Zone Intelligent Transportation System || To be used on projects whenever Intelligent Transportation Systems (ITS) will be used. || NJSP-15-32A || 6/6/2023 || 8/1/2023
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JSP0206.docx JSP0206] || Work Zone Traffic Management || This provision is required on all projects and must be provision "C" in the set of provisions. || JSP-02-06N || 4/19/2023 || 7/1/2023
|}

=== ===
<div id="JSP-LPA"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | LPA
|-
! Name !! JSP Title !! Explanatory Notes || Current Version !! Revision Date !! Effective Letting
|-
| [https://epg.modot.org/forms/JSP/LPA1501.docx LPA1501] || Acceptance of Precast Concrete Members and Panels || || LPA-15-01A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1502.docx LPA1502] || Acceptance of Structural Steel || || LPA-15-02A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1507.docx LPA1507] || ADA Compliance and Final Acceptance of Constructed Facilities || This provision is required on all projects with sidewalks or curb ramps. || LPA-15-07B || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1503.docx LPA1503] || Add Alternates || || LPA-15-03A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1504.docx LPA1504] || Alternates For Pavements || || LPA-15-04A ||10/30/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1509.docx LPA1509] || Liquidated Damages For Winter Months || || LPA-15-09A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1510.docx LPA1510] || Liquidated Damages Specified for Entrance Closures || || LPA-15-10A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1508.doc LPA1508] || Liquidated Damages Specified for Final Closeout Documentation (Final Payment Documents) || || LPA-15-08 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1808.docx LPA1808] || LPA Buy America Requirements || || LPA-18-08A || 2/10/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA2301.docx LPA2301] || LPA Buy America Requirements Non-Iron and Steel || || LPA-23-01 || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1511.docx LPA1511] || Optional Pavements || || LPA-15-11A || 10/30/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1513.docx LPA1513] || Utilities || || LPA-15-13A || 10/6/2023 ||
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/LPA1512.doc LPA1512] || Work Zone Traffic Management Plan (Traffic Control) || || LPA-15-12 ||
|}
=== ===
<div id="JSP-Packages"></div>
{| class="wikitable wikitable mw-collapsible mw-collapsed sortable"
|+ class="nowrap" style="font-size:1.5em; text-align:left;" | JSP Packages
|-
! Name !! JSP Title !! Explanatory Notes !! Current Version !! Revision Date !! Effective Letting
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_ASPHALT_2024.docx JOC_ASPHALT_2024] || Asphalt Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_ASPHALT_2024 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_BRIDGE_2024.docx JOC_BRIDGE_2024] || Bridge Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_BRIDGE_2024 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/CLC_Book_Job_JSPs.docx CLC Book Job JSPs] || CLC Book Job JSPs || Use this JSP package when submitting FY 2025 CLC Book Job projects without plans. || CLC_Book_Job_JSPs_FY2025 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/CLC_JSPs.docx CLC_JSPs] || CLC JSP Package || Use this JSP package on FY 2025 CLC projects. || CLC_JSPs_FY2025 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_CONCRETE_2024.docx JOC_CONCRETE_2024] || Concrete Pavement Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_CONCRETE_2024 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_FENCE_2024.docx JOC_FENCE_2024] || Fence Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_FENCE_2024 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_GUARD_CABLE_2024.docx JOC_GUARD_CABLE_2024] || Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARD_CABLE_2024 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024.docx JOC_COMBINED_GUARDRAIL_GUARD_CABLE_2024] || Guardrail and Guard Cable Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_GUARD_CABLE_2024 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/JOC_GUARDRAIL_2024.docx JOC_GUARDRAIL_2024] || Guardrail Repair JOC JSP Package || This JSP Package should be used for the JOC contracts let in the 2024 Calendar year. || JOC_GUARDRAIL_2024 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/Seal_Coat_Book_Job_JSPs.docx Seal_Coat_Book_Job_JSPs] || Seal Coat Book Job JSP Package || Use this JSP package when submitting FY 2025 Seal Coat Book Job projects without plans. || Seal_Coat_Book_Job_JSPs_FY2025 || 10/21/2024 || 1/1/2025
|- style="vertical-align:top;"
| [https://epg.modot.org/forms/JSP/Seal_Coat_JSPs.docx Seal_Coat_JSPs] || Seal Coat JSP Package || Use this JSP package with all FY 2025 Seal Coat projects. || Seal_Coat_JSPs_FY2025 || 10/21/2024 || 1/1/2025
|}

Category:403 Asphaltic Concrete Pavement

2024-12-13T18:19:03Z

Hoskir: /* 403.1.17 Quality Control (Sec 403.17) */

{|style="padding: 0.3em; margin-left:7px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="180px" align="right"
|-
|'''Asphalt, Permeability'''
|-
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/or10010.pdf Report 2009]
|-
|'''See also:''' [https://www.modot.org/research-publications Research Publications]
|}

{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="300px" align="right"
|-
|'''Forms'''
|-
|[[Media:403 Form QAQC Project Checklist.doc| QA/QC Checklist]]
|-
|[[Media:403 Form Profilograph Report.doc| Profiloqraph Report]]
|-
|'''QRGs'''
|-
|[[:Category:101 Standard Forms#SuperPave Adjustments|SuperPave Adjustments]]
|-
|[[media:403 Performance Testing Asphalt QRG.pdf|Performance Testing Sample]]
|-
|'''AC Price Index Adjustments'''
|-
|[https://epg.modot.org/forms/CM/403_Guidance_for_Asphalt_Cement_Price_Index_Adjustments.docx Guidance for Asphalt Cement Price Index Adjustments]
|-
|'''Related Information'''
|-
|[https://modotgov.sharepoint.com/sites/cm/FormServerTemplates/104_7_Maintenance.docx Guidance for Administering and Planning Pavement Maintenance Responsibilities during Construction]
|}

==403.1 Construction Inspection for Sec 403==
===403.1.1 Description (Sec 403.1)===
There will be no commentary for sections in which the intent of the
specifications, as written, is clear.

'''Design Levels''' (Sec 403.1.2)

At the contractor’s expense, a mix with the same size aggregate and one design level higher can be substituted for the mix required by the contract at the price of the lower mix. Care should be taken to assure that the material product codes reflect the mix actually placed on the roadway. The substitutions must be done uniformly and various design levels in the same lift will not be allowed.

===403.1.2 Material (Sec 403.2)===
See also [[:category:1002 Aggregate for Asphaltic Concrete|Aggregate for Asphaltic Concrete]], [[:category:1015 Bituminous Material|Bituminous Material]] and [[:Category:1071 Asphalt Release Agents, Fiber Additives and Liquid Anti-strip Additives|Asphalt Release Agents, Fiber Additives and Liquid Anti-Strip Additives]] for Materials information.

'''Fine Aggregate Angularity (FAA)''' (Sec 403.2.1)

Fine Aggregate Angularity (FAA) ensures a high degree of fine aggregate internal friction and rutting resistance. FAA provides an indication of the particle shape and is defined as the percent voids in loose, uncompacted fine aggregates. More fractured faces results in a higher void content in the aggregate. FAA is determined on the fine portion of the blended aggregate (passing the #8 sieve) in accordance with AASHTO T304 (Level 2 Aggregate Training). The minimum
requirements, based on the design level of the mix, are given in Standard Specification Section
403.2.1.

'''Coarse Aggregate Angularity (CAA)''' (Sec 403.2.2)

Coarse Aggregate Angularity (CAA) ensures a high degree of coarse aggregate internal friction and rutting resistance. CAA is defined as the percent of coarse aggregates with one or more fractured faces. CAA is determined on the coarse portion of the blended aggregate (retained on the #4 sieve) in accordance with ASTM D5821 (Level 2 Aggregate Training). The minimum requirements, based on the design level of the mix, are given in Standard Specification Section
403.2.2.

'''Clay Content''' (Sec 403.2.3)

Clay content, or sand equivalency, is the percentage of clay-like material present in the
aggregate. The higher the sand equivalent value, the less clay-like material present in the aggregate. Clay-like material can coat the aggregate surfaces and prevent the binder from adhering to the aggregate particles. Sand equivalency is determined on the fine portion of the blended aggregate (passing the #4 sieve) in accordance with AASHTO T176 (Level 2 Aggregate Training). The minimum requirements, based on the design level of the mix, are given in Standard Specification Section 403.2.3.

'''Thin, Elongated Particles''' (Sec 403.2.4)

This property, also known as flat and elongated, is the percentage of coarse aggregates that
have a maximum to minimum dimension ratio of 5:1 or greater. Flat and elongated particles are
undesirable because they have a tendency to break more easily than other aggregate particles.
When an aggregate particle breaks, it creates a face that is not coated with binder, increasing the potential of the mix to strip or ravel. Also, the gradation of the mix becomes finer, which may be detrimental to the mix properties. Finally, a mix that contains flat and elongated particles may be difficult to place and compact. The percentage of flat and elongated particles is determined on the coarse portion of the blended aggregate (retained on the #4 sieve) in accordance with ASTM D4791 (Level 2 Aggregate Training). The maximum allowable percentage of flat and elongated particles for all mixes other than SP125xSM is given in Standard Specification Section 403.2.4.

'''SP125xSM Requirements''' (Sec 403.2.5)

In a Stone Matrix Asphalt (SMA) mix, the coarse aggregate will consist of crushed limestone and a hard durable aggregate, i.e. low Los Angeles Abrasion and absorption. Durable aggregate is generally either porphyry or steel slag but may be aggregates such as crushed gravel or quartzite. Mixtures designated as SMR, for rural interstates, may use 100% dolomite aggregates. SMA mixes have flat and elongated requirements for ratios of 5:1 and 3:1. The maximum allowable percentages of flat and elongated particles based on these ratios are given in Standard Specification Section 403.2.5.

'''Filler Restriction''' (Sec 403.2.5.1)

See Mineral Filler, Hydrated Lime, and Baghouse Fines in [[460.3 Plant Inspection|Plant Inspection]].

'''Fibers''' (403.2.5.2)

Cellulose or mineral fibers, in accordance with Standard Specification Section 1071.4, must be used as a stabilizer in SMA mixes. Because the aggregate gradation of an SMA mix is gap-graded, fibers are used to increase the surface area of the mix and hold the binder in the mix. The fibers do not absorb the binder. The manufacturer, brand name, and dosage rate will be shown on the JMF. Fibers are proportioned by weight in both batch and drum plants. If an SMA mix is produced in a batch plant, the fibers can be added to the aggregate in the weigh hopper or in the pugmill. This can be done manually or mechanically with a metering device. If the fibers are added in the weigh hopper, aggregate from at least one hot bin must be discharged into the hopper before the fibers are added. If the fibers are added in the pugmill, the fibers must be added after the aggregate and before the binder. In either case, the dry mixing time shall be a minimum of 20 seconds and the wet mixing time shall be a minimum of 35 seconds. The mixing times and/or temperatures should be adjusted if a uniform mix is not produced. If an SMA mix is produced in a drum plant, the fibers can be added to the drum in loose or pelletized form. The fibers shall be uniformly and continuously metered into the mix. The metering system must be interlocked with the blending system. Pelletized fibers are added to the drum through the RAP inlet. Record all fiber shipments in the corresponding APIW. The inspector should verify that the manufacturer and brand name are included on the Pre-Acceptance List (PAL) and that the dosagerate meets the minimum requirements of Standard Specification Section 403.2.5.2. Fibers will be sampled in accordance with the PAL requirements and shipped to the Central Laboratory for testing. More information on the PAL requirements can be found in Standard Specification Section 106.12 and [[:Category:106 Control of Material|Control of Material]].

<div id="Reclaimed Asphalt"></div>
'''Reclaimed Asphalt''' (Sec 403.2.6)

Both reclaimed asphalt pavement (RAP) and reclaimed asphalt shingles (RAS) are allowed in some mix types by specification but not all mix types. When RAP or RAS are allowed, the contractor chooses when and how much recycled material to utilize within the specification limits. Depending on how much RAP or RAS the contractor chooses to use, there may be additional requirements placed on the virgin binder by the specifications. Effective virgin binder is used to account for binder absorbed by the aggregates and is not available for blending with the reclaimed binder.

[[media:403.1.2 Contribution of Binder from Recycled Materials 2016.xls|Reclaimed binder contribution is calculated]] using a spreadsheet provided on MoDOT’s website. When a mix design approval is based off of a blend chart binder grade or extracted binder grade, substitution of a different virgin binder may require additional testing to prove the specification requirements are met.

===403.1.3 Composition of Mixtures (Sec 403.3)===

'''Gradation''' (Sec 403.3.1)

The master range for the combined aggregate gradation of each mix type is given in Standard
Specification Section 403.3.1. These master ranges apply to the final gradation of the aggregate, including filler materials, before the binder is added. During production, the combined aggregate gradation may be outside of the master range when the tolerances of Standard Specification Section 403.5.1 are applied.

'''Anti-Strip Agent''' (403.3.2)

See Liquid Anti-Strip Additives in [[460.3 Plant Inspection|Plant Inspection]].

===403.1.4 Job Mix Formula===

The mix design procedure will be in accordance with [[#403.2 Materials Inspection for Sec 403|Materials Inspection]].

'''Approval''' (Sec 403.4.3)

No mix shall be produced or placed by the contractor or accepted for use by an inspector without an approved JMF. This includes mix transfers. The Materials Field Office (MFO) will give written approval. District Materials may approve mix transfers if the mix quantity per project is 250 tons or less provided the mix type and contract binder grade match what’s listed on the plan sheets or change order. In some extreme cases, approval may be verbal with written approval to follow. Occasionally, contractors may elect to place mix while the request is still pending. In this situation, contractors are proceeding at their own risk and should be so advised by an order record.

'''Job Mix Formula Modifications''' (Sec 403.4.4)

A new JMF will be required if a material source is changed or if unsatisfactory results are obtained. The exception for the new JMF requirement will be when a binder source change has been made to a supplier, previously provided by the contractor in the original JMF, for which an alternate JMF number has already been created. Unsatisfactory results may include a mix that fails to meet specifications (binder content, volumetrics, and/or density) or if the visual appearance of the mix is unacceptable. If a new JMF is required, the procedures outlined in Standard Specification Section 403.11 should be followed.

===403.1.5 Mixture Production Specification Limits (Sec 403.5)===

Intentional deviations from the JMF will not be permitted, except under the conditions set forth in Sec 403.11. The plant shall be operated in such a manner that the mix is produced as shown on the JMF. The specification tolerances are developed in an attempt to keep the mix as consistent as possible and to allow for some variation during production. However, these tolerances are not production limits. For example, if the target binder content is 5.0%, the binder content of the mix can range from 4.7% to 5.3% when the tolerances are applied. The contractor will not be allowed to produce the mix at 4.7% to save money.

Operating out of the specifications may reduce the contractor's pay and/or the pavement service life. When QC tests, either random or informational, are out of specification tolerances, the contractor should adjust the production to bring the mix back in. When QA tests are out of specification tolerances, the contractor should be notified immediately. The contractor is responsible for deciding when adjustments are made to control the mix. Some test properties may be allowed to deviate beyond specification limits occasionally, provided that adjustments are made and the following tests show that production is back within limits.

Production may be required to cease if the random QC or QA test results are either out of specifications far enough to indicate that the mix may be subject to failure or beyond the specification removal limits. Production should cease until verification that the problem has been corrected. An order record should be written, on the same day or the next day if paving occurs at night, describing the deficiency and the location and amount of mix affected. The contractor may elect to continue production in order to run more tests. If so, the order record should state that any mix produced after the order record was issued is at the contractor’s risk. Final disposition of the mix can then be made based on all tests and observations and may consist of acceptance at a reduced price or removal and replacement of unacceptable material.

Both QC and QA will use the following procedures to determine volumetrics of the mix and compliance with Standard Specification Sections 403.5.3 through 403.5.5. These procedures are discussed in greater detail in the Levels 1 and 2 Bituminous Training.

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

'''Gradation''' (Sec 403.5.1)

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

'''Stone Matrix Asphalt Tolerances''' (Sec 403.5.1.1)

The tolerances from the JMF for SMA mixes are given in Standard Specification Section 403.5.1.1.

'''Mixture Tolerance''' (Sec 403.5.1.2)

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

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|-
! Colspan="4" style="background:#BEBEBE"|Percent Passing by Weight
|-
!style="background:#BEBEBE"|Sieve Size||style="background:#BEBEBE"|SP250||style="background:#BEBEBE"|SP190||style="background:#BEBEBE"|SP125
|-
| 1 ½ in. || 100 || -- || --
|-
|1 in.|| 90-100 || 100 || --
|-
|¾ in.|| 92 Max. || 90-100 || 100
|-
|½ in.|| -- || 92 Max. || 90-100
|-
|3/8 in.|| -- || -- || 92 Max.
|-
|#4||--||--||--
|-
|#8||17-47||21-51||26-60
|-
|#16||--||--||--
|-
|#30||--||--||--
|-
|#50||--||--||--
|-
|#100||--||--||--
|-
|#200||1-7||2-8||2-10
|}

'''Density''' (Sec 403.5.2)

See also Density in [[460.3 Plant Inspection|Plant Inspection]] Density Samples in [[460.6 Paving Operations|Paving Operations]]. One sample per sublot will be taken for QC testing. QA will randomly test one of the samples from each lot to verify that a favorable comparison is obtained. These testing requirements are minimums and should be increased as necessary. SMA mixes shall have a minimum density of 94.0% with no upper limit. All other mixes shall have a density of 94.0 ±2.0%.

'''Shoulder Density''' (Sec 403.5.2.1) and '''Integral Shoulder''' (Sec 403.5.2.2)

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

'''Asphalt Content''' (Sec 403.5.3)

QC is required to sample and test the mix for the binder content once per sublot and QA is
required to independently sample and test the mix once per lot. These testing requirements are
minimums and should be increased as necessary. During production, the binder content of the
mix, as determined by sampling and testing, shall be within ±0.3% of the target listed on the JMF.

<div id="Voids in the Mineral Aggregate (VMA) (Sec 403.5.4)"></div>
'''Voids in the Mineral Aggregate (VMA)''' (Sec 403.5.4)

QC is required to sample and test the mix for the VMA once per sublot and QA is required
to independently sample and test the mix once per lot. These testing requirements are minimums
and should be increased as necessary. The VMA of the mix shall be within –0.5% and +2.0% of
the minimum required for the corresponding mix type (see Standard Specification Section 403.4.6.2).

The following table gives the ranges for each mix type:

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|-
!style="background:#BEBEBE"|Mix Type||style="background:#BEBEBE"|VMA Limits (percent)
|-
|align="center"| SP250 ||align="center"| 11.5-14.0
|-
|align="center"|SP190||align="center"| 12.5-15.0
|-
|align="center"|SP125||align="center"| 13.5-16.0
|-
|align="center"|SP095||align="center"|14.5-17.0
|-
|align="center"|SP048||align="center"| 15.5-18.0
|-
|align="center"|SMA||align="center"| 16.5-19.0
|}

'''Air Voids (V<sub>a</sub>)''' (Sec 403.5.5)

QC is required to sample and test the mix for the air voids once per sublot and QA is
required to independently sample and test the mix once per lot. These testing requirements are
minimums and should be increased as necessary. The V<sub>a</sub> for all mixes shall be 4.0 ±1.0%.

<div id="Tensile Strength Ratio (TSR) (Sec 403.5.6)"></div>
'''Tensile Strength Ratio (TSR)''' (Sec 403.5.6)

The TSR is used to evaluate the impact that water saturation and freeze-thaw cycles have on the strength of an asphalt mix. It can also be used to predict the susceptibility of the mix to
stripping.

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

QC should obtain enough mix to retain a sample. QC will sample and test each mix at a minimum of once every 10,000 tons, or fraction thereof. QA will independently sample and test each mix at a minimum of once every 50,000 tons. The TSR sampling requirements are best described with an example. Suppose that 112,960 tons of SP190 are to be placed on a project. By specification, QC is required to take twelve samples and QA is required to take three samples. There are two possible scenarios for sampling this mix. QC may take eleven samples representing 10,000 tons each and a twelfth sample that represents the remaining 2,960 tons. Or QC may take ten samples that represent 10,000 tons each and two samples that represent the remaining 12,960 tons (6,480 tons each). Either scenario is acceptable. Likewise, QA may take two samples representing 50,000 tons each and a third sample that represents the remaining 12,960 tons. Or QA may take one sample that represents 50,000 tons and two samples that represent the remaining 62,960 tons (31,480 tons each). The contract quantity may be used to approximate sample 1 locations.

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

Additional information that may be included in the AWP record is the G<sub>mm</sub> from the sublot that the sample was taken in (QC or QA) and the specimen weight that QC has been using. The specimen weight may be different from that shown on the JMF because of bin percent changes, etc. This information is helpful because it results in less trial-and-error for the Central Laboratory.

In the laboratory, a minimum of six specimens are compacted to a height of approximately 95 mm. The air voids of the specimens are calculated. For all mixes other than SMA, the air voids must be within 7.0 ±0.5%. For SMA mixes, the air voids must be within 6.0 ±0.5%. Half of these specimens are saturated, frozen, and thawed. These are the conditioned specimens. The degree of saturation of the conditioned specimens is also calculated. The remaining specimens are unconditioned. Then, the indirect-tensile strength of all of the specimens is determined. Therefore, the TSR is the ratio of the average tensile strength of the conditioned specimens to the average tensile strength of the unconditioned specimens.
<div id="A favorable comparison will be obtained"></div>

A favorable comparison will be obtained if the QC and QA test results are within 10% of each other. The contractor’s pay will be adjusted in accordance with Standard Specification Section 403.23.5 based on the QC test results. For example, if the QC TSR is 95% and the QA TSR is 93%, a favorable comparison has been obtained and the contractor will receive a 3% bonus. However, if the difference is greater than 10%, the field office should be consulted. The field office will evaluate the air voids and saturation levels. The raw data should be collected from QC and forwarded to the field office for comparison in order to determine whether it will be necessary to proceed with 3<sup>rd</sup> party testing. QC and QA retained samples should be kept for an extended period of time so that they may be used during dispute resolution, if necessary.

The QC data should be reported in AWP (Test - SAA402AB). Contractors may report their own test results using the TSR Contractor Reporting Excel to Oracle Spreadsheet available on the MoDOT [http://www.modot.org/business/contractor_resources/Quality_Management/ Quality Management] website. Furthermore, this information is quarried regularly and, provided that a favorable comparison is reached, used to signal the appropriate time for disposal of the remaining TSR sample at the Central Lab.

<div id="Aggregate Properties"></div>

'''Aggregate Properties''' (Sec 403.5.7)

The aggregate consensus tests (Fine and Coarse Aggregate Angularity, Clay Content, and Thin, Elongated Particles) are performed on the blended aggregate. The aggregate will be sampled from the combined cold feed whether dealing with a drum-mix plant or a batch plant.

For each mix that is produced, QC shall sample the aggregate and perform the consensus tests once every 10,000 tons with a minimum of one per mix per project. QA will independently sample the aggregate and perform the consensus tests once per project. QA should also test a minimum of one QC retained sample per project. For large projects, enough QC retained samples should be tested to ensure that QC is performing the tests correctly. These testing requirements are minimums and should be increased as necessary. During production, the following tolerances are applied (see Standard Specification Sections 403.2.1 through 403.2.5 and [[media:403 Figure Consensus Testing.pdf|Consensus Testing]]).

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|-
!style="background:#BEBEBE"|Property||style="background:#BEBEBE"|Tolerance
|-
| FAA || 2% below the minimum
|-
| CAA || 5% below the minimum
|-
| Clay Content|| 5% below the minimum
|-
|Thin, Elongated Particles|| 2% above the maximum
|}

'''Moisture Content''' (Sec 403.5.9)

See also Asphalt Binder Content in [[460.3 Plant Inspection|Plant Inspection]].

'''Contamination''' (Sec 403.5.10)

See Material Acceptance in [[460.6 Paving Operations|Paving Operations]].

===403.1.6 Field Laboratory (Sec 403.6)===

See Field Laboratory in [[460.3 Plant Inspection|Plant Inspection]].

===403.1.7 Bituminous Mixing Plants (Sec 403.7)===

See Batch Plants and Drum-mix Plants in [[460.3 Plant Inspection|Plant Inspection]].

===403.1.8 Hauling Equipment (Sec 403.8)===

See Haul Trucks in [[460.4 Paving Equipment|Paving Equipment]].

===403.1.9 Pavers (Sec 403.9)===

See Pavers in [[460.4 Paving Equipment|Paving Equipment]].

===403.1.10 Construction Requirements (Sec 403.10)===

'''Weather Limitations''' (Sec 403.10.1)

See Weather Conditions in [[460.6 Paving Operations|Paving Operations]].

'''Substitutions''' (Sec 403.10.2)

The intent of this specification is that there be no additional cost to MoDOT as a result of the allowed substitution. Payment should be made for the mixture originally set up in the contract. Material codes for the substitute mixture should be entered in AWP on the line for which payment is being made. For example: Assume that the contractor wishes to use SP125 in lieu of the SP190 that is set up in the plans and that the SP125 has a higher contract unit price. Payment for the substitute mix should be paid as SP190. Material codes for SP125 should be added to the line for SP190 so that material quantities can be tracked and documented.

===403.1.11 Field Adjustments of Job Mix Formulas (Sec 403.11)===

When test results indicate that the mixture does not meet the specification requirements, the contractor may adjust the JMF in the field. The total binder content may be adjusted by a maximum of 0.3% from the original JMF. Virgin aggregate fractions may be adjusted as necessary except that they may not be eliminated entirely unless they are 5% or less of the original JMF. Consult the Field Office before eliminating virgin aggregate fractions greater than 5%. The addition of any new fraction will require a new mix design. The RAS fraction may be adjusted by a maximum of 3% from the original JMF. The RAP fraction may be adjusted by a maximum of 15% from the original JMF.

Any time that adjustments are made to the plant percentages, including the hot bin percentages, the inspector and RE must be notified immediately. The resulting combined aggregate gradation of the adjusted mix must be within the master range for that particular type of mix (see Standard Specification Section 403.3.1). During production of the adjusted mix, the combined aggregate gradation must be within the limits of Standard Specification Section 403.5.1.1 or 403.5.1.2, whichever is applicable. If the cold feed settings have been adjusted, the composition of the mix has been changed. Therefore, the new bulk specific gravity of the combined aggregate (G<sub>sb</sub>) must be calculated using the adjusted cold feed percentages so that the VMA can be accurately calculated during production. If an adjustment from the job mix is made, the contractor should be required to recalculate the porphyry/Non-carbonate percentage to assure that is still meets the contract requirements. The [[media:403.1.11 Durable Aggregate Calculation.xlsx|Durable Aggregate Calculation spreadsheet]] has been developed to assist in checking the contractor’s calculation. If the percentage of RAS or RAP is increased from the original JMF the percent virgin effective binder replacement (P<sub>bv</sub>) should be recalculated to assure compliance with section 403.2.5 of the Standard Specifications. The P<sub>bv</sub> should also be recalculated when the percent of binder in the RAP changes as determined by Section 403.19.3.

'''Field Mix Redesign''' (Sec 403.11.1)

If a new mix design is required, the contractor may redesign the mix in the field. All
requirements of Standard Specification Section 403.4 will apply. A representative sample of a
minimum of 50 lbs. shall be submitted with the new mix design to the Central Laboratory for verification testing.

'''Approval''' (Sec 403.11.1.1)

Construction and Materials will grant approval and assign a new mix number to the mix upon successful verification.

'''Resume Production''' (Sec 403.11.1.2)

No mix shall be produced or placed by the contractor or accepted for use by an inspector without approval of the new field mix design from the Materials Field Office. Once the mix design has been approved, production can resume.

===403.1.12 Application of Prime or Tack (Sec 403.12)===

See Surface Preparation in [[460.6 Paving Operations|Paving Operations]]

===403.1.13 Spreading and Finishing (Sec 403.13)===

Standard Specification Section 403.13 puts restrictions on the minimum compacted lift thickness. See also Spreading and Hand Spreading in [[460.6 Paving Operations|Paving Operations]].

'''Paving Widths''' (Sec 403.13.1)

Standard Specification Section 403.13.1 puts restrictions on the paving widths and lengths
if the pavement is constructed under traffic.

'''Segregation''' (Sec 403.13.2)

See Material Acceptance in [[460.6 Paving Operations|Paving Operations]].

'''Release to Traffic''' (Sec 403.13.3)

Traffic must not be allowed on the pavement until its surface temperature is 140°F or less.
Otherwise, the traffic will overconsolidate the mat while it is still hot and cause the pavement to be more susceptible to rutting during its early life.

'''Draindown''' (Sec 403.13.4)

See Material Acceptance in [[460.6 Paving Operations|Paving Operations]].

'''Shoulder Substitutions''' (Sec 403.13.5)

The same Superpave mix that was used on the travel lanes may also be used on the shoulders.
The density shall be in accordance with Standard Specification Section 403.5.2.1 if nonintegral
shoulders are placed or 403.5.2.2 if integral shoulders are placed.

===403.1.14 Spot Wedging and Leveling Course (Sec 403.14)===

See Surface Preparation in [[460.6 Paving Operations|Paving Operations]].

===403.1.15 Compaction (Sec 403.15)===

Vibratory rollers shall be operated in static mode when the mix temperature is below 225°F. Pneumatic tire rollers shall not be used on SMA mixes. See Compaction in [[460.6 Paving Operations|Paving Operations]].

'''Rolling''' (Sec 403.15.1)

'''Defective Mixture''' (Sec 403.15.2)

See Material Acceptance in [[460.6 Paving Operations|Paving Operations]].

'''Non-traffic Areas''' (Sec 403.15.3)

Mixes used for non-traffic areas (medians, shoulders, and similar areas) shall be compacted
to the required density. Density testing for Superpave mixes placed on the shoulders may be waived, at the RE’s discretion, once the contractor has established a roller pattern that has been shown to produce the required density. This means that cores must be taken until the RE is confident that density will be obtained consistently with this roller pattern. If testing has been waived, density must still be obtained and coring may be necessary to ensure that it is. Density testing will again be required at any time that changes in the material, mix temperatures, or roller pattern are made. The intent of the specification is to attain the required density on the shoulders, particularly on full depth pavements. On resurfacing projects, the existing shoulders may not be able to withstand the compactive effort needed to attain density. In this situation, the RE can relax the density requirements, but only to the point that conditions will allow. In other words, get the most density possible without tearing up the shoulders.

'''Density Measurement''' (Sec 403.15.4)

See Density in [[460.3 Plant Inspection|Plant Inspection]] and Density Samples in [[460.6 Paving Operations|Paving Operations]].

===403.1.16 Joints (Sec 403.16)===

See Transverse Joints and Longitudinal Joints in [[460.6 Paving Operations|Paving Operations]].

'''Joint Composition''' (Sec 403.16.1)

Unconfined joint density should be measured on the first pass in the 6 inches adjacent to the vertical edge (if the contractor is taking 6-inch density cores the location should be adjusted as necessary to avoid the vertical face). After the second paver pass closes the unconfined joint, the entire width of the lane may be used for random density testing, including the entire wedge portion of a notched wedge section.

All mixes, except for SMA, shall have a minimum unconfined joint density of 90.0%. SMA mixes shall have a minimum unconfined joint density of 92.0%. Confined joint densities will be evaluated with the remainder of the mat and must meet the density requirements of Standard Specification
Section 403.5.2.

===403.1.17 Quality Control (Sec 403.17)===

Under QC/QA, the contractor performs quality control (QC) testing. The contractor is paid based on the results of the randomly located QC tests for Superpave mixes. Beyond random QC tests, quality control by the contractor consists of constantly monitoring materials integrity, mix production and laydown operations to ensure overall acceptability.

<div id="Asphalt Test Results (Sec 403.17.1.1)">
'''Asphalt Test Results''' (Sec 403.17.1.1)

A copy of all random QC test results shall be furnished to the QA inspector no later than the beginning of the day after testing has been performed. All raw data and printouts must be included with the testing records. Raw data consists of all weights, measurements, etc. used to arrive at the final test results. Printouts include the gyration/height data from the gyratory compactor and the asphalt content ticket from the binder ignition oven or nuclear gauge. The QC testing records must be made available to the QA inspector at all times.

It is QC’s responsibility to take appropriate action if unsatisfactory mix is being produced. This may include making adjustments to the plant to bring the mix back into specification, sampling the mix from the roadway and performing informational testing, removing mix from the roadway, etc.

'''Informational Tests'''

An informational test is a test that QC may perform between random testing to determine whether or not the mix is within specifications. Informational testing is not required and may be performed at any time and at any frequency. Generally, informational testing will be performed early in the production period. The informational test may not be completed in full. For example, QC may only compact the gyratory specimens. Doing so will yield specimen heights and the contractor may or may not make production adjustments based on these heights. Informational test samples must be clearly marked as such if they are tested and stored in the field laboratory.

QC is not required to provide the QA inspector with informational test results, since informational tests cannot be used in the QC process to determine pay factors, The timing of random number locations being given to the contractor, typically 100 to 150 tons in advance, is meant to protect the integrity of the statistical sampling process. QA always has the option of taking its own informational samples.

Informational test data may be used to determine asphalt removal limits if it is adequately documented. It should not be used for QLA under any circumstances. To be considered adequately documented the following criteria should be met:

*The gyratory pucks should be clearly identified and labeled and made available for verification.
*The gyratory printout should be available.
*The printout from the AC test should be available.

If the preceding conditions are met and the gyratory specimens are used to troubleshoot the placement, the specimens can then be weighed and bulked to determine the volumetric properties. Data from informational tests is approximate. Its only legitimate use to the QA inspector is to help determine the point on the roadway where the mixture transitioned either above or below the removal limits. We don’t want to remove acceptable mix or leave unacceptable mix in place.

'''Removal Limits'''

As an example of how informational tests may be used to designate removal limits of failing QC samples, the following situation is provided. The random QC sample shown in the diagram below fell late in sublot ‘a’ and test results indicated that voids were below the limits for removal. By specification sublot ‘a’ should be removed. By the time the test results were available and corrective action was taken, the contractor had crossed into sublot ‘b’. Assuming that mix properties were acceptable at the beginning of sublot ‘a’, the actual limits of unacceptable material are indicated by the dashed lines.

Adhering strictly to the specification, it is likely that acceptable material early in sublot ‘a’ will be removed, and it is also likely that unacceptable material early in sublot ‘b’ will be left in place. An adequately documented informational test may be used to zero in on the transitions out of, and back into, acceptable mix. It doesn’t matter that the data is approximate, only that it is above the limit for removal.

Random tests within removal limits are to be replaced by an equal number of random QC test locations, regardless of tonnage. For example, if 750 tons replace an area covered by two random tests, the new tests would be randomly chosen in each 375 ton portion of the replaced mixture.

The resident engineer has the option to determine removal limits based on puck height, provided that the informational test data is consistent with previous production.

[[image:403_removal_limits.png|950px|center|thumb|<center>]]

When the random QC density core is below or above the removal limits, additional cores may be cut using the following procedure to determine the area of removal. Locations 250’ parallel to the centerline, ahead and back of the failing QC location, will be determined by the engineer. Cores will be cut in these locations and tested. If both sets of cores are not below or above the removal limits, the 500’ section will be removed and replaced with acceptable material and a new random QC core will be cut with-in the new pavement. If either set of the cores are below or above the removal limits, the whole sublot or the area in which the density core represents is subject to removal.

Any sublot of material with air voids in the compacted specimens less than 2.5 percent shall be evaluated with Hamburg testing and removed and replaced with acceptable material by the contractor if the rut depth is greater than 14.0 mm.

<div id="level of service (LOS)"></div>
'''Inertial Profiler Test Results''' (Sec 610)

Surface of the pavement should be thoroughly tested with an inertial profiler or straightedge as required by [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 610]. The procedures for testing with an inertial profiler and analyzing the results with the ProVAL software program are set forth in [[106.3.2.59 TM-59, Determination of the International Roughness Index|EPG 106.3.2.59 TM-59, Determination of the International Roughness Index]].

'''Bituminous Quality Control Plan''' (Sec 403.17.2)

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

*Note*: A QC Plan is not required for bituminous base (BB) and pavement (BP) mixes.

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

[[image:403_2foot.png|350px|center|thumb|<center>]]

'''Plant Calibration''' (Sec 403.17.2.2)

See [[:Category:404 Bituminous Mixing Plants|Bituminous Mixing Plants]].

'''Retained Samples''' (Sec 403.17.2.3)

QC must retain the portion of each sample that is not tested after the sample has been reduced to testing size. This includes gradation, consensus, TSR, and volumetrics samples. The retained samples must be clearly identified in accordance with Standard Specification Section 403.17.2.3 and stored in the field laboratory for a minimum of 7 days. Also, all cores must be retained for a minimum of 7 days. Notwithstanding the 7 day minimum, retained samples should not be discarded until all comparison issues with the lot are resolved. If space at the field lab is an issue, the sample should be stored at the project office.

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

When running a QC split sample, the comparisons should be within the tolerances shown in the following table:

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|-
!style="background:#BEBEBE"|Loose Mix Property||style="background:#BEBEBE"|Tolerance
|-
|align="center"| G<sub>mb</sub> ||align="center"| 0.010
|-
|align="center"|G<sub>mm</sub>||align="center"| 0.010
|-
|align="center"|AC %||align="center"| 0.1%
|}

'''Gradation Sample''' (Sec 403.17.2.3.1)

QC will retain the portion of their gradation sample that is not tested. This includes the sample of the combined cold feed from a drum plant and all hot bin samples from a batch plant.

'''Loose Mix Sample''' (Sec 403.17.2.3.2)

A loose mix sample consisting of roughly 100 lbs. will be taken from the roadway behind the paver, in accordance with AASHTO T168, at the required frequency. The sample will be thoroughly mixed and quartered in accordance with AASHTO R47, or with an approved splitting/quartering device. Two opposite quarters will be retained for testing during the dispute resolution process, if necessary. The remaining two quarters will be mixed together and quartered again.

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

A third quarter will be used to determine the Gmm of the mix in accordance with AASHTO T209. The minimum sample size for each type of mix can be found in the training manual. This property is used to calculate the Va and density. The volume of the sample, which is needed in the calculation, can be determined by either the weigh-in-air method or the weigh-in-water method. The weigh-in-air method consists of weighing the sample and container (with the lid) completely filled with water in air. The weigh-in-water method consists of weighing the sample and container (without the lid) completely submerged in water.

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

'''Quality Control Laboratory''' (Sec 403.17.3)

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

'''Calibration Schedule''' (Sec 403.17.3.1)

Calibrations and verifications of the testing equipment are very important. If the equipment has not been calibrated or verified as required, false test results may be obtained. The maximum intervals are given in Standard Specification Section 403.17.3.1. These frequencies are taken from the AASHTO test methods and/or the manufacturer’s recommendations.

'''Calibration Records''' (Sec 403.17.3.1.2)

Periodically, the QA inspector should check the QC calibration records to ensure that the equipment has been calibrated or verified in accordance with Standard Specification Section 403.17.3.1.

===403.1.18 Quality Assurance (Sec 403.18)===

'''Assurance Testing''' (Sec 403.18.1)

Under QC/QA, MoDOT performs quality assurance (QA) testing. QA testing is used to verify the QC results. MoDOT is also responsible for independent assurance sampling (IAS) to verify that both QC and QA are performing the testing correctly.

All QA samples will be at independent random locations from QC. Not testing at random locations introduces statistical bias that is not in the interest of either MoDOT or the contractor. As with informational QC tests for the contractor, the MoDOT inspector may select specific locations for informational QA loose mix or core samples at any time if there is concern about a problem area, however, these may not be used for PWL calculations.

For volumetric testing, QA must sample enough loose mix material to retain an adequate amount for a second test. This retained sample, as with the QC retained sample, may be used during dispute resolution. QA will randomly sample the mix from the roadway once per lot and perform volumetric testing. At the beginning of the project, QC and QA should be given the opportunity to witness each other’s sampling and testing procedures. Any discrepancies should be immediately resolved at the project level, if possible. QA should test a QC retained volumetric sample once per day to ensure that both QC and QA are testing correctly. These samples should also be chosen at random (do not consistently test the retained sample from the same sublot every lot or develop a pattern).

For density testing, QA cores shall also be randomly located within a sublot at a frequency of one per lot. However, in the interest of public safety a random QA core test location, such as one in the middle of a busy intersection, should be moved to the closest safe location at the same random transverse offset. When both QC and QA are confident in each other’s testing procedures and favorable comparisons have been obtained on the retained samples, testing of the QC retained volumetric samples may be performed at a reduced frequency as determined by the MoDOT inspector. QA should test a QC retained gradation sample at a minimum of once per week. A minimum of one QC retained consensus sample should be tested per project. QA test results will be furnished to the contractor no later than the day after testing has been performed. A [[media:403 Form QAQC Project Checklist.doc|QA/QC Checklist]] is attached.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+'''QA Test Type & Frequency'''
! style="background:#BEBEBE" |QA Test Type!! style="background:#BEBEBE" |Minimum By Spec!! style="background:#BEBEBE" |Early in Project!! style="background:#BEBEBE" |Later in Project
|-
|Random QA for PWL||1/4 sublots|| 1/4 sublots|| 1/4 sublots
|-
|QC Split ||1/week || 1/day || At a reduced frequency as determined by the MoDOT inspector
|}

For single lift overlays and small quantity, QA cores shall be cut in the same location as the QC core.

'''QA Core Chain of Custody''' (Sec 403.18.2)

The roadway inspector should ensure that the QA density cores taken from the roadway are the same ones tested in the lab. The preferred procedure is for a MoDOT inspector to take possession of the cores as soon as they are cut and deliver them directly to QA at the plant, so that testing can proceed without delay. When job circumstances make this procedure impractical and the contractor has to deliver the core, the roadway inspector should dry the core with a paper towel and mark the side with identifying marks, including lot and sublot, using a permanent felt-tipped marker. Regardless of who delivers the QA core to the lab, the core shall be placed in a tamper proof bag.

'''Aggregate Comparison''' (Sec 403.18.3)

A favorable comparison will be obtained when the independent QA sample(s) meets specifications.
In addition, the QA test results of a QC retained sample must be within the following tolerances from the QC test results:

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|-
!style="background:#BEBEBE"|Property||style="background:#BEBEBE"|Percentage Points
|-
| ¾ in. sieve and larger || ±5.0
|-
| ½ in. sieve || ±5.0
|-
| 3/8 in. sieve || ±4.0
|-
| #4 sieve || ±4.0
|-
| #8 sieve || ±3.0
|-
| #16 sieve || ±3.0
|-
| #30 sieve || ±3.0
|-
| #50 sieve || ±2.0
|-
| #100 sieve || ±2.0
|-
| #200 sieve || ±1.0
|-
| CAA || ±5.0
|-
| FAA || ±2.0
|-
| Clay Content || ±5.0
|-
| Thin, Elongated Particles || ±1.0
|}

If a favorable comparison is not obtained, dispute resolution procedures should be initiated.

===403.1.19 Acceptance of Material (Sec 403.19)===

'''Random Numbers''' (Sec 403.19.1)

All random numbers for QC loose mix samples and cores shall be generated prior to the start of the project for every four sublots. A printout of those numbers will be sealed in an envelope, which will be signed and dated by both QA and QC parties. The QA inspector will keep the envelopes in his/her possession in a secure location. The envelope for every four sublots will be provided to QC at the end of the previous four sublots.

It is critical that QC (and QA) samples be taken at random locations, because any manipulation of the locations introduces bias. QC test results are used to statistically define a population of data and bias causes inaccuracy in that statistical calculation.
Random numbers shall be generated by using the Asphalt Random Locations spreadsheet, in order to eliminate any question of bias. MoDOT inspectors can locate the [http://eprojects/Templates/Asphalt_Random_Locations.xlsm Asphalt Random Locations ]sheet on the internal site.

QC samples that are used to determine the pay factors must be taken at the locations designated by the random numbers, unless circumstances warrant relocation. This could include close proximity to another QC sample location in the same production period (when QC is at a critical point in testing the previous sample), areas where mix must be placed by hand, etc. In these cases, using good judgment, QA has the authority to separate random samples by up to 200 tons. QC and QA need to work together in good faith to make this process run smoothly.

<u>QC should be notified of the core location after rolling has been completed. QC should be notified of the loose mix sample location approximately 100 to 150 tons before the test.</u> The intent is to give QC enough time to conclude any ongoing tests and collect the next samples. When the sampling for every four sublots is completed, the envelope for those sublots will be opened to demonstrate that the random numbers were not manipulated during production.

The independent QA sample must be taken at the location designated by a random number unless circumstances warrant relocation. This could include close proximity to a QC sample location in the same production period, areas where mix must be placed by hand, etc. If necessary, the random samples may be separated by 200 tons. The QA inspector shall place and seal the QA core in a tamper-proof bag immediately after extraction and mark the bag label with the project number, lot number, location and inspector signature. The test results from the independent QA sample will be compared to the QC test results to determine if the QC test results adequately define the characteristics of the entire lot. However, QA may take additional samples to determine if an area of concern complies with the specifications. The test results of these additional samples will not be compared to any QC test results.

'''Lots''' (Sec 403.19.2)

For the purposes of pay factor determination, the mat will be divided into lots with a minimum of 4 sublots per lot. The maximum sublot size is 1000 tons. If a full lot cannot be completed, the extra sublots will be added to the previous full lot and the pay factors will be determined on the large lot. If there is no previous lot, the mix will be treated as small quantities and Standard Specification Section 403.23.7.4.1 will apply.

If the target binder content is adjusted from the original JMF, a new lot shall begin. This will ensure that the binder content pay factor will represent the population of the adjusted mix. If the cold feed settings are adjusted from the original JMF alone, a new lot is not required. Adjusting the cold feed settings will change the G<sub>sb</sub> and, therefore, the VMA of the mix. However, the VMA specification limits are based on the type of mix (see [[#Voids in the Mineral Aggregate (VMA) (Sec 403.5.4)|Voids in the Mineral Aggregate (VMA) (Sec 403.5.4)]] and do not change. The VMA is required to be within this range, even if changes are made to the JMF. A new lot sequence shall begin when a new mix design is established. The limits of adjustment can be found in Standard Specification Section 403.11.

'''Test and Pay Factor Items''' (Sec 403.19.3)

Regarding Note 'b', one core equals one sample and the results will be used to determine the density pay factor for the corresponding sublot. However, if stated in the QC Plan, a maximum of two additional cores may be taken per sublot. This gives a maximum total of three cores per sublot. One core must be taken at the location selected by random numbers. The remaining cores must be taken at the same transverse offset within one foot longitudinally of the location selected by the random numbers. If more than one core is taken per sublot, all of the cores will be combined into one sample. This means that the average density of the cores will be used to determine the density pay factor for the corresponding sublot.

'''Test Method Modification''' (Sec 403.19.3.1)

'''Binder Ignition Modification''' (Sec 403.19.3.1.1)

This specification adjusts the temperature of the binder ignition oven due to the breakdown of certain aggregate formations as a result of intense heat.
<div id="Rice Test"></div>
'''Rice Test''' (Sec 403.19.3.1.2)

If the absorption of any aggregate fraction used in the mix is greater than 2.0%, AASHTO T209 must be modified in accordance with Standard Specification Section 403.19.3.1.2. This procedure is called the dry-back method. The final surface-dry weight will be recorded in the APIW as “A2”. If necessary, the dry-back method should be performed on all samples taken in the first lot of mix produced. If the initial G<sub>mm</sub> and the dry-back G<sub>mm</sub> of a sample are within 0.002 of each other in all sublots of the first lot, the dry-back may be reduced to every fourth sublot. Otherwise, the dry-back will be required every sublot.

'''Miscellaneous Applications''' (Sec 403.19.3.2)

'''Small Quantities''' (Sec 403.19.3.2.1)

A mix that requires less than 4000 tons on a project is referred to as small quantities. Testing frequencies will be as stated in Standard Specification Section 403.19.3.2.1(b). If a project is initially setup with less than 4000 tons, pay factors will not be determined unless an adjustment is made to the approved QC plan before production begins. If a project is initially setup with more than 4000 tons but less than 4000 tons are placed, pay factor determination is not required and Standard Specification Section 403.23.7.4.1 will apply.

'''Dispute Resolution''' (Sec 403.19.4)

The vast majority of issues between QC and QA can be resolved by consulting the QC Plan, the Test Method or the contract documents. Dispute decisions should always be timely and made at the lowest <u>'''appropriate'''</u> level. However, if a dispute cannot be resolved within a few hours of taking these initial steps, it should be escalated.

Occasionally, the QC test may not represent the population or, due to individual differences in sampling and testing procedures, the QA and QC test results may not compare within the required limits. One of the first steps in resolution could be an immediate computation check, comparison of sampling and testing procedures, or split sample retests. Testing of the QC split sample or joint sampling and testing could determine if variations in the mix production or sampling and testing procedures are responsible for the differences. If resolution is not possible at the project level, either party may request that the approved independent third party test the mix. Third party test results will be binding upon both parties. The party whose results were incorrect will pay for the third party testing. Third party testing is costly and time consuming and should only be used when project level reconciliation is not possible.

===403.1.20 Method of Measurement (Sec 403.22)===

'''Weight Determination''' (Sec 403.22.1)

If a batch plant is used to produce the mix, the weight of the load will be determined by the batch weights. If the mix is produced in a drum plant, the weight of the load will be determined
by weighing each load of mix. This can be accomplished with either a silo scale or a truck scale. These individual load weights will be added together for the total tonnage accepted for the project and rounded to the nearest 0.1 ton.

'''Full Depth''' (Sec 403.22.2)

(Sec 403.22.2.1)

The final driving surface area (length multiplied by width) of the pavement will be used as the area of all underlying lifts and courses. Any mix that is placed outside of this area, including the mix used to construct the 1:1 slope, will not be directly paid for.

(Sec 403.22.2.2)

Full depth pavements will be paid for by the square yard. If authorized changes are made to the contract quantity during construction or if errors are found in the contract quantity, the applicable completed pavement will be measured to the nearest 0.1 yd<sup>2</sup>. The revision or correction will be added to or deducted from the contract quantity. If no changes are made
or errors found, the pavement will not be measured and the contractor will be paid for the quantity of mix as shown in the contract.

'''Alternate Overlay''' (Sec 403.22.3)

An overlay project may be bid as Portland cement concrete or asphalt.

'''Field Established Quantity''' (Sec 403.22.3.1)

The field established plan quantity is the tonnage of mix that is determined from the set or adjusted profile. This will be the contract quantity for an asphalt overlay.

'''Overlay Measurement''' (Sec 403.22.3.2)

Overlays will be paid for by the ton. If authorized changes are made to the contract quantity during construction, the applicable completed pavement will be measured to the nearest 0.1 ton. The revision will be added to or deducted from the contract quantity. If no changes are made, the pavement will not be measured and the contractor will be paid for the quantity of mix as shown in the contract.

'''Pavement Testing''' (Sec 403.22.4)

See Density Samples in [[460.6 Paving Operations|Paving Operations]].

