Engineering_Policy_Guide - User contributions [en]

617.2 Construction Inspection Guidelines for Sec 617

2022-12-01T20:19:47Z

Kleins1: Clarifying NCHRP 350 is the latest approved crash test for Type F three-loop concrete barrier.

[[image:617.2 Permanent Concrete Traffic Barrier.jpg|right|425px|thumb|<center>'''[https://www.modot.org/media/16893 Type C] Permanent Concrete Traffic Barrier'''</center>]]
'''Permanent Concrete Traffic Barrier (for [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 617.10])''' The several different types of permanent concrete traffic barrier are:

* Type A – is the conventional two-sided “New Jersey” barrier that has two slopes on the face.

* Type B – is a single-sided version of the Type A.

* Type B (MSE wall) – is a modified Type B used on MSE walls.

* [https://www.modot.org/media/16893 Type C] – is a two-sided single slope barrier.

* Type D – is a single-sided version of the Type C.

* Type D (MSE wall) – is a modified Type D used on MSE walls.

Type A and B barriers have a single rebar near the top of the barrier. Type C and D barriers have an extensive cage of reinforcing steel throughout the barrier.

Stepped versions of Types A and C are used where there is a difference in elevation in the median.

'''Material (for Sec 617.10.2)''' The inspector is to collect all necessary certifications for materials and/or check prequalified lists similar to the procedure for any other concrete pavement pour.
[[image:617.2 Bridge Columns.jpg|right|200px]]
'''Construction Requirements (for Sec 617.10.3)''' The inspector is to perform all necessary quality assurance measures similar to the procedure for any other concrete pavement pour such as slump tests, air tests, etc. Check the plans ahead of time to find out what types of accommodations need to be made for any appurtenances such as guardrail, lighting or sign bases, drains, bridge columns, etc. Details on attachments are to be located in either the contract documents for customized items or in the respective section of the standard plans for standardized items.

'''For Sec 617.10.3.2''' The shape of the concrete traffic barrier is critical since crash tests were performed on the specifically shaped barrier. Concrete traffic barrier is to be constructed to the dimensions shown in [https://www.modot.org/media/16893 Standard Plan 617.10].

Prior to concrete placement, the inspector is to check that the placements of the steel reinforcement, bar sizes, clearances, etc. are according to the plans. Improper alignment of steel could cause the slipform machine to snag or later cause steel popouts. Bars are to be clean of any oil, concrete or other contaminants. The contractor are to mark joint locations prior to slipforming or pouring to minimize the possibility of cutting through steel when sawing joints later. The finished barrier is to be true to line and grade with a smooth and even appearance, free of honeycombed areas or cracks. The finished surface is to be textured, which is typically done with a broom.

Inspector's diaries are to contain sufficient notes to establish that any barrier constructed was built according to plan.
<div id="Temporary Concrete Traffic Barrier"></div>
'''[[:category:617 Traffic Barrier#617.1 Temporary Concrete Traffic Barrier|Temporary Concrete Traffic Barrier]] (for [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 617.20])'''

[https://www.modot.org/media/16894 Type F barrier] with three loops is the latest crash-tested (NCHRP 350 tested) temporary barrier. The Type F barrier shall be used on all projects when a temporary barrier is specified.

'''Certification (for Sec 617.20.3)''' The inspector needs to collect certifications on Type F temporary concrete traffic barrier. The date of manufacture is stamped on the barrier. The date needs to be checked to verify certification.
617.20.4 Construction Requirements.

'''For Sec 617.20.4.1''' Used Type F barriers are allowed on the job. If used barriers are brought on the job, they shall be inspected prior to being installed on a project. The inspector needs to make sure there is no exposed reinforcing steel, bent loops, large sections of concrete missing, significant cracks or other apparent defects that could impact the performance of the barrier.

It is the contractor’s responsibility to maintain the barrier in acceptable condition. The inspector must notify the contractor of any unacceptable pieces and ensure they are replaced in a reasonable fashion.

There are two variations of Type F barrier: two-loop version and the three-loop design. The use of two-loop Type F barrier shall be discontinued January 1, 2023.
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!colspan="2"|'''3-Loop Type F Barrier Connections'''
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|[[image:617.2 3 Loop Proper 1.jpg|200px]]||[[image:617.2 3 Loop Proper 2.jpg|200px]]
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|colspan="2"|'''Proper connections:''' Two examples of proper connections of two 3-loop Type F barriers without bottom washer and retainer bolt and nut. The three loop connections provide enough friction so the connection rod will not come out on impact.
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|colspan="2" align="center"|[[image:617.2 3 Loop Improper.jpg|200px]]
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|colspan="2"|'''Improper Connection:''' One 3-loop Type F barrier was turned 180 degrees and the two ends have four loops on top and two loops on the bottom. Care must be taken when installing barrier for proper loop connections.
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'''For Sec 617.20.4.2''' The three-loop barrier uses a connection rod with an optional keeper pin assembly consisting, of a retainer bolt and nut and washer, to connect the sections. The use of the retainer bolt and nut and bottom washer is at the contractor’s option.

All exposed Type F barrier ends are to be protected with an approved end treatment. This may include a barrier flare, barrier height transition or crash cushion. Type F height transitions are not to be used where the posted speed prior to construction is greater than 35 mph.

When Type F barrier is hit, the localized area of impact usually bunches up several sections of barrier and makes connecting the barriers back together impossible without extending the barrier back out to its original location. Although overlapping of the barrier is acceptable at these locations, to be crashworthy the overlap needs to consist of , at minimum, six sections of barrier, i.e., 75 ft. (23 m) of barrier. Instead of requiring an overlap of 75 ft., it is recommended that the contractor be required, when possible, to extend the barrier back out to its original length thereby eliminating the overlap and allowing the units to be connected back together as designed. This can be accomplished without much effort if equipment (such as a forklift) operating to the rear of the barrier lift and push individual sections back together. If the barrier cannot be realigned, then the contractor will have no other choice but add sections to the barrier to provide the required 75-ft. overlap or to anchor the barrier.

If a contractor is interested in anchoring overlapping sections of barrier, contact Construction and Materials for details.

It is imperative that the Type F barrier be connected together as designed or properly anchored or overlapped when individual barrier sections cannot be properly pinned together. Anything less will not meet NCHRP 350 or MASH 2016.

'''For Sec 617.20.4.4''' Equipment or material shall not be stored near temporary barriers within the limits shown on the plans or as approved by the engineer.

'''For Sec 617.20.4.5''' Type F barrier may be anchored to the pavement and bridges as shown on the plans. The barrier is to be anchored on bridges when lateral deflection cannot be tolerated. The method of anchoring on bridge decks will be determined by Bridge and will be shown on the bridge plans.

'''Concrete Traffic Barrier Delineators (for [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 617.30])'''.

'''Material (for Sec 617.30.2)''' For permanent barrier installations, the inspector needs to collect certification on the sheeting used on the delineators and ensure that all delineators meet [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1065].

'''Construction Requirements (for Sec 617.30.3)''' The face of barrier is no longer painted by the contractor. The delineators take the place of painting the barriers. The delineators are used because they are more retroreflective, above the splash zone and are designed to adhere to the barrier better than paint. If temporary barriers are provided with existing painted faces, the painted face should turned away from traffic if possible or at least positioned so the existing painted face matches the color of the adjacent edgeline. Permanent barriers may be painted by district forces at the district’s discretion after the job is complete.

[[Category:617 Traffic Barrier]]

903.3 Ground-Mounted Sign Supports

2022-11-28T21:34:10Z

Kleins1: /* 903.3.4.3 Perforated Square Steel Tube Posts (PSST) */

[[image:903.2 Ground-Mounted Signs.jpg|right|300px]]
==903.3.1 Ground-Mounted Sign Installation==
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|'''Forms'''
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|[[Media:903.2a_Signpost_Selection_Guide_2022.xls|Signpost Selection Guide]]
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|[[Media:903.2aPrintableSignpostSelectionGuide_2022.xls|Printable Signpost Selection Guide for use in the field]]
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'''Guidance.''' Signs should be ground-mounted whenever possible unless mounting overhead is justified or required.

'''Standard.''' If signs are placed on existing supports, they shall meet other placement criteria contained in this article.

Utility and light poles shall not be used to mount signs as they are either not the property and maintenance responsibility of MoDOT or are not designed to carry the additional wind loading a sign adds to the structure.

Option. In areas with space restrictions, available sign truss columns, signal poles, bridge columns, or other significant MoDOT structures, excluding roadway lighting structures, may be used to mount flat sheet aluminum signs.

==903.3.2 Lateral Offset (MUTCD Section 2A.19)==
'''Support.''' The minimum lateral offset is intended to keep trucks and cars that use the shoulders from striking the signs or supports, while keeping signs and object markers close enough to the roadway to be effective.

'''Standard.''' Ground-mounted sign supports shall be crashworthy and meet the latest federal crash standards at the time of installation.

'''Guidance.''' The provisions below should be applied unless specifically stated otherwise in the EPG for a particular sign or object marker. For ground-mounted signs, the minimum lateral offset should be 12 ft. from the edge of the travelway. If an existing shoulder is wider than 6 ft., the minimum lateral offset for ground-mounted signs should be 6 ft. from the edge of the shoulder or front face of curb. See [[903.2 Extent of Signing#Fig. 903.2.18.1 Examples|Figures 903.2.18.1 and 903.2.18.2]] which illustrate typical examples of the lateral offset requirements contained in this portion of the article.

Maximum offset will depend on roadway geometrics, profiles, and cross-sections, which all affect the visibility of the sign. Signs are generally to be placed no more than 15 ft. from the edge of shoulder.

Ground-mounted signs placed in a gore only requires a minimum of 2 ft. lateral offset from edges of shoulder, face of barrier walls or guard rail.

For divisional and channelizing islands, a 2 ft. lateral offset should be maintained between the edge of sign and the front face of curb. For islands with restricted width the sign should not extend beyond the curb face.

'''Option.''' Deviation from the standard lateral offset may be used if a signs effectiveness and visibility are maintained to account for variations in roadside features. For example, to avoid placing signposts in the flow line of a ditch, avoiding drainage structures, pull boxes or sidewalks.

'''Option.''' Lesser lateral offsets may be used in business, commercial or residential areas where limited space is available to place signs due to limited right of way, sidewalks or other restrictions which keep the sign from being installed at the correct offset. In these cases, the edge of the sign may be placed up to, but not beyond the face of the curb making every effort to maximize the offset with the space available.

'''Guidance.''' Ground-mounted sign supports should not intrude into the usable width of a sidewalk or other pedestrian facility.

==903.3.3 Mounting Height (MUTCD Section 2A.18)==
'''Support.''' Installing signs at the proper mounting height is critical not only for the sign to be seen and function, but also to the functionality of the breakaway design for each type of signpost. Mounting heights are typically listed as “nominal” as it is critical to keep the signs a minimum distance above the ground, however, signs installed excessively high also have issues, such as:

:* Place signs outside of the drivers line of sight
:* Place signs outside the effective range of vehicle headlights at night making signs less visible
:* Signs mounted too tall are more susceptible to wind resulting in signs being pushed out of plumb or being blown over

===903.3.3.1 Mounting Height – U-Channel, Wood, Perforated Square Steel Tube (PSST) and Pipe Posts (MUTCD Section 2A.18)===

'''Support.''' There are typically two mounting heights for signs on u-channel, wood, PSST and pipe posts, 5 feet and 7 feet. Traditionally, the 5-foot mounting height has been applied to “rural” areas and the 7-foot mounting high applied to “urban” areas or within incorporated city limits. However, the term “urban” has more to do with the conditions the signs are being installed within and less about being located within an incorporated city limit. The purpose of the 7-foot mounting height is to provide clearance for passing bicycle and pedestrian traffic, making the sign more visible over parked vehicles along the roadway and permits improved sight distance to drivers permitting them to see below the sign.

The 7-foot mounting height also applies to all freeway and expressway applications to enhance long distance visibility.

'''Standard.''' Standard Plans 903 shall be referenced for specific installation and mounting height details. The details in Standard Plans 903 and EPG 903.3 Ground-Mounted Sign Supports shall apply to all signs unless specifically stated otherwise for a specific sign or object marker elsewhere in the EPG.

The minimum mounting height of a sign shall be measured vertically from the bottom of the sign to the elevation of the near edge of the pavement. Minimum sign mounting heights shall be as follows:

:* Sign located in rural areas – 5 feet,
:* Sign located in urban areas – 7 feet,
:* Signs located on freeways and expressways – 7 feet.

The length of post measured from the bottom of the sign to the ground shall also be a minimum of 5 feet. If the length of any post within a sign assembly measures less than 5 feet from the bottom of the sign to the ground, the minimum sign mounting height shall be increased to achieve the minimum 5-foot post length.

'''Option.''' Signs may be installed at 5 feet within the boundaries of incorporated city limits if the all following conditions apply:

:* The sign is located outside of business, commercial or residential areas where there are no high densities of entrances and cross street intersections
:* There is no on street parking
:* There are no sidewalks with bicycle or pedestrian traffic

If a secondary sign is mounted below the primary sign on the same signpost(s), the mounting height for the assembly, measured from the near edge of the pavement to the bottom of the secondary sign, may be 1 foot lower than the minimums listed above.

In cases where signs are located on steep back slopes, it may be advantageous to relocate the sign forward or back from the proposed location to an area that is flatter to avoid a sign being mounted too high.

'''Guidance.''' Signs located outside of incorporated city limits that are located in areas having characteristics of an urban area, such as around businesses, heavy residential areas, areas with on street parking and areas with sidewalks which support bicycle and pedestrian traffic, should be installed at 7 feet.

Route marking assemblies consisting of a route sign and auxiliary signs should be treated as a single sign for the purposes of sign mounting height.

'''Support.''' [[903.2 Extent of Signing#Fig. 903.2.18.1 Examples|Fig. 903.2.18.1]] illustrates typical examples of the mounting height requirements contained for signs installed on U-Channel, Wood, PSST and Pipe Posts.

===903.3.3.2 Mounting Height – Wide Flange (I-Beam) Posts (MUTCD Section 2A.18)===

'''Support.''' Installing signs at the proper mounting height is critical not only for the sign to be seen and function, but also to the functionality of the breakaway design. Proper mounting height is more critical for breakaway function on Wide Flange posts compared to all other posts due to the hinge component of this post design. As with the other post types, mounting heights for Wide Flange posts are listed as “nominal” as excessive mounting heights have the same negative effects for these installations as exists with the other post types. Wide Flange post mounting heights are greater than other posts, so in areas with back slopes it is recommended to seek out a flatter location in advance or downstream of the original installation to keep the sign as low as possible.

Minimum mounting heights for Wide Flange post installations are not related to rural or urban classifications, but are directly related to how the breakaway system functions. Standard Plans 903 provides details on the nominal mounting heights on wide flange posts. Key details to focus on are:

:* No wide flange post can be shorter than 7’ 9” measured from the hinge to the top of the stub.
:* The hinge point is always below the lowest sign which is attached to the wide flange post.
:* Nominal mounting heights vary depending if there is one sign mounted on the posts or two.
:* For signs located in areas of back slopes, the minimum mounting height may have to be increased, or the sign installed in a different location, in order to achieve the minimum post length of 7ft. 9 in.

==903.3.4 Ground-Mounted Sign Support Selection==
'''Support.''' The majority of MoDOT signs are installed and supported on one of 5 types of ground-mounted sign supports or signposts. The selection of signpost is based on many factors, but primarily on the size of sign being installed and the type of roadway the sign is being installed along. There is some overlap in signpost applications; more than one signpost may be applicable to a given installation. The final selection of the post type is based on the attributes needed for a support as discussed in each classification of signpost below.

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

'''Standard.''' The selection of the proper size of signpost shall be based on the Signpost Selection Guide listed above. These tools will specify if a post type has the capability to support the sign in question and then specify what size post is required based on the requirements of the installation. Before the correct size of PSST or Wide Flange post can be selected, the length of the longest post must first be determined. To determine this, the offset and mounting height must first be determined.

===903.3.4.1 U-Channel Posts===
'''Support.''' MoDOT utilizes two primary sizes of U-Channel Posts, a 3 lb/ft high carbon, rerolled rail steel post for sign installations and a low carbon steel 1 lb/ft post for road side delineation.

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

U-Channel posts are considered breakaway with no additional breakaway devices needing to be added. While there are breakaway devices available for U-channel posts, MoDOT’s use of this type of post for smaller signs typically doesn’t justify their use. A U-channel post’s breakaway is typically a yielding function, meaning as a vehicle impacts the assembly, the post yields and lies down in front of the vehicle so it can pass over the assembly.

'''Standard.''' U-channel posts shall be installed in accordance with the details found in Standard Plans 903. Signpost selection tools shall be used to determine sign sizes U-channel posts can support and the number of posts needed.

===903.3.4.2 Wood Posts===
'''Support.''' MoDOT’s specs permit three sizes of wood posts to be used: 4 in. x 4 in., 4 in. x 6 in., or 6 in. x 6 in. MoDOT’s wood posts are pressure treated to promote longer life and resist rot and insect damage. Wood posts were once MoDOT’s primary post to support signs on two lane roadways; however, due to issues with material stability PSST posts have become MoDOT’s standard post.

When used, wood posts are capable of supporting most sign assemblies on two lane roadways, from route marker assemblies, speed limit signs, warning signs and distance and destination signs. The use of a high quality wood post and proper installation is the key to a successful installation.

'''Guidance.''' The continued use should take into consideration the special characteristics listed in EPG 903.3 Ground-Mounted Sign Supports.

Proper installation is also critical for the stability of the sign assembly. The wood post should be placed a minimum of 36 inches into the ground, deeper for larger signs or in areas where the soil is weak or sandy, to keep the signpost plumb. When backfilling the hole, material should be added in lifts, or levels, in order to properly compact the backfill. Loose or fine materials, such as sand, sandy soil or dry concrete mix typically will not provide a long term solid backfill and can result in the post falling out of plumb over time.

MoDOT’s specifications should be followed when purchasing wood signposts. These specifications address a posts load capacity, breakaway attributes and the compatibility between the pressure treatment chemicals and our aluminum signs and sign hardware.

'''Option.''' While the soil originally removed from the hole can be used to back fill around the post other alternatives may be used, such as smaller quarry rock with the crushing fines mixed in, concreted mix or expanding polyurethane foam.

'''Support.''' Wood posts are considered breakaway without an add-on breakaway device; however, some sizes of post do need special preparation. 4 in. x 4 in. wood post are considered breakaway without any special modifications; however, 4 in. x 6 in. and 6 in. x 6 in. posts must be cross drilled at the base to weaken them so they will break away. The size of the holes and where they are drilled is critical to these posts meeting breakaway requirements. The details for these holes are found in the Standard Plans 903, it is important to note these breakaway holes are drilled in the sides of the post, not in the front of the post where the sign is mounted.

'''Standard.''' If wood posts are used, the proper size and number of posts shall be determined by using the post selection tools.
[[image:903.3.7.jpg|thumb|center|700px|<center>'''Fig. 903.3.4.2, Details for Wood Posts Requiring Breakaway Design'''</center>]]
'''History.''' One of the earliest issues experienced with wood posts is their tendency to warp and twist, both before and after installation. Keeping a sign plumb and appropriately oriented to the roadway is critical to maintain the sign’s legibility and night time retroreflectivity performance. This aspect of wood posts resulted in significant waste of inventory when the posts warped and twisted before being used and increased work load on signing crews who had to correct warped and twisted posts after installations. Another concern with the use of wood posts was the installation required a hole to be dug, the posts set and property back filled so the sign would remain upright. If soil conditions prohibited a hole being dug deep enough or the back fill not capable for being compacted sufficiently the assembly would fall out of plumb. Along with these installation aspects, a wood post sign assembly can be very heavy, especially when the pressure treated wood is still wet with the pressure treating fluids and this can result in the need for additional people to set the post and/or increased risk of injury setting the post by hand.

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

===903.3.4.3 Perforated Square Steel Tube Posts (PSST)===
'''Support.''' MoDOT utilizes two sizes of PSST posts, 2 in. and 2.5 in., both being made from 12-gauge steel. PSST became MoDOT’s standard post for most sign installation applications on two lane roadways in the early 2000’s, replacing wood posts. PSST usage has since expanded to some applications on freeways and expressways.

Unlike U-channel or Wood posts, PSST utilizes a ground anchor, or footing, within which the post is then placed. MoDOT has several options in its specifications with respect to ground anchor/foundation systems, the use of each option is heavily based on the soil condition.

The anchor/footing types for PSST are:

:* 12-Gauge PSST Anchor – this is the basic direct-driven anchor for 2 in. PSST posts. A 12-gauge anchor does not exist for 2.5 in. PSST posts.
:* 7-Gauge Anchor – this is a heavy wall box tube anchor which is the basic direct-driven anchor for 2.5 in. PSST posts. It is also an optional heavy anchor for 2 in. PSST posts in rocky ground where a 12-gauge anchor may deform when driven. The 7-gauge anchor is also the anchor that must be used when installing a concrete or polyurethane footing.
:* Omnidirectional, or stabilization, Anchor – this is the appropriate 12-gauge or 7-gauge direct-driven anchor with 4 soil stabilization plates added to the anchor to increase soil surface area to help keep signs plumb in weaker soils and/or in windy areas. A JSP will be needed to specify this anchor type on a project.
:* Concrete Footings – In some applications it may be desired to install a concrete footing for PSST, similar to the footings for Pipe Post or Wide Flange Post. Concrete footings provide a stronger foundation compared to the directly-driven anchors listed above. A concrete footing may also be required in cases where the ground is too hard or rocky to direct drive the anchor and a hole may need to be dug in order to install the anchor. All concrete footing installations use a 7-gauge anchor (that only has holes at the top of the tube) because concrete would flow through the holes of a normal 12-gauge PSST anchor.
:* Polyurethane Foam Footings – This is an alternate to a concrete footing for PSST post installations. This permits the footing and the sign to be installed in one trip compared to concrete, which requires a second trip to allow the concrete to cure. The installation requirements for an expanding foam footing are the same as a concrete footing except for the diameter of the footing, which is smaller. It is important to make sure the expanding foam used meets MoDOT specifications as not all foam products are acceptable to support a breakaway sign.

The connection between the PSST posts and anchors varies based on the anchor gauge:

:* 12-gauge anchor – The connection between a 12-gauge anchor and the PSST post is accomplished using a corner bolt. The corner bolt pulls the post into a corner of the anchor and eliminates any slack or play between the post and the anchor.
:* 7-gauge anchor – The fit between a 7-gauge anchor and the PSST post is much looser and the radii of each do not match so a corner bolt will not eliminate the slack or play between these two devices. Shoulder bolts installed at 90-degree angles corrects this issue; the shoulder of the bolt will pass through the holes in the 7-gauge anchor, but not through the holes in the post. As a result, the two bolts push and lock the post in two directions making a solid connection.
:* Add-on breakaway devices – when required/used, the manufacture’s recommendations and hardware (if supplied) need to be used to connect the anchor, breakaway and post together.

Breakaway aspects of PSST are a little more complicated compared to other MoDOT posts, the requirement for an add-on breakaway device heavily depends on the size and number of posts needed to support the sign. It is important to follow the guidance found in the signpost selection tools and MoDOT’s standard plans to determine when an add-on breakaway device is required and when it is not. In applications where add-on breakaway devices are not required/used, PSST breaks away like a U-channel post in a yielding fashion, typically staying attached to the ground and lying down in front of the vehicle so the vehicle can pass over the assembly. However, when an add-on breakaway device is used the breakaway function changes and the assembly is designed to break away from the ground and permit the vehicle to pass under the airborne assembly.

'''Standard.''' If PSST posts are used, they shall be either 2 in. or 2.5 in. 12-gauge posts. The size and number of posts, as well as the requirement for add-on breakaway devices, shall be determined using the post selection tools. PSST posts shall be installed in accordance with Standard Plans 903. <big>'''PSST posts installed on freeways, expressways, and ramps shall be installed using concrete footings.'''</big>

'''Guidance.''' District operations should be consulted to determine the most appropriate footing for PSST posts alongside other roadways as footing requirements vary based on soil conditions.

===903.3.4.4 Pipe Posts===
'''History.''' In 2022, a pipe post capacity evaluation was conducted that resulted in a change to the pipe post load capacity and pipe post inventory. Historically it was believed that pipe posts could support a sign size of up to 30 sq. ft. but the evaluation determined pipe posts could support a sign of up to 58.5 sq. ft. The evaluation also determined that the 3 sizes of pipe post being utilized were redundant. MoDOT historically used 2 ½ in., 3 in., and 4 in. pipe posts, however, the evaluation determined that the sign capacity of a post is determined by the breakaway assembly. The 2 ½ in. and 3 in. pipe posts used the same breakaway design and therefore the 3 in. pipe posts did not have any additional capacity over the 2 ½ in. post. As a result, the 3 in. post is redundant and was discontinued. This decision allows for a simplified inventory and eliminates confusion on pipe size. Maintenance can continue to utilize 3 in. pipe posts until the inventory is depleted but shall not order new 3 in. pipe posts. All existing 3 in. pipe posts shall be treated as 2 ½ in. posts for purposes of choosing posts using the post selection tables. 2 ½ in. pipe posts can be installed on existing 3 in. stubs.

'''Support.''' MoDOT utilizes two sizes of pipe post, 2 ½ in. and 4 in. An important fact to understand is pipe post sizes are based on the inside diameter (I.D.) of the pipe post and not the outside diameter, this is the industry standard for pipe measurement. This is critical in selecting the correct pipe from inventory as well as charging out the correct post to keep your inventory levels correct.

Pipe posts have a similar sign capacity as PSST, even though they would appear to be able to carry a larger sign load due to size and thickness of the steel pipe. While the post themselves are far stronger than PSST, it is the breakaway of the pipe post which controls the sign load capacity of the post. The heavy-duty construction of a pipe post is not specifically related to sign load capacity but is more directly related to the durability of the post. Unlike PSST, which must be replaced after each vehicular impact, pipe posts are constructed with much thicker steel so the signpost can be impacted by a vehicle without being damaged and reinstalled for continued use. There are many pipe posts on our right of way that have been there for two or three generations of signs and are still functional so while they are heavier and more expensive, they are a long term investment and are far more durable.

Pipe posts are used for single and double signpost assemblies to support signs up to 58.5 sq.ft. These posts are typically used on freeways and expressways where signs are larger, wind speeds can be higher due to more open right of way and the sign may see larger snow load impact from plows pushing more snow from across multiple lanes to the right side of the roadway.

Pipe posts are also the preferred post to support large route assemblies, especially on freeways and expressways. In the past, Wide Flange posts were once used to support these assemblies (and many remain in place) as the design of the post was well suited to attaching a series of backing bars needed to support the assemblies. However, the multi-direction breakaway and high resistance to torsional or twisting forces makes pipe posts the preferred post over the Wide Flange design.

Pipe posts are designed and fabricated with the breakaway device as part of the post / stub combination; as long as the post and stub breakaway is assembled correctly the post is capable of being impacted from any direction. Details for the assembly of this post system are found in Standard Plans 903, special attention must be paid to the placement of three breakaway bolts, the required and proper placement of all washers within the breakaway and most critically to the proper tightening and torque of the breakaway bolts.

'''Standard.''' If Pipe posts are used, they shall be either 2 ½ in. or 4 in. in size. The size and number of posts shall be determined using the post selection tools. Pipe posts shall be installed in accordance with Standard Plans 903.

===903.3.4.5 Wide Flange (I-Beam) Posts ===
'''Support.''' MoDOT uses 6 sizes of Wide Flange posts, commonly referred to as Design #1, #2, #3, #4, #5 and #6, increasing in size and capacity respectively. Wide Flange posts are typically used to support signs 30 ft2 and larger and are MoDOT’s highest capacity ground-mount sign support. As with Pipe Posts, Wide Flange post are designed to be a more durable post intended to last multiple generations of signs and designed to be able to be impacted by vehicle and then reassembled and reused.

Wide Flange post are designed and used to support large structural signs, signs made using extruded aluminum panels instead of flat sheet aluminum. The cross section of a wide flange post being that of an I-beam permits structure signs to be easily attached to the post using post clips or “dog clamps” instead of using traditional sign bolts. These posts are traditionally used on freeways and expressways only; however, there may be special applications where they may be used on two lane roadways if the size of the sign is too large for other post options.

Wide Flange posts were once the standard to support large route assemblies on freeways and expressways, however, over time two weaknesses were identified that changed this direction, making Pipe posts the better option. The two weaknesses of Wide Flange posts used to support route assemblies are:

:* Safety - Route assemblies many times are installed in and around intersections and in these locations it is theoretically possible some assemblies could be impacted from any direction of travel. Single Wide Flange posts are only breakaway in two directions and are not designed to be breakaway if impacted on either side, just the front and back of the sign. Pipe posts are designed as a multi-breakaway post and can be impacted from any direction making them the better option for these installations.
:* Torsional / Twisting Force Resistance – Although Wide Flange posts are very strong, they do have a limited resistance to twisting moments when installed as a single post installation. In wind prone locations, sign assemblies on a single Wide Flange post can begin to twist in the wind, and if this continues long enough, it can cause the post to fatigue and break off at the base. Pipe posts have an extreme resistance to twisting and can resist much larger torsional forces compared to wide flange posts.

As with Pipe Posts, Wide Flange posts are fabricated with the breakaway system as part of the post / stub assembly. While Wide Flange posts have a breakaway assembly at ground level like Pipe posts, they also require a hinge system located directly below the sign. The hinge system permits the wide flange post (the portion from the ground to the bottom of the sign) to swing up out of the way of a vehicle when impacted without the upper portion of the post and the sign needing to move. This reduces the mass that a vehicle must move when it impacts the post and in return reduces the impact energy to the car.

Unlike all other MoDOT posts, there are minimum post spacing which must be taken into consideration when selecting the correct number and size of post. Wide Flange Posts are much heavier than any other MoDOT post and hitting two of these posts at the same time in most cases would impart too much energy to the vehicle and would not meet minimum breakaway standards. These special considerations are included in Standard Plans 903 which contains all of the fabrication and installation details for Wide Flange Posts, however, due to their critical nature they are also listed here:

:* Wide Flange Post Designs #1 and #2 have no minimum post spacing requirements.
:* Wide Flange Post Designs #1 or #2 shall not be installed in three post configurations supporting signs less than 11 feet width.

:* Wide Flange Post Designs #3, #4, #5 and #6 shall be spaced at least 7 ft. apart.

The post selection tool is designed to utilize two post installations over three post installations to help address minimum post spacing; it also reduces the number of footings which need to be constructed. However, there are some general rules based on sign size used to judge the number post for different size ranges of signs:

:* Signs between 6 ft. and 17 ft. wide will typically be supported on two posts
:* Signs wider than 17 ft. will typically be supported by three posts
:* Signs of any size are not recommended to be installed on one Wide Flange post

'''Standard.''' If Wide Flange posts are used, they shall be either a structural #1, #2, #3, #4, #5 or #6 in design. The size and number of posts shall be determined using the post selection tools. Wide Flange posts shall be installed in accordance with Standard Plans 903.

==903.3.5 Secondary Sign Supports – Post Extensions==
'''Support.''' These supports are 3 in. aluminum I-Beam used to attach exit number panels to the top of, or to hang a secondary sign below, structural signs on new installations. Details of these posts are shown in the Standard Plans 903.

'''Option.''' There are occasions where modifications and/or additions must be made to existing sign installations where the existing posts are not long enough to support the new sign assembly. In these cases, it is permissible to utilize secondary sign supports to effectively extend the primary signposts to support signs a maximum of 3 feet taller than the existing primary signposts.

Secondary sign supports may only be used to allow taller signs to be installed on existing signposts if the signposts have the capacity to carry the larger sign based on signpost selection tools.

If a new sign assembly is more than 3 ft taller than the existing primary signposts, new signposts shall be installed.

==903.3.6 Backing Bars==
'''Support.''' Backing bars are typically used to support and stiffen wide flat sheet signs mounted on single signpost or to help support the individual signs which make up sign assemblies to form one unified sign assembly. Details for backing bars can be found in Standard Plans 903.

==903.3.7 Breakaway Assemblies==
'''Standard.''' All signposts installed on right of way shall meet federal breakaway standards and MoDOT standards. Signposts not meeting current standards, but met the standards at the time of their installation, may remain in place until the end of their service life.

Sign trusses and other large sign support structures that are not breakaway shall be protected by acceptable shielding, such as guard rail or barrier wall.

'''Support.''' 4 in. x 4 in. wood posts do not need any modification to be breakaway, however 4 in. x 6 in. and 6 in. x 6 in. wood posts will need to be cross drilled to meet breakaway standards. U-Channel posts do not require breakaway modifications if they are direct driven into the ground, however, if the ground stub and slice installation method is used the installation will need to be installed according to the Standard Plans 903 to meet breakaway requirements. PSST will require breakaway devices added in certain applications based on sign and number of posts used for an installation. The signpost selection tools will indicate when a breakaway is required for PSST posts. Pipe and Wide Flange posts have the breakaway devices integrated into the post design.

==903.3.8 Sign Orientation (MUTCD Section 2A.20)==
'''Support.''' The orientation of the face of a sign in relation to the driver and roadway is critical to visibility and legibility, especially at night. The effectiveness of the retroreflective sheeting on a sign can be negatively impacted if the orientation of the sign face is not correct, due to incorrect installation and/or a signpost being damaged and knocked out of alignment.

The orientation of a sign can also help reduce unwanted reflection or glare off of the sign face. The skew angle, shown in Standard Plans 903, is designed to help address this glare issue for tangent sections.

'''Guidance.''' Unless otherwise provided in the EPG, signs should be vertically mounted at approximately right angles to the direction of, and facing, the traffic that they are intended to serve, with an approximate 3 degree skew angle away from traffic.

Signs that are placed 30 ft. or more from the pavement edge should have a skew angle that is turned toward the road to improve the effectiveness of the retroreflective sheeting.

'''Option.''' While the standard skew angle is 93 degrees, the skew angle may be adjusted to maintain brightness and avoid glare for signs on curved sections of road. On roadways with significant grades, sign faces may be tilted forward or back from vertical position to improve the viewing angle.

==903.3.9 Sign Mountings (MUTCD Section 2A.21)==
'''Support.''' Attaching a sign properly to a sign support is critical in order to properly orient the sign in relation to the driver as well as provide a durable, long life installation.

'''Standard.''' Plastic/nylon washers shall be used between the heads of all twist fasteners (such as screws, bolts or nuts) and the sign face to protect the sheeting from the twisting action of the fasteners.

Signs shall be attached to each type of sign support in accordance with Standard Plans 903.

[[Category:903 Highway Signing|903.03]]

903.3 Ground-Mounted Sign Supports

2022-11-28T18:08:34Z

Kleins1: /* 903.3.4.3 Perforated Square Steel Tube Posts (PSST) */

[[image:903.2 Ground-Mounted Signs.jpg|right|300px]]
==903.3.1 Ground-Mounted Sign Installation==
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|'''Forms'''
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|[[Media:903.2a_Signpost_Selection_Guide_2022.xls|Signpost Selection Guide]]
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|[[Media:903.2aPrintableSignpostSelectionGuide_2022.xls|Printable Signpost Selection Guide for use in the field]]
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'''Guidance.''' Signs should be ground-mounted whenever possible unless mounting overhead is justified or required.

'''Standard.''' If signs are placed on existing supports, they shall meet other placement criteria contained in this article.

Utility and light poles shall not be used to mount signs as they are either not the property and maintenance responsibility of MoDOT or are not designed to carry the additional wind loading a sign adds to the structure.

Option. In areas with space restrictions, available sign truss columns, signal poles, bridge columns, or other significant MoDOT structures, excluding roadway lighting structures, may be used to mount flat sheet aluminum signs.

==903.3.2 Lateral Offset (MUTCD Section 2A.19)==
'''Support.''' The minimum lateral offset is intended to keep trucks and cars that use the shoulders from striking the signs or supports, while keeping signs and object markers close enough to the roadway to be effective.

'''Standard.''' Ground-mounted sign supports shall be crashworthy and meet the latest federal crash standards at the time of installation.

'''Guidance.''' The provisions below should be applied unless specifically stated otherwise in the EPG for a particular sign or object marker. For ground-mounted signs, the minimum lateral offset should be 12 ft. from the edge of the travelway. If an existing shoulder is wider than 6 ft., the minimum lateral offset for ground-mounted signs should be 6 ft. from the edge of the shoulder or front face of curb. See [[903.2 Extent of Signing#Fig. 903.2.18.1 Examples|Figures 903.2.18.1 and 903.2.18.2]] which illustrate typical examples of the lateral offset requirements contained in this portion of the article.

Maximum offset will depend on roadway geometrics, profiles, and cross-sections, which all affect the visibility of the sign. Signs are generally to be placed no more than 15 ft. from the edge of shoulder.

Ground-mounted signs placed in a gore only requires a minimum of 2 ft. lateral offset from edges of shoulder, face of barrier walls or guard rail.

For divisional and channelizing islands, a 2 ft. lateral offset should be maintained between the edge of sign and the front face of curb. For islands with restricted width the sign should not extend beyond the curb face.

'''Option.''' Deviation from the standard lateral offset may be used if a signs effectiveness and visibility are maintained to account for variations in roadside features. For example, to avoid placing signposts in the flow line of a ditch, avoiding drainage structures, pull boxes or sidewalks.

'''Option.''' Lesser lateral offsets may be used in business, commercial or residential areas where limited space is available to place signs due to limited right of way, sidewalks or other restrictions which keep the sign from being installed at the correct offset. In these cases, the edge of the sign may be placed up to, but not beyond the face of the curb making every effort to maximize the offset with the space available.

'''Guidance.''' Ground-mounted sign supports should not intrude into the usable width of a sidewalk or other pedestrian facility.

==903.3.3 Mounting Height (MUTCD Section 2A.18)==
'''Support.''' Installing signs at the proper mounting height is critical not only for the sign to be seen and function, but also to the functionality of the breakaway design for each type of signpost. Mounting heights are typically listed as “nominal” as it is critical to keep the signs a minimum distance above the ground, however, signs installed excessively high also have issues, such as:

:* Place signs outside of the drivers line of sight
:* Place signs outside the effective range of vehicle headlights at night making signs less visible
:* Signs mounted too tall are more susceptible to wind resulting in signs being pushed out of plumb or being blown over

===903.3.3.1 Mounting Height – U-Channel, Wood, Perforated Square Steel Tube (PSST) and Pipe Posts (MUTCD Section 2A.18)===

'''Support.''' There are typically two mounting heights for signs on u-channel, wood, PSST and pipe posts, 5 feet and 7 feet. Traditionally, the 5-foot mounting height has been applied to “rural” areas and the 7-foot mounting high applied to “urban” areas or within incorporated city limits. However, the term “urban” has more to do with the conditions the signs are being installed within and less about being located within an incorporated city limit. The purpose of the 7-foot mounting height is to provide clearance for passing bicycle and pedestrian traffic, making the sign more visible over parked vehicles along the roadway and permits improved sight distance to drivers permitting them to see below the sign.

The 7-foot mounting height also applies to all freeway and expressway applications to enhance long distance visibility.

'''Standard.''' Standard Plans 903 shall be referenced for specific installation and mounting height details. The details in Standard Plans 903 and EPG 903.3 Ground-Mounted Sign Supports shall apply to all signs unless specifically stated otherwise for a specific sign or object marker elsewhere in the EPG.

The minimum mounting height of a sign shall be measured vertically from the bottom of the sign to the elevation of the near edge of the pavement. Minimum sign mounting heights shall be as follows:

:* Sign located in rural areas – 5 feet,
:* Sign located in urban areas – 7 feet,
:* Signs located on freeways and expressways – 7 feet.

The length of post measured from the bottom of the sign to the ground shall also be a minimum of 5 feet. If the length of any post within a sign assembly measures less than 5 feet from the bottom of the sign to the ground, the minimum sign mounting height shall be increased to achieve the minimum 5-foot post length.

'''Option.''' Signs may be installed at 5 feet within the boundaries of incorporated city limits if the all following conditions apply:

:* The sign is located outside of business, commercial or residential areas where there are no high densities of entrances and cross street intersections
:* There is no on street parking
:* There are no sidewalks with bicycle or pedestrian traffic

If a secondary sign is mounted below the primary sign on the same signpost(s), the mounting height for the assembly, measured from the near edge of the pavement to the bottom of the secondary sign, may be 1 foot lower than the minimums listed above.

In cases where signs are located on steep back slopes, it may be advantageous to relocate the sign forward or back from the proposed location to an area that is flatter to avoid a sign being mounted too high.

'''Guidance.''' Signs located outside of incorporated city limits that are located in areas having characteristics of an urban area, such as around businesses, heavy residential areas, areas with on street parking and areas with sidewalks which support bicycle and pedestrian traffic, should be installed at 7 feet.

Route marking assemblies consisting of a route sign and auxiliary signs should be treated as a single sign for the purposes of sign mounting height.

'''Support.''' [[903.2 Extent of Signing#Fig. 903.2.18.1 Examples|Fig. 903.2.18.1]] illustrates typical examples of the mounting height requirements contained for signs installed on U-Channel, Wood, PSST and Pipe Posts.

===903.3.3.2 Mounting Height – Wide Flange (I-Beam) Posts (MUTCD Section 2A.18)===

'''Support.''' Installing signs at the proper mounting height is critical not only for the sign to be seen and function, but also to the functionality of the breakaway design. Proper mounting height is more critical for breakaway function on Wide Flange posts compared to all other posts due to the hinge component of this post design. As with the other post types, mounting heights for Wide Flange posts are listed as “nominal” as excessive mounting heights have the same negative effects for these installations as exists with the other post types. Wide Flange post mounting heights are greater than other posts, so in areas with back slopes it is recommended to seek out a flatter location in advance or downstream of the original installation to keep the sign as low as possible.

Minimum mounting heights for Wide Flange post installations are not related to rural or urban classifications, but are directly related to how the breakaway system functions. Standard Plans 903 provides details on the nominal mounting heights on wide flange posts. Key details to focus on are:

:* No wide flange post can be shorter than 7’ 9” measured from the hinge to the top of the stub.
:* The hinge point is always below the lowest sign which is attached to the wide flange post.
:* Nominal mounting heights vary depending if there is one sign mounted on the posts or two.
:* For signs located in areas of back slopes, the minimum mounting height may have to be increased, or the sign installed in a different location, in order to achieve the minimum post length of 7ft. 9 in.

==903.3.4 Ground-Mounted Sign Support Selection==
'''Support.''' The majority of MoDOT signs are installed and supported on one of 5 types of ground-mounted sign supports or signposts. The selection of signpost is based on many factors, but primarily on the size of sign being installed and the type of roadway the sign is being installed along. There is some overlap in signpost applications; more than one signpost may be applicable to a given installation. The final selection of the post type is based on the attributes needed for a support as discussed in each classification of signpost below.

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

'''Standard.''' The selection of the proper size of signpost shall be based on the Signpost Selection Guide listed above. These tools will specify if a post type has the capability to support the sign in question and then specify what size post is required based on the requirements of the installation. Before the correct size of PSST or Wide Flange post can be selected, the length of the longest post must first be determined. To determine this, the offset and mounting height must first be determined.

===903.3.4.1 U-Channel Posts===
'''Support.''' MoDOT utilizes two primary sizes of U-Channel Posts, a 3 lb/ft high carbon, rerolled rail steel post for sign installations and a low carbon steel 1 lb/ft post for road side delineation.

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

U-Channel posts are considered breakaway with no additional breakaway devices needing to be added. While there are breakaway devices available for U-channel posts, MoDOT’s use of this type of post for smaller signs typically doesn’t justify their use. A U-channel post’s breakaway is typically a yielding function, meaning as a vehicle impacts the assembly, the post yields and lies down in front of the vehicle so it can pass over the assembly.

'''Standard.''' U-channel posts shall be installed in accordance with the details found in Standard Plans 903. Signpost selection tools shall be used to determine sign sizes U-channel posts can support and the number of posts needed.

===903.3.4.2 Wood Posts===
'''Support.''' MoDOT’s specs permit three sizes of wood posts to be used: 4 in. x 4 in., 4 in. x 6 in., or 6 in. x 6 in. MoDOT’s wood posts are pressure treated to promote longer life and resist rot and insect damage. Wood posts were once MoDOT’s primary post to support signs on two lane roadways; however, due to issues with material stability PSST posts have become MoDOT’s standard post.

When used, wood posts are capable of supporting most sign assemblies on two lane roadways, from route marker assemblies, speed limit signs, warning signs and distance and destination signs. The use of a high quality wood post and proper installation is the key to a successful installation.

'''Guidance.''' The continued use should take into consideration the special characteristics listed in EPG 903.3 Ground-Mounted Sign Supports.

Proper installation is also critical for the stability of the sign assembly. The wood post should be placed a minimum of 36 inches into the ground, deeper for larger signs or in areas where the soil is weak or sandy, to keep the signpost plumb. When backfilling the hole, material should be added in lifts, or levels, in order to properly compact the backfill. Loose or fine materials, such as sand, sandy soil or dry concrete mix typically will not provide a long term solid backfill and can result in the post falling out of plumb over time.

MoDOT’s specifications should be followed when purchasing wood signposts. These specifications address a posts load capacity, breakaway attributes and the compatibility between the pressure treatment chemicals and our aluminum signs and sign hardware.

'''Option.''' While the soil originally removed from the hole can be used to back fill around the post other alternatives may be used, such as smaller quarry rock with the crushing fines mixed in, concreted mix or expanding polyurethane foam.

'''Support.''' Wood posts are considered breakaway without an add-on breakaway device; however, some sizes of post do need special preparation. 4 in. x 4 in. wood post are considered breakaway without any special modifications; however, 4 in. x 6 in. and 6 in. x 6 in. posts must be cross drilled at the base to weaken them so they will break away. The size of the holes and where they are drilled is critical to these posts meeting breakaway requirements. The details for these holes are found in the Standard Plans 903, it is important to note these breakaway holes are drilled in the sides of the post, not in the front of the post where the sign is mounted.

'''Standard.''' If wood posts are used, the proper size and number of posts shall be determined by using the post selection tools.
[[image:903.3.7.jpg|thumb|center|700px|<center>'''Fig. 903.3.4.2, Details for Wood Posts Requiring Breakaway Design'''</center>]]
'''History.''' One of the earliest issues experienced with wood posts is their tendency to warp and twist, both before and after installation. Keeping a sign plumb and appropriately oriented to the roadway is critical to maintain the sign’s legibility and night time retroreflectivity performance. This aspect of wood posts resulted in significant waste of inventory when the posts warped and twisted before being used and increased work load on signing crews who had to correct warped and twisted posts after installations. Another concern with the use of wood posts was the installation required a hole to be dug, the posts set and property back filled so the sign would remain upright. If soil conditions prohibited a hole being dug deep enough or the back fill not capable for being compacted sufficiently the assembly would fall out of plumb. Along with these installation aspects, a wood post sign assembly can be very heavy, especially when the pressure treated wood is still wet with the pressure treating fluids and this can result in the need for additional people to set the post and/or increased risk of injury setting the post by hand.

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

===903.3.4.3 Perforated Square Steel Tube Posts (PSST)===
'''Support.''' MoDOT utilizes two sizes of PSST posts, 2 in. and 2.5 in., both being made from 12-gauge steel. PSST became MoDOT’s standard post for most sign installation applications on two lane roadways in the early 2000’s, replacing wood posts. PSST usage has since expanded to some applications on freeways and expressways.

Unlike U-channel or Wood posts, PSST utilizes a ground anchor, or footing, within which the post is then placed. MoDOT has several options in its specifications with respect to ground anchor/foundation systems, the use of each option is heavily based on the soil condition.

The anchor/footing types for PSST are:

:* 12-Gauge PSST Anchor – this is the basic direct-driven anchor for 2 in. PSST posts. A 12-gauge anchor does not exist for 2.5 in. PSST posts.
:* 7-Gauge Anchor – this is a heavy wall box tube anchor which is the basic direct-driven anchor for 2.5 in. PSST posts. It is also an optional heavy anchor for 2 in. PSST posts in rocky ground where a 12-gauge anchor may deform when driven. The 7-gauge anchor is also the anchor that must be used when installing a concrete or polyurethane footing.
:* Omnidirectional, or stabilization, Anchor – this is the appropriate 12-gauge or 7-gauge direct-driven anchor with 4 soil stabilization plates added to the anchor to increase soil surface area to help keep signs plumb in weaker soils and/or in windy areas. A JSP will be needed to specify this anchor type on a project.
:* Concrete Footings – In some applications it may be desired to install a concrete footing for PSST, similar to the footings for Pipe Post or Wide Flange Post. Concrete footings provide a stronger foundation compared to the directly-driven anchors listed above. A concrete footing may also be required in cases where the ground is too hard or rocky to direct drive the anchor and a hole may need to be dug in order to install the anchor. All concrete footing installations use a 7-gauge anchor (that only has holes at the top of the tube) because concrete would flow through the holes of a normal 12-gauge PSST anchor.
:* Polyurethane Foam Footings – This is an alternate to a concrete footing for PSST post installations. This permits the footing and the sign to be installed in one trip compared to concrete, which requires a second trip to allow the concrete to cure. The installation requirements for an expanding foam footing are the same as a concrete footing except for the diameter of the footing, which is smaller. It is important to make sure the expanding foam used meets MoDOT specifications as not all foam products are acceptable to support a breakaway sign.

The connection between the PSST posts and anchors varies based on the anchor gauge:

:* 12-gauge anchor – The connection between a 12-gauge anchor and the PSST post is accomplished using a corner bolt. The corner bolt pulls the post into a corner of the anchor and eliminates any slack or play between the post and the anchor.
:* 7-gauge anchor – The fit between a 7-gauge anchor and the PSST post is much looser and the radii of each do not match so a corner bolt will not eliminate the slack or play between these two devices. Shoulder bolts installed at 90-degree angles corrects this issue; the shoulder of the bolt will pass through the holes in the 7-gauge anchor, but not through the holes in the post. As a result, the two bolts push and lock the post in two directions making a solid connection.
:* Add-on breakaway devices – when required/used, the manufacture’s recommendations and hardware (if supplied) need to be used to connect the anchor, breakaway and post together.

Breakaway aspects of PSST are a little more complicated compared to other MoDOT posts, the requirement for an add-on breakaway device heavily depends on the size and number of posts needed to support the sign. It is important to follow the guidance found in the signpost selection tools and MoDOT’s standard plans to determine when an add-on breakaway device is required and when it is not. In applications where add-on breakaway devices are not required/used, PSST breaks away like a U-channel post in a yielding fashion, typically staying attached to the ground and lying down in front of the vehicle so the vehicle can pass over the assembly. However, when an add-on breakaway device is used the breakaway function changes and the assembly is designed to break away from the ground and permit the vehicle to pass under the airborne assembly.

'''Standard.''' If PSST posts are used, they shall be either 2 in. or 2.5 in. 12-gauge posts. The size and number of posts, as well as the requirement for add-on breakaway devices, shall be determined using the post selection tools. PSST posts shall be installed in accordance with Standard Plans 903. '''PSST posts installed on freeways, expressways, and ramps shall be installed using concrete footings.'''

'''Guidance.''' District operations should be consulted to determine the most appropriate footing for PSST posts alongside other roadways as footing requirements vary based on soil conditions.

===903.3.4.4 Pipe Posts===
'''History.''' In 2022, a pipe post capacity evaluation was conducted that resulted in a change to the pipe post load capacity and pipe post inventory. Historically it was believed that pipe posts could support a sign size of up to 30 sq. ft. but the evaluation determined pipe posts could support a sign of up to 58.5 sq. ft. The evaluation also determined that the 3 sizes of pipe post being utilized were redundant. MoDOT historically used 2 ½ in., 3 in., and 4 in. pipe posts, however, the evaluation determined that the sign capacity of a post is determined by the breakaway assembly. The 2 ½ in. and 3 in. pipe posts used the same breakaway design and therefore the 3 in. pipe posts did not have any additional capacity over the 2 ½ in. post. As a result, the 3 in. post is redundant and was discontinued. This decision allows for a simplified inventory and eliminates confusion on pipe size. Maintenance can continue to utilize 3 in. pipe posts until the inventory is depleted but shall not order new 3 in. pipe posts. All existing 3 in. pipe posts shall be treated as 2 ½ in. posts for purposes of choosing posts using the post selection tables. 2 ½ in. pipe posts can be installed on existing 3 in. stubs.

'''Support.''' MoDOT utilizes two sizes of pipe post, 2 ½ in. and 4 in. An important fact to understand is pipe post sizes are based on the inside diameter (I.D.) of the pipe post and not the outside diameter, this is the industry standard for pipe measurement. This is critical in selecting the correct pipe from inventory as well as charging out the correct post to keep your inventory levels correct.

Pipe posts have a similar sign capacity as PSST, even though they would appear to be able to carry a larger sign load due to size and thickness of the steel pipe. While the post themselves are far stronger than PSST, it is the breakaway of the pipe post which controls the sign load capacity of the post. The heavy-duty construction of a pipe post is not specifically related to sign load capacity but is more directly related to the durability of the post. Unlike PSST, which must be replaced after each vehicular impact, pipe posts are constructed with much thicker steel so the signpost can be impacted by a vehicle without being damaged and reinstalled for continued use. There are many pipe posts on our right of way that have been there for two or three generations of signs and are still functional so while they are heavier and more expensive, they are a long term investment and are far more durable.

Pipe posts are used for single and double signpost assemblies to support signs up to 58.5 sq.ft. These posts are typically used on freeways and expressways where signs are larger, wind speeds can be higher due to more open right of way and the sign may see larger snow load impact from plows pushing more snow from across multiple lanes to the right side of the roadway.

Pipe posts are also the preferred post to support large route assemblies, especially on freeways and expressways. In the past, Wide Flange posts were once used to support these assemblies (and many remain in place) as the design of the post was well suited to attaching a series of backing bars needed to support the assemblies. However, the multi-direction breakaway and high resistance to torsional or twisting forces makes pipe posts the preferred post over the Wide Flange design.

Pipe posts are designed and fabricated with the breakaway device as part of the post / stub combination; as long as the post and stub breakaway is assembled correctly the post is capable of being impacted from any direction. Details for the assembly of this post system are found in Standard Plans 903, special attention must be paid to the placement of three breakaway bolts, the required and proper placement of all washers within the breakaway and most critically to the proper tightening and torque of the breakaway bolts.

'''Standard.''' If Pipe posts are used, they shall be either 2 ½ in. or 4 in. in size. The size and number of posts shall be determined using the post selection tools. Pipe posts shall be installed in accordance with Standard Plans 903.

===903.3.4.5 Wide Flange (I-Beam) Posts ===
'''Support.''' MoDOT uses 6 sizes of Wide Flange posts, commonly referred to as Design #1, #2, #3, #4, #5 and #6, increasing in size and capacity respectively. Wide Flange posts are typically used to support signs 30 ft2 and larger and are MoDOT’s highest capacity ground-mount sign support. As with Pipe Posts, Wide Flange post are designed to be a more durable post intended to last multiple generations of signs and designed to be able to be impacted by vehicle and then reassembled and reused.

Wide Flange post are designed and used to support large structural signs, signs made using extruded aluminum panels instead of flat sheet aluminum. The cross section of a wide flange post being that of an I-beam permits structure signs to be easily attached to the post using post clips or “dog clamps” instead of using traditional sign bolts. These posts are traditionally used on freeways and expressways only; however, there may be special applications where they may be used on two lane roadways if the size of the sign is too large for other post options.

Wide Flange posts were once the standard to support large route assemblies on freeways and expressways, however, over time two weaknesses were identified that changed this direction, making Pipe posts the better option. The two weaknesses of Wide Flange posts used to support route assemblies are:

:* Safety - Route assemblies many times are installed in and around intersections and in these locations it is theoretically possible some assemblies could be impacted from any direction of travel. Single Wide Flange posts are only breakaway in two directions and are not designed to be breakaway if impacted on either side, just the front and back of the sign. Pipe posts are designed as a multi-breakaway post and can be impacted from any direction making them the better option for these installations.
:* Torsional / Twisting Force Resistance – Although Wide Flange posts are very strong, they do have a limited resistance to twisting moments when installed as a single post installation. In wind prone locations, sign assemblies on a single Wide Flange post can begin to twist in the wind, and if this continues long enough, it can cause the post to fatigue and break off at the base. Pipe posts have an extreme resistance to twisting and can resist much larger torsional forces compared to wide flange posts.

As with Pipe Posts, Wide Flange posts are fabricated with the breakaway system as part of the post / stub assembly. While Wide Flange posts have a breakaway assembly at ground level like Pipe posts, they also require a hinge system located directly below the sign. The hinge system permits the wide flange post (the portion from the ground to the bottom of the sign) to swing up out of the way of a vehicle when impacted without the upper portion of the post and the sign needing to move. This reduces the mass that a vehicle must move when it impacts the post and in return reduces the impact energy to the car.

Unlike all other MoDOT posts, there are minimum post spacing which must be taken into consideration when selecting the correct number and size of post. Wide Flange Posts are much heavier than any other MoDOT post and hitting two of these posts at the same time in most cases would impart too much energy to the vehicle and would not meet minimum breakaway standards. These special considerations are included in Standard Plans 903 which contains all of the fabrication and installation details for Wide Flange Posts, however, due to their critical nature they are also listed here:

:* Wide Flange Post Designs #1 and #2 have no minimum post spacing requirements.
:* Wide Flange Post Designs #1 or #2 shall not be installed in three post configurations supporting signs less than 11 feet width.

:* Wide Flange Post Designs #3, #4, #5 and #6 shall be spaced at least 7 ft. apart.

The post selection tool is designed to utilize two post installations over three post installations to help address minimum post spacing; it also reduces the number of footings which need to be constructed. However, there are some general rules based on sign size used to judge the number post for different size ranges of signs:

:* Signs between 6 ft. and 17 ft. wide will typically be supported on two posts
:* Signs wider than 17 ft. will typically be supported by three posts
:* Signs of any size are not recommended to be installed on one Wide Flange post

'''Standard.''' If Wide Flange posts are used, they shall be either a structural #1, #2, #3, #4, #5 or #6 in design. The size and number of posts shall be determined using the post selection tools. Wide Flange posts shall be installed in accordance with Standard Plans 903.

==903.3.5 Secondary Sign Supports – Post Extensions==
'''Support.''' These supports are 3 in. aluminum I-Beam used to attach exit number panels to the top of, or to hang a secondary sign below, structural signs on new installations. Details of these posts are shown in the Standard Plans 903.

'''Option.''' There are occasions where modifications and/or additions must be made to existing sign installations where the existing posts are not long enough to support the new sign assembly. In these cases, it is permissible to utilize secondary sign supports to effectively extend the primary signposts to support signs a maximum of 3 feet taller than the existing primary signposts.

Secondary sign supports may only be used to allow taller signs to be installed on existing signposts if the signposts have the capacity to carry the larger sign based on signpost selection tools.

If a new sign assembly is more than 3 ft taller than the existing primary signposts, new signposts shall be installed.

==903.3.6 Backing Bars==
'''Support.''' Backing bars are typically used to support and stiffen wide flat sheet signs mounted on single signpost or to help support the individual signs which make up sign assemblies to form one unified sign assembly. Details for backing bars can be found in Standard Plans 903.

==903.3.7 Breakaway Assemblies==
'''Standard.''' All signposts installed on right of way shall meet federal breakaway standards and MoDOT standards. Signposts not meeting current standards, but met the standards at the time of their installation, may remain in place until the end of their service life.

Sign trusses and other large sign support structures that are not breakaway shall be protected by acceptable shielding, such as guard rail or barrier wall.

'''Support.''' 4 in. x 4 in. wood posts do not need any modification to be breakaway, however 4 in. x 6 in. and 6 in. x 6 in. wood posts will need to be cross drilled to meet breakaway standards. U-Channel posts do not require breakaway modifications if they are direct driven into the ground, however, if the ground stub and slice installation method is used the installation will need to be installed according to the Standard Plans 903 to meet breakaway requirements. PSST will require breakaway devices added in certain applications based on sign and number of posts used for an installation. The signpost selection tools will indicate when a breakaway is required for PSST posts. Pipe and Wide Flange posts have the breakaway devices integrated into the post design.