===403.1.21 Basis of Payment (Sec 403.23)===

'''Aggregate Variation''' (Sec 403.23.1)

The specific gravity of the aggregates used in the mix may fluctuate because of a variation
in the quality of the rock within the quarry ledge. The gradation of the aggregate may also cause some fluctuation. However, this contribution is usually negligible. Because of such fluctuations, the quantity of aggregate used in the mix may vary from the quantity specified in the contract. Since this is expected and unavoidable, the contract unit price will not be adjusted.

'''Compacted Samples''' (Sec 403.23.2)

The cost of cutting QC cores is included in the contract. Therefore, no direct payment will
be made. QA samples will be paid for at $75.00 per sample, per Standard Specification Section
109.15. If one QA core is cut per location, that core is equal to one sample. If more than one QA core is cut per location, the test results will be averaged and those cores will equal one sample.

'''Smoothness Adjustment''' (Sec 610.5)
[[image:403.1.21 Diamond Grinding.jpg|right|275px|thumb|<center>'''Diamond Grinding'''</center>]]
<div id="Diamond Grinding"></div>
'''Diamond Grinding''' (Sec 403.23.4.1)

Areas of the final driving surface that must be corrected by diamond grinding will be considered as a marred surface ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 610.5.3]). A tack coat will not be applied to these areas. No direct payment will be made for diamond grinding.

'''Tensile Strength Retained Adjustment''' (Sec 403.23.5)

The tonnage represented by each QC TSR sample is subject to a pay adjustment that depends on the test results. The adjustments to the contract unit price are given in Standard Specification
Section 403.23.5.

Continuing with the sampling example in [[#Tensile Strength Ratio (TSR) (Sec 403.5.6)|Tensile Strength Ratio (TSR) (Sec 403.5.6)]], the contractor takes ten samples that represent 10,000 tons each. The last two samples represent 6,480 tons each. The contractor’s test results are shown in order in the table below. The price per ton is $35.00. The contract adjustment is calculated as follows:

:Contract Adjustment = ((Percent of Contract Price-100)/100) * Price/ton * Tons

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|-
!style="background:#BEBEBE"|TSR||style="background:#BEBEBE"|Tonnage||style="background:#BEBEBE"|Percent of Contract Price||style="background:#BEBEBE"|Contract Adjustment (Bonus/Deduct)$
|-
| 84 || 10,000 || 100 || 0
|-
| 87 || 10,000 || 102 || 7,000
|-
| 88 || 10,000 || 102 || 7,000
|-
| 92 || 10,000 || 103 || 10,500
|-
| 86 || 10,000 || 102 || 7,000
|-
| 83 || 10,000 || 100 || 0
|-
| 81 || 10,000 || 100 || 0
|-
| 76 || 10,000 || 100 || 0
|-
| 74 || 10,000 || 98 || -7,000
|-
| 80 || 10,000 || 100 || 0
|-
| 78 || 6,480 || 100 || 0
|-
| 85 || 6,480 || 102 || 4,536
|-
| Total || 112,960 || || 20,036
|}

The Pay Factor Worksheet will automatically calculate the contract adjustment once the appropriate information has been entered. The contractor’s TSR results should be recorded in the
Pay Factor Worksheet that corresponds with the lot that the sample was taken in.

'''Density Adjustment''' (Sec 403.23.6)

QC will take one unconfined longitudinal joint core per sublot, as specified in the QCP. These cores will be taken within 6 in. of the unconfined longitudinal joint. Unconfined joint cores can either be located at the same longitudinal location as the corresponding mat density cores or separate
random numbers can be generated. The test results for each lot will be averaged to determine
compliance with the specifications. Pay adjustments will be in accordance with the following
table and will be applied to the corresponding tonnage represented by the core(s):

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|-
!style="background:#BEBEBE"|Longitudinal Joint Density (Percent of G<sub>mm</sub>)||style="background:#BEBEBE"|Pay Factor (Percent of Contract Unit Price)
|-
| Colspan="2" | For all SP mixtures other than SP125xSM
|-
| 90.0 to 96.0 inclusive || 100
|-
| 96.1 to 96.5 or 89.5 to 89.9 inclusive || 90
|-
| 96.6 to 97.0 or 89.0 to 89.4 inclusive || 85
|-
| 97.1 to 97.5 or 88.5 to 88.9 inclusive || 80
|-
| 97.6 to 98.0 or 88.0 to 88.4 || 75
|-
| Above 98.0 or Below 88.0 || Remove and Replace
|-
| Colspan="2" | For SP125xSM mixtures:
|-
| ≥92.0 || 100
|-
| 91.5 to 91.9 inclusive || 90
|-
| 91.0 to 91.4 inclusive || 85
|-
| 90.5 to 90.9 inclusive || 80
|-
| 90.0 to 90.4 inclusive || 75
|-
| Below 90.0 || Remove and Replace
|}

If pay reductions are necessary, the lower adjusted contract unit price of the PWL or the unconfined joint density adjustment will apply to the corresponding tonnage. For example, assume that the lot size is 4000 tons and that 1000 tons in the lot has an unconfined joint. The total pay factor for the lot due to volumetric testing is 105%. A longitudinal joint core is taken as required and the pay factor due to the unconfined joint density is 90%. As a result, a 10% reduction to the contract unit price will be applied to the 1000 tons represented by the unconfined joint and a 5% bonus will be paid for the remaining tonnage in the lot (3000 tons). On the other hand, if the pay factor due to the unconfined joint density were 100%, the 5% bonus would be paid for the entire lot. Longitudinal joint density is very important and this is an attempt to ensure that density is achieved. If it is not, the joint will ravel. Longitudinal joint core density testing will be waived if the contractor elects to mill off 6” of the unconfined joint edge.

'''Percent Within Limits (PWL)''' (Sec 403.23.7)

Superpave mixes contain a quality level analysis with statistically based incentive/disincentive pay factors. The QC tests are analyzed on each lot of mix and the pay is based on the percentage of the mix that statistically falls within the limits of the specifications. It is possible to have a given lot of mix with all tests falling within the specifications, but because of a large amount of deviation between test results, the percent within limits would be very low, giving the contractor a correspondingly low pay factor. Very consistent test results, with a correspondingly low standard deviation and high percent within limits, will produce high pay factors. Test results that are consistent may produce bonus pay factors while those that fluctuate within the specification limits will produce low pay factors.

The mean (x<sub>a</sub>), standard deviation (s), Upper Quality Index (Q<sub>u</sub>), Lower Quality Index(Q<sub>l</sub>), and total percent within limits (PWLt) are calculated for each pay factor item in each lot using the equations given in Standard Specification Section 403.23.7. The PWL for an item can be determined using Table III in Standard Specification Section 502.15.8. To use this table, calculate the Q<sub>u</sub> of the item and round the result to two digits (X.XX). Find the result in the left hand column of the table and move along the row to the right until reaching the column with the corresponding n-value. The n-value is the number of test results for the item in the lot. This process yields the upper percent within limits (PWL<sub>u</sub>) of the item. Repeat this process to determine the
lower percent within limits (PWL<sub>l</sub>) of the item using the Q<sub>l</sub>. Finally, calculate the PWL<sub>t</sub>. If a Q-value is negative, subtract the PWL-value from 100. The Pay Factor Worksheet will automatically calculate the PWL<sub>t</sub> for each pay factor item in each lot.

'''Quality Level Analysis''' (Sec 403.23.7.1)

Best management practice is for QA to review the QLA with QC before processing the report. Sec 403.23.7.1 requires QA to make the QLA no more than 24 hours after receipt of the contractor’s test results.

'''Acceptance''' (Sec 403.23.7.1.1)

The QC test results will be used to determine the PWL as long as QC and
QA compare favorably. If a favorable comparison is not obtained, dispute resolution procedures
should be initiated. If dispute resolution is carried out to independent third party testing and the QC test results have been determined to be correct by the third party, the QC test results will be used to calculate the PWL. If the QA test results have been determined to be correct by the third party, the QA test results will be included in the PWL calculation.

During the project, QA and QC should be given the opportunity to witness each other’s sampling, splitting and testing. Doing so will help avoid future conflict.
For comparison of QC and QA cores, the density for the QA core will be calculated using the G<sub>mm</sub> from the corresponding QC loose mix sample from the same sublot.

'''Comparison''' (Sec 403.23.7.1.2)

Copies of all test methods should be readily available in the field laboratory. Testing procedures must follow an approved test method. If either party has an issue with the other’s sampling, splitting or testing procedures, an objection should be raised at that time. By doing this promptly, the issue can be resolved while it is still possible to re-create the test. If a decision is made to test a retained sample, the test should be run jointly so that the testing procedure is removed as a possible variable for explaining the difference in results.

A favorable comparison is obtained when the QA test results of a random,
independent sample are within two standard deviations of the average of the QC test results. This determination cannot be made until all random testing for the lot has been completed. If the QC test results vary within the specification tolerances, the standard deviation will be large. In fact, as the variability in the QC test results increases, the standard deviation also increases. This results in a wide comparison range and low pay factors. On the other hand, if there is little variability in the QC test results, the standard deviation will be small. The comparison range will be narrow and the pay factors will increase. In this case, a favorable comparison is obtained when the QA test results are within one-half of the specification tolerances of the QC average. For example, the specification tolerances for VMA are –0.5% to +2.0%. One-half of this range is 1.25%. Therefore, a favorable comparison is obtained if the QA test result is within ±0.6% of the QC average.

If the comparison is not favorable, the first step is to review both QC and QA test results to see if there is any noticeable error. If no errors are found, testing of the retained samples may be performed. Judgment must be used in determining which retained sample(s) to test. When testing a retained sample, the entire suite of tests (%AC, Va, and VMA) should be performed to verify the validity of the original test results. If the test results of the retained sample confirm the original test results, the original test results are used to determine the PWL. If the test results of the retained sample verify that the original test results were incorrect, the test results of the retained sample are used to determine the PWL.

If the QC and QA test results have been determined to be valid and the comparison is still unfavorable, the test results from the random, independent QA sample will be included in the PWL calculation. The QA test results of QC retained samples or the test results from any additional QA samples will not be used in the PWL calculation. As an example, lot 3 has been completed and consists of 4 sublots. A favorable comparison was not obtained but it was determined that the QC and QA test results are valid. Therefore, the PWL calculation will include the QC test results from all 4 of the sublots and the test results of the random, independent QA sample (n = 5).

When the random QA test results are included in the PWL calculation, all volumetric properties (%AC, VMA & VA) for that sample will be used, even if only one of the three properties has an unfavorable comparison.

For the random split sample comparisons of QC loose mix, a favorable comparison is obtained when the QA test results of a QC retained volumetric sample are within 0.010 of the QC G<sub>mm</sub> test results, within 0.010 of the QC G<sub>mb</sub> test results, and within 0.1% of the QC asphalt content test results. If larger variances occur, both QC and QA should investigate the sampling and testing procedures to identify and rectify the cause of the discrepancy.

'''Outliers''' (Sec 403.23.7.1.3)

If it is suspected that an individual QC test result is an outlier, the entire lot of QC test results may be checked in accordance with Standard Specification Section 403.23.7.1.2. The eligible measured test results are G<sub>mb</sub>, G<sub>mc</sub>, G<sub>mm</sub>, and %AC. G<sub>mb</sub>, G<sub>mc</sub>, and G<sub>mm</sub> shall be carried out to three decimal places (X.XXX) and the %AC shall be carried out to two decimal places (X.XX). On the other hand, V<sub>a</sub>, VMA, and density are not eligible because these are calculated volumetric properties.

If an outlier is found, QC may test the retained sample from the corresponding sublot. Again, the entire suite of tests (%AC, G<sub>mb</sub>, and G<sub>mm</sub>) must be performed. If the test results from the retained sample confirm the original test results, the original test results will be used to calculate the PWL. If the test results from the retained sample do not confirm the original test results, the test results from the retained sample will be used to calculate the PWL.

When any change is made in the JMF, the previous test results cannot be used for future outlier calculations since the mix has changed. For example, if the contractor has made a change in sublot 2B and wants to check for an outlier in sublot 2D, the results from sublot 2A cannot be
used since the mix is not the same.

'''Random Sampling''' (Sec 403.23.7.1.4)

See Random Numbers in [[#403.2.19 Acceptance of Material (Sec 403.19)|EPG 403.2.19 Acceptance of Material (Sec 403.19)]].

'''Pay Factors''' (Sec 403.23.7.2)

The density (PF<sub>density</sub>), asphalt content (PF<sub>AC</sub>), VMA (PF<sub>VMA</sub>),
and air voids (PF<sub>Va</sub>) pay factors are calculated for each lot using the corresponding PWL<sub>t</sub> and the equations in Standard Specification Section 403.23.7.2. The total pay factor (PFT) is then calculated for each lot using the average of the individual pay factors. If coring is not required, such as on a leveling course or non-integral shoulders, the PFT will be calculated for each lot using the average of the PF<sub>AC</sub>, PF<sub>VMA</sub>, and PF<sub>Va</sub>.

The contract adjustment is used to adjust the contractor’s pay to reflect the quality of the mix. The contractor may receive a bonus if the quality of the mix is good. On the other hand, if the quality of the mix is poor, a deduction will be applied. The contract adjustment is calculated by subtracting 100% from the PFT. The dollar amount of the bonus or deduction is determined by multiplying the unit bid price, the quantity of mix in the lot, and the contract adjustment (in decimal form) together.

Mix is typically produced and measured by the ton. Therefore, in order to eliminate confusion and excessive conversions on square yard projects (full depth pavements), the lots will be tracked by tonnage. When the pay factors are calculated at the end of the lot, the “Square Yard Calculator” in the Pay Factor Worksheet can be used to determine the square yards in the lot. This is best explained with an example:

On a full-depth paving project, the total thickness of the pavement is 12 in. and the contractor is placing two lifts of SP190, one 6 in. lift and one 4.25 in. lift. The final lift of SP125 is 2 in. thick. The lot size is 3000 tons. Suppose that one lot of SP190 has been completed. The total thickness of the pavement and the lift thicknesses are entered in the appropriate cells in the “Square Yard Calculator”. The length and width of the lot must be measured manually. The width of the lot is 12 ft., the length of the first lift is 4650 ft., and the length of the second lift is 3300 ft. Therefore, the area of the first lift is 6200.0 yd<sup>2</sup> (12 ft. * 4650 ft. = 55800 ft<sup>2</sup> * (1 yd<sup>2</sup>/9 ft<sup>2</sup>) = 6200 yd<sup>2</sup>) and is entered in the appropriate cell. The area of the second lift is 4400.0 yd<sup>2</sup>(12 ft. * 3300 ft. = 39600 ft<sup>2</sup> * (1 yd<sup>2</sup>/9ft<sup>2</sup>) = 4400 yd<sup>2</sup>) and is entered in the appropriate cell. The square yardage represented by each lift is calculated by multiplying the square yards by the lift thickness divided by the total pavement thickness. Therefore, the square yardage of the first lift is 3100.0 yd<sup>2</sup> (6200 yd<sup>2</sup> * (6 in./12 in.) = 3100 yd<sup>2</sup>) and the square yardage of the second lift is 1558.3 yd<sup>2</sup> (4400 yd<sup>2</sup> * (4.25 in./12 in.) = 1558.3 yd<sup>2</sup>). This lot represents 4658.3 square yards. This procedure is followed for the remaining lots.

'''Density Pay Factor''' (Sec 403.23.7.2.1)

Density is calculated using the G<sub>mb</sub> of the core and the G<sub>mm</sub> of the mix. The PF<sub>density</sub> for each lot is calculated using the density test results of all of the
sublots. Cores that are cut in half, as required by Standard Specification Section 403.15.4, will double the number of test results used to determine PFdensity. For example, suppose that the contractor is placing SP190 in 8” lifts and 4 cores are taken per lot, 1 per sublot. The lift is being placed thicker than 6 times the nominal maximum size aggregate used in the mix. By specification, the cores are to be cut in half and the density of each half determined separately. Therefore, 8 test results (as opposed to 4) will be used to determine the PF<sub>density</sub> for the lot.

'''Asphalt Content Pay Factor''' (Sec 403.23.7.2.2)

The PFAC for each lot is calculated using the binder content test results of all of the sublots.

'''Voids in the Mineral Aggregate and Air Voids Pay Factor''' (Sec 403.23.7.2.3)

The V<sub>a</sub>, VMA, and VFA are calculated using the average G<sub>mb</sub> of the compacted gyratory specimens, the G<sub>mm</sub> of the mix, the percent stone (P<sub>s</sub>) of the mix, and the G<sub>sb</sub> of the combined aggregate. The P<sub>s</sub> is determined by subtracting the percent binder (P<sub>b</sub>) from 100%. The G<sub>sb</sub> will be that listed on the JMF. The PFV<sub>a</sub> and PF<sub>VMA</sub> for each lot are calculated using the V<sub>a</sub> and VMA test results of all of the sublots.

'''Removal of Material''' (Sec 403.23.7.3)

If the PF<sub>T</sub> for a lot is less than 50.0, the entire lot must be removed and replaced at the contractor’s expense. If the QC test results for density and/or air voids fall below the removal limits in any sublot, the affected mix must be removed and replaced at the contractor’s expense. The specifications state that the entire sublot must be removed. However, in some cases only a portion of the affected sublot(s) may require removal. Therefore, the limits of removal will be left up to the Resident Engineer's discretion. QC informational test results may be used to help define the limits of removal as long as the informational test(s) are well documented (see [[#Asphalt Test Results (Sec 403.17.1.1)|Asphalt Test Results (Sec 403.17.1.1)]] for the documentation requirements). The replacement mix will be sampled and tested as required. These test results will be used to calculate the PWL for the lot.

If the QA test results fall below the removal limits for density and/or air voids, the mix
should stay in place if a favorable comparison has been obtained with the QC test results. Again, a favorable comparison signifies that the QC test results adequately define the characteristics of the lot and are, therefore, acceptable. If the QA test results fall below the removal limits and a favorable comparison has not been obtained, dispute resolution should be initiated to determine if the mix should stay in place.

For small quantities, if the laboratory compacted air voids are less than 2.5%, or the roadway density is less than 90.0% or more than 98%, the material should be removed and replaced. If asphalt content is above or below the target value by more than 0.3%, or if the roadway density is between 91.5% and 90%, the mixture may be allowed to remain in place with an appropriate deduction.

'''Miscellaneous Applications''' (Sec 403.23.7.4)

'''Small Quantities''' (Sec 403.23.7.4.1)

For small quantity projects consisting of less than 4000 tons, the statistical analysis of the mix is not required. Therefore, pay factors will not be determined. However, the mix must meet density, binder content, VMA, and V<sub>a</sub> specifications. The testing frequencies are stated in Standard Specification Section 403.19.3.2.1(b). Density will be adjusted in accordance with the table in Standard Specification Section 403.23.7.4.1(b). TSR testing is also required.

The contractor may use the PWL pay factors for a small quantity if they are specified in their QC plan.

'''Base Widening and Entrances''' (Sec 403.23.7.4.2)

'''Single Lift or Leveling Course Work''' (Sec 403.23.7.4.3)

This specification does not apply to “mill and fill” projects.

==403.2 Materials Inspection for Sec 403==
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right"
|-
|'''Asphalt, Permeability'''
|-
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/or10010.pdf Report 2009]
|-
|'''See also:''' [https://www.modot.org/research-publications Research Publications]
|}
===403.2.1 Scope===

To establish procedures for mix design of asphaltic concrete pavement, inspection and acceptance of bituminous mixture. Ingredients for use in asphaltic concrete pavement are to be inspected in accordance with the applicable sections of this Manual. Plant calibrations, if requested, will be performed in accordance with [[106.4 Plant Inspections|EPG 106.4 Plant Inspections]].

===403.2.2 Mix Design Procedure===

In order for an asphaltic concrete mix formula to be approved, the contractor’s proposed job mix formula (JMF) shall be submitted as required in Specification Section 403.3.1. The time for approval starts when the completed design is delivered to the District. This time restarts when the District receives information omitted from the original JMF or corrected by the contractor. Review times include District and Central Office processing, therefore, each mix should be processed as soon as possible. When the contractor is not accepted as a participant in the AASHTO Proficiency Sampling Program, material sampling is required for mixture verification. Trial mix samples must be obtained and submitted to the Central Laboratory in accordance with Section 1001 of the Materials Manual. When possible, the JMF and correspondence should be transmitted electronically. The Materials Field Office e-mail address is MFO.

'''District Procedure'''

When the District receives a proposed trial mix formula, as required by the Standard Specifications, the mixture properties, components and proportions should be checked to ensure compliance with Specifications and that they are approved for the intended use. It may be necessary for the District to advise the contractor to make changes in the proposed mixture in order to comply with Department policies. The district shall provide AWP IDs and all pertinent information (gradation, deleterious, etc.) for each fraction of aggregate used in the mixture. A QC plan in accordance with Section 1001 of the Materials Manual covering each aggregate fraction should be on file in the District Office or received with the JMF. The target gradations shown on the QC plan and JMF must match. When the District is satisfied that the proposed mixture is acceptable, a copy of the JMF and the contractor's letter shall be submitted to the Materials Field Office, accompanied by a letter of transmittal with comments, any corrections made and recommendations. The transmittal letter shall contain the following information:

:Project information – Job Number, Route, County, Contract Number.
:Mixture Types
:Grade and All Possible Sources of Asphalt Binder Intended for Use
:Letting Date
:Proposed Work – Type of Work, Job Location and Length
:Annual Average Daily Traffic (AADT)
:Total Trucks
:Total Combination Trucks
:Mix Use – Mainline, Shoulders, Outer Roads, Entrances, etc.
:Quantity of Mix

Included in the letter should be information regarding the approximate date on which the
contractor intends to begin placing the mixture on the roadway, the type of mixture needed first
and whether the JMF is submitted for a 7-day review or verification. Information concerning
plant location, type of plant to be used, etc., is beneficial.

If the mixture design is performed by a laboratory participating in the AASHTO Proficiency Sampling Program with a rating of 3 or more on the applicable test methods, trial mix material does not need to be submitted to the Laboratory unless one or more of the following conditions apply:

:a. Nuclear calibration for MoDOT asphalt content gauges is needed.
:b. Material for full verification of the mixture is requested by the Field Office.
:c. District personnel have concerns over any aspect of the mix design.

Requests for previously approved mixes shall be submitted and will be approved in accordance with applicable portions of EPG 403 Asphaltic Concrete Pavement. Approved mixtures may be transferred within the time limit of 3 years from the approval date. Transfer requests for mixtures that exhibited poor performance or field problems should be denied.

Upon request by the contractor, the District has authority to change the source of mineral filler, hydrated lime, natural sand from the Missouri and Mississippi Rivers or asphalt binder. However, constant changing throughout a project should not be allowed. The contractor must provide reasonable justification for changing sources during the course of a project. Any adjustments should be made to the JMF to reflect changed properties caused by the new source. (e.g. Change in G<sub>sb</sub>, gradation, asphalt content, etc.)

Approval of a new mix design shall be obtained prior to changing the source of aggregates used in a mixture.

'''Field Office Procedure'''

The Materials Field Office is charged with the responsibility of processing the mix formula. General procedures for processing an asphaltic concrete mix formula are as follows:

:a. A letter from a District requesting a mix with a copy of the contractor's JMF and letter is received.
:b. Contract Special Provisions for the project are checked for necessary items.
:c. The urgency of the mix and the status of trial mix samples in the Central Laboratory are reviewed.
:d. Grade of asphalt, possible sources intended for use and the percent asphalt recommended are reviewed.
:e. Gradations of the individual aggregates are checked for specification compliance and compared with the gradations determined by the Laboratory.
:f. All calculations on the proposed JMF are checked.
:g. For verification, a one-point trial is prepared and submitted to the Laboratory.
:h. When Central Laboratory tests are completed, the results are compared to the contractor’s and against the specifications. If the mixes tested cannot be used, the mixture will be rejected.
:i. Formulas to check aggregate and mixture properties are shown in LS 403.
:j. Absorption values obtained by AASHTO T85 or T85 Combined will be shown on the JMF for determining which mixtures require the optional dry-back procedure of AASHTO T209.
:k. Upon JMF approval, a unique JMF number will be created and entered into AWP for each possible asphalt source. Each JMF will have a two letter suffix abbreviation for the binder supplier name and location.

===403.2.3 Field Adjustments of Superpave Mix Design===

The specification criteria are to be used to determine whether or not the mixture meets the specifications. When a mixture is field adjusted, the contractor is to notify the inspector prior to making the adjustment. A new G<sub>sb</sub> is required when cold feed adjustments are made. A new lot will begin with any change in asphalt content. Adjustments beyond the limits set in the specifications will require a new mix design. Field adjusted mixture changes are not required to be sent to the Field Office, however, the District will track the changes to ensure proper material quantities are inspected.

===403.2.4 Field Superpave Mix Design===

When a field mix design is needed, the contractor must first notify the engineer (the Materials Field Office is to be notified immediately). During the design and verification process, no mixture is to be placed on the project. A plan for producing, sampling and verifying the proposed field mix design is to be agreed on between the contractor and the engineer. One hundred (100) pounds of loose mixture will be required in the Central Laboratory and the Materials Field Office will approve or deny the field mix design. In order to be accepted for use, the test results must meet all of the following:

:a. Minimum VMA for the mixture type, i.e., 12.0 minimum for 250 mixes, 13.0 for 190 mixes, 14.0 for 125 mixes, and 17.0 for 125 SMA mixes.
:b. Asphalt content within 0.3 % of the adjusted target. For example, if the contractor chose to lower the asphalt content from 5.0 percent to 4.8 percent for a field adjustment, the initial test results must be within 0.3 % of 4.8 percent.
:c. Air voids of 4.0 +/- 0.5
:d. TSR result is equal to or greater than 80%.

The contractor and Central Laboratory may run the moisture sensitivity test simultaneously. If
the contractor’s test results meet the above criteria, and the results are verified by the Central Laboratory, the target VMA will be set at the contractor's test result, the target AC content will be set at the target set for the field mix design, and the air voids target will be set at 4.0.

===403.2.5 Report===

A letter of transmittal will accompany the approved mixture to the District Construction and Materials Engineer with distribution as follows:

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|-
!style="background:#BEBEBE"|Title (e-mail address)||style="background:#BEBEBE"|Copy of Letter of
Transmittal & Approved Mix
|-
| District Construction and Materials Engineer (D#MaContacts) || 1
|-
| Construction and Materials Clerk || 1
|-
| Resident Engineer (POorg) || 1
|-
| Physical Laboratory Director (PLO) || 1
|-
| Chemical Laboratory Director (Extraction) || 1
|-
| Design Representative || 1
|-
| Field Office File || 1
|-
| Contractor || 1
|}

The letter of transmittal and the approved mixture will be sent by electronic mail to the
individuals listed above.

A copy of the approved formula accompanied by a letter of transmittal from the District
Construction and Materials Engineer is to be forwarded to the contractor when an electronic mail address for
the contractor has not been provided.

==403.3 Laboratory Procedures for Sec 403==
This establishes procedures for Laboratory testing and reporting of hot mix asphalt trial mixtures and field compacted density samples.

===403.3.1 Procedure===
====403.3.1.1 Trial Mixtures====
Test results and calculations required for asphaltic concrete trial mixtures are as shown in [[#Batching|Batching]] below. Test results and calculations shall be recorded through AWP. Standard test procedures are as follows:

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|-
!style="background:#BEBEBE"|Mixture Property ||style="background:#BEBEBE"|Test Method
|-
| Theoretical Maximum Specific Gravity (Rice) || AASHTO T 209
|-
| Specific Gravity of Compacted Mixture || AASHTO T 166, AASHTO T 275
|-
| Compaction and Stability Using Marshall Method || AASHTO T 245
|-
| Compaction Using Gyratory Compactor || AASHTO T 312
|-
| Moisture Sensitivity || AASHTO T 283
|-
| Draindown of Mixture || AASHTO T 305
|-
|Asphalt Content || AASHTO T 308, MoDOT TM-54
|}

<div id="Batching"></div>
'''403.3.1.1.1 Batching'''

Aggregates shall be divided into the individual aggregate sizes down to either the minus No. 8 or minus No. 16 sieve except when inconsistencies occur during testing where it may be advantageous to divide to the minus No. 200 material.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|-
!style="background:#BEBEBE"|SP ||style="background:#BEBEBE"|BB ||style="background:#BEBEBE"|BP
|-
| 1 1/2 in. || ||
|-
|1 to 3/4 in. ||1 to 3/4 in. ||1 to 3/4 in.
|-
|3/4 to 1/2 in. || 3/4 to 1/2 in. ||3/4 to 1/2 in.
|-
|1/2 to 3/8 in. || 1/2 in. to No. 4 ||1/2 in. to No. 4
|-
|3/8 in. to No. 4 || ||
|-
|No. 4 to No. 8 || No. 4 to No. 8|| No. 4 to No. 8
|-
|No. 8 or No. 8 to No. 16 ||No. 8 || No. 8
|-
|No. 16 || ||
|-
! colspan="3" align="center" style="background:#BEBEBE"|Additional sizes for batching to No. 200
|-
|(No. 16 to No. 30) ||(No. 8 to No. 30) ||(No. 8 to No. 30)
|-
|(No. 30 to No. 50) ||(No. 30 to No. 200) ||(No. 30 to No. 200)
|-
|(No. 50 to No. 100) || ||
|-
|(No. 100 to No. 200) || ||
|-
|(No. 200) || (No. 200) || (No. 200)
|-
|colspan="3" |Sizes shown in parenthesis () are used when it is desired to batch a partcular fraction down to the minus No. 200.
|}

'''403.3.1.1.2''' Weigh each size aggregate according to the batch sheet in a tared pan and place into a larger pan for combining sizes. Repeat process for number of samples desired. The combined weight of a batch containing 3/4 in. plus material must be within 5 g of the target weight and a batch with minus 3/4 in. material must be within 3 g of the target weight. Otherwise, the sample shall be rebatched. If only one sample is out of tolerance, it may be swapped with the butter sample. The butter does not have to meet these tolerances.

'''403.3.1.1.3''' Place samples and asphalt binder in an oven set at the mixing temperature. Heat in the oven a minimum of 2 hours. Aggregates may be heated no more than 28° C (50° F) above the mixing temperature in order to maintain the desired temperature throughout mixing.

'''403.3.1.1.4''' Use a Hobart mixer with a wire whip to mix samples unless otherwise instructed to use a bucket mixer. Remove heated aggregate from oven and put in heated mixing bowl (bucket) that has been tared and weigh. Dry-mix thoroughly, then make a crater in the center of the aggregate to pool the binder. Calculate the proper binder weight for the actual weight of aggregate and add the binder to the aggregate to attain the proper weight. Recalculate the percent binder based on actual weights. If it is not within 0.02% of the target percent, add or remove binder to get within this tolerance. Mix until all aggregate is uniformly coated. The first batch shall be the butter. Scrape the mixing bowl with a spatula to remove as much of the mixture as possible. For each successive batch, the bowl should be scraped to the same level of removal as the butter. Calculation of the binder weight shall be as follows:

:<math>Binder Weight=\frac{Wt. Agg.}{100-P_b}x100</math>

'''403.3.1.1.5''' Split the mixtures batched in combined batches into individual specimens. Mixtures shall be placed in pans, at a depth of 1 to 2 in., then placed in a force-draft oven at the compaction temperature for the mixture and short-term aged for 2 hours. At one hour, stir Superpave mixtures making sure free binder and fines are scraped from the bottom and stirred evenly back into the mixture and place back in the oven. Other mixtures are aged with no stirring during the 2 hours.

'''403.3.1.1.6''' After aging, stir mixtures, scraping binder and fines from the pan, and ensure all components are uniformly incorporated into the mixture.

'''403.3.1.1.7''' The mixture shall be tested according to the appropriate test method.

'''403.3.1.1.8''' Percent voids of the mixture (V<sub>a</sub>) shall be calculated as follows:

:<math>V_a=\left(1-\frac{G_{mb}}{G_{mm}}\right)x100</math>

'''403.3.1.1.9''' Percent voids in mineral aggregate (VMA) shall be calculated as follows:

:<math>VMA=100-\left(\frac{G_{mb}xP_s}{G_{sb}}\right)x100</math>

:Where:
:P<sub>s</sub> = Percent stone in mixture = 100 – Percent AC
:G<sub>sb</sub> = Bulk specific gravity of combined aggregate fractions
::<math>G_{sb} = \frac{P_1+P_2+...P_n}{\frac{P_1}{G_1}+\frac{P_2}{G_2}+...\frac{P_n}{G_n}}</math>

::Where:
::P<sub>1</sub>, P<sub>2</sub>, P<sub>n</sub> = Bin percentages by mass of aggregate
::G<sub>1</sub>, G<sub>2</sub>, G<sub>n</sub> = Individual bulk specific gravities of aggregate

'''403.3.1.1.10''' Percent aggregate voids filled with asphalt binder (VFA) shall be calculated as follows:

:<math>VFA=\left(1-\frac{V_a}{VMA}\right)x100</math>

'''403.3.1.1.11''' Limestone-Porphyry (LP) and SMA mixtures with porphyry requirements by volume of the plus No. 8 material shall be calculated as follows:

:<math>\%Porphyry_{+No.8}=\left[\frac{\frac{\%R_{P1+No.8}}{G_{P1}}+\frac{\%R_{P2+No.8}}{G_{P2}}...+\frac{\%R_{Pn+No.8}}{G_{Pn}}}{\frac{\%R_{1+No.8}\times\;P_1}{G_1}...+\frac{\%R_{n+No.8}\times\;P_n}{G_n}+\frac{\%R_{P1+No.8}\times\;P_{P1}}{G_{P1}}...+\frac{\%R_{Pn+No.8}\times\;P_{Pn}}{G_{Pn}}}\right\rbrack\times\;100</math>

:Where:
:%R<sub>1+No.8</sub>, %R<sub>2+No.8</sub>, %R<sub>n+No.8</sub> = Percent of plus #8 non-porphyry aggregate.(100-P<sub>#8</sub>)
:G<sub>1</sub>, G<sub>2</sub>, G<sub>n</sub> = Bulk specific gravity of non-porphyry material by AASHTO T 85.

:%R<sub>P1+No.8</sub>, %R<sub>P2+No.8</sub>, %R<sub>Pn+No.8</sub> = Percent of plus #8 porphyry aggregate. (100-P<sub>#8</sub>)
:G<sub>P1</sub>, G<sub>P2</sub>, G<sub>Pn</sub> = Bulk specific gravity of porphyry material by AASHTO T 85.

====403.3.1.2 Field Compacted Density Samples====
Samples, as submitted from the field, may be routine or Independent Assurance Samples. Tests and calculations shall consist of specific gravity and percent density. Test results and calculations shall be recorded on work Forms "Asphaltic Concrete (Field Sample)" and "Report of Tests on Sample of Asphaltic Concrete".

Specific gravity of the field compacted sample shall be determined in accordance with AASHTO T166 except cores to be averaged may be tested as one sample or individually.

Percent density of the compacted sample shall be calculated as follows:

:<math>Percent Density=\frac{G_{mc}}{G_{mm}}\times\;100</math>

:Where:
:G<sub>mc</sub>=Specific Gravity of Sample

===403.3.2 Sample Record===
====403.3.2.1 Trial Mixtures====
The sample record shall be completed in AWP, as described in [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_General.docx AWP MA Sample Record, General], and shall indicate acceptance, qualified acceptance, or rejection. Appropriate remarks, as described in [[106.20 Reporting|EPG 106.20 Reporting]], are to be included in the remarks to clarify conditions of acceptance or rejection. Test results shall be reported on the appropriate templates under the Tests tab.

====403.3.2.2 Field Compacted Density Samples====
The sample record shall be completed in AWP, as described in [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_General.docx AWP MA Sample Record, General], and shall include a notation in the remarks, "Material submitted for the determinations indicated". Test results shall be reported on the appropriate templates under the Tests tab.

Category:1053 Concrete Sealer and Concrete Crack Filler

2024-12-13T15:58:15Z

Hoskir: /* 1053.1.4 Sampling */ updated link to 106.12

{|style="padding: 0.3em; margin-left:1px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="280px" align="right"
|-
|'''Form'''
|-
|[https://www.modot.org/sites/default/files/documents/construction_and_materials/material_qualified_product_listing/gs013f3.pdf GS-13 Form 3]
|}

This article establishes procedures for inspection, acceptance and reporting of concrete sealers for the protection of concrete against damage from deicing chemicals. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1053] for MoDOT’s specifications.

==1053.1 Procedure==

===1053.1.1 Pre-Acceptance Lists===
Manufacturers and Brand Names of concrete sealer will be placed on the [[106.1 Source of Supply and Quality Requirements#Materials|Pre-Acceptance Lists]] maintained by the Central Office in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 106].

===1053.1.2 Manufacturer and Brand Name Approval===
If a manufacturer desires to have material added to the Pre-Acceptance List of concrete sealer, a certification and guarantee must be submitted to Construction and Materials in accordance with the requirements of Sec 1053. Upon approval of the material, it will be placed on the Pre- Acceptance List.

===1053.1.3 Basis of Acceptance===
The components may be accepted by certification. Certification for components shall declare the original source of the material and what material is being provided.

===1053.1.4 Sampling===
Sampling and Testing shall be in accordance with [[106.12_Qualified_Lists_(QL)_and_Pre-Acceptance_Lists_(PAL)|EPG 106.12 Qualified Lists (QL) and Pre-Acceptance Lists (PAL)]].

==1053.2 Report (Records)==

The manufacturer shall submit to Construction and Materials a certified test report from an approved testing laboratory showing specific test results in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1053].

Material purchased for maintenance work may be accepted solely on the basis of the manufacturer and brand being on the Pre-Acceptance List or on label analysis, certification or detailed invoice for components. District materials will report the receipt and acceptance of the material in AASHTOWARE Project (AWP) and will mark the containers with the Sample ID number they assign.

Where to Find Construction and Materials Functions

2024-12-13T15:55:14Z

Hoskir: /* EPG articles from General Section 1 thru 18 */ updated link to 106.12

{|border="4" align="right"
|-style="background:salmon"
|[[:Category:106 Control of Material|'''Return to Control of Material''']]
|}

==Field Inspection Guidance EPG articles from the former Construction and Materials Manual, Volume 1==

===EPG articles from General Section 1 thru 18===
[[:Category:106 Control of Material#Abbreviations and definitions|Definitions of Terms]]

[[:category: 132 Safety|132 Safety]]

[[106.3 Samples, Tests and Cited Specifications#106.3.1 Sampling|106.3.1 Sampling]]

[[106.20 Reporting#106.20.11 Internal Material Records|106.20.11 Internal Material Records]].

[[:category:106.3.2 Material Inspection Test Methods|106.3.2 Test Methods]]

[[106.19 Materials Acceptance#106.19.1 Certifications|106.19.1 Certifications]]

[[106.20 Reporting|106.20 Reporting]]

[[106.21 Summary of Materials Inspected|106.21 Summary of Materials Inspected]]

[[106.24 Purchase Order Items|106.24 Purchase Order Items]]

[[106.4 Plant Inspections|106.4 Plant Inspections]]

[[106.22 Material Inspection Revisions|106.22 Material Inspection Revisions]]

[[106.12_Qualified_Lists_(QL)_and_Pre-Acceptance_Lists_(PAL)|106.12 Qualified Lists (QL) and Pre-Acceptance Lists (PAL)]]

[[106.12 Pre-Acceptance Lists (PAL)#106.12.4 PAL Inspection Guide|106.12.4 PAL Inspection Guide]]

[[106.12 Pre-Acceptance Lists (PAL)|106.12 GS Forms]]

[[903.21 Material Inspection for Sec 903#903.21.4 Missouri Logo Sign Program|903.21.4 Missouri Logo Sign Program]]

[[106.11 Metric Implementation|106.11 Metric Implementation]]

[[106.16 Special Designs|106.16 Special Designs]]

[[106.15 Pipe Shipping Report Form|106.15 Pipe Shipping Report Forms]]

[[616.10 Product Requirements for Temporary Traffic Control Devices, Pavement Marking and Delineation|616.10 Product Requirements for Temporary Traffic Control Devices, Pavement Marking and Delineation]]

===EPG articles from Field Sections 10 through 28===

====FHWA Requirements====
[[:Category:123 Federal-Aid Highway Program#123.3.1 Independent Assurance Samples and Tests (IAS)|123.3.1 Independent Assurance Samples and Tests (IAS)]]

[[Independent Assurance Samples and Tests|Guide Schedule for Independent Assurance Samples]]

[[:Category:123 Federal-Aid Highway Program#123.3.2 Federal-Aid Acceptance Sampling and Testing (FAST)|123.3.2 Federal-Aid Acceptance Sampling and Testing (FAST)]]

[[Federal-Aid Acceptance Sampling and Testing|Federal-Aid Acceptance Sampling and Testing]]

[[:Category:123 Federal-Aid Highway Program#123.2 Construction Requirements|123.2 Construction Requirements]]

====Geotechnical====
[[320.1 Preliminary Geotechnical Report|320.1 Preliminary Geotechnical Report]]

[[320.2 Release of Subsurface Information|320.2 Release of Subsurface Information]]

[[320.3 Drilling Operations|320.3 Drilling Operations]]

[[320.4 Procedure for Final Sounding|320.4 Procedure for Final Sounding]]

[[320.5 Foundation Investigations|320.5 Foundation Investigations]]

[[320.6 Slide Investigations|320.6 Slide Investigations]]

[[320.7 Quarantine Regulations|320.7 Quarantine Regulations]]

===EPG articles from Field Section 100 (General Conditions of the Contract)===
[[:category:100 GENERAL#100.1 Construction Inspection Guidelines for MoDOT Organization and Committees|100.1 Department Organization Construction Materials]]

[[:category:100 GENERAL#100.2 Division of Construction and Materials|100.2 Division of Construction and Materials and Flowchart]]

[[:Category:123 Federal-Aid Highway Program #123.2 Construction Inspection Guidelines|123.2 Federal Highway Administration]]

[[104.13 Construction Inspection Guidance for Sec 104|104.13 Value Engineering]]

[[:category:106 Control of Material|Opening paragraphs of EPG 106 Control of Material]]

[[:Category:107 Legal Relations and Responsibility to the Public#107.18 Employee Use of Vehicles|107.18 Employee Use of Vehicles]]

[[:Category:108 Prosecution and Progress|108 Construction Inspection Guidelines for the Project Office]]

[[:category:110 State and Federal Wage Rates and Other Requirements#Construction Inspection Guidelines for Sec 110|110 Bidding Requirements and Conditions]]

[[103.1 Bid Opening and Award Process#103.1.11 Recommendation for Award or Rejection of Bids|103.1.11 Award and Execution of Contract]]

[[104.13 Construction Inspection Guidance for Sec 104#Guidance about Alterations in the Contract|104.13 Scope of Work]]

[[:Category:113 Construction Inspection Guidance for Contractor's Claims|113 Contractor’s Claims]]

[[:Category:108 Prosecution and Progress#108.7.1 Extensions or Adjustments of Time|108.7.1 Extensions or Adjustments of Time]]

[[:Category:107 Legal Relations and Responsibility to the Public|107 Legal Relations and Responsibility]]

[[:Category:107 Legal Relations and Responsibility to the Public#107.1.2 Political Activity (Hatch Act)|107.2 Public Activity Hatch Act]]

[[:Category:135 Public Relations for Construction Activities|135 Public Relations]]

[[135.3 Inter-Departmental Relations|135.3 Inter-Department Relations]]

[[:Category:110 State and Federal Wage Rates and Other Requirements#110.2 Federal-Aid Projects (Guidance for Sec 110.2)|110.2 Federal-Aid Projects (Guidance for Sec 110.2)]]

[[:Category:110 State and Federal Wage Rates and Other Requirements|110 State and Federal Wage Rates and Other Requirements]]

[[:Category:110 State and Federal Wage Rates and Other Requirements#110.5.2 Equal Employment Opportunity|110.5.2 Equal Employment Opportunity]]

[[132.3 Construction Inspection Guidelines for Safety Precautions|132.3 Safety Precautions]]

[[:Category:108 Prosecution and Progress|108 Prosecution and Progress]]

[[104.13 Construction Inspection Guidance for Sec 104#104.13.2 Use of Materials Found on the Right of Way|104.13.2 Use of Materials Found on the Right of Way]]

[[127.2 Historic Preservation and Cultural Resources#127.2.2 Construction Inspection Guidance|127.2.2 Archeological and Paleontological Salvage]]

[[127.24 Speleological Findings|127.24 Speleological Findings]]

[[:category:105 Control of Work#105.22 Duties of the District Construction and Materials Engineer|105.22 Duties of the District Construction and Materials Engineer]]

[[:category:105 Control of Work|105 Control of Work]]

[[:category:137 Construction Inspection Guidance for Records to be Maintained|137 Records to be Maintained]]

[[238.4 Construction Surveying|238.4 Field Work and Staking]]

[[643.2 Local Utility Adjustments - Public and Private#643.2.2 Construction Inspection Guidelines for Utilities|643.2 Utilities]]

===EPG articles from Field Section 200 (Earthwork)===

[[:category:200 GEOMETRICS#200.1 Construction Inspection Guidance for Grading and Removals|200.1 Construction Inspection Guidance for Grading and Removals]]

[[:Category:201 Clearing and Grubbing #Construction Inspection Guidelines for Sec 201|201 Clearing and Grubbing]]

[[:Category:202 Removal of Buildings and Structures# 202.5 Construction Inspection Guidelines for Sec 202|202.5 Removal of Buildings and Structures]]

[[:Category:203 Roadway and Drainage Excavation, Embankment and Compaction# 203.1 Construction Inspection Guidance for Sec 203|203.1 Roadway and Drainage Excavation, Embankment and Compaction]]

[[:Category:204 Embankment Monitoring|204 Embankment Monitoring]]

[[:Category:206 Excavation for Structures# 206.4 Construction Inspection Guidelines for Sec 206|206.4 Excavation for Structures]]

[[:Category:207 Linear Grading# 207.7 Construction Inspection Guidelines for Sec 207|207.7 Linear Grading]]

[[:Category:208 Interception Ditch|208 Interception Ditch]]

[[:Category:209 Subgrade Preparation|209 Subgrade Preparation]]

===EPG articles from Field Section 300 (Bases and Aggregate Surfaces)===
[[:Category:300 BASES#300.2 Construction Inspection for Bases and Aggregate Surfaces|300.2 Bases and Aggreage Surfaces]]

[[:Category:302 Stabilized Permeable Base|302 Stabilized Permeable Base]]

[[:Category:303 Rock Base|303 Rock Base]]

[[:Category:304 Aggregate Base Course|304 Aggregate Base Course]]

[[:Category:310 Aggregate Surface|310 Aggregate Surface]]

===EPG articles from Field Section 400 (Flexible Pavements)===
[[:Category:460 General Requirements for Bituminous Construction|460 General Requirements for Bituminous Construction]]

[[:Category:401 Bituminous Base and Pavement#401.2 Construction Inspection for Sec 401|401.2 Bituminous Base and Pavement]]

[[:Category:402 Bituminous Surface Leveling#402.2 Construction Inspection for Sec 402|402.2 Bituminous Surface Leveling]]

[[:Category:403 Asphaltic Concrete Pavement|403 Asphaltic Concrete Pavement]]

:[http://epg.modot.org/files/e/ed/403_QAQC_Questions_and_Answers.pdf Sec 403 Questions and Answers]

[[:Category:404 Bituminous Mixing Plants|404 Bituminous Mixing Plants]]

[[:Category:407 Tack Coat|407 Tack Coat]]

[[:Category:408 Prime Coat|408 Prime Coat]]

[[:Category:409 Seal Coat|409 Seal Coat]]

[[:Category:413 Surface Treatments and Preventive Maintenance|413 Surface Treatments and Preventive Maintenance]]

===EPG articles from Field Section 500 (Rigid Pavements)===

[[:Category:501 Concrete|501 Concrete]]

[[:Category:502 Portland Cement Concrete Base and Pavement|502 Portland Cement Concrete Base and Pavement]]

[[:Category:503 Bridge Approach Slabs#503.5 Construction Inspection Guidance for Sec 503|503.5 Bridge Approach Slabs]]

[[:Category:504 Concrete Approach Pavement|504 Concrete Approach Pavement]]

[[:Category:505 Bridge Deck Concrete Wearing Surface|505 Bridge Deck Concrete Wearing Surface]]

[[:Category:506 Concrete Overlays for Pavement#506.2 Construction Inspection (for Sec 506)|506.2 Concrete Overlays for Pavement]]

===EPG articles from Field Section 600 (Incidental Construction)===

[[:Category:601 Field Laboratories|601 Field Laboratories]]

[[:Category:602 Drain and Right of Way Markers#Construction Inspection Guidelines for Sec 602|602 Drain and Right of Way Markers]]

[[:Category:603 Water Line Installation|603 Water Line Installation]]

[[:Category:604 Miscellaneous Drainage|604 Miscellaneous Drainage]]

[[:Category:605 Underdrainage#605.2 Construction Inspection|605 Underdrainage]]

[[:Category:606 Guardrail and Guard Cable#Construction Inspection Guidelines for Sec 606|606 Guardrail]]

[[:Category:608 Concrete Median, Median Strip, Sidewalk, Curb Ramps, Steps and Paved Approaches#608.6 Construction Inspection Guidelines for Sec 608|608 Concrete Median, Median Strip, Sidewalk, Curb Ramps, Steps and Paved Approaches]]

[[609.3 Material Inspection for Sec 609|609.3 Paved Drainage]]

[[:Category:611 Embankment Protection|611.1-611.4 Embankment Protection]]

[[:Category:612 Impact Attenuators#612.3 Construction Inspection Guidelines for Sec 612|612 Impact Attenuators]]

[[:Category:613 Pavement Repair|613 Pavement Repair]]

[[616.18 Construction Inspection Guidelines for Sec 616|616.18 Temporary Traffic Control]]

[[617.2 Construction Inspection Guidelines for Sec 617|617.2 and 617.3 Traffic Barrier]]

[[620.12 Construction Inspection for Sec 620|620.12 Pavement Marking]]

[[620.14 3M Installation Contract|620.14 3M Installation Contract]]

[[:Category:621 Flowable Backfill|621 Flowable Backfill]]

[[:Category:622 Pavement and Bridge Surface Removal and Texturing#622.2.1 Construction Inspection for Diamond Grinding of Existing Portland Cement Concrete Pavement (Sec 622.30)|622 Pavement and Bridge Surface Removal and Texturing]]

[[:Category:625 Slab Stabilization|625 Slab Stabilization]]

[[626.3 Construction Inspection Guidelines for Sec 626|Shoulder Rumble Strips]]

[[:Category:627 Contractor Surveying and Staking#Construction Inspection Guidelines for Sec 627|627 Contractor Surveying and Staking]]

===EPG articles from Field Section 700 (Structures)===
[[:Category:700 STRUCTURES AND HYDRAULICS#700.2 General Construction Inspection for Division 700|700 Structures and Hydraulics]]