==903.3.8 Sign Orientation (MUTCD Section 2A.20)==
'''Support.''' The orientation of the face of a sign in relation to the driver and roadway is critical to visibility and legibility, especially at night. The effectiveness of the retroreflective sheeting on a sign can be negatively impacted if the orientation of the sign face is not correct, due to incorrect installation and/or a signpost being damaged and knocked out of alignment.

The orientation of a sign can also help reduce unwanted reflection or glare off of the sign face. The skew angle, shown in Standard Plans 903, is designed to help address this glare issue for tangent sections.

'''Guidance.''' Unless otherwise provided in the EPG, signs should be vertically mounted at approximately right angles to the direction of, and facing, the traffic that they are intended to serve, with an approximate 3 degree skew angle away from traffic.

Signs that are placed 30 ft. or more from the pavement edge should have a skew angle that is turned toward the road to improve the effectiveness of the retroreflective sheeting.

'''Option.''' While the standard skew angle is 93 degrees, the skew angle may be adjusted to maintain brightness and avoid glare for signs on curved sections of road. On roadways with significant grades, sign faces may be tilted forward or back from vertical position to improve the viewing angle.

==903.3.9 Sign Mountings (MUTCD Section 2A.21)==
'''Support.''' Attaching a sign properly to a sign support is critical in order to properly orient the sign in relation to the driver as well as provide a durable, long life installation.

'''Standard.''' Plastic/nylon washers shall be used between the heads of all twist fasteners (such as screws, bolts or nuts) and the sign face to protect the sheeting from the twisting action of the fasteners.

Signs shall be attached to each type of sign support in accordance with Standard Plans 903.

[[Category:903 Highway Signing|903.03]]

Category:140 Encroachments and Items Permitted on MoDOT’s Right of Way

2022-09-08T20:04:15Z

Kleins1: per TS Division

[[image:140 Items.jpg|right|450px]]
==140.1 Right of Way Encroachments, Maintenance Policy RDS(D1)==

State law allows the Commission to prohibit encroachments on state right of way. Right of way encroachment is defined as the placement and/or maintenance of unauthorized items, or the performance of unauthorized activities, on or extending over onto state right of way. Unauthorized items and activities include but are not limited to:
{|style="padding: 0.3em; margin-left:1px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="290px" align="right"
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|<center>'''Forms'''</center>
|-
|[https://modotgov.sharepoint.com/:w:/r/sites/mt/Shared%20Documents/Roadsides/Notice%20of%20Encroachment.docx?d=w4695b359b8a1465aa9650be17ef5442e&csf=1&web=1&e=PotyQ5 Notice of Encroachment RDS(D1)A]
|-
|
[https://modotgov.sharepoint.com/:w:/r/sites/mt/Shared%20Documents/Roadsides/Notice%20To%20Remove%20Encroachment.docx?d=w3e8d3c973f654d89aa8ff79b001ba6f9&csf=1&web=1&e=cD05xY Removal Notice RDS(D1)B]
|-
|<center>'''Flier'''</center>
|-
|[[media:UnauthorizedItemsoffRoadsidesFlier_2021.pdf|Unauthorized Items off Roadsides Flier]]
|}

'''Items: '''
::- Signs (political, garage sale, etc.)
::- Display materials (streamers, balloons, banners)
::- Trash containers
::- Fences

'''Activities: '''
::- Vehicle parking in restricted areas
::- Vending
::- Excavation
::- Construction

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

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

For permanent encroachments involving construction on the right of way, a written notice shall be sent to the owner by the district engineer. If the encroachment is not removed in a timely manner, a [http://sp/sites/mt/roadsides/_layouts/15/WopiFrame.aspx?sourcedoc={073BF584-812B-4F84-8DFD-02EA22F1AC16}&file=Notice%20To%20Remove%20Encroachment.docx&action=default&DefaultItemOpen=1 Notice to Remove Encroachment], including a deadline for removal, shall be sent to the owner by the district engineer. If the encroachment is not removed by the specified deadline, the district engineer shall refer the matter to the [http://sharepoint/support/cc/Pages/default.aspx Chief Counsel’s Office] for legal action. Sample encroachment notice letters and encroachment removal letters are available from the State Maintenance Engineer.

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

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

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

Any holiday decorations placed on state right of way must have a permit signed by personnel designated by the district engineer. No decorations can be placed over/span travel lanes or shoulders.

All actions regarding encroachments should be timely and fair.

Placement of markers and tablets requires approval. Additional information is available from the Roadside Section of the [https://modotgov.sharepoint.com/sites/mt Maintenance Division].

==140.2 Monuments, Maintenance Policy RDS(D2)==
MoDOT permits approved organizations (State Historical Society of Missouri, Federated Garden Clubs of Missouri and the Daughter's of the American Revolution) to place markers at approved locations along highways within the bounds of rest areas, roadside parks or turnouts. These markers are located for the purpose of honoring service men and women who served in a particular war or to designate points of historical interest.
[[image:140.2.1.jpg|right|180px]]
Placement of markers and tablets requires [[:Category:100 GENERAL#100.1 Construction Inspection Guidelines for MoDOT Organization and Committees|Commission]] approval.

===140.2.1 Blue Star Markers===

The Blue Star Memorial Highway is a plan conceived by the National Council of State Garden Clubs to create a living tribute to the men and women who served in the Armed Forces during World War II. Blue Star Memorial Highways are sponsored by the Federation of Garden Clubs in cooperation with MODOT.

Routes 36, 50, 6 and interstates 44 and 70 have been designated by Commission action as routes on which Blue Star Markers may be installed.

:'''1)''' Markers are furnished by the Federated Garden Clubs of Missouri, Inc.

:'''2)''' Markers may be installed in roadside parks or interstate rest areas, but not on operating right of way.

:'''3)''' Markers are to be erected by MoDOT

:'''4)''' MoDOT will provide maintenance for small problems associated with these markers

:'''5)''' Major repairs items are the responsibility of the Federated Garden Clubs of Missouri, Inc.

===140.2.2 State Historical Society Markers===
On November 1952, the Commission entered into an agreement with the Missouri Historical Society for the erection of markers along the highways of Missouri at points of great historic interest. The signs are generally located in a rest area, roadside park or at a specific location of historical interest.

The signs state “Erected by State Historical Society of Missouri and the Missouri Highways and Transportation Commission” at the bottom of the sign. The signs are to be provided by the State Historical Society.

'''Maintenance Responsibilities'''

Both signs on the right of way and off the right of way are to be maintained by the department. District Maintenance forces are responsible for the installation, inspection and maintenance of Sate Historical Markers. The signs should be regularly inspected for any needed repair or maintenance. Minor maintenance and cleaning should be performed as needed. If the sign and/or posts are beyond repair and need replacement, the district shall contact the State Historical Society of Missouri. The society should be informed of the situation and what materials need to be replaced. It will be their responsibility to decide if the repairs will be made or if the monument should be removed.

The State Historical Society is also responsible for any major repair items such as replacement of the sign, post or pedestal. This will include supplying the materials needed for the repair.

===140.2.3 Daughters of the American Revolution===
The Daughters of the American Revolution (DAR) has placed various markers along highways throughout the state to designate the Boone’s Lick Trail, Sante Fe Trail and other historical events. MoDOT will routinely maintain the markers and will repair and replace them with the necessary parts provided by others. The local chapter of DAR should be contacted if extraordinary maintenance or relocation of the marker becomes necessary. A list of DAR markers in place is available from the Roadside Section of the [https://modotgov.sharepoint.com/sites/mt MoDOT Maintenance Division].

==140.3 Guidelines for Installation of Banners on Lighting Poles==

Banners may be allowed on MoDOT right of way if the following conditions are met:

:* All requests shall come from a city or a county
:* The city or county shall be responsible for installing and maintaining the banners by MoDOT permit
:* The requestor of the banners shall certify with a structural analysis, stamped by a Missouri Professional Engineer, that banners installed on MoDOT light poles will not be overstressed according to the latest AASHTO specifications
:* A structural analysis shall be performed for each MoDOT light pole type that the banners will be attached to
:* If a banner is to be installed on a pole that is not owned or maintained by MoDOT, a letter shall be required from the owner of the pole (i.e. the utility company) stating it is okay to install the banner
:* The banners shall not contain advertisements of any kind
:* Sponsorships are restricted to city or county names and/or logo only. Other sponsorships may be allowed with a Growing Together agreement
:* The banner message shall comply with all state and federal laws and be devoid of any website address
:* Electrified displays shall not be allowed on banners or light poles, and
:* The requester shall remove the banners once the banners begin to deteriorate or look bad, as deemed by MoDOT.

Banners shall not be installed on:
:* Traffic signal heads and supports
:* Any [[903.5 Regulatory Signs|regulatory]], guide or [[903.6 Warning Signs|warning]] sign
:* [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)|Changeable message signs]]
:* Traffic control device posts or structures
:* Any site where the banner would obscure the ability of a driver to detect and understand existing traffic control devices, or
:* Poles located on the interstate system.
[[image:140.3.jpg|right|300px|thumb|<center>'''Growing Together banners must be attached to a street light pole''']]
Any banners that are not in compliant with this policy shall be removed either by the owner of the banner or by MoDOT. If the owner of the banner is working with MoDOT to get the banners in compliance, the non-compliant banners may be left in place until a structural analysis or a Growing Together agreement is completed.

As stated above, banners shall not contain advertisements. However, sponsorships other than city or county names or logos may be allowed. In order for a banner program to be able to include other sponsorships, the banner requestor shall enter into a Growing Together program agreement with MoDOT. With this program, MoDOT will allow banners with sponsorships as an alternative to the standard GROWING TOGETHER sign in return for a beautification project or other benefit to the highway system. Projects may include mowing, planting of flowers/shrubs, snow plowing, building of sidewalks, etc. or any combination of these. Each sponsor shall only be allowed one banner or pair of banners per direction of travel. The sponsorship shall be devoid of logos, slogans or directions and will all use a standard font. The Growing Together logo shall also be incorporated into the banner. For more information about the Growing Together program, contact the Roadsides section of the [https://modotgov.sharepoint.com/sites/mt MoDOT Maintenance Division]. Refer to [[141.8 Sponsorship Programs|EPG 141.8 Sponsorship Programs]] for more information on MoDOT's Sponsorship Policy.

LPA:136.6 Environmental and Cultural Requirements

2022-09-07T14:10:51Z

Kleins1: /* 136.6.4.5.2.1 Sponsor Responsibilities */ per revision 3536

{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="360px" align="right"
|-
|<center>'''Figures'''</center>
|-
|[[media:136.6.1.docx|Fig. 136.6.1, Project Review Process flowchart]]
|-
|[[media:136.6.2.docx|Fig. 136.6.2, Key Environmental/Cultural Resources Compliance Milestones]]
|-
|[[media:136.6.3 Jan 18 2019.docx|Fig. 136.6.3, Environmental/Cultural Resources Compliance Checklist]]
|-
|[https://www6.modot.mo.gov/RERProject/ LPA Request for Environmental Review]
|-
|[[media:136.6.4 instructions 2021.pdf|Fig. 136.6.4, How to Complete the Request for Environmental Review]]
|-
|[[media:136.6.5.pdf|Fig. 136.6.5, Instructions for Preparing Categorical Exclusion Determination]]
|-
|[[media:136.6.6 2021.pdf|Fig. 136.6.6, Generalized flowchart of the Section 106 Process for Local Public Agencies]]
|-
|[[media:136.6.7 2017.docx|Fig. 136.6.7, Memorandum of Agreement for Mitigation of Adverse Effects]]
|-
|[[media:136.6.8 2013.doc|Fig. 136.6.8, LPA Section 4(f) Compliance Worksheet for Public Lands]]
|-
|[[media:136.6.9.doc|Fig. 136.6.9, Content of a Section 4(f) Evaluation]]
|-
|[[media:136.6.10.doc|Fig. 136.6.10, Diagram of Typical Floodplain]]
|-
|[http://sema.dps.mo.gov/programs/floodplain/documents/floodplain-develoment-permit.pdf Fig. 136.6.11, LPA Floodplain Development Permit]
|-
|[http://sema.dps.mo.gov/programs/floodplain/documents/no-rise-certification.pdf Fig. 136.6.12, Engineering “No-Rise” Certificate]
|-
|[[media:136.6.13.doc|Fig. 136.6.13, Procedures for “No-Rise” Certification for Proposed Development]]
|-
|[[media:136.6.14.docx|Fig. 136.6.14, Procedures for Environmental Clearance of Borrow Sites and Other Disturbed Areas Outside Right of Way]]
|-
|[[media:136.6.15_e106_Example_2022.pdf|Fig. 136.6.15, Example e106 Form]]
|-
|[[media:136.6.16 2018.pdf|Fig. 136.6.16, LPA Project Checklist for Adverse Effects]]
|-
|[[media:136.6.17.docx|Fig. 136.6.17, Sample LPA Transmittal of MOA Letter]]
|-
|[[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18, Threatened and Endangered Species Federal Aid Transportation Submittal Checklist]]
|-
|[[media:Fig. 136.6.19.pdf|Fig. 136.6.19, August 2018 MoDOT USFWS Threatened and Endangered Species Habitats]]
|-
! <center>'''Other Figures and Information for EPG 136.6'''</center>
|-
|[http://www.achp.gov/archguide.html Advisory Council “Model MOA”]
|-
|[https://epg.modot.org/forms/DE-Env&Cultural/Categorial%20Exclusion%20Form.dot Categorical Exclusion Determination]
|-
|[http://www.dnr.mo.gov/forms/780-1718_inst.pdf Instructions for Completing the SHPO 106 Survey Memo]
|-
|[[Media:127.11 Form AD 1006.DOC|Farmland Conversion Impact Rating]]
|-
|[https://www.gpo.gov/fdsys/pkg/FR-2017-01-06/pdf/2016-31355.pdf Nationwide 404 Permit for Minor Road Crossings (NWP 14 Linear Transportation Projects)]
|-
|[http://www.modot.org/business/lpa/cert_train.htm NEPA Training video] - scroll down to bottom left
|-
|[http://www.achp.gov/apptoolkit.html Section 106 Applicant Toolkit] - this Advisory Council on Historic Preservation's toolkit provides additional and supplemental info for the Section 106 process
|-
|[http://www.dnr.mo.gov/forms/780-1718.pdf State Historic Preservation Office’s Section 106 Survey Form]
|-
|[http://www.dnr.mo.gov/forms/780-1027-f.pdf State Historic Preservation Office’s Section 106 Project Information Form]
|-
|<div id="PowerPoint Tutorials"></div>
|-
! <center>'''"How To" PowerPoint Tutorials'''</center>
|-
|[[media:136.6 How to Complete the Application.ppt|How to Complete the Application for Section 106 Clearance]]
|-
|[[media:136.6 How to Document a Historic Bridge for Mitigation.pdf|How to Document a Historic Bridge for Mitigation]]
|-
|<center>'''Federal-Aid Essential Videos'''</center>
|-
|[http://www.fhwa.dot.gov/federal-aidessentials/catmod.cfm?category=develop Project Development]
|-
|[http://www.fhwa.dot.gov/federal-aidessentials/catmod.cfm?category=environm Environment]
|}

=136.6.1 Introduction=

Meeting environmental and cultural resource requirements and getting the necessary approvals and permits for local public agency (LPA) projects can involve multiple steps and varying lengths of time. Not meeting requirements in a timely manner can delay or even halt your project. You must obtain National Environmental Policy Act (NEPA) approval from the [http://www.fhwa.dot.gov/ Federal Highway Administration (FHWA)] before 35% plan completion. Before you can begin right-of-way acquisition for the project, you need concurrence from the State Historic Preservation Office (SHPO) that [[127.2 Historic Preservation and Cultural Resources|Section 106 (cultural resources)]] has been addressed satisfactorily. Some resources with specific requirements in addition to NEPA include historic buildings, archaeological sites, historic bridges, historic sites and parklands, wetlands and waterbody crossings, endangered species and conversion of farmland. Information on these topics and others can be found in this article and in the [http://www.modot.org/business/lpa/cert_train.htm NEPA Training video].

'''Roles and Responsibilities:''' MoDOT’s role in the project review process is to advise the LPA of requirements that must be met, review any NEPA submittals for completeness before forwarding to FHWA, and ensure that all needed permits, approvals, or other supporting documentation are obtained. The LPA is expected to provide complete and accurate information about the project. Complying with the applicable laws and regulations is the LPA’s responsibility. The LPA interacts with MoDOT through the designated district contact. For the occasional project that is classified as an Environmental Assessment (EA) or Environmental Impact Statement (EIS) under NEPA, a MoDOT environmental staff member will be a liaison between the LPA and FHWA. The liaison participates in project team meetings, is responsible for all communication with FHWA concerning the project, and helps ensure satisfactory compliance with NEPA. A flowchart summarizes the environmental/historic preservation project review process in [[media:136.6.1.docx|Figure 136.6.1]]. The timeframes needed to achieve key environmental/cultural resources compliance milestones are shown below and in [[media:136.6.2.docx|Figure 136.6.2]] (landscape format to print for reference). [[media:136.6.3 Jan 18 2019.docx|Figure 136.6.3]] contains a helpful checklist to guide the LPA through this process.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
!style="background:#BEBEBE" colspan="4"|Key Environmental/Cultural Resources Compliance Milestones
|-
! style="background:#BEBEBE" |Task/Submittal!! style="background:#BEBEBE" |LPA Responsibility !! style="background:#BEBEBE" |MoDOT Responsibility!! style="background:#BEBEBE" |MoDOT Timeframe
|-
|Obtain NEPA classification||Provide adequate project information with Request for Environmental Review||Provide classification|| 30 days
|-
|Complete NEPA documentation if required:<br> 1. Programmatic CE (no documentation required)<br>2. Letter CE<br> 3. CE2<br>4. EA<br>5. EIS ||Prepare and submit required documentation|| Review documentation, provide comments, and submit documentation (revised by LPA as needed) to FHWA || 1. Programmatic CE – 4 weeks<br>2. Letter CE – 6 weeks<br>3. CE2 – 10 weeks <br>4. EA – 18 months <br>5. EIS – 36 months
|-
|Comply with Section 106 (cultural resources)||Obtain SHPO's concurrence||Ensure Section 106 compliance||Generally, 10 weeks<br>* Can take 6–12 months if SHPO finds adverse effect
|-
|Section 4 (f)<br>1. Historic bridge programmatic<br>2. Public land prog. or ''de minimis''<br>3. Full draft and final evaluation ||1. Prepare MOA<br>2. Provide documentation<br>3. Provide documentation||1. Review MOA<br>2. Review & submit to FHWA<br>3. Review & submit to FHWW ||1. 6 months<br>2. 60 days <br>3. 12 months
|-
|Comply with Clean Water Act Sections 404 and 401||Obtain permits||Ensure compliance||Nationwide: 6–8 weeks<br> Individual: 4–6 months
|-
|Comply with Endangered Species Act||Consult with MDC and obtain clearance letter||Review consultation|| 1–6 months
|-
|Floodplains||Contact local floodplain administrator for any needed permits||Ensure compliance|| 1–6 months
|-
|Comply with Clean Water Act Section 602||Obtain NPDES permit||Ensure Section 602 compliance|| 1–3 months
|-
|Comply with env. laws regarding use of borrow & spoil sites||Comply with applicable laws||Ensure compliance with applicable laws|| Varies according to law
|-
|Hazardous waste||Determine presence, contact DNR if hazardous materials are found||Ensure compliance|| 1 month
|-
|Comply with Farmland Protection Policy Act (FPPA)|| Obtain Farmland Rating||Ensure FPPA compliance|| 6 weeks
|-
|Environmental Justice, Title VI, ADA, etc.||Ensure compliance||Ensure compliance|| 1 month
|-
|Noise|| Complete noise study if necessary|| Ensure compliance|| 1–6 months
|-
|Comply with Clean Air Act||Ensure Clean Air Act compliance, model if necessary||Ensure Clean Air Act compliance||6–12 months if modeling required
|-
|Public Involvement|| Provide planned or completed public involvement|| Ensure compliance with [[:Category:129 Public Involvement|EPG 129 Public Involvement]]|| 1-8 weeks
|}

=136.6.2 National Environmental Policy Act (NEPA) Classification=

The LPA must submit the [https://www6.modot.mo.gov/RERProject/ LPA Request for Environmental Review (RER)] to the MoDOT district contact within 60 days of preliminary engineering (PE) obligation for all federal-aid projects. [[media:136.6.4 instructions 2021.pdf|Fig. 136.6.4, How to Complete the Request for Environmental Review]] presents instructions to guide the LPA through the RER process. The RER initiates MoDOT environmental and historic preservation staff’s review of the project to determine the appropriate NEPA classification. The district contact will notify the LPA of the project’s classification as well as other environmental permits and clearances the LPA must obtain.

Since the environmental classification is based on the scope of the project and expected magnitude of impacts, providing all information requested on the form is vital to getting the NEPA classification as early as possible. Whenever the project scope or location changes or more than a year has passed since MoDOT’s environmental and historic preservation staff reviewed the RER, the LPA will submit to the MoDOT district contact a new RER that describes and shows any changes. Based on that information, the project will be reexamined. A completed and approved NEPA document has a limited shelf life of three years from the date on the NEPA document. If construction obligation has not occurred within three years of the date on the NEPA document/date, a new RER must be filled out and reviewed and a new NEPA document/date will be issued. After obtaining approval of a ROD, FONSI, or CE determination and before requesting any major approvals or grants, the LPA shall consult with MoDOT to establish whether the approved environmental document or CE designation remains valid for the requested FHWA action. These consultations will be documented when determined necessary by FHWA.

The basic NEPA classifications are:

:* Categorical Exclusion (CE)—typically sufficient for projects that do not individually or cumulatively have a significant environmental effect. Most projects will be classified as CEs.

:* Environmental Assessment (EA)—required for projects in which the environmental impact is not clearly established. Projects such as a two-lane relocation or adding lanes to an existing highway corridor generally require an EA.

:* Environmental Impact Statement (EIS)—required for projects that may have significant adverse impacts or that are controversial. Projects such as a new controlled-access freeway, a highway project of four or more lanes on a new location, or new construction or extension of a separate roadway for buses or high occupancy vehicles not located within an existing highway facility typically require an EIS.

=136.6.3 Categorical Exclusion (CE) =

The majority of transportation projects in Missouri are classified as categorical exclusions (CEs) and are completed as a programmatic CE (PCE) or a CE2. Approximately 96% of LPA projects have been classified as programmatic CEs, with the remainder classified as CE2s and very rarely as an EA or EIS (see [[127.14 National Environmental Policy Act (NEPA) Classification and Documents#127.14.5 NEPA Glossary|EPG 127.14.5 NEPA Glossary]]).

An agreement with FHWA allows MoDOT to automatically classify specific types of projects that require no more than 5 acres of new right of way and/or easements combined, or exceeds one of the thresholds, as PCEs. PCEs do not require FHWA review. MoDOT and FHWA executed the newest [[media:127.14.3.1 2021.pdf|programmatic agreement]] on September 22, 2021. The thresholds that cannot be exceeded are contained within the agreement. If a project exceeds one of the thresholds, a CE2 must be approved by FHWA.

For projects that require over 5 acres of new right of way and/or easements combined, or exceeds one of the thresholds, MoDOT will advise the LPA to complete a [https://epg.modot.org/forms/DE-Env&Cultural/Categorial%20Exclusion%20Form.dot CE2 Form] describing the project, the impacts expected from the project, and mitigation to compensate for the project’s impacts. The Form requests information such as the federal project number, route, county, project termini and length, project description, current and future average daily traffic (ADT), right of way and easement needs, displacements/relocations, a location map, and any other associated attachments. [[media:136.6.5.pdf|Fig. 136.6.5, Instructions for Preparing a CE2 Form]], guides the LPA through the process. For FHWA to concur that the project is a CE2 instead of an EA or EIS, the CE2 document must clearly demonstrate that the project will not have significant impacts and therefore, is categorically excluded from the requirement to prepare an EIS or EA. MoDOT will notify the LPA of the CE2 approval, request for more information, or FHWA’s decision that an EA or EIS needs to be prepared.

=136.6.4 Beyond NEPA—Complying with Other Federal and State Environmental Laws and Regulations=

The resource-specific information that follows is intended to aid the LPA in complying with federal and state environmental laws and regulations. Ultimately, the LPA is solely responsible for compliance with all applicable laws and regulations, regardless of the information, or lack thereof, included here. The LPA must ensure that all commitments specified in environmental documents are identified in plans and job specifications as appropriate. The LPA is also responsible for implementing all commitments and monitoring included in environmental documents.

==136.6.4.1 Section 106 (Cultural Resource) Compliance ==
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="310px" align="right"
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|'''Useful Section 106 Websites'''
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|[http://www.achp.gov/work106.html Advisory Council on Historic Preservation]
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|[http://www.dnr.mo.gov/shpo/sectionrev.htm Missouri State Historic Preservation Office]
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|[http://www.environment.fhwa.dot.gov/histpres/index.asp Federal Highway Administration]
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|[http://www.modot.org/ehp/HistoricPreservation.htm MoDOT Historic Preservation Section]
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[[127.2 Historic Preservation and Cultural Resources|Section 106 of the National Historic Preservation Act (NHPA) of 1966]] requires the consideration of the potential impacts of federally funded or permitted projects to significant cultural resources. Cultural resources include archaeological sites, buildings, structures (e.g., bridges), objects or historic districts. The significance of a cultural resource is evaluated by applying a specific set of criteria that is set forth by the [http://www.nationalregisterofhistoricplaces.com/faq.html National Register of Historic Places]. Cultural resources that meet the criteria of eligibility for listing on the National Register are referred to as “historic properties.” Failure to comply with Section 106 requirements could jeopardize federal funding and permits for a project. Section 106 encourages, but does not mandate, the preservation of historic properties. The goal of Section 106 is to ensure that preservation values are factored into the planning process for all federally funded or permitted projects. Compliance with Section 106 requires three things:

:1. ''Identify historic properties.'' Determine project’s area of potential effects (APE), identify cultural resources within the APE, and evaluate historic significance of these cultural resources;

:2. ''Assess adverse effects.'' Assess if the project will have an adverse effect on historic properties; and

:3. ''Resolve adverse effects.'' Avoidance, minimization, and/or mitigation of any project adverse effects on historic properties.

[[image:136.6.4.1.jpg|center|750px]]

Additional information on the Section 106 process is available on the webpages of the [http://www.achp.gov/work106.html Advisory Council on Historic Preservation] and the [http://www.dnr.mo.gov/shpo/sectionrev.htm Missouri State Historic Preservation Office].

[[media:136.6.6 2021.pdf|Fig. 136.6.6]] illustrates the steps that the LPAs should follow to comply with Section 106.

===136.6.4.1.1 Step 1, Determine Need for Cultural Resource Investigations===

The LPA must submit the [https://www6.modot.mo.gov/RERProject/ LPA Request for Environmental Review (RER)] within 60 days of preliminary engineering (PE) obligation for all federal-aid projects. [[media:136.6.4 instructions 2021.pdf|Fig. 136.6.4, How to Complete the Request for Environmental Review]] presents instructions to guide the LPA through the RER process. The RER submittal initiates the Section 106 review.

MoDOT has hired a consultant to oversee the LPA Section 106 compliance. The basic process is:

:1. The LPA should submit their Request for Environmental Review (RER). The consultant will review the RER and determine if the job Section 106 compliance is covered by the Section 106 agreement document on Minor Highway Projects.

::A. If it is the consultant will state on the RER that the project has Section 106 clearance and list the Stipulation and the date the decision was made.

::B. If the project is not covered by the Minor Highway Projects agreement, the consultant will state on the RER that a Section 106 investigation and submittal to SHPO is required.

:2. If a Section 106 investigation is required, the LPA will then move to [[#136.6.4.1.2 Step 2, Cultural Resource Investigations|EPG 136.6.4.1.2 Step 2, Cultural Resource Investigations]].

::A. The consultant will review the LPA’s (or their consultants) Section 106 submittal before it is sent to SHPO.

::B. If the Section 106 finding is “no historic properties affected” or “no adverse effect to historic properties and the State Historic Preservation Office concurs with this finding the Section 106 process has been completed.

::C. If the finding is “adverse effect to a historic property,” the LPA will then need to negotiate and execute a Section 106 agreement document (e.g., Memorandum of Agreement or Programmatic Agreement).

:3. If a Section 106 agreement document is required, the LPA will then move to [[#136.6.4.1.3 Step 3, Preparation of the Memorandum of Agreement|EPG 136.6.4.1.3 Step 3, Preparation of the Memorandum of Agreement]].

::The consultant will also oversee the LPA’s (or their consultants) consultation and development of the Memorandum of Agreement.

[[image:136.6.4.1.1 Historic Bridge.jpg|center|750px|thumb|<center>'''The Historic Big Creek Bridge – an 8-panel, pin-connected Camelback through truss bridge</center>''']]

===136.6.4.1.2 Step 2, Cultural Resource Investigations===

'''If the SHPO requests a Section 106 survey the LPA will need to hire a qualified [http://www.dnr.mo.gov/shpo/consultants.htm cultural resource consultant] or staff member to conduct the survey and to submit a report of their findings to the SHPO.'''

'''Step 2a. The Cultural Resource Survey'''

:a. Cultural resource surveys typically are limited to the area of potential effects (APE) (i.e., For archaeology, this is the maximum footprint of the project consisting of proposed and existing right of way, and permanent and temporary easements) and any off-site areas, if known, (e.g., borrow, staging, wasting, etc.). For architectural resources, the APE may include the limits of the project plus a buffer around the project area so indirect effects of the project are considered (usually 50 ft in urban settings and 100 ft in rural settings).

:For archaeological resources, the APE is the maximum footprint of the project consisting of existing and new right-of-way, and temporary and permanent easements.

::1. An architectural survey consists of photographing buildings within the architectural APE and providing descriptions and historical information about those buildings constructed more than 50 years ago. In addition to buildings, features associated with a property such as gateposts, hitching posts, outbuildings, signage, etc. should be included in the photographic coverage. Clear photographs, which show the resource clearly, should be included in the survey report. Photographs taken out of car windows or where the resource is hidden behind vegetation are not acceptable.

::2. A Phase I archaeological survey is an intensive, systematic, investigation of the APE of the proposed project to identify any archaeological site that may be affected by the proposed project. If there is good surface visibility (e.g., a plowed field), archaeological sites may be identified by a pedestrian survey, which consists of archaeologists walking the area to examine what is exposed on the surface. If there is poor surface visibility (e.g., a pasture) the archaeologists use shovel or auger tests to look for artifacts. Shovel tests are small hand-dug holes about 12 inches wide and up to 24 inches deep, while auger tests are 8-inch diameter holes up to 6 feet deep. In most survey areas, shovel tests or auger tests will be excavated at 50 foot intervals. The excavated soil is examined for artifacts and other evidence of prehistoric or early historic archaeological sites.

::Phase II archaeological site testing will be needed if any potential National Register eligible sites are encountered in the APE that could be impacted by the proposed project. The Phase II is a limited archaeological excavation of a site to determine its significance and whether it meets National Register eligibility standards. The standard method for testing an archaeological site is the hand-excavation of test units. Test Units are usually 3 ft. x 3 ft. or 3 ft. x 6 ft. in size and are dug usually to a depth of 3 to 4 feet. These test units are excavated to search for intact artifact deposits and/or features (e.g., hearths, storage pits, hut basins, etc.) that would provide information about the people whose activities had created the site. The archaeological consultant will need to consult with SHPO and MoDOT on the proposed Phase II testing strategy before it is implemented. A Phase II investigation takes approximately 1-2 weeks per site.

:b. Reporting the results of the cultural resource survey should follow the SHPO [http://www.dnr.mo.gov/shpo/docs/MO_phase1_guide.pdf “Guidelines for Contract Cultural Resource Survey Reports”]. The standard method to submit the results is the [http://www.dnr.mo.gov/forms/780-1718.pdf SHPO Section 106 Memo]. Directions in completing this memo are provided on [http://www.dnr.mo.gov/shpo/sectionrev.htm SHPO’s website]. Additional [http://www.dnr.mo.gov/shpo/archisurvey.htm SHPO guidance on requirements for architectural surveys] is posted on the SHPO website, including [http://www.dnr.mo.gov/forms/780-2125-f.pdf the Architectural/Historic Inventory Form] that should be used for buildings that are believed to be eligible for listing on the National Register of Historic Places.

:c. The Section 106 submittal will be reviewed and commented on by SHPO. SHPO has by law 30 calendar days to respond.

::1. If no cultural resources were identified, the SHPO usually will respond “no historic resources affected.” The Section 106 process is complete and no further action is necessary.

::2. If cultural resources were identified, their eligibility for the National Register of Historic Places (National Register) must be determined.

::3. In some cases, additional field investigations and /or historical research may be required for the cultural resource professional to determine resource eligibility.

The SHPO comments only apply to the project as submitted. Any changes to the project may require a supplemental submittal to SHPO regarding these changes (e.g., project limits, significant modifications to the nature of the project, etc.). Any subsequent communication with SHPO should include the Project Number assigned by SHPO to the original submittal.

If human remains are encountered during any fieldwork, the LPA and consultants must comply with state burial laws ([https://revisor.mo.gov/main/OneSection.aspx?section=194 RSMO 194] – unmarked remains or [https://revisor.mo.gov/main/OneSection.aspx?section=214 RSMO 214] – cemeteries). This requires initially contacting local law enforcement. If the human remains are not part of a crime scene, jurisdiction of the remains and disturbance of them falls on either local courts (RSMO 214) or the SHPO (RSMO 194). Consultation with appropriate American Indian tribes should be required if the human remains are believed to be of Native Americans – either prehistoric or historic. The LPA must contact FHWA prior to any consultation with Indian tribes. FHWA, as the Federal agency, is legally responsible for the tribal consultation process. The LPA may only consult directly with an Indian Tribe if authorized by FHWA.

'''Step 2b. Determination of Eligibility'''

'''If cultural resources are present, the LPA, in consultation with SHPO and FHWA/MoDOT, determines whether a cultural resource meets the eligibility requirements of the National Register. A cultural resource professional may need to conduct additional investigations to evaluate the eligibility of some resources. The cultural resource professional will need to consult with the MoDOT Historic Preservation staff on the proposed testing plan for an archaeological site before implementing it.'''

Readily available information can often be used to determine the National Register eligibility of identified cultural resources. This information should consist of the results of the cultural resource survey, any subsequent investigations, or other available information such as pictures and available history of structures. If the adverse effects to the potentially National Register eligible cultural resource cannot be avoided by the project the National Register eligibility determination is included in the Section 106 submittal.

:a. The SHPO is requested to concur or disagree with the National Register eligibility of a cultural resource. The cultural resource professional should provide an assessment of resource eligibility.

:b. If SHPO, LPA, and FHWA/MoDOT agree that a cultural resource is not eligible for the National Register, the Section 106 process is complete. No further action is necessary.

:c. If SHPO, LPA, and FHWA/MoDOT agree that a cultural resource is eligible for the National Register, a determination of effect (Step 2c) is made next.

::1. If SHPO, LPA, and FHWA/MoDOT disagree on the eligibility of a resource, the LPA should request the FHWA to contact the Keeper of the National Register of Historic Places (Keeper) for a definitive opinion. If the FHWA decides that the Keeper needs to be consulted they will provide the LPA with a list of the required documentation. This process can be lengthy (up to six months), so it should be avoided if possible.

::2. If the Keeper finds that the resource is not eligible, the LPA no longer needs to consider the project’s effects to that specific resource.

'''Step 2c. Determination of Effect'''

'''If historically significant cultural resources are present, the LPA, FHWA/MoDOT, and SHPO will determine the effect of the project on each National Register eligible property (called “historic property”). '''

The effect of a project on a historic property should be determined through consultation among the LPA, SHPO, and FHWA/MoDOT, using the criteria of adverse effects found at 36CFR800.4(1) and the examples of adverse effects found at 36CFR800.4(2). There will be a determination of either “no historic properties affected,” “no adverse effect” or “adverse effect.” The LPA will provide its opinion regarding effect along with its evaluation of eligibility to the SHPO for their concurrence. If the SHPO concurs with the LPA, this finding will be transmitted to the FHWA. If there is a disagreement among the LPA and SHPO, FHWA and MoDOT may be brought into the discussions to help facilitate an agreement.

:a. No Adverse Effect – If the finding is that the project effect is not adverse upon the historic property(ies), the Section 106 process is complete.

:b. Adverse Effect – If the project effect is adverse to the historic property(ies) (i.e., adversely affecting the characteristics that make it eligible for listing on the National Register), the LPA will consult with the SHPO on avoidance or mitigation of the adverse effect. It may be possible to redesign portions of the project to avoid adverse impacts to the historic property. The LPA will explore avoidance options, continued use, or rehabilitation of the historic property (not necessary for most archaeological sites). In addition, the public (interested parties, holders of permits, owners of affected lands, and private individuals) may be allowed to review and comment on the project, and participate in the decision-making process.

If the SHPO concurs with the results of the Section 106 Survey submittal being “no historic properties affected” or “no adverse effect to a historic property,” Section 106 compliance is completed. The date of the SHPO letter would be used as the Section 106 compliance date. If the result of the survey is “adverse effect to a historic property” the LPA precedes with Steps 3 and 4.

If the project changes after receipt of the SHPO letter with a “no historic properties affected” or “no adverse effect to a historic property” concurrence, the project must be resubmitted to the SHPO with the changes to the project identified. '''A change in the scope of the project may change the effects of the project on historic properties.'''

In instances where a project has an adverse effect, prior to continuing to the next step, the Advisory Council on Historic Preservation (Council) must be notified of the adverse effect and be invited to participate in consultation for the development of a Memorandum of Agreement (MOA). The [[media:136.6.16 2018.pdf|LPA Project Checklist for Adverse Effects]] for Addressing Adverse Effects under Section 106 and “use” under Section 4(f) summarizes the steps the LPA must complete and which agencies will be involved in reviewing information. The LPA should complete the e106 form following the Directions, except leave Section 4 blank (see [[media:136.6.15.docx|Fig. 136.6.15, the example e106 form]]). The form should be e-mailed, along with supporting documentation to MoDOT for review. Once the form meets MoDOT approval, it will be forwarded to FHWA to be submitted to the Council, which has two weeks to respond.

The Council will become involved in consultation if the project has:

:1. Substantial impacts on historic properties, meaning that nationally significant properties or unusual properties are present or there are a large number of properties being affected by the project, including multiple properties within a historic district;

:2. They may become involved if the project presents questions about Section 106 policy or how the Section 106 regulations are interpreted;

:3. The project has the potential for presenting procedural problems. Procedural problems could include substantial public controversy, disputes among the consulting parties, likely litigation, or requests for Council involvement by consulting parties; or

:4. The project presents issues of concern to Indian tribes.

If an adverse effect cannot be avoided for certain kinds of historic properties, FHWA may determine that a Section 4(f) evaluation must be completed. Cultural resources requiring Section 4(f) evaluation are typically architectural or bridge resources, or archaeological sites that warrant preservation in place (usually mortuary sites). [http://environment.fhwa.dot.gov/4f/index.asp Section 4(f) of the Department of Transportation Act of 1966] states that a transportation project requiring the use of publicly owned land of a public park, recreation area, wildlife and waterfowl refuge, or a historic site (i.e., a “historic property” as defined by Section 106) may be approved only if:

:1) There is no prudent and feasible alternative to using that land; and

:2) The project includes all possible planning to minimize harm to the park, recreation area, wildlife and waterfowl refuge, or historic site resulting from the use.

Section 4(f) is unique to Department of Transportation projects and is a process that can take up to 12 months. The LPA should make sure it works closely with MoDOT and FHWA if there is a possibility of a need for a Section 4(f) Evaluation. Information on the Section 4(f) Evaluation process is provided elsewhere in EPG 136, however if the project is a bridge replacement and the only Section 4(f) issue is the bridge, MoDOT Historic Preservation will complete the Programmatic Section 4(f) evaluation documentation for FHWA review, using information provided by the LPA.

[[image:136.6.4.1.3.jpg|center|750px|thumb|<center>'''Portal View of the Historic Big Creek Bridge</center>''']]

===136.6.4.1.3 Step 3, Preparation of the Memorandum of Agreement===

'''If historic properties will be adversely affected by the project, the LPA will coordinate with the MoDOT Historic Preservation staff, SHPO and FHWA in preparation of a Memorandum of Agreement (MOA). Section 106 is not complete until an MOA is executed and the stipulations are completed.'''

The steps involved in developing an MOA and providing the information necessary for a Programmatic Section 4(f) Evaluation (if the adverse effect is to a historic bridge) are also detailed in the LPA Project Process Checklist for Addressing Adverse Effects under Section 106 and “use” under Section 4(f).

If adverse effects to a historic property cannot be avoided, a MOA will be prepared through consultation with LPA, FHWA, MoDOT, the SHPO, and other appropriate consulting parties. The MOA will document the stipulations to be carried out to mitigate the adverse effect upon the historic property(ies), including the appropriate level of documentation for the resource. If the resource is a bridge, the ''Levels of Bridge Documentation (State Level) for Section 106 Mitigation of Adverse Effect'' (Bridge Documentation Standards) should be referenced including the level at which the bridge will be documented. It is a legally binding agreement document that is signed by the signatory parties (usually the FHWA, SHPO and the LPA). [[media:136.6.7 2017.docx|Fig. 136.6.7]] provides an example of a MoDOT bridge MOA and the [[media:136.6.15.docx|e106 form]]. In addition, the Council provides a “model MOA” for archaeological data recovery on its website.

'''If the adverse effect is to a Native American archaeological site, the FHWA must consult with the Indian tribes with a historical interest in the project area and provide them an opportunity to participate in the consultation process.'''

:a. The MOA process is started by the LPA’s preparation and submittal of a draft MOA and the e106 form updated to include consultation that may have occurred on the project since the Council notification occurred, and an Alternatives Analysis (for bridge projects). The documents are forwarded to MoDOT Historic Preservation for review and comment.

:b. The Alternatives Analysis must include the following information (for additional information on the alternatives that must be considered, consult the [https://www.environment.fhwa.dot.gov/4f/4fbridge.asp FHWA Programmatic Section 4(f) Web-page]):

::1. A description of the purpose and need for the project;
::2. A description of the current condition of the bridge;
::3. A discussion of the do nothing alternative
::4. A discussion of the rehabilitation option for the bridge;
::5. A discussion of an alternative that would save the bridge by realigning the road to avoid the bridge;
::6. A discussion of an alternative that would relocate the bridge to another location to save it (can include discussion of the advertising efforts and their results)
::7. Rough cost estimates for the alternatives, including construction and right of way.

:c. When the MOA is satisfactory, MoDOT will inform the LPA, SHPO and FHWA that it is satisfactory. If the Council has responded, the LPA can begin the process of signing the MOA. The LPA should prepare a copy of the MOA for each signatory.

:d. If the adverse effects are to a Native American archaeological site, FHWA will provide a copy of the draft MOA and accompanying information to Indian tribes with historical interest in the project area or attach religious and cultural significance to the site to provide them the opportunity to participate in the consultation process.

:e. The LPA will send the signed MOA to the SHPO, using text similar to the [[media:136.6.17.docx|sample letter]] and copy MoDOT and FHWA on the transmittal letter. The SHPO will sign the MOA and forward it to the FHWA for execution, copying MoDOT and the LPA on the transmittal letter. The MOA is considered to be executed upon FHWA signature, who is the last party to sign the document (general signatory order is LPA, any other invited signatories, SHPO and then FHWA).

:f. Once the MOA is executed, MoDOT will prepare the Programmatic Section 4(f) evaluation for bridge projects and submit it to FHWA (see the LPA Project Process Checklist for Addressing Adverse Effects under Section 106 and “use” under Section 4(f) for further details of how Section 4(f) fits into the Section 106 process).

If Steps 3 and 4 are required, the date the MOA is executed can be used as the Section 106 compliance date when requesting authorization to proceed from MoDOT and FHWA.

===136.6.4.1.4 Step 4, Mitigation of Adverse Effect===

'''The LPA will implement and fulfill the stipulations of the MOA. Ultimately, the SHPO must concur that the stipulations of the MOA have been satisfied. '''

Following the execution of the MOA, the LPA will implement stipulations of the MOA to mitigate the adverse effects upon the historic property(ies). The following mitigation measures have been used on various projects:

<u>'''Bridges and Architectural Resources'''</u>

The LPA and FHWA consult with the SHPO to determine the level and kind of documentation required for the historic property during the development of the MOA: Historic American Engineering Record (HAER) documentation, Historic American Building Survey (HABS) standards, or state-level documentation, as identified in the [http://sharepoint/sites/de/epg/Lists/EPGResponse/Attachments/243/Bridge%20Documentation%20Standards_28_May_2015.pdf ''Levels of Bridge Documentation (State Level) for Section 106 Mitigation of Adverse Effects (Bridge Documentation Standards)'']. For most of these historic properties the state-level documentation is selected as the preferred method for recordation.

Bridges are advertised (in compliance with MAP-21) for availability and offered to interested parties for reuse in place or at an alternate location, but will be demolished if no one expresses a reasonable interest. The bridge should be advertised on MoDOT’s [http://www.modot.org/freebridges/ Free Bridges webpage] for a minimum of 60 days, which can be done in coordination with MoDOT Historic Preservation staff, as well as direct marketed to local governments, historical or preservation societies and trail groups in the area. The SHPO should be consulted regarding the agencies the bridge will be direct marketed to (this can be done as part of the MOA consultation). The transfer of ownership or demolition of the bridge occurs after the archival photographs, or the selection of photographs, has been accepted by the SHPO as adequate for the resource.

The specific HABS/HAER guidelines can be found at the [http://www.nps.gov/history/hdp/standards/guidelines.htm National Park Service’s Heritage Documentation Programs website], but the basic documentation usually includes:

::1. Copies of original plans or drawings. If copies of the original plans are not available, measured drawings may be produced at a precise scale from actual dimensions recorded in the field. Drawings may be produced either by hand or with computer-aided drafting.

::2. Large-format photographs are produced as contact prints from 4x5 and 5x7 black-and-white negatives and color transparencies. The formats allow maximum enlargement with minimal loss of detail and clarity, and the black-and-white processing allows for archival stability.

::3. Written histories place the site or structure within the appropriate context, addressing both the historical and the architectural or engineering aspects of its significance.

Bridges should be documented to the Bridge Documentation Standard designated in the MOA. Guidance for researching, describing and photographing a historic bridge can be found in [[media:136.6 How to Document a Historic Bridge for Mitigation.pdf|How to Document a Historic Bridge for Mitigation]].

:If the SHPO recommends that the historic property be documented to the state level of documentation, the following information should be provided:

::1. 8 in. X 10 in. high-resolution black-and-white digital images (>600 dpi) to fully document overall views and details of the historic property. Photographs should be taken and processed according to [http://www.nps.gov/nr/publications/bulletins/photopolicy/index.htm standards for photographs] accompanying National Register documentation, including the appropriate considerations for paper and ink. It is a good idea to identify the paper and ink used, if possible. Digital, archival standard, compact discs with all views will be provided.

::2. A historic narrative and technical descriptions for the historic property.

::3. Plans or drawings for the historic property; specifically, floor plans for the historic building if it is architecturally significant and/or a copy of the original engineering construction plans for the historic bridge.

::4. The final documentation shall be provided to the SHPO along with archival digital discs containing the TIFF images and report PDF. Additional copies shall be provided to appropriate local historical groups, and retained by the LPA. Bound copies and/or CDs of the final documentation also will be available to others upon request.

{| style="margin: 1em auto 1em auto"
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|[[image:136.6.4.1.4 depot.jpg|400px|thumb|<center>'''Historic Marthasville Depot'''</center>]] ||[[image:136.6.4.1.4 restored depot.jpg|400px|thumb|<center>'''Restored Historic Marthasville Depot'''</center>]]
|}

The guidelines for [http://sharepoint/sites/de/epg/Lists/EPGResponse/Attachments/243/Bridge%20Documentation%20Standards_28_May_2015.pdf State Level Bridge Documentation Standards] are available. The general standards are described below. For all state level documentation photographs taken to NRHP standards are required.

:1. Level I documentation is for major rivers and their tributaries and includes in depth documentation of the history of the bridge, including describing its planning process, how it influenced social history, commerce, and other broad patterns of history. 8X10 inch photographs, bridge plans, and a bridge description are required.

:2. Level II documentation is a moderate level of documentation for small rivers and major creeks, with no significant association with historical events. It is anticipated that most bridges will be documented at this level. Historical documentation should document the engineering and transportation significance of the bridge including the planning for the bridge. 8X10 inch photograph, bridge plans and a brief description are required.

:3. Level III documentation consists of a well-documented inventory form with citations, and will be used for bridges over small streams away from populated areas, lettered routes in rural areas, and for bridges that may contribute to a historic district but not be individually eligible. The documentation includes 8X10 inch photographs, bridge plans and a bridge description.

:4. Level IV documentation is for bridges over small streams, creeks, highways or railroad crossings, that are not individually eligible but contribute to a larger historic property, and which have a low level of integrity; it is anticipated that few bridges will qualify for this level of documentation. This documentation consists of a documented inventory form, bridge plans and 5X7 inch photographs.

<u>'''Archaeological Sites'''</u>

If the adverse impacts to a National Register eligible archaeological site cannot be avoided (e.g., changes in roadway alignment, fencing, and burial under roadway fill) the usual mitigation measure is data recovery (i.e. site excavation). Excavation activities are typically limited to within the project limits. The guidance outlined in the Council’s publication, [http://www.achp.gov/archguide.html ''Recommended Approach for Consultation on the Recovery of Significant Information from Archaeological Sites''], should be followed in developing an archaeological data recovery plan. If a site is excavated, a qualified archaeologist must conduct the field investigations, analyze the remains, and prepare a Phase III data recovery report. Artifacts from excavations are the property of the LPA and must be curated at an archaeological curation facility. If human remains are encountered during the excavation, SHPO must be contacted and the state burial law ([https://revisor.mo.gov/main/OneSection.aspx?section=194 RSMO 194]) will need to be followed. Notification of the human remains should also be provided to FHWA and may need to be provided to consulting Indian tribes.

In addition to the documentation materials for the SHPO and FHWA, and the National Park Service's Heritage Documentation Program for HAER and HABS, additional copies may be needed for distribution to local repositories (historical society or local library) and interested parties.

If Steps 3 and 4 are required, then the date that FHWA signed the MOA is used as the Section 106 compliance date.

==136.6.4.2 Section 4(f) of the U.S. Department of Transportation Act of 1966 and Section 6(f) of the Land and Water Conservation Fund Act (LWCFA) Properties==

Section 4(f) of the U.S. Department of Transportation Act of 1966 requires that special consideration be given to publicly owned lands, or those held under a long-term lease, that are intended for use as public parks, recreation areas, or wildlife and waterfowl refuges as well as to publicly and privately owned historic sites listed or eligible for listing on the National Register of Historic Places. Codified at 49 U.S.C. 303, Section 4(f) applies to projects that receive funding from or require approval by a Department of Transportation (DOT) agency such as [http://www.fhwa.dot.gov/ FHWA].

It is the LPA’s responsibility to establish whether the project will require the use of or impact any Section 4(f) resources. The LPA will evaluate possible use of Section 4(f) resources early in the development of a project, when various alternatives for the proposed project are being considered. Ultimately, FHWA makes all decisions regarding Section 4(f) compliance for highway projects: whether Section 4(f) applies to a property, whether a use will occur, whether a de minimis impact determination (discussed below) is made, assessment of each alternative’s impacts to Section 4(f) properties, and (after consulting with the appropriate officials who have jurisdiction) whether the law allows selection of a particular alternative.

Before FHWA approves a project that uses Section 4(f) property, either the use must be determined to be de minimis or a Section 4(f) Evaluation must be completed. If the Section 4(f) Evaluation identifies a feasible and prudent alternative that completely avoids Section 4(f) properties, that alternative must be selected. If there is no feasible and prudent alternative that avoids all Section 4(f) properties, FHWA has some discretion in selecting the alternative that causes the least overall harm. FHWA may approve the use of land (permanent or temporary) from a Section 4(f) resource '''only if''':

:1. There is no feasible and prudent avoidance alternative to the use of land from the property and

:2. The action includes all possible planning to minimize harm to the property resulting from such use.

===136.6.4.2.1 Section 4(f) for Historic Properties===

To determine the applicability of Section 4(f) to historic sites, the LPA will consult with the FHWA (through the MoDOT district and MoDOT Historic Preservation staff), SHPO, and appropriate local officials to identify all properties listed on or eligible for the NRHP. The Section 4(f) requirements apply only to NRHP-listed or eligible properties that will be adversely affected, including archaeological sites chiefly significant for preservation in place, not data recovery.

===136.6.4.2.2 Section 4(f) for Public Lands===

If the federal, state, or local officials having jurisdiction over a park, recreation area, or refuge determine that the entire site is not significant, consideration under Section 4(f) is not required. The Section 4(f) land is presumed significant without such a determination and FHWA will decide whether Section 4(f) applies. The LPA must complete the Local Public Agency Section 4(f) compliance worksheet (for parks/refuges only) found in [[media:136.6.8 2013.doc|Fig. 136.6.8]].

For federal or other public land holdings (e.g., state forests) that are managed for multiple uses under statutes permitting such management, Section 4(f) applies only to those portions of such lands that function for or are designated in the plans of the administering agency as being for significant park, recreation, or wildlife and waterfowl refuge purposes. The officials having jurisdiction over the lands determine which lands so function or are so designated, and the significance of those lands. FHWA reviews this determination to assure it is reasonable. The determination of significance applies to the entire area used for such park, recreation, or wildlife and waterfowl refuge purposes.

===136.6.4.2.3 ''De Minimis'' Determination===

A ''de minimis'' finding means that a transportation use of a Section 4(f) property will cause minimal impact to the resource after considering impact avoidance, minimization, and mitigation or enhancement measures. If FHWA determines that the use of Section 4(f) land will have no adverse effect on the protected resource and obtains written agreement to such determination from the responsible official(s) with jurisdiction over the resource, an analysis of avoidance alternatives is not required and Section 4(f) is complete. Although a ''de minimis'' impact determination does not require evaluating whether avoidance alternatives are feasible and prudent, FHWA does consider any impact avoidance, minimization, and mitigation or enhancement measures that are included in the project to address the impacts and adverse effects on the Section 4(f) resource. The purpose of taking such measures into account is to encourage incorporating Section 4(f) protective measures as part of the project. ''De minimis'' impact findings are expressly conditioned upon implementation of any measures that were used to reduce the impact to a ''de minimis'' level. The LPA is responsible for ensuring such measures are implemented.

The ''de minimis'' impact criteria for historic sites are different from those for parks, recreation areas, and wildlife and waterfowl refuges. ''De minimis'' impacts on historic sites are defined as either a “no adverse effect” determination or “no historic properties affected” in compliance with Section 106 of the NHPA. ''De minimis'' impacts relative to publicly owned parks, recreation areas, and wildlife and waterfowl refuges are those that do not adversely affect the activities, features, or attributes of the resource.
<div id="In making a de minimis"></div>
In making a ''de minimis'' impact finding, FHWA must consider the facts supporting a ''de minimis'' impact determination, the record of coordination that precedes the'' de minimis'' finding, and the concurrence of the official(s) with jurisdiction. FHWA has the ultimate responsibility of ensuring that ''de minimis'' impact findings and required concurrences are reasonable. If FHWA makes a ''de minimis'' determination, the MoDOT district contact will notify the LPA, who will need to assemble the documentation required to support the finding. [http://www.fhwa.dot.gov/hep/qasdeminimus.htm Documentation requirements] are available. The public must also be afforded an opportunity to review and comment on the effects of the project on the protected activities, features, or attributes of the Section 4(f) property (see [[:Category:129 Public Involvement#129.8 Section 4(f) Lands|EPG 129.8 Section 4(f) Lands]]).

===136.6.4.2.4 Programmatic Section 4(f) ===

FHWA has approved five nationwide programmatic Section 4(f) evaluations. One covers federal-aid highway projects that use minor amounts of land from publicly owned public parks, recreation areas, or wildlife and waterfowl refuges. A second covers highway projects that use minor amounts of land from historic resources either listed on or eligible for the National Register of Historic Places (NRHP). The third programmatic Section 4(f) covers the use of historic bridges. The fourth is for independent bikeway or walkway construction that requires the use of recreation areas or parkland. The fifth is the net benefit programmatic Section 4(f) evaluation for projects that will use land from a Section 4(f) park, recreation area, wildlife or waterfowl refuge, or historic property and will result, in the view of FHWA and the official(s) with jurisdiction over the Section 4(f) property, in a net benefit to the 4(f) property.

The programmatic Section 4(f) documentation must demonstrate that the project meets applicability criteria for a programmatic evaluation, that avoidance alternatives have been evaluated, that no feasible and prudent alternatives exist, and that appropriate mitigation measures have been included. It must also include correspondence demonstrating that the official(s) with jurisdiction over the Section 4(f) resource agrees with the assessment of impacts and with the proposed mitigation measures. The documentation should be self-contained and self-explanatory since it will be available to the public upon request. With the exception of the programmatic Section 4(f) for historic bridges, a programmatic 4(f) evaluation cannot be used on projects requiring preparation of an EIS.

Using the nationwide programmatic evaluations can streamline the Section 4 (f) process for qualifying projects by eliminating some of the project-by-project internal review and interagency coordination. The [http://www.environment.fhwa.dot.gov/4f/4fnationwideevals.asp applicability criteria for the programmatic Section 4(f) evaluations] are available. For projects meeting the criteria, the programmatic Section 4(f) evaluation satisfies the requirements of Section 4(f) and no individual Section 4(f) evaluations need be prepared. The FHWA division office is responsible for reviewing each individual project to determine whether it meets the criteria and procedures of the programmatic Section 4(f).

===136.6.4.2.5 Section 4(f) Evaluation Process===

When adequate support exists for a Section 4(f) determination and the use of the property does not qualify for a de minimis determination or one of the nationwide programmatic Section 4(f) evaluations, the LPA will complete a Section 4(f) Evaluation. The evaluation must specifically explain why the alternatives to avoid the Section 4(f) property are not feasible and prudent and describe all measures that will be taken to minimize harm to the Section 4(f) property. Supporting information should demonstrate that there are unique problems or unusual factors involved in the use of alternatives that avoid the properties or that the cost, social, economic, environmental impacts, or community disruption resulting from such alternatives reach extraordinary magnitudes.

FHWA will review the final Section 4(f) evaluation for legal sufficiency before issuing an approval. LPAs will not proceed with any project requiring the use of Section 4(f) property and determined to be classified as a CE until notified by FHWA of Section 4(f) approval. For projects classified as EA or EIS, Section 4(f) approval is documented on a separate signature page concurrently with FHWA’s approval of the Finding of No Significant Impact (FONSI) or the final EIS. For EIS projects, the LPA should briefly summarize the Section 4(f) impacts and mitigation measures in the Record of Decision (ROD).

Circulation of a separate Section 4(f) evaluation is required when:

1. A proposed modification to the alignment or design after approval of the CE, EA, FONSI, draft EIS, final EIS, or ROD would require the use of Section 4(f) property;

2. FHWA determines that Section 4(f) applies to a property after approving the CE, EA, FONSI, draft EIS, final EIS, or ROD; or

3. A proposed modification to the alignment, design, or measures to minimize harm after the original Section 4(f) approval would result in a substantial increase in the amount of Section 4(f) land use, a substantial increase in the adverse impacts to Section 4(f) land, or a substantial reduction in mitigation measures.

If FHWA determines that Section 4(f) is applicable after approval of the CE, EA, FONSI, final EIS, or ROD, the decision to prepare and circulate a Section 4(f) evaluation will not necessarily require the preparation of a new or supplementary environmental document. Where a separate circulated Section 4(f) evaluation is prepared, such evaluation does not necessarily:

1. Prevent the issuance of new approvals,

2. Require the withdrawal of previous approvals, or

3. Require the suspension of project activities for any activity not affected by the Section 4(f) evaluation.

Detailed information on preparing a Section 4(f) Evaluation is provided in [[media:136.6.9.doc|Fig. 136.6.9]].

===136.6.4.2.6 Section 6(f) of the Land and Water Conservation Fund (LWCF) Act and Similar Grant Programs===

The Land and Water Conservation Fund (LWCF) Act provides funds for the acquisition and development of public outdoor recreation facilities. These could include community, county, and state parks, trails, fairgrounds, conservation areas, boat ramps, shooting ranges, etc. Section 6(f) of the LWCF Act places restrictions on public recreation facilities funded with LWCF monies— LWCF-assisted facilities must be maintained for outdoor recreation in perpetuity. Therefore, use of such property for a transportation project will require mitigation that includes replacement land of at least equal value and recreational utility. Section 6(f) documents are lengthy, frequently taking one to two years to process, and also require a signed Section 4(f) document to be completed.

Section 4(f) ''de minimis'' impact findings do not satisfy the requirements of Section 6(f) of the LWCF Act or other U.S. Department of Interior (DOI) grants-in-aid programs. Projects that propose the use of land from a property or site purchased or improved with funds under the LWCF Act, the Federal Aid in Sport Fish Restoration Act (Dingell-Johnson Act), the Federal Aid in Wildlife Restoration Act (Pittman-Robertson Act), or other similar law, or lands otherwise encumbered with a federal interest will require the LPA to coordinate with the appropriate federal agency regarding the agency's position on the land conversion or transfer. Other federal requirements that may apply to the Section 4(f) land should be determined through consultation with the officials with jurisdiction or appropriate DOI or other federal official. These federal agencies may have regulatory or other requirements for converting land to a different use. These requirements are independent of a ''de minimis'' impact finding and must be satisfied.

The Urban Park and Recreation Recovery (UPARR) program has provided funds toward the renovation and rehabilitation of numerous urban parks and recreation facilities. Although the UPARR funds may have been used in only a portion of a site or facility or were only a small percentage of the funds needed to renovate or rehabilitate a property, no property improved or developed with UPARR assistance can be converted to other than public recreation uses without the advance approval of the National Park Service. To be approved, a formal request for the conversion must be made by the grant recipient (urban city or county). The request must document that all alternatives to the conversion have been evaluated and rejected on a sound basis, required replacement land being offered as a substitute is of reasonably equivalent location and recreational usefulness, and the property for substitution meets the eligibility requirements for UPARR assistance.

Conversions of land funded by any of the aforementioned grant programs are tightly restricted by terms of the grant agreement and generally require lengthy coordination to meet the requirements for conversion.

==136.6.4.3 Section 404 Permits for Wetlands and Streams==

Projects that involve stream crossing(s) and/or impacts to wetlands under the jurisdiction of the U.S. Army Corps of Engineers (COE) require a Section 404 Permit or written confirmation that impacts will not trigger submittal of a Section 404 permit application. A Section 404 permit may be required for fill in any water body (waters of the U.S.)—lakes, ponds, streams, rivers, and wetlands. The COE will make a final determination as to the extent of its jurisdiction and the appropriate permit(s) for all regulated activities. If the proposed action impacts a wetland, a determination must be made that there is no practicable alternative to the wetland impact or floodplain encroachment.

The following information is required to satisfy NEPA reporting requirements as they pertain to impacts related to Section 404:

:1. A description of impacts to all streams, wetlands, and other water bodies.
:2. All coordination efforts with regulatory and resource agencies to avoid, minimize, and mitigate for impacts.
:3. Impacts of alternatives to the proposed action.
:4. Commitments and other mitigation measures for the project.

Stream and/or wetland impacts exceeding 0.5 acre or channelization beyond the minimum necessary to construct or protect the linear transportation project may require an individual permit. If the COE issues an individual Section 404 permit for project activities, the LPA must obtain an individual Section 401 Water Quality Certification from the Department of Natural Resources (DNR). For a nationwide permit (NWP), the LPA is obligated to follow the conditions specific to the appropriate NWP within DNR’s conditional 401 certifications. Most NWPs will not require an individual request for DNR’s Section 401 Water Quality Certification, because the agency has granted conditional certification for the majority of commonly used NWPs. The LPA must include the appropriate 401 certification conditions for their respective NWP(s) in the construction contract (see Item no. 3, below, for link to conditions).

The LPA should send duplicate permit applications concurrently to the COE and DNR for individual Section 404 permits/401 certifications. The COE application must be accompanied by copies of applicable permits, concurrence/clearance letters, or correspondence from resource agencies (particularly U.S. Fish & Wildlife Service for federally listed threatened or endangered species concerns under Section 7 Endangered Species Act (ESA) and the Missouri Department of Natural Resources’ State Historic Preservation Office (SHPO) for Section 106 compliance) verifying any regulatory requirements for the project. '''Section 404 permit issuance is dependent upon demonstrating compliance with other agencies’ regulatory requirements.''' This applies to both individual permits and NWPs requiring pre-construction notification. Therefore, Section 7 ESA consultation with the USFWS and Section 106 consultation with the SHPO must be complete before the COE will issue a permit or verify NWP coverage (please see EPG 136.6.4.1 and EPG 136.6.4.5 for detailed information on MoDOT’s role in ensuring ESA and Section 106 compliance on behalf of FHWA). Once the COE is ready to issue the individual permit, it will request 401 certification issuance from DNR. The LPA must include in the construction contract both the 404 and 401 permits and the conditions covered therein. A [https://www.usace.army.mil/Missions/Civil-Works/Regulatory-Program-and-Permits/Obtain-a-Permit/ 404 permit application form] is available.
<div id="On linear transportation projects"></div>
On linear transportation projects where permanent fills impacting waters of the U.S. (not including wetlands) do not exceed 0.1 acre, there is no legal obligation to submit an application to the COE, unless one of the pre-construction notification requirements applies (see NWP descriptions and notification requirements, pages 1983-1998 of the [https://www.gpo.gov/fdsys/pkg/FR-2017-01-06/pdf/2016-31355.pdf Federal Register]). If a project meets the “no pre-construction notification” condition, the LPA must provide a written statement to MoDOT verifying that permanent project impacts will not exceed 0.1 acre and upload that determination to the RER as documentation of such. If either temporary or permanent impacts to wetlands will result from project construction, then a permit submittal is required.

For impacts that exceed the nationwide permit pre-construction notification thresholds, the LPA must obtain a permit from the COE and provide it to MoDOT. In either the no pre-construction notification or the permit application submittal scenario, if NWP(s) apply, then the LPA is required to abide by all of the following conditions and include them in all contract proposals to validate the NWP(s):

1. The 32 Nationwide Permit General Conditions. The [https://www.gpo.gov/fdsys/pkg/FR-2017-01-06/pdf/2016-31355.pdf 2017 Nationwide Permit Conditions] define the general conditions on pages 1998-2004 (under ''C. Nationwide Permit General Conditions'').

2. The Regional Special Conditions for NWPs. The Nationwide Permit (NWP) [http://www.mvs.usace.army.mil/Portals/54/docs/regulatory/permits/2017NWP_MORegCon.pdf Regional Conditions] are available.

3. The State of Missouri Section 401 Water Quality Certification General & Specific Conditions. The [https://dnr.mo.gov/pubs/pub2815.htm State of Missouri 401 Water Quality Certification] conditions for Nationwide Permits are available.

==136.6.4.4 Channel Modification==

Channel changes alter the conditions of the natural waterway and may increase velocity of the flowing water, sometimes enough to damage the highway embankment near the stream or cause excessive scour around footings of structures. Because channel modifications may result in such outcomes, alterations should be avoided to the fullest extent practical. Where channel alterations are unavoidable, the environmental, hydraulic, legal, and geomorphic aspects involved must be evaluated. The effect on peak flow downstream and the affected flow area should be determined. Relative to Section 404 permitting, any channelization should be kept to an absolute minimum and should only be undertaken to facilitate or protect a construction project. The LPA must include justification for any channel changes in the Section 404 permit application.

1. The new channel should duplicate the existing stream and floodplain characteristics as nearly as possible, including stream width, depth, slope, flow regime, sinuosity, bank cover, side slopes, and flow and velocity distribution.

2. Channel modification may be constructed if the average channel velocity would not be increased beyond the scour velocity of the predominant soil type at the project site.

3. The COE will require individual permit authorization for projects with channel modification beyond the minimum needed to construct or protect the linear transportation project. Such modifications must be in the immediate vicinity of the project and the LPA will be required to do stream mitigation to compensate for the channel loss. This can drastically add to the cost of a project; it may require a monetary contribution to an approved stream mitigation bank/in lieu fee program or the acquisition/restoration and/or, in very limited circumstances, protection of a previously impacted stream resource.

==136.6.4.5 Threatened and Endangered Species and Migratory Birds==
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="460px" align="right"
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|'''Threatened and Endangered Species Program Guidance Videos'''
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|[https://youtu.be/Kg3bqv3meJk Chap. 1, Overview and Background Information]
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|[https://youtu.be/jGbwlNbP5-k Chap. 2, Common Field Assessments: Bats and Birds]
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|[https://youtu.be/ZRtRSpUHNTc MDC Tutorial: Natural Heritage Review]
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|'''Threatened and Endangered Species Assessments'''
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|[[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18, Threatened and Endangered Species Federal Aid Transportation Submittal Checklist]]
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|[[media:Fig. 136.6.19.pdf|Fig. 136.6.19, August 2018 MoDOT USFWS Threatened and Endangered Species Habitats]]
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Threatened and endangered (T&E) species considerations for FHWA funded projects include potential impacts to rare plants, animals, critical habitat, and natural communities (e.g., caves, prairies, karst). FHWA must document compliance with federal and state laws governing potential impacts to listed species. Project sponsors receiving federal aid are required to thoroughly investigate any impacts their projects might have on federally listed T&E species and any federally designated critical habitats.

The state of Missouri also tracks the status of over 1,100 plant and animal species that are considered rare in the state. Of these, 70 are listed as state endangered (current as of the 2019 Missouri Species and Communities of Conservation Concern publication). The state Endangered Species Law and the Missouri Wildlife Code protect state listed species. All FHWA funded projects in Missouri must also address potential impacts to state listed species.

===136.6.4.5.1 Laws and Regulations===

* The [http://www.fws.gov/endangered/laws-policies/index.html Endangered Species Act of 1973] (ESA) requires FHWA to consult with the U.S. Fish and Wildlife Service (FWS) regarding their projects and measures that can be implemented to minimize or eliminate project impacts to federally protected species and critical habitats. FHWA has designated MoDOT as the only non-federal agency that can conduct ESA Section 7 consultation on their behalf. Project sponsors must provide MoDOT with all the necessary information to document effect determinations for all federally protected species that could occur in the project area. If necessary, MoDOT will complete Section 7 consultation directly with FWS for all projects which May Affect (positively or negatively) federally listed species.

* The National Environmental Policy Act ([https://www.environment.fhwa.dot.gov/projdev/index.asp NEPA]) of 1969 (as amended) requires consideration of the physical environment for any project that uses federal funding or requires federal permits.

* The Missouri Revised Statute, Title XXXVIII, Chapter 569 (formerly CH 578, Missouri Cave Resources Act), defines prohibited actions for caves regarding trespass, vandalism, contamination, and destruction.

* The Missouri Revised Statute, Title XVI, Chapter 252, which defines the Missouri Endangered Species Law, and the Missouri Code of State Regulations, Title 3, Division 10, Chapter 4 (Wildlife Code: General Provisions) extend special protections to species that are listed as endangered in the state. The Missouri Department of Conservation (MDC) administers the Wildlife Code which pertains to permissible and prohibited actions for Missouri fish, wildlife, and plants. MDC also tracks locations of federally protected and state endangered species and species and communities of conservation concern in Missouri.

===136.6.4.5.2 Process===

The ESA requires federal agencies to evaluate every project and determine whether it could have a negative impact on any federally listed T&E species or their critical habitat. Sponsors must provide this evaluation to MoDOT for their federally funded projects and give sufficient data to justify their impact assessment for each species that could occur in the project area. T&E information should be made available to MoDOT Design Environmental Section at least 6 months ahead of Plan Submittal and Estimates (PS&E) date. Please refer to the [[#136.6.4.5 Threatened and Endangered Species and Migratory Birds|MoDOT T&E Program Guidance videos]] for examples of how to assess species impacts from your federally funded project.
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|'''Additional Info'''
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|[[media:136.6.4.5.2.pdf|FHWA Feb 2015 non-fed designation letter]]
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Under the ESA, no action can be taken that will jeopardize the continued existence of any federally listed threatened or endangered species or result in the destruction or adverse modification of critical habitat for such species. If an action May Affect a federally listed species or critical habitat, FHWA and MoDOT must consult with the FWS to determine how to eliminate or minimize those impacts.

====136.6.4.5.2.1 Sponsor Responsibilities====
The sponsor must submit via the Request for Environmental Review (RER) database the completed T&E assessment package in timely manner to allow a reasonable amount of time to obtain clearance for T&E requirements and consultation, which in some case could take up to 6-8 months. Please refer to [[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18 LPA Environmental T&E Checklist]], to find the appropriate information to be submitted. NOTE: Threatened and Endangered Species clearance is now required by Missouri FHWA prior receiving NEPA classification approval. (See [[LPA:136.8 Local Public Agency Land Acquisition|EPG 136.8 Local Public Agency Land Acquisition]]).

[[image:127.7.2.jpg|center|800px|thumb|<center>'''Missouri is home to 14 species of bats. Three of these species are federally protected and call Missouri caves and forests home. Occasionally, they also call our infrastructure “home”, at least temporarily. Bats can form colonies on or in bridges or use them as temporary day or night roosts, sleeping during the day, or stopping over at bridges to rest at night while feeding. Only one of these photos shows bats in a “natural” habitat; the top left photo is of Indiana bats clustering in a cave, which would be during winter hibernation. The rest are all photos of bats, even federally protected species, taking advantage of the cracks and crevices in our bridge structures. Take care to check bridges for signs of bat use prior to bridge rehabilitation or replacement projects. If you do ever see bats utilizing bridges, please do not disturb them and report the occurrence to the Environmental Staff at MoDOT. </center>''']]

It is up to the sponsor to produce a written evaluation of their project's impacts on each listed species. The sponsor must demonstrate a basic understanding of the habitat requirements for each species from the FWS official project species list and assess if the same habitat exists in the project area. MoDOT has provided example habitat descriptions for the sponsor to use in evaluating project impacts ([[media:Fig. 136.6.19.pdf|Fig 136.6.19]]). If there is suitable habitat in the project limits, then the project May Affect listed species. The sponsor or their consultant should submit the full project limits, easements, right-of-way, utilities, staging, storage, temporary crossing, and access and ground disturbance information along with aerial photos, plans (if available) and diagrams of the full project impacts.

<center>
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|'''Excerpt from [[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18 LPA Environmental T&E Checklist]]'''
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|For supplemental instructions, see [[#136.6.4.5 Threatened and Endangered Species and Migratory Birds|MoDOT T&E Program Guidance videos]].
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|[[image:136.6.18photo.jpg|center|720px]]
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</center>
The sponsor may be asked to provide additional detailed information about the project which may include contracting for additional species and habitat surveys. The sponsor and/or the consultant may need to work with MoDOT environmental staff to determine measures that could be implemented to minimize the project’s impacts on T&E species. It is important that the sponsor, and not just the consultant, be involved in this process to ensure that suggested changes to the project are feasible and will be implemented. Any measures to minimize or eliminate impacts to T&E species must become contract commitments (i.e., job special provisions, design modifications, plan notes, etc.).

====136.6.4.5.2.2 Environmental Section Responsibilities====
Upon receiving a completed T&E submittal from the LPA sponsor or their consultant (refer to steps in the [[media:Fig._136.6.18_Edited_08.03.2022.pdf|T&E Checklist]]), MoDOT environmental staff will review the project details and impact evaluations from the sponsor and provide a written determination of effect for all listed species. This documentation may be in agreement with or in addition to the sponsor’s evaluation. Official effect determinations must be documented in the permanent NEPA record. MoDOT environmental staff will also specify what actions need to occur to address any environmental issues and who needs to perform those actions (the sponsor or MoDOT). MoDOT will handle all coordination with the FWS to obtain any necessary clearances.

If the sponsor determines and MoDOT agrees that there will be No Effect on listed species or their suitable habitat, then the ESA requires no further coordination at that time. In the RER, MoDOT will document that the project is clear of any T&E species constraints. If any measures or modifications are necessary to achieve a No Effect determination, these will become commitments during the NEPA decision making process and require follow-through for compliance.

If it is determined that a federally listed T&E species, suitable habitat, critical habitat, or other federally protected resource is present or is likely to occur within the project limits and the action may affect a listed species or federally designated critical habitat, FHWA and MoDOT are required to complete ESA consultation with the FWS. The ESA describes two types of consultation, formal and informal. Formal consultation is required when there will be an Adverse Effect on a listed species or Adverse Modification of federally designated critical its habitat. It is rarely necessary, and therefore it is not covered in detail here. Should formal consultation become necessary, FHWA, MoDOT, and the sponsor would work through the process together.

=====136.6.4.5.2.2.1 Informal Consultation=====
Informal consultation is conducted when a T&E species, suitable habitat, or critical habitat is present or likely to occur in the proposed project area and MoDOT on behalf of FHWA has determined that the project “may affect, but is not likely to adversely affect” (NLAA) the species. Informal consultation can only be completed if FHWA and MoDOT can provide data to show that they have removed all potential for the project to have an adverse effect on the species or its critical habitat. As the designated non-federal representative of FHWA, MoDOT environmental staff submits project details, species assessments, and effect determinations to FWS justifying that the project is not likely to adversely affect the species and request written concurrence. The justification for this submittal is taken from the sponsor’s evaluation of the project impacts. It may be necessary for the sponsor to conduct additional surveys, commit to seasonal restrictions, or modify the design of the project to avoid or minimize impacts to listed species. Commitments made during consultation must be followed to be in compliance with federal laws. All T&E commitments must be included in the NEPA documentation and attached to the RER. Once the documentation is submitted to the FWS, they usually respond within 30 days. If they concur with the NLAA determination, and the sponsor has committed to conservation measures which will be implemented for the project, then Section 7 ESA consultation is complete and MoDOT will notify the sponsor with environmental clearance. If FWS does not concur with that determination, then either additional clarification and protection measures may be needed or formal consultation is necessary. <u>Informal consultation with the FWS should begin three to six months prior to Plans, Specs, and Estimates (PS&E) to allow time to complete the process and avoid project delays.</u>

=====136.6.4.5.2.2.2 Range-wide Programmatic Informal Consultation for Indiana Bat and Northern Long-eared Bat Only=====
Your project may qualify for consultation under a programmatic agreement for summer bat habitat impacts if certain conditions can be met. The FWS and FHWA entered into an agreement for streamlining consultation for projects that are NLAA Indiana and northern long-eared bats. [http://www.fws.gov/midwest/endangered/section7/fhwa/index.html More information about this programmatic consultation agreement] is available.

Generally, if suitable summer bat habitat is present in the project limits, trees to be removed for the project are entirely within 100 ft. of the existing road, and the sponsor commits to seasonal tree clearing (i.e. clearing suitable bat habitat only between November 1 and March 31) then the project likely qualifies for programmatic consultation. The justification for this assessment is taken from the sponsor’s evaluation of the project impacts. It will be necessary for the sponsor to commit to seasonal tree clearing restrictions. MODOT environmental staff will submit documentation to FWS describing project details and verifying the project meets the programmatic consultation criteria. Once submitted to the FWS, they have 14 days to ask for additional information. If there is no comment during that time, the project has automatic concurrence for Indiana and northern long-eared bat impacts. <u>If “No Effect” determinations are made for all other species,</u> then Section 7 ESA consultation is complete and MoDOT will notify the sponsor with environmental clearance.

===136.6.4.5.3 Migratory Birds===

Sponsors could encounter the nests of bird species protected by the [https://www.fws.gov/laws/lawsdigest/migtrea.html Migratory Bird Treaty Act of 1918] (MBTA) while conducting bridge repairs and replacements. Several bird species protected by the Act commonly construct their nests on the underside of bridge decks and on the substructure. These most often include cliff swallows, barn swallows, Eastern phoebes, and American robins. Cliff swallows build their gourd-shaped mud nests in colonies, sometimes containing hundreds of nests. Often, these nests are found on bridges over water but they can also occur on bridges over major highways and railroads, particularly if the bridge is in a floodplain or near permanent water. Barn swallows also build mud nests, but they are cup-shaped and not enclosed like cliff swallows. They will also nest in colonies, but usually these are much smaller than those of cliff swallows.

[[image:136.6.4.5.3.jpg|center|700px|thumb|<center>'''Cliff swallows under a concrete bridge over a stream. This species generally nests in colonies of several birds, building their own nests in a matter of days from mud pellets. Once eggs are laid in a nest, it would be a violation of the Migratory Bird Treaty Act to destroy the nest and its eggs, young birds, or adults without a permit. The general breeding dates for this species in Missouri is April 1 through July 31, however, they could nest before and after those dates. Cliff swallows can brood multiple clutches (groups of eggs) during a single breeding season.'''</center>]]

Eastern phoebe and American robin nests are frequently found on smaller bridges over small rivers. Usually they are on the top of substructure steel components and near the abutments. They are not colony nesters but sometimes 3 or 4 nests can be found on a single bridge. Other MBTA-protected species can also be found nesting on bridges, but they are not common. Several bird species that are not protected by the MBTA are often seen nesting on bridges. These include pigeons (rock doves), European starlings, and house sparrows. These species are all non-native introductions to the US and therefore, they are not protected by the MBTA.

====136.6.4.5.3.1 Laws and Regulations====
The Migratory Bird Treaty Act of 1918 makes it illegal for anyone to take, possess, import, export, transport, sell, purchase, barter, or offer for sale, purchase or barter any migratory bird, or the parts, nests or eggs of such a bird except under the terms of a valid permit issued pursuant to Federal regulations. The migratory bird species protected by the act are listed in [https://www.fws.gov/migratorybirds/pdf/policies-and-regulations/MBTAListofBirdsFinalRule.pdf 50 CFR 10.13]. "Take" refers to killing adults, eggs or young of the bird species protected by the act.

====136.6.4.5.3.2 Process====
All projects that involve impacts to the underside of bridge decks, the substructure, or concrete box culverts should be checked for the presence of nesting birds. For LPA projects, the project sponsor or their consultant is expected to perform the inspection and report it on the Request for Environmental Review (RER) and [[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18 LPA Environmental T&E Checklist]].

Inspections should take place within a year of the anticipated letting date. The checklist notes additional requirements for documenting bridge inspections. If no nests are noted, the project will be cleared and nothing further is required. If nests are noted, a Job Special Provision will need to be placed in the contract that provides guidance on how to avoid violating the MBTA. Often, removal of the old, inactive nests (those without eggs or young) before the project starts, and maintenance of the bridge in a nest-free condition until construction, is necessary. Nest removal should be done in the non-breeding season. Generally speaking, the assumed active breeding season for the majority of the birds that would use bridge and culvert structures as habitat is between April 1 and July 31. However, these are just general dates and no active bird nests should be disturbed without a permit, even outside of these dates.

[[image:136.6.4.5.3.2.jpg|center|475px]]

=====136.6.4.5.3.2.1 Sponsor Responsibilities=====
The Sponsor is responsible for reporting any nests known to be present on the structure when submitting the RER and on the LPA Environmental T&E Checklist (see excerpt below). If nests are present, a JSP for avoidance will be used and must be followed.

{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="800px" align="center"
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|'''Excerpt from [[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18 LPA Environmental T&E Checklist]]'''
|-
|For supplemental instructions, see [[#136.6.4.5 Threatened and Endangered Species and Migratory Birds|MoDOT T&E Program Guidance videos]].
|-
|[[image:136.6.4.5.3.2.1.jpg|center|720px]]
|}

=====136.6.4.5.3.2.2 Environmental Section Responsibilities=====

During RER reviews, the MoDOT Environmental Specialist will review the project description, plans, photos, and written assessments and determine if the project has the potential to harm protected species. MoDOT will confirm with the sponsor the JSP will be used prior to clearing the Migratory Bird review on the RER. If a project is already under construction, and nests are noted on the bridge, MoDOT will assist in determining if the nests are active, if they belong to an MBTA-protected species, and to provide the sponsor with options to avoid violations of the MBTA.

==136.6.4.6 Base Floodplain and Regulatory Floodway==

Floodplains provide a number of important functions in the natural environment—creating wildlife habitat, providing temporary storage of floodwater, preventing heavy erosion caused by fast-moving water, recharging and protecting groundwater, providing a vegetative buffer to filter contaminants, and accommodating the natural movement of streams. Executive Order 11988—Floodplain Management, Federal Highway Administration (FHWA) policy and procedures in 23 CFR 650, and other federal floodplain management guidelines direct agencies to evaluate floodplain impacts for proposed actions.

Floodplains can be described by the frequency of flooding that occurs. With Executive Order 11988, the base, or one percent annual chance, flood was formally adopted as a standard for use by all federal agencies. The base flood is the flood that has a one percent chance of being equaled or exceeded each year. Thus, the base flood can occur more than once in a relatively short period of time. The base flood is commonly labeled the “one percent flood” and often inappropriately referred to as the “100-year” flood. Larger floods may, and often have, occurred but the one percent flood is the generally accepted regulatory standard.

The National Flood Insurance Program (NFIP) uses the base flood as the standard for floodplain management and to determine the need for flood insurance. When available, NFIP flood hazard boundary maps and flood insurance studies for the project area are used to determine the limits of the base (1%) floodplain and the extent of encroachment (an action within the limits of the base floodplain). The base floodplain is the area of one percent flood hazard within a county or community—that is, the area in which the flood has a one percent chance of being equaled or exceeded in any given year.

The regulatory floodway is the area of a stream or river channel plus any adjacent floodplain areas that must be kept open to convey floodwaters from the base flood without increasing the height of the flood more than a certain amount. Federal Emergency Management Agency (FEMA) restrictions do not allow projects to cause any rise in the regulatory floodway and no more than a one-foot cumulative rise may result from all projects in the base (1%) floodplain. [[media:136.6.10.doc|Fig. 136.6.10]] illustrates the various elements of a typical floodplain.

The LPA provides information on the LPA Request for Environmental Review (RER) form regarding community participation in the NFIP and whether the project is located in a Special Flood Hazard Area (SFHA). The SFHA is the land area covered by the floodwaters of the base flood on NFIP maps and where the NFIP's floodplain management regulations must be enforced. A current list of communities for which FEMA Flood Insurance Studies have been performed is available in the [http://www.fema.gov/national-flood-insurance-program/national-flood-insurance-program-community-status-book National Flood Insurance Program Community Status Book]. [http://www.fema.gov/cis/MO.pdf Missouri-only data] is also available. If the project is located in a community or county that has not been mapped, the LPA notes this. If the community has been mapped, the LPA identifies whether the project is located in the 100-year floodplain and/or regulatory floodway.

The MoDOT district contact will inform the LPA of the need to obtain a floodplain development permit ([http://sema.dps.mo.gov/programs/floodplain/documents/floodplain-develoment-permit.pdf Fig. 136.6.11 LPA Floodplain Development Permit Application]) from the local floodplain administrator or whether, for projects proposed within regulatory floodways, the LPA must obtain a “no-rise” certificate before a Floodplain Development Permit is issued. To find contact information for your local floodplain administrator, use the menu or map feature under Local Floodplain Administrator on the [http://www.sema.dps.mo.gov/programs/floodplain/ State Emergency Management Agency website]. [http://sema.dps.mo.gov/programs/floodplain/documents/no-rise-certification.pdf Fig. 136.6.12] contains the Engineering "No-Rise" Certification form and [[media:136.6.13.doc|Fig. 136.6.13]] describes Procedures for “No-Rise” Certification for Proposed Development in the Regulatory Floodway.

LPAs that participate in the NFIP must ensure that floodplain developments meet the NFIP regulations identified in [https://www.govinfo.gov/content/pkg/CFR-2017-title44-vol1/xml/CFR-2017-title44-vol1-part60.xml Title 44, Code of Federal Regulations], Parts 59 through 78. (Parts 59 and 60 contain the most applicable information for a typical project.) The LPA, with assistance from the local floodplain administrator, is responsible for ensuring that FEMA NFIP requirements are met. The LPA is also responsible for obtaining all required certifications before construction begins. The LPA should note that if a project requires a Clean Water Act Section 404 permit, the floodplain development permit cannot be issued until the 404 permit is issued by the US Army Corps of Engineers ([https://www.govinfo.gov/content/pkg/CFR-2017-title44-vol1/xml/CFR-2017-title44-vol1-part60.xml 44CFR60.3a]). Issuance of the 404 permit is also dependent on other applicable clearances such as Section 106 of the National Historic Preservation Act and Section 7 of the Endangered Species Act. Additionally, because the NFIP requirements may control the hydraulic design of the project, the LPA is advised to investigate this in the early stages of the project.

For the convenience of LPAs and engineers, [http://msc.fema.gov/portal FEMA Flood Insurance Studies and flood maps] pertaining to a project site can be viewed by selecting “Flood Insurance, Flood Maps, and/or All Flood Information.” Hardcopies of the FEMA Flood Insurance Studies and Flood Maps can also be ordered through the same site.

==136.6.4.7 State Emergency Management Agency (SEMA)/Federal Emergency Management Agency (FEMA) Buyout Lands==

The Flood Disaster Protection Act of 1988 (The Stafford Act), under Section 404, identified the use of disaster relief funds for the Hazard Mitigation Grant Program (HMGP), including the acquisition and relocation of flood-damaged property. The Volkmer Bill further expanded the use of HMGP funds under Section 404 to “buy out” flood-damaged property that had been affected by the Great Flood of 1993.

These FEMA buyout properties have numerous restrictions. No structures or improvements may be erected on these properties unless the improvements are open on all sides. The site can be used only for open space purposes and must remain in public ownership. These conditions and restrictions (among others), along with the right to enforce same, are deemed to be covenants running with the land in perpetuity and are binding on subsequent successors, grantees, or assigns. Any project decision involving a FEMA buyout property should consider that it may take two to three years to obtain an exemption from FEMA to use this parcel, and if allowed, the exemption would likely be a permanent easement rather than a transfer of property.

==136.6.4.8 Stormwater and Erosion Control==

Provisions of the federal Clean Water Act (CWA) and related state rules and regulations require stormwater permits for construction activities that disturb areas of one acre or more. Prior to initiation of any federal-aid project, the LPA needs to determine the acreage that will be disturbed. If less than one acre is disturbed, the LPA is exempt from the requirements of the CWA National Pollutant Discharge Elimination System (NPDES) program permits and DNR permit applications. However, there may be other state or local ordinances that must be addressed and the LPA should inquire whether there are local rules and regulations that govern clean water guidelines. Even if a NPDES permit is not required and there are no local clean water guidelines, the LPA must still develop and adhere to a site specific erosion control plan for ANY ground disturbance. If more than one acre is planned to be disturbed, documentation shall be provided in the NEPA document for the project and a commitment to obtain and comply with pertinent NPDES permits shall be listed in the NEPA commitments.

'''Permit for Land Disturbance'''

Missouri Department of Natural Resources (DNR) is Missouri’s regulating agency for environmental compliance. DNR issues land disturbance permits for projects one acre and greater to ensure compliance with the CWA and Missouri’s Clean Water Law. LPA’s will be required to obtain a land disturbance permit from DNR for any applicable project, unless a general operating permit exists for the entity. A few cities (Kansas City, Columbia, and others) and counties have obtained their own land disturbance permits from DNR for generic land disturbance purposes. In these areas, the LPA (city or county government) has its own restrictions and erosion control guidelines to meet the intent of its program. If one acre or more will be disturbed, the LPA should determine whether its city or county is operating under a DNR-approved program. If so, the local government jurisdiction will impose appropriate erosion controls.

When a project will disturb one acre or more and the city or county does not have a DNR-approved stormwater program, the LPA must obtain a permit from DNR and provide documentation that this commitment was completed. The LPA must develop a Stormwater Pollution Prevention Plan (SWPPP) for the project and a site-specific erosion control plan. [http://cfpub.epa.gov/npdes/stormwater/swppp.cfm Some example SWPPPs] are available. The LPA will need to contact the DNR NPDES Water Pollution Control Program office (573-751-1300 or 800-361-4827) for further directions. The LPA is responsible for providing a temporary erosion control plan to be included with the final plan submittal if any amount of acreage is to be disturbed. The plans will detail the types of temporary erosion and sediment control best management practices (BMPs) to be used and where the items will be installed. Further information on design criteria can be found in [[:Category:806 Pollution, Erosion and Sediment Control|EPG 806 Pollution, Erosion and Sediment Control]].

For information on temporary stream crossing pipes and construction, see [[806.8 Storm Water Pollution Prevention Plan (SWPPP)|EPG 806.8 Storm Water Pollution Prevention Plan (SWPPP)]].

'''Individual State Operating Permit for TS4'''

MoDOT has an individual permit (from MDNR) that applies to stormwater (TS4 Permit MO-0137910). If you are inside the limits of a regulated MS4 area, you must adhere to the MS4 requirements as defined in the respective MS4 permit specific to that municipality. Additionally, if you are discharging to a watershed subject to an approved and effective Total Maximum Daily Load (TMDL) that MoDOT is assigned a Waste Load Allocation (WLA) or discharging to an Outstanding National or State Resource Water, directly or through MoDOT’s drainage system (e.g., ditches and stormwater conveyance systems), runoff must be treated for water quality and/or quantity before entering MoDOT’s drainage system. If the project’s land disturbance is 1 acre or more and entirely on MoDOT right of way, you must comply with [[127.29 Stormwater|MoDOT’s TS4 permit]].

==136.6.4.9 Borrow Sites and Other Land Disturbance Activities Outside Right of Way==

Borrow/spoil sites, staging areas, haul roads, and/or burn pits may be located outside the project footprint and therefore were not previously addressed by the NEPA document and other environmental approvals for the project. The LPA is responsible for ensuring that the contractor obtains all necessary environmental clearances for borrow sites and other land disturbance areas—including off-site locations used to deposit excess material or for haul roads. To eliminate possible delays, the LPA should specify in the engineering services contract that a proposed borrow site be investigated. The LPA will provide clearance documentation to the MoDOT district contact. Procedures for environmental clearance of borrow sites and other land disturbance activities outside right of way is available at [[127.27 Guidelines for Obtaining Environmental Clearance for Project Specific Locations|EPG 127.27 Guidelines for Obtaining Environmental Clearance for Project Specific Locations]].” This information is also available through the MoDOT district contact.

The requirements of [[#136.6.4.1 Section 106 (Cultural Resource) Compliance |Section 106 of the National Historic Preservation Act]] apply to all areas of land disturbance. The LPA must complete the [http://www.dnr.mo.gov/forms/780-1027-f.pdf State Historic Preservation Office's Section 106 Project Information Form] and submit it to DNR. The LPA will provide written certification to the MoDOT district contact that the proposed site of land disturbance has been cleared of environmental concerns under all applicable federal and state laws and regulations. These include but are not limited to the Clean Water Act; Section 4(f) of the Department of Transportation Act; the Endangered Species Act; the National Historic Preservation Act; the Farmland Protection Act; Resource Conservation and Recovery Act; Comprehensive Environmental Response, Compensation, and Liability Act; and RSMo Chapter 194, Section 194.400, Unmarked Human Burial Sites. Certification must include all clearance letters and other evidence of coordination with the appropriate regulatory agencies.

==136.6.4.10 Hazardous Waste==

A number of laws and regulations deal with hazardous waste and both underground and aboveground storage tanks. Properties containing hazardous and non-hazardous solid wastes are frequently encountered in new right-of-way acquisitions. Some properties with extensive contamination and legal liabilities may warrant avoidance. For most sites, however, early identification and planning will allow selection of feasible alternatives with incidental costs. In addressing hazardous and solid wastes, the goals are to avoid unacceptable cleanup cost and legal liability and comply with federal and state laws and regulations regarding cleanup. The most common type of hazardous waste site encountered is a petroleum underground storage tank (UST) site. LPAs shall evaluate proposed corridors for hazardous and solid waste sites by conducting a thorough database search and a field check (if necessary). Possible sources include:

:* [http://cfpub.epa.gov/supercpad/cursites/srchsites.cfm Federal Comprehensive Environmental Response, Compensation, and Liability Information System (CERCLIS)]

:* [http://www.dnr.mo.gov/env/hwp/registry-log.pdf DNR Confirmed Abandoned or Uncontrolled Hazardous Waste Disposal Sites in Missouri]

:* [http://www.dnr.mo.gov/env/hwp/downloads/index.htm DNR Missouri Hazardous Waste Generators List]

:* [http://www.dnr.mo.gov/env/hwp/downloads/index.htm DNR Missouri Hazardous Waste Treatment, Storage, and Disposal Facilities List], select Missouri Commercial Hazardous Waste Facilities, List--PUB968

:* [http://www.dnr.mo.gov/env/swmp/facilities/sanlist.htm DNR Solid Waste Facilities List]

:* [http://www.dnr.mo.gov/env/hwp/downloads/hwpet.htm DNR Registered Underground Petroleum Storage Tank List]

:* [http://www.dnr.mo.gov/env/hwp/downloads/hwpet.htm DNR Leaking Underground Storage Tank List]

:* [http://www.pstif.org/ Petroleum Storage Tank Insurance Fund], select Tank Sites tab

:* [http://www.nrc.uscg.mil/nrchp.html National Response Center Hotline], select Services, then query/download and select Standard Reports to run query

:* [http://www.epa.gov/enviro/ EPA Envirofacts], under Other Sites of Interest select Enviromapper

:* Other lists as appropriate.

Coordination with the Environmental Protection Agency (EPA) and DNR will help to determine liability, regulatory requirements, and potential cleanup costs. The potential to encounter unknown wastes from sites not identified through database and/or site reviews by the LPA should always be a consideration. Any unknown sites that are found during project construction shall be handled in accordance with federal and state laws and regulations. Any agency coordination, known hazardous waste site boundaries, and any measures taken to avoid, minimize or mitigate impacts to those areas must be included in the NEPA document. Any work not completed during the NEPA stage must be carried forward as a commitment for construction as appropriate.

===136.6.4.10.1 Renovation and Demolition of Structures===

All structures, including bridges, that will be renovated or demolished must be inspected for asbestos. The reports from these hazardous waste inspections MUST be included in the bid proposal. Demolition or renovation is a three-step process under the asbestos regulations. All structures that meet the criteria as described above must be inspected by an Asbestos Building Inspector. Following the inspection, regardless of whether asbestos is present or not, an Asbestos Demolition Notification shall be made to DNR no fewer than 10 working days prior to beginning the project. If regulated amounts of asbestos are present, an Asbestos Project Notification must also be submitted and an Asbestos Post-Notification must be filed after the work is completed. If abatement is necessary, a certified Contractor Supervisor must be present and a licensed asbestos abatement contractor must do the abatement. Useful links for information on asbestos regulations include:

:* The [http://www.dnr.mo.gov/env/apcp/asbestos.htm main Asbestos Information page]
:* [http://www.dnr.mo.gov/pubs/pub2157.pdf Asbestos Requirements for Demolition and Renovation Projects tech bulletin]
:* [http://www.dnr.mo.gov/forms/780-1226-f.pdf Asbestos Project Notification]
:* [http://www.dnr.mo.gov/forms/780-1923-f.pdf Asbestos Demolition Notification]
:* [http://www.dnr.mo.gov/forms/780-1225-f.pdf Asbestos Post-Notification]
:* [http://www.dnr.mo.gov/ MO DNR] contact: Senora Cressman, Environmental Specialist, office (573) 522-9936, cell (636) 432-8083, fax (573) 751-2706.

===136.6.4.10.2 Painting Bridges and Demolition of Painted Structures===

Painted surfaces of bridges and structures often contain heavy metals such as lead, chromium or barium that are regulated as hazardous waste under federal and state law. MoDOT has entered into a Memorandum of Understanding (MOU) with the Department of Health and Senior Services (DHSS) that stipulates certain requirements for lead abatement contractors. The contractor requirements involve any testing or identifying of lead-based paint on the surface of structures, determining whether a painted structure is a lead-hazard because of deteriorated paint, and performance of lead abatement activities. Specific requirements for LPA projects include:

:1) All contractors and subcontractors performing lead abatement activities must be licensed as Missouri lead abatement contractors. Additionally, employees of the contractors performing lead abatement activities are required to be licensed as Missouri lead abatement supervisor(s) and/or workers,
:2) the project sponsor shall provide notification to DHSS through the submittal of a ''lead abatement project funding agency notification form'' that is required to be submitted 10 days prior to the onset of lead abatement projects, and
:3) the contractor shall also provide notification to DHSS through the submittal of a ''lead abatement project notification form'' that is required to be submitted 10 days prior to the onset of lead abatement projects.

Both the [http://www.modot.mo.gov/business/contractor_resources/LeadPaintActivities.htm MOU and <u>contractor information for lead work activities</u>] are available. [http://www.health.mo.gov/safety/leadlicensing/ Application forms, licensing information and training schedules] are also available.

Painted structures shall be tested prior to painting and demolition to determine proper disposal for the waste generated during the project. The inspection reports MUST be included in the bid proposal. The test results for heavy metal analysis shall be included in the NEPA document, along with the identification of the need to handle and dispose of the material as a hazardous waste. Any work not completed during the NEPA stage must be carried forward as a commitment for construction as appropriate. Note that the information provided herein is not inclusive and LPAs must follow all applicable federal and state laws for these activities.

'''Bridge Painting '''

Wash water and wipes used to clean bridge surfaces prior to painting must be collected and tested to determine whether they are regulated as hazardous waste. If it fails, it must be handled in accordance with federal and state law. Wash water that is not hazardous waste must still be collected and disposed at a Publicly Owned Treatment Works or a National Pollutant Discharge Elimination System (NPDES) permit must be obtained for discharge.

Blast residue must be collected and tested to determine whether it is regulated as a hazardous waste. Bridges with lead-, chromium-, or barium-based paint (or other regulated metals), must be handled as a hazardous waste and transported by a licensed hazardous waste transporter to a permitted Treatment Storage and Disposal (TSD) facility. Hazardous Waste Summary reports must be submitted to the Department of Natural Resources (DNR) for assessment of fees and taxes.

'''Painted Block and Brick in Structures to be Demolished '''

When a building or structure (including bridges) that is to be demolished contains block and brick that is painted, the painted surfaces should be tested for regulated heavy-metal-based paint to determine whether the material can be used for clean fill. As previously described above in the first paragraph of EPG 136.6.4.10.2, for any lead testing activity the contractor must be licensed as a lead abatement contractor and the contractor must provide the proper notification(s) to DHSS. All other demolition debris must be disposed in a demolition landfill. If a demolition landfill is not available, a permitted solid waste landfill can accept it. The levels of certain metals that are acceptable for use as clean fill are listed in the [http://www.dnr.mo.gov/env/swmp/docs/cleanfill09.pdf DNR Tech Bulletin on Painted Block and Brick].

Also refer to ''Missouri Standard Specifications For Highway Construction'' [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1081] on bridge painting and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 202] on demolition.

==136.6.4.11 Farmland Protection Policy Act==

The Farmland Protection Policy Act (FPPA) mandates that agencies identify and take into account the adverse effects of federal projects on farmland. The act requires all federally funded projects to be assessed for the potential conversion of farmland to non-farming purposes. LPAs shall assess the impact of their projects in cooperation with the local Natural Resources Conservation Service (NRCS) office.

If the project requires no additional right of way, farmland assessment is not necessary. When additional right of way is needed, if it is located within city limits and the affected land is entirely developed for uses other than agriculture (e.g., within city limits), the LPA may document this in their files and no further action is required. If it is outside of established city limits, the LPA must complete a [[Media:127.11 Form AD 1006.DOC|Form AD-1006 Farmland Conversion Impact Rating]] (or for corridor type projects [[Media:127.11_Form_SCS_CPA_106.DOC|Form SCS-CPA-106]] and forward it along with the preliminary layouts to the NRCS for agency review.

Forms can also be obtained from the NRCS and may be reproduced. The LPA completes Parts I and III, showing the acreage of new right-of-way and borrow areas, and submits three copies to NRCS. The submittal should request NRCS to fill out Parts II, IV, and V. NRCS assistance in filling out Part VI can also be requested, if desired. The LPA shall also ask NRCS to advise whether any land considered to be farmland is subject to any state or local government policy or programs to protect farmland.

The LPA must complete the form after NCRS returns it. If the total rating exceeds 160 points, the FPPA mandates further consideration of protection. Using the bottom portion of Form AD-1006 labeled “Reason for Selection,” the LPA will document why this site was selected over the other alternative sites and submit one copy of the form along with the preliminary layout. This completes the processing. Under present directives, the LPA will have satisfied the requirements by considering the impact of converting any farmland to non-agricultural use and submitting the completed form. If the project is classified as other than a categorical exclusion, the completed form must be included in the EIS or EA.

==136.6.4.12 Community Impact Assessment (Social/Economic/Environmental Justice)==

[http://www.fhwa.dot.gov/environment/environmental_justice/overview/ Title VI of the Civil Rights Act of 1964 and Executive Order (EO) 12898 on Environmental Justice] apply to all programs and activities of federal-aid recipients, subrecipients, and contractors whether the programs and activities are federally funded or not. Environmental justice should be considered in all project development decisions regardless of the NEPA classification.

Compliance with Title VI and EO 12898 during the NEPA process includes fully identifying social, economic and environmental effects; considering alternatives; coordinating with agencies; involving the public; and utilizing a systematic interdisciplinary approach. Potential impacts to the human environment should drive the transportation decision-making process as much as potential impacts to the natural environment and comparable consideration is to be given to both impacts to the natural and human environment. The final decisions on any proposed project on any federal-aid system are to be made in the best overall public interest, taking into consideration the need for fast, safe and efficient transportation, public services, and the costs of eliminating or minimizing possible adverse economic, social, and environmental effects. Compliance with EO 13166 on Limited English Proficiency should also be considered.

Community impact assessment is key to avoiding the potential for discrimination or disproportionately high and adverse impacts. The LPA will provide a brief description of impacts, if any, to minorities, low-income populations, and the community in general. Most projects will be small and will have minimal to no impacts. If there are any commercial or residential displacements, the following text must be included in the NEPA documentation:

:The acquisition and relocation of affected residential and commercial properties will be conducted in accordance with the relocation procedures established in the Uniform Relocation Assistance and Real Property Acquisition Policies Act (referred to as the Uniform Act) of 1970, as amended. The Uniform Act and Missouri state laws require that just compensation be paid to the owner(s) of private property taken for public use. The Uniform Act is carried out without discrimination and in compliance with Title VI (the Civil Rights Act of 1964), the President’s Executive Order on Environmental Justice, and the Americans with Disabilities Act.

The LPA must provide relocation services to all impacted households without discrimination under guidance of the Uniform Act. Additional information concerning [http://www.fhwa.dot.gov/environment/environmental_justice/ej_at_dot/ environmental justice] and [http://www.fhwa.dot.gov/environment/community_impact_assessment/index.cfm community impact assessment] is available.

Guidelines regarding public involvement can be found in [[:Category:129 Public Involvement|EPG 129 Public Involvement]]. These guidelines are not to be viewed as all-inclusive. Instead, they outline the minimum level of expectations for public involvement, with each individual effort matching the specific needs of the project and the community involved. Public involvement efforts based on environmental document type can be found in [[:Category:129 Public Involvement#129.4 Public Involvement Based on Environmental Document Type|EPG 129.4 Public Involvement Based on Environmental Document Type]]. Documentation is key and any outreach must be documented in the project files and the Request for Environmental Review (RER).

==136.6.4.13 Noise Standards and Noise Abatement==

Federal legislation in 1970 authorized the use of federal-aid highway funds for measures to abate and control highway traffic noise. MoDOT has a federally approved [[127.13 Noise|traffic noise policy]] to define and conform to the requirements of [http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr;sid=ae7cf57d9d28b534abe1c23c25349e64;rgn=div5;view=text;node=23%3A1.0.1.8.44;idno=23;cc=ecfr Article 772, Code of Federal Regulations (23 CFR 772)] and the noise-related requirements of NEPA. The guidelines in the MoDOT Noise Policy are used to determine the need, feasibility, and reasonableness of noise abatement measures and provide the basis for statewide uniformity in traffic noise analysis. The LPA must use MoDOT’s FHWA-approved noise policy. Refer to [[127.13 Noise|EPG 127.13 Noise]].

==136.6.4.14 Air Quality Requirements==

The Clean Air Act defines requirements for transportation project air quality analysis. In Missouri, requirements are met through conformity demonstrations with established emission budgets contained in the State Implementation Plan (SIP). This process involves projects meeting the definition of "regionally significant" as described in 23 CFR 450.104. At a minimum, this includes all principal arterial highways and all fixed guideway transit facilities that offer a significant alternative to regional highway travel and would normally be included in the modeling of a metropolitan area’s transportation network. Generally, LPA projects will not meet the definition of "regionally significant" and the appropriate response for TIP Number on the Request for Environmental Review (RER) form is “N.A.” In the event a local project is determined to be regionally significant, conformity will be demonstrated through an established process for inclusion in a metropolitan Transportation Improvement Program (TIP).

=136.6.5 Environmental Assessment (EA)=

An EA is prepared when there is uncertainty about the significance of the impacts from a project. FHWA generally expects an EA for two-lane relocation projects and often for add-a-lane projects on new right of way; other types of projects may also require an EA. To avoid delays in project development, the LPA, or its consultant, should initiate preparation of the EA sufficiently early to ensure that NEPA compliance can be achieved before 35% design completion. An EA describes a project’s purpose and need, identifies the alternates that are being considered, and discusses the expected impacts. It should discuss all topics required by FHWA regulations and guidance but should discuss in detail only those where there is potential for a significant impact. The EA should be concise and should not contain long descriptions or include detailed information that may have been gathered or analyses that may have been conducted for the proposed action. [http://environment.fhwa.dot.gov/projdev/impTA6640.asp FHWA Technical Advisory T6640.8A “Guidance for Preparing and Processing Environmental and Section 4(f) Documents”] provides additional direction on the information contained in an EA and the format. The LPA must contact the MoDOT district contact if a significant impact is identified at any time during the preparation of an EA. FHWA will determine whether an EIS needs to be prepared.

The LPA should begin consultation (through either early coordination or a scoping process) with interested regulatory agencies and others at the earliest appropriate time, to advise them of the scope of the project. This consultation will help determine those aspects of the proposed action with potential for social, economic, or environmental impact and will identify other environmental review and consultation requirements that are performed concurrently with the EA. Agencies with jurisdiction by law, such as the COE or the FWS, must be invited to become cooperating agencies. The LPA will provide the MoDOT district contact with draft letters requesting the COE and other agencies to be cooperating agencies and FHWA will send the letters. The LPA will also work with the FHWA to initiate consultation with federally recognized American Indian tribes determined to have an interest in the project area. Such consultation is conducted by FHWA on a government-to-government basis (FHWA determines which tribes and sends the letters); the consultation informs the tribes of the project, asks whether they have any specific concerns, and inquires whether they want to continue to consult on the project. The LPA or its consultant will prepare a draft letter for FHWA’s use but will not contact the tribes. The EA must summarize the results of both agency consultation and public involvement. The LPA, or its consultant, will prepare a preliminary EA (pEA) that encompasses the following:

:* Finalize the location study with all alternates considered, including those discarded, depicted graphically.

:* Indicate the preferred alternate.

:* Evaluate all proposed reasonable alternates equally; the EA must include more than a single build alternative as well as the no build alternate. Reasonable alternates addressed in the EA are those that may be constructed in the event that the preferred alternate is not selected.

:* Identify all previously reported archaeological and historic sites located within the study corridor and all alternates being considered. FHWA will determine whether the location and current condition of previously reported resources require verification. Complete a Phase I archaeological survey for the preferred alternate. Identify all areas for which landowner access was denied or the survey was not conducted at the preliminary EA stage. Determine which sites identified in the project area require Phase II archaeological testing or evaluation. If the Missouri Department of Natural Resources (DNR) determines any sites require further testing, Phase II archaeological testing must also be completed unless coordination with FHWA and the district determine such testing may be postponed to a later time.

:* Identify all buildings and bridges 50 years old or older within all alternates being considered and provide an initial assessment of the resources’ potential eligibility to the National Register of Historic Places (NRHP). Submit all buildings, bridges, and culverts impacted by the preferred alignment, including those less than 50 years of age, to DNR’s State Historic Preservation Office (DNR-SHPO) for concurrence in a determination of eligibility to the NRHP.

:* If the proposed project will adversely impact any NRHP-eligible sites or historical structures, the pEA must include either a draft Memorandum of Agreement (MOA) or draft Programmatic Agreement (PA) identifying uncompleted or mitigation activities to be completed prior to project construction.

:* Indicate impacts to parklands, wildlife refuges, or other publicly owned recreational use areas that may qualify for [http://www.modot.mo.gov/business/manuals/documents/FIG4-6R-2009usethisone.doc Section 4(f) protection], along with a statement as to the status of agency coordination on those impacts. The EA must include a Draft Section 4(f) Evaluation for impacts to these public lands, if applicable, or if the preferred alternate will cause adverse effects to certain kinds of cultural resources that require preservation in place, such as cultural resources that are NRHP-eligible for reasons other than the data associated with them (e.g., the location/setting is important, associated with significant historic events or people; distinctive characteristics of a type, period, or method of construction; involves human burial). Although prehistoric archaeological sites containing human remains will require Section 4(f) consideration, typically prehistoric sites not containing human remains will not require Section 4(f) consideration. A single Draft Section 4(f) Evaluation is prepared for all Section 4(f) resources, including both public lands and historic sites, potentially impacted by the project. This evaluation includes a consideration of all measures to minimize harm to the Section 4(f) resources.

:* Identify any Section 6(f) resources the project will affect. Any Section 6(f)(3) Conversion Documentation required cannot be completed until the NEPA process is concluded because the Section 6(f) document must include copies of the approved FONSI signature page and/or signed Section 4(f) evaluation. However, elements of the Section 6(f) document may be assembled during preparation of the NEPA document.

:* Conduct a preliminary wetland and stream evaluation to identify potential jurisdictional wetland areas and streams. Estimate the areas of wetlands in the project area for all alternatives using conventional mapping sources and windshield survey and document expected impacts.

:* Determine the presence or absence of threatened or endangered plant and/or animal species and/or habitats within the project limits.

:* Determine farmland impacts using either [[Media:127.11 Form AD 1006.DOC|Farmland Conversion Impact Rating, Form AD-1006]] for site projects or [[Media:127.11_Form_SCS_CPA_106.DOC|Form SCS-CPA-106]] for corridor projects.

:* If applicable, perform a noise analysis that identifies noise sensitive receptors based on the Noise Abatement Criteria. Determine whether receptors meet the criteria for the installation of a noise wall. If the LPA does not have a noise policy, it is suggested that they use MoDOT’s FHWA-approved noise policy. The location of any necessary noise walls is proposed (this may change subject to subsequent detailed design and public involvement with the affected residents).

:* Determine the number of displacements, the effect on pedestrian and bicycle traffic, the secondary and cumulative impacts and other social and economic impacts of the project.

:* Conduct a records search to determine the presence of possible hazardous waste sites.

:* Demonstrate that the proposed project is in compliance with the Clean Air Act.

The pEA is provided to MoDOT for distribution to FHWA and any formal cooperating agencies (identified as such on the pEA cover sheet) for their review and comment. The document is not to be distributed to anyone outside of these entities. When the LPA or its consultant has addressed the review comments on the pEA, the EA is ready for FHWA’s final review and approval, after which it is made available to the public as an FHWA document.

The EA must be made available for public inspection at the LPA’s office and at the appropriate FHWA field offices as described in the next two paragraphs of this section. Although it is not a federal requirement that the document be circulated for comment, the LPA is encouraged to provide the EA to those federal, state, and local agencies likely to be affected by the action (those with regulatory or other responsibilities relating to the action). As a minimum, the LPA must send notice of availability of the EA, briefly describing the project and its impacts, to the affected units of federal, state, and local government and to Missouri Federal Assistance Clearinghouse, the state intergovernmental review contact established under Executive Order 12372.

MoDOT’s normal practice is to hold a location public hearing for all EAs. Although FHWA regulations do not require public hearings for EAs, the FHWA encourages them on most EAs. For specific EAs depending on the situation, the FHWA division office may require a public hearing after signing the EA and before signing the FONSI. Detailed information on public hearings is located in [[136.7 Design#136.7.6 Public Hearings|EPG 136.7.6 Public Hearings]]. When a public hearing is held as a part of the application for federal funds, the EA must be available at the public hearing and at the LPA’s office and at the appropriate FHWA field offices for a minimum of 15 days in advance of the public hearing. The notice of the public hearing in local newspapers must announce the availability of the EA and where it may be obtained to review. The notice will include a statement advising that comments should be submitted in writing to the LPA within 30 days of the availability of the EA unless FHWA determines that a different period is warranted.

When a public hearing is not held, the LPA must place a notice similar to a public hearing notice and at a similar stage of project development in the local newspapers, advising the public of the EA’s availability at the LPA’s office and at the appropriate FHWA field offices and where to obtain information concerning the project. The notice must invite comments from all interested parties. It will include a statement advising that comments should be submitted in writing to the LPA within 30 days of the publication of the notice unless FHWA determines that a different period is warranted.

==136.6.5.1 Findings of No Significant Impact (FONSI)==

Once the 30-day public comment period has ended and all comments from the public and other agencies have been collected, the LPA or its consultant prepares a Finding of No Significant Impact (FONSI). The FONSI should summarize any public and/or agency coordination that occurred after the EA was signed. The FONSI must satisfactorily address all substantive comments on the EA provided during the 30-day comment period, including those from other agencies, the general public, and as a result of the public hearing. To ensure this, the LPA will provide the MoDOT district contact with a copy of the public hearing transcript and/or any other comments received for transmission to the FHWA along with the FONSI. The FONSI must describe any changes to the EA-designated preferred alternate and document any additional impact analyses performed for the final, selected alternate.

The FONSI must also document compliance with all applicable environmental laws and Executive Orders or provide reasonable assurance that their requirements can be met and briefly present why the action does not have a significant impact. If the proposed project will adversely impact any NRHP-eligible sites or historical structures, either an MOA or a PA executed by the DNR-SHPO, FHWA, Advisory Council on Historic Preservation (ACHP), and the LPA must accompany the letter. The MOA or PA will identify uncompleted or mitigation activities to be completed prior to project construction. If the project will impact prehistoric sites known or likely to contain human remains, the MOA or PA will also be provided to appropriate American Indian tribes with cultural interest in the region for review, comment, and signature if they desire. Accompanying documentation must also include the Final Section 4(f) Evaluation, when required, for any impacted historic structures and for parklands, wildlife refuges, or other public lands affected.

When the FONSI is completed and the listed items are included, the documentation (with a signature page) is provided to MoDOT for distribution to FHWA (and to cooperating agencies for their review and comment if the selected alternate differs from the EA-designated preferred alternate).

If the FONSI is for a new controlled access freeway, a highway project of four or more lanes on a new location, or other action described in 23 CFR §771.115a, the letter to FHWA and accompanying documentation described above must also be made available for public review, including affected units of government, for a minimum of 30 days before FHWA issues a FONSI for the project. A notice similar to that for a public hearing must announce the availability of the documentation. If at any point in the EA process, FHWA determines that the action is likely to have a significant impact, the LPA will be required to prepare an EIS.

FHWA will review the FONSI, accompanying documentation, and any public hearing comments and other comments received regarding the EA. If FHWA determines after reviewing the documentation that there are no significant impacts associated with the project, the FONSI will be signed and a copy of the signed FONSI will be returned to the LPA.

After FHWA issues a FONSI, the LPA is encouraged to provide the FONSI to those federal, state, and local agencies likely to be affected by the action (those with regulatory or other responsibilities relating to the action). As a minimum, the LPA must send a notice of availability of the FONSI to the affected units of federal, state, and local government and the FONSI shall be available from the LPA and FHWA upon request by the public. Notice of availability is also sent to Missouri Federal Assistance Clearinghouse, the state intergovernmental review contact established under Executive Order 12372.

==136.6.5.2 Timeframes==

The project schedule should allow about two years for obtaining a FONSI.

=136.6.6 Environmental Impact Statement (EIS)=

==136.6.6.1 Draft Environmental Impact Statement==

An EIS is prepared for projects that have clearly identified and significant social, economic, or environmental impacts. FHWA indicates that an EIS is required for four-lane relocations as well as for major bridges or projects that are controversial. To avoid delays in project development, the LPA, or its consultant, should initiate preparation of the EIS sufficiently early to ensure that NEPA compliance can be achieved before 35% design completion.