[[:Category:701 Drilled Shafts|701 Drilled Shafts]]

[[:Category:702 Load-Bearing Piles#702.1 Construction Inspection for Sec 702|702 Load-Bearing Piles]]

[[:Category:703 Concrete Masonry Construction|703 Concrete Masonry Construction]]

[[:Category:704 Concrete Masonry Repair|704 Concrete Masonry Repair]]

[[:Category:705 Prestressed Concrete Members for Bridges#705.1 Construction Inspections for Sec 705|705 Prestressed Concrete Members for Bridges]]

[[:Category:706 Reinforcing Steel for Concrete Structures|706.1 Reinforcing Steel for Concrete Structures]]

[[:Category:707 Conduit System on Structure|707 Conduit System on Structure]]

[[:Category:710 Epoxy Coated Reinforcing Steel|710.1 Epoxy Coated Reinforcing Steel]]

[[:Category:711 Protective Coatings for Exposed Concrete Surfaces|711 Protective Coatings for Exposed Concrete Surfaces]]

[[:Category:712 Structural Steel Construction|712 Structural Steel Construction]]

[[:Category:713 Thrie Beam for Bridge Guardrail|713 Thrie Beam for Bridge Guardrail]]

[[:Category:715 Vertical Drain at End Bents|715 Vertical Drain at End Bents]]

[[:Category:718 Temporary Bridge|718 Temporary Bridge]]

[[:Category:720 Mechanically Stabilized Earth Wall Systems|720 Mechanically Stabilized Earth Wall Systems]]

[[:Category:725 Metal Pipe and Pipe-Arch Culverts|725.1 Metal Pipe and Pipe-Arch Culverts]]

[[:Category:726 Rigid Pipe Culverts|726.1 Rigid Pipe Culverts]]

[[:Category:727 Structural Plate Pipe and Structural Plate Pipe-Arch Culverts|727.1 Structural Plate Pipe and Structural Plate Pipe-Arch Culverts]]

[[:Category:728 Corrugated Polyvinyl Chloride Culvert Pipe|728.1 Corrugated Polyvinyl Chloride Culvert Pipe]]

[[:Category:730 Corrugated Polyethylene Pipe Culverts|730 Corrugated Polyethylene Pipe Culverts]]

[[:Category:731 Precast Reinforced Concrete Manholes and Drop Inlets#731.2 Construction Inspection for Sec 731|731.2 Precast Reinforced Concrete Manholes and Drop Inlets]]

[[:Category:732 Flared End Sections|732 Flared End Sections]]

[[:Category:733 Precast Concrete Box Culverts|733 Precast Concrete Box Culverts]]

===EPG articles from Field Section 800 (Roadside Development)===
[[:Category:801 Lime and Fertilizer#801.1 Construction Inspection Guidance for Sec 801|801.1 Lime and Fertilizer]]

[[:Category:802 Mulching|802 Mulching]]

[[:Category:803 Sodding|803 Sodding]]

[[:Category:804 Topsoil|804 Topsoil]]

[[:Category:805 Seeding#805.1 Construction Inspection Guidance for Sec 805|805 Seeding]]

[[:Category:806 Pollution, Erosion and Sediment Control#806.7 Construction Inspection Guidance for Sec. 806|806.6 and 806.7 Pollution, Erosion and Sediment Control]]

[[:Category:808 Planting Trees, Shrubs, and Other Plants|808 Planting Trees, Shrubs, and Other Plants]]

===EPG articles from Field Section 900 (Traffic Control Facilities)===

[[:Category:900 TRAFFIC CONTROL#900.2 Material Inspection for Traffic Control|900.2 Traffic Control]]

[[901.16 Construction Inspection Guidelines for Sec 901|901.16 Construction Inspection for Highway Lighting]]

[[901.17 Material Inspection for Sec 901|901.17 Material Inspection for Highway Lighting]]

[[902.19 Construction Inspection Guidelines for Sec 902|902.19 Construction Inspection Guidelines for Traffic Signals]]

[[902.20 Material Inspection for Sec 902|902.20 Material Inspection for Traffic Signals]]

[[903.22 Construction Inspection Guidelines for Sec 903|903.22 Construction Inspection Guidelines for Highway Signing]]

[[903.23 Material Inspection for Sec 903|903.23 Material Inspection for Highway Signing]]

[[:Category:904 Construction Inspection Guidance - Certification Requirements and Procedure for Lighting, Traffic Signals, Signs and Cathodic Protection|904 Construction Inspection Guidance for Certification Requirements and Procedure for Lighting, Traffic Signals, Signs and Cathodic Protection]]

[[:Category:239 Construction Inspection Guidelines for Final Plans|239 Construction Inspection Guidelines for Final Plans]]

===EPG articles from Field Section 1000 (Materials Details)===
[[:Category:1000 MATERIALS|Historical Materials Spec Guidances]]

[[:Category:1001 General Requirements for Material|1001 General Requirements for Material]]

[[:Category:1002 Aggregate for Asphaltic Concrete|1002 Aggregate for Asphaltic Concrete]]

[[:Category:1003 Aggregate for Seal Coats|1003 Aggregate for Seal Coats]]

[[:Category:1004 Graded Aggregate for Bituminous Surface|1004 Graded Aggregate for Bituminous Surface]]

[[:Category:1005 Aggregate for Concrete|1005 Aggregate for Concrete]]

[[:Category:1006 Aggregate for Surfacing|1006 Aggregate for Surfacing]]

[[:Category:1007 Aggregate for Base|1007 Aggregate for Base]]

[[:Category:1009 Aggregate for Drainage|1009 Aggregate for Drainage]]

[[:Category:1011 Geotextile|1011 Geotextile]]

[[:Category:1013 Miscellaneous Drainage Material|1013 Miscellaneous Drainage Material]]

[[:Category:1015 Bituminous Material|1015 Bituminous Material]]

[[:Category:1017 Ground Granulated Blast Furnace Slag|1017 Ground Granulated Blast Furnace Slag]]

[[:Category:1018 Fly Ash for Concrete|1018 Fly Ash for Concrete]]

[[:Category:1019 Cement|1019 Cement]]

[[:Category:1020 Corrugated Metallic-Coated Steel Culvert Pipe, Pipe-Arches and End Sections|1020 Corrugated Metallic-Coated Steel Culvert Pipe, Pipe-Arches and End Sections]]

[[:Category:1021 Bituminous-Coated Corrugated Metal Culvert Pipe and Pipe-Arches|1021 Bituminous-Coated Corrugated Metal Culvert Pipe and Pipe-Arches]]

[[:Category:1022 Corrugated Metallic-Coated Steel Pipe Underdrain|1022 Corrugated Metallic-Coated Steel Pipe Underdrain]]

[[:Category:1023 Structural Plate Pipe and Pipe-Arches|1023 Structural Plate Pipe and Pipe-Arches]]

[[:Category:1024 Corrugated Aluminum Alloy Culvert Pipe and Corrugated Aluminum Alloy Structural Plate|1024 Corrugated Aluminum Alloy Culvert Pipe and Corrugated Aluminum Alloy Structural Plate]]

[[:Category:1025 Corrugated Aluminum Alloy Pipe Underdrains|1025 Corrugated Aluminum Alloy Pipe Underdrains]]

[[:Category:1026 Reinforced Concrete Culvert Pipe|1026 Reinforced Concrete Culvert Pipe]]

[[:Category:1027 Polymer-Coated Corrugated Metal Culvert Pipe and Pipe-Arches|1027 Polymer-Coated Corrugated Metal Culvert Pipe and Pipe-Arches]]

[[:Category:1028 Corrugated Polyvinyl Chloride Culvert Pipe|1028 Corrugated Polyvinyl Chloride Culvert Pipe]]

[[:Category:1029 Fabricating Prestressed Concrete Members for Bridges|1029 Fabricating Prestressed Concrete Members for Bridges]]

[[:Category:1030 Vitrified Clay Sewer and Culvert Pipe|1030 Vitrified Clay Sewer and Culvert Pipe]]

[[:Category:1031 Clay Drain Tile|1031 Clay Drain Tile]]

[[:Category:1032 Precast Concrete Flared End Sections|1032 Precast Concrete Flared End Sections]]

[[:Category:1033 Precast Drainage Units|1033 Precast Drainage Units]]

[[:Category:1034 Reinforced Concrete Elliptical Culvert Pipe|1034 Reinforced Concrete Elliptical Culvert Pipe]]

[[:Category:1035 Reinforced Concrete Arch Culvert|1035 Reinforced Concrete Arch Culvert]]

[[:Category:1036 Reinforcing Steel for Concrete|1036 Reinforcing Steel for Concrete]]

[[:Category:1037 Sheer Connectors|1037 Sheer Connectors]]

[[:Category:1038 Bearing Pads for Structures|1038 Bearing Pads for Structures]]

[[:Category:1039 Epoxy Resin Material|1039 Epoxy Resin Material]]

[[:Category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material|1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material]]

[[:Category:1042 Highway Sign Material|1042 Highway Sign Material]]

[[:Category:1043 Fence Material|1043 Fence Material]]

[[:Category:1044 Posts for Markers and Delineators|1044 Posts for Markers and Delineators]]

[[:Category:1045 Paint for Structural Steel|1045 Paint for Structural Steel]]

[[:Category:1046 Pipe Liner|1046 Pipe Liner]]

[[:Category:1047 Corrugated Polyethylene Culvert Pipe|1047 Corrugated Polyethylene Culvert Pipe]]

[[:Category:1048 Pavement Marking Material|1048 Pavement Marking Material]]

[[:Category:1049 Precast Concrete Box Culverts|1049 Precast Concrete Box Culverts]]

[[:Category:1050 Lumber, Timber, Piling, Posts and Poles|1050 Lumber, Timber, Piling, Posts and Poles]]

[[:Category:1051 Slotted Drains|1051 Slotted Drains]]

[[:Category:1053 Concrete Sealer and Concrete Crack Filler|1053 Concrete Sealer and Concrete Crack Filler]]

[[:Category:1054 Concrete Admixtures|1054 Concrete Admixtures]]

[[:Category:1055 Concrete Curing Material|1055 Concrete Curing Material]]

[[:Category:1056 Concrete Tinting Material|1056 Concrete Tinting Material]]

[[:Category:1057 Material for Joints|1057 Material for Joints]]

[[:Category:1058 Polyethylene Sheeting|1058 Polyethylene Sheeting]]

[[:Category:1059 Protective Coating Material|1059 Protective Coating Material]]

[[:Category:1060 Electrical Conduit|1060 Electrical Conduit]]

[[:Category:1062 Pull and Junction Boxes|1062 Pull and Junction Boxes]]

[[:Category:1063 Temporary Traffic Control Devices|1063 Temporary Traffic Control Devices]]

[[:Category:1064 Temporary Concrete Traffic Barrier|1064 Temporary Concrete Traffic Barrier]]

[[:Category:1066 Mortars and Grout|1066 Mortars and Grout]]

[[:Category:1070 Water|1070 Water]]

[[:Category:1071 Asphalt Release Agents, Fiber Additives and Liquid Anti-strip Additives|1071 Asphalt Release Agents, Fiber Additives and Liquid Anti-strip Additives]]

[[:Category:1073 Joint Material for Structures|1073 Joint Material for Structures]]

===EPG articles from former Field Section 2000 (Maintenance Materials)===
[[:Category:1101 Materials Purchased by a Department Purchase Order|1101 Materials Purchased by a Department Purchase Order]]

[[:Category:1102 Antifreeze and Summer Coolant|1102 Antifreeze and Summer Coolant]]

[[:Category:1106 Carbide-Tipped Snowplow Blades|1106 Carbide-Tipped Snowplow Blades]]

[[:Category:1108 Blades Maintainer and Loader|1108 Blades Maintainer and Loader]]

[[:Category:1110 Calcium Chloride|1110 Calcium Chloride]]

[[:Category:1111 Herbicides, Soil Sterilants, Surfactants and Grass, Weed and Brush Killers|1111 Herbicides, Soil Sterilants, Surfactants and Grass, Weed and Brush Killers]]

[[:Category:1112 Lubricating Products|1112 Lubricating Products]]

[[:Category:1113 Double Boiled Linseed Oil and Mineral Spirits|1113 Double Boiled Linseed Oil and Mineral Spirits]]

[[:Category:1115 Polyethylene Plastic Pipe Liner|1115 Polyethylene Plastic Pipe Liner]]

[[:Category:1120 Yellow and White Traffic Marking Materials|1120 Yellow and White Traffic Marking Materials]]

[[:Category:1122 Glass Beads|1122 Glass Beads]]

[[:Category:1124 Sodium Chloride|1124 Sodium Chloride]]

[[:Category:1125 Liquid Calcium Chloride|1125 Liquid Calcium Chloride]]

[[:Category:1130 Traffic Signal Lamps|1130 Traffic Signal Lamps]]

[[:Category:1140 Polyethylene Bags|1140 Polyethylene Bags]]

[[:Category:1150 Diamond Saw Blades|1150 Diamond Saw Blades]]

[[:Category:1160 Qualified Cleaning Compounds|1160 Qualified Cleaning Compounds]]

[[:Category:1170 Drum-Like Channelizers|1170 Drum-Like Channelizers]]

[[:Category:1180 Bituminous Stockpile Patching Material|1180 Bituminous Stockpile Patching Material]]

[[:Category:1190 Graffiti Removers|1190 Graffiti Removers]]

==Laboratory Testing Guide EPG articles from the former Construction and Materials Manual, Volume 2==

===EPG articles from Soils and Geology Laboratory Sections===
[[320.1 Preliminary Geotechnical Report#320.1.5 Laboratory Testing|320.1 Preliminary Geotechnical Report – Soil Survey]]

[[320.1 Preliminary Geotechnical Report#320.1.6 Geotechnical Laboratory Testing|320.1 Preliminary Geotechnical Report – Soils and Geology Laboratory - Testing]]

[[320.7 Quarantine Regulations#320.7.3 Laboratory Procedure|320.7 Quarantine Regulations]]

===EPG articles not from 1000 Materials or Soils and Geology===
[[:Category:205 Modified Subgrade#205.2 Laboratory Testing Guidelines for Sec 205|205.2 Modified Subgrade]]

[[:Category:401 Bituminous Base and Pavement#401.4 Laboratory Procedures for Sec 401 Plant Mix Bituminous Pavement|401.4 and 401.5 Plant Mix Bituminous Base]]

[[:Category:304 Aggregate Base Course#304.3 Laboratory Testing for Sec 304|304.3 Aggregate Base Course]]

[[:Category:205 Modified Subgrade#205.2 Laboratory Testing Guidelines for Sec 205|205.2 Lime-Treated Base]]

[[:Category:309 Laboratory Testing Guidelines for Portland Cement Concrete Base|309 Laboratory Testing Guidelines for Portland Cement Concrete Base]]

[[:Category:401 Bituminous Base and Pavement#401.4 Laboratory Procedures for Sec 401 Plant Mix Bituminous Pavement|401.4 Plant Mix Bituminous Pavement]]

[[:Category:402 Bituminous Surface Leveling# 402.4 Laboratory Procedures for Sec 402| 402 Bituminous Surface Leveling]]

[[:Category:403 Asphaltic Concrete Pavement#403.3 Laboratory Procedures for Sec 403| 403.3 Asphaltic Concrete Pavement]]

[[:Category:409 Seal Coat#409.4 Laboratory Procedures for Sec 409|409.4 Seal Coat]]

[[:Category:413 Surface Treatments and Preventive Maintenance|413 Surface Treatments and Preventive Maintenance]]

[[:Category:603 Water Line Installation#603.3 Laboratory Testing Guidelines for Sec 603|603.3 Water Line Installation]]

[[614.3 Laboratory Testing Guidelines for Sec 614| 614.3 Drain Fittings]]

[[617.4 Laboratory Testing Guidelines for Sec 617|617.4 Concrete Median Barrier]]

[[:Category:647 Masonry Construction Laboratory Testing Guidelines|647 Masonry]]

[[:Category:702 Load-Bearing Piles#702.2 Laboratory Procedures for Sec 702|702.2 Bearing Pile]]

[[:Category:703 Concrete Masonry Construction#703.5 Laboratory Testing for Sec 703| 703.5 Concrete Masonry Construction]]

[[:Category:704 Concrete Masonry Repair#704.3 Laboratory Testing for Sec 704|704.3 Concrete Masonry Repair]]

[[:Category:705 Prestressed Concrete Members for Bridges#705.3 Laboratory Testing for Sec 705|705 Prestressed Concrete Members for Bridges]]

[[:Category:712 Structural Steel Construction#712.3 Lab Testing|712.3 Structural Steel Construction]]

[[:Category:714 Tube Type Aluminum Rail Laboratory Testing Guidelines|714 Tube Type Aluminum Rail]]

[[:Category:721 Concrete Crib-Type Retaining Walls Laboratory Testing Guidelines|721 Concrete Crib-Type Retaining Walls]]

[[801.2 Laboratory Testing Guidelines for Sec 801|801.2 Fertilizing]]

[[901.18 Laboratory Testing for Sec 901|901.18 Highway Lighting]]

[[902.15 Laboratory Testing Guidelines for Sec 902|902.15 Traffic Signals]]

[[903.22 Laboratory Testing Guidelines for Sec 903|903.22 Highway Signing]]

===EPG articles from 1000 Materials===
[[:Category:1001 General Requirements for Material#1001.10 Laboratory Testing for Sec 1001|1001.10 Aggregates -General]]

[[:Category:1002 Aggregate for Asphaltic Concrete#1002.5 Laboratory Testing for Sec 1002|1002.5 Aggregate for Asphaltic Concrete]]

[[:Category:1003 Aggregate for Seal Coats#1003.4 Laboratory Procedures for Sec 1003|1003.4 Aggregate for Seal Coats]]

[[:Category:1004 Graded Aggregate for Bituminous Surface#1004.4 Laboratory Procedures for Sec 1004|1004.4 Graded Aggregate for Bituminous Surface]]

[[:Category:1005 Aggregate for Concrete#1005.4 Laboratory Procedures for Sec 1005|1005.4 Aggregate for Concrete]]

[[:Category:1006 Aggregate for Surfacing#1006.4 Laboratory Procedure for Sec 1006 |1006.4 Aggregate for Surfacing]]

[[:Category:1007 Aggregate for Base#1007.4 Laboratory Testing for Sec 1007|1007.4 Aggregate for Base]]

[[:Category:1009 Aggregate for Drainage#1009.4 Laboratory Testing for Sec 1009|1009.4 Aggregate for Drainage]]

[[:Category:1015 Bituminous Material#1015.5 Laboratory Testing for Sec 1015|1015.5 Bituminous Material]]

[[:Category:1017 Ground Granulated Blast Furnace Slag#1017.4 Laboratory Testing for Sec 1017|1017.4 Ground Granulated Blast Furnace Slag]]

[[:Category:1018 Fly Ash for Concrete#1018.5 Laboratory Procedures for Sec 1018|1018.5 Fly Ash for Concrete]]

[[:Category:1019 Cement#1019.5 Laboratory Testing for Sec 1019|1019.5 Cement]]

[[1020.8 Laboratory Testing Guidelines for Sec 1020|1020.8 Corrugated Metallic-Coated Steel Culvert Pipe, Pipe-Arches and End Sections]]

[[:Category:1021 Bituminous-Coated Corrugated Metal Culvert Pipe and Pipe-Arches#1021.4 Laboratory Testing Guidelines for Sec 1021|1021.4 Bituminous-Coated Corrugated Metal Culvert Pipe and Pipe-Arches]]

[[:Category:1022 Corrugated Metallic-Coated Steel Pipe Underdrain#1022.4 Laboratory Testing Guidelines for Sec 1022|1022.4 Corrugated Metallic-Coated Steel Pipe Underdrain]]

[[:Category:1023 Structural Plate Pipe and Pipe-Arches#1023.5 Laboratory Testing Guidelines for Sec 1023|1023 Structural Plate Pipe and Pipe-Arches]]

[[:Category:1024 Corrugated Aluminum Alloy Culvert Pipe and Corrugated Aluminum Alloy Structural Plate#1024.4 Laboratory Testing Guidelines for Sec 1024|1024.4 Corrugated Aluminum Alloy Culvert Pipe and Corrugated Aluminum Alloy Structural Plate]]

[[:Category:1025 Corrugated Aluminum Alloy Pipe Underdrains#1025.4 Laboratory Testing Guidelines for Sec 1025|1025.4 Corrugated Aluminum Alloy Pipe Underdrains]]

[[1026.8 Laboratory Testing Guidelines for Sec 1026|1026.8 Reinforced Concrete Culvert Pipe]]

[[:Category:1027 Polymer-Coated Corrugated Metal Culvert Pipe and Pipe-Arches#1027.4 Laboratory Testing Guidelines for Sec 1027|1027.4 Polymer-Coated Corrugated Metal Culvert Pipe and Pipe-Arches]]

[[1028.5 Laboratory Testing Guidelines for Sec 1028|1028.5 Corrugated Polyvinyl Chloride Culvert Pipe]]

[[:Category:1030 Vitrified Clay Sewer and Culvert Pipe#1030.4 Laboratory Testing Guidelines for Sec 1030|1030.4 Vitrified Clay Sewer and Culvert Pipe]]

[[:Category:1031 Clay Drain Tile#1031.4 Laboratory Testing Guidelines for Sec 1031|1031.4 Clay Drain Tile]]

[[1032.3 Laboratory Testing Guidelines for Sec 1032|1032.3 Precast Concrete Flared End Sections]]

[[1033.4 Laboratory Testing Guidelines for Sec 1033|1033.4 Precast Drainage Units]]

[[:Category:1034 Reinforced Concrete Elliptical Culvert Pipe#1034.4 Laboratory Testing Guidelines for Sec 1034|1034.4 Reinforced Concrete Elliptical Culvert Pipe]]

[[1035.4 Laboratory Testing Guidelines for Sec 1035|1035.4 Reinforced Concrete Arch Culvert]]

[[1036.7 Laboratory Testing for Sec 1036|1036.7 Reinforcing Steel for Concrete]]

[[1039.4 Laboratory Testing Guidelines for Sec 1039|1039.4 Epoxy Resin Material]]

[[1040.5 Laboratory Testing Guidelines for Sec 1040|1040.5 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material]]

[[1042.2 Laboratory Testing Guidelines for Sec 1042|1042.2 Highway Sign Material]]

[[1043.5 Laboratory Testing Guidelines for Sec 1043|1043.5 Fence Material]]

[[1044.5 Laboratory Testing Guidelines for Sec 1044|1044.5 Posts for Markers and Delineators]]

[[1045.6 Laboratory Testing Guidelines for Sec 1045|1045.6 Paint for Structural Steel]]

[[1047.6 Laboratory Testing Guidelines for Sec 1047|1047.6 Corrugated Polyethylene Culvert Pipe]]

[[1048.3 Laboratory Testing Guidelines for Sec 1048|1048.3 Pavement Marking Material]]

[[1049.4 Laboratory Testing Guidelines for Sec 1049|1049.4 Precast Concrete Box Culverts]]

[[1050.5 Laboratory Testing Guidelines for Sec 1050|1050.5 Lumber, Timber, Piling, Posts and Poles]]

[[1054.3 Laboratory Testing Guidelines for Sec 1054|1054.3 Concrete Admixtures]]

[[1055.4 Laboratory Testing Guidelines for Sec 1055|1055.4 Concrete Curing Material]]

[[1057.4 Laboratory Testing for Sec 1057|1057.4 Material for Joints]]

[[1059.4 Laboratory Testing Guidelines for Sec 1059|1059.4 Protective Coating Material]]

[[1060.4 Laboratory Testing Guidelines for Sec 1060|1060.4 Electrical Conduit]]

[[1066.4 Laboratory Testing Guidelines for Sec 1066|1066.4 Mortars and Grout]]

[[1070.3 Laboratory Testing Guidelines for Sec 1070|1070.3 Water]]

===EPG articles from 1100 Maintenance Materials===
[[:Category:1101 Materials Purchased by a Department Purchase Order|1101 Materials Purchased by a Department Purchase Order]]

[[:Category: 1102 Antifreeze and Summer Coolant#1102.2 Laboratory Testing Guidelines|1102.2 Antifreeze and Summer Coolant]]

[[:Category:1106 Carbide-Tipped Snowplow Blades#1106.4 Laboratory Testing Guidleines|1106.4 Carbide-Tipped Snowplow Blades]]

[[:Category: 1108 Blades Maintainer and Loader#1108.4 Laboratory Testing Guidelines|1108.4 Blades Maintainer and Loader]]

[[:Category: 1110 Calcium Chloride#1110.4 Laboratory Testing Guidelines|1110.4 Calcium Chloride]]

[[:Category: 1113 Double Boiled Linseed Oil and Mineral Spirits#1113.3 Laboratory Testing Guidelines|1113.3 Double Boiled Linseed Oil and Mineral Spirits]]

[[:Category:1120 Yellow and White Traffic Marking Materials#1120.3 Laboratory Testing Guidelines|1120 Yellow and White Traffic Marking Materials]]

[[:Category:1122 Glass Beads#1122.4 Laboratory Testing Guidelines|1122 Glass Beads]]

[[:Category: 1124 Sodium Chloride#1124.4 Laboratory Testing Guidelines|1124.4 Sodium Chloride]]

[[:Category: 1125 Liquid Calcium Chloride#1125.4 Laboratory Testing Guidelines|1125.4 Liquid Calcium Chloride]]

[[:Category:1130 Traffic Signal Lamps#1130.2 Laboratory Testing Guidelines|1130.2 Traffic Signal Lamps]]

[[:Category:1136 Modified Urethane or Polyurethane Elastomeric Coating|1136 Modified Urethane or Polyurethane Elastomeric Coating]]

==Automation Guide EPG article from the former Construction and Materials Manual, Volume 3==
[[106.20 Reporting#106.20.1.1 Automation Section|106.20.1.1 Automation Section]]

==Payment Documentation==
[[:Category:109 Payment Documentation Policy|109 Payment Documentation Policy]]

==MoDOT Test Methods==
[[:Category:106.3.2 Material Inspection Test Methods|106.3.2 Material Inspection Test Methods]]

== Approved and Pre-Qualified Lists ==
[[106.1 Source of Supply and Quality Requirements|106.1 Source of Supply and Quality Requirements]]

==Pre-Acceptance Lists (PAL)==
[[106.12 Pre-Acceptance Lists (PAL)| 106.12 Pre-Acceptance Lists (PAL) and Forms]]

==New Product Evaluation==
[[106.17 New Product Evaluation|106.17 New Product Evaluation]]

==Technician Certification Program==
[[106.18 Technician Certification Program|106.18 Technician Certification Program]]

==Materials General Services Special Provisions==
[http://www.modot.mo.gov/business/materials/pdf/mgs/MGSINDEX.pdf Materials General Services Special Provisions (MGS) By Subject]

Category:1055 Concrete Curing Material

2024-12-13T15:34:42Z

Hoskir: updated links to 106.12

[[image:1055.jpg|right|400px]]
This article establishes procedures for the inspection, [[106.3 Samples, Tests and Cited Specifications#106.3.1 Sampling|sampling]] and reporting of clear or transparent liquid curing compound, white pigmented curing compound, dissipating curing compound, waterproof paper, white polyethylene-burlap sheeting and burlap and mats. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1055] for MoDOT’s specifications.

For Laboratory testing and sample reporting procedures, refer to [[1055.4 Laboratory Testing Guidelines for Sec 1055|EPG 1055.4 Laboratory Testing Guidelines for Sec 1055]].

==1055.1 Apparatus==

a) Clear or Transparent Liquid and White Pigmented Curing Compounds. The sample containers for materials shown in [[:Category:1055 Concrete Curing Material#1055.2.1.1 Pre-Acceptance Lists|EPG 1055.2.1.1 Pre-Acceptance Lists]] and [[:Category:1055 Concrete Curing Material#1055.2.1.2 Manufacturer and Brand Name Approval|EPG 1055.2.1.2 Manufacturer and Brand Name Approval]] shall be one quart (1 liter) friction top lined cans which are dry and free from contamination. All sample containers, labeling, and marking materials are to be as described in [[106.3 Samples, Tests and Cited Specifications#106.3.1.2.3 Rush Tests|EPG 106.3.1.2.3 Rush Tests]] and [[106.3 Samples, Tests and Cited Specifications#106.3.1.3 Sampling Supplies|EPG 106.3.1.3 Sampling Supplies]].
{|style="padding: 0.3em; margin-left:1px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="280px" align="right"
|-
|'''Form'''
|-
|[https://www.modot.org/sites/default/files/documents/construction_and_materials/material_qualified_product_listing/gs013f3.pdf GS-13 Form 3]
|-
|'''MGS Information'''
|-
|[https://www.modot.org/general-services-specifications-mgs-subject Current General Services Specifications (MGS) By Subject]
|}

==1055.2 Procedure==

===1055.2.1 Clear or Transparent Liquid and White Pigmented Curing Compounds===

====1055.2.1.1 Pre-Acceptance Lists====
Manufacturers and Brand Names of white pigmented liquid membrane curing compounds and clear or transparent liquid membrane curing compounds will be placed on the Pre-Acceptance List maintained by the State Construction and Materials Engineer upon completion of testing in AASHTO Product Evaluation and Audit Solutions Concrete Curing Compounds program and meets the applicable specification. These lists are found in the Pre-Acceptance Lists & PAL Forms and on MoDOT’s web site.

====1055.2.1.2 Manufacturer and Brand Name Approval====
If a manufacturer desires to have material added to the Pre-Acceptance List of qualified curing compounds, a certification and guarantee must be submitted to the State Construction and Materials Engineer in accordance with the requirements of [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1055]. The certification and guarantee shall be accompanied by a one-quart (1 liter) sample of curing compound. Upon approval of the curing compound, it will be placed on the applicable list.

====1055.2.1.3 Basis of Acceptance====
Material is accepted by the PAL criteria as indicated in [[106.12_Qualified_Lists_(QL)_and_Pre-Acceptance_Lists_(PAL)|EPG 106.12 Qualified Lists (QL) and Pre-Acceptance Lists (PAL)]]. The State Construction and Materials Engineer will retain the original certification and guarantee. Additional certification is not necessary if the manufacturer and brand of material is clearly identified on the container or the documentation included with bulk shipments.

All storage tanks shall provide a means for sampling and for mechanical mixing to prevent settling of material. In addition, a project storage tank shall provide a metering device so that all material for the project may be metered into the spray apparatus to determine coverage rates. Material stored for the project shall be mixed thoroughly by the means designated by the manufacturer, prior to unloading for use at the paving site. Only approved material of the same brand and manufacturer may be mixed in any transport or storage.

====1055.2.1.4 Sampling====
Samples may be taken at the manufacturing plant, warehouse or, if necessary, at the point of delivery. The sample should be taken from a single container (or from the flow line while filling a single container) representing a specific container for each lot, batch or other unit of production in a shipment.

====1055.2.1.5 Manufacturing Facility====
Each curing compound manufacturer will be assigned to a district office for Facility Review, Sampling and Testing in accordance with [[106.12_Qualified_Lists_(QL)_and_Pre-Acceptance_Lists_(PAL)|EPG 106.12 Qualified Lists (QL) and Pre-Acceptance Lists (PAL)]]. During the visit, samples of material available at the facility shall be obtained. Material originating too far from the assigned district’s office is subject to sampling at an intermediate location or at the job site. It is the assigned district’s responsibility to verify with the supplier that the location selected for sampling is acceptable to the supplier as a location from which a valid PAL source sample may be obtained.

====1055.2.1.6 Sample====
A sample of curing compound shall consist of one quart (1 liter) of material in a metal friction top lined can. All samples shall be obtained by the manufacturer or contractor’s agent in accordance with the manufacturer’s sampling instructions. The inspector will observe the sampling process. The sample shall be recorded through AASHTOWARE Project (AWP) showing the manufacturer's name, the brand name and designation of the material, lot number, net quantity represented, and the location where the sample was obtained using the Sampled From and Sample Origin fields of AWP. The Other tab is also used for a Mixing Facility. The PAL ID number obtained by the supplier in accordance with EPG 1055.3.1 Clear or Transparent Liquid and White Pigmented Curing Compounds should be recorded in Site Manager in the “Link To” field.

===1055.2.2 Dissipating Curing Compound===

====1055.2.2.1 Manufacturer and Brand Name Approval====
The list of qualified dissipating curing compounds is found in the Job Special Provision (formerly Bridge Special Provision) in the contract.

====1055.2.2.2 Basis of Acceptance====
Material is accepted based upon inclusion on the qualified list. Certification is not necessary if the manufacturer and brand of material is clearly identified on the container or the documentation included with the bulk shipments.

All storage tanks shall provide a means for sampling and for mechanical mixing to prevent settling of material. In addition, a project storage tank shall provide a metering device so that all material for the project may be metered into the spray apparatus to determine coverage rates. Material stored for the project shall be mixed thoroughly by the means designated by the manufacturer, prior to unloading for use at the job site. Only approved material of the same brand and manufacturer may be mixed in any transport or storage.

If the shipper requests, the material will be assigned a PAL ID per EPG 1055.3.1 Clear or Transparent Liquid and White Pigmented Curing Compounds.

===1055.2.3 Waterproof Paper, White Polyethylene-Burlap Sheeting, and Burlap and Mats===

====1055.2.3.1 Basis of Acceptance====
The Supplier shall provide evidence that the Material conforms to the specifications as defined in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1055].

====1055.2.3.2 Sampling====
Sampling will be designated by the State Construction and Materials Engineer or when specification compliance is suspect. When a shipment is sampled, the number of rolls to be sampled is one-half the square root of the number of rolls, rounded to the nearest whole number, in the shipment. A sample is to consist of a strip 18 in. (450 mm) long by the width of the roll and is to be cut at least 5 ft. (1500 mm) from the end of the roll. The samples are to be submitted to the Laboratory for testing and identified through AWP.

==1055.3 Sample Record ==

===1055.3.1 Clear or Transparent Liquid and White Pigmented Curing Compounds===

Test results shall be reported by the Laboratory in accordance with [[1055.4 Laboratory Testing Guidelines for Sec 1055|EPG 1055.4 Laboratory Testing Guidelines for Sec 1055]] and [[106.12_Qualified_Lists_(QL)_and_Pre-Acceptance_Lists_(PAL)|EPG 106.12 Qualified Lists (QL) and Pre-Acceptance Lists (PAL)]].

For material shipped directly to a job site by a supplier, the supplier shall notify the State Construction and Materials Engineer prior to shipment using [https://www.modot.org/sites/default/files/documents/construction_and_materials/material_qualified_product_listing/gs013f3.pdf GS-13 Form 3]. When complete and correct information on the shipment is provided to the State Construction and Materials Engineer, a PAL ID number will be assigned to the material. That number shall be attached to the material or container and stay with the material until it is consumed.

Material purchased for maintenance work may be accepted solely on the basis of the PAL supplier, or manufacturer and brand being on the Pre-Acceptance List. District materials will report the receipt and acceptance of the material in AWP and will mark the material or containers with the sample ID number they assign.

===1055.3.2 Dissipating Curing Compound===

A sample record as described in [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_General.docx AWP MA Sample Record, General] and including the Free Form Test will be created for any material accepted on the job on the basis of certifications, label, or invoice.

If the shipper requests, the material will be assigned a PAL ID per EPG 1055.3.1 Clear or Transparent Liquid and White Pigmented Curing Compounds.

===1055.3.3 Waterproof Paper, White Polyethylene-Burlap Sheeting, and Burlap and Mats===

Test results shall be reported by the Laboratory in accordance with [[1055.4 Laboratory Testing Guidelines for Sec 1055|EPG 1055.4 Laboratory Testing Guidelines for Sec 1055]] and [[106.12_Qualified_Lists_(QL)_and_Pre-Acceptance_Lists_(PAL)|EPG 106.12 Qualified Lists (QL) and Pre-Acceptance Lists (PAL)]].

Category:1057 Material for Joints

2024-12-13T15:29:37Z

Hoskir: /* 1057.2.3 Basis of Acceptance */ updated link to 106.12

{|style="padding: 0.3em; margin-left:1px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="280px" align="right"
|-
|'''MGS Information'''
|-
|[https://www.modot.org/general-services-specifications-mgs-subject Current General Services Specifications (MGS) By Subject]
|}

This guidance establishes procedures for inspecting, [[106.3 Samples, Tests and Cited Specifications#106.3.1 Sampling|sampling]], testing and reporting materials for joints. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1057] for MoDOT's specifications.

For Laboratory testing and sample reporting procedures, refer to [[1057.4 Laboratory Testing for Sec 1057|EPG 1057.4 Laboratory Testing Guidelines for Sec 1057]].

==1057.1 Apparatus==
:(a) Rule with suitable graduations to accurately measure the material to be inspected.

:(b) Micrometer or vernier caliper capable of measuring to 0.0001 in. (0.00254 mm) and accurate to within at least 0.001 in. (0.0254 mm).

:(c) Balance or scale accurate to within 0.5 percent of the weight (mass) of the sample to be weighed.

==1057.2 Procedure==
===1057.2.1 Pre-Acceptance Lists===
Manufacturers and brand names (as applicable) of dowel bars, tie bars, hot pour elastic joint sealer, performed fiber expansion joint filler, plastic waterstop, rubber waterstop, copper sheeting for flashing, preformed sponge rubber expansion joint filler, plastic joint compound for pipe, and silicone sealant for joints will be placed on the [https://www.modot.org/materials Pre-Acceptance Lists] on the MoDOT website maintained by the Central Office in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 106]. These lists are found in the [http://www.modot.mo.gov/business/materials/pdf/PAL/PICK%20LIST%20OF%20PAL%20MATERIALS.pdf Material for Joints Pre-Acceptance List].

===1057.2.2 Manufacturer and Brand Name Approval===
If a manufacturer desires to have material added to the Pre-Acceptance List of material for joints, a certification and guarantee must be submitted to Central Office Construction and Materials in accordance with the requirements of Specification [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1057]. The certification and guarantee shall be accompanied by a sample of the material, if required by the specification, for laboratory testing. Upon approval of the material, it will be placed on the applicable list.

===1057.2.3 Basis of Acceptance===
Material is accepted by the PAL criteria as indicated in [[106.12_Qualified_Lists_(QL)_and_Pre-Acceptance_Lists_(PAL)|EPG 106.12 Qualified Lists (QL) and Pre-Acceptance Lists (PAL)]]. Central Office Construction and Materials will retain the original certification and guarantee. Additional certification is not necessary if the manufacturer and brand of material is clearly identified on the packaging or the documentation included with the shipment.

===1057.2.4 Sampling===
Each producer or supplier will be assigned to a district office for Facility Review, Sampling and Testing in accordance with [[106.12 Pre-Acceptance Lists (PAL)|EPG 106.12 Pre-Acceptance Lists (PAL)]]. During the visit, samples of material available at the facility should be obtained. Materials selected for sampling will typically be those that have been used in MoDOT work during the past month. Material originating at locations too far from the assigned district’s office is subject to sampling at an intermediate location or at the jobsite. It is the assigned district’s responsibility to coordinate with the supplier and other districts to assure the proper materials are sampled.

====1057.2.4.1 Dowel Bars====
[[image:1057.2.4.1.jpg|right|300px]]
Dowel bars for use in dowel supporting units shall be inspected in accordance with [[:Category:1036 Reinforcing Steel for Concrete|Reinforcing Steel for Concrete]]. In addition, the inspector shall ensure that the bars are smooth, round, and free of cutting burrs and other projections.

'''1057.2.4.1.1 Dowel Supporting Units.''' Dowel supporting units shall be inspected to ensure that approved bars are used to fabricate a unit meeting the requirements of [http://modot.mo.gov/business/standards_and_specs/documents/50210.pdf Standard Drawing 502.10].

'''1057.2.4.1.2 Graphite Grease.''' The free end of the dowel bar is given a coating of approved graphite grease. Graphite grease shall be applied in a manner that will result in a thorough covering of that section of the bar with a thin uniform coating. Graphite grease shall be accepted on the basis of manufacturer's certification or label analysis showing specification compliance. In many cases, this is performed in the field by the Resident Engineer. No testing or reporting is required. If the graphite grease containers do not show the necessary information and if certification cannot be obtained, samples are to be submitted to the Central Laboratory.

'''1057.2.4.1.3 Bondbreaker.''' An approved bondbreaker solution may be used to coat completed dowel bar basket units as an alternative to coating dowel bars with graphite grease. The units shall be pre-dipped and the bondbreaker should not be sprayed or field applied. The bondbreaker should be uniformly applied without excessive drips or thickness. Excessive dripping or thickness shall be cause for rejection. The bondbreaker shall be applied following manufacturer recommendations. Certification for the bondbreaker, showing the product name, manufacturer, and date of coating application, shall be provided by the dowel basket supplier.

====1057.2.4.2 Tie Bars====
Tie bars shall be round deformed steel reinforcing bars inspected in accordance with [[:Category:1036 Reinforcing Steel for Concrete|Reinforcing Steel for Concrete]] except that tie bars which are to be bent and straightened shall be Grade 40 (300) in accordance with AASHTO M 31.

====1057.2.4.3 Concrete Joint Sealer, Hot Poured Elastic Type====
A sample shall consist of the bulk container or one of the packaged parts of the bulk container (in the original manufacturer's container). A sample can also consist of a minimum of one gallon (4 liters) of material taken from the bulk container in a friction top container.

====1057.2.4.4 Preformed Fiber Expansion Joint Filler====
A sample shall consist of one piece, a minimum of 6 in. x 24 in. (150 mm x 600 mm). When the material is furnished in strips and the full sheet is not available for sampling, the sample width may be reduced from 6 in. (150 mm) to the width of the strip or a minimum of 4-1/2 in. (115 mm). For lesser widths, the material may be accepted by a manufacturer's certification to AASHTO M 213.

====1057.2.4.5 Plastic Waterstop====
A sample shall consist of two pieces, a minimum of 3 ft. (915 mm) long.

====1057.2.4.6 Rubber Waterstop====
A sample shall consist of two pieces, a minimum of 3 ft. (915 mm) long.

{| style="margin: 1em auto 1em auto" align="right"
|-
|+'''Bridge Joint Sealing - Silicone'''
|[[image:1057a.jpg|right|550px]]
|-
|[[image:1057b.jpg|right|550px]]
|}
====1057.2.4.7 Copper Sheeting for Flashing====
A sample shall consist of one piece, a minimum of 6 in. x 12 in. (150 mm x 300 mm).

====1057.2.4.8 Preformed Sponge Rubber Compound Expansion and Partition Joint Filler====
A sample shall consist of one piece, a minimum of 6 in. x 12 in. (150 mm x 300 mm).

====1057.2.4.9 Plastic Joint Compound for Vitrified Clay and Concrete Pipe====
A sample of trowel grade, bulk type compound shall consist of approximately one gallon (4 liters) of material in a friction top can. A sample of extruded rope or flat tape shall consist of approximately 0.5 lb (230 g) of material in a friction top can or other suitable airtight container. Primer, if required to be used with extruded rope or flat tape types to maintain the material in position while pipe sections are being joined, shall be checked to ensure that it has been recommended by the manufacturer of the joint material.

====1057.2.4.10 Silicone Expansion Joint Sealant====
A sample shall consist of two sets of tubes with 4 blending tips.

====1057.2.4.11 Silicone Joint Sealant for Saw Cut and Formed Joints====
A sample shall consist of two sets of tubes with 4 blending tips.

====1057.2.4.12 Backer Rod====
Backer rods shall be closed-cell as recommended by the silicone sealant manufacturer or shall be in accordance with ASTM D 5249, Type 3. A manufacturer’s certification will be provided by the contractor. No sampling or testing is necessary.

==1057.3 Report (Records)==
===1057.3.1 Samples===
Samples shall be recorded using AASHTOWARE Project (AWP) showing the manufacturer’s name, the brand name (as applicable), lot or heat number, net quantity represented, and the location where the sample was obtained using the Sampled From and Sample Origin fields of AWP. If the material is sampled after having a PAL ID assigned to it, the “Link To” field should be used to link the two sample records in AWP. Test results on random samples of material will be reported by the Central Laboratory.

===1057.3.2 Supplier Notification===
For material shipped directly to the jobsite by a supplier, the supplier shall notify Central Office Construction and Materials prior to shipment using [http://www.modot.mo.gov/business/materials/pdf/vol_1/GS013F3.pdf Form 3]. When complete and correct information on the shipment is provided to Central Office Construction and Materials, a PAL ID number will be assigned to the material. That number shall accompany the material in shipment and be immediately available until the material is consumed.

===1057.3.3 Material Purchased for Maintenance===
Material purchased for maintenance work will be accepted in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1057.2].

Category:1054 Concrete Admixtures

2024-12-13T15:26:25Z

Hoskir: updated links to 106.12

{|style="padding: 0.3em; margin-left:1px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="280px" align="right"
|-
|'''Forms'''
|-
|[https://www.modot.org/sites/default/files/documents/construction_and_materials/material_qualified_product_listing/gs013f2.pdf GS-13 Form 2]
|-
|[https://www.modot.org/sites/default/files/documents/construction_and_materials/material_qualified_product_listing/gs013f3.pdf GS-13 Form 3]
|-
|'''MGS Information'''
|-
|[https://www.modot.org/general-services-specifications-mgs-subject Current General Services Specifications (MGS) By Subject]
|}

This article establishes procedures for inspection, acceptance and reporting of air-entraining admixtures, water-reducing admixtures, retarding admixtures, accelerating admixtures and latex emulsion admixtures for use in Portland cement concrete. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1054] for MoDOT’s specifications.

For Laboratory testing and sample reporting procedures, refer to [[1054.3 Laboratory Testing Guidelines for Sec 1054|EPG 1054.3 Laboratory Testing Guidelines for Sec 1054]].

==1054.1 Apparatus==

a) One quart (1 liter) screw top cans that are clean, dry and free of all contaminants.

b) One gallon (4 liter) plastic containers that are clean, dry and free of all contaminants.

==1054.2 Procedure==

===1054.2.1 Pre-Acceptance Lists===
Manufacturers and Brand Names of air-entraining admixtures, water-reducing admixtures, retarding admixtures, accelerating admixtures, latex emulsion admixtures and high range water-reducing admixtures will be placed on the Pre-Acceptance List maintained by the State Construction and Materials Engineer in accordance with 1054.2.2 Manufacturer and Brand Name Approval and the applicable specification. These lists are found in [https://www.modot.org/modot-pal-material-categories Concrete Admixtures Pre-Acceptance List] and on MoDOT’s web site.

High range water-reducing admixtures are permitted only when specified in the contract.

===1054.2.2 Manufacturer and Brand Name Approval===
If a manufacturer desires to have material added to the Pre-Acceptance List of admixtures, a certification and guarantee must be submitted to the State Construction and Materials Engineer in accordance with the requirements of Sec 1054. The certification and guarantee shall be accompanied by a one-quart (1 liter) sample of air-entraining admixture, water-reducing admixture (including high range) or retarding admixture as applicable. A one-gallon (4 liter) sample of accelerating admixture or latex emulsion admixture shall be submitted for qualification. Upon approval of the admixture, it will be placed on the applicable list.

===1054.2.3 Basis of Acceptance===
Material is accepted by the PAL criteria as indicated in [[106.12_Qualified_Lists_(QL)_and_Pre-Acceptance_Lists_(PAL)|EPG 106.12 Qualified Lists (QL) and Pre-Acceptance Lists (PAL)]]. The State Construction and Materials Engineer will retain the original certification and guarantee. Additional certification is not necessary if the manufacturer and brand of material is clearly identified on the container or the documentation included with bulk shipments.

===1054.2.4 Sampling===

====1054.2.4.1 Manufacturing Facility====
Each admixture producer will be assigned to a district office for Facility Review, Sampling and Testing in accordance with [[106.12_Qualified_Lists_(QL)_and_Pre-Acceptance_Lists_(PAL)|EPG 106.12 Qualified Lists (QL) and Pre-Acceptance Lists (PAL)]]. During the visit, samples of material available at the facility should be obtained. Materials selected for sampling will tpically be those that have been used in MoDOT work during the past month. Material originating at locations too far from the assigned district’s office is subject to sampling at an intermediate location or at the job site. It is the assigned district’s responsibility to verify with the supplier that the location seleted for sampling is acceptable to the supplier as a location from which a valid PAL source sample may be obtained.

====1054.2.4.2 Mixing Facility====
The district shall submit to the Laboratory a representative sample of each admixture being used, at startup or during plant calibration, and at intervals not to exceed six months.

====1054.2.4.3 Sample====
A sample of air-entraining admixture, water-reducing admixture, or retarding admixture shall consist of one quart (1 liter) of material in a plastic wide-mouth bottle. A sample of accelerating admixture or latex emulsion admixture shall consist of one gallon (4 liters) of material in a plastic container. All samples shall be obtained by the manufacturer or contractor’s agent in accordance with the manufacturer’s sampling instructions. The inspector will observe the sampling process. The sample shall be recorded through AASHTOWARE Project (AWP) showing the manufacturer's name, the brand name and designation of the material, lot number, net quantity represented, and the location where the sample was obtained using the Sampled From and Sample Origin fields of AWP. The Other tab is also used for a Mixing Facility. The PAL ID number obtained by the supplier or mixing facility in accordance with EPG 1054.2.5 Sample Record should be recorded in AWP in the “Link To” field.

===1054.2.5 Sample Record===

Test results on random samples of admixtures shall be reported by the Laboratory in accordance with [[1054.3 Laboratory Testing Guidelines for Sec 1054|EPG 1054.3 Laboratory Testing Guidelines for Sec 1054]] and [[106.12_Qualified_Lists_(QL)_and_Pre-Acceptance_Lists_(PAL)|EPG 106.12 Qualified Lists (QL) and Pre-Acceptance Lists (PAL)]].

For material shipped directly to a job site by a supplier, the supplier shall notify the State Construction and Materials Engineer prior to shipment using [https://www.modot.org/sites/default/files/documents/construction_and_materials/material_qualified_product_listing/gs013f3.pdf GS-13 Form 3]. When the material is shipped to a mixing facility, that facility shall notify the State Construction and Materials Engineer of its arrival using [https://www.modot.org/sites/default/files/documents/construction_and_materials/material_qualified_product_listing/gs013f2.pdf GS-13 Form 2]. When complete and correct information on the shipment is provided to the State Construction and Materials Engineer, a PAL ID number will be assigned to the material. That number shall be attached to the material container, or be immediately available at the plant, until the material is consumed. The proportioning plant inspector shall continue to show on the daily reports the information required by the [[:Category:500 RIGID PAVEMENT|Construction Inspection Guidelines in the Engineering PolicyGuide’s Rigid Pavement articles]].

Material purchased for maintenance work may be accepted solely on the basis of the manufacturer and brand being on the Pre-Acceptance List. District Materials will report the receipt and acceptance of the material in AWP and will mark the containers with the sample ID number they assign.