An EIS describes a project’s purpose and need, identifies the alternates being considered, and discusses expected impacts in detail. To the extent possible, it also indicates compliance with other regulations. The EIS includes procedures to minimize harm and details mitigation measures and all other environmental commitments. [http://environment.fhwa.dot.gov/projdev/impTA6640.asp FHWA Technical Advisory T6640.8A “Guidance for Preparing and Processing Environmental and Section 4(f) Documents”] provides additional direction on the information contained in an EIS and the format.

When FHWA determines that an EIS is required, the LPA will prepare and FHWA will issue a Notice of Intent for publication in the ''Federal Register''. LPAs are encouraged to announce the intent to prepare an EIS by appropriate means at the local level.

After publication of the Notice of Intent, the LPA will begin a scoping process to aid in identifying the range of alternatives and impacts and the significant issues to be addressed in the EIS. Scoping is normally achieved through public and agency involvement procedures. If a scoping meeting is to be held, it will be announced in the FHWA’s Notice of Intent and by appropriate means at the local level. Agencies with jurisdiction by law must be requested to become cooperating agencies. Section 6002 (Efficient Environmental Reviews for Project Decision Making) of the Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2003 (SAFETEA-LU) updates the environmental review process by adding a new category of “participating agencies” for federal, state, and local agencies and tribal nations that have an interest in the project. The LPA will provide the MoDOT district contact with draft letters requesting the COE and other agencies to be cooperating and/or participating agencies as appropriate and FHWA will send the letters.

The LPA will also work with the FHWA to initiate consultation with federally recognized American Indian tribes determined to have an interest in the project area. Such consultation is conducted by FHWA on a government-to-government basis (FHWA determines which tribes and sends the letters); the consultation informs the tribes of the project, asks whether they have any specific concerns, and inquires whether they want to continue to consult on the project. The LPA or its consultant will prepare a draft letter for FHWA’s use but will not contact the tribes.

Section 6002 stipulates that both participating agencies and the public will be given the opportunity to comment on the purpose and need and range of alternatives for a project. Previously only cooperating agencies were offered such an opportunity. Section 6002 also mandates establishing a coordination plan for agency and public participation and comment. Further information on the SAFETEA-LU environmental review process can be found in FHWA’s [http://www.fhwa.dot.gov/hep/section6002/ SAFETEA-LU ENVIRONMENTAL REVIEW PROCESS FINAL GUIDANCE, Publication L 109-59, November 15, 2006].

The LPA or its consultant will prepare a preliminary Draft EIS (pDEIS) that evaluates all reasonable alternatives to the action and discusses the reasons why other alternatives that may have been considered were eliminated from detailed study. The pDEIS also summarizes the studies, reviews, consultation, and coordination required by environmental laws or Executive Orders to the extent appropriate at this stage in the environmental process. A pDEIS requires completing the following work:

:* Finalize the location study; all alternates considered, including those discarded, must be depicted graphically in the document.

:* Indicate a preferred alternate if one stands out.

:* Evaluate all proposed reasonable alternates equally. Reasonable alternates addressed in the EIS are those that may be constructed in the event that the preferred alternate is not selected. (Provisions of SAFETEA-LU allow FHWA to decide whether the preferred alternative may be developed to a higher level of design detail to facilitate either the development of mitigation measures or compliance with other environmental laws. See FHWA’s 2006 SAFETEA-LU FINAL GUIDANCE, as cited previously, for details.)

:* Identify all previously reported archaeological and historic sites located within the study corridor and all alternates being considered. FHWA will determine whether the location and current condition of previously reported resources require verification.

:* Identify all buildings and bridges 50 years old or older within all alternates being considered and provide an initial assessment of the resources’ potential eligibility to the National Register of Historic Places (NRHP).

:* Indicate impacts to parklands, wildlife refuges, or other publicly owned recreational use areas that may qualify for Section 4(f) protection, along with a statement as to the status of agency coordination on those impacts. The DEIS must include a Draft Section 4(f) Evaluation for impacts to these public lands, if applicable, or if the preferred alternate will cause adverse effects to certain kinds of cultural resources that require preservation in place, such as cultural resources that are NRHP-eligible for reasons other than the data associated with them (e.g., the location/setting is important, associated with significant historic events or people; distinctive characteristics of a type, period, or method of construction; involves human burial). Although prehistoric archaeological sites containing human remains will require Section 4(f) consideration, typically prehistoric sites not containing human remains will not require Section 4(f) consideration. A single Draft Section 4(f) Evaluation is prepared for all Section 4(f) resources, including both public lands and historic sites, potentially impacted by the project. This evaluation includes a consideration of all measures to minimize harm to the Section 4(f) resources.

:* Note the presence of any potential Section 6(f) resources. If Section 6(f)(3) Conversion Documentation is required, it cannot be completed until the NEPA process is concluded because the Section 6(f) document must include copies of the approved ROD signature page and/or signed Section 4(f) evaluation. However, elements of the Section 6(f) document may be assembled during preparation of the NEPA document.

:* Conduct a preliminary wetland and stream evaluation to identify potential jurisdictional wetland areas and streams and possible impacts to them.

:* Determine the presence or absence of threatened or endangered plant and/or animal species and/or habitats within the project limits.

:* Determine farmland impacts using either Form AD-1006 for site projects or Form SCS-CPA-106 for corridor projects.

:* If applicable, perform a noise analysis that identifies noise sensitive receptors based on the Noise Abatement Criteria. Determine whether receptors meet the criteria for the installation of a noise wall. If the LPA does not have a noise policy, it is suggested that they use MoDOT’s FHWA-approved noise policy.

:* Determine the number of displacements, the effect on pedestrian and bicycle traffic, the secondary and cumulative impacts, and other social and economic impacts of the project.

:* Conduct a records search to determine the presence of possible hazardous waste sites.

:* Demonstrate that the proposed project is in compliance with the Clean Air Act.

The pDEIS is provided to MoDOT for distribution to FHWA and formal cooperating agencies (identified as such on the pDEIS cover sheet) and may be offered to participating agencies for their review and comment. The document is not to be distributed to anyone outside of these entities. When the LPA or its consultant has addressed the review comments on the pDEIS, the DEIS is ready for FHWA’s final review. The FHWA, when satisfied that the DEIS complies with NEPA requirements, will approve the DEIS for circulation by signing and dating the cover sheet.

The LPA is responsible for printing the DEIS in sufficient quantity to accommodate circulation to those entities listed in the document as well as requests for copies that can reasonably be expected from agencies, organizations, and individuals. Normally, copies will be furnished free of charge. However, with FHWA concurrence, the party requesting the DEIS may be charged a fee that is not more than the actual cost of reproducing the copy or may be directed to the nearest location where the statement may be reviewed.

Once FHWA signs the DEIS, public and agency comments must be requested. The LPA, on behalf of FHWA, circulates the approved DEIS to federal and state agencies, local entities, elected officials, and others as appropriate for their review and comment. Upon circulation of the approved DEIS to the Environmental Protection Agency (EPA), the EPA publishes a Notice of Availability (NOA) in the Federal Register. Copies of the approved DEIS are also provided for public viewing and copying in the LPA’s office and other public repositories such as libraries and city or county offices. The DEIS must be made available to the public and transmitted to agencies for comment no later than the time the document is filed with the Environmental Protection Agency. The DEIS shall be transmitted to:

:1. Public officials, interest groups and members of the public known to have an interest in the proposed action or the DEIS;

:2. Federal, state and local government agencies expected to have jurisdiction or responsibility over, or interest or expertise in, the action. Copies are provided directly to appropriate state and local agencies and to Missouri Federal Assistance Clearinghouse, the state intergovernmental review contact established under Executive Order 12372; and

:3. States and federal land management entities that may be significantly affected by the proposed action or any of the alternatives. These copies shall be accompanied by a request that such state or entity advise the FHWA in writing of any disagreement with the evaluation of impacts in the statement. FHWA will furnish the comments received to the LPA along with a written assessment of any disagreements for incorporation into the final EIS.

The ''Federal Register'' NOA initiates a period of no less than 45 days for the return of comments on the DEIS. The notice and the DEIS transmittal letter must identify to whom comments may be sent.

A location public hearing is generally held for all projects requiring an EIS. Detailed information on public hearings is located in [[136.7 Design#136.7.6 Public Hearings|EPG 136.7.6 Public Hearings]]. The DEIS shall be available at the public hearing and for a minimum of 15 days in advance of the hearing. The availability of the DEIS shall be mentioned and public comments requested in any public hearing notice and at any public hearing presentation. If a public hearing on an action proposed for FHWA funding is not held, a notice shall be placed in newspaper similar to a public hearing notice advising where the DEIS is available for review, how copies may be obtained, and where the comments will be sent.

==136.6.6.2 Final Environmental Impact Statement==

After circulation of a DEIS, when the 45-day comment period has ended and all comments from the public and other agencies have been collected, a preliminary Final EIS (pFEIS) is prepared. The FEIS identifies the preferred alternative and evaluates all reasonable alternatives considered. It should also discuss substantive comments received on the DEIS and responses thereto, summarize public involvement, and describe the mitigation measures that are to be incorporated into the proposed action. Mitigation measures presented as commitments in the FEIS must be implemented with the project. The following items of work are completed as part of the pFEIS:

:* All substantive comments gathered on the DEIS during the 45-day comment period, including those from other agencies, the general public, and as a result of the public hearing, must be satisfactorily addressed. To ensure this, the LPA will provide the MoDOT district contact with a copy of the public hearing transcript and/or any other comments received for transmission to the FHWA along with the pFEIS.

:* A preferred alternate must be declared.

:* A Phase I archaeological survey must be completed for the preferred alternate(s) and all areas for which landowner access was denied or the survey was not conducted should be identified. A determination should be made of which sites identified in the project area require Phase II archaeological testing or evaluation. If the Missouri Department of Natural Resources (DNR) determines any sites require further testing, Phase II archaeological testing must also be completed unless coordination with FHWA and the district determine such testing may be postponed to a later time.

:* All buildings, bridges, and culverts impacted by the preferred alignment that were not previously reviewed by the DNR’s State Historic Preservation Office (DNR-SHPO), including those less than 50 years of age, must be submitted to DNR for concurrence in a determination of eligibility to the NRHP.

:* If the proposed project will adversely impact any NRHP-eligible sites or historical structures, the pFEIS must include either a Memorandum of Agreement (MOA) or a Programmatic Agreement (PA) executed by the DNR-SHPO, FHWA, the LPA, and the Advisory Council on Historic Preservation (ACHP) (all PAs; MOAs if it chooses to participate). The MOA or PA will identify uncompleted or mitigation activities to be completed prior to project construction. If the project will impact prehistoric sites known or likely to contain human remains, the MOA or PA will also be provided to appropriate American Indian tribes with cultural interest in the region for review, comment, and signature if they desire.

:* A Final Section 4(f) Evaluation, when required, must be included in the pFEIS for any impacted historic structures and for parklands, wildlife refuges, or other public lands affected.

:* Identify any Section 6(f) resources the project will affect. Elements of the Section 6(f)(3) Conversion Documentation may be assembled during preparation of the NEPA document, even though the Section 6(f) document cannot be completed until the NEPA decision document has been issued.

:* A preliminary jurisdictional wetland and stream delineation is conducted in the project area for the preferred alternative and expected impacts are documented.

:* Identify whether any consultation with the U.S. Fish and Wildlife Service is required to address threatened or endangered plant and/or animal species within the project limits and any conservation measures resulting from the consultation.

:* The location of any necessary noise walls is proposed (this may change subject to subsequent detailed design and public involvement with the affected residents).

The FEIS will also document compliance, to the extent possible, with all applicable environmental laws and Executive Orders or provide reasonable assurance that their requirements can be met. Every reasonable effort shall be made to resolve interagency disagreements on actions before processing the FEIS. If significant issues remain unresolved, the FEIS must identify those issues and the consultations and other efforts made to resolve them. When the listed items are completed and included in a preliminary FEIS, the pFEIS is provided to MoDOT for distribution to FHWA and formal cooperating agencies (identified as such on the pFEIS cover sheet) and may be offered to participating agencies for their review and comment. The document is not to be distributed to anyone outside of these entities. When the LPA or its consultant has addressed the review comments on the pFEIS, the FEIS is ready for FHWA’s final review and approval. The FEIS will be reviewed for legal sufficiency prior to FHWA approval.

FHWA will indicate approval of the FEIS for an action by signing and dating the cover page. Approval of the FEIS does not commit the FHWA to approve any future request to fund the preferred alternative.

The LPA should print a sufficient quantity of the FEIS to accommodate circulation to the appropriate entities as well as requests for copies that can reasonably be expected from agencies, organizations, and individuals. Normally, copies will be furnished free of charge. However, with FHWA concurrence, the party requesting the FEIS may be charged a fee that is not more than the actual cost of reproducing the copy or may be directed to the nearest location where the statement may be reviewed.

When sufficient copies of the approved FEIS are transmitted to FHWA, FHWA circulates the document to the EPA along with an NOA to be published in the ''Federal Register''. Publication of the NOA initiates a 30-day comment period on the FEIS. The LPA circulates the approved FEIS for review and comment to any persons, organizations, or agencies that made substantive comments on the DEIS or requested a copy, no later than the time the document is filed with EPA. In the case of lengthy documents, the agency may provide alternative circulation processes. The LPA shall also publish a notice of availability in local newspapers and make the FEIS available through the mechanism established pursuant to DOT Order 4600.13 which implements Executive Order 12372. When the FEIS is filed with EPA, it must be available for public review at the LPA’s offices and at appropriate FHWA offices. A copy will also be made available for public review at institutions such as local government offices, libraries, and schools, as appropriate.

=136.6.7 Record of Decision (ROD)=

Substantive comments received on the FEIS are addressed in a Record of Decision (ROD) prepared by the LPA. The ROD also discusses the alternates that were considered for the project, identifies the selected alternate, and discusses why this alternate was selected. The ROD discusses commitments made in the document, including the measures that have been adopted to minimize harm, such as mitigation plans, and details any monitoring and enforcement program, if applicable. After comments are satisfactorily addressed, the ROD is presented to FHWA for approval. Once the ROD is signed by FHWA, the LPA can approve the location of the project and begin detailed design.

The timeframe for completing the EIS process varies. The timeline for completing consultant-prepared EISs is a negotiated item within the scope of work. A good rule of thumb is to allow at least 3 years to get to an approved ROD.

=136.6.8 Supplemental Environmental Impact Statements=

A DEIS, FEIS or supplemental EIS may be supplemented at any time. An EIS shall be supplemented whenever FHWA determines that:

:1. Changes to the proposed action would result in significant environmental impacts that were not evaluated in the EIS; or

:2. New information or circumstances relevant to environmental concerns and bearing on the proposed action or its impacts would result in significant environmental impacts not evaluated in the EIS.

Where FHWA is uncertain of the significance of the new impacts, the LPA will develop appropriate environmental studies or, if FHWA deems appropriate, an EA to assess the impacts of the changes, new information, or new circumstances. If based upon the studies, FHWA determines that a supplemental EIS is not necessary, FHWA shall so indicate in the project file.

A supplement is to be developed using the same process and format (i.e., draft EIS and final EIS as an original EIS except that scoping is not required.

In some cases a supplemental EIS may be required to address issues of limited scope, such as the extent of proposed mitigation or the evaluation of location of design variations for a limited portion of the overall project. Where this is the case, the preparation of a supplemental EIS shall not necessarily:

:1. Prevent the granting of new approvals;

:2. Require the withdrawal of previous approvals; or

:3. Require the suspension of project activities; for any activity not directly affected by the supplement. If the changes in question are of such magnitude to require a reassessment of the entire action, or more than a limited portion of the overall action, FHWA shall suspend any activities that would have an adverse environmental impact or limit the choice of reasonable alternatives, until the supplemental EIS is completed.

More [http://edocket.access.gpo.gov/cfr_2002/aprqtr/pdf/23cfr771.130.pdf detailed discussion of supplemental NEPA documents] can be found on FHWA’s web site.

=136.6.9 Re-evaluations=

If an acceptable FEIS is not submitted to the Federal Highway Administration (FHWA) within 3 years from the date of the DEIS circulation, the LPA shall prepare a written reevaluation of the DEIS in cooperation with FHWA. This reevaluation is used to determine whether a supplement to the DEIS or a new DEIS is needed.

A written reevaluation of the FEIS may be required before further approvals are granted if major steps to advance the action (e.g., authority to undertake final design, authority to acquire a significant portion of the right-of-way, or approval of the plans, specifications, and estimates) have not occurred within three years after the approval of the FEIS, final EIS supplement, or the last major FHWA approval or grant.

Factors such as noteworthy changes in the scope and/or location of the project, whether the project is active or inactive, and changes in environmental laws or regulations can also require a NEPA document reevaluation. Once completed and approved, a NEPA document has a limited shelf life of three years, even when portions of the project are under construction or have already been constructed, as is often the case for lengthy corridor projects. After approval of the ROD, FONSI or CE designation and prior to requesting any major approvals or grants, the LPA shall consult with MoDOT to establish whether the approved environmental document or CE designation remains valid for the requested FHWA action. These consultations will be documented when determined necessary by FHWA.

Whenever the project scope or location changes, the LPA will submit to the MoDOT district contact a Request for Environmental Review (RER) form that describes and shows the changes. Based on that information, the project will be reexamined to determine whether the proposed changes require a reevaluation. When a reevaluation is needed, the LPA prepares the reevaluation documentation. In most cases, the reevaluation is submitted to the FHWA for review and approval. Documentation for reevaluations is based on the original NEPA document type. If the original NEPA document was an EA or EIS, the LPA prepares a letter documenting the reevaluation and submits it to MoDOT for FHWA’s review and approval. Some projects with original NEPA classifications as CEs may also require reevaluations in the form of a letter. FHWA does not routinely require reevaluations in the form of supplemental EAs or EISs. More [http://edocket.access.gpo.gov/cfr_2002/aprqtr/pdf/23cfr771.129.pdf detailed discussion of NEPA reevaluations] can be found on FHWA’s web site.

[[Category:136 Local Public Agency (LPA) Policy|136.06]]

File:136.6.18photo.JPG

2022-09-07T14:08:06Z

Kleins1:

LPA:136.6 Environmental and Cultural Requirements

2022-09-06T20:24:26Z

Kleins1: Updated per revision request #3536

{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="360px" align="right"
|-
|<center>'''Figures'''</center>
|-
|[[media:136.6.1.docx|Fig. 136.6.1, Project Review Process flowchart]]
|-
|[[media:136.6.2.docx|Fig. 136.6.2, Key Environmental/Cultural Resources Compliance Milestones]]
|-
|[[media:136.6.3 Jan 18 2019.docx|Fig. 136.6.3, Environmental/Cultural Resources Compliance Checklist]]
|-
|[https://www6.modot.mo.gov/RERProject/ LPA Request for Environmental Review]
|-
|[[media:136.6.4 instructions 2021.pdf|Fig. 136.6.4, How to Complete the Request for Environmental Review]]
|-
|[[media:136.6.5.pdf|Fig. 136.6.5, Instructions for Preparing Categorical Exclusion Determination]]
|-
|[[media:136.6.6 2021.pdf|Fig. 136.6.6, Generalized flowchart of the Section 106 Process for Local Public Agencies]]
|-
|[[media:136.6.7 2017.docx|Fig. 136.6.7, Memorandum of Agreement for Mitigation of Adverse Effects]]
|-
|[[media:136.6.8 2013.doc|Fig. 136.6.8, LPA Section 4(f) Compliance Worksheet for Public Lands]]
|-
|[[media:136.6.9.doc|Fig. 136.6.9, Content of a Section 4(f) Evaluation]]
|-
|[[media:136.6.10.doc|Fig. 136.6.10, Diagram of Typical Floodplain]]
|-
|[http://sema.dps.mo.gov/programs/floodplain/documents/floodplain-develoment-permit.pdf Fig. 136.6.11, LPA Floodplain Development Permit]
|-
|[http://sema.dps.mo.gov/programs/floodplain/documents/no-rise-certification.pdf Fig. 136.6.12, Engineering “No-Rise” Certificate]
|-
|[[media:136.6.13.doc|Fig. 136.6.13, Procedures for “No-Rise” Certification for Proposed Development]]
|-
|[[media:136.6.14.docx|Fig. 136.6.14, Procedures for Environmental Clearance of Borrow Sites and Other Disturbed Areas Outside Right of Way]]
|-
|[[media:136.6.15.docx|Fig. 136.6.15, Example e106 Form]]
|-
|[[media:136.6.16 2018.pdf|Fig. 136.6.16, LPA Project Checklist for Adverse Effects]]
|-
|[[media:136.6.17.docx|Fig. 136.6.17, Sample LPA Transmittal of MOA Letter]]
|-
|[[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18, Threatened and Endangered Species Federal Aid Transportation Submittal Checklist]]
|-
|[[media:Fig. 136.6.19.pdf|Fig. 136.6.19, August 2018 MoDOT USFWS Threatened and Endangered Species Habitats]]
|-
! <center>'''Other Figures and Information for EPG 136.6'''</center>
|-
|[http://www.achp.gov/archguide.html Advisory Council “Model MOA”]
|-
|[https://epg.modot.org/forms/DE-Env&Cultural/Categorial%20Exclusion%20Form.dot Categorical Exclusion Determination]
|-
|[http://www.dnr.mo.gov/forms/780-1718_inst.pdf Instructions for Completing the SHPO 106 Survey Memo]
|-
|[[Media:127.11 Form AD 1006.DOC|Farmland Conversion Impact Rating]]
|-
|[https://www.gpo.gov/fdsys/pkg/FR-2017-01-06/pdf/2016-31355.pdf Nationwide 404 Permit for Minor Road Crossings (NWP 14 Linear Transportation Projects)]
|-
|[http://www.modot.org/business/lpa/cert_train.htm NEPA Training video] - scroll down to bottom left
|-
|[http://www.achp.gov/apptoolkit.html Section 106 Applicant Toolkit] - this Advisory Council on Historic Preservation's toolkit provides additional and supplemental info for the Section 106 process
|-
|[http://www.dnr.mo.gov/forms/780-1718.pdf State Historic Preservation Office’s Section 106 Survey Form]
|-
|[http://www.dnr.mo.gov/forms/780-1027-f.pdf State Historic Preservation Office’s Section 106 Project Information Form]
|-
|<div id="PowerPoint Tutorials"></div>
|-
! <center>'''"How To" PowerPoint Tutorials'''</center>
|-
|[[media:136.6 How to Complete the Application.ppt|How to Complete the Application for Section 106 Clearance]]
|-
|[[media:136.6 How to Document a Historic Bridge for Mitigation.pdf|How to Document a Historic Bridge for Mitigation]]
|-
|<center>'''Federal-Aid Essential Videos'''</center>
|-
|[http://www.fhwa.dot.gov/federal-aidessentials/catmod.cfm?category=develop Project Development]
|-
|[http://www.fhwa.dot.gov/federal-aidessentials/catmod.cfm?category=environm Environment]
|}

=136.6.1 Introduction=

Meeting environmental and cultural resource requirements and getting the necessary approvals and permits for local public agency (LPA) projects can involve multiple steps and varying lengths of time. Not meeting requirements in a timely manner can delay or even halt your project. You must obtain National Environmental Policy Act (NEPA) approval from the [http://www.fhwa.dot.gov/ Federal Highway Administration (FHWA)] before 35% plan completion. Before you can begin right-of-way acquisition for the project, you need concurrence from the State Historic Preservation Office (SHPO) that [[127.2 Historic Preservation and Cultural Resources|Section 106 (cultural resources)]] has been addressed satisfactorily. Some resources with specific requirements in addition to NEPA include historic buildings, archaeological sites, historic bridges, historic sites and parklands, wetlands and waterbody crossings, endangered species and conversion of farmland. Information on these topics and others can be found in this article and in the [http://www.modot.org/business/lpa/cert_train.htm NEPA Training video].

'''Roles and Responsibilities:''' MoDOT’s role in the project review process is to advise the LPA of requirements that must be met, review any NEPA submittals for completeness before forwarding to FHWA, and ensure that all needed permits, approvals, or other supporting documentation are obtained. The LPA is expected to provide complete and accurate information about the project. Complying with the applicable laws and regulations is the LPA’s responsibility. The LPA interacts with MoDOT through the designated district contact. For the occasional project that is classified as an Environmental Assessment (EA) or Environmental Impact Statement (EIS) under NEPA, a MoDOT environmental staff member will be a liaison between the LPA and FHWA. The liaison participates in project team meetings, is responsible for all communication with FHWA concerning the project, and helps ensure satisfactory compliance with NEPA. A flowchart summarizes the environmental/historic preservation project review process in [[media:136.6.1.docx|Figure 136.6.1]]. The timeframes needed to achieve key environmental/cultural resources compliance milestones are shown below and in [[media:136.6.2.docx|Figure 136.6.2]] (landscape format to print for reference). [[media:136.6.3 Jan 18 2019.docx|Figure 136.6.3]] contains a helpful checklist to guide the LPA through this process.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
!style="background:#BEBEBE" colspan="4"|Key Environmental/Cultural Resources Compliance Milestones
|-
! style="background:#BEBEBE" |Task/Submittal!! style="background:#BEBEBE" |LPA Responsibility !! style="background:#BEBEBE" |MoDOT Responsibility!! style="background:#BEBEBE" |MoDOT Timeframe
|-
|Obtain NEPA classification||Provide adequate project information with Request for Environmental Review||Provide classification|| 30 days
|-
|Complete NEPA documentation if required:<br> 1. Programmatic CE (no documentation required)<br>2. Letter CE<br> 3. CE2<br>4. EA<br>5. EIS ||Prepare and submit required documentation|| Review documentation, provide comments, and submit documentation (revised by LPA as needed) to FHWA || 1. Programmatic CE – 4 weeks<br>2. Letter CE – 6 weeks<br>3. CE2 – 10 weeks <br>4. EA – 18 months <br>5. EIS – 36 months
|-
|Comply with Section 106 (cultural resources)||Obtain SHPO's concurrence||Ensure Section 106 compliance||Generally, 10 weeks<br>* Can take 6–12 months if SHPO finds adverse effect
|-
|Section 4 (f)<br>1. Historic bridge programmatic<br>2. Public land prog. or ''de minimis''<br>3. Full draft and final evaluation ||1. Prepare MOA<br>2. Provide documentation<br>3. Provide documentation||1. Review MOA<br>2. Review & submit to FHWA<br>3. Review & submit to FHWW ||1. 6 months<br>2. 60 days <br>3. 12 months
|-
|Comply with Clean Water Act Sections 404 and 401||Obtain permits||Ensure compliance||Nationwide: 6–8 weeks<br> Individual: 4–6 months
|-
|Comply with Endangered Species Act||Consult with MDC and obtain clearance letter||Review consultation|| 1–6 months
|-
|Floodplains||Contact local floodplain administrator for any needed permits||Ensure compliance|| 1–6 months
|-
|Comply with Clean Water Act Section 602||Obtain NPDES permit||Ensure Section 602 compliance|| 1–3 months
|-
|Comply with env. laws regarding use of borrow & spoil sites||Comply with applicable laws||Ensure compliance with applicable laws|| Varies according to law
|-
|Hazardous waste||Determine presence, contact DNR if hazardous materials are found||Ensure compliance|| 1 month
|-
|Comply with Farmland Protection Policy Act (FPPA)|| Obtain Farmland Rating||Ensure FPPA compliance|| 6 weeks
|-
|Environmental Justice, Title VI, ADA, etc.||Ensure compliance||Ensure compliance|| 1 month
|-
|Noise|| Complete noise study if necessary|| Ensure compliance|| 1–6 months
|-
|Comply with Clean Air Act||Ensure Clean Air Act compliance, model if necessary||Ensure Clean Air Act compliance||6–12 months if modeling required
|-
|Public Involvement|| Provide planned or completed public involvement|| Ensure compliance with [[:Category:129 Public Involvement|EPG 129 Public Involvement]]|| 1-8 weeks
|}

=136.6.2 National Environmental Policy Act (NEPA) Classification=

The LPA must submit the [https://www6.modot.mo.gov/RERProject/ LPA Request for Environmental Review (RER)] to the MoDOT district contact within 60 days of preliminary engineering (PE) obligation for all federal-aid projects. [[media:136.6.4 instructions 2021.pdf|Fig. 136.6.4, How to Complete the Request for Environmental Review]] presents instructions to guide the LPA through the RER process. The RER initiates MoDOT environmental and historic preservation staff’s review of the project to determine the appropriate NEPA classification. The district contact will notify the LPA of the project’s classification as well as other environmental permits and clearances the LPA must obtain.

Since the environmental classification is based on the scope of the project and expected magnitude of impacts, providing all information requested on the form is vital to getting the NEPA classification as early as possible. Whenever the project scope or location changes or more than a year has passed since MoDOT’s environmental and historic preservation staff reviewed the RER, the LPA will submit to the MoDOT district contact a new RER that describes and shows any changes. Based on that information, the project will be reexamined. A completed and approved NEPA document has a limited shelf life of three years from the date on the NEPA document. If construction obligation has not occurred within three years of the date on the NEPA document/date, a new RER must be filled out and reviewed and a new NEPA document/date will be issued. After obtaining approval of a ROD, FONSI, or CE determination and before requesting any major approvals or grants, the LPA shall consult with MoDOT to establish whether the approved environmental document or CE designation remains valid for the requested FHWA action. These consultations will be documented when determined necessary by FHWA.

The basic NEPA classifications are:

:* Categorical Exclusion (CE)—typically sufficient for projects that do not individually or cumulatively have a significant environmental effect. Most projects will be classified as CEs.

:* Environmental Assessment (EA)—required for projects in which the environmental impact is not clearly established. Projects such as a two-lane relocation or adding lanes to an existing highway corridor generally require an EA.

:* Environmental Impact Statement (EIS)—required for projects that may have significant adverse impacts or that are controversial. Projects such as a new controlled-access freeway, a highway project of four or more lanes on a new location, or new construction or extension of a separate roadway for buses or high occupancy vehicles not located within an existing highway facility typically require an EIS.

=136.6.3 Categorical Exclusion (CE) =

The majority of transportation projects in Missouri are classified as categorical exclusions (CEs) and are completed as a programmatic CE (PCE) or a CE2. Approximately 96% of LPA projects have been classified as programmatic CEs, with the remainder classified as CE2s and very rarely as an EA or EIS (see [[127.14 National Environmental Policy Act (NEPA) Classification and Documents#127.14.5 NEPA Glossary|EPG 127.14.5 NEPA Glossary]]).

An agreement with FHWA allows MoDOT to automatically classify specific types of projects that require no more than 5 acres of new right of way and/or easements combined, or exceeds one of the thresholds, as PCEs. PCEs do not require FHWA review. MoDOT and FHWA executed the newest [[media:127.14.3.1 2021.pdf|programmatic agreement]] on September 22, 2021. The thresholds that cannot be exceeded are contained within the agreement. If a project exceeds one of the thresholds, a CE2 must be approved by FHWA.

For projects that require over 5 acres of new right of way and/or easements combined, or exceeds one of the thresholds, MoDOT will advise the LPA to complete a [https://epg.modot.org/forms/DE-Env&Cultural/Categorial%20Exclusion%20Form.dot CE2 Form] describing the project, the impacts expected from the project, and mitigation to compensate for the project’s impacts. The Form requests information such as the federal project number, route, county, project termini and length, project description, current and future average daily traffic (ADT), right of way and easement needs, displacements/relocations, a location map, and any other associated attachments. [[media:136.6.5.pdf|Fig. 136.6.5, Instructions for Preparing a CE2 Form]], guides the LPA through the process. For FHWA to concur that the project is a CE2 instead of an EA or EIS, the CE2 document must clearly demonstrate that the project will not have significant impacts and therefore, is categorically excluded from the requirement to prepare an EIS or EA. MoDOT will notify the LPA of the CE2 approval, request for more information, or FHWA’s decision that an EA or EIS needs to be prepared.

=136.6.4 Beyond NEPA—Complying with Other Federal and State Environmental Laws and Regulations=

The resource-specific information that follows is intended to aid the LPA in complying with federal and state environmental laws and regulations. Ultimately, the LPA is solely responsible for compliance with all applicable laws and regulations, regardless of the information, or lack thereof, included here. The LPA must ensure that all commitments specified in environmental documents are identified in plans and job specifications as appropriate. The LPA is also responsible for implementing all commitments and monitoring included in environmental documents.

==136.6.4.1 Section 106 (Cultural Resource) Compliance ==
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="310px" align="right"
|-
|'''Useful Section 106 Websites'''
|-
|[http://www.achp.gov/work106.html Advisory Council on Historic Preservation]
|-
|[http://www.dnr.mo.gov/shpo/sectionrev.htm Missouri State Historic Preservation Office]
|-
|[http://www.environment.fhwa.dot.gov/histpres/index.asp Federal Highway Administration]
|-
|[http://www.modot.org/ehp/HistoricPreservation.htm MoDOT Historic Preservation Section]
|}
[[127.2 Historic Preservation and Cultural Resources|Section 106 of the National Historic Preservation Act (NHPA) of 1966]] requires the consideration of the potential impacts of federally funded or permitted projects to significant cultural resources. Cultural resources include archaeological sites, buildings, structures (e.g., bridges), objects or historic districts. The significance of a cultural resource is evaluated by applying a specific set of criteria that is set forth by the [http://www.nationalregisterofhistoricplaces.com/faq.html National Register of Historic Places]. Cultural resources that meet the criteria of eligibility for listing on the National Register are referred to as “historic properties.” Failure to comply with Section 106 requirements could jeopardize federal funding and permits for a project. Section 106 encourages, but does not mandate, the preservation of historic properties. The goal of Section 106 is to ensure that preservation values are factored into the planning process for all federally funded or permitted projects. Compliance with Section 106 requires three things:

:1. ''Identify historic properties.'' Determine project’s area of potential effects (APE), identify cultural resources within the APE, and evaluate historic significance of these cultural resources;

:2. ''Assess adverse effects.'' Assess if the project will have an adverse effect on historic properties; and

:3. ''Resolve adverse effects.'' Avoidance, minimization, and/or mitigation of any project adverse effects on historic properties.

[[image:136.6.4.1.jpg|center|750px]]

Additional information on the Section 106 process is available on the webpages of the [http://www.achp.gov/work106.html Advisory Council on Historic Preservation] and the [http://www.dnr.mo.gov/shpo/sectionrev.htm Missouri State Historic Preservation Office].

[[media:136.6.6 2021.pdf|Fig. 136.6.6]] illustrates the steps that the LPAs should follow to comply with Section 106.

===136.6.4.1.1 Step 1, Determine Need for Cultural Resource Investigations===

The LPA must submit the [https://www6.modot.mo.gov/RERProject/ LPA Request for Environmental Review (RER)] within 60 days of preliminary engineering (PE) obligation for all federal-aid projects. [[media:136.6.4 instructions 2021.pdf|Fig. 136.6.4, How to Complete the Request for Environmental Review]] presents instructions to guide the LPA through the RER process. The RER submittal initiates the Section 106 review.

MoDOT has hired a consultant to oversee the LPA Section 106 compliance. The basic process is:

:1. The LPA should submit their Request for Environmental Review (RER). The consultant will review the RER and determine if the job Section 106 compliance is covered by the Section 106 agreement document on Minor Highway Projects.

::A. If it is the consultant will state on the RER that the project has Section 106 clearance and list the Stipulation and the date the decision was made.

::B. If the project is not covered by the Minor Highway Projects agreement, the consultant will state on the RER that a Section 106 investigation and submittal to SHPO is required.

:2. If a Section 106 investigation is required, the LPA will then move to [[#136.6.4.1.2 Step 2, Cultural Resource Investigations|EPG 136.6.4.1.2 Step 2, Cultural Resource Investigations]].

::A. The consultant will review the LPA’s (or their consultants) Section 106 submittal before it is sent to SHPO.

::B. If the Section 106 finding is “no historic properties affected” or “no adverse effect to historic properties and the State Historic Preservation Office concurs with this finding the Section 106 process has been completed.

::C. If the finding is “adverse effect to a historic property,” the LPA will then need to negotiate and execute a Section 106 agreement document (e.g., Memorandum of Agreement or Programmatic Agreement).

:3. If a Section 106 agreement document is required, the LPA will then move to [[#136.6.4.1.3 Step 3, Preparation of the Memorandum of Agreement|EPG 136.6.4.1.3 Step 3, Preparation of the Memorandum of Agreement]].

::The consultant will also oversee the LPA’s (or their consultants) consultation and development of the Memorandum of Agreement.

[[image:136.6.4.1.1 Historic Bridge.jpg|center|750px|thumb|<center>'''The Historic Big Creek Bridge – an 8-panel, pin-connected Camelback through truss bridge</center>''']]

===136.6.4.1.2 Step 2, Cultural Resource Investigations===

'''If the SHPO requests a Section 106 survey the LPA will need to hire a qualified [http://www.dnr.mo.gov/shpo/consultants.htm cultural resource consultant] or staff member to conduct the survey and to submit a report of their findings to the SHPO.'''

'''Step 2a. The Cultural Resource Survey'''

:a. Cultural resource surveys typically are limited to the area of potential effects (APE) (i.e., For archaeology, this is the maximum footprint of the project consisting of proposed and existing right of way, and permanent and temporary easements) and any off-site areas, if known, (e.g., borrow, staging, wasting, etc.). For architectural resources, the APE may include the limits of the project plus a buffer around the project area so indirect effects of the project are considered (usually 50 ft in urban settings and 100 ft in rural settings).

:For archaeological resources, the APE is the maximum footprint of the project consisting of existing and new right-of-way, and temporary and permanent easements.

::1. An architectural survey consists of photographing buildings within the architectural APE and providing descriptions and historical information about those buildings constructed more than 50 years ago. In addition to buildings, features associated with a property such as gateposts, hitching posts, outbuildings, signage, etc. should be included in the photographic coverage. Clear photographs, which show the resource clearly, should be included in the survey report. Photographs taken out of car windows or where the resource is hidden behind vegetation are not acceptable.

::2. A Phase I archaeological survey is an intensive, systematic, investigation of the APE of the proposed project to identify any archaeological site that may be affected by the proposed project. If there is good surface visibility (e.g., a plowed field), archaeological sites may be identified by a pedestrian survey, which consists of archaeologists walking the area to examine what is exposed on the surface. If there is poor surface visibility (e.g., a pasture) the archaeologists use shovel or auger tests to look for artifacts. Shovel tests are small hand-dug holes about 12 inches wide and up to 24 inches deep, while auger tests are 8-inch diameter holes up to 6 feet deep. In most survey areas, shovel tests or auger tests will be excavated at 50 foot intervals. The excavated soil is examined for artifacts and other evidence of prehistoric or early historic archaeological sites.

::Phase II archaeological site testing will be needed if any potential National Register eligible sites are encountered in the APE that could be impacted by the proposed project. The Phase II is a limited archaeological excavation of a site to determine its significance and whether it meets National Register eligibility standards. The standard method for testing an archaeological site is the hand-excavation of test units. Test Units are usually 3 ft. x 3 ft. or 3 ft. x 6 ft. in size and are dug usually to a depth of 3 to 4 feet. These test units are excavated to search for intact artifact deposits and/or features (e.g., hearths, storage pits, hut basins, etc.) that would provide information about the people whose activities had created the site. The archaeological consultant will need to consult with SHPO and MoDOT on the proposed Phase II testing strategy before it is implemented. A Phase II investigation takes approximately 1-2 weeks per site.

:b. Reporting the results of the cultural resource survey should follow the SHPO [http://www.dnr.mo.gov/shpo/docs/MO_phase1_guide.pdf “Guidelines for Contract Cultural Resource Survey Reports”]. The standard method to submit the results is the [http://www.dnr.mo.gov/forms/780-1718.pdf SHPO Section 106 Memo]. Directions in completing this memo are provided on [http://www.dnr.mo.gov/shpo/sectionrev.htm SHPO’s website]. Additional [http://www.dnr.mo.gov/shpo/archisurvey.htm SHPO guidance on requirements for architectural surveys] is posted on the SHPO website, including [http://www.dnr.mo.gov/forms/780-2125-f.pdf the Architectural/Historic Inventory Form] that should be used for buildings that are believed to be eligible for listing on the National Register of Historic Places.

:c. The Section 106 submittal will be reviewed and commented on by SHPO. SHPO has by law 30 calendar days to respond.

::1. If no cultural resources were identified, the SHPO usually will respond “no historic resources affected.” The Section 106 process is complete and no further action is necessary.

::2. If cultural resources were identified, their eligibility for the National Register of Historic Places (National Register) must be determined.

::3. In some cases, additional field investigations and /or historical research may be required for the cultural resource professional to determine resource eligibility.

The SHPO comments only apply to the project as submitted. Any changes to the project may require a supplemental submittal to SHPO regarding these changes (e.g., project limits, significant modifications to the nature of the project, etc.). Any subsequent communication with SHPO should include the Project Number assigned by SHPO to the original submittal.

If human remains are encountered during any fieldwork, the LPA and consultants must comply with state burial laws ([https://revisor.mo.gov/main/OneSection.aspx?section=194 RSMO 194] – unmarked remains or [https://revisor.mo.gov/main/OneSection.aspx?section=214 RSMO 214] – cemeteries). This requires initially contacting local law enforcement. If the human remains are not part of a crime scene, jurisdiction of the remains and disturbance of them falls on either local courts (RSMO 214) or the SHPO (RSMO 194). Consultation with appropriate American Indian tribes should be required if the human remains are believed to be of Native Americans – either prehistoric or historic. The LPA must contact FHWA prior to any consultation with Indian tribes. FHWA, as the Federal agency, is legally responsible for the tribal consultation process. The LPA may only consult directly with an Indian Tribe if authorized by FHWA.

'''Step 2b. Determination of Eligibility'''

'''If cultural resources are present, the LPA, in consultation with SHPO and FHWA/MoDOT, determines whether a cultural resource meets the eligibility requirements of the National Register. A cultural resource professional may need to conduct additional investigations to evaluate the eligibility of some resources. The cultural resource professional will need to consult with the MoDOT Historic Preservation staff on the proposed testing plan for an archaeological site before implementing it.'''

Readily available information can often be used to determine the National Register eligibility of identified cultural resources. This information should consist of the results of the cultural resource survey, any subsequent investigations, or other available information such as pictures and available history of structures. If the adverse effects to the potentially National Register eligible cultural resource cannot be avoided by the project the National Register eligibility determination is included in the Section 106 submittal.

:a. The SHPO is requested to concur or disagree with the National Register eligibility of a cultural resource. The cultural resource professional should provide an assessment of resource eligibility.

:b. If SHPO, LPA, and FHWA/MoDOT agree that a cultural resource is not eligible for the National Register, the Section 106 process is complete. No further action is necessary.

:c. If SHPO, LPA, and FHWA/MoDOT agree that a cultural resource is eligible for the National Register, a determination of effect (Step 2c) is made next.

::1. If SHPO, LPA, and FHWA/MoDOT disagree on the eligibility of a resource, the LPA should request the FHWA to contact the Keeper of the National Register of Historic Places (Keeper) for a definitive opinion. If the FHWA decides that the Keeper needs to be consulted they will provide the LPA with a list of the required documentation. This process can be lengthy (up to six months), so it should be avoided if possible.

::2. If the Keeper finds that the resource is not eligible, the LPA no longer needs to consider the project’s effects to that specific resource.

'''Step 2c. Determination of Effect'''

'''If historically significant cultural resources are present, the LPA, FHWA/MoDOT, and SHPO will determine the effect of the project on each National Register eligible property (called “historic property”). '''

The effect of a project on a historic property should be determined through consultation among the LPA, SHPO, and FHWA/MoDOT, using the criteria of adverse effects found at 36CFR800.4(1) and the examples of adverse effects found at 36CFR800.4(2). There will be a determination of either “no historic properties affected,” “no adverse effect” or “adverse effect.” The LPA will provide its opinion regarding effect along with its evaluation of eligibility to the SHPO for their concurrence. If the SHPO concurs with the LPA, this finding will be transmitted to the FHWA. If there is a disagreement among the LPA and SHPO, FHWA and MoDOT may be brought into the discussions to help facilitate an agreement.

:a. No Adverse Effect – If the finding is that the project effect is not adverse upon the historic property(ies), the Section 106 process is complete.

:b. Adverse Effect – If the project effect is adverse to the historic property(ies) (i.e., adversely affecting the characteristics that make it eligible for listing on the National Register), the LPA will consult with the SHPO on avoidance or mitigation of the adverse effect. It may be possible to redesign portions of the project to avoid adverse impacts to the historic property. The LPA will explore avoidance options, continued use, or rehabilitation of the historic property (not necessary for most archaeological sites). In addition, the public (interested parties, holders of permits, owners of affected lands, and private individuals) may be allowed to review and comment on the project, and participate in the decision-making process.

If the SHPO concurs with the results of the Section 106 Survey submittal being “no historic properties affected” or “no adverse effect to a historic property,” Section 106 compliance is completed. The date of the SHPO letter would be used as the Section 106 compliance date. If the result of the survey is “adverse effect to a historic property” the LPA precedes with Steps 3 and 4.

If the project changes after receipt of the SHPO letter with a “no historic properties affected” or “no adverse effect to a historic property” concurrence, the project must be resubmitted to the SHPO with the changes to the project identified. '''A change in the scope of the project may change the effects of the project on historic properties.'''

In instances where a project has an adverse effect, prior to continuing to the next step, the Advisory Council on Historic Preservation (Council) must be notified of the adverse effect and be invited to participate in consultation for the development of a Memorandum of Agreement (MOA). The [[media:136.6.16 2018.pdf|LPA Project Checklist for Adverse Effects]] for Addressing Adverse Effects under Section 106 and “use” under Section 4(f) summarizes the steps the LPA must complete and which agencies will be involved in reviewing information. The LPA should complete the e106 form following the Directions, except leave Section 4 blank (see [[media:136.6.15.docx|Fig. 136.6.15, the example e106 form]]). The form should be e-mailed, along with supporting documentation to MoDOT for review. Once the form meets MoDOT approval, it will be forwarded to FHWA to be submitted to the Council, which has two weeks to respond.

The Council will become involved in consultation if the project has:

:1. Substantial impacts on historic properties, meaning that nationally significant properties or unusual properties are present or there are a large number of properties being affected by the project, including multiple properties within a historic district;

:2. They may become involved if the project presents questions about Section 106 policy or how the Section 106 regulations are interpreted;

:3. The project has the potential for presenting procedural problems. Procedural problems could include substantial public controversy, disputes among the consulting parties, likely litigation, or requests for Council involvement by consulting parties; or

:4. The project presents issues of concern to Indian tribes.

If an adverse effect cannot be avoided for certain kinds of historic properties, FHWA may determine that a Section 4(f) evaluation must be completed. Cultural resources requiring Section 4(f) evaluation are typically architectural or bridge resources, or archaeological sites that warrant preservation in place (usually mortuary sites). [http://environment.fhwa.dot.gov/4f/index.asp Section 4(f) of the Department of Transportation Act of 1966] states that a transportation project requiring the use of publicly owned land of a public park, recreation area, wildlife and waterfowl refuge, or a historic site (i.e., a “historic property” as defined by Section 106) may be approved only if:

:1) There is no prudent and feasible alternative to using that land; and

:2) The project includes all possible planning to minimize harm to the park, recreation area, wildlife and waterfowl refuge, or historic site resulting from the use.

Section 4(f) is unique to Department of Transportation projects and is a process that can take up to 12 months. The LPA should make sure it works closely with MoDOT and FHWA if there is a possibility of a need for a Section 4(f) Evaluation. Information on the Section 4(f) Evaluation process is provided elsewhere in EPG 136, however if the project is a bridge replacement and the only Section 4(f) issue is the bridge, MoDOT Historic Preservation will complete the Programmatic Section 4(f) evaluation documentation for FHWA review, using information provided by the LPA.

[[image:136.6.4.1.3.jpg|center|750px|thumb|<center>'''Portal View of the Historic Big Creek Bridge</center>''']]

===136.6.4.1.3 Step 3, Preparation of the Memorandum of Agreement===

'''If historic properties will be adversely affected by the project, the LPA will coordinate with the MoDOT Historic Preservation staff, SHPO and FHWA in preparation of a Memorandum of Agreement (MOA). Section 106 is not complete until an MOA is executed and the stipulations are completed.'''

The steps involved in developing an MOA and providing the information necessary for a Programmatic Section 4(f) Evaluation (if the adverse effect is to a historic bridge) are also detailed in the LPA Project Process Checklist for Addressing Adverse Effects under Section 106 and “use” under Section 4(f).

If adverse effects to a historic property cannot be avoided, a MOA will be prepared through consultation with LPA, FHWA, MoDOT, the SHPO, and other appropriate consulting parties. The MOA will document the stipulations to be carried out to mitigate the adverse effect upon the historic property(ies), including the appropriate level of documentation for the resource. If the resource is a bridge, the ''Levels of Bridge Documentation (State Level) for Section 106 Mitigation of Adverse Effect'' (Bridge Documentation Standards) should be referenced including the level at which the bridge will be documented. It is a legally binding agreement document that is signed by the signatory parties (usually the FHWA, SHPO and the LPA). [[media:136.6.7 2017.docx|Fig. 136.6.7]] provides an example of a MoDOT bridge MOA and the [[media:136.6.15.docx|e106 form]]. In addition, the Council provides a “model MOA” for archaeological data recovery on its website.

'''If the adverse effect is to a Native American archaeological site, the FHWA must consult with the Indian tribes with a historical interest in the project area and provide them an opportunity to participate in the consultation process.'''

:a. The MOA process is started by the LPA’s preparation and submittal of a draft MOA and the e106 form updated to include consultation that may have occurred on the project since the Council notification occurred, and an Alternatives Analysis (for bridge projects). The documents are forwarded to MoDOT Historic Preservation for review and comment.

:b. The Alternatives Analysis must include the following information (for additional information on the alternatives that must be considered, consult the [https://www.environment.fhwa.dot.gov/4f/4fbridge.asp FHWA Programmatic Section 4(f) Web-page]):

::1. A description of the purpose and need for the project;
::2. A description of the current condition of the bridge;
::3. A discussion of the do nothing alternative
::4. A discussion of the rehabilitation option for the bridge;
::5. A discussion of an alternative that would save the bridge by realigning the road to avoid the bridge;
::6. A discussion of an alternative that would relocate the bridge to another location to save it (can include discussion of the advertising efforts and their results)
::7. Rough cost estimates for the alternatives, including construction and right of way.

:c. When the MOA is satisfactory, MoDOT will inform the LPA, SHPO and FHWA that it is satisfactory. If the Council has responded, the LPA can begin the process of signing the MOA. The LPA should prepare a copy of the MOA for each signatory.

:d. If the adverse effects are to a Native American archaeological site, FHWA will provide a copy of the draft MOA and accompanying information to Indian tribes with historical interest in the project area or attach religious and cultural significance to the site to provide them the opportunity to participate in the consultation process.

:e. The LPA will send the signed MOA to the SHPO, using text similar to the [[media:136.6.17.docx|sample letter]] and copy MoDOT and FHWA on the transmittal letter. The SHPO will sign the MOA and forward it to the FHWA for execution, copying MoDOT and the LPA on the transmittal letter. The MOA is considered to be executed upon FHWA signature, who is the last party to sign the document (general signatory order is LPA, any other invited signatories, SHPO and then FHWA).

:f. Once the MOA is executed, MoDOT will prepare the Programmatic Section 4(f) evaluation for bridge projects and submit it to FHWA (see the LPA Project Process Checklist for Addressing Adverse Effects under Section 106 and “use” under Section 4(f) for further details of how Section 4(f) fits into the Section 106 process).

If Steps 3 and 4 are required, the date the MOA is executed can be used as the Section 106 compliance date when requesting authorization to proceed from MoDOT and FHWA.

===136.6.4.1.4 Step 4, Mitigation of Adverse Effect===

'''The LPA will implement and fulfill the stipulations of the MOA. Ultimately, the SHPO must concur that the stipulations of the MOA have been satisfied. '''

Following the execution of the MOA, the LPA will implement stipulations of the MOA to mitigate the adverse effects upon the historic property(ies). The following mitigation measures have been used on various projects:

<u>'''Bridges and Architectural Resources'''</u>

The LPA and FHWA consult with the SHPO to determine the level and kind of documentation required for the historic property during the development of the MOA: Historic American Engineering Record (HAER) documentation, Historic American Building Survey (HABS) standards, or state-level documentation, as identified in the [http://sharepoint/sites/de/epg/Lists/EPGResponse/Attachments/243/Bridge%20Documentation%20Standards_28_May_2015.pdf ''Levels of Bridge Documentation (State Level) for Section 106 Mitigation of Adverse Effects (Bridge Documentation Standards)'']. For most of these historic properties the state-level documentation is selected as the preferred method for recordation.

Bridges are advertised (in compliance with MAP-21) for availability and offered to interested parties for reuse in place or at an alternate location, but will be demolished if no one expresses a reasonable interest. The bridge should be advertised on MoDOT’s [http://www.modot.org/freebridges/ Free Bridges webpage] for a minimum of 60 days, which can be done in coordination with MoDOT Historic Preservation staff, as well as direct marketed to local governments, historical or preservation societies and trail groups in the area. The SHPO should be consulted regarding the agencies the bridge will be direct marketed to (this can be done as part of the MOA consultation). The transfer of ownership or demolition of the bridge occurs after the archival photographs, or the selection of photographs, has been accepted by the SHPO as adequate for the resource.

The specific HABS/HAER guidelines can be found at the [http://www.nps.gov/history/hdp/standards/guidelines.htm National Park Service’s Heritage Documentation Programs website], but the basic documentation usually includes:

::1. Copies of original plans or drawings. If copies of the original plans are not available, measured drawings may be produced at a precise scale from actual dimensions recorded in the field. Drawings may be produced either by hand or with computer-aided drafting.

::2. Large-format photographs are produced as contact prints from 4x5 and 5x7 black-and-white negatives and color transparencies. The formats allow maximum enlargement with minimal loss of detail and clarity, and the black-and-white processing allows for archival stability.

::3. Written histories place the site or structure within the appropriate context, addressing both the historical and the architectural or engineering aspects of its significance.

Bridges should be documented to the Bridge Documentation Standard designated in the MOA. Guidance for researching, describing and photographing a historic bridge can be found in [[media:136.6 How to Document a Historic Bridge for Mitigation.pdf|How to Document a Historic Bridge for Mitigation]].

:If the SHPO recommends that the historic property be documented to the state level of documentation, the following information should be provided:

::1. 8 in. X 10 in. high-resolution black-and-white digital images (>600 dpi) to fully document overall views and details of the historic property. Photographs should be taken and processed according to [http://www.nps.gov/nr/publications/bulletins/photopolicy/index.htm standards for photographs] accompanying National Register documentation, including the appropriate considerations for paper and ink. It is a good idea to identify the paper and ink used, if possible. Digital, archival standard, compact discs with all views will be provided.

::2. A historic narrative and technical descriptions for the historic property.

::3. Plans or drawings for the historic property; specifically, floor plans for the historic building if it is architecturally significant and/or a copy of the original engineering construction plans for the historic bridge.

::4. The final documentation shall be provided to the SHPO along with archival digital discs containing the TIFF images and report PDF. Additional copies shall be provided to appropriate local historical groups, and retained by the LPA. Bound copies and/or CDs of the final documentation also will be available to others upon request.

{| style="margin: 1em auto 1em auto"
|-
|[[image:136.6.4.1.4 depot.jpg|400px|thumb|<center>'''Historic Marthasville Depot'''</center>]] ||[[image:136.6.4.1.4 restored depot.jpg|400px|thumb|<center>'''Restored Historic Marthasville Depot'''</center>]]
|}

The guidelines for [http://sharepoint/sites/de/epg/Lists/EPGResponse/Attachments/243/Bridge%20Documentation%20Standards_28_May_2015.pdf State Level Bridge Documentation Standards] are available. The general standards are described below. For all state level documentation photographs taken to NRHP standards are required.

:1. Level I documentation is for major rivers and their tributaries and includes in depth documentation of the history of the bridge, including describing its planning process, how it influenced social history, commerce, and other broad patterns of history. 8X10 inch photographs, bridge plans, and a bridge description are required.

:2. Level II documentation is a moderate level of documentation for small rivers and major creeks, with no significant association with historical events. It is anticipated that most bridges will be documented at this level. Historical documentation should document the engineering and transportation significance of the bridge including the planning for the bridge. 8X10 inch photograph, bridge plans and a brief description are required.

:3. Level III documentation consists of a well-documented inventory form with citations, and will be used for bridges over small streams away from populated areas, lettered routes in rural areas, and for bridges that may contribute to a historic district but not be individually eligible. The documentation includes 8X10 inch photographs, bridge plans and a bridge description.

:4. Level IV documentation is for bridges over small streams, creeks, highways or railroad crossings, that are not individually eligible but contribute to a larger historic property, and which have a low level of integrity; it is anticipated that few bridges will qualify for this level of documentation. This documentation consists of a documented inventory form, bridge plans and 5X7 inch photographs.

<u>'''Archaeological Sites'''</u>

If the adverse impacts to a National Register eligible archaeological site cannot be avoided (e.g., changes in roadway alignment, fencing, and burial under roadway fill) the usual mitigation measure is data recovery (i.e. site excavation). Excavation activities are typically limited to within the project limits. The guidance outlined in the Council’s publication, [http://www.achp.gov/archguide.html ''Recommended Approach for Consultation on the Recovery of Significant Information from Archaeological Sites''], should be followed in developing an archaeological data recovery plan. If a site is excavated, a qualified archaeologist must conduct the field investigations, analyze the remains, and prepare a Phase III data recovery report. Artifacts from excavations are the property of the LPA and must be curated at an archaeological curation facility. If human remains are encountered during the excavation, SHPO must be contacted and the state burial law ([https://revisor.mo.gov/main/OneSection.aspx?section=194 RSMO 194]) will need to be followed. Notification of the human remains should also be provided to FHWA and may need to be provided to consulting Indian tribes.

In addition to the documentation materials for the SHPO and FHWA, and the National Park Service's Heritage Documentation Program for HAER and HABS, additional copies may be needed for distribution to local repositories (historical society or local library) and interested parties.

If Steps 3 and 4 are required, then the date that FHWA signed the MOA is used as the Section 106 compliance date.

==136.6.4.2 Section 4(f) of the U.S. Department of Transportation Act of 1966 and Section 6(f) of the Land and Water Conservation Fund Act (LWCFA) Properties==

Section 4(f) of the U.S. Department of Transportation Act of 1966 requires that special consideration be given to publicly owned lands, or those held under a long-term lease, that are intended for use as public parks, recreation areas, or wildlife and waterfowl refuges as well as to publicly and privately owned historic sites listed or eligible for listing on the National Register of Historic Places. Codified at 49 U.S.C. 303, Section 4(f) applies to projects that receive funding from or require approval by a Department of Transportation (DOT) agency such as [http://www.fhwa.dot.gov/ FHWA].

It is the LPA’s responsibility to establish whether the project will require the use of or impact any Section 4(f) resources. The LPA will evaluate possible use of Section 4(f) resources early in the development of a project, when various alternatives for the proposed project are being considered. Ultimately, FHWA makes all decisions regarding Section 4(f) compliance for highway projects: whether Section 4(f) applies to a property, whether a use will occur, whether a de minimis impact determination (discussed below) is made, assessment of each alternative’s impacts to Section 4(f) properties, and (after consulting with the appropriate officials who have jurisdiction) whether the law allows selection of a particular alternative.

Before FHWA approves a project that uses Section 4(f) property, either the use must be determined to be de minimis or a Section 4(f) Evaluation must be completed. If the Section 4(f) Evaluation identifies a feasible and prudent alternative that completely avoids Section 4(f) properties, that alternative must be selected. If there is no feasible and prudent alternative that avoids all Section 4(f) properties, FHWA has some discretion in selecting the alternative that causes the least overall harm. FHWA may approve the use of land (permanent or temporary) from a Section 4(f) resource '''only if''':

:1. There is no feasible and prudent avoidance alternative to the use of land from the property and

:2. The action includes all possible planning to minimize harm to the property resulting from such use.