Category:106 Control of Material

2024-12-13T14:57:35Z

Hoskir:

[[image:106.jpg|right|375px]]

[https://www.modot.org/missouri-standard-specifications-highway-construction Sec 106] establishes the respective obligations of contractor and MoDOT concerning materials to be used.

While most of Sec 106 concerns responsibilities of Construction and Materials, the resident engineer must be aware of its provisions. As MoDOT's representative on the project, the resident engineer must see that all project procedures are in harmony with specifications. No materials should be used for which the resident engineer does not have approval.

Specific requirements for inspection and testing are found in the Engineering Policy Guide.

This article presents guidelines for Construction and Materials functions, including information from the former Construction and Materials Manual, Volumes 1-3.

For [[Where to Find Construction and Materials Functions#Field Inspection Guidance EPG articles from the former Construction and Materials Manual, Volume 1|'''field inspection guidance''']], refer to “Construction Inspection Guidelines” articles in the EPG for the specific spec number desired (for example, [[:category:200 GEOMETRICS#200.1 Construction Inspection Guidance for Grading and Removals|EPG 200.1 Construction Inspection Guidance for Grading and Removals]]). Additional field inspection guidelines are located in the EPG 1100 Maintenance Materials group of articles, such as [[:Category:1106 Carbide-Tipped Snowplow Blades|EPG 1106 Carbide-Tipped Snowplow Blades]].

[[Where to Find Construction and Materials Functions#Laboratory Testing Guide EPG articles from the former Construction and Materials Manual, Volume 2|'''Laboratory testing guidelines''']], like the field inspection guidelines, are located in “Laboratory Testing Guidelines” articles for the specific spec number desired. For example, [[1020.8 Laboratory Testing Guidelines for Sec 1020|EPG 1020.8 Laboratory Testing Guidelines for Sec 1020]] pertains to sampling metallic-coated steel culvert metal. Additional laboratory testing guidelines are located in the EPG 1100 Maintenance Materials group of articles, such as [[:Category:1124 Sodium Chloride#1124.4 Laboratory Testing Guidelines|EPG 1124.4 Laboratory Testing Guidelines]].

The '''Automation Guide''' is available through [[106.20 Reporting#106.20.1.1 Automation Section|EPG 106.20.1.1 Automation Section]].

'''Payment documentation''' is available at [[:Category:109 Measurement and Payment|EPG 109 Measurement and Payment]].

MoDOT’s '''Test Methods''' are located at [[:Category:106.3.2 Material Inspection Test Methods|EPG 106.3.2 Material Inspection Test Methods]].

MoDOT's '''pre-qualified or pre-established lists''' are located at [[106.1 Source of Supply and Quality Requirements|EPG 106.1 Source of Supply and Quality Requirements]]. Guidance for pre-acceptance lists (PAL) and the PAL Inspection Guide is available at [[106.12_Qualified_Lists_(QL)_and_Pre-Acceptance_Lists_(PAL)|EPG 106.12 Qualified Lists (QL) and Pre-Acceptance Lists (PAL)]]. New product evaluation information and forms are located at [[106.17 New Product Evaluation|EPG 106.17 New Product Evaluation]].

The [http://www.modot.mo.gov/business/materials/pdf/TechCert/TechContent.pdf '''Technician Certification Program'''] includes a wide variety of information from how to become certified, to certification manuals to math topics.

The '''General Sections''' of the former Construction and Materials Manual are also available, including [[:category:132 Safety|safety]], [[106.4 Plant Inspections|plant inspections]], [[106.3 Samples, Tests and Cited Specifications#106.3.1 Sampling|sampling]], [[106.20 Reporting|internal records]], [[106.19 Materials Acceptance#106.19.1 Certifications|certifications]], [[106.21 Summary of Materials Inspected|summary of materials inspected]], [[106.22 Material Inspection Revisions|guideline revisions]], [[106.15 Pipe Shipping Report Form|Pipe Shipping Report Form]], [[106.16 Special Designs|special designs]] and [[106.24 Purchase Order Items|purchase order items]].

Inspection guidelines for the [[903.23 Material Inspection for Sec 903#903.23.4 Missouri Logo Sign Program|Missouri Logo Sign Program]], formerly included in the former Construction and Materials Manual, is available.

===Abbreviations and definitions===

<div style="float: right; margin-left: 20px; margin-right:0px; width:365px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;">
'''<u><center>Where to Find Construction and Materials Function Articles in the EPG</center></u>'''
* [[Where to Find Construction and Materials Functions#Field Inspection Guidance EPG articles from the former Construction and Materials Manual, Volume 1|'''Field Inspection Guidance''' EPG articles from the former Construction and Materials Manual, Volume 1]]
* [[Where to Find Construction and Materials Functions#Laboratory Testing Guide EPG articles from the former Construction and Materials Manual, Volume 2|'''Laboratory Testing Guide''' EPG articles from the former Construction and Materials Manual, Volume 2]]
* [[106.20 Reporting#106.20.1.1 Automation Section|'''Automation Guide EPG''' article from the former Construction and Materials Manual, Volume 3]]
* [[:Category:109 Payment Documentation Policy|'''Payment Documentation Policy''']]
* [[:Category:106.3.2 Material Inspection Test Methods|'''Material Inspection Test Methods''']]
* [[106.1 Source of Supply and Quality Requirements|'''Source of Supply and Quality Requirements''']]
* [[106.12_Qualified_Lists_(QL)_and_Pre-Acceptance_Lists_(PAL)|'''EPG 106.12 Qualified Lists (QL) and Pre-Acceptance Lists (PAL)''']]
* [[106.17 New Product Evaluation|'''New Product Evaluation''']]
* [https://epg.modot.org/index.php/Job_Special_Provisions '''Job Special Provisions''']
* [https://www.modot.org/general-services-specifications-mgs-subject '''Materials General Services Special Provisions''' (MGS) By Subject]
* [[106.18 Technician Certification Program|'''Technician Certification Program''']]
* [https://www.modot.org/active-projects-directory '''Active Project Directory''']
</div>

Abbreviations and definitions used in EPG 106 Control of Material include:

'''AOAC''', Association of Official Agricultural Chemists

'''Bid Request''' or '''Bid Proposal''', An invitation to suppliers to submit a bid for furnishing materials and service needed, in specified quantities, in accordance with MoDOT requirements. The request furnishes the necessary information for the supplier to prepare a bid.

'''Certification''', A document issued by a company wherein they certify that material is in accordance with the specification. Explicit requirements are shown in [[106.19 Materials Acceptance#106.19.1 Certifications|EPG 106.19.1 Certifications]].

'''District''', One of seven geographical areas of the state of Missouri administered by a District Engineer of MoDOT.

'''FTMS''', Federal Test Method Standards

'''Material''', The substance or substances incorporated in the construction or maintenance of highway structures, bridges and incidentals.

'''Purchase Order''', The notice to a supplier that the bid has been accepted and that the supplier may proceed to deliver the material or perform the service specified in the bid request. The purchase order further informs MoDOT personnel to proceed with inspection, if required and acceptance.

'''Quotation''', A statement, in writing, by a supplier that materials or services needed by MoDOT will be supplied at a certain price.

Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 101] for any abbreviation or definition not listed above.

[[Category:100 GENERAL]]

Category:106 Control of Material

2024-12-13T14:56:55Z

Hoskir: updated links to 106.12

106.12 Qualified Lists (QL) and Pre-Acceptance Lists (PAL)

2024-12-13T14:54:43Z

Hoskir: updated per RR3965

<div style="float: right; margin-top: 5px; margin-left: 30px; margin-bottom: 30px;">__TOC__</div>

<div style="float: right; margin-right:0px; margin-top: 5px; width:275px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left; border-radius:3px;">
'''<u><center>Forms</center></u>'''
*[https://epg.modot.org/forms/CM/NewProductEvaluationForm.pdf New Product Evaluation Form]
*[https://www.modot.org/sites/default/files/documents/construction_and_materials/material_qualified_product_listing/gs013f2.pdf GS-13 Form 2]
*[https://www.modot.org/sites/default/files/documents/construction_and_materials/material_qualified_product_listing/gs013f3.pdf GS-13 Form 3]
*[https://www.modot.org/sites/default/files/documents/GS013F4.pdf GS-13 Form 4]
'''<u><center>Inspection Guide</center></u>'''
*[[#106.12.4 PAL Inspection Guide|PAL Inspection Guide]]
'''<u><center>QRGs</center></u>'''
*[[:Category:101 Standard Forms#Sample Record General Information| Sample Record General Information]]
*[[media:PAL Plant Inspection and Record 2014.docx|PAL Plant Inspection and Record]]
</div>

==106.12.1 Qualified Lists==

The Qualified Lists (QL) are lists of materials and suppliers that have been evaluated by the department and determined to comply with the specified requirements of the Standard Specifications. The materials on the QLs need to be inspected and reported by District Materials personnel before incorporating them into the project. Information on how QL materials are inspected can be found in the respective material details sections of the Standard Specifications. The QLs can be found on MoDOT’s website at https://www.modot.org/materials-qualified-lists.

==106.12.2 Pre-Acceptance Lists==
Manufacturers and material components may have a Pre-Acceptance list (PAL) included in this article. Construction and Materials will take every reasonable precaution to ensure that the lists are kept current, however if there is a question, Construction and Materials should be contacted. There are occasions when items are dropped from the list. If the deletions are critical, the district will be advised by letter or other communication. Otherwise, deletions and additions will be taken care of with subsequent article updates. Specific producers and/or specific products will be listed with an expiration date, depending on the material. This date designates when the item’s Pre-Acceptance will be terminated and should be referenced to verify the PAL status, prior to the use of that material.

The [[#106.12.4 PAL Inspection Guide|PAL Inspection Guide]] assists the inspector in performing a thorough PAL Facility Quality Assurance Review.

Pre-Acceptance lists indicate materials or sources that have complied with the pre-acceptance requirements of the specification and have committed to providing specification compliant material. (See [https://epg.modot.org/forms/CM/NewProductEvaluationForm.pdf New Product Evaluation Form].) After an initial transition period, materials that have a Pre-Acceptance List will require PAL inclusion for acceptance. During the transition period, materials that have a PAL may be accepted by PAL inclusion or an alternate inspection procedure. All PAL material will be considered for acceptance in accordance with the appropriate specifications.

===106.12.2.1 Responsibility===

====106.12.2.1.1 Construction and Materials Responsibility====
Construction and Materials, also referred to as Materials (or Central Office – Materials), is responsible for the following regarding the PAL inspection program:

=====1) List Maintenance=====
Evaluation of material products for pre-acceptance will be coordinated by Central Office Materials. Inclusion and removal of materials or sources from the lists will be the responsibility of Central Office Materials. Frequency of testing will be determined or approved by Materials. The expiration date shown for a company or product will be three years from the first day of the month following the month in which approval of the company was granted. Approval of each branded product will be handled independently. A company may submit reapplication at any time and a new three-year approval will be established if the application is in order. If the company is simply renewing its application, and none of its product listing has changed, they need only complete Form M-STMNT ([https://www.modot.org/sites/default/files/documents/GS013F4.pdf GS-13 Form 4]) in full. If a company is renewing its application and the product listing has changed, a [https://epg.modot.org/forms/CM/NewProductEvaluationForm.pdf New Product Evaluation Form] should be completed in full for each changed product. A product listing change includes a formulation or other physical or chemical change in a product. All pertinent product documentation required by the applicable Specification and New Product Evaluation Form should be included. Form M-STMNT ([https://www.modot.org/sites/default/files/documents/GS013F4.pdf GS-13 Form 4]) should also be fully completed. Reapplication cannot be used to offset the status of any material or producer with regard to PAL failures.

=====2) Removal from PAL for Sample Failure=====
In general, removal of a PAL material or source for sample failure will occur upon the second failed sample in any 12 consecutive months. However, Materials reserves the right for immediate removal upon any failure, if such action is deemed necessary based on specific circumstances. The Producer/Supplier will be notified of the first failure, and any subsequent failures, by written letter under the signature of the State Construction and Materials Engineer. The letter will be sent via certified mail, with return receipt requested. The letter will be kept on file at the Central Office and district PAL representatives will be made aware of the failure and that notification to the Producer/Supplier has been made. The date of the letter will serve as the start date for the beginning of the probationary period or suspension period. Removal for reasons other than sample failure will occur as indicated in the specifications.

:'''PAL Review Committee.''' A committee will consider all PAL probationary or suspension actions relative to the PAL process. The committee will include the Chemical Laboratory, Physical Laboratory, the Assistant State Construction and Materials Engineer, and two Construction and Materials Liaison Engineers, one with a materials background and one with a construction background, as selected by the State Construction and Materials Engineer. The materials Construction and Materials Liaison Engineer will arrange a meeting of the committee when so requested by any committee member. Three members of the committee must agree to any action recommended. The recommended action is forwarded to the State Construction and Materials Engineer for approval.

:'''PAL Review Process.''' The PAL review process will be initiated for: failure of a material to meet specifications, failure of a PAL participant to provide proper documentation, failure of a PAL participant to facilitate the inspection process as necessary, or other reasons where a participant might be removed from the Pre-Acceptance List. When a failure occurs, the district inspector is to be notified of the failure. The district will determine the disposition of the failed material. When the material is located in more than one district, the materials Construction and Materials Liaison Engineer will coordinate a determination of appropriate disposition of the material.

=====3) PAL Material Arrival Confirmation=====

:'''Project Specific Material.''' Upon determination by the manufacturer, supplier, wholesaler, or contractor, that PAL material will be delivered to a project, they must notify Central Office Materials. The notification must include the contractor, contract number, the specific line item number that the material will be used on, the material, the manufacturer of the material (if there are multiple locations for a manufacture, the specific manufacture must be listed), the heat/lot/batch number of the material, the brand name of the product (if applicable), the shipping date, and the quantity to be shipped. (See [https://www.modot.org/sites/default/files/documents/construction_and_materials/material_qualified_product_listing/gs013f3.pdf GS-13 Form 3].) This notification will allow Materials to determine what material is being delivered, if the specific material indicated is an acceptable PAL material, and how much material is to be expected. When the brand name (manufacturer) or shipping date is not firm at the time the form is submitted, they can be predicted. If any prediction is subsequently determined by the shipper to be incorrect, the shipper shall re-submit the GS-13 Form 3, which includes the PAL Identification Number, with the corrections clearly indicated. A handwritten correction of the original form is acceptable. Shippers are allowed to submit the form with predicted values to accommodate their need to have the PAL Identification Number early in the fabrication or manufacturing process. All documentation required by the specification shall be retained on file by the entity submitting GS-13 Form 3, for a period of two years. The information must be made available to the MoDOT inspector upon request.

:Upon receipt and review of the form, Materials will create a sample record for the material, in AASHTOWARE Project (AWP), and notify the manufacturer, supplier, wholesaler, or contractor of the sample ID number. This sample ID will be the “PAL Tracking Number” for the material. The manufacturer, supplier, wholesaler, or shipper shall attach the phrase “PAL” plus the provided number, to the material, so that all material represented shall be readily and accurately identifiable with a tag or label. This will require every bucket, tote, box, or bundle be identified with a tag or label containing the PAL Tracking Number. Immediate use of material properly identified with a PAL Tracking Number is acceptable. The intent is to make the PAL Tracking Number obvious on the tag or label. Inspectors are encouraged to notify Construction and Materials when the tag or label provided does not fulfill this intent adequately.

:'''Value Added (General) Material.''' Upon arrival of PAL material at a fabrication, production or mixing facility, (this includes steel fabrication, pre-cast, pre-stress and ready-mix facilities) notification must be sent to Materials. The notification must include the facility name and location, a contact person at the fabrication facility who will be responsible for PAL material concerns, the material, the manufacturer of the material (if there are multiple locations for a manufacture, the specific manufacture must be listed), the heat/lot/batch number of the material, the brand name of the product (if applicable), the arrival data, and the quantity. (See [https://www.modot.org/sites/default/files/documents/construction_and_materials/material_qualified_product_listing/gs013f2.pdf GS-13 Form 2]) In most instances, this notification is the responsibility of the facility; however there will be instances where the facility seldom receives PAL material. The MoDOT inspector at that facility is encouraged to assist with submission of the appropriate information. This notification will allow Materials to determine what material is being delivered, if the specific material indicated is an acceptable PAL material, and how much material is involved. Upon receipt and review of the required documentation, Materials will then be responsible to create a sample record for the material in AWP and notify the fabrication facility of the sample ID number. This sample ID will be the “PAL Tracking Number” for the material. The fabrication facility shall attach the phrase “PAL” plus the number to the material, or post the Receiver’s GS-13 Form 2, so that all material represented shall be readily and accurately identifiable. Immediate use of material properly identified with a PAL Tracking Number is acceptable.

:'''Exempted Facilities.''' Facilities that are responsible for the “Shipper’s PAL Material Transmittal Form” will not be required to submit the “Fabricator’s PAL Material Receival Form”. Documentation at these facilities will be checked periodically during on-site quality assurance reviews. The facility must retain the documentation on file for one year from the final handling of the material. The documentation must be filed so a representative of the facility can provide it to the inspector within a few minutes of any request.

:'''Authority.''' The State Construction and Materials office is responsible for ensuring that the PAL Tracking Number is generated by someone that has the authority and expertise required to make the determination that all PAL requirements have been met. The determination of acceptability shall not be made until all required documentation has been received and verified to be correct.

:'''Emergency Shipping.''' There may be instances when a PAL approved manufacturer, supplier, wholesaler, or contractor must ship PAL material immediately and they are not able to obtain a PAL Tracking Number. With prior approval from Materials, the manufacturer, supplier, wholesaler, or contractor may issue a PAL Tracking Number to themselves. The manufacturer, supplier, wholesaler, or contractor is still required to notify Materials of the shipment, as soon as possible, by use of [https://www.modot.org/sites/default/files/documents/construction_and_materials/material_qualified_product_listing/gs013f3.pdf GS-13 Form 3]. The form shall include all of the required information, including the self-assigned PAL Tracking Number(s). Company initials for use in the sample ID will be assigned by Materials and the sample ID will have the form laid out in [[:Category:101 Standard Forms#Sample Record General Information| Sample Record General Information]]. PAL Tracking Numbers issued by a manufacturer, supplier, wholesaler, or contractor are for emergency situations only. It is not the intention that this method be used on a regular basis.

====106.12.2.1.2 District Responsibility====
Each district office shall have the following responsibility regarding the PAL inspection program:

=====1) District PAL Representative=====
Each district shall designate a district materials employee to be their PAL representative. This person shall be the contact for any PAL related concerns and will represent the district in any meetings and training required on PAL topics. If contacted by a manufacturer, supplier, wholesaler or contractor regarding acceptance into the PAL system, the district is encouraged to provide assistance in the application and any routine PAL processes. Any member of the district with knowledge of the PAL system can provide assistance.

=====2) Construction Inspection=====
[[image:106.2.1.2.jpg|right|250px]]
Construction personnel at the project site will review any PAL material that arrives, for general condition and apparent compliance with the applicable specifications. Material that appears to be specification compliant and that has a proper PAL tag attached may be released for use by the contractor. The PAL I.D. number and a basic description of the material will be recorded by the construction inspection staff for confirmation of the AWP record. The AWP sample record will be reviewed to confirm that the material received and the material reported matches. The match will be documented in the AWP record as a remark or (Services) disposition remark. (Refer to [[media:Disposition Remarks for PAL Materials.doc|Disposition Remarks for PAL Materials]]). The remark will include the inspector’s userid, the date, and the comment “material received”. In the event that the material does not reasonably match the sample record description, District office and Materials are to be notified by the inspector. Generally, material that is not accepted due to errors in the PAL documentation, such as tagging, is NOT rejected, it simply must be held for correction. If it is not PAL specification compliant, it is not acceptable, but it should not be “rejected” unless the material itself is not specification compliant.

=====3) Materials Inspection=====
Inspection requirements for PAL materials will be as required by the specific section of the Standard Specification, the Standard Plans and the Engineering Policy Guide, except that the frequency of required samples shall be as required by Materials. The PAL inspection policy may reduce the number of samples required, but will not reduce the detail or thoroughness of the inspection. During the transition to PAL from traditional inspection processes, material may be accepted other than as indicated in the applicable EPG articles or sections of the specifications.

=====4) District PAL Facility Responsibility=====
Each district shall run the Cognos 8 report “District PAL Producer Responsibility” to determine which PAL facilities their district is responsible for inspecting. This report should be run periodically to ensure that the district is aware of all new and removed facilities. If a district feels that a facility has been incorrectly assigned to them, they should notify Materials immediately.

=====5) Frequency of Facility Review, Sampling and Testing=====
Each district shall run, for each facility assigned to their district, on a near monthly basis, the ReportNet report “Facility Review Summary for designated date range” to determine which materials and facilities should be sampled and inspected. The report displays information on shipment, sampling and visits for the PAL facility selected. If a significant quantity of material has been shipped from the facility, that facility should have a PAL Facility Quality Assurance Review. At the discretion of the district, PAL Facility Quality Assurance Reviews may be conducted on a quarterly basis.

A detailed explanation and walkthrough of a PAL Facility Quality Assurance Review are provided in the [[106.12 Pre-Acceptance Lists (PAL)#106.12.4 PAL Inspection Guide|PAL Inspection Guide]]. The inspector is encouraged to use the PAL Inspection Guide to ensure that a thorough PAL Facility Quality Assurance Review has been performed. At a minimum, the inspector should review the procedures outlined in the PAL Inspection Guide and be aware of what a complete and proper review includes. The PAL quality assurance inspection of material should always be performed after the plant personnel have conducted their quality control and testing on the material. It is important that the producer be given the opportunity to segregate non-compliant material as part of their quality control process. The quality control process must reliably eliminate suspect material from possible shipment to MoDOT projects.

There are some PAL facilities that are only a distributor of PAL material. These facilities still require a PAL Facility Quality Assurance Review and the frequency will be determined as described above. The procedure for performing a PAL Facility Quality
Assurance Review at a distributor is also included in the [[106.12 Pre-Acceptance Lists (PAL)#106.12.4 PAL Inspection Guide|PAL Inspection Guide]]. The inspector has the option of sampling any PAL material at any time and any location to ensure compliance with the PAL program.

There are some PAL facilities that rarely ship material directly to the jobsite and instead ship to other PAL facilities for distribution. These facilities still require a PAL Facility
Quality Assurance Review and the frequency will be determined as described above. A visit to one of these facilities should, at a minimum, include a review of PAL documentation and procedures. The inspector may sample PAL material at the facility or obtain a sample from the PAL facility to which it was shipped. If the PAL facility to which the material was shipped is located in another district, the inspector may request that district to sample the material at that PAL facility.

======Create an AASHTOWARE Sample Record======
Samples taken should be detailed in AWP as "Quality - PAL Related Record or Sample" and linked to the appropriate PAL Tracking Number (a sample ID number), when applicable. The sample ID assigned to a PAL quality assurance sample shall conform to [[:Category:101 Standard Forms#Sample Record General Information| Sample Record General Information]]. One sample record, using the Material Code 106XXPAL, shall document the findings of the inspector on that date with regard to accessibility and completeness of material documentation, cooperation of facility staff in the documentation review, accessibility to the operation and to samples, assistance with sampling and facilitation of any field testing required.

=====6) Sampling and Testing at the Jobsite=====
It is the responsibility of district Materials to ensure that all required samples are taken and field tests performed. Additional samples may be taken at the discretion of the district or as directed by Materials based on the concerns of any MoDOT inspector that has contact with the material. The manufacturer and/or contractor should be notified of the impending sample so they can make the appropriate adjustments to their shipment. Whenever possible, this notification should be made in advance of the shipment. The district should be aware that use of this material is not pending sampling and testing unless some deficiency is observed or suspected, and thus care should be taken to ensure proper, adequate samples are taken and that submittals and contact regarding material concerns should be handled in an expeditious manner. Samples taken at the direction of Materials should be detailed in AWP as "Quality - PAL Related Record or Sample" (Sample Type) and be linked to the PAL Tracking Number (sample ID number). Samples taken at the discretion of the district based on suspicion of contamination, poor handling, or other problems not directly attributable to the manufacturer should be designated “District Project” or “District General”. Report the sample to the contract number, but show quantity as zero. The sample ID assigned to a "Quality - PAL Related Record or Sample" shall conform to [[:Category:101 Standard Forms#Sample Record General Information| Sample Record General Information]].

=====7) Maintenance Purchase Order Sampling and Testing=====
Material presented to MoDOT to fulfill a purchase order is to be in accordance with PAL if the bid documents reference the Standard Specifications or a Materials General Services Special Provision (MGS) that requires PAL compliance. If the bid documents do not reference the Standard Specifications or an MGS requiring PAL compliance, the material will be inspected for general appearance, conditions after shipment, and to confirm specification compliance based on field tests performed by the inspector and the requirements of the maintenance purchase order and bid documents. Material acceptance or rejection is to be reported in AWP. A copy of the report is to be provided to district procurement services when districts processes require it prior to payment to the supplier.

=====8) Transferring PAL Material to Other Contracts=====
There may be times when PAL material can be transferred to another contract. An example would be concrete pavement curing material, leftover from a previous contract. Approved PAL material may be transferred to another contract upon approval from the engineer. The material cannot be transferred after the initial 3-year period date, beginning with the original sample date. The material shall meet current specifications regardless of specifications in place when initially approved or purchased, and still performs as intended. Disposition remarks shall be added to the original sample record to indicate the quantity of material being transferred, and which contract the material is transferring from and transferring to. Transferred PAL material shall be delivered to the correct project location and shall be in good condition as noted above. The transferred PAL material shall have the proper labeling.

PAL material transfers are initiated by submitting a [https://epg.modot.org/forms/CM/Request_to_Transfer_Inspected_Matl.pdf Request for Transfer of Inspected Material] form from the District the material currently resides (also see [[106.20_Reporting#106.20.6_Material_Transfer_Reports|EPG 106.20.6]]). If the transferred material will remain in the same District but will transfer to another contract, the Request to Transfer form is still required.

===106.12.2.2 Sampling===
The material shall be sampled and tested as indicated by the applicable specification, except that the Central Office may designate sample size at the time the sample is requested. The PAL specification requires that the contractor or material supplier obtain a representative sample of material when so designated by MoDOT. The MoDOT inspector will designate the material to be sampled and will observe the sampling process. The name of the sampler will be recorded in the sample record. Any deviation from good sampling procedures will be documented in the sample record remarks. It is the responsibility of the material manufacturer to provide instructions for obtaining a representative sample. These samples may affect the manufacturer’s ability to remain on PAL. It is critical that potential sampling errors be documented in detail.

'''Discretionary Sampling.''' The district may sample any PAL material any time the quality of the material is suspect. Such sampling and testing may cause rejection of the shipment or require other remedy to correct any deficiency, and may affect the material’s status on PAL.

===106.12.2.3 Reports===

====106.12.2.3.1 Material Acceptance====
At the time a PAL Identification Number is assigned, the material is considered conditionally accepted and, an AWP Sample Record is created to provide the PAL Identification Number and to be the final material acceptance report.

====106.12.2.3.2 Material Rejection====
Conditional acceptance is based on the PAL process and may be revoked for material damaged in transit, material that is not accurately represented when the PAL Identification Number was obtained, or material subsequently sampled and tested as part of the PAL quality assurance process, which fails.

'''Central Laboratory Rejection.''' When a sample fails to comply with specifications or when material is found to be unacceptable for use, the material will be rejected, and the sample record associated with the material will be marked rejected. The inspector that submitted the sample will be informed of the failure and will then be responsible for notification of the contractor, shipper, and appropriate MoDOT personnel regarding the material failure and any action expected related to disposition of the represented material. The inspector will be responsible for any AWP records necessary to remove the material’s posting to any contracts. The record should detail explicitly that the material was submitted for use and acceptance based on PAL inspection practices, and shall indicate the PAL Identification Number and the cause for rejection. The inspector is not responsible for any action regarding the shipper’s Pre-Acceptance Listing.

'''Field Rejection.''' When a sample fails to comply with specifications or when material is found to be unacceptable for use, the material will be rejected, and the sample record associated with the material will be marked rejected. The inspector will be responsible for notification of the contractor, shipper, and appropriate MoDOT personnel regarding the material failure and any action expected related to disposition of the represented material. The inspector will be responsible for any AWP records necessary to remove the material’s posting to the contract. The record should detail explicitly that the material was submitted for use and acceptance based on PAL inspection practices, and shall indicate the PAL Identification Number and the cause for rejection The inspector will notify the Central Office of the failure so action regarding the shipper’s Pre-Acceptance Listing may be taken by the Central Office.

'''Disposition of Rejected Material.''' Use of the rejected material will cease immediately and a determination will be made as to the acceptability of any material in place.

===106.12.2.4 PAL Inspection Guide===

The PAL Inspection Guide assists the inspector in performing a thorough PAL Facility Quality Assurance Review. [[106.12 Pre-Acceptance Lists (PAL)#4) District PAL Facility Responsibility|District PAL Facility Responsibility]] and [[106.12 Pre-Acceptance Lists (PAL)#5) Frequency of Facility Review, Sampling and Testing|Frequency of Facility Review, Sampling and Testing]] describe the steps that shall be followed in preparation for this inspection. If the ReportNet reports “District PAL Producer Responsibility” and “Facility Review Summary for designated date range” have not been run, please refer to the afore mentioned sections. The frequency for this inspection is also described in EPG 106.12 Pre-Acceptance Lists (PAL).

A PAL Facility Quality Assurance Review can be divided into two types; manufacturer review and distributor review. Manufacturers are facilities that produce a PAL material. Distributors are facilities that do not manufacture PAL material, but ship PAL material, manufactured by other companies, directly to the job site. Each of these types of PAL Quality Assurance Review has different procedures, and will be covered separately and in detail.

====106.12.2.4.1 Manufacturer – PAL Facility Quality Assurance Review====
A review of the manufacturer’s certifications and test results is required on a PAL Facility Quality Assurance Review. The manufacturer is required to supply these documents to the inspector upon request.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
| Are the manufacturer’s documents kept on file, at a minimum, for the period of time required by the applicable Specification Section? '''If No,''' notify Construction and Materials for assessment. ||Yes|| No
|-
|Are the manufacturer’s certifications and test results easily relatable to their production lots, batches or heats? '''If No,''' notify Construction and Materials for assessment. ||Yes|| No
|}

A walk-through of the manufacturer’s storage facilities should also be included with this visit.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
|If the manufacturer stocks MoDOT compliant and non-MoDOT material, is the material segregated or easily distinguishable? '''If No,''' refer to the options below: || - || -
|-
|colspan="3"|'''Option 1:''' Notify the manufacturer that if they do not segregate MoDOT compliant and non- MoDOT material, there is a possibility that non-MoDOT material will be sampled. A note should be made in the Remarks or Free Form test of the PAL Facility Quality Assurance Review AWP sample record indicating that there may be a problem with the manufacturer’s method of distinguishing MoDOT material from non-MoDOT material.
|-
| colspan="3"|'''Option 2:''' If the manufacturer continues to stock MoDOT compliant and non-MoDOT material together after they have been notified of the consequences, sample material that may not be intended for MoDOT use.
|-
|Are there any materials that may be stored in a way that could negatively affect the properties of the material causing it to not be specification compliant? '''If Yes,''' refer to the options below. ||Yes ||No
|-
| colspan="3"|'''Option 1:''' Take a sample of the suspect material in addition to any samples already taken.
|-
| colspan="3"|'''Option 2:''' Make the manufacturer aware of the concern. Re-examine the storage of the material upon the next PAL Facility Quality Assurance Review.
|}

Finally, samples of materials shall be taken in accordance with the applicable section of the Engineering Policy Guide. At a minimum, one sample, or group of samples, shall be taken for those materials that have shipped significant quantity to a MoDOT jobsite. Samples shall be submitted to the Central Laboratory for testing. Additional samples may be taken and tested at the manufacturer’s facilities at the manufacturer’s request. These test results will not be considered for PAL Quality Assurance.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
|Was the manufacturer able to easily locate the selected lot, batch, or heat for sampling? If No, notify Construction and Materials for assessment. ||Yes|| No
|-
|Did the manufacturer properly obtain the samples? '''If No,'''refer to the options below. ||Yes|| No
|-
| colspan="3"|'''Option 1:''' Make the manufacturer aware of their potential sampling error and suggest they resample the material.
|-
| colspan="3"|'''Option 2:''' If the manufacturer has previously been made aware of their error in sampling procedure, notify Construction and Materials for assessment.
|-
|When tested, does the material meet the requirements of the specification (if applicable)? '''If No,''' notify Construction and Materials for assessment. ||Yes|| No
|}

Upon completion of your PAL Facility Quality Assurance Review, create an AWP sample record as described in [[106.12 Pre-Acceptance Lists (PAL)#Create an AASHTOWARE Sample Record|Create an AASHTOWARE Sample Record]]. Also create additional AWP sample records as required by the applicable Engineering Policy Guide article for each sample taken.

====106.12.2.4.2 Distributor – PAL Facility Quality Assurance Review====

A review of the certifications and test results, provided by the manufacturer of the material to the distributor, is required on a PAL Facility Quality Assurance Review. The distributor is required to supply these documents to the inspector upon request. The distributor may be allowed to contact their central office, or the manufacturer, to obtain these documents, but the documentation must be supplied in a timely manner. A random selection of certifications and test results should, at a minimum, be reviewed for those materials that shipped in significant quantity to a MoDOT jobsite.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
|Was the distributor able to supply the required documents to the inspector in a timely manner? '''If No,''' notify Construction and Materials for assessment. ||Yes|| No
|-
|Are the documents easily relatable to the material that they were supplied for? '''If No,''' notify Construction and Materials for assessment. ||Yes|| No
|}

A walk-through of the distributor’s storage facilities should also be included with this visit.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
|If the distributor stocks MoDOT compliant and non-MoDOT material, is the material segregated or easily distinguishable? '''If No,''' refer to the options below.|| - || -
|-
|colspan="3"|'''Option 1:''' Notify the distributor that if they do not segregate MoDOT compliant and non-MoDOT material, there is a possibility that non-MoDOT material will be sampled. A note should be made in the Remarks or Free Form test of the PAL Facility Quality Assurance Review AWP sample record indicating that there may be a problem with the manufacturer’s method of distinguishing MoDOT material from non-MoDOT material.
|-
|colspan="3"|'''Option 2:''' If the distributor continues to stock MoDOT compliant and non-MoDOT material together after they have been notified of the consequences, sample material that may not be intended for MoDOT use.
|-
|Are there any materials that may be stored in a way that could negatively affect the properties of the material causing it to not be specification compliant? '''If Yes,''' refer to the options below. ||Yes|| No
|-
|colspan="3"|'''Option 1:''' Take a sample of the suspect material in addition to any samples already taken.
|-
|colspan="3"|'''Option 2:''' Make the distributor aware of the concern. Re-examine the storage of the material upon the next PAL Facility Quality Assurance Review.
|}

There may be instances where the district performing the PAL Facility Quality Assurance
Review has been requested by another district to sample a material. Reasons for this include, but are not limited to; a PAL facility that is too great a distance from the responsible district, a sample of material failed to meet specification and another sample was requested from a different location than the sample was initially taken. Samples of materials shall be taken in accordance with the applicable Engineering Policy Guide article.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
|Did the distributor properly obtain the samples? '''If No,''' refer to the options below. ||Yes ||No
|-
|colspan="3"|'''Option 1:''' Make the distributor aware that they may wish to contact the manufacturer regarding proper sampling.
|-
|colspan="3"|'''Option 2:''' If the distributor has previously been made aware of their error in sampling procedure, notify Construction and Materials for assessment.
|}

Upon completion of your PAL Facility Quality Assurance Review, create an AASHTOWARE sample record as described in [[106.12 Pre-Acceptance Lists (PAL)#Create an AASHTOWARE Sample Record|Create an AASHTOWARE Sample Record]]. Also create additional AWP sample records as required by the applicable Engineering Policy Guide article for each sample taken.

[[category: 106 Control of Material|106.12]]

106.12 Pre-Acceptance Lists (PAL)

2024-12-13T14:53:01Z

Hoskir: Hoskir moved page 106.12 Pre-Acceptance Lists (PAL) to 106.12 Qualified Lists (QL) and Pre-Acceptance Lists (PAL): update per RR3965

#REDIRECT [[106.12 Qualified Lists (QL) and Pre-Acceptance Lists (PAL)]]

106.12 Qualified Lists (QL) and Pre-Acceptance Lists (PAL)

2024-12-13T14:53:01Z

Hoskir: Hoskir moved page 106.12 Pre-Acceptance Lists (PAL) to 106.12 Qualified Lists (QL) and Pre-Acceptance Lists (PAL): update per RR3965

<div style="float: right; margin-top: 5px; margin-left: 30px; margin-bottom: 30px;">__TOC__</div>

<div style="float: right; margin-right:0px; margin-top: 5px; width:275px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left; border-radius:3px;">
'''<u><center>Forms</center></u>'''
*[https://epg.modot.org/forms/CM/NewProductEvaluationForm.pdf New Product Evaluation Form]
*[https://www.modot.org/sites/default/files/documents/construction_and_materials/material_qualified_product_listing/gs013f2.pdf GS-13 Form 2]
*[https://www.modot.org/sites/default/files/documents/construction_and_materials/material_qualified_product_listing/gs013f3.pdf GS-13 Form 3]
*[https://www.modot.org/sites/default/files/documents/GS013F4.pdf GS-13 Form 4]
'''<u><center>Inspection Guide</center></u>'''
*[[#106.12.4 PAL Inspection Guide|PAL Inspection Guide]]
'''<u><center>QRGs</center></u>'''
*[[:Category:101 Standard Forms#Sample Record General Information| Sample Record General Information]]
*[[media:PAL Plant Inspection and Record 2014.docx|PAL Plant Inspection and Record]]
</div>

Manufacturers and material components may have a Pre-Acceptance list (PAL) included in this article. Construction and Materials will take every reasonable precaution to ensure that the lists are kept current, however if there is a question, Construction and Materials should be contacted. There are occasions when items are dropped from the list. If the deletions are critical, the district will be advised by letter or other communication. Otherwise, deletions and additions will be taken care of with subsequent article updates. Specific producers and/or specific products will be listed with an expiration date, depending on the material. This date designates when the item’s Pre-Acceptance will be terminated and should be referenced to verify the PAL status, prior to the use of that material.

The [[#106.12.4 PAL Inspection Guide|PAL Inspection Guide]] assists the inspector in performing a thorough PAL Facility Quality Assurance Review.

Pre-Acceptance lists indicate materials or sources that have complied with the pre-acceptance requirements of the specification and have committed to providing specification compliant material. (See [https://epg.modot.org/forms/CM/NewProductEvaluationForm.pdf New Product Evaluation Form].) After an initial transition period, materials that have a Pre-Acceptance List will require PAL inclusion for acceptance. During the transition period, materials that have a PAL may be accepted by PAL inclusion or an alternate inspection procedure. All PAL material will be considered for acceptance in accordance with the appropriate specifications.

==106.12.1 Responsibility==

===106.12.1.1 Construction and Materials Responsibility===
Construction and Materials, also referred to as Materials (or Central Office – Materials), is responsible for the following regarding the PAL inspection program:

====1) List Maintenance====
Evaluation of material products for pre-acceptance will be coordinated by Central Office Materials. Inclusion and removal of materials or sources from the lists will be the responsibility of Central Office Materials. Frequency of testing will be determined or approved by Materials. The expiration date shown for a company or product will be three years from the first day of the month following the month in which approval of the company was granted. Approval of each branded product will be handled independently. A company may submit reapplication at any time and a new three-year approval will be established if the application is in order. If the company is simply renewing its application, and none of its product listing has changed, they need only complete Form M-STMNT ([https://www.modot.org/sites/default/files/documents/GS013F4.pdf GS-13 Form 4]) in full. If a company is renewing its application and the product listing has changed, a [https://epg.modot.org/forms/CM/NewProductEvaluationForm.pdf New Product Evaluation Form] should be completed in full for each changed product. A product listing change includes a formulation or other physical or chemical change in a product. All pertinent product documentation required by the applicable Specification and New Product Evaluation Form should be included. Form M-STMNT ([https://www.modot.org/sites/default/files/documents/GS013F4.pdf GS-13 Form 4]) should also be fully completed. Reapplication cannot be used to offset the status of any material or producer with regard to PAL failures.

====2) Removal from PAL for Sample Failure====
In general, removal of a PAL material or source for sample failure will occur upon the second failed sample in any 12 consecutive months. However, Materials reserves the right for immediate removal upon any failure, if such action is deemed necessary based on specific circumstances. The Producer/Supplier will be notified of the first failure, and any subsequent failures, by written letter under the signature of the State Construction and Materials Engineer. The letter will be sent via certified mail, with return receipt requested. The letter will be kept on file at the Central Office and district PAL representatives will be made aware of the failure and that notification to the Producer/Supplier has been made. The date of the letter will serve as the start date for the beginning of the probationary period or suspension period. Removal for reasons other than sample failure will occur as indicated in the specifications.

:'''PAL Review Committee.''' A committee will consider all PAL probationary or suspension actions relative to the PAL process. The committee will include the Chemical Laboratory, Physical Laboratory, the Assistant State Construction and Materials Engineer, and two Construction and Materials Liaison Engineers, one with a materials background and one with a construction background, as selected by the State Construction and Materials Engineer. The materials Construction and Materials Liaison Engineer will arrange a meeting of the committee when so requested by any committee member. Three members of the committee must agree to any action recommended. The recommended action is forwarded to the State Construction and Materials Engineer for approval.

:'''PAL Review Process.''' The PAL review process will be initiated for: failure of a material to meet specifications, failure of a PAL participant to provide proper documentation, failure of a PAL participant to facilitate the inspection process as necessary, or other reasons where a participant might be removed from the Pre-Acceptance List. When a failure occurs, the district inspector is to be notified of the failure. The district will determine the disposition of the failed material. When the material is located in more than one district, the materials Construction and Materials Liaison Engineer will coordinate a determination of appropriate disposition of the material.

====3) PAL Material Arrival Confirmation====

:'''Project Specific Material.''' Upon determination by the manufacturer, supplier, wholesaler, or contractor, that PAL material will be delivered to a project, they must notify Central Office Materials. The notification must include the contractor, contract number, the specific line item number that the material will be used on, the material, the manufacturer of the material (if there are multiple locations for a manufacture, the specific manufacture must be listed), the heat/lot/batch number of the material, the brand name of the product (if applicable), the shipping date, and the quantity to be shipped. (See [https://www.modot.org/sites/default/files/documents/construction_and_materials/material_qualified_product_listing/gs013f3.pdf GS-13 Form 3].) This notification will allow Materials to determine what material is being delivered, if the specific material indicated is an acceptable PAL material, and how much material is to be expected. When the brand name (manufacturer) or shipping date is not firm at the time the form is submitted, they can be predicted. If any prediction is subsequently determined by the shipper to be incorrect, the shipper shall re-submit the GS-13 Form 3, which includes the PAL Identification Number, with the corrections clearly indicated. A handwritten correction of the original form is acceptable. Shippers are allowed to submit the form with predicted values to accommodate their need to have the PAL Identification Number early in the fabrication or manufacturing process. All documentation required by the specification shall be retained on file by the entity submitting GS-13 Form 3, for a period of two years. The information must be made available to the MoDOT inspector upon request.

:Upon receipt and review of the form, Materials will create a sample record for the material, in AASHTOWARE Project (AWP), and notify the manufacturer, supplier, wholesaler, or contractor of the sample ID number. This sample ID will be the “PAL Tracking Number” for the material. The manufacturer, supplier, wholesaler, or shipper shall attach the phrase “PAL” plus the provided number, to the material, so that all material represented shall be readily and accurately identifiable with a tag or label. This will require every bucket, tote, box, or bundle be identified with a tag or label containing the PAL Tracking Number. Immediate use of material properly identified with a PAL Tracking Number is acceptable. The intent is to make the PAL Tracking Number obvious on the tag or label. Inspectors are encouraged to notify Construction and Materials when the tag or label provided does not fulfill this intent adequately.

:'''Value Added (General) Material.''' Upon arrival of PAL material at a fabrication, production or mixing facility, (this includes steel fabrication, pre-cast, pre-stress and ready-mix facilities) notification must be sent to Materials. The notification must include the facility name and location, a contact person at the fabrication facility who will be responsible for PAL material concerns, the material, the manufacturer of the material (if there are multiple locations for a manufacture, the specific manufacture must be listed), the heat/lot/batch number of the material, the brand name of the product (if applicable), the arrival data, and the quantity. (See [https://www.modot.org/sites/default/files/documents/construction_and_materials/material_qualified_product_listing/gs013f2.pdf GS-13 Form 2]) In most instances, this notification is the responsibility of the facility; however there will be instances where the facility seldom receives PAL material. The MoDOT inspector at that facility is encouraged to assist with submission of the appropriate information. This notification will allow Materials to determine what material is being delivered, if the specific material indicated is an acceptable PAL material, and how much material is involved. Upon receipt and review of the required documentation, Materials will then be responsible to create a sample record for the material in AWP and notify the fabrication facility of the sample ID number. This sample ID will be the “PAL Tracking Number” for the material. The fabrication facility shall attach the phrase “PAL” plus the number to the material, or post the Receiver’s GS-13 Form 2, so that all material represented shall be readily and accurately identifiable. Immediate use of material properly identified with a PAL Tracking Number is acceptable.

:'''Exempted Facilities.''' Facilities that are responsible for the “Shipper’s PAL Material Transmittal Form” will not be required to submit the “Fabricator’s PAL Material Receival Form”. Documentation at these facilities will be checked periodically during on-site quality assurance reviews. The facility must retain the documentation on file for one year from the final handling of the material. The documentation must be filed so a representative of the facility can provide it to the inspector within a few minutes of any request.

:'''Authority.''' The State Construction and Materials office is responsible for ensuring that the PAL Tracking Number is generated by someone that has the authority and expertise required to make the determination that all PAL requirements have been met. The determination of acceptability shall not be made until all required documentation has been received and verified to be correct.

:'''Emergency Shipping.''' There may be instances when a PAL approved manufacturer, supplier, wholesaler, or contractor must ship PAL material immediately and they are not able to obtain a PAL Tracking Number. With prior approval from Materials, the manufacturer, supplier, wholesaler, or contractor may issue a PAL Tracking Number to themselves. The manufacturer, supplier, wholesaler, or contractor is still required to notify Materials of the shipment, as soon as possible, by use of [https://www.modot.org/sites/default/files/documents/construction_and_materials/material_qualified_product_listing/gs013f3.pdf GS-13 Form 3]. The form shall include all of the required information, including the self-assigned PAL Tracking Number(s). Company initials for use in the sample ID will be assigned by Materials and the sample ID will have the form laid out in [[:Category:101 Standard Forms#Sample Record General Information| Sample Record General Information]]. PAL Tracking Numbers issued by a manufacturer, supplier, wholesaler, or contractor are for emergency situations only. It is not the intention that this method be used on a regular basis.

===106.12.1.2 District Responsibility===
Each district office shall have the following responsibility regarding the PAL inspection program:

====1) District PAL Representative====
Each district shall designate a district materials employee to be their PAL representative. This person shall be the contact for any PAL related concerns and will represent the district in any meetings and training required on PAL topics. If contacted by a manufacturer, supplier, wholesaler or contractor regarding acceptance into the PAL system, the district is encouraged to provide assistance in the application and any routine PAL processes. Any member of the district with knowledge of the PAL system can provide assistance.

====2) Construction Inspection====
[[image:106.2.1.2.jpg|right|250px]]
Construction personnel at the project site will review any PAL material that arrives, for general condition and apparent compliance with the applicable specifications. Material that appears to be specification compliant and that has a proper PAL tag attached may be released for use by the contractor. The PAL I.D. number and a basic description of the material will be recorded by the construction inspection staff for confirmation of the AWP record. The AWP sample record will be reviewed to confirm that the material received and the material reported matches. The match will be documented in the AWP record as a remark or (Services) disposition remark. (Refer to [[media:Disposition Remarks for PAL Materials.doc|Disposition Remarks for PAL Materials]]). The remark will include the inspector’s userid, the date, and the comment “material received”. In the event that the material does not reasonably match the sample record description, District office and Materials are to be notified by the inspector. Generally, material that is not accepted due to errors in the PAL documentation, such as tagging, is NOT rejected, it simply must be held for correction. If it is not PAL specification compliant, it is not acceptable, but it should not be “rejected” unless the material itself is not specification compliant.

====3) Materials Inspection====
Inspection requirements for PAL materials will be as required by the specific section of the Standard Specification, the Standard Plans and the Engineering Policy Guide, except that the frequency of required samples shall be as required by Materials. The PAL inspection policy may reduce the number of samples required, but will not reduce the detail or thoroughness of the inspection. During the transition to PAL from traditional inspection processes, material may be accepted other than as indicated in the applicable EPG articles or sections of the specifications.

====4) District PAL Facility Responsibility====
Each district shall run the Cognos 8 report “District PAL Producer Responsibility” to determine which PAL facilities their district is responsible for inspecting. This report should be run periodically to ensure that the district is aware of all new and removed facilities. If a district feels that a facility has been incorrectly assigned to them, they should notify Materials immediately.

====5) Frequency of Facility Review, Sampling and Testing====
Each district shall run, for each facility assigned to their district, on a near monthly basis, the ReportNet report “Facility Review Summary for designated date range” to determine which materials and facilities should be sampled and inspected. The report displays information on shipment, sampling and visits for the PAL facility selected. If a significant quantity of material has been shipped from the facility, that facility should have a PAL Facility Quality Assurance Review. At the discretion of the district, PAL Facility Quality Assurance Reviews may be conducted on a quarterly basis.

A detailed explanation and walkthrough of a PAL Facility Quality Assurance Review are provided in the [[106.12 Pre-Acceptance Lists (PAL)#106.12.4 PAL Inspection Guide|PAL Inspection Guide]]. The inspector is encouraged to use the PAL Inspection Guide to ensure that a thorough PAL Facility Quality Assurance Review has been performed. At a minimum, the inspector should review the procedures outlined in the PAL Inspection Guide and be aware of what a complete and proper review includes. The PAL quality assurance inspection of material should always be performed after the plant personnel have conducted their quality control and testing on the material. It is important that the producer be given the opportunity to segregate non-compliant material as part of their quality control process. The quality control process must reliably eliminate suspect material from possible shipment to MoDOT projects.

There are some PAL facilities that are only a distributor of PAL material. These facilities still require a PAL Facility Quality Assurance Review and the frequency will be determined as described above. The procedure for performing a PAL Facility Quality
Assurance Review at a distributor is also included in the [[106.12 Pre-Acceptance Lists (PAL)#106.12.4 PAL Inspection Guide|PAL Inspection Guide]]. The inspector has the option of sampling any PAL material at any time and any location to ensure compliance with the PAL program.

There are some PAL facilities that rarely ship material directly to the jobsite and instead ship to other PAL facilities for distribution. These facilities still require a PAL Facility
Quality Assurance Review and the frequency will be determined as described above. A visit to one of these facilities should, at a minimum, include a review of PAL documentation and procedures. The inspector may sample PAL material at the facility or obtain a sample from the PAL facility to which it was shipped. If the PAL facility to which the material was shipped is located in another district, the inspector may request that district to sample the material at that PAL facility.

=====Create an AASHTOWARE Sample Record=====
Samples taken should be detailed in AWP as "Quality - PAL Related Record or Sample" and linked to the appropriate PAL Tracking Number (a sample ID number), when applicable. The sample ID assigned to a PAL quality assurance sample shall conform to [[:Category:101 Standard Forms#Sample Record General Information| Sample Record General Information]]. One sample record, using the Material Code 106XXPAL, shall document the findings of the inspector on that date with regard to accessibility and completeness of material documentation, cooperation of facility staff in the documentation review, accessibility to the operation and to samples, assistance with sampling and facilitation of any field testing required.

====6) Sampling and Testing at the Jobsite====
It is the responsibility of district Materials to ensure that all required samples are taken and field tests performed. Additional samples may be taken at the discretion of the district or as directed by Materials based on the concerns of any MoDOT inspector that has contact with the material. The manufacturer and/or contractor should be notified of the impending sample so they can make the appropriate adjustments to their shipment. Whenever possible, this notification should be made in advance of the shipment. The district should be aware that use of this material is not pending sampling and testing unless some deficiency is observed or suspected, and thus care should be taken to ensure proper, adequate samples are taken and that submittals and contact regarding material concerns should be handled in an expeditious manner. Samples taken at the direction of Materials should be detailed in AWP as "Quality - PAL Related Record or Sample" (Sample Type) and be linked to the PAL Tracking Number (sample ID number). Samples taken at the discretion of the district based on suspicion of contamination, poor handling, or other problems not directly attributable to the manufacturer should be designated “District Project” or “District General”. Report the sample to the contract number, but show quantity as zero. The sample ID assigned to a "Quality - PAL Related Record or Sample" shall conform to [[:Category:101 Standard Forms#Sample Record General Information| Sample Record General Information]].

====7) Maintenance Purchase Order Sampling and Testing====
Material presented to MoDOT to fulfill a purchase order is to be in accordance with PAL if the bid documents reference the Standard Specifications or a Materials General Services Special Provision (MGS) that requires PAL compliance. If the bid documents do not reference the Standard Specifications or an MGS requiring PAL compliance, the material will be inspected for general appearance, conditions after shipment, and to confirm specification compliance based on field tests performed by the inspector and the requirements of the maintenance purchase order and bid documents. Material acceptance or rejection is to be reported in AWP. A copy of the report is to be provided to district procurement services when districts processes require it prior to payment to the supplier.

====8) Transferring PAL Material to Other Contracts====
There may be times when PAL material can be transferred to another contract. An example would be concrete pavement curing material, leftover from a previous contract. Approved PAL material may be transferred to another contract upon approval from the engineer. The material cannot be transferred after the initial 3-year period date, beginning with the original sample date. The material shall meet current specifications regardless of specifications in place when initially approved or purchased, and still performs as intended. Disposition remarks shall be added to the original sample record to indicate the quantity of material being transferred, and which contract the material is transferring from and transferring to. Transferred PAL material shall be delivered to the correct project location and shall be in good condition as noted above. The transferred PAL material shall have the proper labeling.

PAL material transfers are initiated by submitting a [https://epg.modot.org/forms/CM/Request_to_Transfer_Inspected_Matl.pdf Request for Transfer of Inspected Material] form from the District the material currently resides (also see [[106.20_Reporting#106.20.6_Material_Transfer_Reports|EPG 106.20.6]]). If the transferred material will remain in the same District but will transfer to another contract, the Request to Transfer form is still required.

==106.12.2 Sampling==
The material shall be sampled and tested as indicated by the applicable specification, except that the Central Office may designate sample size at the time the sample is requested. The PAL specification requires that the contractor or material supplier obtain a representative sample of material when so designated by MoDOT. The MoDOT inspector will designate the material to be sampled and will observe the sampling process. The name of the sampler will be recorded in the sample record. Any deviation from good sampling procedures will be documented in the sample record remarks. It is the responsibility of the material manufacturer to provide instructions for obtaining a representative sample. These samples may affect the manufacturer’s ability to remain on PAL. It is critical that potential sampling errors be documented in detail.

'''Discretionary Sampling.''' The district may sample any PAL material any time the quality of the material is suspect. Such sampling and testing may cause rejection of the shipment or require other remedy to correct any deficiency, and may affect the material’s status on PAL.

==106.12.3 Reports==

===106.12.3.1 Material Acceptance===
At the time a PAL Identification Number is assigned, the material is considered conditionally accepted and, an AWP Sample Record is created to provide the PAL Identification Number and to be the final material acceptance report.

===106.12.3.2 Material Rejection===
Conditional acceptance is based on the PAL process and may be revoked for material damaged in transit, material that is not accurately represented when the PAL Identification Number was obtained, or material subsequently sampled and tested as part of the PAL quality assurance process, which fails.

'''Central Laboratory Rejection.''' When a sample fails to comply with specifications or when material is found to be unacceptable for use, the material will be rejected, and the sample record associated with the material will be marked rejected. The inspector that submitted the sample will be informed of the failure and will then be responsible for notification of the contractor, shipper, and appropriate MoDOT personnel regarding the material failure and any action expected related to disposition of the represented material. The inspector will be responsible for any AWP records necessary to remove the material’s posting to any contracts. The record should detail explicitly that the material was submitted for use and acceptance based on PAL inspection practices, and shall indicate the PAL Identification Number and the cause for rejection. The inspector is not responsible for any action regarding the shipper’s Pre-Acceptance Listing.

'''Field Rejection.''' When a sample fails to comply with specifications or when material is found to be unacceptable for use, the material will be rejected, and the sample record associated with the material will be marked rejected. The inspector will be responsible for notification of the contractor, shipper, and appropriate MoDOT personnel regarding the material failure and any action expected related to disposition of the represented material. The inspector will be responsible for any AWP records necessary to remove the material’s posting to the contract. The record should detail explicitly that the material was submitted for use and acceptance based on PAL inspection practices, and shall indicate the PAL Identification Number and the cause for rejection The inspector will notify the Central Office of the failure so action regarding the shipper’s Pre-Acceptance Listing may be taken by the Central Office.

'''Disposition of Rejected Material.''' Use of the rejected material will cease immediately and a determination will be made as to the acceptability of any material in place.

==106.12.4 PAL Inspection Guide==

The PAL Inspection Guide assists the inspector in performing a thorough PAL Facility Quality Assurance Review. [[106.12 Pre-Acceptance Lists (PAL)#4) District PAL Facility Responsibility|District PAL Facility Responsibility]] and [[106.12 Pre-Acceptance Lists (PAL)#5) Frequency of Facility Review, Sampling and Testing|Frequency of Facility Review, Sampling and Testing]] describe the steps that shall be followed in preparation for this inspection. If the ReportNet reports “District PAL Producer Responsibility” and “Facility Review Summary for designated date range” have not been run, please refer to the afore mentioned sections. The frequency for this inspection is also described in EPG 106.12 Pre-Acceptance Lists (PAL).

A PAL Facility Quality Assurance Review can be divided into two types; manufacturer review and distributor review. Manufacturers are facilities that produce a PAL material. Distributors are facilities that do not manufacture PAL material, but ship PAL material, manufactured by other companies, directly to the job site. Each of these types of PAL Quality Assurance Review has different procedures, and will be covered separately and in detail.

===106.12.4.1 Manufacturer – PAL Facility Quality Assurance Review===
A review of the manufacturer’s certifications and test results is required on a PAL Facility Quality Assurance Review. The manufacturer is required to supply these documents to the inspector upon request.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
| Are the manufacturer’s documents kept on file, at a minimum, for the period of time required by the applicable Specification Section? '''If No,''' notify Construction and Materials for assessment. ||Yes|| No
|-
|Are the manufacturer’s certifications and test results easily relatable to their production lots, batches or heats? '''If No,''' notify Construction and Materials for assessment. ||Yes|| No
|}

A walk-through of the manufacturer’s storage facilities should also be included with this visit.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
|If the manufacturer stocks MoDOT compliant and non-MoDOT material, is the material segregated or easily distinguishable? '''If No,''' refer to the options below: || - || -
|-
|colspan="3"|'''Option 1:''' Notify the manufacturer that if they do not segregate MoDOT compliant and non- MoDOT material, there is a possibility that non-MoDOT material will be sampled. A note should be made in the Remarks or Free Form test of the PAL Facility Quality Assurance Review AWP sample record indicating that there may be a problem with the manufacturer’s method of distinguishing MoDOT material from non-MoDOT material.
|-
| colspan="3"|'''Option 2:''' If the manufacturer continues to stock MoDOT compliant and non-MoDOT material together after they have been notified of the consequences, sample material that may not be intended for MoDOT use.
|-
|Are there any materials that may be stored in a way that could negatively affect the properties of the material causing it to not be specification compliant? '''If Yes,''' refer to the options below. ||Yes ||No
|-
| colspan="3"|'''Option 1:''' Take a sample of the suspect material in addition to any samples already taken.
|-
| colspan="3"|'''Option 2:''' Make the manufacturer aware of the concern. Re-examine the storage of the material upon the next PAL Facility Quality Assurance Review.
|}

Finally, samples of materials shall be taken in accordance with the applicable section of the Engineering Policy Guide. At a minimum, one sample, or group of samples, shall be taken for those materials that have shipped significant quantity to a MoDOT jobsite. Samples shall be submitted to the Central Laboratory for testing. Additional samples may be taken and tested at the manufacturer’s facilities at the manufacturer’s request. These test results will not be considered for PAL Quality Assurance.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
|Was the manufacturer able to easily locate the selected lot, batch, or heat for sampling? If No, notify Construction and Materials for assessment. ||Yes|| No
|-
|Did the manufacturer properly obtain the samples? '''If No,'''refer to the options below. ||Yes|| No
|-
| colspan="3"|'''Option 1:''' Make the manufacturer aware of their potential sampling error and suggest they resample the material.
|-
| colspan="3"|'''Option 2:''' If the manufacturer has previously been made aware of their error in sampling procedure, notify Construction and Materials for assessment.
|-
|When tested, does the material meet the requirements of the specification (if applicable)? '''If No,''' notify Construction and Materials for assessment. ||Yes|| No
|}

Upon completion of your PAL Facility Quality Assurance Review, create an AWP sample record as described in [[106.12 Pre-Acceptance Lists (PAL)#Create an AASHTOWARE Sample Record|Create an AASHTOWARE Sample Record]]. Also create additional AWP sample records as required by the applicable Engineering Policy Guide article for each sample taken.

===106.12.4.2 Distributor – PAL Facility Quality Assurance Review===

A review of the certifications and test results, provided by the manufacturer of the material to the distributor, is required on a PAL Facility Quality Assurance Review. The distributor is required to supply these documents to the inspector upon request. The distributor may be allowed to contact their central office, or the manufacturer, to obtain these documents, but the documentation must be supplied in a timely manner. A random selection of certifications and test results should, at a minimum, be reviewed for those materials that shipped in significant quantity to a MoDOT jobsite.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
|Was the distributor able to supply the required documents to the inspector in a timely manner? '''If No,''' notify Construction and Materials for assessment. ||Yes|| No
|-
|Are the documents easily relatable to the material that they were supplied for? '''If No,''' notify Construction and Materials for assessment. ||Yes|| No
|}

A walk-through of the distributor’s storage facilities should also be included with this visit.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
|If the distributor stocks MoDOT compliant and non-MoDOT material, is the material segregated or easily distinguishable? '''If No,''' refer to the options below.|| - || -
|-
|colspan="3"|'''Option 1:''' Notify the distributor that if they do not segregate MoDOT compliant and non-MoDOT material, there is a possibility that non-MoDOT material will be sampled. A note should be made in the Remarks or Free Form test of the PAL Facility Quality Assurance Review AWP sample record indicating that there may be a problem with the manufacturer’s method of distinguishing MoDOT material from non-MoDOT material.
|-
|colspan="3"|'''Option 2:''' If the distributor continues to stock MoDOT compliant and non-MoDOT material together after they have been notified of the consequences, sample material that may not be intended for MoDOT use.
|-
|Are there any materials that may be stored in a way that could negatively affect the properties of the material causing it to not be specification compliant? '''If Yes,''' refer to the options below. ||Yes|| No
|-
|colspan="3"|'''Option 1:''' Take a sample of the suspect material in addition to any samples already taken.
|-
|colspan="3"|'''Option 2:''' Make the distributor aware of the concern. Re-examine the storage of the material upon the next PAL Facility Quality Assurance Review.
|}

There may be instances where the district performing the PAL Facility Quality Assurance
Review has been requested by another district to sample a material. Reasons for this include, but are not limited to; a PAL facility that is too great a distance from the responsible district, a sample of material failed to meet specification and another sample was requested from a different location than the sample was initially taken. Samples of materials shall be taken in accordance with the applicable Engineering Policy Guide article.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
|Did the distributor properly obtain the samples? '''If No,''' refer to the options below. ||Yes ||No
|-
|colspan="3"|'''Option 1:''' Make the distributor aware that they may wish to contact the manufacturer regarding proper sampling.
|-
|colspan="3"|'''Option 2:''' If the distributor has previously been made aware of their error in sampling procedure, notify Construction and Materials for assessment.
|}

Upon completion of your PAL Facility Quality Assurance Review, create an AASHTOWARE sample record as described in [[106.12 Pre-Acceptance Lists (PAL)#Create an AASHTOWARE Sample Record|Create an AASHTOWARE Sample Record]]. Also create additional AWP sample records as required by the applicable Engineering Policy Guide article for each sample taken.

[[category: 106 Control of Material|106.12]]

Category:147 Innovative Contracting

2024-12-12T19:32:56Z

Hoskir:

MoDOT is continually looking to implement non-traditional methods and practices in contract administration in an effort to improve efficiency, increase flexibility and maximize value for our customers.

By allowing the use of our innovative contracting tools we are best able to meet each projects unique challenge and to provide the best value solution to the needs which we are trying to address.

[[237.8 Contract Time|Contract Time]], Alternate Project Design Requirement and Project Delivery Method tools should be considered on a project-by-project basis, matching the unique project concerns to the benefits provided by each tool.

<center>'''''Innovative Contracting Methods'''''

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" width="300"|Contract Time!! style="background:#BEBEBE" width="300"|Alternate Project Design Requirements !! style="background:#BEBEBE" width="200"|Project Delivery Methods
|-
|[[237.8 Contract Time#237.8.4 Acceleration of Work Clauses|Accelerating the Completion of Closure Work<br/> (A+B Bidding)]]||[[147.1 Alternative Technical Concepts|Alternative Technical Concepts]]||[[147.3 Job Order Contracting (JOC)|Job Order Contracting (JOC)]]
|-
|[[237.8 Contract Time#237.8.6 Liquidated Savings Specified/Liquidated Damages Specified|Incentive/Disincentive Bidding]]||[[:Category:242 Optional and Alternate Pavement Designs|Alternate and Optional Pavement<br/> Bidding]]||[[:Category:139 Design - Build|Design - Build]]
|-
|[[237.8 Contract Time#237.8.1 Working Days vs. Completion Dates|Calendar Day and Completion Date<br/> Contracts]]||[[147.2 Add Alternate Bidding|Add Alternates]]|| -
|}

</center>

'''[[237.8 Contract Time|Contract Time]]''' innovations encourage expedited completion of projects and minimize construction time, roadway closure and user delay.

'''Alternate Project Design Requirements''' are innovative approaches that improve contractor flexibility and may assist in cost reduction by allowing contractors to tailor the work to most advantageous process and practice. This flexibility encourages contractors to find innovative solutions to meet the project needs.

'''Project Delivery Methods''' assist MoDOT and the contractor with implementing projects in an effective and efficient manner while maximizing the opportunity to meet targets on specific financial limitations. Overall project delivery may occur at faster rate than traditional process would allow

[[Category:100_GENERAL]]

Category:148 Accelerated Bridge Construction (ABC)

2024-12-12T19:32:30Z

Hoskir:

[[image:148 abc.jpg|right|400px]]
Accelerated Bridge Construction is defined as constructing a bridge using [[:Category:147 Innovative Contracting|innovative contracting]], planning, design, materials and methods to reduce the on-site construction time. MoDOT has been a leader in accelerated bridge construction since 1972. Our use of precast concrete deck panels is still considered innovative and “new” by many states. There is a continued push to limit the impact of bridge construction to the travelling public even further. The [[104.1 Core Team|Core Team]] should discuss the need for accelerated bridge construction very early in the project development process. It will affect the budget, the plans production schedule and the bridge options available.
{|style="padding: 0.3em; margin-right:8px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="200px" align="left"
|-
|'''Time Lapse Video of Bridge Construction'''
|-
|[https://epg.modot.org/documents/148.wmv I-44 Bridge<br/> over Gasconade River]
|}

If there is a solid reason for going faster than normal, it will then be necessary to ensure the short term goal does not cause long term maintenance issues. For example, a pile cap bent can be constructed more quickly than a drilled shaft bent; but, if used in the wrong streams it could result in accelerated scour or corrosion problems.

The most reliable way to build good bridges faster is to provide an incentive to the contractor to build it more quickly than normal. This will push them to work 24/7 and use higher quality materials that more quickly reach the design strength. It is also the most likely method to avoid future maintenance issues. Other options to consider include using more precast elements such as abutments and eliminating bents when possible.

Regarding cost, one would typically first calculate how many days it would normally take to construct the bridge and then increase the cost estimate by the same percentage that the time frame was shortened. For example, reducing the number of days by 20% below normal will increase the cost by 20%.

There are rare instances where MoDOT may want to spend significantly more money to get a bridge built extremely fast (such as a closure of one weekend). The rule of thumb is when the AADT is greater than 50,000 or the detour is greater than 60 miles, the large cost increase may be justified. In these cases, the replacement bridge can be built next to the existing bridge and then slid into place or it can be built a short distance away and then driven into place with a self-propelled modular transporter (SPMT).

[[Category:100_GENERAL]]

Category:149 Project Delivery Determination and Initial Risk Assessment

2024-12-12T19:32:12Z

Hoskir:

{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="400px" align="right"
|-
|'''Forms'''
|-
|[[media:149 Brainstorm.xlsx|Risk Assessment Brainstorm Sheet]]
|-
|[[media:149 Worksheet.xlsx|Risk Assessment Worksheet]]
|-
|'''Figure'''
|-
|[[media:149 Flowchart.pdf|Project Delivery Method Determination Flow Chart]]
|}

==149.1 Project Delivery Method Determination==

MoDOT uses innovative contracting to ensure that the public receives full value for every tax dollar invested in Missouri’s transportation system. Innovative contracting methods provide the ability to accelerate project delivery, reduce cost, improve quality and minimize impacts to the traveling public. A discussion of MoDOT’s various innovative contracting methods can be found in [[:Category:147 Innovative Contracting|EPG 147 Innovative Contracting]].
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="400px" align="right"
|-
|[[media:149 Flowchart.pdf|Project Delivery Method Determination Flow Chart]]
|}

In order to select an appropriate project delivery method, a project must be evaluated to determine how the project aligns with each available delivery method. This evaluation is accomplished as shown in the [[media:149 Flowchart.pdf|Project Delivery Method Determination Flow Chart]]. A Project Delivery Determination (PDD) Tool has been established to guide project teams through the evaluation to determine appropriate delivery methods. This PDD is considered a national best practice to weigh project characteristics against key factors for consideration. Although all projects benefit from this review, it is especially important that large and/or complex projects be considered in order that the most appropriate delivery method is used. Examples of large and/or complex project types that should be considered include but are not limited to: bundled projects, major river bridges, complex corridor projects, and complex interchange projects.

The project delivery determination document provides a formal approach for selecting project delivery methods for highway projects. By using the PDD Tool, a project delivery selection report can be generated for each individual project. The primary objectives of this tool are:
:* Present a structured approach to assist MoDOT in making project delivery decisions;
:* Assist MoDOT in determining if there is a dominant or optimal choice of a delivery method; and
:* Provide documentation of the selection decision.

===149.1.1 Background===

The project delivery method is the process by which a construction project is comprehensively designed and constructed including project scope definition, organization of designers, constructors and various consultants, sequencing of design and construction operations, execution of design and construction, and closeout and start-up. Thus, the different project delivery methods are distinguished by the manner in which contracts between the agency, designers, and builders are formed and the technical relationships that evolve between each party inside those contracts. Currently, there are several types of project delivery methods available for publicly funded transportation projects. MoDOT generally uses two primary delivery methods: Design-Bid-Build (DBB) and Design-Build (DB). Design-Bid-Build can include other alternative contracting methods such as: A+B Bidding, Fixed Price Variable Scope (FPVS), Indefinite Delivery Indefinite Quantity (IDIQ) and Alternate Technical Concepts (ATC). No single project delivery method is appropriate for every project. Each project must be examined individually to determine how it aligns with the attributes of each available delivery method.

===149.1.2 Primary Delivery Methods===

'''Design-Bid-Build''' is the traditional project delivery method in which an agency designs, or retains a designer to furnish complete design services, and then advertises and awards a separate construction contract based on the designer’s completed construction documents. In DBB, the agency “owns” the details of design during construction and as a result, is responsible for the cost of any errors, omissions, and unknowns encountered in construction.

'''Design-Build''' is a project delivery method in which the agency procures both design and construction services in the same contract from a single, legal entity referred to as the design-builder. This method uses Request for Qualifications (RFQ)/Request for Proposals (RFP) procedures rather than the DBB Invitation for Bids procedures. The design-builder controls the details of design and is responsible for the cost of any errors or omissions encountered in construction.

===149.1.3 Facilitation of the Tool===

When embarking on using the project delivery determination tool for the first time, it is recommended that a facilitator is brought in for the workshop. The facilitator will assist with working through the tool and provide guidance for discussing the project and selection of a delivery method. This individual should be knowledgeable about the process and should be consistently used. The facilitator also helps to answer questions and make sure the process stays on track and the team moves towards a formal selection.

'''Participation'''

Using the Project Delivery Determination Tool is only as good as the people who are involved in the selection workshop. Therefore, it is necessary to have a collection of individuals to participate in the selection of the delivery method. The selection team may include members of district and division leadership, the area team, applicable discipline leads from both district and division levels, and staff from previous Design-Build teams and FHWA. When crafting the invite list, it is important to include both a variety of personnel and keep the numbers low to promote a collaborative discussion.

'''Potential Bias'''

The best approach for the participants of the project delivery determination workshop is to keep an open mind about the delivery method to choose. Failure to maintain an objective approach by everyone in the workshop will result in an inaccurate outcome.

===149.1.4 Project Delivery Selection Process===

The process is shown in the outline below. It consists of individual steps to complete the entire process. The steps should be followed in sequential order.
:Step 1:
::A. Project overview and status
::B. Establish draft project goals
::C. Document project constraints
:Step 2: High-level initial risk analysis
::A. Brainstorm major risk areas
::B. Analyze and compile risk factors
:Step 3: Primary factor evaluation
::A. Assess the primary factors (these factors most often determine the selection)
:::* Complexity and innovation
:::* Delivery schedule
:::* Project cost considerations
:::* Level of design
:::* Project risks (high / medium)
:Step 4: Secondary factor evaluation (if necessary)
::A. Perform a pass/fail analysis of the secondary factors to ensure that they are not relevant to the decision.
:::* Staff experience/availability (agency)
:::* Level of oversight and control
:::* Competition and contractor experience
::B. If pass/fail analysis does not result in clear determination of the method of delivery, then perform a more rigorous evaluation of the secondary factors against all potential methods of delivery

==149.2 Draft Project Goals==

An understanding of project goals is essential to selecting an appropriate project delivery method. Therefore, draft project goals should be set prior to using the project delivery selection tool. Typically, the project goals can be defined in three to five items and need to be reviewed here. Example goals are provided below, but the report should include project-specific goals. These goals should remain consistent over the life of the project.

'''Schedule'''
:* Minimize project delivery time
:* Complete the project on schedule
:* Accelerate start of project revenue

'''Cost'''
:* Minimize project cost
:* Maximize project budget
:* Complete the project on budget
:* Maximize the project scope and improvements within the project budget

'''Quality'''
:* Meet or exceed project requirements
:* Select the best team
:* Provide a high quality design and construction constraints
:* Provide an aesthetically pleasing project

'''Functional'''
:* Maximize the life cycle performance of the project
:* Maximize capacity and mobility improvements
:* Minimize inconvenience to the traveling public during construction
:* Maximize safety of workers and traveling public during construction

==149.3 Purpose and Objective of Project Goal-Setting==

The draft project goals for a particular project and potential risk to attaining those goals will be the basis by which the project delivery method will be determined and the project specific procurement requirements will be developed. These goals allow decision-makers to evaluate the advantages and challenges of various procurement methods and to select a project delivery method that provides the best opportunity for success.

In order to effectively use project goals to guide the project delivery method selection, the goals must be prioritized in order of importance to MoDOT. The determined "priority order" allows project delivery decisions-makers to use the most important goal as the “pivot point” to analyze all delivery choices. The remaining goals, listed in descending order of importance, further define and shape the project’s procurement/delivery strategies.

==149.4 Project Delivery Constraints==

There are potential aspects of a project that can eliminate the need to evaluate one or more of the possible delivery methods. A list of general constraints can be found below and should be referred to while completing the project delivery determination.

'''Schedule'''
:* Utilize federal funding by a certain date
:* Complete the project on schedule
:* Weather and/or environmental impact

'''Cost'''
:* Project must not exceed a specific amount
:* Minimal changes will be accepted
:* Some funding may be utilized for specific type of work (bridges, drainage, etc.)

'''Quality'''
:* Must adhere to standards proposed by the agency
:* High quality design and construction constraints
:* Adhere to local and federal codes

'''Functional'''
:* Traveling public must not be disrupted during construction
:* Hazardous site where safety is a concern

==149.5 Initial Risk Assessment==

Risk is an uncertain event or condition that, if it occurs, has an effect on a project’s objectives. Risk allocation is the assignment of unknown events or conditions to the party that can best manage them. An initial assessment of project risks is important to ensure the selection of the delivery method that can properly address them. An approach that focuses on a fair allocation of risk will be most successful.

Performing an initial high-level project risk assessment is necessary to determine and document the most appropriate delivery method for a project. The initial risk assessment is also used in the development of draft project goals. A good initial high-level risk assessment allows MoDOT to clearly identify, prioritize and assign resources to risk avoidance and mitigation opportunities in order to help eliminate or reduce risk to the project. The resultant risks and an understanding of the efforts required to properly manage the risk, provide the necessary perspective by which the appropriate project delivery method should be selected.

For each project initial risk assessment, the assessment team is composed of MoDOT staff from all applicable functional units. Typically, this team consists of traditional core team members, with each member having different areas of expertise, such as design, construction, right of way, utilities, geotechnical, traffic and maintenance. Depending on the project, you may include staff from other expertise areas including FHWA, environmental and customer relations. Each of the core disciplines applicable to the project should be included in the initial risk assessment meeting. It may also be helpful to include a facilitator to organize, streamline and expedite the process.

===149.5.1 Content of Risk Assessment ===

The first step of an initial risk assessment is to brainstorm project risks. A [[media:149 Brainstorm.xlsx|brainstorming spreadsheet]] can be used to capture all project risks. Examples of areas of risks that should be evaluated during a risk assessment include:
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="200px" align="right"
|-
|[[media:149 Brainstorm.xlsx|Risk Assessment Brainstorm Sheet]]
|}
:1. Environmental: Are there environmental permits that MoDOT can obtain? How can the NEPA document allow for flexibility in the ultimate project solution?<br/>    Noise Walls: Can MoDOT agree with the public to a height, elevation, etc. of a noise wall or to a process to reach agreement on a noise wall?
:2. Right of way: Are there parcels that acquisition can be avoided? Can the amount of right of way acquired be minimized?
:3. Utilities: What utilities are possible conflicts? Are there utilities with long relocation schedules? Should a Subsurface Utility Engineering (SUE) be pursued?
:4. Public Information: Are there research efforts that can assist in formulating a public information plan or method of handling traffic plan? Are there key audiences that could derail the project?
:5. Third Party Agreements and Permits (other than environmental): Are there local IGAs, railroad agreements, process agreements, standards agreements that need to be obtained?
:6. Drainage: Are there third party approvals necessary for drainage design?
:7. Method of Handling Traffic: Can MoDOT agree to detour routes with a public entity?
:8. Roadway design: Are there variances or exceptions that will be required? Is an AJR required?
:9. Structures: Are there approvals or variances that need to obtained?

===149.5.2 Initial Risk Assessment Process===

A [[media:149 Worksheet.xlsx|Risk Assessment Worksheet]] should be used to document the risk and the resultant mitigation efforts, if any, that will be performed. Traditionally the steps in the risk assessment process are as follows:
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="200px" align="right"
|-
|[[media:149 Worksheet.xlsx|Risk Assessment Worksheet]]
|}
:* A broad area of risk is identified and listed on the form as a “Risk Category”.
:* For each risk category, all associated specific risk elements are identified and listed on the risk worksheet under the heading “Risk Element”. If a project has several risks, multiple risk worksheets can be filled out for each risk category.
:* The risk assessment team evaluates each risk elements “impact factor”. The impact factor is the significance of the impact that each risk element could have to the goals of the project, rated on a 0 to 6 scale (6 being the greatest impact – 0 being no impact). The impact factor is recorded in column A.
:* Next, the risk assessment team evaluates the magnitude or “level of the effort factor” required to avoid or mitigate each specific risk element. This level of effort factor is rated on a 0 to 6 scale (6 being the greatest effort – 0 being no effort) and is recorded in column B.
:* Next, for each risk element the risk assessment team determines the probability of the risk impact occurring if no action to avoid or mitigate the risk is taken. The probability factor rated on a 0 to 1.0 scale is recorded in column C.
:* As a result of the ratings, a Risk Factor is calculated (Column A * Column B * Column C) for each risk element. The greater the Risk Factor, the higher the priority for MoDOT to identify the appropriate mitigation efforts necessary to reduce the risk and the greater the level of resources that must be employed to mitigate that risk.
:* The final step in the initial risk assessment process is to identify the risk mitigation tasks that need to occur to reduce the risks to the project goals.

===149.5.3 Assigning Risk Elements to Delivery Method===

Following evaluation of all of the risks, the team should identify the medium and high risk items from the evaluation. The team should then assign these risk items to the delivery method that provides the best advantage to mitigate given the information known about them at that time. If no clear advantage is evident, document those risk items accordingly.

==149.6 Project Delivery Determination ==

In order to determine the best delivery method for a project, it is helpful to consider the advantages and disadvantages (i.e. the pros and cons) of each delivery method. This may include a review of likely risk allocations which would occur if the design-build delivery method were pursued, as discussed in [[:Category:139 Design - Build|EPG 139 Design - Build]]. After reviewing the project goals, the project specific risks and the advantages and disadvantages of each delivery method, the project core team recommends a delivery method to their district management.

Some advantages of design-build are:
:* Projects with multiple solutions
:* Allows significant opportunity for innovation
:* Permits extreme cost control
:* Designs tailored to a contractor’s strengths
:* Establishes single point of responsibility between MoDOT and contractor
:* Coordinates design & construction expertise
:* Allocates risks to best party
:* Bases contract on performance requirements & specifications
:* Saves time.

Some advantages of traditional design-bid-build are:
:* Maintains MoDOT’s control of design process and solutions
:* Designer works directly for MoDOT
:* Works well for projects with tight constraints that may limit innovation (i.e. floodplain, schedule, environmental issues ROW)
:* Allows for “on-the-shelf” plans being developed in advance, i.e. an upfront construction funding allocation is not required
:* Applies best for use on routine projects, such as overlays.

Some advantages of traditional design-bid-build with Alternate Technical Concepts (ATCs) are:
:* Allows implementation at any stage
:* Allows opportunity for contractor innovation, but MoDOT maintains control of ultimate design solution
:* Tailors designs to a contractor’s strengths to achieve the most economical design
:* Entices smaller contractors, increasing competition
:* Uses plans that have been developed to an advanced stage
:* Maximizes competitive bidding.

==149.7 Documentation and Approval==

Documentation of the project delivery method determination must include the following:
:* Project background
:* Project overview and status
:* Project goals
:* Project constraints
:* High risk elements
:* Delivery method comparison (pros/cons)
:* Obstacles and opportunities for each delivery method
:* Summary and recommendation
:* Attachments/Exhibits.

If design-build is the recommended delivery method, the District Engineer or the District Engineer's designee should present the project to the Chief Engineer and Assistant Chief Engineer for approval to move forward. Approval is required to ensure MoDOT is using design-build on the most appropriate projects and to ensure that MoDOT does not exceed its legislative authority of 2% of the number of projects per year.

If DBB with ATCs, A+B Bidding, or Fixed Price Variable Scope is the recommended delivery method, the project team should contact the Bidding and Contract Services and their Design Liaison for further guidance.

[[Category:100_GENERAL]]

Category:150 Quality Management

2024-12-12T19:31:20Z

Hoskir:

{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="425px" align="right"
|-
|<center>'''[https://modotgov.sharepoint.com/sites/Ext_MoDOT_CMContracts MoDOT Sharepoint - Partner Sign In]'''
|-
|'''___'''
|-
|'''Quality Management Information '''
|-
|[https://www.modot.org/media/17173 Digital Signature for Adobe Pro 10 (Contractors)]
|-
|[https://www.modot.org/media/17175 QM Training for Contractors]
|-
|'''Quality Management Documents '''
|-
|[https://www.modot.org/media/13219 MoDOT ITP Plan]
|-
|[https://www.modot.org/media/13220 Sample Quality Management Plan]
|-
|[https://www.modot.org/media/13221 Sample Weekly Schedule]
|-
|'''Checklists '''
|-
|[https://epg.modot.org/forms/CM/ADA_Checklist.pdf ADA Checklist (PDF)]
|-
|[https://epg.modot.org/forms/CM/ADA_Checklist.docx ADA Checklist (MS Word)]
|-
|[https://www.modot.org/media/978 ITS Checklist]
|-
|[https://www.modot.org/media/980 Lane Closure Checklist]
|-
|[https://www.modot.org/media/979 Hold Points]
|-
|[https://www.modot.org/section-200-checklists Section 200 Checklist]
|-
|[https://www.modot.org/section-300-checklists Section 300 Checklist]
|-
|[https://www.modot.org/section-400-checklists Section 400 Checklist]
|-
|[https://www.modot.org/section-500-checklists Section 500 Checklist]
|-
|[https://www.modot.org/section-600-checklists Section 600 Checklist]
|-
|[https://www.modot.org/section-700-checklists Section 700 Checklist]
|-
|[https://www.modot.org/section-800-checklists Section 800 Checklist]
|-
|[https://www.modot.org/section-900-checklists Section 900 Checklist]
|-
|'''Forms '''
|-
|[https://www.modot.org/media/13253 Absorption Worksheet]
|-
|[https://www.modot.org/media/13255 Concrete Pour Card]
|-
|[https://www.modot.org/media/13256 Concrete Placement Test Record]
|-
|[https://www.modot.org/media/13258 Consensus Tests]
|-
|[https://www.modot.org/media/981 Corrective Action Request]
|-
|[https://www.modot.org/media/13259 Daily Inspection Report]
|-
|[https://www.modot.org/media/13265 DCP Test]
|-
|[https://www.modot.org/media/982 Ditch Liner]
|-
|[https://www.modot.org/media/13266 Embankment Monitoring]
|-
|[https://www.modot.org/media/13267 Embankment Protection]
|-
|[https://www.modot.org/media/13275 Gradation Worksheet]
|-
|[https://www.modot.org/media/983 Land Disturbance Inspection Record] (MoDOT performs this inspection)
|-
|[https://www.modot.org/media/13306 Low Slump Concrete]
|-
|[https://www.modot.org/media/13277 Materials Receiving Inspection Report]
|-
|[https://www.modot.org/media/13278 Materials Request for Transfer]
|-
|[https://www.modot.org/media/13281 Nonconformance Report (NCR)]
|-
|[https://www.modot.org/media/13282 Plasticity Index Worksheet]
|-
|[https://www.modot.org/media/984 Profilograph Report]
|-
|[https://www.modot.org/media/13283 Rock Base Density and Thickness]
|-
|[https://www.modot.org/media/985 Sample Labels]
|-
|[https://www.modot.org/media/13285 Standard Proctor Test]
|-
|[https://www.modot.org/media/13286 Subgrade Density]
|-
|[https://www.modot.org/media/986 Temporary Erosion Control]
|-
|[https://www.modot.org/media/13287 Traffic Control Devices]
|-
|[https://www.modot.org/media/13288 Traffic Control Inspection Report]
|-
|[https://www.modot.org/media/13289 Uniformity of Concrete Worksheet]
|-
|'''Contractor Reporting E2O'''
|-
|[https://www.modot.org/media/987 Aggregates]
|-
|[https://www.modot.org/media/988 Asphalt Surfaces]
|-
|[https://www.modot.org/media/989 Culvert Performance]
|-
|[https://www.modot.org/media/990 Earthwork]
|-
|[https://www.modot.org/media/13313 Miscellaneous Concrete]
|-
|[https://www.modot.org/media/992 Non-Superpave Asphalt]
|-
|[https://www.modot.org/media/993 Superpave Asphalt]
|-
|[https://www.modot.org/media/994 TSRs]
|}

Quality Management (QM) is a pro-active and efficient method of incorporating quality into the planning and scheduling of all project activities. The contractor works together with the engineer to develop a quality management plan that ensures the quality of materials and workmanship meets or exceeds the contract requirements. This comprehensive plan is dynamic and is specific to the project.
[[image:Main Page 2 June 6, 2014.jpg|left|350px]]
The contractor assumes the primary role of managing quality and performs the quality control inspection and testing. This role includes documenting all inspection and testing, as well as material receiving. The engineer provides quality assurance to verify the contractor is providing adequate quality management per the contract requirements.

Pre-activity meetings are held before the start of each new activity to discuss the work plan for that activity, including any required inspection and testing. Hold points are established at specific stages for the engineer to review the inspection and testing for compliance before the work can proceed. The contractor provides a schedule each week that identifies the activities planned for the next two weeks, including anticipated hold points.

Good quality management saves time and money. The inclusion of quality in the contractor’s planning process reduces the likelihood for re-work. Giving the contractor the primary role for inspection and testing eliminates duplication of quality control and opens up more opportunities for efficiencies.
<div id="Basic steps in the QM process"></div>

Basic steps in the QM process:

:* A base [http://www.modot.org/quality Inspection and Test plan (ITP)] is provided by MoDOT. The base ITP, which includes a complete list of work items, is reduced by the contractor to only include the work items needed for the project. Additions to the ITP may be necessary for any unique items or Job Special Provisions requirements.

:* Contractor prepares and submits a draft Quality Management Plan (QMP) to the Resident Engineer at least two weeks prior to the pre-construction conference. A [https://www.modot.org/media/13220 sample plan] is available.

:* Resident Engineer reviews the draft QMP provides feedback to the contractor on any additions or changes. A meeting may be necessary to review details.

:* The approved QMP is used to guide the contractor QC staff in their Quality Management duties.

:* To store project QC documents, the contractor utilizes a MoDOT-provided SharePoint site.

:* The contractor provides all Quality Control, in accordance with the Quality Management Job Special Provision and the QMP. MoDOT conducts Quality Assurance to verify the performance and accuracy of QC.

:* All necessary QC documentation must be uploaded to the file sharing site for the work performed each pay period in order for the engineer to process payment.

:* Modifications to the Quality Management Plan may be necessary as the work progresses.

:* A review is necessary at project closeout to verify that all required documentation is present.

==150.1 Project Documentation==

This article provides details on the Document Control Procedure requirements for producing and uploading Quality Management documents to a MoDOT-provided storage site. MoDOT utilizes Microsoft SharePoint® for management of these documents; however, contractors do not need to purchase this software to upload documents. Users who are not familiar with Microsoft SharePoint® might find it beneficial to acquire some basic training to better understand some of the many features of this software. MoDOT does not provide training, but there are several online venders who do. Contractors are required to use Microsoft Excel® and Microsoft Word® with some documents. To set up an account in MoDOT’s SharePoint site, send a request to CMQMSupport@modot.mo.gov.

===150.1.1 Folder Structure ===

MoDOT will set up each project folder with the standard file structure for organizing the contractor Quality Management documents. The folders and subfolders should not be altered or renamed, however, additional folders/subfolders may be added as deemed necessary with approval by the resident engineer or inspector, provided the addition does not exceed the maximum URL amount of 255 characters. This standard folder structure is necessary to facilitate file searches and develop consistency.

===150.1.2 File Naming Convention===

This article describes the required file naming convention for all contractor Quality Management documents uploaded to the MoDOT SharePoint site. Each file shall begin with the following: '''ContractNo_JobNo_Date''', unless otherwise specified. For example: 140221-B01_J3P0001C_YYYYMMDD. This consistent file naming practice facilitates file searches and prevents overwriting of existing files if the user has inadvertently navigated to the wrong folder. The date format (YYYYMMDD ) ensures the files remain in chronological order. When multiple reports of the same file type are created in the same day, add a two digit number to the end of the file name to differentiate (_01, _02, etc.) For example: 140221-B01_J3P0001C_20140608_Traffic_Control_Inspection_Report_01. All file name lengths are limited to 75 characters maximum.

Use an underscore ("_") in place of a space between words if file names have more than one word. Capitalize each word of the file name. For example: My_File_Name.docx. The use of hyphens or dashes to separate words should be avoided.
[[image:150.1.2.jpg|right|350px]]
Any documentation not listed in this article should follow the established naming convention, with the addition of file descriptions. For example: 140221-B01_J3P0001C_20140328_glassbeadcert.pdf. The file description should be long enough to identify the content, yet remain within the 75 character limit.

Following is additional detail on how to organize the QM documents in each of the folders:

'''Checklists: '''

The “Checklists” folder is the required storage location for all inspection checklists. The standard inspection checklist forms, shown in the side bar, are pre-named with the correct file description. The [https://www.modot.org/media/17176 Required Naming Convention for Checklists], a list of the correct file name for each checklist, is available. Use the standard format described above for the naming convention.

'''Corrective Action Requests:'''

A [https://www.modot.org/media/981 CAR form] is available for initiating and tracking Corrective Action Requests.

'''Daily Inspection Report (DIR): '''

The “DIR” folder is the required storage location for all [http://www.modot.org/business/contractor_resources/Quality_Management/Daily%20Inspection%20Report.pdf Daily Inspection Reports]. Following is the file naming convention for the DIR:

[[image:105.23.1.3 DIR.jpg|center|310px]]

'''Electronic Payrolls: '''

Refer to [http://epg.modot.org/index.php?title=Category:110_State_and_Federal_Wage_Rates_and_Other_Requirements#110.3_Prevailing_Wages_and_Records_.28Guidance_for_Sec_110.3.29 EPG 110.3 Prevailing Wages and Records] for guidance on electronic payrolls. This folder is optional and only used if the contractor prefers to submit digitally signed electronic payrolls rather than mailing ink-signed originals. All payrolls in this folder must be digitally signed.

'''Land Disturbance Inspection (MoDOT):'''

This folder is optional, but can be used to distribute the project Land Disturbance Inspection Records to the contractor. The MoDOT inspector is responsible for performing the land disturbance inspection, recording the information on the form, and distributing the form to the contractor. The contractor is responsible for reviewing the form and taking the necessary actions, if required. Following is the file naming convention for this record and the summary:

[[image:105.23.1.3 Land.jpg|400px|center]]

'''Materials Inspection:'''

The “MaterialsInspection” folder is the prime folder for the following four subfolders:

:<u>Certifications:</u>

:The “Certifications” folder is the required storage location for all material certifications. Below is the naming convention for a certification report:

[[image:105.23.1.3 cert.jpg|center|430px]]

:<u>Material Receiving Inspection Reports:</u>

:The “MaterialReceivalReports” folder is the required storage location for all [https://www.modot.org/media/13277 Material Receiving Inspection Reports]. Following is the naming convention for a receiving report:

[[image:105.23.1.3 material.jpg|center|400px]]

:<u>QC Testing Results:</u>

:The “QCTestingResults” folder is the required storage location for all test reports. Links to the standard test report forms are shown in the side bar. The [https://www.modot.org/media/17177 Required Naming Conventions for Forms], the naming convention for these reports, is available.

:<u>Requests for Transfer:</u>

:The “RequestsforTransfer” folder is the storage location for all [https://www.modot.org/media/13278 requests to transfer inspected material] from other projects. Below is the file naming convention for this report:

[[image:105.23.1.3 request.jpg|center|520px]]

:<u>NCRs:</u>

:The “NCRs” folder has two subfolders to store “pending” and “resolved” Non-conformance Reports. Following is the file naming convention for NCRs:

[[image:105.23.1.3 resolved.jpg|center|440px]]

:<u>Photos and Videos:</u>

:The “PhotosVideos” folder is an optional folder for MoDOT and the contractor to share project photos and videos. Following is the file naming convention for photos and videos:

[[image:105.23.1.3 photos.jpg|center|500px]]

:<u>QMP:</u>

:The “QMP” folder is the required storage location for the project Quality Management Plan (QMP) and any revised plans. A [https://www.modot.org/media/13220 sample QMP] is available. Following is the file naming convention for the original QMP:

[[image:105.23.1.3 qmp.jpg|center|340px]]

:Below is the file naming convention for revised QMPs:

[[image:105.23.1.3 qmp2.jpg|center|360px]]

:<u>Safety Plan:</u>

:The “SafetyPlan” folder is the required storage location for the project Safety Plan and any revised plans. Following is the file naming convention for the Safety Plan (for revised plans, add _R1, _R2, etc.):

[[image:105.23.1.3 safety.jpg|center|385px]]

:<u>Traffic Control Reports:</u>

:The “TrafficControlReports” folder is the required storage location for all [http://www.modot.org/business/contractor_resources/Quality_Management/Traffic%20Control%20Inspection%20Report.pdf Traffic Control Inspection Reports] and the [https://www.modot.org/media/980 MOT Lane Closure Checklists]. Following is the file naming convention for each report:

[[image:105.23.1.3 traffic.jpg|center|500px]]

:<u>Work Plan:</u>

:The “WorkPlan” folder is the required storage location for the Work Plan on each work activity. Use the standard format described above for the naming convention.

:<u>Work Schedules:</u>

:The “WorkSchedules” folder contains two subfolders, one for the Project Schedule and one for the Weekly Schedule. A [https://www.modot.org/media/13221 sample Weekly Schedule] is available. Use the standard format described above for the naming convention.

==150.2 Quality Management AASHTOWARE Project Reporting – MoDOT Staff Only==

An AASHTOWARE Project (AWP) sample record shall be created for all QC, QA and QC/QA retained samples. Test data shall be reported on the appropriate templates under the Tests tab on the AWP record. The representative quantity shall be reported under the Contract tab on the AWP record for the QC samples. The quantity under the Contract tab on the record for the QA independent and QC/QA retained samples shall be “0”. The representative quantity for the test sample will be reported on the Basic Sample Data Tab. When available, the Excel2Oracle spreadsheets should be used by both MoDOT staff and contractors.

[[Category:100_GENERAL]]

Category:151 Administrative Rule Creation or Modification Process

2024-12-12T19:30:54Z

Hoskir:

This article outlines the process to create or modify administrative rules, per [http://www.senate.mo.gov/14info/pdf-bill/tat/SB504.pdf Senate Bill 504] and [https://revisor.mo.gov/main/OneSection.aspx?section=536.016 RSMo 536.016].

'''Rule Impetus'''

Examples of the impetus for a new, amended or rescinded rule(s) include, but are not limited to, a change in federal law or rule, a change in state statute or rule, a directive of the Commission, a business need identified by MoDOT or a request from industry, customers or business partners;

'''Meeting'''

The responsible division director initiates a meeting with the Chief Engineer, Chief Financial Officer, Assistant Chief Engineer and a representative from the Chief Counsel’s Office (CCO) to review the impetus, desired outcomes, potential impacts and to seek approval to review this information with the Commission;

'''Backup'''

A closed backup Commission item is prepared for the Chief Engineer or Chief Financial Officer to review with the Commission the impetus, desired outcomes, and potential impacts of the needed administrative rulemaking;

'''Drafting'''

Following Commission review, a draft of the proposed new or amended rules is prepared by the division in collaboration with other affected divisions and CCO assistance to ensure proper rule format is followed, citations are to the correct federal/state statutory references and no legal issues are triggered by the new or amended rules;

'''Outside Input'''

The draft new or amended administrative rules are vetted with industry, customers and business partners;

'''Revisions'''

Comments and concerns are collected and addressed from the above-mentioned outside interests and revisions made to the draft rules, if necessary;

'''Meeting'''

The draft new or amended administrative rules are reviewed a second time by the division and the Chief Engineer, Chief Financial Officer, Assistant Chief Engineer and a representative of CCO. Also, a detailed explanation of every provision in the new rule, or every change to an existing rule, shall be prepared and presented at this meeting. The decision to be made at this stage is to either: (1) further revise the rules, and perhaps meet again with industry, customers and business partners if appropriate; or (2) approve the draft rules and determine the Commission meeting at which to submit such rules for Commission approval;

'''Backup'''

A draft Commission item is prepared for the proposed administrative rules that shall include detailed back up information explaining every provision in the new rule, or every change to an existing rule. The division is also responsible to complete the other documents required to accompany the proposed rulemaking (e.g., Small Business Impact Statement, public and private fiscal notes, etc.);

'''E-book'''

The draft Commission item is added to the Commission E-book for review;

'''Review'''

Commission E-book Review comments addressed;

'''Submission'''

Commission item submitted;

'''Action'''

Commission action is taken;

'''Filing'''

Chief Counsel’s Office will file the rules (typically referred to as Notice of Proposed Rulemaking) with the Secretary of State’s Office and the Joint Committee on Administrative Rules for required publication in the [http://www.sos.mo.gov/adrules/moreg/moreg.asp ''Missouri Register''] to obtain public comments;

'''Website Posting'''

The proposed rules shall be posted to MoDOT’s website pursuant to Section 536.016.3 RSMo. The responsible division director initiating the proposed rule will need to coordinate with the Communications Division to ensure the proposed rule is posted to the MoDOT’s website within one business day of publication in the ''Missouri Register''. The posting shall include: (1) the text of the proposed rule, (2) a summary of the proposed rule not exceeding 100 words, and (3) a direct hyperlink to the portable document format (PDF) file on the Secretary of State’s website which contains the pages of the ''Missouri Register'' in which the proposed rule is printed;

'''Notification'''

Governmental Relations submits a bi-weekly report to the Governor’s Office alerting of the Commission’s approval of the proposed new, amended or rescinded rules.