===136.6.4.2.1 Section 4(f) for Historic Properties===

To determine the applicability of Section 4(f) to historic sites, the LPA will consult with the FHWA (through the MoDOT district and MoDOT Historic Preservation staff), SHPO, and appropriate local officials to identify all properties listed on or eligible for the NRHP. The Section 4(f) requirements apply only to NRHP-listed or eligible properties that will be adversely affected, including archaeological sites chiefly significant for preservation in place, not data recovery.

===136.6.4.2.2 Section 4(f) for Public Lands===

If the federal, state, or local officials having jurisdiction over a park, recreation area, or refuge determine that the entire site is not significant, consideration under Section 4(f) is not required. The Section 4(f) land is presumed significant without such a determination and FHWA will decide whether Section 4(f) applies. The LPA must complete the Local Public Agency Section 4(f) compliance worksheet (for parks/refuges only) found in [[media:136.6.8 2013.doc|Fig. 136.6.8]].

For federal or other public land holdings (e.g., state forests) that are managed for multiple uses under statutes permitting such management, Section 4(f) applies only to those portions of such lands that function for or are designated in the plans of the administering agency as being for significant park, recreation, or wildlife and waterfowl refuge purposes. The officials having jurisdiction over the lands determine which lands so function or are so designated, and the significance of those lands. FHWA reviews this determination to assure it is reasonable. The determination of significance applies to the entire area used for such park, recreation, or wildlife and waterfowl refuge purposes.

===136.6.4.2.3 ''De Minimis'' Determination===

A ''de minimis'' finding means that a transportation use of a Section 4(f) property will cause minimal impact to the resource after considering impact avoidance, minimization, and mitigation or enhancement measures. If FHWA determines that the use of Section 4(f) land will have no adverse effect on the protected resource and obtains written agreement to such determination from the responsible official(s) with jurisdiction over the resource, an analysis of avoidance alternatives is not required and Section 4(f) is complete. Although a ''de minimis'' impact determination does not require evaluating whether avoidance alternatives are feasible and prudent, FHWA does consider any impact avoidance, minimization, and mitigation or enhancement measures that are included in the project to address the impacts and adverse effects on the Section 4(f) resource. The purpose of taking such measures into account is to encourage incorporating Section 4(f) protective measures as part of the project. ''De minimis'' impact findings are expressly conditioned upon implementation of any measures that were used to reduce the impact to a ''de minimis'' level. The LPA is responsible for ensuring such measures are implemented.

The ''de minimis'' impact criteria for historic sites are different from those for parks, recreation areas, and wildlife and waterfowl refuges. ''De minimis'' impacts on historic sites are defined as either a “no adverse effect” determination or “no historic properties affected” in compliance with Section 106 of the NHPA. ''De minimis'' impacts relative to publicly owned parks, recreation areas, and wildlife and waterfowl refuges are those that do not adversely affect the activities, features, or attributes of the resource.
<div id="In making a de minimis"></div>
In making a ''de minimis'' impact finding, FHWA must consider the facts supporting a ''de minimis'' impact determination, the record of coordination that precedes the'' de minimis'' finding, and the concurrence of the official(s) with jurisdiction. FHWA has the ultimate responsibility of ensuring that ''de minimis'' impact findings and required concurrences are reasonable. If FHWA makes a ''de minimis'' determination, the MoDOT district contact will notify the LPA, who will need to assemble the documentation required to support the finding. [http://www.fhwa.dot.gov/hep/qasdeminimus.htm Documentation requirements] are available. The public must also be afforded an opportunity to review and comment on the effects of the project on the protected activities, features, or attributes of the Section 4(f) property (see [[:Category:129 Public Involvement#129.8 Section 4(f) Lands|EPG 129.8 Section 4(f) Lands]]).

===136.6.4.2.4 Programmatic Section 4(f) ===

FHWA has approved five nationwide programmatic Section 4(f) evaluations. One covers federal-aid highway projects that use minor amounts of land from publicly owned public parks, recreation areas, or wildlife and waterfowl refuges. A second covers highway projects that use minor amounts of land from historic resources either listed on or eligible for the National Register of Historic Places (NRHP). The third programmatic Section 4(f) covers the use of historic bridges. The fourth is for independent bikeway or walkway construction that requires the use of recreation areas or parkland. The fifth is the net benefit programmatic Section 4(f) evaluation for projects that will use land from a Section 4(f) park, recreation area, wildlife or waterfowl refuge, or historic property and will result, in the view of FHWA and the official(s) with jurisdiction over the Section 4(f) property, in a net benefit to the 4(f) property.

The programmatic Section 4(f) documentation must demonstrate that the project meets applicability criteria for a programmatic evaluation, that avoidance alternatives have been evaluated, that no feasible and prudent alternatives exist, and that appropriate mitigation measures have been included. It must also include correspondence demonstrating that the official(s) with jurisdiction over the Section 4(f) resource agrees with the assessment of impacts and with the proposed mitigation measures. The documentation should be self-contained and self-explanatory since it will be available to the public upon request. With the exception of the programmatic Section 4(f) for historic bridges, a programmatic 4(f) evaluation cannot be used on projects requiring preparation of an EIS.

Using the nationwide programmatic evaluations can streamline the Section 4 (f) process for qualifying projects by eliminating some of the project-by-project internal review and interagency coordination. The [http://www.environment.fhwa.dot.gov/4f/4fnationwideevals.asp applicability criteria for the programmatic Section 4(f) evaluations] are available. For projects meeting the criteria, the programmatic Section 4(f) evaluation satisfies the requirements of Section 4(f) and no individual Section 4(f) evaluations need be prepared. The FHWA division office is responsible for reviewing each individual project to determine whether it meets the criteria and procedures of the programmatic Section 4(f).

===136.6.4.2.5 Section 4(f) Evaluation Process===

When adequate support exists for a Section 4(f) determination and the use of the property does not qualify for a de minimis determination or one of the nationwide programmatic Section 4(f) evaluations, the LPA will complete a Section 4(f) Evaluation. The evaluation must specifically explain why the alternatives to avoid the Section 4(f) property are not feasible and prudent and describe all measures that will be taken to minimize harm to the Section 4(f) property. Supporting information should demonstrate that there are unique problems or unusual factors involved in the use of alternatives that avoid the properties or that the cost, social, economic, environmental impacts, or community disruption resulting from such alternatives reach extraordinary magnitudes.

FHWA will review the final Section 4(f) evaluation for legal sufficiency before issuing an approval. LPAs will not proceed with any project requiring the use of Section 4(f) property and determined to be classified as a CE until notified by FHWA of Section 4(f) approval. For projects classified as EA or EIS, Section 4(f) approval is documented on a separate signature page concurrently with FHWA’s approval of the Finding of No Significant Impact (FONSI) or the final EIS. For EIS projects, the LPA should briefly summarize the Section 4(f) impacts and mitigation measures in the Record of Decision (ROD).

Circulation of a separate Section 4(f) evaluation is required when:

1. A proposed modification to the alignment or design after approval of the CE, EA, FONSI, draft EIS, final EIS, or ROD would require the use of Section 4(f) property;

2. FHWA determines that Section 4(f) applies to a property after approving the CE, EA, FONSI, draft EIS, final EIS, or ROD; or

3. A proposed modification to the alignment, design, or measures to minimize harm after the original Section 4(f) approval would result in a substantial increase in the amount of Section 4(f) land use, a substantial increase in the adverse impacts to Section 4(f) land, or a substantial reduction in mitigation measures.

If FHWA determines that Section 4(f) is applicable after approval of the CE, EA, FONSI, final EIS, or ROD, the decision to prepare and circulate a Section 4(f) evaluation will not necessarily require the preparation of a new or supplementary environmental document. Where a separate circulated Section 4(f) evaluation is prepared, such evaluation does not necessarily:

1. Prevent the issuance of new approvals,

2. Require the withdrawal of previous approvals, or

3. Require the suspension of project activities for any activity not affected by the Section 4(f) evaluation.

Detailed information on preparing a Section 4(f) Evaluation is provided in [[media:136.6.9.doc|Fig. 136.6.9]].

===136.6.4.2.6 Section 6(f) of the Land and Water Conservation Fund (LWCF) Act and Similar Grant Programs===

The Land and Water Conservation Fund (LWCF) Act provides funds for the acquisition and development of public outdoor recreation facilities. These could include community, county, and state parks, trails, fairgrounds, conservation areas, boat ramps, shooting ranges, etc. Section 6(f) of the LWCF Act places restrictions on public recreation facilities funded with LWCF monies— LWCF-assisted facilities must be maintained for outdoor recreation in perpetuity. Therefore, use of such property for a transportation project will require mitigation that includes replacement land of at least equal value and recreational utility. Section 6(f) documents are lengthy, frequently taking one to two years to process, and also require a signed Section 4(f) document to be completed.

Section 4(f) ''de minimis'' impact findings do not satisfy the requirements of Section 6(f) of the LWCF Act or other U.S. Department of Interior (DOI) grants-in-aid programs. Projects that propose the use of land from a property or site purchased or improved with funds under the LWCF Act, the Federal Aid in Sport Fish Restoration Act (Dingell-Johnson Act), the Federal Aid in Wildlife Restoration Act (Pittman-Robertson Act), or other similar law, or lands otherwise encumbered with a federal interest will require the LPA to coordinate with the appropriate federal agency regarding the agency's position on the land conversion or transfer. Other federal requirements that may apply to the Section 4(f) land should be determined through consultation with the officials with jurisdiction or appropriate DOI or other federal official. These federal agencies may have regulatory or other requirements for converting land to a different use. These requirements are independent of a ''de minimis'' impact finding and must be satisfied.

The Urban Park and Recreation Recovery (UPARR) program has provided funds toward the renovation and rehabilitation of numerous urban parks and recreation facilities. Although the UPARR funds may have been used in only a portion of a site or facility or were only a small percentage of the funds needed to renovate or rehabilitate a property, no property improved or developed with UPARR assistance can be converted to other than public recreation uses without the advance approval of the National Park Service. To be approved, a formal request for the conversion must be made by the grant recipient (urban city or county). The request must document that all alternatives to the conversion have been evaluated and rejected on a sound basis, required replacement land being offered as a substitute is of reasonably equivalent location and recreational usefulness, and the property for substitution meets the eligibility requirements for UPARR assistance.

Conversions of land funded by any of the aforementioned grant programs are tightly restricted by terms of the grant agreement and generally require lengthy coordination to meet the requirements for conversion.

==136.6.4.3 Section 404 Permits for Wetlands and Streams==

Projects that involve stream crossing(s) and/or impacts to wetlands under the jurisdiction of the U.S. Army Corps of Engineers (COE) require a Section 404 Permit or written confirmation that impacts will not trigger submittal of a Section 404 permit application. A Section 404 permit may be required for fill in any water body (waters of the U.S.)—lakes, ponds, streams, rivers, and wetlands. The COE will make a final determination as to the extent of its jurisdiction and the appropriate permit(s) for all regulated activities. If the proposed action impacts a wetland, a determination must be made that there is no practicable alternative to the wetland impact or floodplain encroachment.

The following information is required to satisfy NEPA reporting requirements as they pertain to impacts related to Section 404:

:1. A description of impacts to all streams, wetlands, and other water bodies.
:2. All coordination efforts with regulatory and resource agencies to avoid, minimize, and mitigate for impacts.
:3. Impacts of alternatives to the proposed action.
:4. Commitments and other mitigation measures for the project.

Stream and/or wetland impacts exceeding 0.5 acre or channelization beyond the minimum necessary to construct or protect the linear transportation project may require an individual permit. If the COE issues an individual Section 404 permit for project activities, the LPA must obtain an individual Section 401 Water Quality Certification from the Department of Natural Resources (DNR). For a nationwide permit (NWP), the LPA is obligated to follow the conditions specific to the appropriate NWP within DNR’s conditional 401 certifications. Most NWPs will not require an individual request for DNR’s Section 401 Water Quality Certification, because the agency has granted conditional certification for the majority of commonly used NWPs. The LPA must include the appropriate 401 certification conditions for their respective NWP(s) in the construction contract (see Item no. 3, below, for link to conditions).

The LPA should send duplicate permit applications concurrently to the COE and DNR for individual Section 404 permits/401 certifications. The COE application must be accompanied by copies of applicable permits, concurrence/clearance letters, or correspondence from resource agencies (particularly U.S. Fish & Wildlife Service for federally listed threatened or endangered species concerns under Section 7 Endangered Species Act (ESA) and the Missouri Department of Natural Resources’ State Historic Preservation Office (SHPO) for Section 106 compliance) verifying any regulatory requirements for the project. '''Section 404 permit issuance is dependent upon demonstrating compliance with other agencies’ regulatory requirements.''' This applies to both individual permits and NWPs requiring pre-construction notification. Therefore, Section 7 ESA consultation with the USFWS and Section 106 consultation with the SHPO must be complete before the COE will issue a permit or verify NWP coverage (please see EPG 136.6.4.1 and EPG 136.6.4.5 for detailed information on MoDOT’s role in ensuring ESA and Section 106 compliance on behalf of FHWA). Once the COE is ready to issue the individual permit, it will request 401 certification issuance from DNR. The LPA must include in the construction contract both the 404 and 401 permits and the conditions covered therein. A [https://www.usace.army.mil/Missions/Civil-Works/Regulatory-Program-and-Permits/Obtain-a-Permit/ 404 permit application form] is available.
<div id="On linear transportation projects"></div>
On linear transportation projects where permanent fills impacting waters of the U.S. (not including wetlands) do not exceed 0.1 acre, there is no legal obligation to submit an application to the COE, unless one of the pre-construction notification requirements applies (see NWP descriptions and notification requirements, pages 1983-1998 of the [https://www.gpo.gov/fdsys/pkg/FR-2017-01-06/pdf/2016-31355.pdf Federal Register]). If a project meets the “no pre-construction notification” condition, the LPA must provide a written statement to MoDOT verifying that permanent project impacts will not exceed 0.1 acre and upload that determination to the RER as documentation of such. If either temporary or permanent impacts to wetlands will result from project construction, then a permit submittal is required.

For impacts that exceed the nationwide permit pre-construction notification thresholds, the LPA must obtain a permit from the COE and provide it to MoDOT. In either the no pre-construction notification or the permit application submittal scenario, if NWP(s) apply, then the LPA is required to abide by all of the following conditions and include them in all contract proposals to validate the NWP(s):

1. The 32 Nationwide Permit General Conditions. The [https://www.gpo.gov/fdsys/pkg/FR-2017-01-06/pdf/2016-31355.pdf 2017 Nationwide Permit Conditions] define the general conditions on pages 1998-2004 (under ''C. Nationwide Permit General Conditions'').

2. The Regional Special Conditions for NWPs. The Nationwide Permit (NWP) [http://www.mvs.usace.army.mil/Portals/54/docs/regulatory/permits/2017NWP_MORegCon.pdf Regional Conditions] are available.

3. The State of Missouri Section 401 Water Quality Certification General & Specific Conditions. The [https://dnr.mo.gov/pubs/pub2815.htm State of Missouri 401 Water Quality Certification] conditions for Nationwide Permits are available.

==136.6.4.4 Channel Modification==

Channel changes alter the conditions of the natural waterway and may increase velocity of the flowing water, sometimes enough to damage the highway embankment near the stream or cause excessive scour around footings of structures. Because channel modifications may result in such outcomes, alterations should be avoided to the fullest extent practical. Where channel alterations are unavoidable, the environmental, hydraulic, legal, and geomorphic aspects involved must be evaluated. The effect on peak flow downstream and the affected flow area should be determined. Relative to Section 404 permitting, any channelization should be kept to an absolute minimum and should only be undertaken to facilitate or protect a construction project. The LPA must include justification for any channel changes in the Section 404 permit application.

1. The new channel should duplicate the existing stream and floodplain characteristics as nearly as possible, including stream width, depth, slope, flow regime, sinuosity, bank cover, side slopes, and flow and velocity distribution.

2. Channel modification may be constructed if the average channel velocity would not be increased beyond the scour velocity of the predominant soil type at the project site.

3. The COE will require individual permit authorization for projects with channel modification beyond the minimum needed to construct or protect the linear transportation project. Such modifications must be in the immediate vicinity of the project and the LPA will be required to do stream mitigation to compensate for the channel loss. This can drastically add to the cost of a project; it may require a monetary contribution to an approved stream mitigation bank/in lieu fee program or the acquisition/restoration and/or, in very limited circumstances, protection of a previously impacted stream resource.

==136.6.4.5 Threatened and Endangered Species and Migratory Birds==
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="460px" align="right"
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|'''Threatened and Endangered Species Program Guidance Videos'''
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|[https://youtu.be/Kg3bqv3meJk Chap. 1, Overview and Background Information]
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|[https://youtu.be/jGbwlNbP5-k Chap. 2, Common Field Assessments: Bats and Birds]
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|[https://youtu.be/ZRtRSpUHNTc MDC Tutorial: Natural Heritage Review]
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|'''Threatened and Endangered Species Assessments'''
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|[[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18, Threatened and Endangered Species Federal Aid Transportation Submittal Checklist]]
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|[[media:Fig. 136.6.19.pdf|Fig. 136.6.19, August 2018 MoDOT USFWS Threatened and Endangered Species Habitats]]
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Threatened and endangered (T&E) species considerations for FHWA funded projects include potential impacts to rare plants, animals, critical habitat, and natural communities (e.g., caves, prairies, karst). FHWA must document compliance with federal and state laws governing potential impacts to listed species. Project sponsors receiving federal aid are required to thoroughly investigate any impacts their projects might have on federally listed T&E species and any federally designated critical habitats.

The state of Missouri also tracks the status of over 1,100 plant and animal species that are considered rare in the state. Of these, 70 are listed as state endangered (current as of the 2019 Missouri Species and Communities of Conservation Concern publication). The state Endangered Species Law and the Missouri Wildlife Code protect state listed species. All FHWA funded projects in Missouri must also address potential impacts to state listed species.

===136.6.4.5.1 Laws and Regulations===

* The [http://www.fws.gov/endangered/laws-policies/index.html Endangered Species Act of 1973] (ESA) requires FHWA to consult with the U.S. Fish and Wildlife Service (FWS) regarding their projects and measures that can be implemented to minimize or eliminate project impacts to federally protected species and critical habitats. FHWA has designated MoDOT as the only non-federal agency that can conduct ESA Section 7 consultation on their behalf. Project sponsors must provide MoDOT with all the necessary information to document effect determinations for all federally protected species that could occur in the project area. If necessary, MoDOT will complete Section 7 consultation directly with FWS for all projects which May Affect (positively or negatively) federally listed species.

* The National Environmental Policy Act ([https://www.environment.fhwa.dot.gov/projdev/index.asp NEPA]) of 1969 (as amended) requires consideration of the physical environment for any project that uses federal funding or requires federal permits.

* The Missouri Revised Statute, Title XXXVIII, Chapter 569 (formerly CH 578, Missouri Cave Resources Act), defines prohibited actions for caves regarding trespass, vandalism, contamination, and destruction.

* The Missouri Revised Statute, Title XVI, Chapter 252, which defines the Missouri Endangered Species Law, and the Missouri Code of State Regulations, Title 3, Division 10, Chapter 4 (Wildlife Code: General Provisions) extend special protections to species that are listed as endangered in the state. The Missouri Department of Conservation (MDC) administers the Wildlife Code which pertains to permissible and prohibited actions for Missouri fish, wildlife, and plants. MDC also tracks locations of federally protected and state endangered species and species and communities of conservation concern in Missouri.

===136.6.4.5.2 Process===

The ESA requires federal agencies to evaluate every project and determine whether it could have a negative impact on any federally listed T&E species or their critical habitat. Sponsors must provide this evaluation to MoDOT for their federally funded projects and give sufficient data to justify their impact assessment for each species that could occur in the project area. T&E information should be made available to MoDOT Design Environmental Section at least 6 months ahead of Plan Submittal and Estimates (PS&E) date. Please refer to the [[#136.6.4.5 Threatened and Endangered Species and Migratory Birds|MoDOT T&E Program Guidance videos]] for examples of how to assess species impacts from your federally funded project.
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|'''Additional Info'''
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|[[media:136.6.4.5.2.pdf|FHWA Feb 2015 non-fed designation letter]]
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Under the ESA, no action can be taken that will jeopardize the continued existence of any federally listed threatened or endangered species or result in the destruction or adverse modification of critical habitat for such species. If an action May Affect a federally listed species or critical habitat, FHWA and MoDOT must consult with the FWS to determine how to eliminate or minimize those impacts.

====136.6.4.5.2.1 Sponsor Responsibilities====
The sponsor must submit via the Request for Environmental Review (RER) database the completed T&E assessment package in timely manner to allow a reasonable amount of time to obtain clearance for T&E requirements and consultation, which in some case could take up to 6-8 months. Please refer to [[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18 LPA Environmental T&E Checklist]], to find the appropriate information to be submitted. NOTE: Threatened and Endangered Species clearance is now required by Missouri FHWA prior receiving NEPA classification approval. (See [[LPA:136.8 Local Public Agency Land Acquisition|EPG 136.8 Local Public Agency Land Acquisition]]).

[[image:127.7.2.jpg|center|800px|thumb|<center>'''Missouri is home to 14 species of bats. Three of these species are federally protected and call Missouri caves and forests home. Occasionally, they also call our infrastructure “home”, at least temporarily. Bats can form colonies on or in bridges or use them as temporary day or night roosts, sleeping during the day, or stopping over at bridges to rest at night while feeding. Only one of these photos shows bats in a “natural” habitat; the top left photo is of Indiana bats clustering in a cave, which would be during winter hibernation. The rest are all photos of bats, even federally protected species, taking advantage of the cracks and crevices in our bridge structures. Take care to check bridges for signs of bat use prior to bridge rehabilitation or replacement projects. If you do ever see bats utilizing bridges, please do not disturb them and report the occurrence to the Environmental Staff at MoDOT. </center>''']]

It is up to the sponsor to produce a written evaluation of their project's impacts on each listed species. The sponsor must demonstrate a basic understanding of the habitat requirements for each species from the FWS official project species list and assess if the same habitat exists in the project area. MoDOT has provided example habitat descriptions for the sponsor to use in evaluating project impacts ([[media:Fig. 136.6.19.pdf|Fig 136.6.19]]). If there is suitable habitat in the project limits, then the project May Affect listed species. The sponsor or their consultant should submit the full project limits, easements, right-of-way, utilities, staging, storage, temporary crossing, and access and ground disturbance information along with aerial photos, plans (if available) and diagrams of the full project impacts.

<center>
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|'''Excerpt from [[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18 LPA Environmental T&E Checklist]]'''
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|For supplemental instructions, see [[#136.6.4.5 Threatened and Endangered Species and Migratory Birds|MoDOT T&E Program Guidance videos]].
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|[[image:136.6.4.5.2.1.jpg|center|720px]]
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</center>
The sponsor may be asked to provide additional detailed information about the project which may include contracting for additional species and habitat surveys. The sponsor and/or the consultant may need to work with MoDOT environmental staff to determine measures that could be implemented to minimize the project’s impacts on T&E species. It is important that the sponsor, and not just the consultant, be involved in this process to ensure that suggested changes to the project are feasible and will be implemented. Any measures to minimize or eliminate impacts to T&E species must become contract commitments (i.e., job special provisions, design modifications, plan notes, etc.).

====136.6.4.5.2.2 Environmental Section Responsibilities====
Upon receiving a completed T&E submittal from the LPA sponsor or their consultant (refer to steps in the [[media:Fig._136.6.18_Edited_08.03.2022.pdf|T&E Checklist]]), MoDOT environmental staff will review the project details and impact evaluations from the sponsor and provide a written determination of effect for all listed species. This documentation may be in agreement with or in addition to the sponsor’s evaluation. Official effect determinations must be documented in the permanent NEPA record. MoDOT environmental staff will also specify what actions need to occur to address any environmental issues and who needs to perform those actions (the sponsor or MoDOT). MoDOT will handle all coordination with the FWS to obtain any necessary clearances.

If the sponsor determines and MoDOT agrees that there will be No Effect on listed species or their suitable habitat, then the ESA requires no further coordination at that time. In the RER, MoDOT will document that the project is clear of any T&E species constraints. If any measures or modifications are necessary to achieve a No Effect determination, these will become commitments during the NEPA decision making process and require follow-through for compliance.

If it is determined that a federally listed T&E species, suitable habitat, critical habitat, or other federally protected resource is present or is likely to occur within the project limits and the action may affect a listed species or federally designated critical habitat, FHWA and MoDOT are required to complete ESA consultation with the FWS. The ESA describes two types of consultation, formal and informal. Formal consultation is required when there will be an Adverse Effect on a listed species or Adverse Modification of federally designated critical its habitat. It is rarely necessary, and therefore it is not covered in detail here. Should formal consultation become necessary, FHWA, MoDOT, and the sponsor would work through the process together.

=====136.6.4.5.2.2.1 Informal Consultation=====
Informal consultation is conducted when a T&E species, suitable habitat, or critical habitat is present or likely to occur in the proposed project area and MoDOT on behalf of FHWA has determined that the project “may affect, but is not likely to adversely affect” (NLAA) the species. Informal consultation can only be completed if FHWA and MoDOT can provide data to show that they have removed all potential for the project to have an adverse effect on the species or its critical habitat. As the designated non-federal representative of FHWA, MoDOT environmental staff submits project details, species assessments, and effect determinations to FWS justifying that the project is not likely to adversely affect the species and request written concurrence. The justification for this submittal is taken from the sponsor’s evaluation of the project impacts. It may be necessary for the sponsor to conduct additional surveys, commit to seasonal restrictions, or modify the design of the project to avoid or minimize impacts to listed species. Commitments made during consultation must be followed to be in compliance with federal laws. All T&E commitments must be included in the NEPA documentation and attached to the RER. Once the documentation is submitted to the FWS, they usually respond within 30 days. If they concur with the NLAA determination, and the sponsor has committed to conservation measures which will be implemented for the project, then Section 7 ESA consultation is complete and MoDOT will notify the sponsor with environmental clearance. If FWS does not concur with that determination, then either additional clarification and protection measures may be needed or formal consultation is necessary. <u>Informal consultation with the FWS should begin three to six months prior to Plans, Specs, and Estimates (PS&E) to allow time to complete the process and avoid project delays.</u>

=====136.6.4.5.2.2.2 Range-wide Programmatic Informal Consultation for Indiana Bat and Northern Long-eared Bat Only=====
Your project may qualify for consultation under a programmatic agreement for summer bat habitat impacts if certain conditions can be met. The FWS and FHWA entered into an agreement for streamlining consultation for projects that are NLAA Indiana and northern long-eared bats. [http://www.fws.gov/midwest/endangered/section7/fhwa/index.html More information about this programmatic consultation agreement] is available.

Generally, if suitable summer bat habitat is present in the project limits, trees to be removed for the project are entirely within 100 ft. of the existing road, and the sponsor commits to seasonal tree clearing (i.e. clearing suitable bat habitat only between November 1 and March 31) then the project likely qualifies for programmatic consultation. The justification for this assessment is taken from the sponsor’s evaluation of the project impacts. It will be necessary for the sponsor to commit to seasonal tree clearing restrictions. MODOT environmental staff will submit documentation to FWS describing project details and verifying the project meets the programmatic consultation criteria. Once submitted to the FWS, they have 14 days to ask for additional information. If there is no comment during that time, the project has automatic concurrence for Indiana and northern long-eared bat impacts. <u>If “No Effect” determinations are made for all other species,</u> then Section 7 ESA consultation is complete and MoDOT will notify the sponsor with environmental clearance.

===136.6.4.5.3 Migratory Birds===

Sponsors could encounter the nests of bird species protected by the [https://www.fws.gov/laws/lawsdigest/migtrea.html Migratory Bird Treaty Act of 1918] (MBTA) while conducting bridge repairs and replacements. Several bird species protected by the Act commonly construct their nests on the underside of bridge decks and on the substructure. These most often include cliff swallows, barn swallows, Eastern phoebes, and American robins. Cliff swallows build their gourd-shaped mud nests in colonies, sometimes containing hundreds of nests. Often, these nests are found on bridges over water but they can also occur on bridges over major highways and railroads, particularly if the bridge is in a floodplain or near permanent water. Barn swallows also build mud nests, but they are cup-shaped and not enclosed like cliff swallows. They will also nest in colonies, but usually these are much smaller than those of cliff swallows.

[[image:136.6.4.5.3.jpg|center|700px|thumb|<center>'''Cliff swallows under a concrete bridge over a stream. This species generally nests in colonies of several birds, building their own nests in a matter of days from mud pellets. Once eggs are laid in a nest, it would be a violation of the Migratory Bird Treaty Act to destroy the nest and its eggs, young birds, or adults without a permit. The general breeding dates for this species in Missouri is April 1 through July 31, however, they could nest before and after those dates. Cliff swallows can brood multiple clutches (groups of eggs) during a single breeding season.'''</center>]]

Eastern phoebe and American robin nests are frequently found on smaller bridges over small rivers. Usually they are on the top of substructure steel components and near the abutments. They are not colony nesters but sometimes 3 or 4 nests can be found on a single bridge. Other MBTA-protected species can also be found nesting on bridges, but they are not common. Several bird species that are not protected by the MBTA are often seen nesting on bridges. These include pigeons (rock doves), European starlings, and house sparrows. These species are all non-native introductions to the US and therefore, they are not protected by the MBTA.

====136.6.4.5.3.1 Laws and Regulations====
The Migratory Bird Treaty Act of 1918 makes it illegal for anyone to take, possess, import, export, transport, sell, purchase, barter, or offer for sale, purchase or barter any migratory bird, or the parts, nests or eggs of such a bird except under the terms of a valid permit issued pursuant to Federal regulations. The migratory bird species protected by the act are listed in [https://www.fws.gov/migratorybirds/pdf/policies-and-regulations/MBTAListofBirdsFinalRule.pdf 50 CFR 10.13]. "Take" refers to killing adults, eggs or young of the bird species protected by the act.

====136.6.4.5.3.2 Process====
All projects that involve impacts to the underside of bridge decks, the substructure, or concrete box culverts should be checked for the presence of nesting birds. For LPA projects, the project sponsor or their consultant is expected to perform the inspection and report it on the Request for Environmental Review (RER) and [[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18 LPA Environmental T&E Checklist]].

Inspections should take place within a year of the anticipated letting date. The checklist notes additional requirements for documenting bridge inspections. If no nests are noted, the project will be cleared and nothing further is required. If nests are noted, a Job Special Provision will need to be placed in the contract that provides guidance on how to avoid violating the MBTA. Often, removal of the old, inactive nests (those without eggs or young) before the project starts, and maintenance of the bridge in a nest-free condition until construction, is necessary. Nest removal should be done in the non-breeding season. Generally speaking, the assumed active breeding season for the majority of the birds that would use bridge and culvert structures as habitat is between April 1 and July 31. However, these are just general dates and no active bird nests should be disturbed without a permit, even outside of these dates.

[[image:136.6.4.5.3.2.jpg|center|475px]]

=====136.6.4.5.3.2.1 Sponsor Responsibilities=====
The Sponsor is responsible for reporting any nests known to be present on the structure when submitting the RER and on the LPA Environmental T&E Checklist (see excerpt below). If nests are present, a JSP for avoidance will be used and must be followed.

{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="800px" align="center"
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|'''Excerpt from [[media:Fig._136.6.18_Edited_08.03.2022.pdf|Fig. 136.6.18 LPA Environmental T&E Checklist]]'''
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|For supplemental instructions, see [[#136.6.4.5 Threatened and Endangered Species and Migratory Birds|MoDOT T&E Program Guidance videos]].
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|[[image:136.6.4.5.3.2.1.jpg|center|720px]]
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=====136.6.4.5.3.2.2 Environmental Section Responsibilities=====

During RER reviews, the MoDOT Environmental Specialist will review the project description, plans, photos, and written assessments and determine if the project has the potential to harm protected species. MoDOT will confirm with the sponsor the JSP will be used prior to clearing the Migratory Bird review on the RER. If a project is already under construction, and nests are noted on the bridge, MoDOT will assist in determining if the nests are active, if they belong to an MBTA-protected species, and to provide the sponsor with options to avoid violations of the MBTA.

==136.6.4.6 Base Floodplain and Regulatory Floodway==

Floodplains provide a number of important functions in the natural environment—creating wildlife habitat, providing temporary storage of floodwater, preventing heavy erosion caused by fast-moving water, recharging and protecting groundwater, providing a vegetative buffer to filter contaminants, and accommodating the natural movement of streams. Executive Order 11988—Floodplain Management, Federal Highway Administration (FHWA) policy and procedures in 23 CFR 650, and other federal floodplain management guidelines direct agencies to evaluate floodplain impacts for proposed actions.

Floodplains can be described by the frequency of flooding that occurs. With Executive Order 11988, the base, or one percent annual chance, flood was formally adopted as a standard for use by all federal agencies. The base flood is the flood that has a one percent chance of being equaled or exceeded each year. Thus, the base flood can occur more than once in a relatively short period of time. The base flood is commonly labeled the “one percent flood” and often inappropriately referred to as the “100-year” flood. Larger floods may, and often have, occurred but the one percent flood is the generally accepted regulatory standard.

The National Flood Insurance Program (NFIP) uses the base flood as the standard for floodplain management and to determine the need for flood insurance. When available, NFIP flood hazard boundary maps and flood insurance studies for the project area are used to determine the limits of the base (1%) floodplain and the extent of encroachment (an action within the limits of the base floodplain). The base floodplain is the area of one percent flood hazard within a county or community—that is, the area in which the flood has a one percent chance of being equaled or exceeded in any given year.

The regulatory floodway is the area of a stream or river channel plus any adjacent floodplain areas that must be kept open to convey floodwaters from the base flood without increasing the height of the flood more than a certain amount. Federal Emergency Management Agency (FEMA) restrictions do not allow projects to cause any rise in the regulatory floodway and no more than a one-foot cumulative rise may result from all projects in the base (1%) floodplain. [[media:136.6.10.doc|Fig. 136.6.10]] illustrates the various elements of a typical floodplain.

The LPA provides information on the LPA Request for Environmental Review (RER) form regarding community participation in the NFIP and whether the project is located in a Special Flood Hazard Area (SFHA). The SFHA is the land area covered by the floodwaters of the base flood on NFIP maps and where the NFIP's floodplain management regulations must be enforced. A current list of communities for which FEMA Flood Insurance Studies have been performed is available in the [http://www.fema.gov/national-flood-insurance-program/national-flood-insurance-program-community-status-book National Flood Insurance Program Community Status Book]. [http://www.fema.gov/cis/MO.pdf Missouri-only data] is also available. If the project is located in a community or county that has not been mapped, the LPA notes this. If the community has been mapped, the LPA identifies whether the project is located in the 100-year floodplain and/or regulatory floodway.

The MoDOT district contact will inform the LPA of the need to obtain a floodplain development permit ([http://sema.dps.mo.gov/programs/floodplain/documents/floodplain-develoment-permit.pdf Fig. 136.6.11 LPA Floodplain Development Permit Application]) from the local floodplain administrator or whether, for projects proposed within regulatory floodways, the LPA must obtain a “no-rise” certificate before a Floodplain Development Permit is issued. To find contact information for your local floodplain administrator, use the menu or map feature under Local Floodplain Administrator on the [http://www.sema.dps.mo.gov/programs/floodplain/ State Emergency Management Agency website]. [http://sema.dps.mo.gov/programs/floodplain/documents/no-rise-certification.pdf Fig. 136.6.12] contains the Engineering "No-Rise" Certification form and [[media:136.6.13.doc|Fig. 136.6.13]] describes Procedures for “No-Rise” Certification for Proposed Development in the Regulatory Floodway.

LPAs that participate in the NFIP must ensure that floodplain developments meet the NFIP regulations identified in [https://www.govinfo.gov/content/pkg/CFR-2017-title44-vol1/xml/CFR-2017-title44-vol1-part60.xml Title 44, Code of Federal Regulations], Parts 59 through 78. (Parts 59 and 60 contain the most applicable information for a typical project.) The LPA, with assistance from the local floodplain administrator, is responsible for ensuring that FEMA NFIP requirements are met. The LPA is also responsible for obtaining all required certifications before construction begins. The LPA should note that if a project requires a Clean Water Act Section 404 permit, the floodplain development permit cannot be issued until the 404 permit is issued by the US Army Corps of Engineers ([https://www.govinfo.gov/content/pkg/CFR-2017-title44-vol1/xml/CFR-2017-title44-vol1-part60.xml 44CFR60.3a]). Issuance of the 404 permit is also dependent on other applicable clearances such as Section 106 of the National Historic Preservation Act and Section 7 of the Endangered Species Act. Additionally, because the NFIP requirements may control the hydraulic design of the project, the LPA is advised to investigate this in the early stages of the project.

For the convenience of LPAs and engineers, [http://msc.fema.gov/portal FEMA Flood Insurance Studies and flood maps] pertaining to a project site can be viewed by selecting “Flood Insurance, Flood Maps, and/or All Flood Information.” Hardcopies of the FEMA Flood Insurance Studies and Flood Maps can also be ordered through the same site.

==136.6.4.7 State Emergency Management Agency (SEMA)/Federal Emergency Management Agency (FEMA) Buyout Lands==

The Flood Disaster Protection Act of 1988 (The Stafford Act), under Section 404, identified the use of disaster relief funds for the Hazard Mitigation Grant Program (HMGP), including the acquisition and relocation of flood-damaged property. The Volkmer Bill further expanded the use of HMGP funds under Section 404 to “buy out” flood-damaged property that had been affected by the Great Flood of 1993.

These FEMA buyout properties have numerous restrictions. No structures or improvements may be erected on these properties unless the improvements are open on all sides. The site can be used only for open space purposes and must remain in public ownership. These conditions and restrictions (among others), along with the right to enforce same, are deemed to be covenants running with the land in perpetuity and are binding on subsequent successors, grantees, or assigns. Any project decision involving a FEMA buyout property should consider that it may take two to three years to obtain an exemption from FEMA to use this parcel, and if allowed, the exemption would likely be a permanent easement rather than a transfer of property.

==136.6.4.8 Stormwater and Erosion Control==

Provisions of the federal Clean Water Act (CWA) and related state rules and regulations require stormwater permits for construction activities that disturb areas of one acre or more. Prior to initiation of any federal-aid project, the LPA needs to determine the acreage that will be disturbed. If less than one acre is disturbed, the LPA is exempt from the requirements of the CWA National Pollutant Discharge Elimination System (NPDES) program permits and DNR permit applications. However, there may be other state or local ordinances that must be addressed and the LPA should inquire whether there are local rules and regulations that govern clean water guidelines. Even if a NPDES permit is not required and there are no local clean water guidelines, the LPA must still develop and adhere to a site specific erosion control plan for ANY ground disturbance. If more than one acre is planned to be disturbed, documentation shall be provided in the NEPA document for the project and a commitment to obtain and comply with pertinent NPDES permits shall be listed in the NEPA commitments.

'''Permit for Land Disturbance'''

Missouri Department of Natural Resources (DNR) is Missouri’s regulating agency for environmental compliance. DNR issues land disturbance permits for projects one acre and greater to ensure compliance with the CWA and Missouri’s Clean Water Law. LPA’s will be required to obtain a land disturbance permit from DNR for any applicable project, unless a general operating permit exists for the entity. A few cities (Kansas City, Columbia, and others) and counties have obtained their own land disturbance permits from DNR for generic land disturbance purposes. In these areas, the LPA (city or county government) has its own restrictions and erosion control guidelines to meet the intent of its program. If one acre or more will be disturbed, the LPA should determine whether its city or county is operating under a DNR-approved program. If so, the local government jurisdiction will impose appropriate erosion controls.

When a project will disturb one acre or more and the city or county does not have a DNR-approved stormwater program, the LPA must obtain a permit from DNR and provide documentation that this commitment was completed. The LPA must develop a Stormwater Pollution Prevention Plan (SWPPP) for the project and a site-specific erosion control plan. [http://cfpub.epa.gov/npdes/stormwater/swppp.cfm Some example SWPPPs] are available. The LPA will need to contact the DNR NPDES Water Pollution Control Program office (573-751-1300 or 800-361-4827) for further directions. The LPA is responsible for providing a temporary erosion control plan to be included with the final plan submittal if any amount of acreage is to be disturbed. The plans will detail the types of temporary erosion and sediment control best management practices (BMPs) to be used and where the items will be installed. Further information on design criteria can be found in [[:Category:806 Pollution, Erosion and Sediment Control|EPG 806 Pollution, Erosion and Sediment Control]].

For information on temporary stream crossing pipes and construction, see [[806.8 Storm Water Pollution Prevention Plan (SWPPP)|EPG 806.8 Storm Water Pollution Prevention Plan (SWPPP)]].

'''Individual State Operating Permit for TS4'''

MoDOT has an individual permit (from MDNR) that applies to stormwater (TS4 Permit MO-0137910). If you are inside the limits of a regulated MS4 area, you must adhere to the MS4 requirements as defined in the respective MS4 permit specific to that municipality. Additionally, if you are discharging to a watershed subject to an approved and effective Total Maximum Daily Load (TMDL) that MoDOT is assigned a Waste Load Allocation (WLA) or discharging to an Outstanding National or State Resource Water, directly or through MoDOT’s drainage system (e.g., ditches and stormwater conveyance systems), runoff must be treated for water quality and/or quantity before entering MoDOT’s drainage system. If the project’s land disturbance is 1 acre or more and entirely on MoDOT right of way, you must comply with [[127.29 Stormwater|MoDOT’s TS4 permit]].

==136.6.4.9 Borrow Sites and Other Land Disturbance Activities Outside Right of Way==

Borrow/spoil sites, staging areas, haul roads, and/or burn pits may be located outside the project footprint and therefore were not previously addressed by the NEPA document and other environmental approvals for the project. The LPA is responsible for ensuring that the contractor obtains all necessary environmental clearances for borrow sites and other land disturbance areas—including off-site locations used to deposit excess material or for haul roads. To eliminate possible delays, the LPA should specify in the engineering services contract that a proposed borrow site be investigated. The LPA will provide clearance documentation to the MoDOT district contact. Procedures for environmental clearance of borrow sites and other land disturbance activities outside right of way is available at [[127.27 Guidelines for Obtaining Environmental Clearance for Project Specific Locations|EPG 127.27 Guidelines for Obtaining Environmental Clearance for Project Specific Locations]].” This information is also available through the MoDOT district contact.

The requirements of [[#136.6.4.1 Section 106 (Cultural Resource) Compliance |Section 106 of the National Historic Preservation Act]] apply to all areas of land disturbance. The LPA must complete the [http://www.dnr.mo.gov/forms/780-1027-f.pdf State Historic Preservation Office's Section 106 Project Information Form] and submit it to DNR. The LPA will provide written certification to the MoDOT district contact that the proposed site of land disturbance has been cleared of environmental concerns under all applicable federal and state laws and regulations. These include but are not limited to the Clean Water Act; Section 4(f) of the Department of Transportation Act; the Endangered Species Act; the National Historic Preservation Act; the Farmland Protection Act; Resource Conservation and Recovery Act; Comprehensive Environmental Response, Compensation, and Liability Act; and RSMo Chapter 194, Section 194.400, Unmarked Human Burial Sites. Certification must include all clearance letters and other evidence of coordination with the appropriate regulatory agencies.

==136.6.4.10 Hazardous Waste==

A number of laws and regulations deal with hazardous waste and both underground and aboveground storage tanks. Properties containing hazardous and non-hazardous solid wastes are frequently encountered in new right-of-way acquisitions. Some properties with extensive contamination and legal liabilities may warrant avoidance. For most sites, however, early identification and planning will allow selection of feasible alternatives with incidental costs. In addressing hazardous and solid wastes, the goals are to avoid unacceptable cleanup cost and legal liability and comply with federal and state laws and regulations regarding cleanup. The most common type of hazardous waste site encountered is a petroleum underground storage tank (UST) site. LPAs shall evaluate proposed corridors for hazardous and solid waste sites by conducting a thorough database search and a field check (if necessary). Possible sources include:

:* [http://cfpub.epa.gov/supercpad/cursites/srchsites.cfm Federal Comprehensive Environmental Response, Compensation, and Liability Information System (CERCLIS)]

:* [http://www.dnr.mo.gov/env/hwp/registry-log.pdf DNR Confirmed Abandoned or Uncontrolled Hazardous Waste Disposal Sites in Missouri]

:* [http://www.dnr.mo.gov/env/hwp/downloads/index.htm DNR Missouri Hazardous Waste Generators List]

:* [http://www.dnr.mo.gov/env/hwp/downloads/index.htm DNR Missouri Hazardous Waste Treatment, Storage, and Disposal Facilities List], select Missouri Commercial Hazardous Waste Facilities, List--PUB968

:* [http://www.dnr.mo.gov/env/swmp/facilities/sanlist.htm DNR Solid Waste Facilities List]

:* [http://www.dnr.mo.gov/env/hwp/downloads/hwpet.htm DNR Registered Underground Petroleum Storage Tank List]

:* [http://www.dnr.mo.gov/env/hwp/downloads/hwpet.htm DNR Leaking Underground Storage Tank List]

:* [http://www.pstif.org/ Petroleum Storage Tank Insurance Fund], select Tank Sites tab

:* [http://www.nrc.uscg.mil/nrchp.html National Response Center Hotline], select Services, then query/download and select Standard Reports to run query

:* [http://www.epa.gov/enviro/ EPA Envirofacts], under Other Sites of Interest select Enviromapper

:* Other lists as appropriate.

Coordination with the Environmental Protection Agency (EPA) and DNR will help to determine liability, regulatory requirements, and potential cleanup costs. The potential to encounter unknown wastes from sites not identified through database and/or site reviews by the LPA should always be a consideration. Any unknown sites that are found during project construction shall be handled in accordance with federal and state laws and regulations. Any agency coordination, known hazardous waste site boundaries, and any measures taken to avoid, minimize or mitigate impacts to those areas must be included in the NEPA document. Any work not completed during the NEPA stage must be carried forward as a commitment for construction as appropriate.

===136.6.4.10.1 Renovation and Demolition of Structures===

All structures, including bridges, that will be renovated or demolished must be inspected for asbestos. The reports from these hazardous waste inspections MUST be included in the bid proposal. Demolition or renovation is a three-step process under the asbestos regulations. All structures that meet the criteria as described above must be inspected by an Asbestos Building Inspector. Following the inspection, regardless of whether asbestos is present or not, an Asbestos Demolition Notification shall be made to DNR no fewer than 10 working days prior to beginning the project. If regulated amounts of asbestos are present, an Asbestos Project Notification must also be submitted and an Asbestos Post-Notification must be filed after the work is completed. If abatement is necessary, a certified Contractor Supervisor must be present and a licensed asbestos abatement contractor must do the abatement. Useful links for information on asbestos regulations include:

:* The [http://www.dnr.mo.gov/env/apcp/asbestos.htm main Asbestos Information page]
:* [http://www.dnr.mo.gov/pubs/pub2157.pdf Asbestos Requirements for Demolition and Renovation Projects tech bulletin]
:* [http://www.dnr.mo.gov/forms/780-1226-f.pdf Asbestos Project Notification]
:* [http://www.dnr.mo.gov/forms/780-1923-f.pdf Asbestos Demolition Notification]
:* [http://www.dnr.mo.gov/forms/780-1225-f.pdf Asbestos Post-Notification]
:* [http://www.dnr.mo.gov/ MO DNR] contact: Senora Cressman, Environmental Specialist, office (573) 522-9936, cell (636) 432-8083, fax (573) 751-2706.

===136.6.4.10.2 Painting Bridges and Demolition of Painted Structures===

Painted surfaces of bridges and structures often contain heavy metals such as lead, chromium or barium that are regulated as hazardous waste under federal and state law. MoDOT has entered into a Memorandum of Understanding (MOU) with the Department of Health and Senior Services (DHSS) that stipulates certain requirements for lead abatement contractors. The contractor requirements involve any testing or identifying of lead-based paint on the surface of structures, determining whether a painted structure is a lead-hazard because of deteriorated paint, and performance of lead abatement activities. Specific requirements for LPA projects include:

:1) All contractors and subcontractors performing lead abatement activities must be licensed as Missouri lead abatement contractors. Additionally, employees of the contractors performing lead abatement activities are required to be licensed as Missouri lead abatement supervisor(s) and/or workers,
:2) the project sponsor shall provide notification to DHSS through the submittal of a ''lead abatement project funding agency notification form'' that is required to be submitted 10 days prior to the onset of lead abatement projects, and
:3) the contractor shall also provide notification to DHSS through the submittal of a ''lead abatement project notification form'' that is required to be submitted 10 days prior to the onset of lead abatement projects.

Both the [http://www.modot.mo.gov/business/contractor_resources/LeadPaintActivities.htm MOU and <u>contractor information for lead work activities</u>] are available. [http://www.health.mo.gov/safety/leadlicensing/ Application forms, licensing information and training schedules] are also available.

Painted structures shall be tested prior to painting and demolition to determine proper disposal for the waste generated during the project. The inspection reports MUST be included in the bid proposal. The test results for heavy metal analysis shall be included in the NEPA document, along with the identification of the need to handle and dispose of the material as a hazardous waste. Any work not completed during the NEPA stage must be carried forward as a commitment for construction as appropriate. Note that the information provided herein is not inclusive and LPAs must follow all applicable federal and state laws for these activities.

'''Bridge Painting '''

Wash water and wipes used to clean bridge surfaces prior to painting must be collected and tested to determine whether they are regulated as hazardous waste. If it fails, it must be handled in accordance with federal and state law. Wash water that is not hazardous waste must still be collected and disposed at a Publicly Owned Treatment Works or a National Pollutant Discharge Elimination System (NPDES) permit must be obtained for discharge.

Blast residue must be collected and tested to determine whether it is regulated as a hazardous waste. Bridges with lead-, chromium-, or barium-based paint (or other regulated metals), must be handled as a hazardous waste and transported by a licensed hazardous waste transporter to a permitted Treatment Storage and Disposal (TSD) facility. Hazardous Waste Summary reports must be submitted to the Department of Natural Resources (DNR) for assessment of fees and taxes.

'''Painted Block and Brick in Structures to be Demolished '''

When a building or structure (including bridges) that is to be demolished contains block and brick that is painted, the painted surfaces should be tested for regulated heavy-metal-based paint to determine whether the material can be used for clean fill. As previously described above in the first paragraph of EPG 136.6.4.10.2, for any lead testing activity the contractor must be licensed as a lead abatement contractor and the contractor must provide the proper notification(s) to DHSS. All other demolition debris must be disposed in a demolition landfill. If a demolition landfill is not available, a permitted solid waste landfill can accept it. The levels of certain metals that are acceptable for use as clean fill are listed in the [http://www.dnr.mo.gov/env/swmp/docs/cleanfill09.pdf DNR Tech Bulletin on Painted Block and Brick].

Also refer to ''Missouri Standard Specifications For Highway Construction'' [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1081] on bridge painting and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 202] on demolition.

==136.6.4.11 Farmland Protection Policy Act==

The Farmland Protection Policy Act (FPPA) mandates that agencies identify and take into account the adverse effects of federal projects on farmland. The act requires all federally funded projects to be assessed for the potential conversion of farmland to non-farming purposes. LPAs shall assess the impact of their projects in cooperation with the local Natural Resources Conservation Service (NRCS) office.

If the project requires no additional right of way, farmland assessment is not necessary. When additional right of way is needed, if it is located within city limits and the affected land is entirely developed for uses other than agriculture (e.g., within city limits), the LPA may document this in their files and no further action is required. If it is outside of established city limits, the LPA must complete a [[Media:127.11 Form AD 1006.DOC|Form AD-1006 Farmland Conversion Impact Rating]] (or for corridor type projects [[Media:127.11_Form_SCS_CPA_106.DOC|Form SCS-CPA-106]] and forward it along with the preliminary layouts to the NRCS for agency review.

Forms can also be obtained from the NRCS and may be reproduced. The LPA completes Parts I and III, showing the acreage of new right-of-way and borrow areas, and submits three copies to NRCS. The submittal should request NRCS to fill out Parts II, IV, and V. NRCS assistance in filling out Part VI can also be requested, if desired. The LPA shall also ask NRCS to advise whether any land considered to be farmland is subject to any state or local government policy or programs to protect farmland.

The LPA must complete the form after NCRS returns it. If the total rating exceeds 160 points, the FPPA mandates further consideration of protection. Using the bottom portion of Form AD-1006 labeled “Reason for Selection,” the LPA will document why this site was selected over the other alternative sites and submit one copy of the form along with the preliminary layout. This completes the processing. Under present directives, the LPA will have satisfied the requirements by considering the impact of converting any farmland to non-agricultural use and submitting the completed form. If the project is classified as other than a categorical exclusion, the completed form must be included in the EIS or EA.

==136.6.4.12 Community Impact Assessment (Social/Economic/Environmental Justice)==

[http://www.fhwa.dot.gov/environment/environmental_justice/overview/ Title VI of the Civil Rights Act of 1964 and Executive Order (EO) 12898 on Environmental Justice] apply to all programs and activities of federal-aid recipients, subrecipients, and contractors whether the programs and activities are federally funded or not. Environmental justice should be considered in all project development decisions regardless of the NEPA classification.

Compliance with Title VI and EO 12898 during the NEPA process includes fully identifying social, economic and environmental effects; considering alternatives; coordinating with agencies; involving the public; and utilizing a systematic interdisciplinary approach. Potential impacts to the human environment should drive the transportation decision-making process as much as potential impacts to the natural environment and comparable consideration is to be given to both impacts to the natural and human environment. The final decisions on any proposed project on any federal-aid system are to be made in the best overall public interest, taking into consideration the need for fast, safe and efficient transportation, public services, and the costs of eliminating or minimizing possible adverse economic, social, and environmental effects. Compliance with EO 13166 on Limited English Proficiency should also be considered.

Community impact assessment is key to avoiding the potential for discrimination or disproportionately high and adverse impacts. The LPA will provide a brief description of impacts, if any, to minorities, low-income populations, and the community in general. Most projects will be small and will have minimal to no impacts. If there are any commercial or residential displacements, the following text must be included in the NEPA documentation:

:The acquisition and relocation of affected residential and commercial properties will be conducted in accordance with the relocation procedures established in the Uniform Relocation Assistance and Real Property Acquisition Policies Act (referred to as the Uniform Act) of 1970, as amended. The Uniform Act and Missouri state laws require that just compensation be paid to the owner(s) of private property taken for public use. The Uniform Act is carried out without discrimination and in compliance with Title VI (the Civil Rights Act of 1964), the President’s Executive Order on Environmental Justice, and the Americans with Disabilities Act.

The LPA must provide relocation services to all impacted households without discrimination under guidance of the Uniform Act. Additional information concerning [http://www.fhwa.dot.gov/environment/environmental_justice/ej_at_dot/ environmental justice] and [http://www.fhwa.dot.gov/environment/community_impact_assessment/index.cfm community impact assessment] is available.

Guidelines regarding public involvement can be found in [[:Category:129 Public Involvement|EPG 129 Public Involvement]]. These guidelines are not to be viewed as all-inclusive. Instead, they outline the minimum level of expectations for public involvement, with each individual effort matching the specific needs of the project and the community involved. Public involvement efforts based on environmental document type can be found in [[:Category:129 Public Involvement#129.4 Public Involvement Based on Environmental Document Type|EPG 129.4 Public Involvement Based on Environmental Document Type]]. Documentation is key and any outreach must be documented in the project files and the Request for Environmental Review (RER).

==136.6.4.13 Noise Standards and Noise Abatement==

Federal legislation in 1970 authorized the use of federal-aid highway funds for measures to abate and control highway traffic noise. MoDOT has a federally approved [[127.13 Noise|traffic noise policy]] to define and conform to the requirements of [http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr;sid=ae7cf57d9d28b534abe1c23c25349e64;rgn=div5;view=text;node=23%3A1.0.1.8.44;idno=23;cc=ecfr Article 772, Code of Federal Regulations (23 CFR 772)] and the noise-related requirements of NEPA. The guidelines in the MoDOT Noise Policy are used to determine the need, feasibility, and reasonableness of noise abatement measures and provide the basis for statewide uniformity in traffic noise analysis. The LPA must use MoDOT’s FHWA-approved noise policy. Refer to [[127.13 Noise|EPG 127.13 Noise]].

==136.6.4.14 Air Quality Requirements==

The Clean Air Act defines requirements for transportation project air quality analysis. In Missouri, requirements are met through conformity demonstrations with established emission budgets contained in the State Implementation Plan (SIP). This process involves projects meeting the definition of "regionally significant" as described in 23 CFR 450.104. At a minimum, this includes all principal arterial highways and all fixed guideway transit facilities that offer a significant alternative to regional highway travel and would normally be included in the modeling of a metropolitan area’s transportation network. Generally, LPA projects will not meet the definition of "regionally significant" and the appropriate response for TIP Number on the Request for Environmental Review (RER) form is “N.A.” In the event a local project is determined to be regionally significant, conformity will be demonstrated through an established process for inclusion in a metropolitan Transportation Improvement Program (TIP).

=136.6.5 Environmental Assessment (EA)=

An EA is prepared when there is uncertainty about the significance of the impacts from a project. FHWA generally expects an EA for two-lane relocation projects and often for add-a-lane projects on new right of way; other types of projects may also require an EA. To avoid delays in project development, the LPA, or its consultant, should initiate preparation of the EA sufficiently early to ensure that NEPA compliance can be achieved before 35% design completion. An EA describes a project’s purpose and need, identifies the alternates that are being considered, and discusses the expected impacts. It should discuss all topics required by FHWA regulations and guidance but should discuss in detail only those where there is potential for a significant impact. The EA should be concise and should not contain long descriptions or include detailed information that may have been gathered or analyses that may have been conducted for the proposed action. [http://environment.fhwa.dot.gov/projdev/impTA6640.asp FHWA Technical Advisory T6640.8A “Guidance for Preparing and Processing Environmental and Section 4(f) Documents”] provides additional direction on the information contained in an EA and the format. The LPA must contact the MoDOT district contact if a significant impact is identified at any time during the preparation of an EA. FHWA will determine whether an EIS needs to be prepared.

The LPA should begin consultation (through either early coordination or a scoping process) with interested regulatory agencies and others at the earliest appropriate time, to advise them of the scope of the project. This consultation will help determine those aspects of the proposed action with potential for social, economic, or environmental impact and will identify other environmental review and consultation requirements that are performed concurrently with the EA. Agencies with jurisdiction by law, such as the COE or the FWS, must be invited to become cooperating agencies. The LPA will provide the MoDOT district contact with draft letters requesting the COE and other agencies to be cooperating agencies and FHWA will send the letters. The LPA will also work with the FHWA to initiate consultation with federally recognized American Indian tribes determined to have an interest in the project area. Such consultation is conducted by FHWA on a government-to-government basis (FHWA determines which tribes and sends the letters); the consultation informs the tribes of the project, asks whether they have any specific concerns, and inquires whether they want to continue to consult on the project. The LPA or its consultant will prepare a draft letter for FHWA’s use but will not contact the tribes. The EA must summarize the results of both agency consultation and public involvement. The LPA, or its consultant, will prepare a preliminary EA (pEA) that encompasses the following:

:* Finalize the location study with all alternates considered, including those discarded, depicted graphically.

:* Indicate the preferred alternate.

:* Evaluate all proposed reasonable alternates equally; the EA must include more than a single build alternative as well as the no build alternate. Reasonable alternates addressed in the EA are those that may be constructed in the event that the preferred alternate is not selected.

:* Identify all previously reported archaeological and historic sites located within the study corridor and all alternates being considered. FHWA will determine whether the location and current condition of previously reported resources require verification. Complete a Phase I archaeological survey for the preferred alternate. Identify all areas for which landowner access was denied or the survey was not conducted at the preliminary EA stage. Determine which sites identified in the project area require Phase II archaeological testing or evaluation. If the Missouri Department of Natural Resources (DNR) determines any sites require further testing, Phase II archaeological testing must also be completed unless coordination with FHWA and the district determine such testing may be postponed to a later time.

:* Identify all buildings and bridges 50 years old or older within all alternates being considered and provide an initial assessment of the resources’ potential eligibility to the National Register of Historic Places (NRHP). Submit all buildings, bridges, and culverts impacted by the preferred alignment, including those less than 50 years of age, to DNR’s State Historic Preservation Office (DNR-SHPO) for concurrence in a determination of eligibility to the NRHP.

:* If the proposed project will adversely impact any NRHP-eligible sites or historical structures, the pEA must include either a draft Memorandum of Agreement (MOA) or draft Programmatic Agreement (PA) identifying uncompleted or mitigation activities to be completed prior to project construction.

:* Indicate impacts to parklands, wildlife refuges, or other publicly owned recreational use areas that may qualify for [http://www.modot.mo.gov/business/manuals/documents/FIG4-6R-2009usethisone.doc Section 4(f) protection], along with a statement as to the status of agency coordination on those impacts. The EA must include a Draft Section 4(f) Evaluation for impacts to these public lands, if applicable, or if the preferred alternate will cause adverse effects to certain kinds of cultural resources that require preservation in place, such as cultural resources that are NRHP-eligible for reasons other than the data associated with them (e.g., the location/setting is important, associated with significant historic events or people; distinctive characteristics of a type, period, or method of construction; involves human burial). Although prehistoric archaeological sites containing human remains will require Section 4(f) consideration, typically prehistoric sites not containing human remains will not require Section 4(f) consideration. A single Draft Section 4(f) Evaluation is prepared for all Section 4(f) resources, including both public lands and historic sites, potentially impacted by the project. This evaluation includes a consideration of all measures to minimize harm to the Section 4(f) resources.

:* Identify any Section 6(f) resources the project will affect. Any Section 6(f)(3) Conversion Documentation required cannot be completed until the NEPA process is concluded because the Section 6(f) document must include copies of the approved FONSI signature page and/or signed Section 4(f) evaluation. However, elements of the Section 6(f) document may be assembled during preparation of the NEPA document.

:* Conduct a preliminary wetland and stream evaluation to identify potential jurisdictional wetland areas and streams. Estimate the areas of wetlands in the project area for all alternatives using conventional mapping sources and windshield survey and document expected impacts.

:* Determine the presence or absence of threatened or endangered plant and/or animal species and/or habitats within the project limits.

:* Determine farmland impacts using either [[Media:127.11 Form AD 1006.DOC|Farmland Conversion Impact Rating, Form AD-1006]] for site projects or [[Media:127.11_Form_SCS_CPA_106.DOC|Form SCS-CPA-106]] for corridor projects.

:* If applicable, perform a noise analysis that identifies noise sensitive receptors based on the Noise Abatement Criteria. Determine whether receptors meet the criteria for the installation of a noise wall. If the LPA does not have a noise policy, it is suggested that they use MoDOT’s FHWA-approved noise policy. The location of any necessary noise walls is proposed (this may change subject to subsequent detailed design and public involvement with the affected residents).

:* Determine the number of displacements, the effect on pedestrian and bicycle traffic, the secondary and cumulative impacts and other social and economic impacts of the project.

:* Conduct a records search to determine the presence of possible hazardous waste sites.

:* Demonstrate that the proposed project is in compliance with the Clean Air Act.

The pEA is provided to MoDOT for distribution to FHWA and any formal cooperating agencies (identified as such on the pEA cover sheet) for their review and comment. The document is not to be distributed to anyone outside of these entities. When the LPA or its consultant has addressed the review comments on the pEA, the EA is ready for FHWA’s final review and approval, after which it is made available to the public as an FHWA document.

The EA must be made available for public inspection at the LPA’s office and at the appropriate FHWA field offices as described in the next two paragraphs of this section. Although it is not a federal requirement that the document be circulated for comment, the LPA is encouraged to provide the EA to those federal, state, and local agencies likely to be affected by the action (those with regulatory or other responsibilities relating to the action). As a minimum, the LPA must send notice of availability of the EA, briefly describing the project and its impacts, to the affected units of federal, state, and local government and to Missouri Federal Assistance Clearinghouse, the state intergovernmental review contact established under Executive Order 12372.

MoDOT’s normal practice is to hold a location public hearing for all EAs. Although FHWA regulations do not require public hearings for EAs, the FHWA encourages them on most EAs. For specific EAs depending on the situation, the FHWA division office may require a public hearing after signing the EA and before signing the FONSI. Detailed information on public hearings is located in [[136.7 Design#136.7.6 Public Hearings|EPG 136.7.6 Public Hearings]]. When a public hearing is held as a part of the application for federal funds, the EA must be available at the public hearing and at the LPA’s office and at the appropriate FHWA field offices for a minimum of 15 days in advance of the public hearing. The notice of the public hearing in local newspapers must announce the availability of the EA and where it may be obtained to review. The notice will include a statement advising that comments should be submitted in writing to the LPA within 30 days of the availability of the EA unless FHWA determines that a different period is warranted.

When a public hearing is not held, the LPA must place a notice similar to a public hearing notice and at a similar stage of project development in the local newspapers, advising the public of the EA’s availability at the LPA’s office and at the appropriate FHWA field offices and where to obtain information concerning the project. The notice must invite comments from all interested parties. It will include a statement advising that comments should be submitted in writing to the LPA within 30 days of the publication of the notice unless FHWA determines that a different period is warranted.

==136.6.5.1 Findings of No Significant Impact (FONSI)==

Once the 30-day public comment period has ended and all comments from the public and other agencies have been collected, the LPA or its consultant prepares a Finding of No Significant Impact (FONSI). The FONSI should summarize any public and/or agency coordination that occurred after the EA was signed. The FONSI must satisfactorily address all substantive comments on the EA provided during the 30-day comment period, including those from other agencies, the general public, and as a result of the public hearing. To ensure this, the LPA will provide the MoDOT district contact with a copy of the public hearing transcript and/or any other comments received for transmission to the FHWA along with the FONSI. The FONSI must describe any changes to the EA-designated preferred alternate and document any additional impact analyses performed for the final, selected alternate.

The FONSI must also document compliance with all applicable environmental laws and Executive Orders or provide reasonable assurance that their requirements can be met and briefly present why the action does not have a significant impact. If the proposed project will adversely impact any NRHP-eligible sites or historical structures, either an MOA or a PA executed by the DNR-SHPO, FHWA, Advisory Council on Historic Preservation (ACHP), and the LPA must accompany the letter. The MOA or PA will identify uncompleted or mitigation activities to be completed prior to project construction. If the project will impact prehistoric sites known or likely to contain human remains, the MOA or PA will also be provided to appropriate American Indian tribes with cultural interest in the region for review, comment, and signature if they desire. Accompanying documentation must also include the Final Section 4(f) Evaluation, when required, for any impacted historic structures and for parklands, wildlife refuges, or other public lands affected.

When the FONSI is completed and the listed items are included, the documentation (with a signature page) is provided to MoDOT for distribution to FHWA (and to cooperating agencies for their review and comment if the selected alternate differs from the EA-designated preferred alternate).

If the FONSI is for a new controlled access freeway, a highway project of four or more lanes on a new location, or other action described in 23 CFR §771.115a, the letter to FHWA and accompanying documentation described above must also be made available for public review, including affected units of government, for a minimum of 30 days before FHWA issues a FONSI for the project. A notice similar to that for a public hearing must announce the availability of the documentation. If at any point in the EA process, FHWA determines that the action is likely to have a significant impact, the LPA will be required to prepare an EIS.

FHWA will review the FONSI, accompanying documentation, and any public hearing comments and other comments received regarding the EA. If FHWA determines after reviewing the documentation that there are no significant impacts associated with the project, the FONSI will be signed and a copy of the signed FONSI will be returned to the LPA.

After FHWA issues a FONSI, the LPA is encouraged to provide the FONSI to those federal, state, and local agencies likely to be affected by the action (those with regulatory or other responsibilities relating to the action). As a minimum, the LPA must send a notice of availability of the FONSI to the affected units of federal, state, and local government and the FONSI shall be available from the LPA and FHWA upon request by the public. Notice of availability is also sent to Missouri Federal Assistance Clearinghouse, the state intergovernmental review contact established under Executive Order 12372.

==136.6.5.2 Timeframes==

The project schedule should allow about two years for obtaining a FONSI.

=136.6.6 Environmental Impact Statement (EIS)=

==136.6.6.1 Draft Environmental Impact Statement==

An EIS is prepared for projects that have clearly identified and significant social, economic, or environmental impacts. FHWA indicates that an EIS is required for four-lane relocations as well as for major bridges or projects that are controversial. To avoid delays in project development, the LPA, or its consultant, should initiate preparation of the EIS sufficiently early to ensure that NEPA compliance can be achieved before 35% design completion.

An EIS describes a project’s purpose and need, identifies the alternates being considered, and discusses expected impacts in detail. To the extent possible, it also indicates compliance with other regulations. The EIS includes procedures to minimize harm and details mitigation measures and all other environmental commitments. [http://environment.fhwa.dot.gov/projdev/impTA6640.asp FHWA Technical Advisory T6640.8A “Guidance for Preparing and Processing Environmental and Section 4(f) Documents”] provides additional direction on the information contained in an EIS and the format.

When FHWA determines that an EIS is required, the LPA will prepare and FHWA will issue a Notice of Intent for publication in the ''Federal Register''. LPAs are encouraged to announce the intent to prepare an EIS by appropriate means at the local level.

After publication of the Notice of Intent, the LPA will begin a scoping process to aid in identifying the range of alternatives and impacts and the significant issues to be addressed in the EIS. Scoping is normally achieved through public and agency involvement procedures. If a scoping meeting is to be held, it will be announced in the FHWA’s Notice of Intent and by appropriate means at the local level. Agencies with jurisdiction by law must be requested to become cooperating agencies. Section 6002 (Efficient Environmental Reviews for Project Decision Making) of the Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2003 (SAFETEA-LU) updates the environmental review process by adding a new category of “participating agencies” for federal, state, and local agencies and tribal nations that have an interest in the project. The LPA will provide the MoDOT district contact with draft letters requesting the COE and other agencies to be cooperating and/or participating agencies as appropriate and FHWA will send the letters.

The LPA will also work with the FHWA to initiate consultation with federally recognized American Indian tribes determined to have an interest in the project area. Such consultation is conducted by FHWA on a government-to-government basis (FHWA determines which tribes and sends the letters); the consultation informs the tribes of the project, asks whether they have any specific concerns, and inquires whether they want to continue to consult on the project. The LPA or its consultant will prepare a draft letter for FHWA’s use but will not contact the tribes.

Section 6002 stipulates that both participating agencies and the public will be given the opportunity to comment on the purpose and need and range of alternatives for a project. Previously only cooperating agencies were offered such an opportunity. Section 6002 also mandates establishing a coordination plan for agency and public participation and comment. Further information on the SAFETEA-LU environmental review process can be found in FHWA’s [http://www.fhwa.dot.gov/hep/section6002/ SAFETEA-LU ENVIRONMENTAL REVIEW PROCESS FINAL GUIDANCE, Publication L 109-59, November 15, 2006].

The LPA or its consultant will prepare a preliminary Draft EIS (pDEIS) that evaluates all reasonable alternatives to the action and discusses the reasons why other alternatives that may have been considered were eliminated from detailed study. The pDEIS also summarizes the studies, reviews, consultation, and coordination required by environmental laws or Executive Orders to the extent appropriate at this stage in the environmental process. A pDEIS requires completing the following work:

:* Finalize the location study; all alternates considered, including those discarded, must be depicted graphically in the document.

:* Indicate a preferred alternate if one stands out.

:* Evaluate all proposed reasonable alternates equally. Reasonable alternates addressed in the EIS are those that may be constructed in the event that the preferred alternate is not selected. (Provisions of SAFETEA-LU allow FHWA to decide whether the preferred alternative may be developed to a higher level of design detail to facilitate either the development of mitigation measures or compliance with other environmental laws. See FHWA’s 2006 SAFETEA-LU FINAL GUIDANCE, as cited previously, for details.)

:* Identify all previously reported archaeological and historic sites located within the study corridor and all alternates being considered. FHWA will determine whether the location and current condition of previously reported resources require verification.

:* Identify all buildings and bridges 50 years old or older within all alternates being considered and provide an initial assessment of the resources’ potential eligibility to the National Register of Historic Places (NRHP).

:* Indicate impacts to parklands, wildlife refuges, or other publicly owned recreational use areas that may qualify for Section 4(f) protection, along with a statement as to the status of agency coordination on those impacts. The DEIS must include a Draft Section 4(f) Evaluation for impacts to these public lands, if applicable, or if the preferred alternate will cause adverse effects to certain kinds of cultural resources that require preservation in place, such as cultural resources that are NRHP-eligible for reasons other than the data associated with them (e.g., the location/setting is important, associated with significant historic events or people; distinctive characteristics of a type, period, or method of construction; involves human burial). Although prehistoric archaeological sites containing human remains will require Section 4(f) consideration, typically prehistoric sites not containing human remains will not require Section 4(f) consideration. A single Draft Section 4(f) Evaluation is prepared for all Section 4(f) resources, including both public lands and historic sites, potentially impacted by the project. This evaluation includes a consideration of all measures to minimize harm to the Section 4(f) resources.

:* Note the presence of any potential Section 6(f) resources. If Section 6(f)(3) Conversion Documentation is required, it cannot be completed until the NEPA process is concluded because the Section 6(f) document must include copies of the approved ROD signature page and/or signed Section 4(f) evaluation. However, elements of the Section 6(f) document may be assembled during preparation of the NEPA document.

:* Conduct a preliminary wetland and stream evaluation to identify potential jurisdictional wetland areas and streams and possible impacts to them.

:* Determine the presence or absence of threatened or endangered plant and/or animal species and/or habitats within the project limits.

:* Determine farmland impacts using either Form AD-1006 for site projects or Form SCS-CPA-106 for corridor projects.

:* If applicable, perform a noise analysis that identifies noise sensitive receptors based on the Noise Abatement Criteria. Determine whether receptors meet the criteria for the installation of a noise wall. If the LPA does not have a noise policy, it is suggested that they use MoDOT’s FHWA-approved noise policy.

:* Determine the number of displacements, the effect on pedestrian and bicycle traffic, the secondary and cumulative impacts, and other social and economic impacts of the project.

:* Conduct a records search to determine the presence of possible hazardous waste sites.

:* Demonstrate that the proposed project is in compliance with the Clean Air Act.

The pDEIS is provided to MoDOT for distribution to FHWA and formal cooperating agencies (identified as such on the pDEIS cover sheet) and may be offered to participating agencies for their review and comment. The document is not to be distributed to anyone outside of these entities. When the LPA or its consultant has addressed the review comments on the pDEIS, the DEIS is ready for FHWA’s final review. The FHWA, when satisfied that the DEIS complies with NEPA requirements, will approve the DEIS for circulation by signing and dating the cover sheet.

The LPA is responsible for printing the DEIS in sufficient quantity to accommodate circulation to those entities listed in the document as well as requests for copies that can reasonably be expected from agencies, organizations, and individuals. Normally, copies will be furnished free of charge. However, with FHWA concurrence, the party requesting the DEIS may be charged a fee that is not more than the actual cost of reproducing the copy or may be directed to the nearest location where the statement may be reviewed.

Once FHWA signs the DEIS, public and agency comments must be requested. The LPA, on behalf of FHWA, circulates the approved DEIS to federal and state agencies, local entities, elected officials, and others as appropriate for their review and comment. Upon circulation of the approved DEIS to the Environmental Protection Agency (EPA), the EPA publishes a Notice of Availability (NOA) in the Federal Register. Copies of the approved DEIS are also provided for public viewing and copying in the LPA’s office and other public repositories such as libraries and city or county offices. The DEIS must be made available to the public and transmitted to agencies for comment no later than the time the document is filed with the Environmental Protection Agency. The DEIS shall be transmitted to:

:1. Public officials, interest groups and members of the public known to have an interest in the proposed action or the DEIS;

:2. Federal, state and local government agencies expected to have jurisdiction or responsibility over, or interest or expertise in, the action. Copies are provided directly to appropriate state and local agencies and to Missouri Federal Assistance Clearinghouse, the state intergovernmental review contact established under Executive Order 12372; and

:3. States and federal land management entities that may be significantly affected by the proposed action or any of the alternatives. These copies shall be accompanied by a request that such state or entity advise the FHWA in writing of any disagreement with the evaluation of impacts in the statement. FHWA will furnish the comments received to the LPA along with a written assessment of any disagreements for incorporation into the final EIS.

The ''Federal Register'' NOA initiates a period of no less than 45 days for the return of comments on the DEIS. The notice and the DEIS transmittal letter must identify to whom comments may be sent.

A location public hearing is generally held for all projects requiring an EIS. Detailed information on public hearings is located in [[136.7 Design#136.7.6 Public Hearings|EPG 136.7.6 Public Hearings]]. The DEIS shall be available at the public hearing and for a minimum of 15 days in advance of the hearing. The availability of the DEIS shall be mentioned and public comments requested in any public hearing notice and at any public hearing presentation. If a public hearing on an action proposed for FHWA funding is not held, a notice shall be placed in newspaper similar to a public hearing notice advising where the DEIS is available for review, how copies may be obtained, and where the comments will be sent.

==136.6.6.2 Final Environmental Impact Statement==

After circulation of a DEIS, when the 45-day comment period has ended and all comments from the public and other agencies have been collected, a preliminary Final EIS (pFEIS) is prepared. The FEIS identifies the preferred alternative and evaluates all reasonable alternatives considered. It should also discuss substantive comments received on the DEIS and responses thereto, summarize public involvement, and describe the mitigation measures that are to be incorporated into the proposed action. Mitigation measures presented as commitments in the FEIS must be implemented with the project. The following items of work are completed as part of the pFEIS:

:* All substantive comments gathered on the DEIS during the 45-day comment period, including those from other agencies, the general public, and as a result of the public hearing, must be satisfactorily addressed. To ensure this, the LPA will provide the MoDOT district contact with a copy of the public hearing transcript and/or any other comments received for transmission to the FHWA along with the pFEIS.

:* A preferred alternate must be declared.

:* A Phase I archaeological survey must be completed for the preferred alternate(s) and all areas for which landowner access was denied or the survey was not conducted should be identified. A determination should be made of which sites identified in the project area require Phase II archaeological testing or evaluation. If the Missouri Department of Natural Resources (DNR) determines any sites require further testing, Phase II archaeological testing must also be completed unless coordination with FHWA and the district determine such testing may be postponed to a later time.

:* All buildings, bridges, and culverts impacted by the preferred alignment that were not previously reviewed by the DNR’s State Historic Preservation Office (DNR-SHPO), including those less than 50 years of age, must be submitted to DNR for concurrence in a determination of eligibility to the NRHP.

:* If the proposed project will adversely impact any NRHP-eligible sites or historical structures, the pFEIS must include either a Memorandum of Agreement (MOA) or a Programmatic Agreement (PA) executed by the DNR-SHPO, FHWA, the LPA, and the Advisory Council on Historic Preservation (ACHP) (all PAs; MOAs if it chooses to participate). The MOA or PA will identify uncompleted or mitigation activities to be completed prior to project construction. If the project will impact prehistoric sites known or likely to contain human remains, the MOA or PA will also be provided to appropriate American Indian tribes with cultural interest in the region for review, comment, and signature if they desire.

:* A Final Section 4(f) Evaluation, when required, must be included in the pFEIS for any impacted historic structures and for parklands, wildlife refuges, or other public lands affected.

:* Identify any Section 6(f) resources the project will affect. Elements of the Section 6(f)(3) Conversion Documentation may be assembled during preparation of the NEPA document, even though the Section 6(f) document cannot be completed until the NEPA decision document has been issued.

:* A preliminary jurisdictional wetland and stream delineation is conducted in the project area for the preferred alternative and expected impacts are documented.

:* Identify whether any consultation with the U.S. Fish and Wildlife Service is required to address threatened or endangered plant and/or animal species within the project limits and any conservation measures resulting from the consultation.

:* The location of any necessary noise walls is proposed (this may change subject to subsequent detailed design and public involvement with the affected residents).

The FEIS will also document compliance, to the extent possible, with all applicable environmental laws and Executive Orders or provide reasonable assurance that their requirements can be met. Every reasonable effort shall be made to resolve interagency disagreements on actions before processing the FEIS. If significant issues remain unresolved, the FEIS must identify those issues and the consultations and other efforts made to resolve them. When the listed items are completed and included in a preliminary FEIS, the pFEIS is provided to MoDOT for distribution to FHWA and formal cooperating agencies (identified as such on the pFEIS cover sheet) and may be offered to participating agencies for their review and comment. The document is not to be distributed to anyone outside of these entities. When the LPA or its consultant has addressed the review comments on the pFEIS, the FEIS is ready for FHWA’s final review and approval. The FEIS will be reviewed for legal sufficiency prior to FHWA approval.

FHWA will indicate approval of the FEIS for an action by signing and dating the cover page. Approval of the FEIS does not commit the FHWA to approve any future request to fund the preferred alternative.

The LPA should print a sufficient quantity of the FEIS to accommodate circulation to the appropriate entities as well as requests for copies that can reasonably be expected from agencies, organizations, and individuals. Normally, copies will be furnished free of charge. However, with FHWA concurrence, the party requesting the FEIS may be charged a fee that is not more than the actual cost of reproducing the copy or may be directed to the nearest location where the statement may be reviewed.

When sufficient copies of the approved FEIS are transmitted to FHWA, FHWA circulates the document to the EPA along with an NOA to be published in the ''Federal Register''. Publication of the NOA initiates a 30-day comment period on the FEIS. The LPA circulates the approved FEIS for review and comment to any persons, organizations, or agencies that made substantive comments on the DEIS or requested a copy, no later than the time the document is filed with EPA. In the case of lengthy documents, the agency may provide alternative circulation processes. The LPA shall also publish a notice of availability in local newspapers and make the FEIS available through the mechanism established pursuant to DOT Order 4600.13 which implements Executive Order 12372. When the FEIS is filed with EPA, it must be available for public review at the LPA’s offices and at appropriate FHWA offices. A copy will also be made available for public review at institutions such as local government offices, libraries, and schools, as appropriate.

=136.6.7 Record of Decision (ROD)=

Substantive comments received on the FEIS are addressed in a Record of Decision (ROD) prepared by the LPA. The ROD also discusses the alternates that were considered for the project, identifies the selected alternate, and discusses why this alternate was selected. The ROD discusses commitments made in the document, including the measures that have been adopted to minimize harm, such as mitigation plans, and details any monitoring and enforcement program, if applicable. After comments are satisfactorily addressed, the ROD is presented to FHWA for approval. Once the ROD is signed by FHWA, the LPA can approve the location of the project and begin detailed design.

The timeframe for completing the EIS process varies. The timeline for completing consultant-prepared EISs is a negotiated item within the scope of work. A good rule of thumb is to allow at least 3 years to get to an approved ROD.

=136.6.8 Supplemental Environmental Impact Statements=

A DEIS, FEIS or supplemental EIS may be supplemented at any time. An EIS shall be supplemented whenever FHWA determines that:

:1. Changes to the proposed action would result in significant environmental impacts that were not evaluated in the EIS; or

:2. New information or circumstances relevant to environmental concerns and bearing on the proposed action or its impacts would result in significant environmental impacts not evaluated in the EIS.

Where FHWA is uncertain of the significance of the new impacts, the LPA will develop appropriate environmental studies or, if FHWA deems appropriate, an EA to assess the impacts of the changes, new information, or new circumstances. If based upon the studies, FHWA determines that a supplemental EIS is not necessary, FHWA shall so indicate in the project file.

A supplement is to be developed using the same process and format (i.e., draft EIS and final EIS as an original EIS except that scoping is not required.

In some cases a supplemental EIS may be required to address issues of limited scope, such as the extent of proposed mitigation or the evaluation of location of design variations for a limited portion of the overall project. Where this is the case, the preparation of a supplemental EIS shall not necessarily:

:1. Prevent the granting of new approvals;

:2. Require the withdrawal of previous approvals; or

:3. Require the suspension of project activities; for any activity not directly affected by the supplement. If the changes in question are of such magnitude to require a reassessment of the entire action, or more than a limited portion of the overall action, FHWA shall suspend any activities that would have an adverse environmental impact or limit the choice of reasonable alternatives, until the supplemental EIS is completed.

More [http://edocket.access.gpo.gov/cfr_2002/aprqtr/pdf/23cfr771.130.pdf detailed discussion of supplemental NEPA documents] can be found on FHWA’s web site.

=136.6.9 Re-evaluations=

If an acceptable FEIS is not submitted to the Federal Highway Administration (FHWA) within 3 years from the date of the DEIS circulation, the LPA shall prepare a written reevaluation of the DEIS in cooperation with FHWA. This reevaluation is used to determine whether a supplement to the DEIS or a new DEIS is needed.

A written reevaluation of the FEIS may be required before further approvals are granted if major steps to advance the action (e.g., authority to undertake final design, authority to acquire a significant portion of the right-of-way, or approval of the plans, specifications, and estimates) have not occurred within three years after the approval of the FEIS, final EIS supplement, or the last major FHWA approval or grant.

Factors such as noteworthy changes in the scope and/or location of the project, whether the project is active or inactive, and changes in environmental laws or regulations can also require a NEPA document reevaluation. Once completed and approved, a NEPA document has a limited shelf life of three years, even when portions of the project are under construction or have already been constructed, as is often the case for lengthy corridor projects. After approval of the ROD, FONSI or CE designation and prior to requesting any major approvals or grants, the LPA shall consult with MoDOT to establish whether the approved environmental document or CE designation remains valid for the requested FHWA action. These consultations will be documented when determined necessary by FHWA.

Whenever the project scope or location changes, the LPA will submit to the MoDOT district contact a Request for Environmental Review (RER) form that describes and shows the changes. Based on that information, the project will be reexamined to determine whether the proposed changes require a reevaluation. When a reevaluation is needed, the LPA prepares the reevaluation documentation. In most cases, the reevaluation is submitted to the FHWA for review and approval. Documentation for reevaluations is based on the original NEPA document type. If the original NEPA document was an EA or EIS, the LPA prepares a letter documenting the reevaluation and submits it to MoDOT for FHWA’s review and approval. Some projects with original NEPA classifications as CEs may also require reevaluations in the form of a letter. FHWA does not routinely require reevaluations in the form of supplemental EAs or EISs. More [http://edocket.access.gpo.gov/cfr_2002/aprqtr/pdf/23cfr771.129.pdf detailed discussion of NEPA reevaluations] can be found on FHWA’s web site.

[[Category:136 Local Public Agency (LPA) Policy|136.06]]

606.1 Guardrail

2022-08-02T20:45:44Z

Kleins1: /* 606.1.3.3 Transitions and Connections */

[[image:606.1 GUARDRAIL.jpg|right|450px]]

==606.1.1 Types of Guardrail==

===31 in. Midwest Guardrail System===
:'''MGS Guardrail 6 ft. Posts -''' single W beam rail with 6 ft. 3 in. post spacing.

:'''MGS Guardrail 8 ft. Posts -''' single W beam rail with 6 ft. 3 in. post spacing.

:'''MGS Double Faced Guardrail -''' double W beam rail (single beam on each side of post) with 6 ft. 3in. post spacing, generally for use in median.

:'''MGS Guardrail 6 ft. Post, 3 ft. 1-½ in. spacing -''' single W beam rail with 3 ft. 1-1/2 in. post spacing.

:'''MGS Guardrail 6 ft. Post, 1 ft. 6-¾ in. spacing -''' single W beam rail with 1 ft. 6-3/4 in. post spacing.

:'''MGS Long Span 6 ft. Posts –''' a single W beam rail system with modifications to omit certain posts at drainage culverts and small bridges.

===29 in. NCHRP 350 Guardrail System===
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="280px" align="right"
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|align="center"|'''[[media:606.1.3.1 Guardrail Length of Need Calculator Jul 2021.xlsx|Guardrail Length of Need Calculator]]'''
|}
:'''Type A Guardrail''' - single W beam rail with 6 ft. 3 in. post spacing.

:'''Type B Guardrail''' - double W beam rail (single beam on each side of post) with 6 ft. 3in. post spacing, generally for use in median.

:'''Type D Guardrail''' - single W beam rail with 12 ft. 6 in. post spacing for use at end of road or street.

:'''Type E Guardrail''' - single thrie beam rail with 3 ft. 1-½ in. post spacing.

==606.1.2 Guardrail Terms==

'''Blockout –''' a spacer block to separate the guardrail beam from the post used on most types of guardrail.

'''Bullnose Guardrail System –''' an enclosed guardrail design that wraps a semi-rigid guardrail around a hazard.

'''End Anchor -''' a guardrail end device without a buffer end to develop the full strength of the rail system.

'''Embedded End Anchor -''' an end anchorage system for guardrail whereby the rail is embedded in a concrete block and buried in the backslope.

'''MASH –''' AASHTO ''Manual for Assessing Safety Hardware'' (2009), or newer.

'''MASH End Terminal –''' Crashworthy End Terminals that have been approved using the MASH testing requirements.

'''MGS Guardrail –''' Midwest Guardrail System (MGS) a non-proprietary MASH approved guardrail system.

'''Non-350 Guardrail -''' Existing guardrail that does not meet NCHRP 350 testing requirements. Existing Type A guardrail that is either less than 27 ¾ in. tall, uses steel blockouts, or uses blockouts that are less than 8 in. deep is considered to be Non-350 Guardrail.

'''Pre-350 End Terminal –''' Devices that have not been approved by NCHRP 350 test requirements. Examples include Breakaway Cable Terminals (BCT), MELT, Turn-down ends, concrete height transitions and any unprotected blunt ends.

'''Rock Face End Anchor -''' an end anchorage system for guardrail whereby the rail is bolted to a rock face.

{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="280px" align="right"
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|<center>'''Figures'''</center>
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|[[Media:606.1 Warrant for Median Barriers.pdf|Warrant for Median Barriers]]
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|<center>'''Videos'''</center>
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|These are very short video clips of guardrail crash tests conducted at the Midwest Roadside Safety Facility in Lincoln, Nebraska. The video image is very small (and typically located on the lower left of your screen) unless you click the video's enlarge button.
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|[[media:606.1 A successful pickup test, real time.wmv|A successful pickup test]]
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|[[media:606.1 A successful pickup test, slow motion.wmv|A successful pickup test, slow motion]]
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|[[media:606.1 Another successful pickup test, real time.wmv|Another successful pickup test]]
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|[[media:606.1 Another successful pickup test, rear view.wmv|Another successful pickup test, rear view]]
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|[[media:606.1 A successful car test.wmv|A successful car test]]
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|[[media:606.1 An unsuccessful pickup test.wmv|An unsuccessful pickup test]]
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|MoDOT cooperates with other states in the [http://www.mwrsf.unl.edu/About.htm Midwest State's Regional Pooled Fund Program] to develop and improve new and innovative safety devices.
|}

==606.1.3 Guardrail Systems==

Beam guardrail systems are shown in [https://www.modot.org/media/16856 Std. Plan 606.00] and other standard plans. Strong post W-beam guardrail (MGS, Type A and Type B) and thrie beam guardrail (Type E) are semirigid barriers used predominantly on roadsides. Installed correctly, W-beam laps the rail splices in the direction of the traffic flow, crashworthy end terminals are used and the rail is blocked away from the strong posts. Placement of curb at guardrail installations also requires careful consideration.

The Midwest Guardrail System (MGS) is mounted at a 31 in. rail height, requires blockouts that are 12 in. deep (measured from the rail to the post) and includes rail elements that are spliced between guardrail posts.

The MGS offers tolerance for future resurfacings. The MGS allows a 3 in. height tolerance from 31 in. to 28 in. without adjustment of the rail element.

===606.1.3.1 Guardrail Selection and Placement===
During the project development process, use the following guidance to determine the guardrail improvements for the project:

:* Use MGS for new runs of guardrail on all routes. When guardrail is installed along existing shoulders that are 4 ft. or wider, the shoulder width may be reduced by 4 in. to accommodate the 12 in. blockout. For shoulders narrower than 4 ft., long post MGS should be considered.

:* On major routes with existing guardrail height at or higher than 27 ¾ in., the guardrail may be used in place.

:* On major routes with existing guardrail height lower than 27 ¾ in., replace the run with MGS.
:::* For existing guardrail height lower than 27 ¾ in. within the limit of ramps, replace the run with MGS.
:::* Improvements to existing guardrail that extends beyond the limits of the ramp onto the crossing route will be a judgment of the engineer of record.

:* On minor routes, existing runs of rail, in serviceable condition, may be left in place. Engineering judgment in accordance with AASHTO’s ''Roadside Design Guide'' and crash history should be used to evaluate guardrail needs for each project. Where future overlays are anticipated within the next ten years, use of MGS should be considered.

:* On minor routes where any portion of the guardrail run is repaired, moved or modified in any way, the following options are available based upon the height of rail:
:::* For existing runs with a rail height lower than 24 ¾ in., replace the run with MGS.
:::* For existing runs in serviceable condition with a rail height lower than 27 ¾ in. but as high or higher than 24 ¾ in., adjust the height to a minimum height of 27 ¾ in. or replace the run with MGS at 31 inches.
:::* Existing runs with rail height of 27 ¾ in. or greater can be used in place.

:* When it is necessary to replace more than 50% of an existing length of guardrail as a result of slides or extensive damage, the entire length of guardrail is to be removed and replaced with MGS at 31 inches.

:* Some 31 in. proprietary guardrail systems that do not incorporate the use of blockouts have been successfully crash-tested for MASH. The use of this type of system may be appropriate for some applications. Contact the Design Division for further details.

:* Criteria for guardrail use on [[232.5 Freeways|outer roadways]] are the same as for other roads except for the shoulder side adjacent to a through lane. Guardrail is specified along outer roadways where the outer roadway is 10 ft. or more above the main roadway, and the shoulder of the outer roadway is less than 25 ft. from the top of the roadway backslope. Sometimes it is more economical to move the outer roadway back sufficiently to eliminate the requirement for guardrail. Guardrail along outer roadways is installed with the face of the rail toward the outer roadway. Double faced MGS may be required if the guardrail is within the limits of the clear zone for the through lanes.

'''Additional Guidance'''

:* The slope of the area between the edge of the shoulder and the face of the guardrail must be 1V:10H (10:1) or flatter. Do not place guardrail on a fill slope steeper than 1V:6H (6:1).

:* Shoulder cross slope may be adjusted during resurfacing in an attempt to use in place existing guardrail (in serviceable condition) that meets current design guidelines. The accepted range in cross-slope for shoulders is 2% to 6%. A tapered shoulder resurfacing to a minimum ½ in. thickness may be considered. A maximum of 8% algebraic difference in the slope of pavement and shoulder at the pavement edge is permitted. If the shoulder surfacing cannot be tapered to minimum thickness without exceeding the maximum cross slope, the shoulder resurfacing will be constructed to the minimum cross slope of 2% and the existing guardrail will be replaced with MGS at 31 inches.

:* On the high side of superelevated sections, place guardrail at the edge of shoulder prior to the slope break.

:* For guardrail installed at or near the shoulder, 2 ft. of shoulder widening behind the guardrail posts must be provided from the back of the post to the beginning of a fill slope. On existing roadways with less than 2 ft. behind the guardrail, Class III shaping slopes shall be used to widen the shoulder.

:* On projects where no roadway widening is proposed and the minimum 2 ft. shoulder widening behind the barrier is not practicable, the 8 ft. MGS long post design should be used. A cost analysis should be conducted to determine whether to add the 2 ft. shoulder widening or use 8 ft. MGS long post design. For fill slopes steeper than 1V:2H (2:1), the use of special designs are necessary. Contact the Design Division for further details.

:* MASH end terminals at 31 in. height will require a height and lateral transition for connection to existing non-MGS guardrail. The plans will need to include a 25 ft. MGS Transition Section between the MASH end terminal and the existing or modified guardrail.

:* Adjustment of guardrail height should be performed in accordance with the guidance provided in the [https://epg.modot.org/files/2/27/606_Adjusting_Low_Guradrail.pdf Assessment of Existing G4(1S) Strong Post Guardrail (Rail)]. The minimum guardrail height after adjusting/replacing blocks is 27 ¾ inches. If the 27 ¾ in. height will not be achieved, the guardrail must be replaced with MGS. A non-standard job special provision for height adjustment is available.

:* In areas of a roadway cut section, or where the road is transitioning from cut to fill, designers may consider the application of an embedded terminal. Often this can be accomplished by extending the guardrail beyond the length of need to tie the guardrail into the backslope. When properly designed and located, this type of anchor provides full shielding for the identified hazard, eliminates the possibility of an end-on impact with the terminal, and minimizes the likelihood of the vehicle passing behind the rail.

:* Any unconnected or unacceptably connected bridge approach guardrail is to be connected to the bridge by an acceptable transition design.

:* The use of curb in conjunction with guardrail is discouraged. When used in conjunction with MGS, an acceptable option is to place up to a 6 in. high curb at a maximum 6 in. offset outside the face of the rail at any posted speed. Where barrier curb is used, guardrail is placed with the guardrail face located at the face of the curb and the top of the rail is located 31 in. above the pavement elevation at the curb face. Where mountable curb is used, guardrail is placed with the face at the edge of the usable shoulder and the top of the rail is located 31 in. above the shoulder elevation. Where curb and gutter is used, guardrail is placed with the guardrail face at the face of curb and the top of the rail at 31 in. above the gutter flow line.

:* When an obstacle such as a culvert headwall is located close to the shoulder line, the MGS long-span section can be used to span up to 25 feet. When obstacles are to be marked with a [[903.17 Delineation and Object Markers|Type 3 Object Marker]], it shall be in accordance with [[903.17 Delineation and Object Markers#903.17.4 Object Markers for Obstructions Adjacent to the Roadway (MUTCD Section 2C.65)|EPG 903.17.4 Object Markers for Obstructions Adjacent to the Roadway]].

:* Guardrail should be used to protect traffic from non-breakaway signposts, sign trusses and bridge piers within the clear zone. Typical treatments are indicated in the standard plans. Bridge piers located close to the roadway are marked with a Type 2 Object Marker.

:* Guardrail is usually galvanized and has a silver color. It can also be provided in weathering steel that has a brown or rust color. Along Scenic Byways, at scenic overlooks, state highways through national forests, or other designated areas where aesthetic guardrail is needed, consider using weathering steel guardrail, colored terminals (powder-coated galvanized steel), colored steel posts (galvanized weathering steel or powder-coated galvanized steel) or wood posts to minimize the barrier’s visual impact. Funding for the increased cost of aesthetic guardrail should come from the local public agency or other outside sources. If a specific appearance is deemed appropriate in order to coordinate with existing facilities or some other aspect of the scenic location, the designer is to specify the system desired with a job special provision.

Guardrail details and typical locations for installation are shown in the standard plans. Guardrail is shown by proper legend on the plan sheets and the station location and quantities are tabulated on the 2B sheets. Quantities are tabulated in 12 ft. 6 in. increments. Curved sections of guardrail are to be installed on curves with a radius of 150 ft. or less. The plans specify the lengths of curved guardrail and the radius of curvature. Curved guardrail is not tabulated separately on the plans. Examples of [https://epg.modot.org/index.php?title=620.5_Delineators_%28MUTCD_Chapter_3F%29#620.5.5_Guardrail_Delineation guardrail delineation] and tabulation are shown in [https://epg.modot.org/files/0/0a/235_Sample_Preliminary_Plans.pdf Sample Plans].

'''Fill Slopes'''

Fill slopes can present a risk to an errant vehicle with the degree of severity dependent upon the slope and height of the fill. Providing fill slopes that are 1V:4H (4:1) or flatter can mitigate this condition. If flattening the slope is not feasible or cost-effective, the installation of a barrier might be appropriate. Figs. 5.1 through 5.3 in the ''AASHTO Roadside Design Guide'' provide guidelines to determine whether a fill slope constitutes a condition for which a barrier is a cost-effective mitigation. The curves are based on the severity indexes and represent the points where total costs associated with a traffic barrier are equal to the predicted cost of crashes over the service life for selected slope heights without traffic barrier. If the ADT and height of fill intersect on the “Barrier Considered” side of the embankment slope curve, then provide a barrier if flattening the slope is not feasible or cost-effective.

If the figure indicates that barrier is not recommended at an existing slope, that result is not justification for a deviation. For example, if the AADT is 4,000 and the embankment is 10 ft. tall, barrier might be cost-effective for a 1V:2H (2:1) slope, but not for a 1V:2.5H (2.5:1) slope. This process only addresses the potential risk of exposure to the slope. Obstacles on the slope can compound the condition. Where barrier is not cost-effective, use the recovery area formula to evaluate fixed objects on critical fill slopes shorter than 10 feet.

Guardrail is usually not used to protect traffic from headwalls located outside of the shoulder line of roadways without clear zones unless warranted by high fills. Exceptions include interstate safety modification projects where clear zones are not added and where it may not be economically feasible to extend a large box culvert to locate the headwall outside the clear zone point.

For routes under 400 AADT, guardrail for fill slopes is optional, however, good design judgment may require guardrail when conditions warrant.

'''Cut Slopes'''

A cut slope is usually less of a risk than a traffic barrier. The exception is a rock cut with a rough face that might cause vehicle snagging rather than providing relatively smooth redirection.

Analyze the potential motorist risk and the benefits of treatment of rough rock cuts located within the Design Clear Zone. Conduct an individual investigation for each rock cut or group of rock cuts. A cost-effectiveness analysis that considers the consequences of doing nothing, removal, smoothing of the cut slope, and other viable options to reduce the severity of the condition can be used to determine the appropriate treatment. Some potential options are:

:* W-beam guardrail barrier
:* Concrete barrier.
<div id="Length of Need"></div>

'''Length of Need'''
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="280px" align="right"
|-
|align="center"|'''[[media:606.1.3.1 Guardrail Length of Need Calculator Jul 2021.xlsx|Guardrail Length of Need Calculator]]'''
|}
The length of guardrail needed to shield a fixed feature (length of need) is dependent on the location and geometrics of the object, direction(s) of traffic, posted speed, traffic volume, and type and location of traffic barrier. The length of need and the flare rate of the guardrail shall be determined in accordance with the procedures contained in Sections 5.6.3 and 5.6.4 of the ''AASHTO Roadside Design Guide''. The general geometric data covering the length of need are illustrated on Figure 5.39 of the Roadside Design Guide.

Guardrail protection for fixed objects such as trees or utility poles may be necessary. If this protection is required, the protection is determined from the near lane on one-direction roadways and from both lanes on a two-direction roadway. Guardrail is warranted in advance of any fixed object located within the clear zone provided the object is potentially more damaging than the guardrail if struck by a vehicle and the object cannot be economically removed, relocated, or made crashworthy by means of breakaway type construction. When designing a barrier for a fill slope, the length of need begins at the point where the need for barrier is recommended.

When barrier is to be installed on the outside of a horizontal curve, the length of need can be determined graphically. For installations on the inside of a curve, determine the length of need as though it were straight. Also, consider the flare rate, barrier deflection, and barrier end treatment to be used.

When guardrail is placed in a median, consider the potential for impact from opposing traffic when conducting a length of need analysis. When guardrail is placed on either side of objects in the median, consider whether the trailing end of each run of guardrail will shield the leading end of the opposing guardrail. Shield the leading end when it is within the clear zone of opposing traffic. This is also a consideration for outer roads.

Before the actual length of need is determined, establish the lateral distance between the proposed barrier installation and the object shielded. Provide a distance that is greater than or equal to the anticipated deflection of the longitudinal barrier (See standard plans for barrier deflections). Place the barrier as far from the edge of the traveled way as possible while maintaining the deflection distance.

If the end of the length of need is near an adequate cut slope, extend the guardrail and embed it in the slope or attach it to a rock cut. Avoid gaps of 300 feet or less. Short gaps are acceptable when the guardrail is terminated in a cut slope. If the end of the length of need is near the end of an existing barrier, it is recommended that the barriers be connected to form a continuous barrier. Consider maintenance access issues when determining whether or not to connect barriers.

'''Barrier Deflections '''

Expect all barriers except rigid barriers (such as concrete bridge rails) to deflect when hit by an errant vehicle. The amount of deflection is primarily dependent on the stiffness of the system. However, vehicle speed, angle of impact, and weight also affect the amount of barrier deflection. For flexible and semirigid roadside barriers, the deflection distance is designed to help prevent the impacting vehicle from striking the object being shielded. For unrestrained rigid systems (unanchored precast concrete barrier), the deflection distance is designed to help prevent the barrier from being knocked over the side of a drop-off or steep fill slope (1V:2H [2:1] or steeper).

In median installations, design systems such that the anticipated deflection will not enter the lane of opposing traffic using deflection values that were determined from crash tests. When evaluating new barrier installations, consider the impacts where significant traffic closures are necessary to accomplish maintenance. Use a rigid system where deflection cannot be tolerated, such as in narrow medians or at the edge of bridge decks or other vertical drop-off areas. Runs of rigid concrete barrier can be cast in place or extruded with appropriate footings.

In some locations where deflection distance is limited, anchor precast concrete barrier. Unless the anchoring system has been designed to function as a rigid barrier, some movement can be expected and repairs may be more expensive. Use of an anchored or other deflecting barrier on top of a retaining wall without deflection distance provided requires approval from the Design Division.

Refer to Table 606.1.3.1 for barrier deflection design values when selecting a longitudinal barrier. The deflection distances for cable and guardrail are the minimum measurements from the face of the barrier to the fixed feature. The deflection distance for unanchored concrete barrier is the minimum measurement from the back edge of the barrier to the drop-off or slope break. The minimum offset to the obstacle can be eliminated completely by attaching the rail to the obstacle by use of a bridge anchor section.

<center>'''Table 606.1.3.1'''
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" |Barrier Type!! style="background:#BEBEBE" |System Type!! style="background:#BEBEBE" |Deflection
|-
|Cable barrier||Flexible|| Min. 8 ft.<br/>(face of barrier to object)
|-
|Type A guardrail||Semirigid|| 4 ft.<br/>(back of post to object)
|-
|Type E guardrail||Semirigid|| 2 ft.<br/>(back of post to object)
|-
|MGS guardrail||Semirigid|| 2 ft. 6 in.<br/>(back of post to object)
|-
|MGS, 3’ 1 ½” post spacing||Semirigid|| 2 ft.<br/>(back of post to object)
|-
|MGS, 1’ 6 ¾” post spacing||Semirigid|| 1 ft. 6 in.<br/>(back of post to object)
|-
|MGS guardrail, double faced||Semirigid|| 2 ft.<br/>(back of post to object)
|-
|Permanent concrete barrier, unanchored||Rigid Unrestrained|| 3 ft.<sup>'''1'''</sup><br/>(back of barrier to object)
|-
|Temporary concrete barrier, unanchored||Rigid Unrestrained|| 2 ft.<sup>'''2'''</sup><br/>(back of barrier to object)
|-
|Precast concrete barrier, anchored||Rigid Anchored|| 6 in.<br/>(back of barrier to object)
|-
|Rigid concrete barrier||Rigid|| No deflection
|-
|colspan="3" align="left"|<sup>'''1'''</sup> When placed in front of 2:1 or flatter fill slope, the deflection distance can be reduced to 2 feet.
|-
|colspan="3" align="left"|<sup>'''2'''</sup> When used as temporary bridge rail, anchor all barrier within 3 feet of drop-off.
|}
</center>

===606.1.3.2 End Terminals, Crash Cushions and Anchors===

A guardrail anchor is needed at the end of a run of guardrail to develop tensile strength throughout its length. In addition, when the end of the barrier is subject to head-on impacts, an end treatment is needed. End treatments generally fall into two categories: end terminals and crash cushions.

Guardrail should be extended outside of the clear zone, or the guardrail end is to be embedded into an adjacent embankment or attached to a solid rock face to eliminate the need for a crashworthy end treatment. If these options are not practical, all approach ends of guardrail are provided with a crashworthy end treatment. All downstream ends on two-way roadways are provided with a crashworthy end treatment. Downstream ends on dual lane highways that are not within the clear zone of the opposing lanes need only be treated with end anchors. The plans are to indicate where a crashworthy end treatment is to be installed and a separate payment is made for each crashworthy end treatment.
<div id="During the project development process"></div>
During the project development process, use the following guidance to determine the guardrail improvements for your project.
:* Use MASH crashworthy end terminals for exposed ends of all new runs of guardrail on all routes.
:::* On dual lane facilities, guardrail end terminals are to be upgraded with MASH crashworthy end terminals in both directions even if the project covers only rehabilitation of the roadway in one direction.
:* On major routes, replace all existing Pre-350 and 350 end terminals with MASH crashworthy end terminals.
:::* Downstream Pre-350 and 350 end terminals outside of the major route clear zone may remain in place as long as the terminal provides sufficient anchorage to the guardrail system.
:::* End terminals within the limits of ramps will be upgraded to MASH crashworthy end terminals. Improvements to existing guardrail that extends beyond the limits of the ramp onto the crossing route will be up to the judgment of the engineer of record.
:* On major routes, guardrail or concrete barrier blunt ends located on either side of a two-way roadway or on the guardrail approach end of dual lane facilities must be replaced with a MASH crashworthy end terminal even if the project covers only rehabilitation of the roadway in one direction.
:* Median Pier Protection: All undamaged bullnose systems may remain in place. Any Pre-350 and 350 end terminals (not protected by guard cable) and Non-350 Guardrail on median pier protection systems shall be replaced with MASH approved end terminals and MGS guardrail.
:* On minor routes, damaged end terminals shall be replaced with MASH crashworthy end terminals.
:* On minor routes, existing end terminals (in serviceable condition) may be left in place. Engineering judgment in accordance with AASHTO’s Roadside Design Guide and crash history should be used to determine guardrail improvements for each project.

'''Grading for New Roadway Construction.''' When an end terminal falls within the limits of an area that includes construction of a new roadbed, provide the needed embankment (cut/fill) quantities to construct the Standard Grading Limits shown in [https://www.modot.org/media/16869 Standard Plan 606.81] and include that volume in the tin model. Indicate in the Summary of Quantities for Crashworthy End Terminals that “Standard Grading Limits” are required and that payment is included in the embankment quantities.

See ''Roadside Design Guide 4th Edition 2011'', Chap. 8.3.3 (pages 8-4, 5, 6 and 7), for further information on grading. On projects without earthwork pay items, Class III shaping slopes shall be used to provide the flat recovery area.

'''Grading for Existing Roadbeds.''' When end terminals are to be installed on an existing roadway, an evaluation of each location should be made to determine if an existing platform is already in place that meets the Standard Grading Limits shown in Std. Plan 606.81. If a sufficient platform does exist, indicate in the Summary of Quantities for Crashworthy End Terminals that no grading is necessary.

If an existing platform does not exist, or is insufficient, evaluate the existing terrain and determine whether the Standard Grading Limits can reasonably be constructed with Shaping Slopes Class III without creating an excessively steep in-slope or blocking the ditch with fill (that is, project scope generally does not include purchasing new right of way and/or making significant alterations to the existing in-slopes/back-slopes/ditches). For most existing locations, retrofitting the terrain to meet the Standard Grading Limits is not feasible, but if it is, indicate in the Summary of Quantities for Crashworthy End Terminals that Standard Grading Limits are required and include the necessary quantities for Shaping Slopes Class III.

If it is not practical to construct the Standard Grading Limits but Alternate Grading Limits can reasonably be constructed, indicate in the Summary of Quantities for Crashworthy End Terminals that “Alternate Grading Limits” are required and include the necessary quantities for Shaping Slopes Class III. This is the most common option for existing roadways.

If the existing terrain is such that Alternate Grading Limits cannot be reasonably constructed within the project scope, a design exception may be necessary.

See ''Roadside Design Guide 4th Edition 2011'', Chap. 8.3.3 (pages 8-4, 5, 6 and 7), for further information on grading. On projects without earthwork pay items, Class III shaping slopes shall be used to provide the flat recovery area.

'''Bridge End Treatment'''

Guardrail is placed at bridge end in accordance with typical locations show in the standard plans on most routes. When the bridge end is shielded with guardrail, crashworthy end terminals are provided.

On certain low-volume highways throughout the state, bridge ends may be delineated in lieu of shielding. This option is viable where the operating speed is less than 60 mph and the design AADT is 400 or fewer vehicles per day. The delineation-only option is primarily governed by the parameters of speed and volume. Irrespective of any values for these parameters, however, the use of delineation-only is prohibited on Major Routes as well as the National Highway System (NHS).

Use of the delineation-only option is not recommended on bridge ends in areas of poor geometry (horizontal alignment, vertical alignment, sight distance, etc.). Nor is it recommended in areas with a crash history (as calculated between two points at least 0.25 miles from either approach) in excess of the statewide average for similar road. If further analysis of either of these situations proves the delineation option to be viable, then a design exception should be obtained for its use.

Additionally, the delineation-only option should be limited to those bridge replacements or rehabilitations where the existing structure was unshielded or the existing roadway template cannot reasonably accommodate the installation of guardrail.

Guardrail is not generally used to protect traffic from the ends of bridges carrying a crossroad or street over the through lanes in developed areas where speed controls exist or sidewalks are provided. If however, at ends of such bridges the roadway is in a high fill or has sharp curvature, guardrail may be considered.

'''Embedded and Rock Face Terminals'''

An embedded terminal is designed to terminate the guardrail by burying the end in a backslope. The embedded terminal is the preferred terminal because it eliminates the exposed end of the guardrail. The embedded terminal uses a concrete block anchor or embedded steel post to develop the tensile strength in the guardrail. The backslope needed to install an embedded terminal is to be 1V:3H (3:1) or steeper and at least 4 ft. above the roadway. The entire embedded terminal can be used within the length of need for backslopes of 1V:1H (1:1) or steeper if the barrier remains at full height in relation to the roadway shoulder to the point where the barrier enters the backslope. For backslopes between 1V:1H (1:1) and 1V:3H (3:1), design the length of need beginning at the point where the W-beam remains at full height in relation to the roadway shoulder usually beginning at the point where the barrier crosses the ditch line. If the backslope is flatter than 1:1, provide a minimum 20-ft. wide by 75 ft. long distance behind the barrier and between the beginning length of need point at the terminal end to the mitigated object to be protected.

For new installations, flare the guardrail to the foreslope/backslope intersection using a flare rate that meets the criteria in [https://www.modot.org/media/16860 Standard Plan 606.30] and or [https://www.modot.org/media/16868 Standard Plan 606.80]. Provide a 1V:4H (4:1) or flatter foreslope into the face of the guardrail and maintain the full guardrail height to the foreslope/backslope intersection in relation to a 1V:10H (10:1) line extending from edge of shoulder breakpoint.

For rock cuts with a smooth face, a rock face guardrail anchor is the preferred terminal. This option should not be used on rock cuts with a rough face that might cause vehicle snagging rather than providing relatively smooth redirection.

'''Crashworthy End Terminals and Crash Cushions'''

If an embedded terminal or rock face anchor cannot be installed, consider installing a crashworthy end terminal and/or crash cushion. Crashworthy end terminals and crash cushions are devices used to provide an acceptable level of safety to the end of a roadside barrier or fixed object. Such treatment is required because of the serious consequences that may result from a vehicle impacting an unprotected barrier or object. An unprotected barrier or object can cause an impacting vehicle to abruptly stop, become unstable or roll; it can even penetrate the passenger compartment, all of which increase the risk of injury to the vehicle’s occupants.

End terminals or crash cushions that have met the safety requirements contained in MASH are deemed crashworthy and must be listed as eligible for use on the [https://epg.modot.org/index.php/Category:123_Federal-Aid_Highway_Program#123.1.1_FHWA_Oversight_-_National_Highway_System NHS] by FHWA. MoDOT then reviews these items and makes a determination of their use on Missouri’s state-owned roadways. Refer to [http://www.modot.org/business/standards_and_specs/endterminals.htm MoDOT’s End Terminals, Crash Cushions and Barrier Systems website] for more information on approved crashworthy end terminals.

While crashworthy end terminals do not require an offset at the end, a flare is recommended so the end piece does not protrude into the shoulder. These terminals may have a 2 ft. offset to the first post. Four feet of widening is needed at the end posts to properly anchor the system. When widening includes an embankment, fill material will be necessary for optimum terminal performance. (See Standard Plan 606.30 for widening details.) When the entire barrier run is located farther than 12 ft. beyond the shoulder break point and the slopes are greater than 1V:10H (10:1) and 1V:6H (6:1) or flatter, additional embankment at the terminal is not needed. Crashworthy end terminals located within 10 ft. of the edgeline will be delineated with a Type 3 Modified Object Marker.

Currently, there is not a MASH approved flared-end terminal system. However, if a flared-end terminal is needed, there are NCRHP 350 systems available. These designs include an anchor for developing the tensile strength of the guardrail. The length of need begins at the third post for two approved flared terminals. When a flared terminal is specified, it is critical the embankment quantity also be specified so the area around the terminal can be constructed as shown in the standard plans.

{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="340px" align="right"
|-
|align="center"|'''Additional information on crashworthy end terminals and internet links to approved terminals'''
|-
|align="center"|[http://www.modot.mo.gov/business/standards_and_specs/endterminals.htm. MoDOT's end terminal website]
|-
|align="center"|[[:Category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material#1040.4 Crashworthy End Terminal and Qualified Plastic Guardrail Block|EPG 1040.4 Crashworthy End Terminal and Qualified Plastic Guardrail Block]]
|}
There are five distinct types of end terminals and crash cushions; Type A, B, C, D and E. This classification aids in the designers’ selection of the appropriate treatment for a given context. It is important to note each of these treatments reduces driver risk to equally acceptable levels and the classifications are based merely on the benefit/cost associated with replacement or repair.

Each type is classified as follows:

'''End Terminals'''

'''Type A.''' Type A end terminals are treatments used for one-sided barriers such as roadside guardrail or roadside concrete barrier. These devices can also be used on one-sided barriers in [[231.1 Median Width|the median]], provided sufficient clear space is available behind the system to allow opposite direction traffic to recover from an errant path.

'''Crash Cushions'''

'''Type B.''' Type B crash cushions are end treatments used for double-sided barriers, most often in the median. These devices can safely be impacted from several angles including the opposite direction. Type B crash cushions cannot be installed in paved surface locations unless the installation is temporary and the paved area will be resurfaced after the system’s removal.
[[image:606.3.2 Type C.jpg|left|225px||thumb|<center>'''A Type C Crash Cushion'''</center>]]
'''Type C.''' Type C crash cushions are an end treatment used for double-sided barriers, in gore areas and in the median. Like the Type B, this device can safely be impacted from several angles usually ranging from head-on to the opposite direction. Type C crash cushions, however, may be installed in both paved and unpaved surface locations, but must be installed on an asphalt or concrete pad in non-paved areas. After impact, these crash cushions are usually damaged beyond repair and as such, should be used only in areas where low, annual-impact frequencies are expected.
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" align="right"
|+
! style="background:#BEBEBE"|'''[http://safety.fhwa.dot.gov/roadway_dept/ FHWA Eligibility Letters]<br/> for Roadside Safety Devices'''
|-
|style="background:#f5f5f5" align="center"|[http://safety.fhwa.dot.gov/roadway_dept/policy_guide/road_hardware/barriers/ Barrier, Guardrails and Longitudinal Barriers]
|-
|style="background:#f5f5f5" align="center"|[http://safety.fhwa.dot.gov/roadway_dept/policy_guide/road_hardware/breakaway/ Breakaway Signs/Lighting Supports]
|-
|style="background:#f5f5f5" align="center"|[http://safety.fhwa.dot.gov/roadway_dept/policy_guide/road_hardware/wzd/ Work Zone Devices]
|}

'''Type D.''' Type D crash cushions have all of the installation and performance parameters of the Type C, but must be at least 80% reusable and have the ability to be reset manually with a moderate amount of repair. Type D crash cushions should be used in gore areas or medians with moderate traffic volumes and where high-impact frequencies are expected.

'''Type E.''' Type E crash cushions have all of the installation and performance parameters of the Type C but must have the ability to reset with little or no manual intervention and have an average cost of repair under $250 per event. Type E crash cushions should be used in gore areas or medians with high traffic volumes and where high-impact frequencies are expected.