==Final Order of Rulemaking After Public Comment==

'''Publication'''

Upon publication of the rule in the ''Missouri Register'', the public has 30 days to provide comments to the Commission Secretary on the new, amended or rescinded rule(s);

'''Comments'''

At the expiration of the 30-day public comment period, the division shall contact the Commission Secretary’s Office to gather all comments;

'''Drafting/No Comments'''

If there are no comments, the division shall draft the Final Orders of Rulemaking with CCO’s assistance to ensure proper rule format is followed that will meet all statutory requirements and no legal issues are triggered;

'''Drafting/Comments'''

If there are comments, the division shall draft the Final Orders of Rulemaking that addresses each of the comments with CCO’s assistance to ensure proper rule format is followed that will meet all statutory requirements and no legal issues are triggered . MoDOT staff may accept the comment and amend the rule consistent with such comment or decline to accept the comment and state why the rule shall not be amended pursuant to such comment. NOTE: A decision not to include a change to the rules recommended by the public comment(s) should be made carefully as that may result in MoDOT being required to appear before the Joint Committee on Administrative Rules to defend MoDOT’s decision;

'''Meeting'''

The Final Orders of Rulemaking will be reviewed by the division and the Chief Engineer, Chief Financial Officer, Assistant Chief Engineer and a representative from CCO to compare the changes, if any, from the new or amended rules that were previously approved by the Commission. A detailed explanation of every change in the Final Order of Rulemaking shall be prepared and presented at this meeting. The decision to be made at this stage is to either: (1) meet again with the specific industry, customer or business partner if appropriate to ensure the Final Orders will not be subjected to a challenge by the Joint Committee on Administrative Rules; or (2) approve the Final Orders for submission to the appropriate Commission meeting;

'''Backup'''

A draft Commission item is prepared for the Final Orders of Rulemaking that shall include detailed, back up information stating: (1) if there are no comments, that there were no public comments and that the text of the Final Orders of Rulemaking are the same as that presented previously to the Commission; or (2) if there are comments, setting out a summary of each comment and the response to each such comment, whether accepting the comment and making a change or not accepting the comment;

'''E-book'''

The draft commission item is added to the commission E-book for review;

'''Review'''

Commission E-book review comments addressed;

'''Submission'''

Commission item submitted;

'''Action'''

Commission action is taken;

'''Filing'''

CCO will file the Final Order of Rulemaking with the Secretary of State’s Office and the Joint Committee on Administrative Rules for required publication in the ''Missouri Register'';

'''Communication and Implementation Plan'''

The responsible division will develop and utilize a comprehensive communication and implementation plan to ensure all stakeholders are informed and educated on the new or amended rules;

'''Website Posting'''

The proposed rule shall be removed from MoDOT’s website since it has now become final. The responsible division director initiating the proposed rule will need to coordinate with the Communications Division to ensure the proposed rule is removed from MoDOT’s website.

[[image:151.jpg|center|1025px]]

[[Category:100_GENERAL]]

Category:152 Contactor Bonding Responsibilities

2024-12-12T19:30:31Z

Hoskir:

{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="240px" align="right"
|-
|'''Tutorial'''
|-
|[[media:152.pdf|Bonds - What They Are and How They Work]]
|}

MoDOT requires contractors to provide bonds during the bidding and construction phases of a project. A bid bond ensures that the contractor will honor its bid and take on the job. Bid bonds are required under [https://revisor.mo.gov/main/OneSection.aspx?section=227.100 227.100 RSMo]. Once a job has been awarded the contractor must furnish a payment and performance bond. A payment bond is required under [https://revisor.mo.gov/main/OneSection.aspx?section=107.170 107.170 RSMo]. Because MHTC is a state agency a subcontractor or material supplier is not legally allowed to place a lien on state property, so the payment bond ensures that subcontractors or material suppliers will be paid for their work. The performance bond ensures that, in the event the prime contractor is unable to complete the job, the surety will ensure that the job is completed and is required by 227.100, RSMo. MoDOT’s required bond form combines the payment and performance bond into a single document to reduce paperwork. Bid and payment and performance bonds provide MoDOT a financial safety net and are also required by [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sections 102.8] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 103.4.1] of the Missouri Standard Specifications for Highway Construction. Bonds have a cost and contractors include the cost of providing bonds in their bidding costs.

A surety company is the entity that provides the bond. While the surety is almost always an insurance company, the surety bond is not an insurance policy. The surety provides financial assurance of the contractor’s performance. The contractor is primarily liable for performance of its contract with MoDOT and the surety is secondarily liable in the event of a default by the contractor. A default occurs when the contractor is unable, by its own admission, to complete the job or when MoDOT has determined that the contractor cannot complete the job.

The prime contractor is responsible to the surety for any loss the surety may suffer as a result of a default by the contractor. The prime contractor and a surety have a financial agreement that MoDOT is not a party to. So, if a prime contractor causes a surety financial loss, the surety will expect the prime contractor to cover this cost. MoDOT is protected by the bond against financial loss as a result of a contractor defaulting on a road or bridge improvement contract. The bond does not cover disputes that arise between MoDOT and the contractor.

A bond is a contract between the surety and the prime contractor for the benefit of subcontractors and MoDOT. For subcontractors and material suppliers, the bond ensures payment when the prime refuses to pay for completed work. For MoDOT it ensures that, in the event of a default by the prime contractor, the job will be completed.

In the event of a dispute between MoDOT and the contractor over construction, time table, quality of work, etc., the surety is not involved unless the risk of default by the contractor is significant.

For payment claims by subcontractors and suppliers, the surety will usually investigate such claims and request documentation from the subcontractor or supplier. Subcontractors and suppliers may request MoDOT’s involvement in disputes regarding payment from the prime contractor to a subcontractor or supplier. MoDOT has an obligation under [http://s1.sos.mo.gov/cmsimages/adrules/csr/current/7csr/7c10-8.pdf 7 CSR 10-8.111] to assist in resolving such disputes. MoDOT staff should respond to requests for information from subcontractors, suppliers and sureties to assist these entities in resolving their disputes. At a certain point, however, the subcontractor or supplier may exercise their legal rights and sue on the bond in court.

In some circumstances it is obvious when a prime defaults or is declared in default such as when the contractor is in bankruptcy and has admitted that it cannot fulfill its contract. In this instance, the surety should act relatively quickly. When the default is less clear, the surety may perform an investigation and determine its options. In all instances, MoDOT should expect a prompt response from the surety to the notice of declaration of default, communication while the investigation takes place, and a surety decision within a reasonable period of time. When default becomes a real possibility, please alert the Chief Counsel’s Office as soon as possible.

When MoDOT decides to declare that a prime contractor has defaulted on a job, the following consequences may occur:

:(1) The surety takes over the job and finds a new contractor to complete the work or the surety could hire the original prime contractor to complete the job and the surety and the prime contractor resolve their issues,
:(2) The surety may decide not to be involved in finding a replacement contractor and allow MoDOT to find such contractor. In this case the surety is left with a bill for the work left on the bond and the surety has little control of the situation; or
:(3) <u>The surety may find a new contractor that is acceptable to MoDOT to complete the job. The surety takes over the job only to hand it over to the new contractor.</u>
The surety remits the appropriate funds left on the bond to MoDOT and the surety is effectively out of the contract. A new surety bond is issued with the new contractor. The first option is most preferable to MoDOT, the second is less preferable and the third option is the least preferable.

For MoDOT road and bridge projects, there is little history of contractors defaulting or MoDOT declaring a contractor in default. MoDOT contractors have a history of complete contracts on schedule 95% of the time and within 1% of the contract award amount.

[[Category:100_GENERAL]]

Category:146 Disadvantaged Business Enterprise (DBE)

2024-12-12T19:30:06Z

Hoskir:

[[image:146.jpg|right|250px|thumb|<center>'''DBE trucking companies are commonly used for participation on projects'''</center>]]
The Disadvantaged Business Enterprise (DBE) Program is a federally mandated program administered by MoDOT’s [https://www.modot.org/welcome-external-civil-rights External Civil Rights Division]. The intent of the program is to provide opportunities to small businesses owned and operated by disadvantaged individuals to participate in the economic benefits of highway construction.

MoDOT road and bridge projects are evaluated for DBE opportunities. This means individual projects are evaluated for items of work that could be performed by these small businesses more easily if contract provisions were included to help facilitate subcontracting. Applicable projects are then provided a DBE goal provision, which is included in the bid proposal. Bidding contractors evaluate the DBE goal provision, along with all the other proposed provisions, and submit their bid accordingly.

Federal funding is a significant source of the overall funding dedicated to each state highway construction project. The incorporation of a DBE goal, where applicable, is a requirement of federal funding participation. There are many other contractual and project provisions incorporated in the contract to qualify for the use of federal funding. Federal funding is provided by the federal motor fuel taxes paid at the pump in Missouri to the federal government’s Highway Trust Fund. These funds are then allocated back to Missouri with oversight from the Federal Highway Administration (FHWA). Missouri cities and counties (Local Public Agencies, or LPAs) also receive these federal fuel tax dollars for their road and bridge improvements and must include the same federal provisions, like the DBE goals, in their projects. MoDOT has oversight responsibilities over the LPA Program through its Stewardship Agreement with the Federal Highway Administration (FHWA). MoDOT evaluates the bid responsiveness of local road and bridge improvement projects funded with federal funds. The majority of MoDOT and LPA projects are funded with a combination of 80% federal and 20% state/local dollars. Federal sanctions can be imposed for the incorrect application of the federal contracting provisions.

===146.1 Project Bid Proposals that Include DBE Goal Provisions===
Each contactor’s bid submittal, which includes a DBE goal, is evaluated for the effort demonstrated to meet the established DBE goal. The DBE goal is a “goal” and not an absolute requirement. It is the contractor’s responsibility to determine, and submit with the bid, the level of commitment applied towards the goal requested. In the majority of project bid proposals, the bid contractors meet or exceed the DBE goal requested in the bid documents. The lowest bid contractor, who meets or exceeds the DBE goal and has no other bid responsiveness issues or excessive bids, will generally be recommended for bid award and offered a contract. The lowest bid contractor presenting a DBE commitment level below the goal requested, along with no other bid responsiveness issues or irregularities, will be required to establish that the DBE commitment submitted is a “good faith effort” (GFE). A good faith effort is defined as ''"the contractor following the guidelines in the federal regulations and all other reasonable efforts to try to meet the goal, but was unable to do so.”'' MoDOT will evaluate the quantity, quality, and intensity of different efforts made by the bidder in its DBE goal submitted with the bid. MoDOT will determine if the bid is responsive in relation to the DBE commitment provision. The determination of “good faith effort” is primarily determined by MoDOT’s External Civil Rights Division.

====146.1.1 Administrative Hearing Evaluation Process====

The federal provisions have provided for Administrative Reconsideration to further evaluate the DBE commitment level for bid submittals that are unable to be determined to have met the goal or a portion of the goal with a “good faith effort” (GFE) determination. The Administrative Reconsideration process further evaluates the level of commitment submitted and ultimately determines whether a “good faith effort” was performed or not. Each state Department of Transportation determines their own process. MoDOT uses a DBE Hearing Committee to perform the Administrative Reconsideration.

The DBE Administrative Reconsideration Process (Hearing Committee) is allowed under 49 CFR Part 26. MoDOT’s DBE Hearing Committee evaluates MoDOT and LPA projects for bid responsiveness related to the DBE goal commitments submitted only for those DBE bid commitments MoDOT’s External Civil Rights Division did not approve or provide a good faith effort approval. For MoDOT advertised projects, the bid responsiveness Hearing Committee consists of the Assistant Chief Engineer – Chair, and two other MoDOT staff. For LPA advertised projects, the Hearing Committee consists of the Assistant State Construction and Materials Engineer as chair and two other MoDOT staff. The committee members will have knowledge of the DBE regulations. The committee members will not have had any role in setting the DBE goal requested or evaluating the DBE level of commitment made by each contactor with its bid submittal. The sole purpose of the Hearing Committee is to evaluate the DBE level of commitment by the lowest bidder and determine whether a good faith effort has been performed. The Hearing Committee will either affirm or overturn the decision made by MoDOT’s External Civil Rights Division.

====146.1.2 DBE Administrative Hearing====

Once MoDOT’s ECR Division determines a contractor did not establish a GFE with their bid, the contractor is offered the opportunity to participate in a DBE Administrative Hearing. At the hearing, the Committee evaluates the DBE bid submittal and any other documents or materials the bidder believes the Hearing Committee should consider before making the final determination on the responsiveness of their bid, related to the DBE level of commitment only. The contractor may appeal any negative determination established by MoDOT’s ECR Division and request a hearing. The hearing will be scheduled either by phone or in-person. All hearings will be recorded and a legal transcript will be prepared. The Hearing Committee will hear the sworn testimonies of both the MoDOT staff who evaluated the contractor’s DBE submittal and the contractor’s staff who prepared their bid. The contractor may be accompanied by their counsel. If the contractor’s legal counsel is present, then MoDOT’s counsel also must be present to represent MoDOT’s ECR staff providing testimony. A different MoDOT staff attorney shall represent the Hearing Committee, as well. During the hearing, both sides will be allowed time to present their case and submit any additional evidence necessary for the Hearing Committee to make its final decision. The hearing will be closed, and the Hearing Committee will meet to discuss the findings. The Committee Chair will make the final determination and notify the contractor with a written decision. The determination will be provided to MoDOT’s Design Division for further bid consideration for both MoDOT and LPA bid proposals.

While the final decision of the Hearing Committee is not appealable to MHTC or FHWA, a bidder is afforded all the avenues allowed by State of Missouri law to contest the findings of the committee. In the event the contractor wants to further contest the decision of the Hearing Committee, the contractor could pursue an injunction towards a project’s progression. Typically, the contractor would only take this path should the Hearing Committee determine a GFE was not established and the bid proposal was determined “non-responsive”, as related solely to the DBE level of commitment submittal. Essentially this action forces the agency offering the contract work to reject the contractor’s bid as non-responsive. Doing otherwise would eliminate the eligibility of the federal funds used on the project, and therefore, the agency would not be able to fund the project.

====146.1.3 Evaluation of the Contractor’s Performance Delivering the DBE Commitment at Project Completion====

In addition to the DBE Hearing Committee evaluating the responsiveness of the DBE level of commitment presented with a contractor’s bid, the Hearing Committee also evaluates the performance of the contractor’s final DBE utilization upon the completion of a project. The Hearing Committee for both MoDOT and LPA project evaluation for final DBE usage consists of the Assistant State Construction and Materials Engineer – Chair, and two additional MoDOT employees with knowledge in the DBE regulations. The Chair could be performed by another position in MoDOT provided that person has some knowledge in the DBE regulations. When a contractor is awarded a contract that includes a DBE goal, the award is based on following through on the DBE level of commitment. It is understood the contractor either intended to meet the goal with its bid submittal or was approved to have established a good faith effort with a lesser amount. Prior to a project being closed out by MoDOT or a LPA, MoDOT’s ECR Division evaluates the final performance of the contractor towards the DBE commitment that was part of the basis of the initial project award. If the contractor’s final DBE utilization either met or exceeded the initial DBE approved amount, no further steps are needed and the project proceeds towards final close-out. If the contractor did not follow through on the DBE commitment made with the award of the contract, either the full DBE goal requested or GFE lesser amount, the Hearing Committee may be used to evaluate the contractor’s final performance for the situations when MoDOT’s ECR Division does not approve the final usage or provides the contractor a good faith effort determination. In this situation, a contractor that did not achieve its commitment and was not found to have made a GFE, at the end of the project, is subject to the assessment of liquidated damages. Liquidated damages can be for as much as the contractor lacked in meetings its DBE commitment since the initial contract award included the contractors DBE commitment level. It would be unfair to the unsuccessful bidders to allow the awarded low bidder to not carry through on this commitment. Doing otherwise presents an uneven bid environment for MoDOT and LPA bidding contractors.

===146.2 DBE Subcontract===
{|style="padding: 0.3em; margin-left:15px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="400px" align="right"
|-
|align="center"|'''Additional References'''
|-
|[https://www.ecfr.gov/current/title-49/subtitle-A/part-26 DBE Program Federal Regulations 49 CFR Part 26]
|-
|[http://www.sos.mo.gov/adrules/csr/current/7csr/7csr.asp DBE Program State Regulations]
|-
|align="center"|'''Commercial Useful Function (CUF) Form'''
|-
|[https://epg.modot.org/forms/CM/CUF_Determination_Form.pdf CUF Determination Form]
|-
|align="center"|'''Guidance for the CUF Form'''
|-
|[[media:146 Guidance for CUF.doc|Guidance for Completing the CUF Form]]
|-
|[[media:146 Red Flags.doc|CUF Red Flags]]
|}
DBE compliance consists of ensuring that the prime contracts utilize DBEs as indicated in the contract. Each contract has a contract goal and during the bidding process the prime contractor identifies the DBE vendors that it will use to achieve the project goal. These vendors will be a combination of subcontractors working on the project, suppliers, brokers and trucking companies. The prime contractor and MoDOT should ensure that the DBE vendors used to achieve the goal are performing a Commercially Useful Function (CUF).

The Resident Engineer should check the [https://epg.modot.org/forms/CM/Request_to_Subcontract_C_220.pdf Request to Subcontract Form (C-220)] for DBE subcontracts against the DBE Identification Submittal in the contract. The check should include a contract item by contract item review to confirm the line item bids vs. the actual commitment. Only those items for which the DBE is certified shall be listed on the C-220 form. If additional work is to be performed by the DBE for which they are not certified, a separate C-220 shall be submitted for the work and the DBE checkbox shall not be checked. No changes to the agreement between the Prime and the Subcontractor will be necessary. As with any subcontract item when the prime contractor indicates a partial unit price for a subcontract item, it shall be accompanied with justification for the partial price. An example may be items of work in which a prime is doing some of the work while the subcontractor is performing the remaining work. Justification of partial subcontracts is especially important with DBE work to monitor whether the DBE will be performing the work required. The level of justification may vary depending on the item but may include an actual copy of the subcontract between the prime contractor and DBE subcontractor. Refer to [https://epg.modot.org/index.php?title=Category:105_Control_of_Work#105.9.17_Subcontract_Approval_Request EPG 105.9.17 Subcontract Approval Request].

If there are overruns on the project for items a DBE could perform, the prime contractor will attempt to utilize additional DBE participation on the project. If underruns occur on a project for line items a DBE was scheduled to perform, the prime contractor will attempt to seek other DBE opportunities to achieve the DBE goal on the project.

===146.3 Commercially Useful Function Verifications===
Commercially Useful Function (CUF) basically consists of checking that the DBE vendor performs the work, supplies the material, has its own labor, and controls its work. The Resident Engineer office should conduct periodic checks to verify that the DBE vendors are performing a CUF. The verification for CUF varies depending on the capacity the DBE vendor is being used. The following describes what constitutes a check for CUF for various DBE uses.

====146.3.1 DBE Subcontract – Performing Work Onsite====
For DBE vendors performing work onsite, the CUF check consists of basic verification that the DBE vendor employs the workers, controls the work, purchases the materials and owns or leases their equipment. The [https://epg.modot.org/forms/CM/CUF_Determination_Form.pdf Commercially Useful Function (CUF) Determination Form] provides the standard questions to perform a CUF for an onsite DBE. Questions on this form will also require that the engineer check payroll information to ensure that the DBE contractor employees are independent of the prime or other non-DBE contractors on the project. In accordance with [https://www.ecfr.gov/cgi-bin/text-idx?SID=2dcccbd45bdd7429975f8879475aa793&mc=true&node=se49.1.26_155&rgn=div8 49 CFR Part 26.55 (c)], expenditures to a DBE contractor may only count toward DBE goals if the DBE is performing a CUF on that contract. The engineer shall conduct at least one CUF interview using the form for each DBE vendor on the contract, regardless of Part B status. Additional interviews should occur if the engineer notices a change in the DBE vendor or prime contractors operations.
<div id="When a DBE is a prime "></div>
When a DBE is a prime contractor on a project, a CUF should be performed on the DBE firm as well as any other DBE firms being utilized on the project. The CUF review should be conducted on the prime DBE on the project every sixty days until the work is completed on the project.

====146.3.2 Disadvantaged Business Enterprise (DBE) Manufacturer/Supplier CUF Certification Process====

=====146.3.2.1 DBE Manufacturers, Suppliers and Brokers=====
Materials manufactured by DBE firms can be counted for DBE participation at the rate of 100% of the materials. DBE suppliers can be counted for DBE participation at the rate of 60% of the value of the material that they supply for the project. DBE brokers act as intermediaries generally for material supply as well and can be counted for participation at the rate of their brokerage fees. The External Civil Rights (ECR) Division will ensure through the firms certification process that the DBE supplier and/or broker conducts their service in accordance with the federal DBE regulations (49 CFR Part 26.55 (e)) regarding CUF. The engineer should report any activities that could indicate that supply has come from a source other than the DBE supplier or that materials are being delivered by someone other than the DBE Company. The prime contractor shall routinely supply verification that DBE suppliers are being used as indicated in the original participation. This may include copies of paid invoices, receipt of material certifications from the DBE supplier and/or communication between the DBE supplier and other contractors or the engineer’s office regarding material supply. If there is a request for the use of two-party checks, refer the contractor to the External Civil Rights Division for the required approval. The engineer shall conduct at least one CUF interview using the form for each DBE vendor on the contract. Additional interviews should occur if the engineer notices a change in the DBE vendor or prime contractors operations.

Manufacturers and suppliers must be listed in the [http://www.modot.org/business/contractor_resources/External_Civil_Rights/mrcc.htm Missouri Regional Certification Committee (MRCC)] database.

=====146.3.2.2 Description=====
The DBE Manufacturer/Supplier CUF Certification Process has been established to streamline the CUF review process for off-site DBE firms which supply materials on multiple projects, often concurrently, on a regular basis. The process allows more efficiency by eliminating the requirement of one CUF review to be performed per contract for DBE manufacturers and suppliers, and instead, certifies firms for a 30-day period based on satisfactory completion of a single CUF review.

CUF reviews performed on 30-day intervals or as needed, based on materials manufactured or supplied, will then serve as the required CUF review and verification per Federal requirements.

=====146.3.2.3 Commercially Useful Function (CUF)=====
An initial CUF review will be performed by the inspecting district. This CUF review will cover all aspects of the DBE firm’s processes. The CUF review will cover all material shipped by the DBE firm to any project for a 30-day period from the date performed. Subsequent CUF reviews will be conducted at 30-day intervals, regardless of whether the DBE supplier has material that is delivered within that time frame. This is to ensure a CUF is available for use at any time it is needed as DBE suppliers are frequently active on contracts across the state. The inspecting district of a DBE manufacturer or supplier will be responsible for performing CUF reviews at the required frequency.

As part of the CUF manufacture / supplier review, the engineer completes a CUF form carefully verifying of all aspects of the DBE manufacturer or supplier’s process including manufacturing, handling and shipping, as applicable. The CUF form should be filled out with all pertinent information except for the Contract ID, Job No. and Prime Contractor fields, which are to be left blank. Completed CUF forms shall be filed in the [https://modotgov.sharepoint.com/sites/Ext_MoDOT_CMContracts Construction and Materials Division’s external SharePoint site]. The file shall use standard file naming convention outlined in [https://epg.modot.org/index.php?title=Category:150_Quality_Management#150.1.2__File_Naming_Convention EPG 150.1.2 File Naming Convention].
<div id="When a DBE manufacturer"></div>
When a DBE manufacturer or supplier sends materials to a MoDOT project, the engineer shall verify the DBE firm and the shipping date. With this information, the engineer should go to the Construction and Materials Division’s External SharePoint site and select the CUF report that represents the manufacturer or supplier in the date range for the subject materials delivered. The engineer shall add the Contract ID, Job No. and Prime Contractor and save a copy of the completed CUF form to the pertinent project document set of eProjects.

====146.3.3 DBE Trucking Companies====
DBE trucking companies are commonly used for participation on projects. Since DBE trucking companies generally are not submitted as a subcontractor, much like suppliers and brokers, the engineer must take steps to ensure that the trucking firms are being utilized in a CUF manner. The engineer should note in the [https://epg.modot.org/forms/CM/AWP_CO_DailyWorkReport.doc DWR] when DBE trucking firms are being utilized on the project with sufficient detail to verify that the trucking firm conducts the work indicated in the DBE Identification Submittal in the contract. To assist with this verification, the [https://epg.modot.org/forms/CM/CUF_Determination_Form.pdf CUF Determination form] should be used as well. The engineer shall conduct at least one Trucker Interview per each DBE trucking company on the project. Additional interviews should occur if the engineer notices a change in the DBE vendor or prime contractors operations.

[[Category:100_GENERAL]]

Category:145 Transportation Management Systems (TMS)

2024-12-12T19:28:51Z

Hoskir:

[[image:145 2019.jpg|right|500px]]
When [https://tms.dot.missouri/home/ Transportation Management Systems (TMS) (MoDOT access only)] was implemented in 1998, it only presented information for travelways (routes), safety, traffic and pavement. TMS is now comprised of client/server applications, web-based applications, Cognos/ Crystal Reports and ArcGis tools and products. Over the years, the number of applications, reports and mapping products has exploded. There is also a component that allows for the addition of photos and documents related to certain inventory items.

<div style="float: left; margin-top: 8px; margin-bottom: 8px; padding: 18px; border: 1px solid black; border-radius:5px; box-shadow:5px 5px 5px #888888">
External users can access TMS data using the [https://www.modot.org/datazone Datazone]
</div>

[[Category:100_GENERAL]]

Category:144 Practical Operations

2024-12-12T19:28:18Z

Hoskir:

{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="150px" align="right"
|-
|align="center"|'''Handouts'''
|-
|align="center"|[[media:144 winter operations.pdf|Winter Operations]]
|-
|align="center"|[[media:144 mowing.pdf|Mowing]]
|}
Because of dramatically constrained revenues, MoDOT will do more quality work with fewer resources. MoDOT will:

:* Honor commitments in the [[121.3 The Statewide Transportation Improvement Program (STIP)|STIP]]
:* Keep [[media:144 Major Highway System 2022.pdf|major roads]] in good condition
:* Improve condition of minor roads
:* Hold our own on bridges so their condition does not get worse
:* Maintain high customer satisfaction

{|style="padding: 0.3em; margin-right:11px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="190px" align="left"
|-
|[[image:safety begins with me.jpg|165px|center]]
|-
|[http://wwwi/intranet/ri/documents/06-2010.pdf Safe Lifting]
|-
|[http://wwwi/intranet/DevelopingSafetyCulture_3.wmv Developing MoDOT's Safety Culture]
|-
|[http://wwwi.dot.missouri/intranet/WinterOperationsSE.wmv Snow and Ice Removal Process]
|}

The operations departments will make internal operations more efficient. MoDOT has a new direction in five major areas of work including snow removal, striping, signing, mowing and pavement maintenance. All savings from these operational changes will be used to preserve MoDOT’s high customer satisfaction by keeping our major roads in good condition by producing more [[#144.5 Pavement Operations Changes|quality work on pavements]], improving minor roads and maintaining bridges so their conditions don’t get worse.
[[image:144.1 continuous operations 2011.jpg|right|thumb|500px|<center>'''[[media:144.1 continuous operations dec 2011.pdf|Statewide Continuous Operations Routes Map]]'''</center> <center>
'''Continuous Operations Routes are the Major Routes and "regionally significant" Minor Routes.'''</center>
<center>'''<sup>_______________</sup>'''</center>
<center>'''Below are easily printable district maps of Continuous Operations Routes:'''</center>

{| style="margin: 1em auto 1em auto" width="500" align="right"
|-
|align="center"|[[media:144.1 nw dec 2011.pdf|'''Northwest District''']]||width="75"| ||align="center"|[[media:144.1 ne.pdf|'''Northeast District''']]
|-
|align="center"|[[media:144.1 kc.pdf|'''Kansas City District''']]|| ||align="center"|[[media:144.1 central.pdf|'''Central District''']]
|-
|align="center"|[[media:144.1 sl.pdf|'''Saint Louis District''']]|| ||align="center"|[[media:144.1 sw.pdf|'''Southwest District''']]
|-
|colspan="3" align="center"|[[media:144.1 se.pdf|'''Southeast District''']]
|}
]]

==144.1 [[:Category:133 Snow and Ice Control|Winter Operations]] Changes==
“[[133.4 Snow and Ice Control Operations#Continuous Operations Route Paved Shoulders:|Continuous Operations]]” definition has been revised by reprioritizing the roads for regional significance. A route needs to be a [[media:144 Major Highway System 2022.pdf|major route]] or have an AADT of at least 2500 to receive treatment as a “Continuous Operations Route”, as shown in the map to the right. Continuous operations will be performed until roads are mostly clear. Crews will return next working day and continue fight where progress can be made. Emergency crews are to be ready to handle overnight refreeze/slick spots.

"Non-Continuous Operations Routes” (typically, low volume minor routes), will be plowed open to two-way traffic. Hills, curves and intersections will be treated as needed.

There are [https://epg.modot.org/index.php/133.5_Operator%E2%80%99s_Guide_for_Anti-Icing#133.5.1_Operations_Guide_for_Maintenance_Field_Personnel five types of winter events]:

:* '''Type 5''' – Frost, flurries, freezing fog, blowing snow and refreeze
:* '''Type 4''' – Dusting to 1 in. of snow, sleet, or other frozen precipitation
:* '''Type 3''' – 1 in. to 6 in. of snow/frozen precipitation in 24 hours OR a trace to ½ in. of ice
:* '''Type 2''' – 6 to 12 in. of snow in 24 hours or ½ to ¾ in. ice
:* '''Type 1''' – More than 12 in. of snow in 24 hours or more than ¾ in. ice

The truck fleet will be reduced over three years and the use of salt will also be reduced. MoDOT will continue to plow snow and treat roads and focus efforts on making roads safe and passable. Practical Operations will efficiently attack each storm by providing statewide consistency.
[[image:144.1.jpg|right|275px]]

'''Winter Operations Key Focus'''

* Plow snow and treat roads to make the roads safe and passable
* Prioritize roads by type and regional significance
* Have an efficient plan of attack for each storm type
* Be consistent across the state

'''Major Roads Plowed Mostly Clear'''

* Crews will provide continuous operations to major roads and roads of regional significance
until conditions are mostly clear.
* Overnight, emergency crews will monitor for slick spots.
* The following day in normal business hours, crews will work on road conditions on these roads and lower priority roads.

'''Low Volume Roads (<2,500 daily traffic)'''

* Loose snow will be plowed to two-way passable traffic.
* Hills, curves and intersections will be treated

{| style="margin: 1em auto 1em auto"
|-
|[[image:144.1 covered 1.jpg|right|300px|thumb|<center>'''Covered'''</center>]]||[[image:144.1 covered 2.jpg|right|300px|thumb|<center>'''Covered'''</center>]]
|-
|[[image:144.1 partly covered 1.jpg|right|300px|thumb|<center>'''Partly Covered'''</center>]]||[[image:144.1 partly covered 2.jpg|right|300px|thumb|<center>'''Partly Covered'''</center>]]
|-
|[[image:144.1 mostly clear 1.jpg|right|300px|thumb|<center>'''Mostly Clear'''</center>]]||[[image:144.1 mostly clear 2.jpg|right|300px|thumb|<center>'''Mostly Clear'''</center>]]
|-
|[[image:144.1 low volume 1.jpg|right|300px|thumb|<center>'''Low Volume Road Plowed for Two-Way Traffic.'''</center><center>'''Safe/Passable Non-Continuous Operations Route'''</center>]]||[[image:144.1 low volume 2.jpg|right|300px|thumb|<center>'''Safe/Passable Non-Continuous Operations Route'''</center>]]
|}

==144.2 [[:Category:903 Highway Signing|Signing Operations]] Changes==
{| style="margin: 1em auto 1em auto" align="right"
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|[[image:144.2 signing 1.jpg|200px]]||[[image:144.2 signing 2.jpg|111px]]
|}
MoDOT will minimize unnecessary sign replacement by only replacing signs that have reached the end of their service life using nighttime sign inspections to determine the failure point. MoDOT will use the minimum size signpost necessary to support the sign and will reuse structural posts and bases when possible. Also, MoDOT will design new signs to fit existing bases and posts, where possible.

Larger aerial trucks used for sign installations will be made available for state wide use. The [http://wasprod/sms/ Sign Management System] will be used to manage sign inventories and the ordering processes.

==144.3 [[:Category:620 Pavement Marking|Striping Operations]] Changes==
{| style="margin: 1em auto 1em auto" align="right"
|-
|[[image:144.3 striping 1.jpg|200px]]||[[image:144.3 striping 2.jpg|194px]]
|}

Every [[media:144 Major Highway System 2022.pdf|major road]] and every “regionally significant” route will be striped annually unless retroreflectivity performance of the lines meet or exceed minimum requirements. One-half of the remaining minor roads with AADT ≥ 400 will be striped each year. One-third of the minor roads with AADT < 400 will also be striped each year. Strategies, such as night time striping or multiple crews per striper, will be used to complete the program with the available striper fleet that will be downsized.

==144.4 [[:Category:822 Roadside Vegetation Management|Mowing Operations]] Changes==
{|style="padding: 0.3em; margin-right:25px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="170px" align="left"
|-
|[[image:safety begins with me.jpg|165px|center]]
|-
|'''Safety Video'''
|-
|[https://epg.modot.org/documents/132_Mowing_Safety.wmv Mowing Safety]
|}

* All [[media:144 Major Highway System 2022.pdf|major routes]] will be mowed by MoDOT crews prior to Memorial Day and mid-July.
{| style="margin: 1em auto 1em auto" align="right"
|-
|[[image:144.4.jpg|right|200px]]
|}
* Crews will mow the first 15 ft. from the edge of the pavement and medians that are narrower than 60 ft.

* The 15 ft. wide mowing path will allow good sight distance for drivers, which is important for safety.

* Minor roads will be mowed during the growing season as needed to keep the nearest strip to the edge of pavement at 12 inches in urban areas and 18 inches in rural areas.

* MoDOT will also use plant growth regulators to keep the overall height of grass down and address weeds on minor roads and around safety devices.
[[image:144.4 example.jpg|right|280px|thumb|<center>'''Correctly mowed 30 ft. wide on a major road.'''</center>]]
* All major roads will have a final fall mowing up to 30 ft. wide.

* Minor roads will have a final fall mowing up to 30 ft. wide in odd years and up to 15 ft. wide in even years.

* MoDOT is also reducing contract mowing except for areas where specialty equipment is required due to steep slopes or other unique circumstances.

==[[144.5 Pavement Maintenance|Pavement Maintenance]]==

See EPG 144.5 for pavement maintenance guidance.

[[Category:100_GENERAL]]

Category:153 Agreements and Contracts

2024-12-12T19:26:02Z

Hoskir:

<div style="float: right; margin-top: 5px; margin-left: 5px; width:350px; background-color: #f5f5f5; padding: 0.3em; border: 1px solid #cccccc; text-align:left;">
'''<u><center>Standard Boilerplate Agreement Reference Tables</center></u>'''
* [[153.4 Administrative|Administrative]]
* [[153.5 Bridge|Bridge]]
* [[153.6 Chief Counsel's Office|Chief Counsel's Office]]
* [[153.7 Construction and Materials|Construction and Materials]]
* [[153.8 Customer Relations|Customer Relations]]
* [[153.9 Design|Design]]
* [[153.10 Design – Escrow|Design – Escrow]]
* [[153.11 Financial Services|Financial Services]]
* [[153.12 General Services|General Services]]
* [[153.13 Highway Safety|Highway Safety]]
* [[153.14 Human Resources|Human Resources]]
* [[153.15 Information Systems|Information Systems]]
* [[153.16 Maintenance|Maintenance]]
* [[153.17 Medical Board Employee Benefits|Medical Board Employee Benefits]]
* [[153.18 Motor Carrier Services|Motor Carrier Services]]
* [[153.19 Multimodal|Multimodal]]
* [[153.20 Right of Way|Right of Way]]
* [[153.21 Traffic|Traffic]]
* [[153.22 Transportation Planning|Transportation Planning]]
* [[153.23 Utility|Utility]]
</div>

==153.1 The Agreement Process==

The agreement process consist of five steps: 1) Draft the agreement, 2) MoDOT's internal review of the draft agreement, 3) Chief Counsel’s Office (CCO) review, 4) Approval and execution by the other party, and 5) Final execution of the agreement. This article provides details on each step and other important information needed to properly execute agreements. A [[media:153 Agreements Process 2016.doc|simplified chart]] of the process is available. Standard multi-use agreements (except for TR22 Excavation Permit and TR54 Excavation Permit Local Government) stored in the [https://netprod3.dot.missouri/eAgreements/Search/QuickSearch eAgreements site] will be drafted, reviewed, executed and tracked within the eAgreements site. One-Time Use Agreements are not stored in eAgreements and must follow the guidelines in the [https://epg.modot.org/forms/general_files/CCO/Contract_Manual.pdf CCO Contracts Manual].

===153.1.1 Things to Know Before Beginning the Process===

Every drafter should have a certain level of [[#153.1.1.6 Training|training]] and an understanding of:

:*[https://epg.modot.org/forms/general_files/CCO/Contract_Manual.pdf CCO Contracts Manual]
:*[https://epg.modot.org/forms/general_files/CCO/AOL-Policy.pdf Acceptance of Liability Policy]
:*[https://www.modot.org/sites/default/files/documents/008-01-01-EXECUTION%20OF%20DOCUMENTS.pdf The Execution of Documents Policy]
:*[http://www.modot.org/about/MHTCPolicies.html MHTC Policies] and
:*the [https://netprod3.dot.missouri/eAgreements/Search/QuickSearch eAgreements site].

====153.1.1.1 [https://epg.modot.org/forms/general_files/CCO/Contract_Manual.pdf CCO Contracts Manual]====
The CCO Contract Manual details the history and goals of the contract review process, the different types of agreements, the components of agreements, and the contract review procedures and policies. This manual should be referred to whenever there are any questions about any of those topics and to gain an understanding of Chief Counsel’s review process. Although standard boilerplate agreements should be used word for word, if the need arises, please also consult this manual prior to making any changes to a standard boilerplate agreement. This manual provides guidance and reasoning for the different parts of an agreement. If it is determined changes are required, please refer to section ''3(J) Drafting Tips for Preparing Form Contracts'' for best practices on writing agreements.

====153.1.1.2 [https://epg.modot.org/forms/general_files/CCO/AOL-Policy.pdf Acceptance of Liability Policy]====

This policy addresses liability issues beyond the regular standard of doing business and provides a framework for review and consideration of liability issues prior to entering into an agreement.

The general rule is that Missouri Highways and Transportation Commission (MHTC) will not accept the liability of another person or organization.

====153.1.1.3 [https://www.modot.org/sites/default/files/documents/008-01-01-EXECUTION%20OF%20DOCUMENTS.pdf The Execution of Documents Policy]====
Generally, all agreements need to be executed by MHTC. The Execution of Documents Policy lists the exceptions to this rule. This policy lists who the Commission has delegated authority to execute contracts. The Commission also delegates authority for approval and/or execution of documents throughout [http://www.modot.org/about/MHTCPolicies.html its policies]. Refer to [[#153.1.1.4 MHTC Policies|EPG 153.1.1.4 MHTC Policies]] for more information.

====153.1.1.4 [http://www.modot.org/about/MHTCPolicies.html MHTC Policies]====
The Commission delegates authority for approval and/or execution of documents throughout the MHTC policies. In those cases where the Commission has delegated its authority for approval and/or execution of specific documents or documents related to a specific subject, please refer to the respective subject. For example, see “Highways – Traffic Control” for policies related to signs.

====153.1.1.5 [https://netprod3.dot.missouri/eAgreements/Search/QuickSearch eAgreements site]====
The eAgreements site exists to centralize storage, collect electronic data, automate workflow processes and aid process management for agreements between MoDOT and external parties. Standard multi-use agreements (except for TR22 Excavation Permit and TR54 Excavation Permit Local Government) stored in the eAgreements site will be drafted, reviewed, executed and tracked within the eAgreements site. One-Time Use Agreements are not stored in eAgreements and must follow the guidelines in the [https://epg.modot.org/forms/general_files/CCO/Contract_Manual.pdf CCO Contracts Manual].

====153.1.1.6 Training====
Before beginning the agreement process the drafter needs to have the appropriate level of training. Please visit [https://lsglm700.learnsoft.com/LSGLM/Login/MODOTlogin.aspx MoDOT-U] or consult your supervisor to ensure you have the recommended training. This training should provide drafters with a level of knowledge to make them capable of preparing, routing and properly storing the agreements.

===153.1.2 Step 1, Draft the Agreement===

This step begins when a need arises for an agreement to be drafted. The time to complete this step will vary. This step is considered complete when it is submitted for [[#153.1.3 Step 2, Internal Review of the Draft Agreement|internal review (Step 2)]].

====153.1.2.1 Standard Boilerplate Agreements====
First, the appropriate standard boilerplate agreement must be chosen. All current approved standard boilerplate agreement forms can be found on the [https://netprod3.dot.missouri/eAgreements/Search/QuickSearch eAgreements site]. These forms should be used without change as they are CCO approved templates. If the boilerplate language of the approved standard form agreement has been modified, the draft must be sent to the [https://modotgov.sharepoint.com/sites/cc/Shared%20Documents/Forms/AllItems.aspx?id=%2Fsites%2Fcc%2FShared%20Documents%2FHomePageDocs%2FProfessional%20Services%20Directory%2Epdf&parent=%2Fsites%2Fcc%2FShared%20Documents%2FHomePageDocs assigned attorney representative] for comments and tentative approval as to form. See [[#153.2 Standard Boilerplate Agreement Reference Tables|EPG 153.2 Standard Boilerplate Agreement Reference Tables]] for additional details on each available standard boilerplate agreement.

====153.1.2.2 Drafter’s Roles and Responsibilities====
The drafter has several roles and responsibilities throughout the agreement process. The drafter sees the agreement from beginning to end. The responsibilities of the drafter in Step 1 are:

:* Selection of the appropriate the [http://sp/sites/eagreements/SitePages/Home.aspx standard boiler plate agreement] to address the mutual understanding between MoDOT/MHTC and the executing party or parties.
:* Review MoDOT/MHTC policies that relate to the agreement and contact CCO with any questions as needed.
:* When available, reference the checklist specific to the agreement being drafted to be sure all items in the checklist have been adequately addressed.
:* When sending the draft agreement to other executing party/parties for preliminary review, any changes by the other party/parties to the agreement requires review by CCO.

===153.1.3 Step 2, MoDOT's Internal Review of the Draft Agreement===

This step is essential to ensure that all policies are being followed and that each affected department or division is given a chance to review the agreement. See [[#153.2 Standard Boilerplate Agreement Reference Tables|EPG 153.2 Standard Boilerplate Agreement Reference Tables]] for list of reviewers by standard boilerplate agreement. This step is considered complete when both the reviewers and drafter are satisfied with the agreement. Please allow sufficient time for reviews when determining timelines when final signatures are necessary.

====153.1.3.1 Drafter’s Roles and Responsibilities====
The responsibilities of the drafter in Step 2 are:

:* Submit draft agreement to the reviewers, including any explanation of irregularities through the eAgreements SharePoint site.
:* The drafter shall follow policy at all times. The drafter shall consider all of the reviewer’s comments and provide reasoning to the reviewer if the comment is not being incorporated.

====153.1.3.2 Reviewer’s Roles and Responsibilities====
The reviewers may differ from agreement to agreement. See [[#153.2 Standard Boilerplate Agreement Reference Tables|EPG 153.2 Standard Boilerplate Agreement Reference Tables]] for the list of appropriate reviews for the agreement being used.

:* Review agreements and provide comments within 5 business days through the eAgreements SharePoint site.
:* When reviewing the agreement, provide comments on items pertinent to your division.
:* If the reviewer has no comments, a response is still required. “No comment” is acceptable.

====153.1.3.3 Agreements Written By Other Entities====
Agreements drafted by other entities (FAA, FHWA, USDOT, Corps of Engineers, other state agencies, etc.), that use the other entities’ agreement template (i.e. bi-state agreement) must be reviewed by the Agreements Review Group through email and then routed to CCO with the MHTC Contract Submittal Form found in Microsoft Word templates. The other entities’ template is not included in eAgreements, therefore, these other entity agreements will not follow the eAgreements process. CCO will route the agreement to the Director’s Office and Commission Secretary’s Office, as applicable. After attestation and execution the Commission Secretary’s Office will upload the fully executed agreement into the eAgreements Record Center.

===153.1.4 Step 3, Chief Counsel’s Office (CCO) Review===

Once the drafter has received and incorporated all necessary revisions to the draft agreement, the drafter will submit the draft agreement to CCO for review through the eAgreements site. CCO will then have 5 business days to review the draft agreement and address any legal issues through the eAgreements SharePoint site. If CCO requires any significant changes to the draft agreement, the agreement may need to be submitted again for [[#153.1.3 Step 2, MoDOT's Internal Review of the Draft Agreement|internal review (Step 2)]].

'''Drafter’s Roles and Responsibilities'''

The responsibility of the drafter in Step 3 is to send agreement to appropriate CCO contact for review and preliminary approval.

===153.1.5 Step 4, Approval and Execution by the Other Party===

Once all revisions have been made to the agreement, the agreement is ready for approval and execution by the other party.

'''Drafter’s Roles and Responsibilities'''

The responsibilities of the drafter in Step 4 are:

:* Develop final draft and submit to other party/parties for execution.
:* Any changes from the other party or parties may require the agreement to be reviewed again by the reviewers and CCO.
:* Ensure that any necessary acknowledgment pages are included with the submitted agreement to the other party or parties as referenced in [[#153.2 Standard Boilerplate Agreement Reference Tables|EPG 153.2 Standard Boilerplate Agreement Reference Tables]].
:* If an ordinance is required, remind the executing party to include a copy of it with the partially executed agreements.

===153.1.6 Step 5, Final Execution of Agreement===

When the agreement has been returned by the other party, the agreement is ready for execution. When applicable, the agreement is approved as to form by CCO, executed, and attested to by the Commission Secretary’s Office. Refer to the [https://www.modot.org/sites/default/files/documents/008-01-01-EXECUTION%20OF%20DOCUMENTS.pdf The Execution of Documents Policy] and [http://www.modot.org/about/MHTCPolicies.html MHTC Policies] to determine who is responsible for execution. CCO has provided a [https://modotgov.sharepoint.com/:w:/r/sites/cc/_layouts/15/Doc.aspx?sourcedoc=%7BCCD88FD1-D302-4009-8842-1BD8974BE0F7%7D&file=CCO_Approved_Standard_Form_List.doc&wdLOR=c73A28B59-1B1C-4785-AD7F-70C5E6981A8E&action=default&mobileredirect=true list of standard agreements] that do not require approval as to form. [[#153.2 Standard Boilerplate Agreement Reference Tables|EPG 153.2 Standard Boilerplate Agreement Reference Tables]] are also available as a guide.

====153.1.6.1 Drafter’s Roles and Responsibilities====
The responsibilities of the drafter in Step 5 are:

:* When required, send agreement to the appropriate [https://modotgov.sharepoint.com/sites/cc/Shared%20Documents/Forms/AllItems.aspx?id=%2Fsites%2Fcc%2FShared%20Documents%2FHomePageDocs%2FProfessional%20Services%20Directory%2Epdf&parent=%2Fsites%2Fcc%2FShared%20Documents%2FHomePageDocs Central Office contact or CCO attorney] for final approval as to form and final signatures.
:* Attach the Property Page from the eAgreements SharePoint site to all agreements.

====153.1.6.2 eAgreements Properties Page====
The Properties Page from the eAgreements SharePoint site should be attached to each agreement when submitted for execution. See the [http://sp/sites/eagreements/TrainingDocuments/Forms/AllItems.aspx eAgreements SharePoint site Manual] to access the Properties Page. The Properties Page takes the place of the MHTC Contract Submittal Form.

==153.2 Standard Boilerplate Agreement Reference Tables==

These tables are to be used as a reference only. They aid in determining the appropriate agreement form to be used. The tables and links within the tables should be used as a guide. Please refer to [https://epg.modot.org/forms/general_files/CCO/Contract_Manual.pdf CCO Contracts Manual], [https://epg.modot.org/forms/general_files/CCO/AOL-Policy.pdf Acceptance of Liability Policy], [https://www.modot.org/sites/default/files/documents/008-01-01-EXECUTION%20OF%20DOCUMENTS.pdf The Execution of Documents Policy] and [http://www.modot.org/about/MHTCPolicies.html MHTC Policies] for all questions about policy.

{| style="margin: 1em auto 1em auto"
|-
|width="375"|[[153.4 Administrative|EPG 153.4 Administrative]]||width="375"|[[153.5 Bridge|EPG 153.5 Bridge]]
|-
|width="375"|[[153.6 Chief Counsel's Office|EPG 153.6 Chief Counsel's Office]]||width="375"|[[153.7 Construction and Materials|EPG 153.7 Construction and Materials]]
|-
|[[153.8 Customer Relations|EPG 153.8 Customer Relations]]|||[[153.8 Design|EPG 153.9 Design]]
|-
|[[153.10 Design – Escrow|EPG 153.10 Design – Escrow]]|||[[153.11 Financial Services|EPG 153.11 Financial Services]]
|-
|[[153.12 General Services|EPG 153.12 General Services]]|||[[153.13 Highway Safety|EPG 153.13 Highway Safety]]
|-
|[[153.14 Human Resources|EPG 153.14 Human Resources]]|||[[153.15 Information Systems|EPG 153.15 Information Systems]]
|-
|[[153.16 Maintenance|EPG 153.16 Maintenance]]|||[[153.17 Medical Board Employee Benefits|EPG 153.17 Medical Board Employee Benefits]]
|-
|[[153.18 Motor Carrier Services|EPG 153.18 Motor Carrier Services]]|||[[153.19 Multimodal|EPG 153.19 Multimodal]]
|-
|[[153.20 Right of Way|EPG 153.20 Right of Way]]|||[[153.21 Traffic|EPG 153.21 Traffic]]
|-
|[[153.22 Transportation Planning|EPG 153.22 Transportation Planning]]|||[[153.23 Utility|EPG 153.23 Utility]]
|}

==153.3 Retention Schedule==

The executed agreement should not be kept longer than specified in the [[media:153.3 Retention.xls|Retention Schedule]]. [http://sharepoint/facilitation/CT/FS_Arch/default.aspx Financial Services] is the custodian of the Retention Schedule. All agreements in the eAgreements SharePoint site will be retained according to the Retention Schedule and automatically purged according to the Retention Schedule.

[[Category:100_GENERAL]]

Category:170 Maintenance Activity Planning Guidelines

2024-12-12T19:25:23Z

Hoskir:

[[image:170.jpg|right|350px]]
==Introduction==
{|style="padding: 0.3em; margin-right:11px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="170px" align="left"
|-
|[[image:safety begins with me.jpg|165px|center]]
|-
|'''Safety Video'''
|-
|[http://www.youtube.com/user/modotvideo Safety is My Story]
|-
|[http://wwwi.dot.missouri/intranet/PotholePatchingSafetyVideo2.wmv Patching Roads]
|-
|'''Additional Information'''
|-
|[http://sharepoint/facilitation/RBM/RM%20Policies/Current%20Policies/Lifting%20Policy.pdf Safe Lifting]
|}
The original Maintenance Planning Guide was developed and published in 1989. The purpose of that manual was to provide maintenance managers with a quick reference for performing most maintenance functions. It included scheduling forms, traffic control guidelines, function codes, commodity codes and a sample crew report. Since the original publication the guide has been updated to meet the needs of MoDOT.

This article provides each manager with a list of recommended equipment and materials to use for each function as well as a recommended procedure for that function. The guidelines also have safety reminders and schedules to help managers plan for the best time of year to perform each function.

This article is intended to be an accurate source of information and a tool that maintenance managers will use to better organize, plan and be more productive leaders.

<center>'''GENERAL NOTES'''</center>

Reference the [https://www.modot.org/missouri-standard-plans-highway-construction Missouri Standard Plans] and [https://www.modot.org/missouri-standard-specifications-highway-construction Missouri Standard Specifications for Highway Construction] for performance details on many of the maintenance function planning guidelines. It is the intent of the department to provide as good of a finished product with Maintenance forces as it does by contract methods.

Recommended materials: When purchasing recommended material, refer to guidance for [[:Category:1100 MAINTENANCE MATERIALS|maintenance materials]]. Guidance for these materials also refers to the [https://www.modot.org/general-services-specifications-mgs-subject Current General Services Specifications (MGS) by Subject] for each of the various maintenance materials.

The Highway Maintenance Tables in the appendix were provided to MoDOT through the Local Technical Assistance Program of the Michigan Tech Transportation Institute at Michigan Technological University in Houghton, Michigan.

==Rainy Day Activities==
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right"
|-
|'''Printable Version'''
|-
|[[Media:170.1 Rainy Day Activities.pdf|Rainy Day Activities]]
|}

*Check roadway surface drainage
*Check bridge surface for ponding
*Check bridges and box culverts for drift and erosion
*Flush bridge decks
*Check culverts and culvert pipes
*Check drain basins on bridges
*Check high water locations
*Check, clean and repair equipment
*Clean and repair buildings and grounds
*Blade driveways, entrances, shoulders and mailbox turnouts
*Check signs
*Work on special projects
*Clean abutment caps on bridges
*Cut and treat brush and vines under bridges
*Conduct equipment and safety trainings

==Work Scheduling Guide==
<div style="width:300px">
<gallery mode=packed-hover widths=300px heights=200px >
Image:work_scheduling_guide.jpg|Work Scheduling Guide PDF|link=https://epg.modot.org/forms/general_files/MT/170_Work_Scheduling_Guide.pdf
</gallery>
</div>

==Index of Printable Planning Guides==
{| border="1" class="wikitable"
! colspan="2" style="background:#BEBEBE" | '''Printable Versions of Maintenance Planning Guides'''
|-
! style="background:#FFFFCC"|'''Activity Code''' !! style="background:#FFFFCC"|'''Action'''
|-
|rowspan="7" | '''R225 Roadway Shoulders'''<br/>(Also see [[:Category:Shoulder Maintenance|Shoulder Maintenance]] and [[771.3 Shaving Shoulder and Around Guardrail|Shaving Shoulder and Around Guardrail]]) || [https://epg.modot.org/forms/general_files/MT/R225_update-blade_patching.pdf Blade Patching]
|-
| [https://epg.modot.org/forms/general_files/MT/R225_seal_coat.pdf Seal Coat]
|-
| [https://epg.modot.org/forms/general_files/MT/R225_update-edge_ribbon.pdf Edge Ribbon]
|-
| [https://epg.modot.org/forms/general_files/MT/R225_update-fly_coating.pdf Fly Coating]
|-
| [https://epg.modot.org/forms/general_files/MT/R225_update-pothole_patching_asphalt_and_partial_depth_concrete.pdf Pothole Patching Asphalt & Partial Depth Concrete]
|-
| [https://epg.modot.org/forms/general_files/MT/R225_update-Repair_concrete_shoulder_and_approaches.pdf Repair Concrete Shoulders & Approaches]
|-
|[https://epg.modot.org/forms/general_files/MT/R225_update-Repair_sod_aggregate_shoulder_and_approaches.pdf Repair Sod and/or Aggregate Shoulders & Approaches]
|-
| '''R226 Rumble Strips''' (See [[:Category:626 Rumble Strips|Rumble Strips]]) || <div id="R227 Roadway & Bridge Safety Features"></div> No printable guideline available at this time.
|-
| rowspan="7" | '''R227 Roadway & Bridge Safety Features''' || [https://epg.modot.org/forms/general_files/MT/R227_update-fences.pdf Fences] (Also see [[:Category:607 Fencing|Fencing]])
|-
| [https://epg.modot.org/forms/general_files/MT/R227_update-guardrails.pdf Guardrails] (Also see [[:Category:606 Guardrail and Guard Cable|Guardrail and Guard Cable]])
|-
| [https://epg.modot.org/forms/general_files/MT/R227_update-guard_cables.pdf Guard Cables] (Also see [[:Category:606 Guardrail and Guard Cable|Guardrail and Guard Cable]])
|-
| [https://epg.modot.org/forms/general_files/MT/R227_update-impact_attenuator_devices.pdf Impact Attenuator Devices] (Also see [[:Category:612 Impact Attenuators|Impact Attenuators]])
|-
| '''Traffic Barriers (Concrete)''' (Also see [[:Category:617 Traffic Barrier|Traffic Barrier]])
|-
|   [https://epg.modot.org/forms/general_files/MT/R227_update-traffic_barrier-concrete-replacement.pdf A. Replacement]
|-
|   [https://epg.modot.org/forms/general_files/MT/R227_update-traffic_barrier-concrete-repair.pdf B. Repair]
|-
| '''R22E Edge Rut Repair (0.1 LM)''' || [https://epg.modot.org/forms/general_files/MT/R22E_update.pdf Edge Rut Repair (0.1 LM)] (Also see [[:Category:Shoulder Maintenance|Shoulder Maintenance]])
|-
| rowspan="2" | '''R311 Patching Roads'''<br/>(Also see [[:Category:470 Bituminous Asphalt Maintenance|Bituminous Asphalt Maintenance]]) || <div id="R311 Patching Roads"></div> [https://epg.modot.org/forms/general_files/MT/R311_update-pothole_patching-temporary_emergency_repairs_and_blow_up_repairs.pdf Pothole Patching (Temporary/Emergency Repairs and Blow Up Repairs)]
|-
| [https://epg.modot.org/forms/general_files/MT/R311_update-pothole_patching-permanent_partial_depth_repair_on_apshaltic_or_concrete_pavement.pdf Pothole Patching (Permanent partial depth repair on asphaltic or concrete pavements)]
|-
| Rowspan="2" | '''R312 Asphalt Pavement Repair (TN)''' || <div id="R312 Asphalt Pavement Repair (TN)"></div> [https://epg.modot.org/forms/general_files/MT/R312_update-Major-box_and_lay_down_machine_patching.pdf Blade, Box & Lay Down Machine Patching (TN)]
|-
| [https://epg.modot.org/forms/general_files/MT/R312_update-Major-box_and_lay_down_machine_patching.pdf Box & Lay Down Machine Patching (TN)]
|-
| '''R313 Concrete Replacement (SY)''' || <div id="R313 Concrete Replacement (SY)"></div> [https://epg.modot.org/forms/general_files/MT/R313_update-concrete_replacement_full_depth.pdf Concrete Replacement Full Depth (SY)]<br/>Also See [[:Category:613 Pavement Repair|Pavement Repair]]
|-
| rowspan="2" | '''R314 Other Pavement Maintenance''' || <div id="R314 Other Pavement Maintenance"></div>[https://epg.modot.org/forms/general_files/MT/R314_update-pavement_leveling-mudjacking_or_other_methods.pdf Pavement Leveling (Mudjacking or Other Methods)(SY)] (Also See [[:Category:625 Slab Stabilization|Slab Stabilization]], [[570.5 Mudjacking (Slab Jacking) by MoDOT Maintenance|Mudjacking (Slab Jacking) by MoDOT Maintenance]] and [[771.1 Mud Jacking Bridge Approach|Mud Jacking Bridge Approach]])
|-
| [https://epg.modot.org/forms/general_files/MT/R314_update-cold_milling.pdf Cold Milling (SY)] (Also See [[:Category:622 Pavement and Bridge Surface Removal and Texturing|Pavement and Bridge Surface Removal and Texturing]])
|-
| rowspan="5" | '''[https://epg.modot.org/forms/general_files/MT/R315_update-pavement_preventative_maintenace.pdf R315 Pavement Preventative Maintenance (LM)]''' || <div id="R315 Pavement Preventative Maintenance (LM)"></div> '''Crack & Joint Maintenance'''
|-
|  A. Fly Coating (LM) (Also See [[413.9 Fly Coating|Fly Coating]])
|-
|  B. Sealing Cracks, Joints & Edge Cracks (Also See [[413.5 Crack Treatment in Bituminous Pavements|Crack Treatment in Bituminous Pavements]] and [[570.2 Joint and Crack Maintenance|Joint and Crack Maintenance]])
|-
|  C. Milling High Joints (Also See [[:Category:622 Pavement and Bridge Surface Removal and Texturing|Pavement and Bridge Surface Removal and Texturing]])
|-
|  D. Scrub Seals (LM)
|-
| rowspan="10" | '''R316 Drainage''' || <div id="R316 Drainage"></div> '''Clean & Reshape Ditches'''
|-
|   [https://epg.modot.org/forms/general_files/MT/R316_update-clean_and_reshape_ditches-earth_ditches.pdf A. Earth Ditches] (Also See [[:Category:773 Pipe, Box Culvert and Miscellaneous Drainage Maintenance|Pipe, Box Culvert and Miscellaneous Drainage Maintenance]])
|-
|   [https://epg.modot.org/forms/general_files/MT/R316_update-clean_and_reshape_ditches-paved_ditches.pdf B. Paved Ditches] (Also See [[:Category:609 Paved Drainage|Paved Drainage]])
|-
| [https://epg.modot.org/forms/general_files/MT/R316_update-clean_and_reshape_ditches-repair_paved_ditches_and_slopes.pdf Repair Paved Ditches & Slopes] (Also See [[:Category:609 Paved Drainage|Paved Drainage]])
|-
| '''Repair Curbing'''
|-
|   [https://epg.modot.org/forms/general_files/MT/R316_update-clean_and_reshape_ditches-repair_curbing-concrete_curbs.pdf A. Concrete Curbs] (Also See [[:Category:609 Paved Drainage|Paved Drainage]])
|-
|   [https://epg.modot.org/forms/general_files/MT/R316_update-clean_and_reshape_ditches-repair_curbing-asphalt_curbs B. Asphalt Curbs] (Also See [[:Category:609 Paved Drainage|Paved Drainage]])
|-
|   [https://epg.modot.org/forms/general_files/MT/R316_update-clean_and_reshape_ditches-repair_curbing-drop_inlets_and_storm_sewers.pdf C. Drop Inlets & Storm Sewers] (Also See [[:Category:614 Drainage Fittings (Grate Inlets)|Drainage Fittings (Grate Inlets)]])
|-
| [https://epg.modot.org/forms/general_files/MT/R316_update-channel_control.pdf Channel Control]
|-
| [https://epg.modot.org/forms/general_files/MT/R316_update-slide_repair.pdf Slide Repair]
|-
| rowspan="5" | '''R319 Pipe Culvert Repairs (LF)''' || <div id="R319 Pipe Culvert Repairs (LF)"></div> '''Clean & Repair Pipe & Box Culverts'''
|-
|[https://epg.modot.org/forms/general_files/MT/R319_update-install_pipe_liners.pdf Install Pipe Liners (LF)]
|-
|   [https://epg.modot.org/forms/general_files/MT/R319_update-clean_and_repair_pipe_culverts.pdf Pipe Culverts] (Also See [[:Category:773 Pipe, Box Culvert and Miscellaneous Drainage Maintenance|Pipe, Box Culvert and Miscellaneous Drainage Maintenance]])
|-
|   [https://epg.modot.org/forms/general_files/MT/R319_update-clean_and_repair_box_culverts.pdf Box Culverts] (Also See [[:Category:773 Pipe, Box Culvert and Miscellaneous Drainage Maintenance|Pipe, Box Culvert and Miscellaneous Drainage Maintenance]])
|-
| [https://epg.modot.org/forms/general_files/MT/R319_update-replace_pipe_and_box_culverts.pdf Replace Pipe & Box Culverts (LF)] (Also See [[:Category:773 Pipe, Box Culvert and Miscellaneous Drainage Maintenance|Pipe, Box Culvert and Miscellaneous Drainage Maintenance]])
|-
| '''R31B Sweeping (LM)''' || [https://epg.modot.org/forms/general_files/MT/R31B_update-sweeping.pdf Sweeping (LM)] (For routine flushing of bridge decks see [[771.2 Bridge Cleaning and Flushing|Bridge Cleaning and Flushing]])
|-
| rowspan="3" | '''R31C Seal Coating (LM)''' || '''Seal Coating'''
|-
|   [https://epg.modot.org/forms/general_files/MT/R31C_Seal_Coat-Course_Aggregate.pdf A. Course Aggregate] (Also See [[:Category:409 Seal Coat|Seal Coat]])
|-
|   [https://epg.modot.org/forms/general_files/MT/R31C_Seal_Coat-Fine_Aggregate.pdf B. Fine Aggregate] (Also See [[413.6 Scrub Seal Treatment|Scrub Seal Treatment]])
|-
| rowspan="3" | '''R321 Bridge Maintenance''' (Also See R322 Bridge Preventative Maintenance and R327 Other Bridge Preventative Maintenance) || '''Substructure Repairs''' (Also See [[:Category:774 Cathodic Protection|Cathodic Protection]], [[770.7 Maintenance of Bridge Superstructure|Superstructure Maintenance]] and [[770.8 Maintenance of Bridge Substructure|Substructure Maintenance]])
|-
|   [https://epg.modot.org/forms/general_files/MT/R321_update-substructure_repairs-sealing_abutment_and_pier_caps.pdf A. Sealing Abutment & Pier Caps]
|-
|   [https://epg.modot.org/forms/general_files/MT/R321_update-substructure_repairs-spot_painting_of_bearings_and_piling.pdf B. Spot Painting of Bearings & Piling]
|-
| rowspan="4" | '''R322 Bridge Preventative Maintenance''' || <div id="R322 Bridge Preventative Maintenance"></div>[https://epg.modot.org/forms/general_files/MT/R322_update-bridge_seal_coats.pdf Bridge Seal Coats (SY)] (Also See [[771.15 Chip Seal to Entire Deck|Seal Coat to Entire Deck]])
|-
| '''Silane & In-Deck Seals (SY)'''
|-
|   [https://epg.modot.org/forms/general_files/MT/R322_update-silane_and_in-deck_seal-silane.pdf A. Silane]
|-
|   [https://epg.modot.org/forms/general_files/MT/R322_update-silane_and_in-deck_seals-in-deck.pdf B. In-Deck] (Also See [[771.17 Concrete Crack Filler - Low Viscosity Polymer (LVP)|Concrete Crack Filler -Low Viscosity Polymer (LVP)]])
|-
| rowspan="3" | '''R323 Bridge Deck Repair (SY)''' || '''Deck Repair (SY)''' (Also See [[771.9 Temporary Bridge Deck Repair|Temporary Bridge Deck Repair]])
|-
|   [https://epg.modot.org/forms/general_files/MT/R323_update-deck_repair-concrete.pdf A. Concrete]
|-
|   [https://epg.modot.org/forms/general_files/MT/R323_update-deck_repair-asphalt.pdf B. Asphalt]
|-
| '''R324 Bridge Painting (TN)''' || No printable guideline available at this time.
|-
| rowspan="9" | '''R327 Other Bridge Preventative Maintenance''' || No printable guidelines available at this time. See the following:
|-
|   [[771.4 Drain Basin Maintenance | Drain Basin Maintenance]]
|-
|   [[771.5 Mat Gutter Maintenance | Mat Gutter Maintenance]]
|-
|   [[771.6 Channel Work - Gabion Installation | Channel Work - Gabion Installation]]
|-
|   [[771.7 Channel Work - Rock Blanket | Channel Work - Rock Blanket]]
|-
|   [[771.8 Remove Drift | Remove Drift]]
|-
|   [[771.13 Sealing Abutment and Pier Caps | Sealing Abutment and Pier Caps]]
|-
|   [[771.14 Spot Painting of Bearings and Piling | Spot Painting of Bearings and Piling]]
|-
|   [[771.16 Bridge Deck Crack Pouring | Bridge Deck Crack Pouring]]
|-
| rowspan="4" | '''R328 Bridge Joint Maintenance''' || No printable guidelines available at this time. See the following:
|-
|   [[771.10 Bridge Joint Sealing - Hot Pour | Bridge Joint Sealing - Hot Pour]]
|-
|   [[771.11 Bridge Joint Sealing - Silicone | Bridge Joint Sealing - Silicone]]
|-
|   [[771.12 Bridge Joint Sealing - Polytite | Bridge Joint Sealing - Polytite]]
|-
| rowspan="2" | '''R329 Bridge Cleaning & Flushing''' || No printable guidelines available at this time. See the following:
|-
|   [[771.2 Bridge Cleaning and Flushing | Bridge Cleaning and Flushing]]
|-
| '''R411 Litter Pick-Up''' || <div id="R411 Litter Pick-Up"></div> [https://epg.modot.org/forms/general_files/MT/R411_update-litter_pick_up.pdf Litter Pick-Up] (Also See [[:Category:824 Adopt-A-Highway and Sponsor-A-Highway Programs|Adopt-A-Highway and Sponsor-A-Highway Programs]])
|-
| '''R412 Landscaping''' || <div id="R412 Landscaping"></div> [https://epg.modot.org/forms/general_files/MT/R412_update-general_plant_installation_and_fertilizing_seeding_and_mulching.pdf Fertilizing, Seeding & Mulching] (Also See [[:Category:800 ROADSIDE DEVELOPMENT|Roadside Development]])
|-
| '''R413 Mowing (AC)''' || <div id="R413 Mowing (AC)"></div> [https://epg.modot.org/forms/general_files/MT/R413_update-mowing.pdf Mowing (AC)]] (Also See [[:Category:822 Roadside Vegetation Management|Roadside Vegetation Management]])
|-
| '''R414 Brush Cutting & Tree Removal''' || <div id="R414 Brush Cutting & Tree Removal"></div> [https://epg.modot.org/forms/general_files/MT/R414_update-brush_cutting_and_tree_removal.pdf Brush Cutting & Tree Removal] (Also See [[:Category:822 Roadside Vegetation Management|Roadside Vegetation Management]])
|-
| '''R415 Chemical Weed Control''' || <div id="R415 Chemical Weed Control"></div> [https://epg.modot.org/forms/general_files/MT/R415_update-chemical_weed_control.pdf Chemical Weed Control] (Also See [[:Category:821 Herbicides and Roadsides|Herbicides and Roadsides]])
|}

==[[Media:Highway Maintenance Tables and Conversion Factors.pdf|Highway Maintenance Tables and Conversion Factors]]==

The [[Media:Highway Maintenance Tables and Conversion Factors.pdf|Highway Maintenance Tables and Conversion Factors]] contain helpful tables and conversion factors that aid in volumetric and weight measurements needed in maintenance activities.

[[Category:100_GENERAL]]

Category:171 Maintenance Policy and Operations

2024-12-12T19:23:27Z

Hoskir:

{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="170px" align="right"
|-
|[[image:safety begins with me.jpg|165px|center]]
|-
|'''Safety Videos'''
|-
|[https://epg.modot.org/documents/132_Mowing_Safety.wmv Mowing Safety]
|-
|[[media:132 Asphalt Operations.wmv|Asphalt Operations]]
|-
|[http://www.youtube.com/user/modotvideo Safety is My Story]
|-
|'''Additional Information'''
|-
|[http://wwwi/intranet/ri/documents/06-2012.pdf Heat Safety]
|-
|[[media:132 Hand Protection.pdf|Hand Protection]]
|-
|[[media:132 Hearing Protection.pdf|Hearing Protection]]
|}

This article links to other Engineering Policy Guide (EPG) articles to access current policies. The EPG is a combination of former manuals from Right of Way, Design, Bridge, Construction and Materials, Traffic and Maintenance and is the single reference for all engineering guidance.
{|style="padding: 0.3em; margin-left:1px;margin-right:5px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="left"
|-
|'''Related Information'''
|-
|Definitions of [[616.23 Traffic Control for Field Operations#616.23.1 Definitions|shall, may, and should]]
|}

The EPG replaces the old Maintenance Policy Manual and is to be used by maintenance and other MoDOT personnel to execute daily departmental assignments and deal with external customers.

Direct any questions concerning specific EPG guidance to the division providing the guidance. For example, Maintenance is primarily responsible for guidance about pavement repairs, mowing, litter control and other Maintenance activities. MoDOT employees that are unclear as to which division to contact may send an email to "Engineering Policy". Engineering Policy Services maintains the EPG and assists divisions in developing new policy and revising existing policy.

This article also presents the [[171.12 Maintenance Policy History|history of these Maintenance policies]].

{| style="padding: 0.3em; margin-left:11px; border:3px solid #a9a9a9; text-align:left; font-size: 95%; background:#ffff99" width="795px" align="center"
|-
|colspan="2"|<center>'''Where to Find Maintenance Policy Manual Information in the EPG'''</center>
|}

{|style="padding: 0.3em; margin-left:40px; border:3px solid #a9a9a9; text-align:left; font-size: 95%; background:#ffff99" width="395px" align="left"
|-
|colspan="2" width="70"|'''Article'''||width=70px|'''Policy No.'''||'''Policy Title'''
|-
|colspan="4"|[[171.1 Administration|'''Administration''']]
|-
|width=12px| || ||ADM(A1) ||[[171.1 Administration#ADM(A1) Maintenance Division's Role|Maintenance Division's Role]]
|-
| || ||ADM(A2)||[[171.1 Administration#ADM(A2) Policy Amendments|Policy Amendments]]
|-
| || ||ADM(A3)||[[171.1 Administration#ADM(A3) Maintenance of Park Roads |Maintenance of Park Roads ]]
|-
| || ||ADM(A4)||[[171.1 Administration#ADM(A4) Construction by Maintenance Forces |Construction by Maintenance Forces ]]
|-
| || ||ADM(A5)||[[171.1 Administration#ADM(A5) Safety in Maintenance Operations |Safety in Maintenance Operations ]]
|-
| || ||ADM(A6)||[[171.1 Administration#ADM(A6) Private Property Damage |Private Property Damage ]]
|-
| || ||ADM(A7)||[[171.1 Administration#ADM(A7) Property Damage Numbers |Private Property Damage Numbers ]]
|-
| ||colspan="3"|[[171.1 Administration#171.1.1 Agreements|'''Agreements''']]
|-
| || ||ADM(B1)||[[171.1 Administration#ADM(B1) Maintenance Responsibilities in Cities |Maintenance Responsibilities in Cities ]]
|-
| || ||ADM(B2)||[[171.1 Administration#ADM(B2) Contracts for Maintenance on City Streets |Contracts for Maintenance on City Streets ]]
|-
| ||colspan="3"|[[171.1 Administration#171.1.2 Division Guidelines|'''Division Guidelines''']]
|-
| || ||ADM(C1)||[[171.1 Administration#ADM(C1) Bulletin Boards |Bulletin Boards ]]
|-
| || ||ADM(C2)||[[171.1 Administration#ADM(C2) Maintenance Contracts |Maintenance Contracts ]]
|-
| || ||ADM(C3)||[[171.1 Administration#ADM(C3) Functional Maintenance |Functional Maintenance ]]
|-
| || ||ADM(C4)||[[171.1 Administration#ADM(C4) Roadway Features Inventory |Roadway Features Inventory ]]
|-
| ||colspan="3"|[[171.1 Administration#171.1.3 Operations|'''Operations''']]
|-
| || ||ADM(D1)||[[171.1 Administration#ADM(D1) Cold Weather Operations |Cold Weather Operations ]]
|-
| || ||ADM(D2)||[[171.1 Administration#ADM(D2) Reimbursement for Meals |Reimbursement for Meals]]
|-
| || ||ADM(D3)||[[171.1 Administration#ADM(D3) Advanced Right of Way Purchase|Advanced Right of Way Purchase]]
|-
| || ||ADM(D4)||[[171.1 Administration#ADM(D4) Disaster Preparedness |Disaster Preparedness ]]
|-
| || ||ADM(D5)||[[171.1 Administration#ADM(D5) Tarping Loads |Tarping Loads]]
|-
| || ||ADM(D6)||[[171.1 Administration#ADM(D6) Weight/Over Dimension Compliance|Weight / Over Dimension Compliance ]]
|-
| || ||ADM(D7)||[[171.1 Administration#ADM(D7) Highway Incident Reporting |Highway Incident Reporting ]]
|-
|colspan="4"|[[171.2 Buildings and Grounds |'''Building and Grounds''']]
|-
| ||colspan="3"|[[171.2 Buildings and Grounds#171.2.1 Buildings|'''Buildings''']]
|-
| || ||B&G(A1)||[[171.2 Buildings and Grounds#B&G(A1) Annual Building Inspection|Annual Building Inspection]]
|-
| || ||B&G(A2)||[[171.2 Buildings and Grounds#B&G(A2) Unauthorized Use of State Property|Unauthorized Use of State Property]]
|-
| || ||B&G(A3)||[[171.2 Buildings and Grounds#B&G(A3) Membership in Fire Protection Districts|Membership in Fire Protection Districts]]
|-
| || ||B&G(A4)||[[171.2 Buildings and Grounds#B&G(A4) Building Appearance|Building Appearance]]
|-
| || ||B&G(A5)||[[171.2 Buildings and Grounds#B&G(A5) Flammable Material Storage Building|Flammable Material Storage Building]]
|-
| ||colspan="3"|[[171.2 Buildings and Grounds#171.2.2 Grounds|'''Grounds''']]
|-
| || ||B&G(B1)||[[171.2 Buildings and Grounds#B&G(B1) Well Drilling|Well Drilling]]
|-
| || ||B&G(B2)||[[171.2 Buildings and Grounds#B&G(B2) ADA Parking|ADA Parking]]
|-
| ||colspan="3"|[[171.2 Buildings and Grounds#171.2.3 Equipment|'''Equipment''']]
|-
| || ||B&G(C1)||[[171.2 Buildings and Grounds#B&G(C1) Propane Tank Requirements|Propane Tank Requirements]]
|-
| || ||B&G(C2)||[[171.2 Buildings and Grounds#B&G(C2) Fuel Pump Calibrations|Fuel Pump Calibration]]
|-
| ||colspan="3"|[[171.2 Buildings and Grounds#171.2.4 Highway Patrol|'''Highway Patrol''']]
|-
| || ||B&G(D1)||[[171.2 Buildings and Grounds#B&G(D1) Fuel|Fuel]]
|-
| || ||B&G(D2)||[[171.2 Buildings and Grounds#B&G(D2) Weigh Station Obligations|Weigh Station Obligations]]
|-
| || ||B&G(D3)||[[171.2 Buildings and Grounds#B&G(D3) Portable Scale Turnouts|Portable Scale Turnouts]]
|-
| || ||B&G(D4)||[[171.2 Buildings and Grounds#B&G(D4) Highway Patrol Zone Offices|Highway Patrol Zone Offices]]
|-
|colspan="4"|[[171.3 Roadway Maintenance|'''Roadway Maintenance''']]
|-
| || ||RDW(A1) ||[[171.3 Roadway Maintenance#RDW(A1)|Temporary Pavement Marking]]
|-
| || ||RDW(A2) ||[[171.3 Roadway Maintenance#RDW(A2) Longitudinal Crack Pouring/Sealing|Longitudinal Crack Pouring / Sealing]]
|-
| || ||RDW(A3) ||[[171.3 Roadway Maintenance#RDW(A3) Railroad Crossing Maintenance|Railroad Crossing]]
|-
| || ||RDW(A4) ||[[171.3 Roadway Maintenance#RDW(A4) Roadway Width|Roadway Width ]]
|-
| ||colspan="3"|[[171.3 Roadway Maintenance#171.3.1 Bituminous|'''Bituminous''']]
|-
| || ||RDW(B1)||[[171.3 Roadway Maintenance#RDW(B1) Contract Level Course|Contract Level Course]]
|-
| || ||RDW(B1)||[[171.3 Roadway Maintenance#RDW(B2) Maintenance Leveling Course Program|Maintenance Level Course Program ]]
|-
| || ||RDW(B1)||[[171.3 Roadway Maintenance#RDW(B3) Cutback Asphalt|Cutback Asphalt]]
|-
| ||colspan="3"|[[171.3 Roadway Maintenance#171.3.2 Concrete|'''Concrete''']]
|-
| || ||RDW(C1)||[[171.3 Roadway Maintenance#RDW(C1) Concrete Replacement|Concrete Replacement]]
|-
| || ||RDW(C2)||[[171.3 Roadway Maintenance#RDW(C2) Calibrated Ready Mix Plants|Calibrated Ready Mix Plants]]
|-
|colspan="4"|[[171.4 Shoulders and Approaches|'''Shoulders and Approaches''']]
|-
|| || ||S&A(A1)||[[171.4 Shoulders and Approaches#S&A(A1) Additional Median Crossovers|Additional Median Crossovers]]
|-
|| || ||S&A(A2)||[[171.4 Shoulders and Approaches#S&A(A2) Sidewalks|Sidewalks]]
|-
| ||colspan="3"|[[171.4 Shoulders and Approaches#171.4.1 Approaches|'''Approaches''']]
|-
| || ||S&A(B1)||[[171.4 Shoulders and Approaches#S&A(B1) Public and Private Road Approaches|Public and Private Road Approaches]]
|-
| || ||S&A(B2)||[[171.4 Shoulders and Approaches#S&A(B2) Driveway Entrance Maintenance Limit|Driveway Entrance Maintenance Limit]]
|-
| || ||S&A(B3)||[[171.4 Shoulders and Approaches#S&A(B3) Access Control|Access Control]]
|-
| ||colspan="3"|[[171.4 Shoulders and Approaches#171.4.2 Shoulders|'''Shoulders''']]
|-
| || ||S&A(C1)||[[171.4 Shoulders and Approaches#S&A(C1) Edge Ruts|Edge Ruts]]
|-
| || ||S&A(C2)||[[171.4 Shoulders and Approaches#S&A(C2) Culvert Ends|Culvert Ends]]
|-
| || ||S&A(C3)||[[171.4 Shoulders and Approaches#S&A(C3) Rural Mailboxes|Rural Mailboxes]]
|-
|colspan="4"|[[171.5 Drainage|'''Drainage''']]
|-
| ||colspan="3"|[[171.5 Drainage#171.5.1 Pipe/Water Flow|'''Pipe/Water Flow''']]
|-
| || ||DRN(A1)||[[171.5 Drainage#DRN(A1) Polyethylene Pipe Liner|Polyethylene Pipe Liner]]
|-
| || ||DRN(A2)||[[171.5 Drainage#DRN(A2) Change in Water Inflow and Outflow|Change in Water Inflow and Outflow]]
|-
| || ||DRN(A3)||[[171.5 Drainage#DRN(A3) Drainage Pipe Replacement|Drainage Pipe Replacement]]
|-
| || ||DRN(A4)||[[171.5 Drainage#DRN(A4) Plastic Pipe|Plastic Pipe]]
|-
| ||colspan="3"|[[171.5 Drainage#171.5.2 Levees|'''Levees''']]
|-
| || ||DRN(B1)||[[171.5 Drainage#DRN(B1) Levee Attachments|Levee Attachments]]
|-
| || ||DRN(B2)||[[171.5 Drainage#DRN(B2) Levee Fees and Taxes|Levee Fees and Taxes]]
|-
| ||colspan="3"|[[171.5 Drainage#171.5.3 Water Management|'''Water Management''']]
|-
| || ||DRN(C1)||[[171.5 Drainage#DRN(C1) Industrial and Domestic Waste Waters on Right of Way|Industrial and Domestic Waste Waters on ROW]]
|-
| || ||DRN(C2)||[[171.5 Drainage#DRN(C2) 404 Permits|404 Permits]]
|-
| || ||DRN(C3)||[[171.5 Drainage#DRN(C3) Storm Water Regulation|Storm Water Regulation]]
|-
| || ||DRN(C4)||[[171.5 Drainage#DRN(C4) System Attachment by Others|System Attachments by Others]]
|-
| || ||DRN(C5)||[[171.5 Drainage#DRN(C5) Easements|Easements]]
|-
| || ||DRN(C6)||[[171.5 Drainage#DRN(C6) Watershed Diversion|Watershed Diversion]]
|-
| ||colspan="3"|[[171.5 Drainage#171.5.4 Grates and Gates|'''Grates and Gates''']]
|-
| || ||DRN(D1)||[[171.5 Drainage#DRN(D1) Bicycle Grates|Bicycle Grates]]
|-
| || ||DRN(D2)||[[171.5 Drainage#DRN(D2) Cattle Pass|Cattle Pass]]
|-
| || ||DRN(D3)||[[171.5 Drainage#DRN(D3) Flood Gates|Flood Gates]]
|-
|colspan="4"|[[171.6 Roadsides|'''Roadsides''']]
|-
| || ||RDS(A1)||[[171.6 Roadsides#RDS(A1) Commuter Parking Lots|Commuter Parking Lots]]
|-
| || ||RDS(A2)||[[171.6 Roadsides#RDS(A2) Roadside Maintenance Activities by Others|Roadside Maintenance Activities by Others]]
|-
| || ||RDS(A3)||[[171.6 Roadsides#RDS(A3) Wetland Mitigation Areas|Wetland Mitigation Areas]]
|-
| || ||RDS(A4)||[[171.6 Roadsides#RDS(A4) Heritage Database Information (HDI)|Heritage Database Information (HDI)]]
|-
| || ||RDS(A5)||[[171.6 Roadsides#RDS(A5) Underground Utilities|Underground Utilities]]
|-
| ||colspan="3"|[[171.6 Roadsides#171.6.1 Programs|'''Programs''']]
|-
| || ||RDS(B1)||[[171.6 Roadsides#RDS(B1) Adopt-A-Highway|Adopt-A-Highway]]
|-
| || ||RDS(B3)||[[171.6 Roadsides#RDS(B3) Growing Together Program|Growing Together Program]]
|-
| || ||RDS(B4)||[[171.6 Roadsides#RDS(B4) Incarcerated Personnel|Incarcerated Personnel]]
|-
| ||colspan="3"|[[171.6 Roadsides#171.6.2 Rest Areas and Roadside Parks|'''Rest Areas and Roadside Parks''']]
|-
| || ||RDS(C1)||[[171.6 Roadsides#RDS(C1) Dispensing Free Refreshments|Dispensing Free Refreshments]]
|-
| || ||RDS(C2)||[[171.6 Roadsides#RDS(C2) Rest Area Drinking Water|Rest Area Drinking Water]]
|-
| || ||RDS(C3)||[[171.6 Roadsides#RDS(C3) Rest Area Sewage Control|Rest Area Sewage Control]]
|-
| || ||RDS(C4)||[[171.6 Roadsides#RDS(C4) Roadside Park Requirements|Roadside Park Requirements]]
|-
| || ||RDS(C5)||[[171.6 Roadsides#RDS(C5) Vending|Vending]]
|-
| ||colspan="3"|[[171.6 Roadsides#171.6.3 Structures|'''Structures''']]
|-
| || ||RDS(D1)||[[171.6 Roadsides#RDS(D1) Right of Way Encroachments|Encroachments of Right of Way]]
|-
| || ||RDS(D2)||[[171.6 Roadsides#RDS(D2) Monuments|Monuments]]
|-
| ||colspan="3"|[[171.6 Roadsides#171.6.4 Vegetation Management|'''Vegetation Management]]
|-
| || ||RDS(E1)||[[171.6 Roadsides#RDS(E1) Billboard Visibility|Billboard Visibility]]
|-
| || ||RDS(E2)||[[171.6 Roadsides#RDS(E2) Crops on Right of Way|Crops on Right of Way]]
|-
| || ||RDS(E3)||[[171.6 Roadsides#RDS(E3) Hay Harvesting on Right of Way|Hay Harvesting on Right of Way]]
|-
| || ||RDS(E4)||[[171.6 Roadsides#RDS(E4) Herbicides|Herbicides]]
|}
{|style="padding: 0.3em; margin-right:40px; margin-right:10px; border:3px solid #a9a9a9; text-align:left; font-size: 95%; background:#ffff99" width="395px" align="right"
|-
|colspan="2" width="70"|'''Article'''||width=70px|'''Policy No.'''||'''Policy Title'''
|-
| || ||RDS(E5)||[[171.6 Roadsides#RDS(E5) Mowing|Mowing]]
|-
| || ||RDS(E6)||[[171.6 Roadsides#RDS(E6) Noxious Weed Control|Noxious Weed Control]]
|-
| || ||RDS(E7)||[[171.6 Roadsides#RDS(E7) Plant Collection from Right of Way|Plant Collection from Right of Way]]
|-
| || ||RDS(E8)||[[171.6 Roadsides#RDS(E8) Roadside Burning|Roadside Burning]]
|-
| || ||RDS(E9)||[[171.6 Roadsides#RDS(E9) Tree Removal|Tree Removal]]
|-
| || ||RDS(E11)||[[171.6 Roadsides#RDS(E11) National Forest Lands|National Forest Lands]]
|-
|colspan="4"|[[171.7 Bridge Maintenance|'''Bridge Maintenance''']]
|-
|width=12px| || ||BRG(A1) ||[[171.7 Bridge Maintenance#BRG(A1) Utility Attachments to Bridges|Utility Attachments to Bridges]]
|-
| || ||BRG(A2) ||[[171.7 Bridge Maintenance#BRG(A2) Levees|Levees]]
|-
| || ||BRG(A3) ||[[171.7 Bridge Maintenance#BRG(A3) High Water Marks|High Water Marks]]
|-
| || ||BRG(A4) ||[[171.7 Bridge Maintenance#BRG(A4) Navigation Lights/Light Tenders| Navigation Lights and Light Tenders]]
|-
| || ||BRG(A5) ||[[171.7 Bridge Maintenance#BRG(A5) Corps of Engineers Regulations|Corps of Engineers Regulations]]
|-
| || ||BRG(A6) ||[[171.7 Bridge Maintenance#BRG(A6) Cathodic Protection|Cathodic Protection]]
|-
| || ||BRG(A7) ||[[171.7 Bridge Maintenance#BRG(A7) Bridge Repairs Near, On or Over Railroad Right of Way|Work On or Over Railroad Right of Way]]
|-
| ||colspan="3"|[[171.7 Bridge Maintenance#171.7.1 Bridge Maintenance|'''Bridge Maintenance''']]
|-
| || ||BRG(B1)||[[171.7 Bridge Maintenance#BRG(B1) Bridge Inspections (Span Type and Culvert Type)|Bridge Inspections (Span Type and Culvert Type)]]
|-
| || ||BRG(B2)||[[171.7 Bridge Maintenance#BRG(B2) Bridge Maintenance (District)|Bridge Maintenance (District)]]
|-
| || ||BRG(B3)||[[171.7 Bridge Maintenance#BRG(B3) Bridge Maintenance (Division)|Bridge Maintenance (Division)]]
|-
| ||colspan="3"|[[171.7 Bridge Maintenance#171.7.2 Restrictions|'''Restrictions''']]
|-
| || ||BRG(C1)||[[171.7 Bridge Maintenance#BRG(C1) Posted Bridge Load Limits|Posted Bridge Load Limits]]
|-
| || ||BRG(C2)||[[171.7 Bridge Maintenance#BRG(C2) Vertical Clearance|Vertical Clearance]]
|-
| || ||BRG(C3)||[[171.7 Bridge Maintenance#BRG(C3) Temporary Clearances or Restrictions|Temporary Clearances or Restrictions]]
|-
| || ||BRG(C4)||[[171.7 Bridge Maintenance#BRG(C4) Permits (Overdimension/Overweight)|Permits (Overdimension/Overweight)]]
|-
|colspan="4"|[[:Category:133 Snow and Ice Control|'''Snow and Ice Control''']]
|-
| || ||SIC(A1)||[[:Category:133 Snow and Ice Control#Anti-Icing|Anti-Icing]]
|-
| || ||SIC(A2)||[[:Category:133 Snow and Ice Control#Operational Closure|Operational Closure]]
|-
| || ||SIC(A3)||[[:Category:133 Snow and Ice Control#Intent|Intent]]
|-
| || ||SIC(A4)||[[:Category:133 Snow and Ice Control#Winter Operations Communication Plan|Winter Operations Communication Plan]]
|-
| ||colspan="3"|[[133.1 Materials for Snow and Ice Control|'''Materials''']]
|-
| || ||SIC(B1)||[[133.1 Materials for Snow and Ice Control#133.1.1 Liquid Chemical|Liquid Chemical]]
|-
| || ||SIC(B2)||[[133.1 Materials for Snow and Ice Control#133.1.2 Storage|Storage]]
|-
| || ||SIC(B3)||[[133.1 Materials for Snow and Ice Control#133.1.3 Salt Prefill|Dry Salt Supply]]
|-
| || ||SIC(B4)||[[133.1 Materials for Snow and Ice Control#133.1.4 Salt Replenishment|Salt Re-orders]]
|-
| || ||SIC(B5)||[[133.1 Materials for Snow and Ice Control#133.1.5 Large Storage Facilities|Large Storage Facilities]]
|-
| || ||SIC(B6)||[[133.1 Materials for Snow and Ice Control#133.1.6 Abrasives|Abrasives]]
|-
| || ||SIC(B7)||[[133.1 Materials for Snow and Ice Control#133.1.7 Liquidated Damages|Liquidated Damages]]
|-
| || ||SIC(B8)||[[133.1 Materials for Snow and Ice Control#133.1.8 Pre-wetting|Pre-wetting]]
|-
| ||colspan="3"|[[133.2 Equipment for Snow and Ice Control|'''Equipment''']]
|-
| || ||SIC(C1)||[[133.2 Equipment for Snow and Ice Control#133.2.1 SLOW MOVING VEHICLE Sign|Slow Moving Vehicle Sign]]
|-
| || ||SIC(C2)||[[133.2 Equipment for Snow and Ice Control#133.2.2 Plow Width Delineator|Plow Width Delineator]]
|-
| || ||SIC(C3)||[[133.2 Equipment for Snow and Ice Control#133.2.3 Equipment Warning Lights|Truck Lighting]]
|-
| || ||SIC(C4)||[[133.2 Equipment for Snow and Ice Control#133.2.4 Maintaining Snow and Ice Control Equipment|Cleaning Equipment]]
|-
| || ||SIC(C5)||[[133.2 Equipment for Snow and Ice Control#133.2.5 Calibration|Calibration]]
|-
| || ||SIC(C6)||[[133.2 Equipment for Snow and Ice Control#133.2.6 Rented Equipment Lighting for Snow and Ice Control|Rented Equipment Lighting]]
|-
| ||colspan="3"|[[133.3 Snow and Ice Control Personnel|'''Personnel''']]
|-
| || ||SIC(D1)||[[133.3 Snow and Ice Control Personnel#133.3.1 Personnel from other Functional Units| Personnel from other Divisions]]
|-
| || ||SIC(D2)||[[133.3 Snow and Ice Control Personnel#133.3.2 Snow and Ice Operations Training|Training]]
|-
| || ||SIC(D3)||[[133.3 Snow and Ice Control Personnel#133.3.3 Emergency Equipment Operators|Emergency Equipment Operators]]
|-
| || ||SIC(D4)||[[133.3 Snow and Ice Control Personnel#133.3.4 Working Hours for Snow and Ice Control|Working Hours]]
|-
| || ||SIC(D5)||[[133.3 Snow and Ice Control Personnel#133.3.5 Shifts for Snow and Ice Control|Shifts]]
|-
| || ||SIC(D6)||[[133.3 Snow and Ice Control Personnel#133.3.6 On Call for Snow and Ice Control|On Call]]
|-
| || ||SIC(D7)||[[133.3 Snow and Ice Control Personnel#133.3.7 Reimbursement for Meals|Reimbursement for Meals]]
|-
| ||colspan="3"|[[133.4 Snow and Ice Control Operations|'''Operations''']]
|-
| || ||SIC(E1)||[[133.4 Snow and Ice Control Operations#133.4.1 Priority Route Classifications|Order of Work]]
|-
| || ||SIC(E2)||[[133.4 Snow and Ice Control Operations#133.4.2 Mailboxes and Snow and Ice Control|Mailboxes]]
|-
| || ||SIC(E3)||[[133.4 Snow and Ice Control Operations#133.4.3 Limits of Snow and Ice Control Work|Limits of Work]]
|-
| || ||SIC(E4)||[[133.4 Snow and Ice Control Operations#133.4.4 Emergencies Off Right of Way|Emergencies Off Right of Way]]
|-
| || ||SIC(E5)||[[133.4 Snow and Ice Control Operations#133.4.5 Safety Precautions during Snow and Ice Control|Safety Precautions]]
|-
| || ||SIC(E6)||[[133.4 Snow and Ice Control Operations#133.4.6 Statewide Winter Road Condition Report|Statewide Winter Road Condition Report]]
|-
| || ||SIC(E7)||[[133.4 Snow and Ice Control Operations#133.4.7 Abandoned Vehicles|Abandoned Vehicle]]
|-
| || ||SIC(E8)||[[133.4 Snow and Ice Control Operations#133.4.8 Winter Event Database|Winter Event Database ]]
|-
|colspan="4"|[[127.25 Maintenance Environmental Policies|'''Environmental''']]
|-
| ||colspan="3"|[[127.25 Maintenance Environmental Policies#127.25.1 Solid Waste|'''Solid Waste''']]
|-
| || ||ENV(A1)||[[127.25 Maintenance Environmental Policies#127.25.1.1 Asbestos|Asbestos]]
|-
| || ||ENV(A2)||[[127.25 Maintenance Environmental Policies#127.25.1.2 Solid Waste|Solid Waste]]
|-
| || ||ENV(A3)||[[127.25 Maintenance Environmental Policies#127.25.1.3 Tire Management|Tire Management]]
|-
| || ||ENV(A4)||[[127.25 Maintenance Environmental Policies#127.25.1.4 Street Sweepings|Street Sweepings]]
|-
| || ||ENV(A5)||[[127.25 Maintenance Environmental Policies#127.25.1.5 Antifreeze|Antifreeze]]
|-
| || ||ENV(A6)||[[127.25 Maintenance Environmental Policies#127.25.1.6 Battery Management|Battery Management]]
|-
| || ||ENV(A7)||[[127.25 Maintenance Environmental Policies#127.25.1.7 Disposal of Animal Carcasses|Disposal of Animal Carcasses]]
|-
| ||colspan="3"|[[127.25 Maintenance Environmental Policies#127.25.2 Hazardous Material Spills|'''Hazardous Material Spills''']]
|-
| || ||ENV(B1)||[[127.25 Maintenance Environmental Policies#127.25.2.1 Hazardous Material Spills (Roadway) by Others|Hazardous Material Spills (Roadway) by Others]]
|-
| || ||ENV(B2)||[[127.25 Maintenance Environmental Policies#127.25.2.2 MoDOT Hazardous Material Spills|MoDOT Hazardous Material Spills]]
|-
| ||colspan="3"|[[127.25 Maintenance Environmental Policies#127.25.3 Rest Areas|'''Rest Areas''']]
|-
| || ||ENV(C1)||[[127.25 Maintenance Environmental Policies#127.25.3.1 Rest Area Lagoon|Rest Area Lagoon]]
|-
| || ||ENV(C2)||[[127.25 Maintenance Environmental Policies#127.25.3.2 Rest Area Drinking Water|Rest Area Drinking Water]]
|-
| ||colspan="3"|[[127.25 Maintenance Environmental Policies#127.25.4 Water Management|'''Water Management''']]
|-
| || ||ENV(D1)||[[127.25 Maintenance Environmental Policies#127.25.4.1 Storm Water Regulations|Storm Water Regulations]]
|-
| || ||ENV(D2)||[[127.25 Maintenance Environmental Policies#127.25.4.2 Maintenance Operations in Streams|Maintenance Operations in Streams]]
|-
| || ||ENV(D3)||[[127.25 Maintenance Environmental Policies#127.25.4.3 Well Closures|Well Closures]]
|-
| ||colspan="3"|[[127.25 Maintenance Environmental Policies#127.25.5 Containers|'''Containers''']]
|-
| || ||ENV(E1)||[[127.25 Maintenance Environmental Policies#127.25.5.1 Fuel Storage Tanks|Fuel Storage Tanks]]
|-
| || ||ENV(E2)||[[127.25 Maintenance Environmental Policies#127.25.5.2 Herbicide Containers|Herbicide Containers]]
|-
| || ||ENV(E3)||[[127.25 Maintenance Environmental Policies#127.25.5.3 Empty Drums and Containers|Empty Drums and Containers]]
|-
| ||colspan="3"|[[127.25 Maintenance Environmental Policies#127.25.6 Environmental Compliance|'''Environmental Compliance''']]
|-
| || ||ENV(F1)||[[127.25 Maintenance Environmental Policies#127.25.6.1 Threatened or Endangered Species|Threatened or Endangered Species]]
|-
| || ||ENV(F2)||[[127.25 Maintenance Environmental Policies#127.25.6.2 Tier II Reporting|Tier II Reporting]]
|-
| ||colspan="3"|[[127.25 Maintenance Environmental Policies#127.25.7 Hazardous Waste|'''Hazardous Waste''']]
|-
| || ||ENV(G1)||[[127.25 Maintenance Environmental Policies#127.25.7.1 Hazardous Waste Compliance|Hazardous Waste Compliance]]
|-
| || ||ENV(G2)||[[127.25 Maintenance Environmental Policies#127.25.7.2 Lead Based Paint Abatement|Lead Based Paint Abatement]]
|-
| || ||ENV(G3)||[[127.25 Maintenance Environmental Policies#127.25.7.3 Equipment Cleaning Fluids|Equipment Cleaning Solvents ]]
|-
| || ||ENV(G4)||[[127.25 Maintenance Environmental Policies#127.25.7.4 Used Oil|Used Oil]]
|-
| || ||ENV(G5)||[[127.25 Maintenance Environmental Policies#127.25.7.5 Hazardous Waste Reporting|Hazardous Waste Reporting]]
|-
| ||colspan="3"|[[127.25 Maintenance Environmental Policies#127.25.8 General|'''General''']]
|-
| || ||ENV(H1)||[[127.25 Maintenance Environmental Policies#127.25.8.1 Open Burning|Open Burning]]
|-
| || ||ENV(H2)||[[127.25 Maintenance Environmental Policies#127.25.8.2 Lead Mining Chat|Lead Mining Chat]]
|-
| || ||ENV(H3)||[[127.25 Maintenance Environmental Policies#127.25.8.3 Sewage Disposal System|Sewage Disposal System]]
|-
| || ||ENV(H4)||[[127.25 Maintenance Environmental Policies#127.25.8.4 Vehicle Placarding|Vehicle Placarding]]
|-
| || ||ENV(H5)||[[127.25 Maintenance Environmental Policies#127.25.8.5 Fugitive Dust|Fugitive Dust]]
|-
| || ||ENV(H6)||[[127.25 Maintenance Environmental Policies#127.25.8.6 Vehicle Painting|Vehicle Painting]]
|-
| || ||ENV(H7)||[[127.25 Maintenance Environmental Policies#127.25.8.7 Environment Site Assessment|Environmental Site Assessment]]
|-
| || ||ENV(H8)||[[127.25 Maintenance Environmental Policies#127.25.8.8 Salt Runoff|Salt Runoff]]
|-
|colspan="4"|[[171.10 Traffic Control|'''Traffic Control''']]
|-
| || ||TRC(A1)||[[171.10 Traffic Control#TRC(A1) Adopt MUTCD|Adopt MUTCD]]
|-
| || ||TRC(A2)||[[171.10 Traffic Control#TRC(A2) Maintain Traffic Control for Field Operations|Maintain Traffic Control for Field Operations]]
|-
| || ||TRC(A3)||[[171.10 Traffic Control#TRC(A3) Quality Standards for Temporary Traffic Control Devices|Quality Standards for Temporary Traffic Control Devices]]
|-
|colspan="4"|[[171.11 Roadside Appurtenances|'''Roadside Appurtenances''']]
|-
| || ||RAP(A3)||[[171.11 Roadside Appurtenances#RAP(A3) Signpost Breakaway Features|Signpost Breakaway Features]]
|-
| || ||RAP(A4)||[[171.11 Roadside Appurtenances#RAP(A4) Culvert Ends|Culvert Ends]]
|-
| ||colspan="3"|[[171.11 Roadside Appurtenances#171.11.1 Protective Barrier|'''Protective Barrier''']]
|-
| || ||RAP(B4)||[[171.11 Roadside Appurtenances#RAP(B4) Concrete Median Barriers|Concrete Median Barriers]]
|-
| || ||
|}

[[Category:100_GENERAL]]

Category:172 Maintenance Facility Performance Expectations Environmental Compliance

2024-12-12T19:22:58Z

Hoskir:

For additional information or help, the Design Environmental contact may be called at (573) 526-4778.