Use the following decision matrix to help determine the appropriate end treatment for a given context, not to determine whether or not a barrier or object should be protected. The expected crashes per year are on an average basis:

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE" colspan="8"|End Treatment Decision Matrix
|-
!colspan="2"|One-Sided Protection Required!!colspan="6"|Two-Sided Protection Required
|-
|rowspan="2"|Non-traversable Terrain Beyond the Terminal||rowspan="2"|Traversable Terrain Beyond the Terminal||colspan="2"|Fewer than 0.5 Crashes Per Year Expected||colspan="4"|0.5 or More Crashes Per Year Expected
|-
|Unpaved||Paved or Unpaved||Major ADT <75,000||Minor ADT <30,000||Major ADT ≥75,000||Minor ADT ≥30,000
|-
|Type A (energy absorbing)||Type A (non-energy absorbing)||Type B||Type C||colspan="2"|Type D||colspan="2"|Type E
|}

Sand barrels are a crash cushioning system most often used to shield fixed objects that cannot be removed or relocated. Sand barrels are recommended for temporary usage such as in work zones. Conduct a benefit/cost analysis before sand barrels are installed in a permanent application and consult with Maintenance staff. For more information, refer to [[:category:612 Impact Attenuators#612.2 Sand-Filled Impact Attenuators (Sand Barrels)|EPG 612.2 Sand-Filled Impact Attenuators (Sand Barrels)]].

'''Other Anchor Applications'''

End anchors are used to develop the tensile strength of the guardrail at the end of guardrail runs where a crashworthy end terminal is not needed.

====606.1.3.2.1 Crashworthy End Terminals with Curb====
When curb is present in front of and parallel to a crashworthy end terminal (CET), the potential exists the CET will not perform as designed (i.e. will not redirect the vehicle). When installing CETs, for new construction and roadway upgrades, the need for the curb and the curb height at the location of the CET shall be considered. See [[:Category:749 Hydrologic Analysis|EPG 749 Hydrologic Analysis]] and [[640.1 Pavement Drainage|EPG 640.1 Pavement Drainage]] to calculate the drainage needs in and around CETs. Gutters might be able to be spread out or curb heights reduced in the vicinity of the CET while still accommodating drainage needs and the installation of the CET. Drainage calculations shall be documented in eProjects.

When curb is present in front of and parallel to the CET, the project file should have documentation regarding the design selected and considered in the following priority order:
:1. Eliminate the curb or do not install new curb for the entire length of the CET with an additional 30’-50’ of curb removed upstream of the CET.
:2. Reduce the curb or install new curb to a height of two (2) inches for the entire length of the CET with an additional 30’-50’ upstream of the CET.
:3. Reduce the curb or install new curb to a height of four (4) inches for the entire length of the CET with an additional 30’-50’ upstream of the CET.

If a two-inch curb is not adequate for the drainage needs, a four-inch curb may be installed but is the maximum curb height allowed when installing a CET.

===606.1.3.3 Transitions and Connections===

When there is an abrupt change from one barrier type to a more rigid barrier type, a vehicle hitting the more flexible barrier is likely to be caught in the deflected barrier pocket and directed into the more rigid barrier. This is commonly referred to as “pocketing.” A transition stiffens the more flexible barrier by decreasing the post spacing, increasing the post size, and using stiffer beam elements to eliminate the possibility of pocketing. A transition is needed when connecting guardrail to a more rigid barrier or a structure, or when a rigid object is within the deflection distance of the barrier.

'''Bridge Connections'''

Guardrail is placed at bridge ends in accordance with typical locations shown in the standard plans. Guardrail placed for bridge end protection is anchored to the bridge end by a vertical barrier transition section. Existing bridge end connections that do not conform to current standards are to be considered for replacement or modification. In order to determine the appropriate solution for the specific non-standard bridge end connection, the Bridge Division Liaison Engineer is to be consulted. Where guardrail at the downstream end of a one-way bridge is necessary because of a high fill or other condition, the guardrail is connected to the vertical transition section.

The post spacing for MGS vertical bridge transitions varies from the previous bridge transition sections for Type A guardrail. If an existing bridge anchor section is replaced, an evaluation of the impact to drain basins should be conducted.

{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="240px" align="right"
|-
|<center>'''Additional Information'''</center>
|-
|align="center"|[[751.1 Preliminary Design#Common Bridge Rails (for Rehabilitations)|Common Bridge Rails (for Rehabilitations)]] Table
|}

===606.1.3.4 Median Barrier Selection and Placement ===

The most desirable barrier installation uses the most flexible system appropriate for the location and one that is placed as far from the traveled way as practicable. Good engineering judgment is called for in determining the appropriate placement of barrier systems. Solutions may need to be arrived at while considering competing factors such as crash frequency and severity. As discussed previously, performance of the system relies on the interaction of the vehicle, driver and system design at any given location. Additionally, the ability to access the system for maintenance and the need for access across the barrier play into the final decision.

With median barriers, the deflection characteristics and placement of the barrier for a traveled way in one direction can have an impact on the traveled way in the opposing direction. In addition, the median slopes and environmental issues often influence the type of barrier that is appropriate.

In narrow medians, avoid placement of barrier where the design deflection extends into oncoming traffic. Narrow medians provide little space for maintenance crews to repair or reposition the barrier. Therefore, avoid installing deflecting barriers in medians that provide less than 8 ft. from the edge of the traveled way to the face of the barrier.

In wider medians, the selection of barrier might depend on the slopes in the median. At locations where the median slopes are relatively flat (1V:10H [10:1] or flatter), unrestrained precast concrete barrier, beam guardrail and cable barrier can be used depending on the available deflection distance. At these locations, position the barrier as close to the center as possible so that the recovery distance can be maximized for both directions. There may be a need to offset the barrier from the flow line to avoid impacts to the drainage flow.

In general, cable barrier is recommended with medians that are 30 ft. wide or wider. However, cable barrier may be appropriate for narrower medians if adequate deflection distance exists. Refer to [[606.2 Guard Cable#606.2.3 Design and Installation Guidelines|EPG 606.2.3 Design and Installation Guidelines]] for design and installation guidelines for cable barriers. Do not use concrete barrier at locations where the foreslope into the face of the barrier is steeper than 1V:10H (10:1).

At locations where the roadways are on independent alignments and there is a difference in elevation between the roadways, the slope from the upper roadway might be steeper than 1V:6H (6:1). In these locations, position the median barrier along the upper roadway and provide deflection and offset distance as discussed previously. Barrier is generally not needed along the lower roadway except where there are fixed features in the median. When W-beam barrier is placed in a median as a countermeasure for cross-median crashes, design the barrier to be struck from either direction of travel. For example, the installation of beam guardrail might be double-sided.

Guardrail may be specified [[231.1 Median Width|in medians]] to provide a positive barrier. Guardrail may also be specified to convert an existing raised curb median to a barrier median provided the top of the MGS guardrail is placed 31 in. above the pavement elevation at the curb face. Double faced MGS guardrail may be used on a raised median width of 2 ft. back-to-back. For greater widths, two single lines of MGS guardrail will be required.
[[image:606.1 Warrants for Median Barriers English.jpg|left|thumb|<center>'''Warrant for Median Barriers'''</center>|605px]]
For medians of variable widths, a detail in the standard plans provides for transition from single faced to double faced guardrail. Crashworthy end terminals are added only at the beginning and ending of a total run of guardrail and not at each break caused by intersections and median openings. Breaks caused by intersections and median openings will be closed by means of a crashworthy special end treatment.

Double faced MGS guardrail can be used on a flush median, as shown in the figure below. Double faced MGS guardrail is to be used where a median barrier is to be provided but site conditions will not permit the use of a concrete barrier (drainage, visibility requirements, aesthetics, etc.). The concrete barrier is generally limited to the high volume roadways with narrow width medians.

'''Bullnose Guardrail System'''
[[image:606.1.3.3.jpg|right|280px]]
The bullnose guardrail system may be used in the medians of expressways or freeways to shield drivers from hazards, such as bridge piers and other obstacles. It is not a crashworthy end terminal, but is rather a non-gating barrier principally constructed of Type E guardrail. As long as the median’s vertical differences are minimal or can be minimized through grading, the bullnose guardrail system is an appropriate treatment for new construction. This system requires at least 15 ft. of median width for its construction. The bullnose guardrail system is not to be erected between twin bridges. Alternatives are available for twin bridge protection in [https://www.modot.org/media/16857 Standard Plan 606.01]. Consult [https://www.modot.org/media/16860 Standard Plan 606.30] for grading requirements and other important details.

===606.1.3.5 Closures of Existing Streets, Roads, Bridges or Non-Traversable Roads===

====606.1.3.5.1 Closures of Existing Streets and Roads====
When closing a street or road, use either Type 4 Object Markers only or a combination of Type 4 Object Markers and Type D guardrail as shown in Figs. 606.1.3.5.1.1 and 606.1.3.5.1.2. Where no hazard exists beyond the end of the closed street or road for a reasonable distance, Type 4 Object Markers are sufficient for delineation. Where a hazard exists beyond the end of the closed street or road that is considered equal to or greater than that created by the use of guardrail (for example a removed bridge or culvert, or a structurally deficient bridge), a combination of both Type 4 Object Markers and Type D guardrail is specified. Refer to [https://www.modot.org/media/16856 Standard Plan 606.00 Guardrail] and [https://www.modot.org/media/16921 Standard Plan 903.03 Sign Mounting Details].

[[image:606.1.3.10.1.jpg|center|700px]]
{| style="margin: 1em auto 1em auto"
|-
|width="345" valign="top"|<center>'''Fig. 606.1.3.5.1.1, Type 4 Object Markers'''</center>||width="355"|<center>'''Fig. 606.1.3.5.1.2, Type 4 Object Markers<br/>with Type D Guardrail</center>'''
|}

Additional emphasis of a sign barricade may be required for horizontal and vertical alignment of the roadway and at tee intersections as shown in Fig. 606.1.3.5.1.3. Location and installation guidelines for sign barricades are located in [[903.6 Warning Signs#903.6.53 Sign Barricades (MUTCD Section 2B.67)|EPG 903.6.53 Sign Barricades]], and [https://www.modot.org/media/16920 Standard Plan 903.02 Highway Signing Structure Signs].

[[image:606.1.3.10.3.jpg|center|350px]]
{| style="margin: 1em auto 1em auto"
|-
|width="350" valign="top"|<center>'''Fig. 606.1.3.5.1.3, Sign Barricade with Type 4 Object Markers'''</center>
|}

====606.1.3.5.2 Closure of Existing Bridges or Non-Traversable Roads====
Bridges and roadways may be closed to the traveling public due to natural aging process of the structure, weather damage (ex. flooding), bridge/roadway slides, etc.

Restoration of the bridges and roadways may be delayed due to scheduling constraints or budget costs of projects. District personnel and Central Office Bridge Division personnel should discuss the schedule to repair the bridge. District personnel and Central Office Construction/Material Geotechnical personnel should discuss the schedule to repair the roadway. Based on the repair schedule, the district will determine the type of closure needed for the bridge or roadway.

For bridge and/or roadway closures, bridge/roadways shall be closed according to [[616.8 Typical Applications (MUTCD 6H)#616.8.1 Listing of Typical Applications|typical application]] EPG 616.8.8 (TA-8) Highway Closure – MT, EPG 616.8.8 (TA-8) Highway Closure – DE/CM, EPG 616.8.8a (TA-8a) Closure of Existing Bridges or Non-Traversable Roads, [https://www.modot.org/media/16856 Standard Plan 606.00 Guardrail] and [https://www.modot.org/media/16921 Standard Plan 903.03 Sign Mounting Details].

Figs. 606.1.3.5.2.1 and 606.1.3.5.2.2 are examples of the recommended installation of the bridge/roadway closures based on EPG 616.8.8a Closure of Existing Bridges or Non-Traversable Roads.

For less than one month closure duration, the district may use Type 3 barricades as shown in Fig. 606.1.3.5.2.1.

For six-month closure durations, the district may use Type 3 barricades and temporary concrete traffic barriers as shown in Picture 5. As shown in typical application EPG 616.8.8a, the temporary concrete traffic barriers should have red reflective sheeting across the face of the barrier.

[[image:606.1.3.10.2.jpg|center|700px]]
{| style="margin: 1em auto 1em auto"
|-
|width="335" valign="top"|<center>'''Fig. 606.1.3.5.2.1, Bridge Closure with Type 3 Barricades'''</center>||width="365"|<center>'''Fig. 606.1.3.5.2.2, Bridge Closure with <br/>Type 3 Barricades and Temporary Barriers</center>'''
|}

For longer closure durations, the district may use Type D guardrail and Type 4 object markers as shown in Fig. 606.1.3.5.2.3.

[[image:606.1.3.10.2.2.jpg|center|350px]]
{| style="margin: 1em auto 1em auto"
|-
|width="350" valign="top"|<center>'''Fig. 606.1.3.5.2.3, Bridge Closure with Type<br/>D Guardrail and Type 4 Object Markers'''</center>
|}

When closing bridges and/or roadway, the more temporary devices used will require additional attention compared to permanent devices.

==606.1.4 Maintenance Planning Guidelines for Guardrail==

'''Printable''' [[media:170 R227 Guardrails.pdf|'''Maintenance Planning Guideline for Guardrail''']].

Index of all [[:Category:170 Maintenance Activity Planning Guidelines#Index of Printable Planning Guides|Maintenance Planning Guidelines]].

[[image:616.1.4.jpg|center|1075px]]

[[Category:606 Guardrail and Guard Cable]]

Category:941 Permits and Access Requests

2022-07-28T19:25:48Z

Kleins1: /* 941.10.2.2.3 LPRs and PTZs Installed on New Stand-Alone Structures */ ; minor revision per revision #3530

{|style="padding: 0.3em; margin-left:15px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="240px" align="right"
|-
|'''EPG 941 Was Re-Written and Re-Organized in Nov. 2013'''
|-
|[[media:EPG 941 Summary.docx|A summarization of these revisions]] is available.
|}

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

Examples of access requests that MoDOT receives:

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

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

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

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

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

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

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

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

===941.1.1 Evaluation Guidelines and Considerations===

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

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

===941.1.2 Compensation===

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

===941.1.3 Approval Authority===

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

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

===941.1.4 Agreement Process===

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

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

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

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

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

===941.2.1 Types of Requests===

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

===941.2.2 Evaluation Guidelines and Considerations===

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

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

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

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

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

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

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

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

:* Review [[:Category:940 Access Management|EPG 940 Access Management]]
:* Complete a [[#941.7 Sight Distance for Entrances|sight distance]] evaluation
:* What are the potential safety and operational effects to the state roadway system if the access is shifted?
:* Are there geometric improvements that should be required if the access is shifted?

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

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

===941.2.3 Compensation===

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

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

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

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

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

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

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

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

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

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

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

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

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

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

===941.2.4 Approval Authority===

EPG 941.3 outlines the approval authority for the various types of access requests within controlled access right of way. Regardless of the approval authority, it is crucial the Commission Policy and the information provided in the EPG should be consistently followed when requests are evaluated in order to protect the operation and safety of the state’s highways.

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

'''District Approval'''

The District Engineer may approve the following access changes:

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

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

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

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

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

'''Commission Approval'''

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

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

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

Once an access request has been approved, there is additional documentation and deed-work that needs to be completed. Specific agreements may need to be executed as well.

'''Quit Claim Deed'''

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

'''General Warranty Deed'''

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

'''Agreement'''

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

:* There are geometric improvements required as a condition of the access change
:* There are specific conditions or future requirements that are associated with the access change

All Access Change Agreements should be drafted by the district staff in eAgreements. The Highway Safety and Traffic Division will be the reviewer for all these agreeements. (See [[#153.20 Traffic|EPG 153.20 Traffic]].)

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

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

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

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

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

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

Once all necessary documents (as described in EPG 941.2.5 Quit Claim Deeds, General Warranty Deeds and Agreements) are completed, the district shall submit to the Highway Safety and Traffic Division for further execution. The submittal shall include:

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

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

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

Once the agreements are fully executed, one original executed copy of the agreement will be retained for the Commission files, and the balance of the executed copies will be returned to the district, for recording and distribution. One original executed copy will be recorded in the County Recorder’s Office.

The district is also responsible for ensuring the applicable deeds are recorded in the County Recorder’s Office.

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

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

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

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

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

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

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

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

The following list is recommended for submittals to the Highway Safety and Traffic Division for interstate grading or geometric improvement requests:
:* Documentation from the district explaining the request in detail
:::• who is requesting
:::• what they want to do
:::• when they need it
:::• where it is located
:::• why ROW Access is needed
:::• how much of the ROW and for how long
:* General location map
:* Depending on the level of approval sought (conceptual or final), plans should be submitted, which may include plan sheets, cross sections, traffic control plans, drainage plans, and erosion control plans
:* Site map with clear definition of the owner’s property and the desired ROW access
:* Documentation of approval from the district
:* Determination of value by the MoDOT district. The Highway Safety and Traffic Division can be used as a resource to assist in the determination of value
:* [https://epg.modot.org/index.php/Category:941_Permits_and_Access_Requests#941.8_Traffic_Impact_Study_Requirements Traffic Impact Study], if needed.

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

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

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

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

A monument is any sign that does not meet the standards and guidance described in [https://epg.modot.mo.gov/index.php?title=903.9_General_Information_Signs#903.9.13_Welcome_To_Signs_for_Cities EPG 903.9.13 Welcome To Signs]. Other terms that may be used in place of monument are gateway or marker.

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

If there are no appropriate locations, the district will work with the city and Central Office Highway Safety and Traffic Division to compile the following information to determine if the monument request on Commission property may be considered.

'''Monument Requirements'''

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

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

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

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

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

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

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

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

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

:* The monument shall not contain advertising or sponsorship.

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

'''District Review and Recommendation'''

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

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

:* Aerial map of the proposed monument location

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

:* Plan sheets for the monument design

:* Roadway plan sheets

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

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

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

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

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

==941.6 Request for a Permit to Perform Work on MHTC’S Right of Way==
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="210px" align="right"
|-
|'''Additional Information'''
|-
|[https://www.modot.org/permits Permits webpage]
|-
|[https://www6.modot.mo.gov/ElectronicPermitting/ElectronicPermitting.html Electronic Permitting - Utility Login]
|-
|[https://www6.modot.mo.gov/Permitting/PermitRequest.aspxInitial On-line Request ]
|}
Any work performed on the MHTC’s Right of Way requires a permit. Some requests are very simple and can be addressed quickly without much background information, while others may be highly complex and require a large amount of supporting documentation and collaboration with other parties.

An external permits webpage is available for customers to request a permit to work on right of way, in addition to including important links relating to working on MHTC’s right of way.

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

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

===941.6.1 Examples of Permit Requests===

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

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

===941.6.2 Two Forms for a Permit to Work on Right of Way===

There are [https://www.modot.org/printable-permit-application-forms two different forms] for a Permit to Work on Right of Way: one for non-local government projects and one for local government projects. They appear very similar, but the important difference is Section 9 in the General Provisions. Applicants who need to have the Permit for Local Government projects have additional requirements, as shown below.
[[image:941.31 Permits within the limits.jpg|right|350px]]
:* Permit for non-local government projects
::- This permit is for all contractors and individuals not doing work for public entities/local governments.
:* Permit for local government projects
::- This permit is for all contractors performing work for public entities/local governments and for a public entity/local government performing the work with internal forces.
::- o Additional requirements in Section 9 of the General Provisions – The applicant shall carry commercial general liability insurance and commercial automobile liability insurance from a company authorized to issue insurance in Missouri, and to name the Commission, and MoDOT and its employees, as additional named insured in amounts sufficient to cover the [https://insurance.mo.gov/industry/sovimmunity.php sovereign immunity] limits for Missouri public entities as calculated by the Missouri Department of Insurance, Financial Institutions and Professional Registration, and published annually in the Missouri Register pursuant to [https://revisor.mo.gov/main/OneChapter.aspx?chapter=537 Section 537.610 R.S. Mo].

===941.6.3 Evaluation Guidelines and Considerations===

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

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

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

====941.6.3.2 Meetings====

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

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

====941.6.3.3 Proposed Permit Work Within Limits of a Proposed or Active Project====

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

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

'''Within Limits of an Active Project'''
[[image:941.26 contractor.jpg|right|185px|thumb|<center>'''Contractor'''</center>]]

A project is considered active after notice to proceed date.

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

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

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

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

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

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

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

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

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

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

====941.6.3.6 Deposit Requirements====

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

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

If the deposit is a cashier’s check, a minimum amount of $500 and a maximum of $50,000 will be required. If deposit requirements exceed $50,000, a [[media:236.16 and 941.6.3.6 Performance bond 2020.pdf|performance bond]] will be required. There is no maximum limit for a performance bond. The performance bond or cashier's check shall be made payable to <u>Director of Revenue - Credit State Road Fund</u>.

All deposit checks shall be transmitted to Financial Services using the following procedure:

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

====941.6.3.7 Construction Inspection====

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

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

Examples of routine inspections may include:

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

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

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

:4. Inspection of their erosion control plan

:5. Final inspection after completion.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

==941.7 Sight Distance for Entrances==

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

===941.7.2 Evaluating the Measurements===

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

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

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

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

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

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

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

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

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

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

If an appeal for the access is made, it shall be sent to [http://sharepoint/systemdelivery/tr/Pages/default.aspx Highway Safety and Traffic Division] for additional review.

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

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

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

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

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

===941.7.4 Additional Information===

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

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

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

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

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

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

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

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

:Step 1 – State Highway Safety and Traffic Engineer

:Step 2 – Chief Safety and Operations Officer.

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

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

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

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

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

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

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

1. A description of existing conditions.

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

3. Trip distribution and traffic assignment.

4. Existing versus projected volumes.

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

6. Traffic crash analysis for adjacent roadway facilities.

7. Proposed traffic improvements and driveway/access points.

8. Main findings of the study.

9. Summary of findings and recommendations.

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

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

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

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

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

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

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

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

===941.9.1 Joint Use Driveways===

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

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

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

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

===941.9.2 Cross Access Driveways===

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

===941.9.3 Surface Drainage===

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

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

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

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

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

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

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

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

===941.9.6 Driveway Lighting===

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

===941.9.7 Barrier Materials===

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

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

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

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

===941.9.8 Material Specifications===

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

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

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

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

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

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

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

====941.9.8.4 Culvert Pipe====

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

Corrugated polyethylene culvert pipe shall be a commercially available new pipe which is marked with the manufacturer's name or trademark, nominal size, [https://global.ihs.com/doc_detail.cfm?document_name=AASHTO%20M%20294&item_s_key=00488875 AASHTO M 294], plant designation code, the date of manufacture or an appropriate code, and meets all requirements specified in the latest edition of the MoDOT standard specifications. MoDOT’s representative may accept corrugated polyethylene culvert pipe on the basis of visual inspection, or on the basis of a certification by the supplier stating the pipe complies with all requirements of AASHTO M 294. MoDOT's representative reserves the right to require any testing deemed necessary to ensure compliance with these requirements. Polyethylene culvert pipe is not to be used under side roads, streets or crossroad installations.

====941.9.8.5 Guardrail====

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

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

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

====941.9.8.7 Reinforcing Steel====

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

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

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

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

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

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

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

0 - 40 mph = 500 ft.

50 mph = 586 ft.

60 mph = 704 ft.

70 mph = 823 ft.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

:5. Sketch of location.

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

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

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

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

:10. Hours of operation.

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

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

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

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

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

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

==941.10 Automated License Plate Readers and Pan-Tilt-Zoom Cameras==

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

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

===941.10.1 Approval Process===
{|style="padding: 0.3em; margin-left:15px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="240px" align="right"
|-
|'''Additional Resources'''
|-
|[https://modotgov.sharepoint.com/sites/ts/Contracts/Forms/AllItems.aspx?id=%2Fsites%2Fts%2FContracts%2FPermits%2FLicense%20Plate%20Readers&viewid=ceba12c3%2De3d0%2D48f3%2Da440%2De3c44ed8bf10 License Plate Readers SharePoint Site]
|-
|[[media:941.10.1_LPR_Flowchart.pdf|LPR Flowchart and Installation Locations]]
|-
|[[media:941.10.1_LPR_Independent_Installation.pdf|LPR Independent Installation Typical Application]]
|}

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

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

MoDOT’s Director will receive the approved request for LPRs and PTZs from a law enforcement agency via the Department of Public Safety. The Central Office Highway Safety and Traffic Division will then coordinate with the district regarding the request and provide a response letter back to the applicant summarizing the next steps in the process as well as contact information of local district staff.

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

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

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

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

====941.10.2.2 LPR and PTZ Permanent Installations====
To assure LPR and PTZ devices do not represent an added risk to the traveling public, there are defined installation locations which are acceptable on Commission right of way.
Acceptable installation locations include:
:* Only deployed on the right side of the roadway outside of the shoulder
:::• On MoDOT traffic signal upright poles
:::• On MoDOT overhead sign truss upright poles
:::• On independent signal pedestal base poles (installed and maintained by requesting agency or their LPR vendor)
:::• On any non-breakaway structure owned by a third party, with the written permission of the third party.

Locations where LPR and PTZ devices <u>shall not</u> be installed include, but are not limited to:
:* Any installation in the median / left side of a divided highway
:* Any overhead location
:* On any existing structure on right of way which has a breakaway design, regardless if it is owned by the Commission or a third party
:* Any bridge structure.

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

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

=====941.10.2.2.1 LPRs and PTZs Installed on MoDOT Structures=====
LPRs and PTZs can be attached to MoDOT’s existing traffic signal upright poles and existing sign truss upright poles upon review and approval by MoDOT.

[[image:941.10.2.2.1.1.jpg|center|400px|thumb|<center>'''Green Box Indicates Acceptable Mounting Location<br/>on a Traffic Signal,<br/>Red Boxes are Unacceptable Mounting Locations'''</center>]]

[[image:941.10.2.2.1.2.jpg|center|550px|thumb|<center>'''Green Box Indicates Acceptable Mounting Location on an Overhead Sign Truss,<br/>Red Boxes are Unacceptable Mounting Locations'''</center>]]

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

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

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

In addition to our typical permitting criteria, there are some supplementary requirements for a proposal to be eligible for consideration.
:* '''Power/Electricity –''' The applicant shall identify the method used to power the device.
:* '''Network Connectivity –''' The applicant shall identify the method used to retrieve the data from these devices. MoDOT’s data network shall not be used to transmit LPR and PTZ data.
:* '''Maintenance –''' All LPR and PTZ devices as well as any new associated structures will be maintained by and at the expense of the applicant to assure that these structures will be kept in accordance with Commission standards and in good condition as to its safety, use and appearance. Maintenance activities will not cause an unreasonable interference with the use of or access to the Commission's state highway system. A new permit shall be required to perform future maintenance activities associated with the LPR and PTZ system.
:* '''Relocation/Removal –''' In the event the Commission deems it necessary to request the relocation or removal of these devices and their accompanying structures, the relocation or removal shall be accomplished by the applicant, in a manner prescribed by the Commission, with all costs and expenses associated with this task paid by the applicant. Should the applicant fail to remove the device in a timely matter, the Commission reserves the right to remove the devices from the right of way.

Category:941 Permits and Access Requests

2022-07-28T19:25:06Z

Kleins1: /* 941.10.2.2.2 LPRs and PTZs Installed on non-MoDOT Structures */ : minor edit per revision request #3530

{|style="padding: 0.3em; margin-left:15px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="240px" align="right"
|-
|'''EPG 941 Was Re-Written and Re-Organized in Nov. 2013'''
|-
|[[media:EPG 941 Summary.docx|A summarization of these revisions]] is available.
|}

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

Examples of access requests that MoDOT receives:

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

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

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

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

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

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

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

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

===941.1.1 Evaluation Guidelines and Considerations===

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

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

===941.1.2 Compensation===

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

===941.1.3 Approval Authority===

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

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

===941.1.4 Agreement Process===

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

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

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

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

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

===941.2.1 Types of Requests===

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

===941.2.2 Evaluation Guidelines and Considerations===

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

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

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

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

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

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

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

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

:* Review [[:Category:940 Access Management|EPG 940 Access Management]]
:* Complete a [[#941.7 Sight Distance for Entrances|sight distance]] evaluation
:* What are the potential safety and operational effects to the state roadway system if the access is shifted?
:* Are there geometric improvements that should be required if the access is shifted?

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

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

===941.2.3 Compensation===

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

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

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

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

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

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

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

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

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

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

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

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

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

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

===941.2.4 Approval Authority===

EPG 941.3 outlines the approval authority for the various types of access requests within controlled access right of way. Regardless of the approval authority, it is crucial the Commission Policy and the information provided in the EPG should be consistently followed when requests are evaluated in order to protect the operation and safety of the state’s highways.

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

'''District Approval'''

The District Engineer may approve the following access changes:

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

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

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

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

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

'''Commission Approval'''

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

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

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

Once an access request has been approved, there is additional documentation and deed-work that needs to be completed. Specific agreements may need to be executed as well.

'''Quit Claim Deed'''

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

'''General Warranty Deed'''

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

'''Agreement'''

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

:* There are geometric improvements required as a condition of the access change
:* There are specific conditions or future requirements that are associated with the access change

All Access Change Agreements should be drafted by the district staff in eAgreements. The Highway Safety and Traffic Division will be the reviewer for all these agreeements. (See [[#153.20 Traffic|EPG 153.20 Traffic]].)

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

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

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

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

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

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

Once all necessary documents (as described in EPG 941.2.5 Quit Claim Deeds, General Warranty Deeds and Agreements) are completed, the district shall submit to the Highway Safety and Traffic Division for further execution. The submittal shall include:

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

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

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

Once the agreements are fully executed, one original executed copy of the agreement will be retained for the Commission files, and the balance of the executed copies will be returned to the district, for recording and distribution. One original executed copy will be recorded in the County Recorder’s Office.

The district is also responsible for ensuring the applicable deeds are recorded in the County Recorder’s Office.

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

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

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

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

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

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

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

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

The following list is recommended for submittals to the Highway Safety and Traffic Division for interstate grading or geometric improvement requests:
:* Documentation from the district explaining the request in detail
:::• who is requesting
:::• what they want to do
:::• when they need it
:::• where it is located
:::• why ROW Access is needed
:::• how much of the ROW and for how long
:* General location map
:* Depending on the level of approval sought (conceptual or final), plans should be submitted, which may include plan sheets, cross sections, traffic control plans, drainage plans, and erosion control plans
:* Site map with clear definition of the owner’s property and the desired ROW access
:* Documentation of approval from the district
:* Determination of value by the MoDOT district. The Highway Safety and Traffic Division can be used as a resource to assist in the determination of value
:* [https://epg.modot.org/index.php/Category:941_Permits_and_Access_Requests#941.8_Traffic_Impact_Study_Requirements Traffic Impact Study], if needed.

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

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

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

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

A monument is any sign that does not meet the standards and guidance described in [https://epg.modot.mo.gov/index.php?title=903.9_General_Information_Signs#903.9.13_Welcome_To_Signs_for_Cities EPG 903.9.13 Welcome To Signs]. Other terms that may be used in place of monument are gateway or marker.

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

If there are no appropriate locations, the district will work with the city and Central Office Highway Safety and Traffic Division to compile the following information to determine if the monument request on Commission property may be considered.

'''Monument Requirements'''

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

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

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

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

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

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

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

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

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

:* The monument shall not contain advertising or sponsorship.

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

'''District Review and Recommendation'''

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

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

:* Aerial map of the proposed monument location

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

:* Plan sheets for the monument design

:* Roadway plan sheets

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

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

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

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

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

==941.6 Request for a Permit to Perform Work on MHTC’S Right of Way==
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="210px" align="right"
|-
|'''Additional Information'''
|-
|[https://www.modot.org/permits Permits webpage]
|-
|[https://www6.modot.mo.gov/ElectronicPermitting/ElectronicPermitting.html Electronic Permitting - Utility Login]
|-
|[https://www6.modot.mo.gov/Permitting/PermitRequest.aspxInitial On-line Request ]
|}
Any work performed on the MHTC’s Right of Way requires a permit. Some requests are very simple and can be addressed quickly without much background information, while others may be highly complex and require a large amount of supporting documentation and collaboration with other parties.

An external permits webpage is available for customers to request a permit to work on right of way, in addition to including important links relating to working on MHTC’s right of way.

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

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

===941.6.1 Examples of Permit Requests===

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

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

===941.6.2 Two Forms for a Permit to Work on Right of Way===

There are [https://www.modot.org/printable-permit-application-forms two different forms] for a Permit to Work on Right of Way: one for non-local government projects and one for local government projects. They appear very similar, but the important difference is Section 9 in the General Provisions. Applicants who need to have the Permit for Local Government projects have additional requirements, as shown below.
[[image:941.31 Permits within the limits.jpg|right|350px]]
:* Permit for non-local government projects
::- This permit is for all contractors and individuals not doing work for public entities/local governments.
:* Permit for local government projects
::- This permit is for all contractors performing work for public entities/local governments and for a public entity/local government performing the work with internal forces.
::- o Additional requirements in Section 9 of the General Provisions – The applicant shall carry commercial general liability insurance and commercial automobile liability insurance from a company authorized to issue insurance in Missouri, and to name the Commission, and MoDOT and its employees, as additional named insured in amounts sufficient to cover the [https://insurance.mo.gov/industry/sovimmunity.php sovereign immunity] limits for Missouri public entities as calculated by the Missouri Department of Insurance, Financial Institutions and Professional Registration, and published annually in the Missouri Register pursuant to [https://revisor.mo.gov/main/OneChapter.aspx?chapter=537 Section 537.610 R.S. Mo].

===941.6.3 Evaluation Guidelines and Considerations===

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

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

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

====941.6.3.2 Meetings====

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

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

====941.6.3.3 Proposed Permit Work Within Limits of a Proposed or Active Project====

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

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

'''Within Limits of an Active Project'''
[[image:941.26 contractor.jpg|right|185px|thumb|<center>'''Contractor'''</center>]]

A project is considered active after notice to proceed date.

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

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

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

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

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

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

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

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

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

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

====941.6.3.6 Deposit Requirements====

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

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

If the deposit is a cashier’s check, a minimum amount of $500 and a maximum of $50,000 will be required. If deposit requirements exceed $50,000, a [[media:236.16 and 941.6.3.6 Performance bond 2020.pdf|performance bond]] will be required. There is no maximum limit for a performance bond. The performance bond or cashier's check shall be made payable to <u>Director of Revenue - Credit State Road Fund</u>.

All deposit checks shall be transmitted to Financial Services using the following procedure:

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

====941.6.3.7 Construction Inspection====

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

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

Examples of routine inspections may include:

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

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

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

:4. Inspection of their erosion control plan

:5. Final inspection after completion.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

==941.7 Sight Distance for Entrances==

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

===941.7.2 Evaluating the Measurements===

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

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

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

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

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

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

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

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

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

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

If an appeal for the access is made, it shall be sent to [http://sharepoint/systemdelivery/tr/Pages/default.aspx Highway Safety and Traffic Division] for additional review.

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

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

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

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

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

===941.7.4 Additional Information===

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

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

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

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

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

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

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

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

:Step 1 – State Highway Safety and Traffic Engineer

:Step 2 – Chief Safety and Operations Officer.

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

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

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

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

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

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

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

1. A description of existing conditions.

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

3. Trip distribution and traffic assignment.

4. Existing versus projected volumes.

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

6. Traffic crash analysis for adjacent roadway facilities.

7. Proposed traffic improvements and driveway/access points.

8. Main findings of the study.

9. Summary of findings and recommendations.

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

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

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

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

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

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

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

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

===941.9.1 Joint Use Driveways===

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

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

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

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

===941.9.2 Cross Access Driveways===

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

===941.9.3 Surface Drainage===

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

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

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

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

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

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

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

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

===941.9.6 Driveway Lighting===

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

===941.9.7 Barrier Materials===

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

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

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

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

===941.9.8 Material Specifications===

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

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

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

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

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

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

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

====941.9.8.4 Culvert Pipe====

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

Corrugated polyethylene culvert pipe shall be a commercially available new pipe which is marked with the manufacturer's name or trademark, nominal size, [https://global.ihs.com/doc_detail.cfm?document_name=AASHTO%20M%20294&item_s_key=00488875 AASHTO M 294], plant designation code, the date of manufacture or an appropriate code, and meets all requirements specified in the latest edition of the MoDOT standard specifications. MoDOT’s representative may accept corrugated polyethylene culvert pipe on the basis of visual inspection, or on the basis of a certification by the supplier stating the pipe complies with all requirements of AASHTO M 294. MoDOT's representative reserves the right to require any testing deemed necessary to ensure compliance with these requirements. Polyethylene culvert pipe is not to be used under side roads, streets or crossroad installations.

====941.9.8.5 Guardrail====

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

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

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

====941.9.8.7 Reinforcing Steel====

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

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

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

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

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

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

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

0 - 40 mph = 500 ft.

50 mph = 586 ft.

60 mph = 704 ft.

70 mph = 823 ft.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

:5. Sketch of location.

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

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

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

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

:10. Hours of operation.

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

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

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

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

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

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

==941.10 Automated License Plate Readers and Pan-Tilt-Zoom Cameras==

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

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

===941.10.1 Approval Process===
{|style="padding: 0.3em; margin-left:15px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="240px" align="right"
|-
|'''Additional Resources'''
|-
|[https://modotgov.sharepoint.com/sites/ts/Contracts/Forms/AllItems.aspx?id=%2Fsites%2Fts%2FContracts%2FPermits%2FLicense%20Plate%20Readers&viewid=ceba12c3%2De3d0%2D48f3%2Da440%2De3c44ed8bf10 License Plate Readers SharePoint Site]
|-
|[[media:941.10.1_LPR_Flowchart.pdf|LPR Flowchart and Installation Locations]]
|-
|[[media:941.10.1_LPR_Independent_Installation.pdf|LPR Independent Installation Typical Application]]
|}

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

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

MoDOT’s Director will receive the approved request for LPRs and PTZs from a law enforcement agency via the Department of Public Safety. The Central Office Highway Safety and Traffic Division will then coordinate with the district regarding the request and provide a response letter back to the applicant summarizing the next steps in the process as well as contact information of local district staff.

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

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

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

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

====941.10.2.2 LPR and PTZ Permanent Installations====
To assure LPR and PTZ devices do not represent an added risk to the traveling public, there are defined installation locations which are acceptable on Commission right of way.
Acceptable installation locations include:
:* Only deployed on the right side of the roadway outside of the shoulder
:::• On MoDOT traffic signal upright poles
:::• On MoDOT overhead sign truss upright poles
:::• On independent signal pedestal base poles (installed and maintained by requesting agency or their LPR vendor)
:::• On any non-breakaway structure owned by a third party, with the written permission of the third party.

Locations where LPR and PTZ devices <u>shall not</u> be installed include, but are not limited to:
:* Any installation in the median / left side of a divided highway
:* Any overhead location
:* On any existing structure on right of way which has a breakaway design, regardless if it is owned by the Commission or a third party
:* Any bridge structure.

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

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

=====941.10.2.2.1 LPRs and PTZs Installed on MoDOT Structures=====
LPRs and PTZs can be attached to MoDOT’s existing traffic signal upright poles and existing sign truss upright poles upon review and approval by MoDOT.

[[image:941.10.2.2.1.1.jpg|center|400px|thumb|<center>'''Green Box Indicates Acceptable Mounting Location<br/>on a Traffic Signal,<br/>Red Boxes are Unacceptable Mounting Locations'''</center>]]

[[image:941.10.2.2.1.2.jpg|center|550px|thumb|<center>'''Green Box Indicates Acceptable Mounting Location on an Overhead Sign Truss,<br/>Red Boxes are Unacceptable Mounting Locations'''</center>]]

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

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

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

In addition to our typical permitting criteria, there are some supplementary requirements for a proposal to be eligible for consideration.
:* '''Power/Electricity –''' The applicant shall identify the method used to power the device.
:* '''Network Connectivity –''' The applicant shall identify the method used to retrieve the data from these devices. MoDOT’s data network shall not be used to transmit LPR and PTZ data.
:* '''Maintenance –''' All LPR and PTZ devices as well as any new associated structures will be maintained by and at the expense of the applicant to assure that these structures will be kept in accordance with Commission standards and in good condition as to its safety, use and appearance. Maintenance activities will not cause an unreasonable interference with the use of or access to the Commission's state highway system. A new permit shall be required to perform future maintenance activities associated with the LPR and PTZ system.
:* '''Relocation/Removal –''' In the event the Commission deems it necessary to request the relocation or removal of these devices and their accompanying structures, the relocation or removal shall be accomplished by the applicant, in a manner prescribed by the Commission, with all costs and expenses associated with this task paid by the applicant. Should the applicant fail to remove the device in a timely matter, the Commission reserves the right to remove the devices from the right of way.

File:EPG 753.15.pdf

2022-07-27T15:24:54Z

Kleins1:

Category:501 Concrete

2022-07-25T15:45:19Z

Kleins1: Updated per COCM Revision Req. #3478

[[image:501 concrete.jpg|right|525px]]
==501.1 Construction Inspection for Sec 501==
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right"
|-
|'''Water Reducer, PCCP'''
|-
|[http://library.modot.mo.gov/RDT/reports/Ri00001/RDT02001.pdf Report 2002]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri00001/Brief.htm Summary 2001]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri00001/ApendA2D.pdf Appendices 2001]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri00001/RDT01004.htm Report 2001]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri00001/RDT01004.pdf Full Report 2001]
|-
|'''Aggregate, Gradation Optimization'''
|-
|[http://library.modot.mo.gov/RDT/reports/Ri98035/RDT05001.pdf Report 2005]
|-
|'''Pavement, Precast Prestressed Concrete'''
|-
|[http://library.modot.mo.gov/RDT/reports/Ri03007/or08008.pdf Report 2007]
|-
|'''See also:''' [https://www.modot.org/research-publications Research Publications]
|}
===501.1.1 Material (Sec 501.2)===
[http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=8 Sec 501.2] of the Standard Specifications include specific requirements of material to be used. Plant inspectors are responsible to the resident engineer for verifying acceptability of all materials before they are incorporated into the work.

The proportioning plant inspector is responsible for inspecting control of materials and batching operations. The inspector's duties will start at the time materials are being stockpiled and will continue until final records for the project are complete. The inspector must be provided information about source and type of aggregates intended for use, and mix proportions. The inspector must be familiar with inspection procedures for determining moisture content, scale weights, and inspection of batching equipment, the performance of tests, and reports. The inspector should become familiar with the contents of manufacturer's brochures on the proposed batching equipment to understand its operation. The contractor will normally have this information.

The proportioning plant inspector must be certain that all materials have been properly
inspected and approved before permitting their use. Cement is normally accompanied by appropriate certification as described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Section 1019] of the Standard Specifications. Aggregate suppliers will be designated in AWP.

===501.1.2 District Option for QA Aggregate Acceptance (Sec 501.2.1)===

QA District Option for Non-Project Specific Plant Aggregate Sampling: all required QA tests will be performed on samples taken at the production plant at a minimum frequency of once every two calendar weeks, for any plant supplying material to a State contract. These test results will be recorded on one sample record which should be assigned to all contracts receiving material from the plant during the associated time period. Cognos Reports located in Public Folders > AASHTOWARE > Headquarters > Materials – Concrete and Cement should be used to track required testing along with District determined procedures and documentation. Regardless of the method, records must be generated and stored outlining successful completion of these requirements. This option shall not be used for material accepted on a Lot basis or for any material produced from a Central Mix plant supplying to a specific contract.

QC/QA Split samples – The District has the option to apply the same procedures and frequency stated above to QA split sample requirements relative to QC testing labs and the QA portion of the sample. The QA sample will be non-project specific and can be associated to any contract which received material represented by the split sample in the specific time period.

Ongoing adjustments to sampling and testing requirements on contracts associated to these samples will need to be made to remove unnecessary exceptions and requirements. A statement on the Materials Summary Cover letter documenting the use of this option should be made and should outline the changes in sample frequency requirements.

===501.1.3 Mix Design (Sec 501.3)===
The contractor shall design and submit all concrete mixes to district Materials for review
and approval. The mix shall be designed by absolute volume methods or an optimized mix
design. Optimized refers to a well graded combined aggregate gradation resulting in lower water
demand, improved workability, and improved finishing characteristics. If contractor elects to use an optimized mix, the mix design shall be submitted with the target gradation and allowable gradation range. Representative samples may need to be sent to Construction and Materials for laboratory testing.
[[image:501.1.1.jpg|right|325px]]

(Sec 501.3.2)

Optimized mix designs may have a reduction in cement of 0.5 sack per cubic yard from the table shown in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=8 Sec 501.3.6] of the Standard Specifications. If cement is reduced, the mixture may be subject to review and approval by the engineer.

===501.1.4 Sampling (Sec 501.4)===
Sampling of fresh concrete by these instructions will meet the requirements of [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=8 Section 501.4] of the Standard Specifications. Each sample should be large enough to permit completion of all necessary tests. Methods described should be tempered with judgment to assure that samples are as nearly as possible representative of the true nature and condition of the concrete sampled. For safety reasons, sampling should always be coordinated through contractor personnel.

====501.1.4.1 Pumping Concrete====
There has been discussion about the proper place to sample concrete
when it is being pumped. The following guidelines will assure uniformity of contract enforcement
statewide.

Ordinarily the most representative sample will be taken at the point of final discharge. For
safety reasons, however, it is not always practical to do so. When concrete is being pumped our
procedure has been to take samples at the truck chute. Usually there is no significant difference unless a new or reconditioned pump is being used, the concrete is being pumped a long distance or if there are high vertical drops in the line.

The first load should be checked at both points. The difference between the truck and the pump should be checked regularly, especially if there are significant changes in drop or distance, and certainly if a different pump is used.

Consider the change in air content when determining specification compliance. If you find that the air drops by 0.3%, subtract that from the reading at the truck. If you are on the low side at the truck the air should be adjusted accordingly. The correction factor from loss through
pumping would also apply to the slump. The reported slump and air content should be what is at
the point of placement.

The concrete truck boom shall be configured to minimize the free fall of concrete of the
point of discharge. This is to minimize segregation, and loss of air and slump.

====501.1.4.2 Sampling from Stationary Mixers Except Paving Mixers====
The sample is to be obtained by passing a receptacle completely through the discharge stream of the mixer at about the middle
of the batch, or by diverting the stream completely so that it discharges into a container. Do not restrict flow from the mixer in a way that can cause concrete to segregate. This method should be used for both tilting and non-tilting mixers.

====501.1.4.3 Sampling Central or Truck Mixed Concrete====
The entire sample for slump and air tests and for molding compressive strength specimens may be taken at one time, after approximately one cubic yard of concrete has been discharged. The sample shall be taken from at least 5 different
parts of the pile. Acceptability of concrete for slump and air content and, when applicable, for
strength requirements, will be determined by tests on these samples.

====501.1.4.4 Protection of sample====
After the sample has been obtained, it must be protected from direct sunlight and wind until it is used, which must not be more than 15 minutes after sampling. When the sample has been moved to the place where the test is to be made or specimens are to be molded it should be mixed with a shovel if necessary to assure uniformity of the mixed sample.
[[image:501.1.3.jpg|right|250px]]

====501.1.4.5 Compressive Strength====
Compressive tests are performed both in the field and in the laboratory on cylindrical specimens of concrete, 6 in. diameter and 12 in. tall (6x12) or 4 in. diameter and 8 in. tall (4x8). The Standard Specifications require use of compressive specimens for job control of concrete production.

All concrete for air and slump tests as well as preparation of the specimens should be secured from a single batch of concrete. Air and slump tests should always be made on samples of concrete used for preparation of compressive specimens.

Cylinder forms shall be filled with fresh concrete in accordance with the instructions provided by AASHTO T 23 (ASTM C 31). Care should be taken when placing the caps on the molds to avoid damage to the surface of the concrete. The lids should be kept on tight to prevent moisture loss.

=====501.1.4.5.1 Curing =====
Curing of compressive specimens will depend on whether they are for standard cure or field cure.

'''Standard Cure''' is used for the following purposes:
:1) Specified strength for 28-day testing
:2) Check of mixture proportions or design strength
:3) Quality control (i.e. monitoring mix variability)
:4) Maturity meter curve.

Standard curing involves two phases of curing: initial and final.

Each set of compressive test specimens for standard cure consists of two 6x12 cylinders or three 4x8 cylinders.

Standard Cure specimens shall be cured in accordance with AASHTO R100 (ASTM C31) for initial and final curing.

'''Standard Cure – Initial'''

If specimens cannot be molded at the place where they will receive initial curing, immediately after finishing move the specimens to an initial curing place for storage. Recommended method for initial curing is keeping the specimen in the plastic mold covered with a plastic lid or place in a damp sand pit for a maximum of 48 hours in a temperature range from 60° F to 80° F and an environment preventing moisture loss.

'''Standard Cure - Final'''

Upon completion of initial curing and within 30 minutes of removing the molds, cure specimens with free water maintained on their surfaces at all times at a temperature of 70° F to 77° F using water storage tanks or moisture room per AASHTO M201 (ASTM C511).

:<u>Storage Tanks</u>

:When water tanks are used for final curing the temperature shall be maintained at 70° F to 77° F. Method of recording temperature is required.

:<u>Transportation of Specimens</u>

:Specimens may be transported to the Central Laboratory for final curing. To transport, after the initial cure period, the specimen shall be removed from the mold and placed in a plastic bag to maintain free moisture during shipping. Specimens should not be transported to begin final cure until at least 8 hours after final set. During transporting, use suitable material to prevent damage from jarring and use suitable insulation material during cold weather.

:Show shipper's name and address on the outside of the box. The box comes with the address of Central Laboratory printed on the side and a preprinted form that provides basic information about the cylinders. If the box does not have the form preprinted, contact the Central Laboratory for copies of the self stick form. AASHTOWare Project Sample ID number should be written on the side of cylinders or cylinder molds.

:Necessary boxes, cardboard liners, polyethylene bags, wire ties and rolls of strapping tape are stock items available by requisition.

'''Field Curing'''

'''Field cure''' is used for the following purposes:
:1) Opening to traffic strength or staged construction
:2) Comparison with test results of standard cure to in place methods, such as maturity method verification
:3) Adequacy of curing and protection of concrete in the structure, such as cold weather placement
:4) Form removal.

Field curing shall be in accordance with AASHTO R100 (ASTM C 31). Store cylinders in or on the structure as near as practical to the represented concrete. Protect all surfaces of the cylinders from the elements and ensure a temperature and moisture environment similar to the formed work. To meet these conditions specimens made for the purpose of determining when a structure is capable of being put in service shall be removed from the molds at the time of removal of form work.

Compressive test specimens for field cures may consist of one or more sets for either 6x12 cylinders or 4x8 cylinders.

Specimens prepared to determine when forms may be removed will be cured as described above except for bridge decks or heated concrete.
:- Specimens representing bridge decks are to be cured in plastic molds on the deck under wet mats until the cylinders are to be broken or wet curing is discontinued. If cylinders remain after wet curing has ended, they shall remain in plastic molds under field conditions until they are to be broken.
:- Specimens representing heated concrete are to be left in the enclosure subject to the same protection as concrete they represent until they are to be broken. Cylinders should be in plastic molds and covered with wet burlap for 48 hours. Cylinders left after the heating period has ended shall remain in plastic molds under field conditions until they are to be broken.

Curing of bridge decks shall be in accordance with Standard Specification 704, wet curing shall be maintained for 7 days '''and''' until the concrete has reached a minimum of 3000 psi.

=====501.1.4.5.2 QC/QA Testing Requirements=====

'''Structures'''

A set of QA standard cure specimens shall be prepared and tested to verify the 28-day compressive strength of each mix design during initial production and for every 500 cubic yards thereafter or once for every project with less than 500 cubic yards. Any change in mix design shall also require standard cure verification. Verification of mix design by standard cure specimens may represent multiple concurrent projects using the same mix design. The MoDOT inspector should also prepare QA field cure specimens, for every 500 cubic yards or once for every project with less than 500 cubic yards, to verify the contractor field cure strength results.

QC field cure specimens shall be prepared for each structural pour and for every 100 cubic yards where it is necessary to control construction processes such as falsework or form removal, discontinuance of heating or wet curing, opening to traffic, and acceptance. The contractor may stop testing QC field cure specimens, representing a construction process, once the minimum strength requirement has been met. The contractor may cast as many specimens as desired to verify minimum strength. The contractor is not required to arbitrarily test at the completion of 28 days, if minimum strength has been met at an earlier time for a particular construction process.

'''Paving'''

A set of QA standard cure specimens shall be prepared and tested to verify the 28-day compressive strength of each mix design during initial production for any size paving project.

Both QC and QA field core specimens shall be used for acceptance of any paving project greater than 7500 sq. yd., except as noted for phased construction, below. Since these cores are used in QLA and PWL calculations to determine payment, they must be tested at 28 days. Cylinder specimens may be made at any time for informational purposes.

For paving projects with small quantities (< 7500 sq. yd.), or with larger quantities of phased construction exempted from QLA and PWL calculations, either a set of QC standard cure cylinder specimens or QC field core specimens shall be tested for compressive strength for every 2000 sq. yd. Testing of QC cores/cylinders may discontinue once opening strength and/or design strength has been achieved.

'''Section 608 Items'''

A set of QA standard cure specimens shall be prepared and tested to verify the 28-day compressive strength of each mix design during initial production for any size project with sidewalk, median, paved approaches, etc. Either a set of QA standard cure cylinder specimens or QA field core specimens shall be tested for compressive strength for every 500 cubic yards, or once for every project with less than 500 cubic yards to verify the contractor field cure strength results.

Either a set of QC standard cure cylinder specimens or QC field core specimens shall be tested for compressive strength for every 100 cu yd. Testing of QC cores/cylinders may discontinue once opening strength and/or design strength has been achieved.

'''Test Procedures'''

A calibrated testing machine must be used by a certified technician. The [[:Category:101 Standard Forms#Sample Record, General|AWP MA Sample Record, General]] must be completed documenting the testing. Testing is to be done in the hydraulically operated compressive testing machine. If there is doubt as to the 28-day strength of the cylinder, relative to the working capability of the available testing machine, send the cylinders to the Central Laboratory. All specimens are to be loaded to failure.

All cylinders are to be tested using a neoprene cap in a steel extrusion controller placed on each end of the cylinder. The neoprene caps have 6 1/8 in. diameters and are 1/2 in. thick. The caps are made from neoprene and no substitution of material or cap is to be made. A 50 durometer neoprene cap is used for concrete with a cement factor of less than 7.5 sacks per yard. Otherwise, a 60 durometer neoprene cap is used. The caps should be replaced if worn or after a maximum of 100 cylinder breaks.

The steel extrusion controller’s outside bearing surface is to be maintained free of gouges, dents or protrusions greater than 0.03125 in. or 0.0625 sq. in. surface area. The inside bearing surface is to be maintained to within 0.002 in. of plane.

Care should be taken when molding the specimen since irregularities can result in poor test results. Specimens should be tested using neoprene pads per ASTM C1231 or capped in accordance to AASHTO T231.

Projections on the ends of test specimens should not be higher than 0.20 inches, and corrected as necessary before testing.

Neither end of the concrete cylinder is to depart from perpendicularity to the axis of more than 0.5 degrees or 0.12” in 12”(0.08” in 8”). Neither end of the cylinder is to be marked by scratching in the date, cylinder number, etc. Cylinders not meeting these conditions shall not be tested unless the irregularity is first corrected.

Neither end of the cylinder is to be marked by scratching in the date, cylinder number, etc. Cylinders not meeting these conditions shall not be tested unless the irregularity is first corrected.

Neither end of the cylinder is to be marked by scratching in the date, cylinder number, etc. Cylinders not meeting these conditions shall not be tested unless the irregularity is first corrected.

A sufficient amount of ordinary corn starch is used to completely fill any void between the edge of the neoprene pad and the steel extrusion controller and to lubricate the face of the neoprene pad that contacts the concrete cylinder. In lieu of corn starch, Pledge spray wax has been used with good results.

The same surface of the neoprene cap is to bear on the concrete cylinder for all tests performed with that cap.

Place a steel extrusion controller containing a neoprene cap on the top and bottom surface of the concrete surface. As the upper bearing block is lowered, carefully align the cylinder's axis with the center of thrust of the upper block. The upper block should be carefully seated to obtain uniform bearing. No loose particles are allowed between the concrete cylinder and the neoprene caps or between the bearing surfaces of the extrusion controllers and the bearing surfaces of the test machine.

Concrete cylinders tested with neoprene caps rupture more intensely than comparable cylinders tested with sulfur-mortar caps. The test machine is to be equipped with a protective cage to protect the operator from flying fragments.

Once the cylinder is carefully seated, load shall be carefully and uniformly applied. The last half of the anticipated maximum load must be applied at a constant rate which falls within the range of 35 ± 7 (that is, 28 to 42) psi per second or between 352 and 528 pounds force per second for 4 in. diameter cylinders and between 792 and 1187 pounds force per second for 6 in. diameter cylinders on the gauge dial. The first half of load may be applied at a faster rate. Load is to be increased until the specimen fails. Needle travel or digital load readout will usually slow, or even stop, just before visible failure. The maximum distance of ram movement is 2 inches.

On digital readout machines, total load is captured automatically. On dial readout machines, although the red needle is supposed to indicate total load, it should be watched carefully to be sure it does not spring back at failure of the specimen. As soon as the specimen fails, the pressure should be released allowing the upper block to return to the unloaded position.

All test data shall be recorded in AASHTOWare Project. Results of the tests are to be reported to the nearest 10 psi.

===501.1.5 Consistency (Sec 501.5)===
Consistency (slump) of concrete should be determined each time an air-entrainment test is made. Other tests for consistency of concrete should be made as necessary to maintain proper control of the concrete. Placement of concrete should not be permitted until tests for both air entrainment and consistency have been made and results show that specification requirements have been met. When routine tests indicate a deviation from specifications for consistency, placementshould be suspended until adjustments have been made and additional tests completed which show concrete to be within specifications limits. Consistency tests are to be made according to the following instructions which will comply with the specification requirements pertaining to AASHTO designation T-119.

A considerable number of tests have been completed comparing results of testing air entrained concrete samples at the truck discharge point and the pump discharge point. The tests, with few exceptions, indicated that there are only minor variations in the results of the tests, with the tests from the pump discharge location usually slightly lower in air content and slump. If slump goes up drastically there probably would have to be a foreign liquid entering the system
from somewhere. A high slump above the 6 to 7 in. range normally indicates a risk of segregation. Timing in taking slump tests is important. The designated location for quality control sampling to determine air content and slump is the point of truck discharge. When any of the following conditions occur, it may be necessary to obtain a check sample at the point of pump discharge to assure that there is no significant variation in test results:

:1. When a new or reconditioned concrete pump is placed into operation.
:2. When there are any indications that a substantial change in air content or slump has occurred between the two points of discharge.

The mold for use in the performance of the slump test is available on requisition. It will be made of galvanized steel, not thinner than #16 gauge, and will have the shape of a frustum of a right circular cone with approximate inside diameters at the top of 4 in. and at the bottom of 8 in. Height will be approximately 12 in. The mold is satisfactory if the above dimensions are within 1/16 in. The mold will have foot pieces, and handles for moving mold at end of the test. A mold which clamps to a nonabsorbent base plate is acceptable.

The tamping rod which is used to consolidate the material in the cone shall be a round, straight, steel rod 5/8 inch in diameter, with one end rounded to a hemispherical tip. Length should be approximately 2 feet.

A sample of concrete from which consistency tests are to be made must be representative of the entire batch. Samples should be obtained in accordance with the method of sampling fresh concrete, [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=8 Section 501.4] of the Standard Specifications.

The mold, which must be clean, should be dampened and placed on a flat, moist, nonabsorbent rigid surface. Hold the mold firmly in place during filling, by standing on the foot pieces.

From the sample of concrete, fill the mold in three layers, each layer being approximately 1/3 the volume of the mold. One-third of the volume fills it to a depth of about 2-5/8 in., 2/3 of the volume fills it to a depth of about 6-l/8 in.

Rod each layer with 25 strokes of the tamping rod. Distribute strokes uniformly over entire cross section of the layer. For the bottom layer this will necessitate inclining the rod slightly and making approximately one-half of the strokes near the perimeter and then progressing with vertical strokes spiraling toward the center. Rod the bottom layer throughout its depth. The other two layers are to be rodded throughout their depth so that strokes just penetrate into the underlying layer approximately 1 inch.