==172.1 Salt Management – Salt Kill==
Citation: [http://s1.sos.mo.gov/cmsimages/adrules/csr/current/10csr/10c20-7a.pdf Missouri Water Quality Standards]; [https://revisor.mo.gov/main/OneSection.aspx?section=644 Chapter 644 RSMo] (Mo Clean Water Law); [http://www2.epa.gov/laws-regulations/summary-clean-water-act Federal Clean Water Act]

===Performance Expectation===
Remediate salt kills on and off MoDOT property.

===Performance Measure===
Identify evidence of dead or stressed vegetation on or off MoDOT property; includes remediated areas where evidence of a salt kill is currently visible. Develop and execute a plan to remove the contamination and reseed the affected area.

===Acceptable Solutions===
'''1.''' Prevent runoff of salt and notify adjacent landowner to offer corrective measures. Contact your district environmental specialist and risk management representative for assistance.

'''2.''' Remove soil and replace with clean soil and reseed.

'''3.''' Divert runoff from entering the neighbor’s property.

'''4.''' Keep all salt and salt mix under cover.

'''5.''' Clean up all salt outside and maintain an impervious pad in front of the storage area.

'''6.''' Contact the district environmental liaison for additional options.
{| style="margin: 1em auto 1em auto"
|-
|[[image:172.1.1.jpg|center|350px|thumb|<center>'''Salt kill on neighbor's property with dead vegetation and trees in background'''</center>]]||[[image:172.1.2.jpg|center|350px|thumb|<center>'''Clean soil replaced contaminated soil and area reseeded'''</center>]]
|-
|<center>'''Unacceptable'''</center>||<center>'''Acceptable'''</center>
|}

{| style="margin: 1em auto 1em auto"
|-
|[[image:172.1.3.jpg|center|350px|thumb|<center>'''Salt kill on neighbor's property from salt runoff and salt pond leaching and overflow'''</center>]]||[[image:172.1.4.jpg|center|350px|thumb|<center>'''Same area two years later after the salt pond was removed and the soil remediated'''</center>]]
|-
|<center>'''Unacceptable'''</center>||<center>'''Acceptable'''</center>
|}

==172.2 Salt Ponds and Basins==
Citation: [http://s1.sos.mo.gov/cmsimages/adrules/csr/current/10csr/10c20-7a.pdf Missouri Water Quality Standards]; [https://revisor.mo.gov/main/OneSection.aspx?section=644 Chapter 644 RSMo] (Mo Clean Water Law); [http://www2.epa.gov/laws-regulations/summary-clean-water-act Federal Clean Water Act]

===Performance Expectation===
Salt ponds are to be closed and where engineered collection basins are installed they are to be maintained.

===Performance Measure===
Remove salt pond and dispose of the water in an approved manner. Maintain engineered collection basins and use the water for brine.

===Acceptable Solutions===
'''1.''' Close salt ponds by hauling the water to a permitted publicly owned treatment works (POTW), dig out contaminated soil and dispose of in a permitted solid waste landfill and backfill / grade /seed the area.

'''2.''' Engineered salt collection basins have to be maintained by periodic cleaning and resealing.

'''Note:''' Salt water can be used to make salt brine if it consists of only water and salt.

{| style="margin: 1em auto 1em auto"
|-
|[[image:172.2.1.jpg|center|250px|thumb|<center>'''Leaking salt pond and resulting damage.'''</center>]]||[[image:172.2.2.jpg|center|250px|thumb|<center>'''Same area two years later with grass returning to neighbor's land.'''</center>]]||[[image:172.2.3.jpg|center|250px|thumb|<center>'''Engineered salt basin collects water from salt pad area. The water is used for brine. It is cleaned and resealed every two years.'''</center>]]
|-
|<center>'''Unacceptable'''</center>||<center>'''Acceptable'''</center>||<center>'''Acceptable'''</center>
|}

==172.3 Salt Piles==
Citation: [http://s1.sos.mo.gov/cmsimages/adrules/csr/current/10csr/10c20-7a.pdf Missouri Water Quality Standards]; [https://revisor.mo.gov/main/OneSection.aspx?section=644 Chapter 644 RSMo] (Mo Clean Water Law); [http://www2.epa.gov/laws-regulations/summary-clean-water-act Federal Clean Water Act]

===Performance Expectation===
Storm water on maintenance lots shall be protected from salt contamination.

===Performance Measure===
All salt must be covered and stored to prevent contact with rain or rain runoff.

===Acceptable Solutions===
'''1.''' Salt will be under cover before any precipitation comes in contact with the material.

'''2.''' Any salt outside after a snow or ice event has to be cleaned up and returned to the covered area.

{| style="margin: 1em auto 1em auto"
|-
|[[image:172.3.1.jpg|center|250px|thumb|<center>'''Salt mix pile stored outside without a cover. Leaching salt, rainwater flows into the bays and stored salt extends beyond the bays.'''</center>]]||[[image:172.3.2.jpg|center|250px|thumb|<center>'''Salt and salt mix stored inside away from moisture. Note that surface water is diverted from the storage building.'''</center>]]||[[image:172.3.3.jpg|center|250px|thumb|<center>'''Salt storage building and impervious pad'''</center>]]
|-
|<center>'''Unacceptable'''</center>||<center>'''Acceptable Temporary Solution'''</center>||<center>'''Acceptable Permanent Solution'''</center>
|}

{| style="margin: 1em auto 1em auto"
|-
|[[image:172.3.4.jpg|center|350px|thumb|<center>'''Adding doors to old salt buildings. These doors are costing $600 to $800 per door.'''</center>]]||[[image:172.3.5.jpg|center|350px|thumb|<center>'''Open end salt tent with tarp cover with sealed mixing pad. The salt is back away from the front.'''</center>]]
|-
|<center>'''Acceptable'''</center>||<center>'''Acceptable'''</center>
|}

==172.4 Salt Bays and Mixing Pads==
Citation: [http://s1.sos.mo.gov/cmsimages/adrules/csr/current/10csr/10c20-7a.pdf Missouri Water Quality Standards]; [https://revisor.mo.gov/main/OneSection.aspx?section=644 Chapter 644 RSMo] (Mo Clean Water Law); [http://www2.epa.gov/laws-regulations/summary-clean-water-act Federal Clean Water Act]

===Performance Expectation===
Protect salt from contact with storm water

===Performance Measure===
Conduct visual inspection of the storage areas periodically to ensure the salt is kept out of the elements. Maintain the buildings and covers to prevent moisture from coming in contact with the salt.

===Acceptable Solutions===

'''1.''' Discontinue salt bays that do not protect the salt from the elements – construct fabric buildings, domes, tents or other approved buildings.

'''2.''' Salt bays still in use shall be maintained in good condition with tarp / door system to protect the material from contact with rainwater and keep salt back away from rain. All mixing pads must be impervious to allow easy cleanup after an event.

'''3.''' Re-contour surrounding terrain and direct storm water away from salt storage or relocate salt storage structures if storm water runoff cannot be directed away from structure.

{| style="margin: 1em auto 1em auto"
|-
|[[image:172.4.1.jpg|center|350px|thumb|<center>'''Salt doors not closed and salt left outside exposed to the elements'''</center>]]||[[image:172.4.2.jpg|center|350px|thumb|<center>'''Salt doors closed and no salt left exposed to the elements and impervious mixing pad in front for easy cleanup'''</center>]]
|-
|<center>'''Unacceptable'''</center>||<center>'''Acceptable'''</center>
|}

==172.5 Wash Water==
Citation: [http://s1.sos.mo.gov/cmsimages/adrules/csr/current/10csr/10c20-7a.pdf Missouri Water Quality Standards]; [https://revisor.mo.gov/main/OneSection.aspx?section=644 Chapter 644 RSMo] (Mo Clean Water Law); [http://www2.epa.gov/laws-regulations/summary-clean-water-act Federal Clean Water Act]

===Performance Expectation===
Vehicle and equipment washing must be done where the water can be collected and properly treated prior to release to the environment or waters of the state.

===Performance Measure===
Wash equipment only where the resulting wash water can be contained or treated.

===Acceptable Solutions===

'''1.''' Drive vehicles/equipment to MoDOT lots with appropriate collection systems to wash them.

'''2.''' Allow rural facilities to wash vehicles/equipment at commercial truck washes.

'''3.''' Covered wash bay with sewer connection or tank system.

'''4.''' Install an onsite treatment system. This would require a discharge permit.

'''5.''' Construct same for rural facilities and pipe waste water to a holding tank. Wastewater must be removed on a regular basis and transported to nearest public sanitary sewer system. Solids will need to be disposed of at a permitted sanitary landfill. One option could include recirculate the wash water for gross washing followed by clean power wash. All material must be collected.

'''6.''' Construct covered wash bay with an oil/water separator and connect to public sanitary sewer system where available and allow rural facilities to use approved MoDOT washing facilities or local commercial wash facilities.

'''7.''' Install a zero discharge recirculation system for washing trucks.

'''Note:''' Do not discharge to a sewer without notifying the public waste treatment facility.

{| style="margin: 1em auto 1em auto"
|-
|[[image:172.5.1.jpg|center|250px|thumb|<center>'''Open wash bay discharging to a ditch and potentially affecting a waterway'''</center>]]||[[image:172.5.2.jpg|center|250px|thumb|<center>'''Washing with fire hose and runoff flowing offsite to a waterway'''</center>]]||[[image:172.5.3.jpg|center|250px|thumb|<center>'''Wash bay connected to a sanitary sewer with an oil/water separator'''</center>]]
|-
|<center>'''Unacceptable'''</center>||<center>'''Unacceptable'''</center>||<center>'''Acceptable'''</center>
|}
{| style="margin: 1em auto 1em auto"
|-
|[[image:172.5.4.jpg|center|375px|thumb|<center>'''Gross salt truck washing enters this engineered pit and is used to make salt brine. In the summer the salt is cleaned up and clean stormwater is diverted around the pit.'''</center>]]||[[image:172.5.5.jpg|center|325px|thumb|<center>'''Floor drains and wash bay are connnected to a collection tank that is pumped and the water treated at a wastewater treatment plant.'''</center>]]
|-
|<center>'''Acceptable'''</center>||<center>'''Acceptable'''</center>
|}
{| style="margin: 1em auto 1em auto"
|-
|[[image:172.5.6.jpg|center|325px|thumb|<center>'''District truck wash connected to a sanitary sewer'''</center>]]||[[image:172.5.7.jpg|center|375px|thumb|<center>'''New truck wash under construction and connected to a sanitary sewer. Walls and roof to be installed.'''</center>]]
|-
|<center>'''Acceptable'''</center>||<center>'''Acceptable'''</center>
|}

==172.6 Storm Water==
Citation: [http://s1.sos.mo.gov/cmsimages/adrules/csr/current/10csr/10c20-7a.pdf 10 CSR 20-7.015 & 10 CSR 20-7.031], [https://revisor.mo.gov/main/OneSection.aspx?section=644 Chapter 644 RSMo]; 10 CSR 20-7.031(3) (Water Quality Standards) Missouri Clean Water Law - Permit and Water Quality Regulations (No Discharge Permit); [http://www2.epa.gov/laws-regulations/summary-clean-water-act Federal Clean Water Act]

===Performance Expectation===
Storm water from maintenance facilities needs to be controlled to prevent aggregate, silt and sediment from being washed off the property into ditches and waterways.

===Performance Measure===
Inspect all areas on the maintenance lot where storm water potentially leaves the facility and develop and implement a plan to control the runoff.

===Acceptable Solutions===

'''1.''' Evaluate problem and implement facility improvements to keep silt, rock, aggregate and other materials on the lot at locations where storm water flows off-site. For example: install an aggregate berm that allows storm water to flow through, but contain aggregate material from migrating offsite. If this is the chosen option, these structures must be constructed in such manner that they do not retain water, but will catch sediment and can be maintained. Use mixture of fines and course material that will slow down the storm water for material to settle.

'''2.''' Install grass buffers that are sufficient to catch material and filter storm water runoff. Install so they can be maintained.

{| style="margin: 1em auto 1em auto"
|-
|[[image:172.6.1.jpg|center|350px|thumb|<center>'''Rock-lined ditches and grass berms work well but need to be maintained. Ditch checks that can be cleaned out would aid this operation.'''</center>]]||[[image:172.6.2.jpg|center|350px|thumb|<center>'''This berm hold the water long enough for the silt and suspended particles to settle and can be easily cleaned. It dries out between rains.'''</center>]]
|-
|<center>'''Unacceptable unless maintained'''</center>||<center>'''Acceptable'''</center>
|}

{| style="margin: 1em auto 1em auto"
|-
|[[image:172.6.3.jpg|center|350px|thumb|<center>'''Ditch check that can be cleaned and maintained'''</center>]]||[[image:172.6.4.jpg|center|350px]]
|-
|<center>'''Acceptable'''</center>||<center>'''Example of the ditch check design'''</center>
|}

{| style="margin: 1em auto 1em auto"
|-
|[[image:172.6.5.jpg|center|350px|thumb|<center>'''Grassed area and rock apron'''</center>]]||[[image:172.6.6.jpg|center|350px|thumb|<center>'''Add or increase green space around lots'''</center>]]
|-
|<center>'''Acceptable'''</center>||<center>'''Acceptable'''</center>
|}

==172.7 Secondary Containment for Brine==
Citation: Sections [http://s1.sos.mo.gov/cmsimages/adrules/csr/current/10csr/10c20-7a.pdf 10 CSR 20-7.015], [http://s1.sos.mo.gov/cmsimages/adrules/csr/current/10csr/10c20-7a.pdf 10 CSR 20-7.031], [https://revisor.mo.gov/main/OneSection.aspx?section=644 Chapter 644 RSMo]; Missouri Clean Water Law and Regulations (Construction and Operating Permit); [http://www2.epa.gov/laws-regulations/summary-clean-water-act Federal Clean Water Act]

===Performance Expectation===
Keep all snow control chemicals (brine, beet juice (Geomelt) and calcium chloride) from entering waterways. Though not required by law, a release of the material to the environment would be regulated and could result in a major cleanup expense.

===Performance Measure===
Place all storage tanks, pumps and plumbing inside watertight secondary containment. Check tanks and pumps for integrity.

===Acceptable Solutions===

'''1.''' Berm of clay, concrete, synthetic liner or impervious material with drainpipe and closed lockable valve.

'''2.''' Locate snow control chemical tanks including pumps and plumbing inside existing buildings where available and provide secondary containment.

'''3.''' Construct secondary containment structure for snow control chemical tanks including pumps and plumbing.
{| style="margin: 1em auto 1em auto"
|-
|[[image:172.7.1.jpg|center|350px|thumb|<center>'''Sealed secondary containment but the pump is outside'''</center>]]||[[image:172.7.2.jpg|center|350px|thumb|<center>'''Sufficient secondary containment'''</center>]]
|-
|<center>'''Unacceptable - everything needs containment'''</center>||<center>'''Acceptable'''</center>
|}

==172.8 Hazardous Waste Disposal==
Citation: [http://www.gpo.gov/fdsys/pkg/CFR-2012-title40-vol27/xml/CFR-2012-title40-vol27-part261.xml 40 CFR Subchapter I, Federal Hazardous Waste Management Law]; [https://revisor.mo.gov/main/OneSection.aspx?section=260 Sections 260.350 to 260.430 RSMO]; [http://s1.sos.mo.gov/cmsimages/adrules/csr/current/10csr/10c25-5.pdf 10 CSR 25 Chapter 5 (Rules Applicable to Generators of Hazardous Waste)]

===Performance Expectation===
Ensure that all the materials are usable and do not become “waste”, which would create an environmental liability.

===Performance Measure===
Identify unusable materials and chemicals and contact your district environmental point person and environmental specialist for proper handling or disposal. Contact your district environmental specialist to assist with materials that cannot or will not be used at a
MoDOT facility.

===Acceptable Solutions===

'''1.''' Control Inventory – order only one to two years worth of materials.

'''2.''' All containers storing unknown material should be sampled and characterized for proper handling and disposal by an environmental specialist.

'''3.''' If usable material (chemicals, paints, etc.) cannot be used at a lot, it should be shared with or given to another MoDOT facility that can utilize the materials.

'''4.''' All known or unknown materials not currently used (chemicals, paints, etc.), which cannot be used by other MoDOT facilities or that are out-of-date and no longer usable, must be disposed of at a permitted hazardous waste disposal facility (contact your district environmental specialist for assistance).

'''5.''' Do not move hazardous waste to another location (contact your district environmental specialist for assistance).

'''Note:''' Do not dump any product on the lot to dispose of the material. Refer to the MoDOT “Environmental Standard Operating Procedures for Sale of MoDOT Property” for guidance when selling excess materials or chemicals.

{| style="margin: 1em auto 1em auto"
|-
|[[image:172.8.1.jpg|center|250px|thumb|<center>'''Drums of material improperly stored and not all containers are labeled'''</center>]]||[[image:172.8.2.jpg|center|250px|thumb|<center>'''Drums properly labeled and stored on secondary containment'''</center>]]||[[image:172.8.3.jpg|center|250px|thumb|<center>'''Inventory control is a must to reduce the amount of waste generated'''</center>]]
|-
|<center>'''Unacceptable'''</center>||<center>'''Acceptable'''</center>||<center>'''Acceptable for district distribution'''</center>
|}

==172.9 Drains==
Citation: [http://s1.sos.mo.gov/cmsimages/adrules/csr/current/10csr/10c20-6.pdf 10 CSR 20-6.010] Missouri Clean Water Law and Regulations (Construction and Operating Permit)

===Performance Expectation===
Facilities with floor drains in the maintenance bays that are not plumbed to a public sewage system shall be closed to prevent water from entering the environment or corrected with a connection to an approved alternative.

===Performance Measure===
All systems not connected to an approved holding tank or public sewage system must be closed.

===Acceptable Solutions===

'''1.''' Connect all floor drains to an oil / water separator and public sanitary sewer system where possible. For facilities where floor drains are not connected to a public sanitary sewer system, the facility must plug, seal or otherwise prevent discharge from the floor drains.

'''2.''' Connect floor drains to a holding tank and have contents removed by waste hauler.

'''3.''' An oil/water separator can be used as a holding tank or prior to a holding tank.
{| style="margin: 1em auto 1em auto"
|-
|[[image:172.9.1.jpg|center|350px|thumb|<center>'''Floor drain discharges to road ditch'''</center>]]||[[image:172.9.2.jpg|center|350px|thumb|<center>'''Floor drain plugged and cleaned out by septic hauler'''</center>]]
|-
|<center>'''Unacceptable'''</center>||<center>'''Acceptable'''</center>
|}

==172.10 Spill Prevention Control Countermeasure (SPCC)==
Citation: [https://www.epa.gov/oil-spills-prevention-and-preparedness-regulations U.S. Environmental Protection Agency (EPA) Regulations website], [https://www.epa.gov/sites/default/files/documents/spccbluebroch.pdf Spill Prevention, Control, and Countermeasure (SPCC) Regulation brochure], [https://www.epa.gov/sites/default/files/2014-04/documents/6_facilitydiagrams_2014.pdf Facility Diagram and Description]

===Performance Expectation===
All maintenance lots with 1,320 gallons of petroleum, animal or vegetable oil products storage capacity are required to have and maintain an SPCC plan at their facility.

===Performance Measure===
Bring all plans into compliance by updating the plan to fit the facility. Every five years a professional engineer reviews, signs, and stamps the plans. A [https://modotgov.sharepoint.com/sites/mt/Shared%20Documents/Facilities%20and%20Environmental/Environmental/SPCC%20Simplification?csf=1&web=1&e=WOpWhC link for tools to assist with SPCC plan development] is available.

===Possible Solutions===

'''1.''' Provide security measures for your facility; this includes adequate lighting, gating and fencing.

'''2.''' All petroleum and oil-based material containers 55 gallons or greater must have secondary containment.

'''3.''' Containers with double walls need containment for the pumps and plumbing for the contents of the container.

'''4.''' Maintain annual personnel training and monthly facility inspections.

'''5.''' Maintain equipment, tanks and containment to prevent spills.

{| style="margin: 1em auto 1em auto"
|-
|[[image:172.10.1.jpg|center|350px|thumb|<center>'''No fence in front though there was barbed wire fence on other three sides'''</center>]]||[[image:172.10.2.jpg|center|350px|thumb|<center>'''This site was fenced on all four sides with chain link fence'''</center>]]
|-
|<center>'''Unacceptable'''</center>||<center>'''Acceptable'''</center>
|}

{| style="margin: 1em auto 1em auto"
|-
|[[image:172.10.3.jpg|center|350px|thumb|<center>'''Clean containment, painted tanks, locked valves and covers, smaller tank properly closed with date on label and tanks off the floor of the containment. The date and amount of water drained is to be recorded in the SPCC plan'''</center>]]||[[image:172.10.4.jpg|center|350px|thumb|<center>'''All trash and debris should be cleaned out and properly disposed of and be sheen absorbed off the water before it is drained'''</center>]]
|-
|<center>'''Acceptable'''</center>||<center>'''Unacceptable'''</center>
|}

{| style="margin: 1em auto 1em auto"
|-
|[[image:172.10.5.jpg|center|250px]]||[[image:172.10.6.jpg|center|250px|thumb|<center>'''Cable fencing system'''</center>]]||[[image:172.10.7.jpg|center|250px|thumb|<center>'''Lockable gates'''</center>]]
|-
|<center>'''Unacceptable'''</center>||<center>'''Acceptable'''</center>||<center>'''Acceptable'''</center>
|}

==172.11 SPCC and Various Statewide Issues==
Citation: [https://www.epa.gov/oil-spills-prevention-and-preparedness-regulations U.S. Environmental Protection Agency (EPA) Regulations website], [https://www.epa.gov/sites/default/files/documents/spccbluebroch.pdf Spill Prevention, Control, and Countermeasure (SPCC) Regulation brochure], Solid Waste Management Law in [https://revisor.mo.gov/main/OneSection.aspx?section=260 Sections 260.200 through 260.345 RSMo], [https://www.epa.gov/sites/default/files/2014-04/documents/6_facilitydiagrams_2014.pdf Facility Diagram and Description]

===Performance Expectation===
Keep all materials organized and the facility clean of debris.

===Performance Measure===
Perform routine inspections to identify problem areas. Maintain training to keep in compliance with SPCC regulations

===Requirements===

'''1.''' Maintain the spill kits and store them near fuel islands for easy access during on-site spill events.

'''2.''' When any petroleum tank is taken out of service, it should be label “Closed”, with date of closure, and valves and ports are to be closed and locked. See picture in SPCC section.

'''3.''' Asphalt hoses need collection or containment rather than being allowed to drain onto the ground.

'''4.''' Facilities with oil/water separators need to have these scheduled for regular clean out.

'''5.''' Parts washing solvent should be converted to the Zep® solvent or other non-hazardous equivalent.

{| style="margin: 1em auto 1em auto"
|-
|[[image:172.11.1.jpg|center|350px|thumb|<center>'''Keep absorbent in a convenient location'''</center>]]||[[image:172.11.2.jpg|center|350px|thumb|<center>'''Plug floor drains not connected to a public wastewater treatment plant'''</center>]]
|-
|<center>'''Acceptable'''</center>||<center>'''Acceptable'''</center>
|}

{| style="margin: 1em auto 1em auto"
|-
|[[image:172.11.3.jpg|center|350px|thumb|<center>'''Proper solid waste storage. Area is picked up, waste is segregated, area clean and easily maintained with walls and floors'''</center>]]||[[image:172.11.4.jpg|center|350px|thumb|<center>'''Drum properly labeled and stored in secondary containment. Need to protect the labels'''</center>]]
|-
|<center>'''Acceptable'''</center>||<center>'''Acceptable'''</center>
|}

{| style="margin: 1em auto 1em auto"
|-
|[[image:172.11.5.jpg|center|250px|thumb|<center>'''The hose drains into the conrete containment and cleaned up for use as product or it can be collected in a bucket or drum to be used as intended'''</center>]]||[[image:172.11.6.jpg|center|250px|thumb|<center>'''Maintained collection basin system that provides secondary containment'''</center>]]||[[image:172.11.7.jpg|center|250px|thumb|<center>'''Earth berm for tank and distributor'''</center>]]
|-
|<center>'''Acceptable'''</center>||<center>'''Acceptable'''</center>||<center>'''Acceptable'''</center>
|}

==172.12 SPCC and Portable Tank Storage==

Citation: [https://www.epa.gov/oil-spills-prevention-and-preparedness-regulations U.S. Environmental Protection Agency (EPA) Regulations website], [https://www.epa.gov/sites/default/files/documents/spccbluebroch.pdf Spill Prevention, Control, and Countermeasure (SPCC) Regulation brochure], [https://www.epa.gov/sites/default/files/2014-04/documents/6_facilitydiagrams_2014.pdf Facility Diagram and Description]

===Performance Expectation===

When a portable tank is in storage for future use it must be in secondary containment.

===Performance Measure===

Perform routine inspections of portable tanks to identify problem areas. Maintain training to keep in compliance with SPCC regulations.

===Requirements===

'''1.''' Containment must be large enough to hold the volume of the tank if stored inside and large enough to hold the volume plus a 25-year rain event if stored outside. Even if the tank is empty it must be in containment.

'''2.''' Containment must be made of material compatible with the tank contents and impervious to leakage in the event of a leak until it can be cleaned up.

'''3.''' The tank must be kept painted and visually inspected for rust and damage.

'''4.''' If a portable tank is taken out of service, it should be label “Closed”, with date of closure, pumps removed, and valves and ports are to be closed and locked.

{| style="margin: 1em auto 1em auto"
|-
|[[image:172.12.1.jpg|center|350px|thumb|<center>'''Outside a vehicle requires secondary containment '''</center>]]||[[image:172.12.2.jpg|center|350px|thumb|<center>'''In use in vehicle no secondary containment required'''</center>]]
|-
|<center>'''Unacceptable'''</center>||<center>'''Acceptable'''</center>
|}

{| style="margin: 1em auto 1em auto"
|-
|[[image:172.12.3.jpg|center|350px|thumb|<center>'''If it is going to be closed it needs to have the pump and valves removed and all fill ports '''</center>]]||[[image:172.12.4.jpg|center|350px|thumb|<center>'''The tank needs to be placed into secondary containment and it can be placed on a rack in secondary containment to avoid using containment '''</center>]]
|-
|<center>'''Unacceptable'''</center>||<center>'''Acceptable'''</center>
|}

[[Category:100_GENERAL]]

Category:143 Practical Design

2024-12-12T19:22:11Z

Hoskir:

{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|<center>'''Practical Design Successes'''</center>
|-
|[[media:140.1 Osage County Da.pdf|Osage County Route D]]
|-
|[[media:140.1 St. Louis County I-64a.pdf|St. Louis County I-64]]
|-
|[[media:140.1 Barry County 37a.pdf|Barry County Route 37]]
|-
|[[media:140.1 Greene County 160a.pdf|Greene County Route 160]]
|-
|<center>'''Video'''</center>
|-
|[[media:143.wmv|Safe and Sound Bridges, Pettis County]]
|}

[[image:143.jpg|left|105px]]
===143.1 Introduction===
Funding for highways is rarely adequate to cover all the needs of the system, and a recessed or depressed economy only complicates the issue. In 2004, MoDOT recognized such an economy on the horizon. Realizing it had no control over its future funding stream, the department began to focus on the most efficient way to spend its money, however small the amount.

This change in philosophy marked the birth of the Practical Design concept. Under the Practical Design model, a project is structured solely on the basis of its [[:Category:126 Location Study and Alternatives Analysis#126.3 Purpose and Need|purposes and need]], no more, and no less.

For example, if a bridge over a creek can no longer convey traffic safely, the purpose and need is to provide for that crossing. In the past, however, design standards would dictate that the new structure be wider, higher and longer than the existing. There was also a tendency to upgrade other highway aspects in the general vicinity just because they were there.
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="320px" align="right"
|-
|<center>'''Practical Design Ground Rules'''</center>
|-
|While practical design has given MoDOT designers increased flexibility, it is strictly governed by three ground rules:
|-
|'''Safety.''' Every project designed with practicality in mind, must get safer. There is no room for compromise where safety is concerned.
|-
|'''Communication.''' There is collaboration in developing every practical solution. Communication among designers, stakeholders and administration officials is open, tolerant and frequent.
|-
|'''Quality.''' The practical solution must function properly and cannot leave a legacy of maintenance challenges. With Practical Design, quality remains at the forefront.
|}

Practical Design pointed out that, in many cases, the existing bridge had functioned flawlessly for decades. As such, it suddenly began to seem ridiculous to needlessly inflate the new structure when its only deficiency was its poor structural condition.

Practical Design defines the scope by focusing on achieving the project purpose and need while considering the surroundings of each project. It encourages sensitivity to where the project is located, whether it is an interstate or a letter route and allows the surrounding context to help determine the design criteria. Practical Design's goal is to produce the best value for the least cost. Life cycle costs must be considered so the burden is not shifted to maintenance.

MoDOT identified the small percentage of its standards that accounted for the vast majority of its expenditures. Those standards were studied and [https://www.modot.org/sites/default/files/documents/highway_safety/practicaldesignimplementation.pdf rewritten with greater flexibility], allowing for more innovation on the part of designers. Even with the greater flexibility, standards in the practical design system function as a starting point for project decisions, rather than a destination. The real project decisions are based entirely on the purpose and need of the facility as well as its context.

Practical Design provides good solutions across the entire system, as opposed to perfect solutions in isolated locations. In this manner, the entire highway system improves and even a modest budget can be stretched to provide quality transportation for Missouri’s taxpayers.

===143.2 Practical Design Concepts to Consider===
After several successful years of implementing practical design concepts during both the design and construction of MoDOT projects, several areas of opportunity have been identified. Although not a complete list, the following concepts are typical items that should be considered during design.

====143.2.1 Pavements and Shoulders====
For typical roadway project, materials generally make up a significant portion of the total project costs. On projects that are not let using alternate or optional bid, using the lowest grade, thickness and width of material usually will provide the least expensive alternative. This must be tempered with project expectations, the scope of work and the purpose and need, but designers should always be looking at the cost effectiveness of the proposed work.

In any project that replaces areas or segments of pavement, consideration should be given to reuse of existing materials. This includes the possible rehabilitation of existing pavement in place. There may be benefit to keeping small areas such as turn lanes, ramp segments and shoulders adjacent to new work and adjusting the condition or grade of these locations with overlays or other additional structure. A significant number of [https://epg.modot.org/index.php?title=Category:130_Value_Engineering#130.2_Value_Engineering_Change_Proposals Value Engineering Change Proposals] are associated with reuse of existing pavement or shoulders, by some type of rehabilitation, and elimination of complicated staging, traffic control or construction processes.

Shoulders of existing facilities are often in good shape and do not require the same additional structure that may be warranted on the mainline pavement. In instances where the shoulder cross slope and the algebraic difference of slope from the pavement to the shoulder will allow, the overlay on the shoulder can be tapered. Even a modest reduction of the outside overlay thickness on a shoulder can reduce material costs enough to be warranted. Additionally, this taper can help reduce the generated edge drop off and the impacts to roadside hardware.

====143.2.2 Grading====
Considerable expense is often generated by the need for retaining walls. In depth consideration should be given to the variables associated with these decisions. Adjusting slopes and right of way lines might prevent the need for [https://epg.modot.org/index.php?title=751.24_LFD_Retaining_Walls#751.24.2_Mechanically_Stabilized_Earth_.28MSE.29_Walls MSE walls] that require lifetime maintenance and upkeep. In these instances, consideration must be given to the total project costs including construction, right of way, utilities and long term maintenance. A cost estimate for the possible scenarios should be considered.

On even small projects, significant excess or borrow can be very expensive. Every effort should be made to adjust the profile grade so that the project generates a slight excess. It is typically easier to negotiate disposal of a small amount of excess material than the complications associated with a material deficiency. In instances where borrow material cannot be avoided, consideration should be given to all available resources in the project area. Flexibility for the contractor general equates to improved pricing and assists our partners to minimize project costs. Where MoDOT owns right of way in the project area, consideration should be given to the possibility of borrow material from these available sites. When the material that is available in the area varies greatly, guidance on any necessary construction requirements for each specific material could be provided in the contract documents to assist contractors in preparing their bid based upon the most cost effective material for their means and methods.

====143.2.3 Drainage, Culverts and Pipe====
Culvert pipe liner is often used as a low cost alternative to replacing the culvert. This is a cost effective strategy, however, allowing the contractor flexibility to replace the culvert in lieu of the liner can result in project cost reduction. When contract pipe liner installation is proposed, consideration should be given to allowing optional replacement in the bidding documents if the project location, traffic impacts and staging can facilitate the replacement option.

Paved ditch liner is often used to protect up channel flow areas from eroding during storm and drainage events. However, consideration should be given to alternative materials including rip rap, shot rock, or a variety of fabricated materials designed to replace paved ditch which serve the same function without some of the common drawbacks to traditional paved ditch. The paved ditch location in respect to traffic and the clear zone must be considered, along with the estimated costs.

====143.2.4 Roadside Hardware====
Typically, pavement rehabilitation strategies are developed based upon the condition of the pavement, the desired project outcomes and the constructability given a specific roadway. An additional consideration for shoulders or for pavement locations where shoulders are narrow or non-existing, is the impact to slopes, such as median slopes in approach to guard cable or the impact to existing roadside hardware. With the minimum guardrail height of 31 inches, guardrail replacement can become a significant project cost fairly quickly if not considered during the development of the pavement and shoulder rehabilitation strategy. (Refer to [[606.1 Guardrail#606.1.3 Guardrail Systems|EPG 606.1.3 Guardrail Systems]] for further guidance about Midwest Guardrail System (MGS) guardrail and installation heights for MGS and non-MGS guardrail). As already discussed, tapering the shoulder thickness is one possible solution to assist in this area. Additionally, consideration should be given to coldmilling, either both the mainline and shoulder, or just one or the other, to provide solutions that help reduce the impact to slopes and roadside hardware. Pavement and shoulder cross slope requirements should be met, but opportunities still may exist to use the coldmilling in reducing overall impacts. Coldmilling costs are often offset or negated by the material salvage value if the coldmilling is approximately 1” or greater.

====143.2.5 Temporary Traffic Control====
Traffic control costs can add up quickly and, although necessary to construct a project, are often one time costs that add expense without much value to the project. Anything that can be done to reduce the cost of temporary traffic control should be considered, however, the underlying expectation of motorist and worker safety should not be forgotten. Standards demonstrate the typical application for traffic control, however, engineering judgment is necessary to use the correct strategies to ensure both motorist and worker safety when establishing the project’s traffic control requirements. Consideration should be given to traffic volumes, alternative routes, existing conditions and a variety of additional variables that make this element of our work complicated.

[[Category:100_GENERAL]]

Category:142 Missouri One Call System

2024-12-12T19:21:39Z

Hoskir:

[[image:142.gif|right|300px|thumb|<center>'''MoDOT employees use [http://lnapp1/gs/dcinvent.nsf/3f5be1c697b3ae3886256ce6006eaf1d/d887dfb217b504e386256d47006d1d9f?OpenDocument flourescent pink] paint for marking on the roadway and white for proposed excavation.'''</center>]]

{|style="padding: 0.3em; margin-right:11px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="170px" align="left"
|-
|[[image:safety begins with me.jpg|165px|center]]
|-
|[http://wwwi/intranet/ri/documents/08-2011.pdf Excavation Safety - Marking Utilities]
|}
[http://www.mo1call.com/ Missouri One Call System, Inc. (MOCS)], operates as a non-profit Missouri corporation per [https://revisor.mo.gov/main/OneSection.aspx?section=319 RSMo Chapter 319]. They facilitate the location of underground utilities. Their statewide toll-free telephone number, '''1-800-DIG-RITE (344-7483)''', operates 24 hours a day, seven days a week. MOCS, established in 1986, provides statewide services to utilities and excavators to comply with the law. This law applies to any person excavating in the state of Missouri.

MOCS was established to protect underground facilities and assist excavators and utilities in complying with Missouri's statute and OSHA Rules 1926.651. By using MOCS, worker safety, the general public's safety and the environment also are protected.

Specifics about the planned excavation are required when contacting MOCS by telephone or internet. Once this information is processed, a list of member utilities that will be notified of the excavation is provided. The locate request is then sent to all member utilities with facilities in the dig site area. After the utility has been notified of the planned excavation, they will mark the "approximate location" of their underground lines or advise that there are no facilities in the area.
After it is determined that markings are required, the locate request is dispatched to a field locator who will locate underground utilities and mark the excavation site with paint, stakes or flags corresponding to the type of utility that may be encountered.. Members mark their facilities according to specific guidelines and color codes.

{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="300px" align="right"
|-
|'''Form'''
|-
|[http://mo.itic.occinc.com/LocateRequest.pdf Missouri One Call Locate Request]
|-
|'''Additional Information'''
|-
|[[media:142 one call.pdf|MOCS General Information]]
|-
|[http://wwwi/intranet/tr/documents/One-Call-&-You.ppt MO One Call PowerPoint Presentation]
|-
|[http://www.mo1call.com/marking/documents/cga_best_practices.pdf Locating and Marking Best Practices]
|-
|[[media:142 Backup Message Info.pdf|Backup Message Information]]
|-
|[[media:142 Backup Message Methods.pdf|Backup Message Methods]]
|-
|[http://wwwi/intranet/tr/documents/Daily-Audit-Report.pdf Daily Audit Report ]
|-
|[http://wwwi/intranet/tr/documents/Internet-Ticketing-Information.pdf Internet Ticketing Information]
|-
|[http://wwwi/intranet/tr/documents/Membership_Application_Information.pdf Membership Application Information]
|-
|[http://wwwi/intranet/tr/documents/On-line_Reports.pdf On-line Reports]
|-
|'''Related Information'''
|-
|[https://www.modot.org/intent-work Notice of Intent to Perform Work Process]
|}

Legislatively, MoDOT became a member of Missouri One Call System January 1, 2009. MoDOT’s participation in Missouri One Call does not exclude anyone wanting to work on MoDOT right of way from obtaining a permit or completing the [http://www.modot.mo.gov/asp/intentToWork.shtml Notice of Intent to Perform Work Process]. However, before excavation will take place on our right of way, no longer will two phone calls be necessary to locate the underground facilities. Notification of the excavation will be made only to Missouri One Call, not MoDOT.

===Requesting a Locate===
Any person making or beginning any excavation must notify MOCS at least three but not more than ten working days in advance, except in the case of an emergency. There are three ways to place a locate request:
:1. [http://www.mo1call.com/welcome_excavator.php?User=E Internet Ticketing (ITIC)]
:2. Calling
:3. Fax

ITIC allows the locate request to be placed anytime, 24 hours a day. After processing the ticket, the requester will receive an email confirmation listing the utilities at the dig site and a ticket number. To use ITIC, the requester must register by calling the ITIC administrator at (573) 636-1550 or email at moitic@occinc.com.

Excavators may call MOCS 24 hours a day, seven days a week at 1-800-DIG-RITE or 811 and give the operator information allowing the utility locators to find and mark the dig site.

Faxing the information is also an allowable method. Of course, the faxed aggreement must be signed to be valid.

The Call Center will ask for the type of ticket being requested. There are seven types of tickets:

:'''1. Routine,''' a regular locate request.
:'''2. No Response,''' requested when one or more utilities failed to respond to the original locate request. Identify those who have not responded, if possible, by comparing the list of utilities on the original ticket.
:'''3. Emergency,''' requested when a sudden, unexpected occurrence, presenting a clear and imminent danger demanding immediate action or to prevent or mitigate loss or damage to life, health, property or essential public services. “Unexpected occurrence” includes but is not limited to thunderstorms, high winds, ice or snow storms, fires, floods, earthquakes or other soil or geologic movements, riots, accidents, water or wastewater pipe breaks, vandalism or sabotage or any interruption in the generation, transmission or distribution of electricity or any damage to property or facilities that causes or could cause such an interruption.
:'''4. Dig-up,''' when damage to facilities has occurred, MOCS must be notified. If damage involves pipeline or natural gas line, then 911 and the affected utility must also be notified.
:'''5. Renewal,''' requested when previous marks are not visible and need to be remarked due to weather, construction or work not starting.
:'''6. Preliminary Design,''' requested to determine what facilities are present when planning a project. Contact names and phone number will be supplied. No marking will be made.
:'''7. Design,''' requested when planning a project and a ticket will be generated for markings at the site. Utilities are allowed 5 working days to respond and excavation cannot occur. Before excavating, a routine ticket must be requested.

A few things to remember when requesting a locate:
:* Utilizing the [http://mo.itic.occinc.com/LocateRequest.pdf Missouri One Call Locate Request Form] will help ensure all the pertinent information is easily available.
:* Be sure to mark the area of excavation with white paint or a [http://lnapp1/gs/dcinvent.nsf/3f5be1c697b3ae3886256ce6006eaf1d/fe5bd24edc236b5d86256d47006d6749?OpenDocument white flag].
:* Identify yourself as the "caller" and MoDOT as the "company".

===Performing a Locate===
Upon receipt of a locate request, MoDOT reviews the information on the ticket and either marks the approximate location of the underground utilities, request additional information or advise the excavator the area is “clear”. MoDOT has [[media:142 two working days.pdf|two working days]] to perform these actions.

If utilities need to be located, markings are required to identify the approximate location of the underground utilities. The approximate location is a strip of land not wider than the width of the underground facility plus 2 ft. on either side thereof. Markings are made with either red paint or flags for electrical facilities or orange paint or flags for communication facilities and done in accordance with the national standards developed by the [http://www.mo1call.com/docs/cga_code_markings.pdf Common Ground Alliance]. [http://lnapp1/gs/dcinvent.nsf/3f5be1c697b3ae3886256ce6006eaf1d/304a81992574632a86256f9d006731a1?OpenDocument Red] and [http://lnapp1/gs/dcinvent.nsf/3f5be1c697b3ae3886256ce6006eaf1d/3dc1256ea0ec428f86256f9d006814ce?OpenDocument orange flags] are available from the [http://lnapp1/gs/dcinvent.nsf?opendatabase warehouse].

If the area of excavation cannot be determined from the description provided on the ticket, MoDOT may request the excavator to either:
:* mark with a white line the proposed area of excavation,
:* provide project plans, or
:* meet at the site.
Either party may also request an on-site meeting to clarify markings, but must occur within two working days of the request for the meeting.

In some cases, MoDOT may be able to determine from the information on the ticket there are no underground utilities in the area that would be affected by the excavation. In these cases, MoDOT must notify the excavator and advise them they are “clear”.

If a “No Response” ticket is received, MoDOT is required to respond by marking or making contact with the excavator within two hours. If the “No Response” notification is made before 2 pm, the marking shall be completed that working day. If the “No Response” is made after 2 pm, the marking is to be completed no later than 10 am the next working day.

Each ticket MoDOT receives from Missouri One Call Concepts will cost $1.20. In addition, MoDOT pays an extra 16 cents per ticket for a ticket management system called [http://www.managetickets.com/ National Ticket Management System (NTMS)]. All costs associated with performing locate requests (ticket cost, labor, equipment, expenses) are to be tracked and charged to job number WS1CALLS.

===Requirements===
Once a ticket is received, MoDOT has [[media:142 two working days.pdf|two working days]] to respond. The date of the call does not count. The two working days shall begin at 12 midnight following the receipt of the request by the notification center. “Working days” do not include weekends and holidays. If a utility has not responded to the locate request, the excavator is required to issue a “No Response” ticket and allow the utilities two hours to respond before beginning excavating. [http://www.mo1call.com/about_faq.php#holidays State holidays] are not considered working days. The start date of the excavation will be extended when a holiday falls within the utility response time.

There are various methods that can be used to advise the excavator of no facilities in the area. MoDOT may call the contact number of the excavator, leave a message on a recording device, call the cell phone of the excavator, notify the excavator by fax or e-mail, marking the site with “clear” or “OK” or verbally informing the excavator in person.

At all times, the "three rules of one-call" should be observed:

'''1. Call before you dig.''' This means to dial 811 or 1-800-dig-rite (744-7483). 811 started in 2014 and is the national number that will give you the one-call service for whatever state you’re calling from. [http://www.mo1call.com Utility tickets may also be filed via the internet].

'''2. Achieve positive response and wait the required time.''' Positive response means that verification has been obtained from each of the notified utilities from the one-call ticket, that they are "clear" or the utilities have been marked. '''And''', if they’re clear, have written or photographic proof that they are clear. Don’t start excavating until the utilities are cleared and the two '''working''' days are up.

'''3. Whenever you dig, dig responsibly with care and caution.''' It’s the law.

[[image:142 Mo 1 call.jpg|center|800px]]

[[Category:100_GENERAL]]

Category:141 Partnership Development

2024-12-12T19:15:14Z

Hoskir:

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'''<u><center>Application Form</center></u>'''
* [https://www6.modot.mo.gov/Partnership/ Partnership Development Application to MoDOT]
'''<u><center>Additional Information</center></u>'''
* [https://revisor.mo.gov/main/OneSection.aspx?section=144 Chapter 144, RSMo]
* [https://revisor.mo.gov/main/OneSection.aspx?section=238 Chapter 238, RSMo]
* [https://revisor.mo.gov/main/OneSection.aspx?section=355 Chapter 355, RSMo]
* [https://revisor.mo.gov/main/OneSection.aspx?section=523 Chapter 523, RSMo]
* [https://www.fhwa.dot.gov/ipd/ FHWA]
* [https://ded.mo.gov/ Department of Economic Development]
* [[:Category:126 Location Study and Alternatives Analysis|EPG 126 Location Study and Alternatives Analysis]]
* [[:Category:128 Conceptual Studies|EPG 128 Conceptual Studies]]
* [[:Category:235 Preliminary Plans|EPG 235 Preliminary Plans]]
'''<u><center>Contacts</center></u>'''
* [https://www.modot.org/contact-partnership-development Local District Offices].
'''<u><center>Summaries of Meetings</center></u>'''
* [https://www.modot.org/partnership-development-meeting-snapshots MTFC and Cost Share Committee Meetings]
</div>
<div style="float: right; margin-top: 5px; margin-left: 5px;>
[[image:141.jpg|right|260px]]
</div>
Demands for transportation improvements have greatly outpaced the funds available to meet them. In response to this demand, MoDOT has established various mechanisms for successful public/public and public/private partnerships. These expand financing options for transportation projects serving public purposes including highway and rail projects, transit equipment, [[:Category:122 Aviation|air]] and water transportation facilities and elderly/handicapped vehicles. The benefits to a project assisted by these partnerships may include inflation cost savings, early economic and public benefits, financing tailored to the project's needs and a reduced cost of project financing.

'''Partnerships Help Meet the Challenge.''' A partial solution to the funding challenge is to partner with other entities in order to fund needed projects. There are several reasons to partner:

:* Jointly solve problems
:* Build and strengthen relationships
:* Increase efficiency
:* Develop innovative solutions
:* Improve coordination

By pooling our efforts and resources we can often accomplish what may have previously seemed unlikely.

'''Why we Partner.''' When we partner to build or enhance transportation infrastructure, we do so because we have shared purpose: to build the best and most cost effective project we can, when it is needed.

Partnering helps us realize benefits that we would not have enjoyed through separate efforts. Building transportation infrastructure often has a positive effect on the local economy. When we partner to accelerate a project, citizens gain the benefit of the infrastructure earlier.
By partnering, we leverage funds that separately would not have been enough to take on the project. This allows partners to hasten the time it takes to get a project to completion, resulting in accelerating these potential benefits. Accelerating construction can help avoid additional costs due to inflation.

This article also discusses [[141.1 Cost Share Program|the Cost Share Program]] as well as [[141.2 Missouri Transportation Finance Corporation (MTFC) Loans|Missouri Transportation Finance Corporation (MTFC) loans]]. [[141.3 Local Funding Options|Local funding options]] such as Transportation Development Districts (TDDs) require the formation of a development district to be initiated by petitioning the circuit court. [[141.8 Sponsorship Programs|Sponsorsed programs]] utilize resources from third party entities to fund and support transportation-related projects or services. In return, these entities are provided public acknowledgement for their participation in the program. [[141.4 Transportation Improvement Program Amendments|EPG 141.4 Transportation Improvement Program Amendments]] ensures statewide consistency in the transportation improvement programming process. [[141.5 Dispute Resolution Process|The dispute resolution process]] provides MoDOT’s transportation partners with guidance on how to resolve project disputes. [[141.7 Transportation Improvement Program Approval|EPG 141.7 Transportation Improvement Program Approval]] ensures statewide consistency and assists MoDOT employees in fulfilling the requirements for programming transportation projects. Finally, this article provides a [[141.6 Acronyms and Definitions|glossary of acronyms and definitions]].

[[Category:100_GENERAL]]