In filling and rodding the top layer, heap concrete above the mold before rodding is started. If, during the rodding operation, concrete subsides below top of the mold, add additional concrete to keep an excess of concrete above top of the mold. After rodding has been completed, strike off the surface of concrete by means of a screeding and rolling motion of the tamping rod.

Immediately remove the mold from the concrete by carefully raising it in a vertical direction. This should be done in approximately 5 seconds by a steady upward lift, with no sideways or twisting motion being imparted to the concrete. The entire operation from start of filling through removal of mold should be carried out without interruption. It should be completed within an elapsed time of approximately 2 1/2 minutes.

Immediately measure slump determining the difference between height of the mold and height over the displaced original center of the top surface of the specimen. Slump is measured to the nearest 1/4 inch of subsidence below top of the mold.

A record of each slump test performed should be recorded in AWP.

===501.1.6 Measurement of Material (Sec 501.6)===
====501.1.6.1 Mass Determination (Sec 501.6.1)====
The plant inspector must assure that all equipment is of an approved design and that all
installations meet requirements of the specifications. There must be no attachments to scales or
weighing hoppers which might hamper free movement of any part of the weighing mechanism, or
cause inaccurate weighing during actual operation of the equipment.

====501.1.6.2 Mixing Water (Sec 501.6.2)====
Control of the amount of water added to the batch at the concrete mixer is a highly important
part of the proportioning process. This is true whether water is being added through a paving
mixer or is being added to central or truck mixed concrete at the plant. The inspector should be
acquainted with the mechanical operation and construction of the water system. All joints should
be water tight and all valves should close tightly. Leakage of water into the mixer before or after the measuring tank has been discharged should not be permitted.

====501.1.6.3 Scale Calibration (Sec 501.6.3)====
Scales may be calibrated in the following manner: Balance the scales accurately with no load. Use standard test weights for the test load. Test weights are suspended from the weighing hopper in such a manner that the test load is uniformly distributed. Load the scale, using combinations of weights totaling approximately 1000 pounds with test weights as required by [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=8 Sec 501] of the Standard Specifications, so that the added weights will produce a load that is a multiple of an increment on the scale indicator. Load the scales to approximately 75% of the working load. Then use combinations of weights, totaling not more than 150 pounds, for the remainder of the test. Record scale readings for each increment of test weight. When the maximum number of standard weights has been placed on the scale equal to an increment on the scale indicator and weight recorded, remove weights and draw a quantity of aggregate equal to the test load from the bins in the weighing hopper. Apply standard weights again, and repeat this procedure until each scale has been calibrated to a load approximately 5% greater than the maximum working load.

Calibration of scales on concrete proportioning plants other than PCC pavement plants vary as follows:
:Scale should be loaded in approximately 1000 pound increments (depending on number of standard 50 pound test weights required) so that the added weights will produce a load that is a multiple of an increment on the scale indicator. Load the scale to within approximately 250 pounds of each working load, and then by not more than 150 pound increments to approximately 250 pounds beyond each working load. Included in this range would be working loads for each batch size commonly used for each aggregate, when more than one aggregate is weighed on the same scale, such as dial scales.

PCC pavement plants should be calibrated before actual proportioning starts from any new plant set up. Scale verification by the contractor or producer shall occur six months after the last plant calibration.

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

Check sensitivity of the scale during the calibration test by applying a small weight and observing movement of the indicator. For aggregate scales, this weight should be 5 pounds and for cement scales, 2 pounds or less. In any case, the sensitivity weight should not be greater than 0.1% of the nominal capacity of the scale. Movement on the indicator should be sufficient to indicate that the scale is out of balance.

Check the balance of each scale assembly with all weigh beams in the system free and the weight indicator counterweights moved to zero.

The inspector should check scales for balance and sensitivity of each scale assembly at random at least twice each day. These checks should be noted in the diary.

Verification of weighing equipment will consist of balancing the scales and then loading the scale to approximately 250 pounds below the scale setting, then adding approximately 500 pounds of standard test weight in not more than 150 pound increments to bring the scale to approximately 250 pounds over the scale setting.

These weight intervals for calibration, verification, balance and sensitivity are considered to be the maximum. If difficulty is encountered with the batching operation or if any of the aforementioned checks indicate excessive deviations, the plant should be recalibrated to ensure compliance.

[http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=8 Sec 502.4.5] of the Standard Specifications sets out certain conditions under which automatic batching equipment must be furnished. In addition to calibration procedures, automatic equipment must be checked for compliance with requirements of Sec 502.4.5 of the Standard Specifications. It is particularly important to ascertain that the discharge
mechanism will not operate when ingredients have not been weighed within specified tolerances.

This check can be made by adding or removing a weight slightly greater than the permissible
tolerance to see if the discharge mechanism locks and appropriate warning is given, such as
a light buzzer.

In the case of a breakdown in equipment which requires a shift to manual operation, the time of breakdown should be noted in the inspector's diary. The contractor should be promptly advised of the limitation for manual batching.

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

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

'''Admixture Dispensers.''' All measuring devices for dispensing of admixtures should also be carefully checked. The admixture dispensers shall be calibrated by a commercial scale company,
the admixture company or the concrete plant company. Admixture dispensers are usually checked by causing the dispenser to discharge into a graduate where the quantity may be accurately
measured. Repeated measurements should establish that the dispenser will operate within
tolerances permitted by the Standard Specifications. Results of all calibrations, verifications, and sensitivity checks should be made a part of the permanent records. Whenever the admixture dispenser is in question, the inspector has the authority to verify the dispenser.

===501.1.7 Central and Truck Mixed Concrete (Sec 501.8)===
====501.1.7.1 Equipment (Sec 501.8.1)====
Central Mix Concrete is to be transported to point of delivery according to Sec 501.8 of
the Standard Specifications.

====501.1.7.2 Central Mixing (Sec 501.8.2)====
Mixing time for a central mixing plant may be adjusted as set out in ASTM C-94 or by the
Standard Specifications serving as the controlling test. The procedure is outlined below, or at the contractor's option the test may exactly follow ASTM C-94.

'''Test for Uniformity of Concrete'''

'''General.''' This test is used as the basis for determining whether mixing time may be reduced for central mixed concrete as provided by [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=8 Sec 501.8.2]. The variation within a batch as permitted and listed in the following table shall be represented by the difference, for each property listed, between the highest and lowest values obtained from the different portions of the same batch. The comparison is to be made between two individual samples taken after discharge of approximately 15% and 85% of the same batch within an elapsed time of not more than 15 minutes. Tests are performed by the contractor in the presence of project personnel.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|-
! Colspan="4" style="background:#BEBEBE"|Requirements for Uniformity of Concrete
|-
!style="background:#BEBEBE"|Item||style="background:#BEBEBE"|Test||style="background:#BEBEBE"|Requirement, expressed as maximum permissible difference in results of tests of samples taken from two locations in the concrete batch
|-
|1.||Weight per cubic foot calculated to an air-free basis||1.0 lb.
|-
|2.||Air content, percent by volume percent of concrete||1.0
|-
|3.||Slump||1.0 in.
|-
|4.||Coarse aggregate content, portion by weight of each sample retained on No. 4 sieve||6.0%
|-
|5.||Unit weight of air-free mortar based on average for all comparative samples tested||1.6%
|-
|6.||Average compressive strength at 7 days for each sample, based on average strength of all comparative test specimens||7.5%
|}

A general guide to the frequency for uniform tests is for a test to be conducted for initial production of each construction season. If a plant was producing a uniform product at the end of the previous season, the contractor may proceed with normal operations while the tests are being performed. Uniformity tests should be repeated any time appearance for the mix indicates some change or after charging procedures have been altered from those used during the previous test and production. Uniformity test results indicating compliance are to be in the project file prior to production. The test results for that test conducted at the beginning of the construction season are to be sent to the district office and forwarded to the Division of Construction and Materials. This record will be made available, upon request, when the plant is subsequently relocated within the same construction season. Results should show contractor, project, location, type materials, type plant, batching sequence, batch size and results of the various test requirements.

It is necessary to establish uniformity at each batch size furnished, however, a practical way of doing this is to perform the tests on the smallest and largest batch size the contractor proposes to furnish. The largest batch tested is never to exceed the manufacturer's rated mixing capacity. The smallest size batch tested must be of a size that a will allow uniform addition of all components, especially air-entraining agent and water, uising the same sequence and discharge times as larger batches. It will be the inspector's responsibility to determine whether all of the mix components can be uniformly and continuously batched at that batch size, with that plant.

'''Test Procedure.''' The procedure for uniformity testing is found in [[106.3.2.82 TM-82, Concrete Uniformity|MoDOT TM-82]].

'''Multiple Drums.''' For plants having more than one mixer drum, the prescibed tests may be performed on only one drum if the drums are made by the same manufacturer, are of the same size and are in comparable condition as to wear of blades, etc.

'''Application of Results.''' Mix time may be reduced as permitted by the contract provisions if 5 of the 6 items tested for uniformity are within the limits shown above; however, the minimum mixing time shall be 60 seconds.

====501.1.7.3 Truck Mixing (Sec 501.8.3)====
When truck mixed concrete is used, the following additional items should be checked by the Q.A. inspector.
:a. Mixes must be of an approved type and must be in a condition to produce uniform and well mixed concrete.
:b. Rating plates must provide all information required by [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=8 Sec 501.8.5] of the Standard Specifications.
:c. Water measuring devices should be calibrated for accuracy within limits set by [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=8 Sec 501.6.2] of the Standard Specifications.
:d. Drums should be checked for excessively worn blades and for hardened concrete.
:e. Drum or blade speed should be checked to determine that it is within limits of the manufacturer's recommendation.
:f. Mixing time is controlled by a specified number of revolutions at a specified speed.

===501.1.8 Volumetric Batched and Continuous Mixed Concrete (Sec 501.9)===
Upon written request by the contractor, the engineer may approve the use of concrete proportioned by volume. If concrete is proportioned by volume, all requirements of the Standard
Specifications shall apply. The resident engineer and inspector should thoroughly familiarize
themselves with the specification requirements of volumetric batched and continuous mixed concrete.

====501.1.8.1 Calibration (Sec 501.9.3)====
The following is to establish a procedure for calibrating units used for volumetric proportioning of low slump concrete, latex modified concrete and other concrete pours, except bridge decks, when approved by the Engineer.

:Equipment:
:a. Stop watch reading to 0.1 second.
:b. Scales, minimum capacity of 200 lbs. and accurate to within 0.5% of the test load.
:c. A suitable container for test sample. (The bottom 1/4 of a 55 gallon barrel is satisfactory).
:d. 250 and 1000 milliliter graduated cylinders.

Before calibrating the unit, the inspector should become familiar with the general operation,
controls, storage compartments, etc. of the volumetric proportioning unit. Proportioning tolerances and proportioning devices such as counter, flow meter, and calibrated gate openings shall be in accordance with Job Special Provision "Portland Cement Concrete Volumetric Batching and Continuous Mixing". The cement discharge rate for any unit is constant when operated in a given gear. For those units equipped with a range of gears on the cement feeder, the operator should be consulted as to what gear the unit will be operated in during the pour. Calibration shall be in that gear in which the concrete mix is to be produced. Mechanically driven units are equipped with tachometers and these units must be calibrated and operated under load at the RPM reading specified by the manufacturer within a tolerance of 50 RPM. On the all hydraulic proportioning units, it is only necessary to advance the throttle until it is against the preset stop. It is important to remember that calibration data obtained for one unit cannot be used on any other unit.

Calibration of all proportioning devices shall be on a weight basis with the exception of the admixture flow meters which may be calibrated on either a weight or a volume basis.

The first step in calibrating a volumetric proportioning unit is to determine the exact cement meter count and the corresponding time in seconds, to 0.1 second, for the discharge of one sack or 94 lbs. of cement. Both aggregate bins should be empty and the main conveyor belt should be clean. Check to ensure that all bin vibrators and the cement bin aeration system are functioning properly. Set throttle to hold the specified RPM reading on mechanical drive units or advance throttle to the preset stop on hydraulic drive units. Discharge enough cement to ensure that the main conveyor belt is fully primed and then reset the cement meter so it reads zero. Discharge approximately 100 pounds of cement into a clean, tared container. Carefully time the run by starting and stopping the stop watch at exactly the same time that the main clutch is engaged and disengaged. Record the actual weight of cement discharged, the cement meter count and the time to the nearest 0.1 second. A minimum of six test runs shall be made. Divide the total meter counts for the six test runs by the total weight of cement discharged and multiply this factor by 94 (the weight of one sack of cement) to determine the meter count to discharge one sack of cement. Likewise, divide the total number of seconds for the six test runs by the total weight of cement discharged and multiply this factor by 94 to determine the time, to the nearest 0.1 second, to discharge one sack of cement.

Calibration procedures and calculations for both fine and coarse aggregate are the same. Because the gates on the fine and coarse aggregate bins of a volumetric proportioning unit do not completely close, only one of these materials can be charged into the mixer at any one time during calibration. Assuming that fine aggregate bin is to be calibrated first, fill it at least two-thirds full with sand and make sure the coarse aggregate bin is empty. Check to ensure that all bin vibrators are functioning properly and that the Cement Meter-Feeder clutch is disengaged to prevent cement discharge while calibrating the aggregate bins. The operator should set the sand gate control at the approximate setting for the weight desired based on previous experience. Set the throttle as noted above. Discharge and waste enough fine aggregate to ensure that the main conveyor belt is fully primed. Discharge approximately 150 to 200 pounds of fine aggregate into a clean, tared container. Carefully time the run by starting and stopping the stop watch exactly when the main clutch is engaged and disengaged. Record the weight of fine aggregate and the actual time to the nearest 0.1 second. Using these two figures and the time determined above, set up a direct proportion to calculate the amount of fine aggregate delivered in the exact length of time it takes to deliver 94 pounds of cement. If the actual quantity delivered is not within the allowable tolerance of the quantity required, adjust the gate control as needed and repeat the above procedure. Several trial runs may be necessary to obtain the correct gate setting. Once this gate setting has been established, at least three runs should be made to verify that it is correct. Empty the fine aggregate bin, charge the coarse aggregate bin and follow the same procedure as above to determine the coarse aggregate gate setting. If several mixes will be used from the same proportioning unit, coarse and fine aggregate bin curves may be plotted using three or more gate settings. The curves should cover the full range of aggregate flow rates anticipated and should be verified within the appropriate tolerances.

When admixtures are used the dispensers on the volumetric proportioning unit shall be calibrated. Calibration may be on either a weight or a volume basis. Dilution of admixtures is
usually necessary in order that accurately measurable quantities can be dispensed through the
flow meters. Set the throttle as noted above. Set the flow meter at a given point and discharge a sufficient amount of solution into a clean container to obtain an accurate measurement or weight. Carefully time the run to the nearest 0.1 second. Record the quantity of solution delivered and the time. Using these two figures and the time determined above, set up a direct proportion to calculate the amount of solution delivered in the exact length of time it takes to deliver 94 pounds of cement. Repeat the above procedure at least two more times at the same setting and average the results. In the same manner, determine the flow rate at two more points and plot a curve of meter setting vs. flow rate. Verify the curve at a point near where it is anticipated the flow meter will be set during mix production.

The rate of flow through the water flow meter should be determined and a calibration curve plotted as follows: Set the throttle as above. Set the flow meter at a given point and discharge
a sufficient quantity of water into a clean, tared container to obtain an accurate weight.
Carefully time the run to the nearest 0.1 second. Record the quantity of water delivered and the
time. Using these two figures and the time determined above, set up a direct proportion to calculate the amount of water delivered in the exact length of time it takes to deliver 94 pounds of cement. Repeat the above procedure at least two more times at the same setting and average the results. In the same manner determine the flow rate at two more points and plot a curve of meter setting vs. flow rate. Verify the curve at a point near where it is anticipated the flow meter will be set during mix production. When determining the meter setting for actual mix production, the amount of water in the admixture solutions as well as moisture in the aggregates must be taken into consideration and subtracted from the design gallons of water per sack of cement.

====501.1.8.2 Verification (Sec 501.9.4)====
Proportioning devices shall be verified by running the one-quarter cubic yard test in accordance
with the Job Special provisions. Adjust the mix conveyor so that it is at an angle of about 20 degrees. Set the throttle as noted in [[#501.1.7.1 Calibration (Sec 501.9.3)|Calibration]]. With all controls set for the designated mix, discharge enough mixed material to ensure that the entire length of the mix conveyor contains properly proportioned concrete and then stop the mixing action. Immediately reset the cement meter to zero and swing end of the mix conveyor over the one-quarter cubic yard container (36 in. x 36 in. x 9 in.). Activate the mixer and discharge mixed material into the container until the cement meter count shown that the quantity of cement for one-quarter cubic yard of concrete has been dispensed. Screed the concrete level. Mixes with very low slumps may require vibration. A tolerance of +1/8 inch from the top of the container will be permitted.

===501.1.9 Air-Entrained Concrete (Sec 501.10)===
<center>'''Air entrainment tests by the pressure method'''</center>

Test methods outlined in the following paragraphs were derived from AASHTO T-152 to provide a basis for determining air content of freshly mixed concrete. Principles involved are based on the fact that air is the only compressible component in freshly mixed concrete. Operation of testing equipment is to be in accordance with the manufacturer's instructions.

The pressure method of determining air entrainment is to be used for concrete intended for both structures and pavement, with the exception of lightweight concrete. Porosity of lightweight aggregates introduces errors into results which make other procedures necessary.

Air test are to be made at the beginning of each pour on structures and for each 100 cubic
yards thereafter.

Equipment used to determine the air content of concrete shall meet the requirements of AASHTO T-152. All types of apparatus used for determining air content by the pressure method have several features in common:

:(a) A measuring bowl which is sufficiently rigid to make a pressure tight container of accurate volume and which is suitable to hold a representative sample of the concrete to be tested.

:(b) A cover which is designed to be attached to the measuring bowl in a way which produces a rigid, pressure-tight assembly.

:(c) Means of applying a known pressure to the system, and for observing its effect on the volume of the sample.

:(d) Appropriate tools for placing and consolidating the sample and using the apparatus. A tampering rod 5/8 inch in diameter with a hemispherical tip is furnished for compacting concrete. This rod should be approximately 2 feet in length. A mallet with a rubber or rawhide head weighing approximately 1/2 lb. is furnished for tapping the measuring bowl during the testing process. Other accessories such as a trowel, strike-off bar, funnel, and water measure are part of the set.
<div id="The following procedures for calibration"></div>

The following procedures for calibration of the apparatus, determination of air content of concrete, and calculations of results will be given in general terms since minor changes are necessary for different types of apparatus. However, the intent will serve as a guide to exact procedures to be used if equipment furnished is slightly different.

[[#Determination of Aggregate Correction Factor.|Aggregate correction factors]] shall be made available by the district to the Central Laboratory when coarse aggregate samples are submitted for AASHTO T161 testing.

====501.1.9.1 Calibration====

'''Protex Meter.''' Calibration of pressure-type apparatus is affected by changes in barometric
pressure such as those caused by changes of temperature and humidity, and by rough handling.
Steps (a) through (e) normally need be made only at time of initial calibration, and occasionally there after to check the stability of volume for the calibration cylinder and measuring bowl. Step (f) must be made as frequently as necessary to ensure that proper gauge pressure is being used in tests for air content of concrete.

:(a) Calibration of the calibration cylinder. Accurately determine weight of water, w, in grams required to fill the calibration cylinder, using a scale sensitive to 0.5 gram.

:(b) Calibration of measuring bowl. Determine weight of water, W, (in pounds) required to fill the measuring bowl. Use a scale sensitive to 0.1 percent of the weight of the bowl filled with water. Slide a glass plate carefully over the flange of the bowl in a way to ensure that the bowl is completely filled with water. A thin film of cup grease smeared on the flange of the bowl will make a water tight joint between the glass plate and top of the bowl.

:(c) Determination of Constant, R. The constant, R, represents the volume of the calibration cylinder expressed as a percentage of the volume of the measuring bowl. Calculate R by the following equation:

::<math>R=\frac{0.2205w(grams)}{W(pounds)}</math>

:If scales of adequate capacity are available and the inspector so desires, W may be determined in grams. If that is done the equation reduces to:

::<math>R=\frac{w(grams)}{W(grams)}</math>

:(d) Determination of expansion factor, D. Determine the expansion factor, D, for any given apparatus assembly by filling the apparatus with water only. Make certain that all entrapped air has been removed and the water level is exactly on the zero mark. Apply an air pressure approximately equal to the operating pressure, P, determined by the calibration test described in (f). The amount the water column lowers will be the equivalent expansion factor, D, for that particular apparatus and pressure. For this portion of the calibration, it will be satisfactory to use an approximate value for P. This is determined by making a preliminary calibration test as described in (f), except that an approximate value for calibration factor, K, will be used. For this test, K, will be approximate, because the factor, D, as yet unknown, is assumed to be zero. See (e).

:(e) Determination of calibration factor, K. The calibration factor, K, is the amount the water column must be depressed during the calibration procedure to obtain the gauge pressure required, so that graduations on the glass tube correspond directly to the percentage of air introduced into the measuring bowl by the calibration cylinder when the bowl is level full of water. Calculate K as follows:

::'''<math>K=0.98R+D</math>'''

:(f) Calibration test to determine operating pressure, P, on pressure gauge. If the rim of the calibration cylinder contains no recesses or projections, fit it with three or more spacers equally spaced around the circumference. Invert cylinder and place it at the center of the dry bottom of the measuring bowl. The spacers provide opening for flow of water into the calibration cylinder when pressure is applied. Secure the inverted cylinder against displacement and carefully lower the conical cover into place and clamp. After cover is clamped in place, carefully adjust the apparatus assembly to a true vertical position. Add water at air temperature by means of the tube and funnel until water rises above the zero mark in the standpipe. Close vent and pump air into the apparatus to the approximate operating pressure. Incline the assembly about 30 degrees from vertical, and using bottom of the bowl as a pivot, describe several complete circles with the upper end of the standpipe. Simultaneously, tap over and sides of the bowl lightly to remove any entrapped air which might be adhering to inner surfaces of the apparatus. Return the apparatus to a vertical position, gradually release pressure to avoid loss of air (from the calibration cylinder), and open vent. Bring water level exactly to the zero mark by bleeding water through the petcock in the top of the conical cover. When the zero mark has been reached, close vent and then apply pressure until the water level has dropped an amount equivalent to about 0.1 to 0.2 percent of air more than the value of the calibration factor, K, determined as described in (e). To relieve local restraints lightly tap sides of the bowl. When the water level is exactly at the value of calibration factor, K, read the pressure, P, indicated by the gauge and record to the nearest 0.1 psi. Gradually release pressure and open vent to determine whether the water level returns to the zero mark when sides of the bowl are tapped lightly. Failure to do so indicates loss of air from the calibration cylinder or loss of water due to a leak in the assembly. If the water level fails to return to within 0.05% air of the zero mark and no leakage beyond a few drops of water is found, some air probably was lost from the calibration cylinder. In this case, repeat the entire calibration procedure, step by step. If leakage is more than a few drops of water, tighten the leaking joint before repeating the calibration procedure. Check the indicated pressure reading promptly by bringing the water level exactly to the zero mark, closing vent, and applying the pressure, P, just determined. Tap gauge lightly with a finger. When gauge indicates the exact pressure, P, water column should read the value of the calibration factor K, used in the first pressure application. The reading should be within about 0.5 percent of air.

'''Soiltest Meter''' The easiest method of calibrating the Soiltest Air Meter is by using the calibration block.

'''Note:''' Use the 5% block only for checking in-between annual calibrations. The 5% block must be calibrated alongside the yearly calibration of the air-pot to note any offsets.

:a. Fill the material container with water.
:b. Place the 5 percent calibration block in the material container.
:c. Place and clamp lid onto the container, run air test as you normally would for concrete.
:d. If the gauge hand indicates 5 percent air (± any calibrated offset), the equipment is properly calibrated.
:e. If the gauge hand indicates air content other than 5 percent, adjust the initial starting point (the yellow needle) and run through the test again. This may be done a few times until the gauge is properly calibrated.
<div id="Determination of Aggregate Correction Factor."></div>

'''Determination of Aggregate Correction Factor.''' Determine the aggregate correction factor on a combined sample of fine and coarse aggregate by the methods outlined in the following paragraphs:

Calculate weights of fine and coarse aggregate present in the volume, S, of the sample of
fresh concrete whose air content is to be determined as follows:

::<math>F_s=\frac{S \times F_b}{B}</math>

::<math>C_s=\frac{S \times C_b}{B}</math>

:Where:
:F<sub>s</sub> = weight of fine aggregate in concrete sample under test, in lbs.
:S = volume of concrete sample (Same as volume of measuring bowl of apparatus), in cubic feet.
:B = volume of concrete produced per batch, in cubic feet.
:F<sub>b</sub> = total weight of fine aggregate in batch, in lbs.
:C<sub>s</sub> = weight of coarse aggregate in concrete sample under test, in lbs., and
:C<sub>b</sub> = total weight of coarse aggregate in batch, in lbs.

Mix representative samples of fine aggregate of weight, F<sub>s</sub>, and coarse aggregate of weight, C, and place in the measuring bowl which has been previously filled 1/3 full of water. Add mixed aggregate a little at a time until all of the aggregate is inundated. Add each scoopful in a manner that will entrap as little air as possible. Promptly remove accumulations of foam. Tap sides of the bowl and lightly rod the upper inch of the aggregate about 10 times. Stir after each addition of mixed aggregate to eliminate entrapped air.

When all of the aggregate has been placed in the bowl and inundated for at least 5 minutes, strike off all foam and excess water, and thoroughly clean flanges of both the bowl and conical
cover so that when the cover is clamped in place, a pressure tight seal will be obtained. Complete test as described below. The aggregate correction factor, G, is equal to h1-h2, as determined in the tests on the aggregate. The factor will normally remain fairly constant for any given aggregates but since different aggregates will have different factors, a new factor must be determined for each source.

====501.1.9.2 Procedure for Determining Air Content of Concrete====
With the Protex Meter, place a representative sample of concrete in the measuring bowl in three equal layers. Consolidate each layer by rodding, and by tapping the bowl. When concrete is placed, consolidate each layer of concrete with 25 strokes of the tamping rod, evenly distributed over the cross section. Follow the rodding of each layer by tapping sides of the bowl with the mallet, until cavities left by rodding are leveled out and no large bubbles of air appear on the surface of the rodded layer. When rodding the first layer, rod should not strike bottom of the bowl. In rodding the second and final layers, use only enough force to cause the rod to penetrate the surface of the previous layer. Slightly overfill the bowl with the third layer. After rodding, remove excess concrete by sliding the strike off bar across the top flange with a sawing motion, until the bowl is just level full.

Thoroughly clean flanges of the bowl and conical cover so that when the cover is clamped in place, a pressure-tight seal will be obtained. Assemble the apparatus and add water over the
concrete by means of the tube. Water should be added until it rises to about the half way mark in the standpipe. Incline the apparatus assembly about 30 degrees from vertical, using bottom of the bowl as a pivot. Describe several complete circles with the upper end of the column, simultaneously tapping the conical cover lightly to remove any entrapped air bubbles above the concrete sample. Return the apparatus assembly to its vertical position. Fill the water column lightly above the zero mark, while lightly tapping sides of the bowl. Foam on the surface of the water column may be removed with a syringe or with spray of alcohol to provide a clear meniscus. Bring the water level to the zero mark of the graduated tube before closing vent at top of the water column.

Apply slightly more than the desired test pressure, P (about 0.2 psi more), to the concrete by means of the hand pump. To relieve local restraints, tap sides of the measure. When the pressure
gauge indicates exact test pressure, P (as determined in accordance with instructions for the
calibration test), read the water level, h1, and record to the nearest division or half division (0.10 or 0.05% air content) on the graduated bore tube or gauge glass of the standpipe. For extremely harsh mixes, it may be necessary to tap the bowl vigorously until further tapping produces no change in indicated air content. Gradually release air pressure to vent at the top of the water column, and tap sides of the bowl lightly for about 1 minute. Record the water level, h2, to the nearest division or half division. The apparent air content, A1, is equal to h1-h2.

Repeat the steps described in Section 501.16.4.3.3.2 without adding water to reestablish the water level at the zero mark. The two consecutive determinations of apparent air content should check within 0.2% of the air. Use the average to get the value, A1, to be used in calculating
the air content, A, in accordance with Section 501.16.4.4.

'''CALCULATION.''' Calculate the air content of the concrete as follows:

::A = A1 – G

:Where:
:A = Air content percentage, by volume of concrete.
:A1 = Apparent air content percentage, by volume of concrete.
:G = Aggregate correction factor percentage, by volume.

Concrete placement shall be halted if results of tests for entrained air indicate non-compliance
with specification requirements.

Data for tests for air entrainment should be entered directly in a bound field book by the inspector. The aggregate correction factor should be determined at start of the work for each mix and complete data and calculations entered in the field book. Each test for determination of operating pressure, P, must also be entered.

In the record of test for air entrainment the aggregate correction factor and operating pressure
used should be identified with the test from which they were determined. This can be done by reference to book and page number on which the test is recorded.

===501.1.10 2AA Sheet For Concrete Pavement===
====501.1.10.1 General====
The 2AA Sheet is a summary and graphic record of the design, typical section, materials, and methods used in the construction of the base, surfacing, and shoulders of a portland cement concrete paving project. It will include data on the throughway at all interchanges and underpasses. It is not necessary to prepare a 2AA Sheet for pavement in traffic interchanges or underpasses constructed in isolated sections 750 feet or less in length or isolated areas within the primary travelway of 1000 S.Y or less. The blank 2AA Sheet can be located on Micro Station Directory. t:\standard\wsmod\design\seed_i\i_2aa-2d.dgn

Information provided on this sheet is valuable for future investigations and often is not available from any other source. Information on the paving work is to be recorded by daily entries made by the plant inspector on a 2AA Sheet, kept as a work sheet in the laboratory during the paving. This requires close liaison between the plant inspector and the field inspection force. If the slab inspector notes any changes in construction details or other data of the type required on the 2AA Sheet, the slab inspector should immediately notify the plant inspector of the change and the station where it occurred. The plant inspector should promptly plot it on the 2AA work sheet. Inspectors on base and shoulder construction should provide data in a like manner so that a complete, accurate record can be kept up-to-date.

The resident engineer is responsible for assuring proper cooperation of personnel to carry out the task of meeting this responsibility.

The District Construction and Materials Engineer will be responsible for the accuracy of entries regarding materials, proportions, design and certain other information. Upon completion of each 2AA Sheet it should be promptly submitted to the District Construction and Materials Engineer for approval. When the District Construction and Materials Engineer has approved the 2AA Sheet, it will be sent promptly to the Division of Construction and Materials.

====501.1.10.2 Preparation====
While working on the 2AA Sheet in the field, care should be taken to ensure accuracy and sufficient legibility to permit preparation of the finished sheet by the Division of Construction and Materials for a permanent record. The resident engineer is relieved of the work of drafting the finished 2AA Sheet but is responsible for seeing that the work sheet is properly prepared. Use of an H pencil will often eliminate the need for further work before printing.

The sheet is to be prepared by entering to scale the stationing of the project, including all exceptions and equations, on the proper line near the top of the chart. A scale of 1 in. equals 1000 ft. is recommended for projects over 13,500 ft. in length. For shorter projects or more detailed work a larger scale may be used to advantage.

Appropriate data should be entered opposite the proper heading listed on the left. A short vertical line should be used to indicate a change. Horizontal lines should be drawn to show clearly the limits of a particular material, design or method. Stationing of changes should be plotted and recorded on the graphs. To identify a specific design the number of the standard drawing, along with the latest revision date on it, is to be shown. When alternate types of a design are shown on the same standard drawing or special sheet, it is essential to note the type designation of the alternate actually used, as well as the drawing number. If a standard drawing has been modified for a specific project, it becomes a special sheet in the plans and is identified by its special sheet number.

The name or designation of an item should be shown. If space is insufficient it may be necessary to use footnotes and legends, especially in case of special procedures or unusual conditions. If the entry opposite any heading should be "None", show this on the left outside the graph.

====501.1.10.3 Required Information====
Although the information required is generally self-explanatory, a brief comment will be made on some items:

:'''Contractor.''' This is the prime contractor.
:'''Paved by.''' The name of the organization which did the actual paving.
:'''Equipment.''' List all major machinery and tools that may affect the quality of the base, surfacing, and shoulders. Do not list such items as cranes, bulldozers, storage tanks, concrete saws, and the like.
:'''Type of Construction.''' Give a brief description of the class of work. If grading and/or bridges are included in the contract, indicate this fact.
:'''Total Length.''' Show the length of the project to the nearest 0.0001 mile.
:'''Exceptions.''' Show all exceptions listed on the 2A Sheet. Also show the location and lengths of the portions of the project where concrete pavement was not built.
:'''Equations.''' Show all equations listed on the 2A Sheet.
:'''Location of Project.''' Briefly describe the project location by reference to landmarks such as towns, rivers, route intersections, etc.
:'''Date of Construction.''' These dates should cover the actual period of paving operations.
:'''Daily Temperature.''' The minimum and maximum daily temperatures should be shown for the period representing each day's run.
:'''Typical Section.'''
:'''Graded Earth.''' The roadbed widths and the standard drawing numbers should be shown when grading and paving are parts of the same contract. So state, if grading was done under a previous contract.
:'''Pavement.''' Give the pavement dimensions. Draw a sketch in the lower right portion of the 2AA Sheet showing the typical section of the base, pavement and shoulders.
:'''Materials.'''
:'''Coarse Aggregate.''' Show the source, including the location of the plant and name of producer. If there is not enough space on the graph, use a key at the bottom of the sheet.
:'''Fine Aggregate.''' Show the information in the same way used for the coarse aggregate.
:'''Cement.''' Show the brand of cement used, the name of the manufacturer and the location of the plant. Note whether sack or bulk cement was used.
:'''Admixture.''' Show the type and proportions of any admixture used. Note if none was used.
:'''Proportions.''' Show the mix proportions, such as 1:1.62:3.30.
:'''Mixing Water.''' Show the daily average of gallons of water per sack of cement. If unusual conditions cause wide variation show the range.
:'''Air Entrained Concrete.''' Show the daily average air content of the mix and the name of the air-entraining agent used.
:'''Distributed Reinforcement.''' This term refers to wire fabric and bar mat. Show the design number, type, and length of sheets. If the pavement is non-reinforced so note.
:'''Joints.'''
:'''Expansion.''' These are usually used only at bridge ends and at intersections so the type of joint and general location will suffice. If expansion joints are used at other locations, the type, spacing and design standard number should be shown.
:'''Contraction.''' Show the standard number of type of joint and load transfer units.
:'''Longitudinal.''' Show standard numbers and type. If the longitudinal joint is located other than at centerline, it should be noted.
:'''Construction.''' Show standard number and type.
:'''Surface Texture.''' List type of texture provided.
::1. List station limits of any texture loss due to rain, etc.
::2. If surface is retextured show limits of retextured area and method used.*
::3. If more than one method of surface texturing is used note this fact under remarks and list limits for each method.
:::*Item 3. does not apply to areas of bump removal but only to areas where retexturing is performed as a result of loss of original texture due to rain, etc.
:'''Curing Method.''' Show the method of curing, the rate of application and the brand name of the material used if applicable.
:'''Drainage Structures.''' Show only the types used. It is not necessary to show the several sizes and locations of culverts. However, the type, length, and location for each underdrain should be shown.
:'''Guard Rail.''' Show only the Standard Drawing Number.
:'''Special Materials.''' Show if any special materials were used, special procedures followed, or unusual conditions encountered. Give station limits. Use footnotes if space is insufficient.
:'''Subgrade.''' These entries refer to the soil on which the base or subbase is laid. Any variations should be located on the graphic record.
:'''Method of Compacting Embankments.''' Indicate the thickness of lifts, type of compacting equipment, any special processing required, etc. Note location of any variations.
:'''Treatment.''' Indicate the degree of moisture and density control, the station limits of any undergrading and backfilling performed or select subgrade material used. Show the limits of any chemical or bituminous subgrade modification.
:'''Condition.''' Describe condition of subgrade or soil condition at time of placing base by such terms as: firm, soft, muddy, dry, rutted, etc. Note location of any change in subgrade condition.
:'''Soil Type.''' Show the soil type and range in Group Index number from the soil survey.
:'''Granular Base.''' This refers to the course, generally 4 inches thick, immediately below the pavement.
:'''Type, Dimensions and Type Aggregate Used.''' Show the type of aggregate base, any apparent variations in thickness, density, moisture or stability, and the type of aggregate (gravel or crushed stone).
:'''Condition.''' Describe the condition and characteristics of the base with terms such as firm, yielding, spongy, open, loose, rutting, ravelling, etc. Include special notes based on observation during construction such as: Whether the base remained stable or deteriorated in some manner under construction traffic and if it was necessary to add a leveling course of fine material to facilitate final shaping of the surface.
:'''Shoulders.''' Take information for this item from special sheets in the plans for the specific project. The typical section sketch is used to show details.
:'''Type.''' Enter the proper term such as earth, aggregate surfaced, stabilized, or the appropriate letter from the typical section in the design plans. If the shoulder type is a special design, indicate this by descriptive terms. If necessary, use footnotes or references to plan sheets, special provisions, etc.
:'''Treatment.''' Shoulder stabilization may involve application of various materials or treatments. Indicate the kind of treatment by such descriptive terms as: untreated, soil cement, bituminous stabilized, calcium chloride stabilized, cement stabilized, sandasphalt mat, asphaltic concrete, seal coat, color coat, and 2 in. by 2 ft. A.C. edge strip.
:'''Date Open to Traffic.''' Show date the pavement was first subjected to vehicular traffic, including contractor's equipment.
:'''Defects Observed in Completed Pavement.''' Note any outstanding defects and the date when they were first discovered.
:'''Signature.''' The signature required is that of the plant inspector who prepares the 2AA Sheet and enters the date. Before the summary is submitted to the District Construction and Materials Engineer, it is to be checked and approved by the Resident Engineer. The checking procedure should be carefully followed to assure an accurate and complete summary.

====501.1.10.4 Large Projects====
On large projects, it is often necessary to use more than one sheet. In this case, it is not necessary to repeat the information under equipment, material, and special procedures keys or the pavement cross section on the second or succeeding sheets unless a different pavement design is used on part of the work.

==501.2 Materials Inspection for Sec 501==
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="200px" align="right"
|-
|'''Water Reducer, PCCP'''
|-
|[http://library.modot.mo.gov/RDT/reports/Ri00001/RDT02001.pdf Report 2002]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri00001/Brief.htm Summary 2001]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri00001/ApendA2D.pdf Appendices 2001]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri00001/RDT01004.htm Report 2001]
|-
|[http://library.modot.mo.gov/RDT/reports/Ri00001/RDT01004.pdf Full Report 2001]
|-
|'''See also:''' [https://www.modot.org/research-publications Research Publications]
|}
===501.2.1 Scope===
To establish uniform procedures for evaluating and approving Portland cement [[media:concrete mix design creation 2014.doc|concrete mix designs]][[image:bulldozer.jpg|20px]]. Calibration of the plant and performance of uniformity tests of concrete are to be performed in accordance with [[106.4 Plant Inspections|plant inspection guidance]].

===501.2.2 Mix Design Procedures===
Portland cement concrete mix designs will be reviewed by district Materials for specification compliance. The district will approve concrete mix designs complying with the specifications and meeting the guidelines outlined in this guidance. After reviewing the concrete mix, the district will prepare a letter advising the contractor whether the concrete mix has been approved or rejected. A copy of the approved concrete mix shall be sent to the Materials Field Office (See [[media:501 Format for Concrete Mixes.pdf|example format]]).

===501.2.3 Mix Design Information===
Concrete mix designs shall contain, but are not limited to, the following information:

:(a) Source, type and specific gravity of Portland cement

:(b) Source, type and specific gravity of supplementary cementitious materials (if used)

:(c) Source, name, type and amount of admixtures.

:(d) Source, type (formation, etc.), ledge number if applicable, and gradation of the aggregate.

:(e) Specific gravity and absorption of each aggregate fraction in accordance with AASHTO T-85 for coarse aggregate and AASHTO T-84 for fine aggregate, including all raw data.

:(f) Unit weight of each aggregate fraction in accordance with AASHTO T-19, including the raw data.

:(g) The percentage of each aggregate component used for optimized concrete mixes.

:(h) The design air content and slump.

:(i) Batch weights of coarse, intermediate and fine aggregates.

:(j) Batch weights of Portland cement and supplemental cementitous materials.

:(k) Batch weight of water.

To aid the contractor in submitting concrete mix designs to the district for approval, there is a [https://epg.modot.org/forms/CM/Concrete%20Mix%20Design%20Submittal%20Form.xls concrete mix design submittal form] which may be used by the contractor. This form contains all of the required information needed for the mix design to be evaluated. This form can be accessed by MoDOT personnel in SharePoint at [http://sp/sites/CM/FormServerTemplates/Concrete%20Mix%20Design%20Submittal%20Form.xls Concrete Mix Design Submittal Form].

===501.2.4 District Procedures===
When a Portland cement concrete mix has been received by the district, the district will check the calculations thoroughly and ensure that the materials listed and sieve analysis shown are correct and that the proposed proportions comply with Specifications. It may be necessary for the district to advise the contractor to make adjustments to their mix design in order to comply with the Specifications.

====501.2.4.1 Portland Cement====
Portland cement shall be from an approved source in accordance with guidance for [[:category:1019 Cement|cement]]. Ensure that the concrete mix has been designed at or above the minimum cement content required in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=8 Sec 501.3.6].

:The specific gravity of Portland cement shall range from 3.10 to 3.20. If the material does not fall within this range, contact the Central Laboratory. The Chemical Laboratory will review their records and determine if the specific gravity shown on the mix design is acceptable. For blended cements, contact the Central Laboratory to determine if the specific gravity is appropriate.

:When a Type A water reducer is used in pavement concrete for paving purposes, the minimum cement content can be reduced by 0.25 sacks per yard.

:When a concrete mix is optimized, the minimum cement content may be reduced by 0.5 sack per yard.

:In no case should the cement content be more than 0.5 sacks per yard below the cement contents specified in Sec 501.3.2.

====501.2.4.2 Supplemental Cementitous Materials====
Supplemental cementitous materials shall be from approved sources in accordance with [[:Category:1017 Ground Granulated Blast Furnace Slag|Ground Granulated Blast Furnace Slag]] and [[:Category:1018 Fly Ash for Concrete|Fly Ash for Concrete]]. When supplemental cementitous materials are used, ensure that the total percent of replacement does not exceed the limits specified in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=8 Sec 501.14].

The specific gravity of supplemental cementitous materials shall be within the following ranges:

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
! style="background:#BEBEBE"|Material !! style="background:#BEBEBE"|Range
|-
|Fly Ash (Type C)|| 2.55 - 2.75
|-
| GGBFS (Grade 100 and 110)|| 2.85 - 2.95
|}

For Type F fly ash, contact the Central Laboratory to determine if the specific gravity is appropriate.

If the material does not fall within the above range, contact the Central Laboratory. The Chemical Laboratory will review their records and determine if the specific gravity shown on the mix design is acceptable.

====501.2.4.3 Admixtures====
Concrete admixtures shall be in accordance with guidance on [[:category:1054 Concrete Admixtures|concrete admixtures]].

When a high range water reducer is being used a letter from the admixture company shall be furnished stating that the admixture is compatible with the other admixtures (i.e. air entrainment, retarder, accelerator, etc. by brand name) being used in the mixture.

====501.2.4.4 Water====
Ensure the amount of water being used in the concrete mix does not exceed the maximum water content specified in Sec 501.5. In no case shall the water/cement ratio be below 0.30.

====501.2.4.5 Air Content====
The concrete mix shall be designed at an air content (total mix) greater than the minimum air content of 5.0 percent specified in Sec 501.10.2. Mixes designed below 5.0 percent shall not be approved.

====501.2.4.6 Aggregate Properties====
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right"
|-
|'''Aggregate, Gradation Optimization'''
|-
|[http://library.modot.mo.gov/RDT/reports/Ri98035/RDT05001.pdf Report 2005]
|-
|'''See also:''' [https://www.modot.org/research-publications Research Publications]
|}
Physical characteristics of the aggregate shown on the mix design shall be compared with the values contained in the document entitled "Physical Characteristics of Principal Portland Cement Concrete Aggregates in Missouri". For new sources, compare the data with test results obtained on samples submitted for dry rodded unit weight, specific gravity and absorption as received as required in [[:Category:1001 General Requirements for Material|General Requirements for Material]]. Favorable comparison will be obtained when the aggregate properties shown on the mix design comply with the following criteria:

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE"|Aggregate Fraction!! style="background:#BEBEBE"|Bulk Sp. Gr.!! style="background:#BEBEBE"|Absorption (%)!! style="background:#BEBEBE"|Unit Weight (lbs/ft<sup>3</sup>)
|-
|Fine||±0.07||±0.7||±8
|-
|Intermediate/Coarse||±0.04||±0.4||±5
|}

When aggregate properties do not compare favorably, 2 bags of material will need to be submitted to the Central Laboratory for each aggregate fraction not comparing favorably. The dry rodded unit weight, specific gravity, and absorption as received will be determined. Test results will be compared with the aggregate properties shown on the concrete mix design. If the aggregate properties still do not compare favorably, the mix design will not be approved until a consensus is reached between the contractor and the Department on what the aggregate properties should be.

====501.2.4.7 Batch Weights====
Batch weights will be confirmed by determining the absolute volume of each component being used in the mix design. The absolute volume of each component plus the volume of air should add up to 27.00 +/- 0.04 cubic feet per cubic yard. Mixes exceeding this limit will need to be adjusted by the contractor and resubmitted for approval.

'''Determining Absolute Volumes.'''

:Mix design submitted:

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE"| !! style="background:#BEBEBE"|Batch Weight (pounds)
|-
|Coarse Aggregate||1855
|-
|Fine Aggregate||1230
|-
|Cement||479
|-
|Fly Ash||85
|-
|Water||225
|-
|Air Content||6.0%
|}

:Material properties submitted:

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE"| !! style="background:#BEBEBE"|Unit Weight (lbs/ft<sup>3</sup>)!! style="background:#BEBEBE"|Specific Gravity!! style="background:#BEBEBE"|Absorption (%)
|-
|Coarse Aggregate||98||2.63||1.1
|-
|Fine Aggregate||111||2.62||0.4
|-
|Cement||94||3.14||---
|-
|Fly Ash||94||2.68||---
|-
|Water (constants)||62.4||1.00||---
|}

:Calculate absolute volumes:

::Coarse Aggregate = (1855) / (2.63 x 62.4) = 11.30 cu. ft. per cubic yard

::Fine Aggregate = (1230) / (2.62 x 62.4) = 7.52 cu. ft. per cubic yard

::Cement = (479) / (3.14 x 62.4) = 2.44 cu. ft. per cubic yard

::Fly Ash = (85) / (2.68 x 62.4) = 0.51 cu. ft. per cubic yard

::Water = (225) / (1.00 x 62.4) = 3.61 cu. ft. per cubic yard

::Air Content = (6.0 / 100) x (27.0) = 1.62 cu. ft. per cubic yard

::Total = 27.00 cu. ft. per cubic yard

:Round absolute volumes to 0.01.

====501.2.4.8 Percent Fine Aggregate====
The percent fine aggregate by absolute volume should range from 35 to 46 percent. Concrete mixes that exceed these limits will need to be evaluated by the Materials Field Office.

The following procedure is used to determine the percent fine aggregate being used in the concrete mix.

<math>Percent\,fine\,aggregate=\frac{Absolute\,volume\,of\,fine\,agg.\times100}{Absolute\,volume\,of\,fine\,agg. + Absolute\,volume\,of\,coarse\,agg.}</math>

:Percent fine aggregate = (7.52 x 100)/(7.52 + 11.30)

:Percent fine aggregate = 39.96%, rounds to 40%

====501.2.4.9 Dry Yield====
The following procedure is used to determine the dry yield for the concrete mix.

<math>Dry\,yield=Absolute\,volume\,of\,coarse\,agg. + Absolute\,volume\,of\,fine\,agg.
+</math>
:::<math>Absolute\,volume\,of\,cement + Absolute\,volume\,of\,suppl.\,cementitous\,materials</math>

:Dry yield = (11.30 + 7.52 + 2.44 + 0.51)

:Dry yield = 21.77 cu. ft. per cubic yard

====501.2.4.10 Cement Factor====
The following procedure is used to determine the cement factor.

<math>Cement\,Factor=\frac{Cement\,batch\,weight+Suppl.\,cementitous\,materials\,batch\,weight}{94}</math>

:Cement Factor = (479 + 85)/94

:Cement Factor = 6.00 sacks of cement per cubic yard

====501.2.4.11 Water Factor====

The following procedure is used to determine the water factor.

<math>Water factor=\frac{Water\,batch\,weight}{Cement\,factorx8.3333}</math>

:Water factor = 225/(6.00 x 8.3333)

:Water factor = 4.50 gallons per sack of cement

====501.2.4.12 Water/Cement Ratio====
The following procedure is used to determine the water/cement ratio.

<math>Water/Cement Ratio=\frac{Water\,Batch\,Weight}{Cement\,batch\,weight+Suppl.\,cementitous\,materials\,batch\,weight}</math>

:Water/Cement Ratio = 225/(479 + 85)

:Water/Cement Ratio = 0.3989, rounds to 0.40

====501.2.4.13 Mix Proportions====
Mix proportions of aggregates are equal to the absolute volume of that aggregate in a one-sack batch divided by the absolute volume of one cubic foot (dry rodded) of that aggregate. The mix proportions are rounded to the nearest 0.05. The following procedures are used to determine the concrete mix proportions.

<math>Absolute\,volume\,of\,one\,cubic\,foot\,of\,fine\,aggregate=\frac{Unit\,weight\,of\,fine\,agg.}{Specific\,gravity\,of\,fine\,agg.\times62.4}</math>

Absolute volume of one cubic foot of fine aggregate = 111/(2.62 x 62.4)

Absolute volume of one cubic foot of fine aggregate = 0.678949, rounds to 0.6789

<math>Fine\,aggregate\,proportion=\frac{Absolute\,volume\,of\,fine\,agg./Cement\,factor}{Absolute\,volume\,of\,one\,cubic\,foot\,of\,fine\,agg.}</math>

:Fine aggregate proportion = (7.52/6.0)/0.6789

:Fine aggregate proportion = 1.8461, rounds to 1.85

<math>Absolute\,volume\,of\,one\,cubic\,foot\,of\,coarse\,aggregate=\frac{Unit\,weight\,of\,coarse\,agg.}{Specific\,gravity\,of\,coarse\,agg.\times62.4}</math>

:Absolute volume of one cubic foot of coarse aggregate = 98/(2.63 x 62.4)

:Absolute volume of one cubic foot of coarse aggregate = 0.597153, rounds to 0.5972

<math>Coarse\,aggregate\,proportion=\frac{Absolute\,volume\,of\,coarse\,agg./Cement\,factor}{Absolute\,volume\,of\,one\,cubic\,foot\,of\,coarse\,agg.}</math>

Coarse aggregate proportion =(11.30/6.0)/0.5972

Coarse aggregate proportion = 3.1536, rounds to 3.15

The mix proportions of cement, fine aggregate, and coarse aggregate are:

:1 : 1.85 : 3.15

====501.2.4.14 Percent Air in Mortar====
Air entrainment is generally considered effective for freeze-thaw resistance when the volume of air in the mortar fraction of the concrete (material passing the No. 4 sieve) is 8.0 percent or greater. The following procedure is to be used to determine the percent air in mortar.

<math>Percent\,air\,in\,mortar=\frac{Absolute\,volume\,of\,air\times100}{(Absolute\,volume\,of\,concrete\,mix-Absolute\,volume\,of\,coarse\,agg.)}</math>

:Percent air in mortar = (1.62 x 100)/(27.00 – 11.30)

:Percent air in mortar = 10.318%, rounds to 10.3%

:*The amount of material in the coarse aggregate passing the No. 4 sieve is considered to be negligible for the purpose of this design check.

'''Concrete mixes below 8.0 percent will need to be evaluated by the Materials Field Office.'''

====501.2.4.15 Percent Supplemental Cementitous Material====
The following procedure is used to determine the percent of cement replaced with a supplemental cementitous material.

<math>Percent\,suppl.\,cementitous\,materials=\frac{Batch\,weight\,of\,suppl.\,cementitous\,material\times100}{Batch\,weight\,of\,cement\,materials+batch\,weight\,of\,suppl.\,cementitous\,material}</math>

:Percent suppl. cementitous materials = (85 x 100)/(479 + 85)

:Percent suppl. cementitous materials = 15.07%, rounds to 15%

====501.2.4.16 Gradations====
For non-optimized concrete mixes, each aggregate fraction shall comply with the requirements contained in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1005.2] for the coarse aggregate and Sec 1005.3 for the fine aggregate. For optimized concrete mixes, the contractor shall submit with the mix design the target gradation and allowable tolerance for each aggregate fraction being used in the mix. The combined aggregate gradation of the optimized concrete mix will be reviewed to determine if the gradation is well-graded and suitable for use in an optimized concrete mix. Individual aggregate fractions used in an optimized concrete mix shall comply with the requirements contained in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=8 Sec 501.3].

'''501.4.16.1''' Calculate the Coarseness Factor<sup>1</sup> and Workability Factor<sup>1</sup> of the optimized concrete mix. These values will be plotted on the Coarseness Factor Chart<sup>1</sup> to determine if the combined aggregate gradation is optimized.

[[Image:501 Coarseness Factor Chart.gif]]
<sup>1</sup>Shilstone, J. Sr., “Concrete Mixture Optimization”, Concrete International, June 1990

'''501.4.16.1.1''' The following procedure is used to calculate the Coarseness Factor.

<math>Coarseness\,Factor=\frac{Percent\,retained\,above\frac{3}{8}in.\,sieve(combined\,gradation)\times100}{Percent\,retained\,above\,the\,no.8\,sieve\,(combined\,gradation)}</math>

'''501.4.16.1.2''' The following procedure is used to calculate the Workability Factor.

<math>Workability\,Factor=Percent\,passing\,the\,no.8\,sieve\,(combined\,gradation)</math>

'''501.4.16.1.2.1''' The Coarseness Factor Chart is based upon 6.0 sacks (564 pounds) of cement per cubic yard. When the total amount of cementitous materials exceeds 6.0 sack of cement, the Workability Factor needs to be adjusted plus 2.5 percent per sack of cement equivalent. When the total amount of cementitous materials is below 6.0 sack of cement, the Workability Factor needs to be adjusted minus 2.5 percent per sack of cement equivalent.

'''501.4.16.2''' Optimized concrete mixes which do not meet these limits will be sent to the Materials Field Office for mix verification.

'''501.4.16.3''' The procedures for reviewing the combined aggregate gradation of an optimized concrete mix are shown in an [[media:501 Example Gradation Analysis.pdf|example]].

===501.2.5 Laboratory Mix Verification===
If during the review process the district identifies a concrete mix that needs further evaluation, the concrete mix may be sent to the Materials Field Office for further evaluation and possibly mix verification, if deemed necessary. A copy of the mix design and the contractor’s request letter shall be submitted to the Materials Field Office accompanied by a letter of transmittal outlining the reasons the mix needs further evaluation. When possible, the concrete mix and correspondence should be transmitted electronically. The Materials Field Office e-mail address is MFO.

====501.2.5.1 Trial Batch====
If requested, the district will need to obtain and submit material to the Central Laboratory for trial batch purposes. The following amount of material will be need for conducting trial batches:

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE"|Type of Material!! style="background:#BEBEBE"|Minimum Amount of Material
|-
|Cement||150 pounds
|-
|Supplemental Cementitous Materials<sup>a</sup>||1 quart
|-
|Admixtures<sup>a</sup>||1 quart
|-
|Coarse Aggregate<sup>b</sup>||600 pounds
|-
|Fine Aggregate||350 pounds
|}

:<sup>a</sup>For each type being used
:<sup>b</sup>If the coarse aggregate is furnished in more than one fraction, use the proportions hown on the mix design to determine the amount of each coarse aggregate fraction to submit. A minimum of 150 pounds should be submitted.

Aggregates are to be obtained and submitted to the Central Laboratory in accordance with [[:category:1001 General Requirements for Material|General Requirements for Material]].

====501.2.5.2 Report====
A letter of transmittal will accompany the approved concrete mix to the District Operations Engineer with distribution as follows:

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE"|Copy of Letter!! style="background:#BEBEBE"|Copy of Letter of Transmittal and Approved Mix
|-
|District Operations||1
|-
|Resident Engineer||1
|-
|Field Office File||1
|}

The letter of transmittal and the approved concrete mix will be sent by electronic mail to the individuals listed above.

A copy of the approved concrete mix accompanied by a letter of transmittal from the District Operations Engineer is to be forwarded to the contractor.

===501.2.6 Precast Concrete===
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right"
|-
|'''Pavement, Precast Prestressed Concrete'''
|-
|[http://library.modot.mo.gov/RDT/reports/Ri03007/or08008.pdf Report 2007]
|-
|'''See also:''' [https://www.modot.org/research-publications Research Publications]
|}
The use of approved high range water reducers and non-chloride accelerators will be permitted for use in precast concrete having a minimum cement content of 564 pounds and no other specific air or slump mix requirements, if approved by the District Operations Engineer except for concrete pipe. Requests for additives to concrete pipe should be directly to the State Construction and Materials Engineer.

'''501.2.6.1''' The producer shall furnish a mix design to the District Operations Engineer, for approval, which shall indicate the batch weights, including the amount of admixture(s) to be used.

'''501.2.6.2''' The admixture(s) are to be within the manufacturer’s recommended dosage levels.

'''501.2.6.3''' The accelerators shall be of the non-chloride type.

'''501.2.6.4''' The supplier of the high range water reducer shall furnish for the District Operation Engineer’s file, a certification stating the admixture being furnished is considered to be compatible with the other admixtures (i.e. air entrainment, retarded, accelerator, etc. by brand name) being used in the mixture. Any changes in sources of admixture will require a re-submittal of the certification.

'''501.2.6.5''' A copy of the approval of the mix design using the above admixtures shall be submitted to the State Construction and Materials Engineer.

===501.2.7 Class A-1 Concrete===
Class A-1 Concrete was created for prestress work. It provides a smaller aggregate, which is necessary to accommodate the often-minimal clearance between forms and reinforcement, or within the reinforcement cage. It also provides additional cement to accommodate the water demand associated with the smaller rock, and to obtain faster strength gain. Class A-1 Concrete for work other than prestress may be modified as follows:

'''501.2.7.1''' Gradation D stone may be substituted for Gradation E stone, when the piece being cast does not have clearance problems that might cause Gradation D stone to bridge and cause voids or low density areas within the piece. When the district and the precaster are in agreement on the desirability of the Gradation D substitution, Construction and Materials shall be contacted with the proposal.

'''501.2.7.2''' Construction and Materials will review the proposal and will approve or disapprove the substitution of Gradation D stone for Gradation E stone in the designated application.

'''501.2.7.3''' Following approval by Construction and Materials, a no-cost change order will be issued on the associated contract to record the intent to use a non-specified substitution of material.

===501.2.8 Testing Equipment===
All Quality Control (QC) testing shall be performed on QC test equipment. Quality Assurance (QA) testing shall be performed on QA test equipment. QC tests shall not be performed using QA testing equipment and QA tests shall not be performed using QC testing equipment. QA samples may be submitted to the Central Laboratory for testing if the district does not have the necessary testing equipment.

===501.2.9 Aluminum Powder===
For closure pours, unpolished aluminum powder may be added to offset shrinkage that will occur as concrete hardens. The aluminum powder reacts with the cement to generate hydrogen gas. The formation of hydrogen gas causes the concrete to expand, which offsets the shrinkage.

'''501.2.9.1''' The manufacturer shall specify the dosage rate for the unpolished aluminum powder. Typical dosage rate ranges from 2.5 to 5.5 grams per 100 pounds of Portland cement. Concrete involving supplementary cementitious materials (i.e. fly ash, GGBFS, silica fume), only the Portland cement portion should be treated at the recommended dosage rate, unless otherwise stated by the manufacturer.

'''501.2.9.2''' Determining Unpolished Aluminum Powder Batch Weight.

Mix Design Submitted:

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
|Portland Cement||400 lbs/yd<sup>3</sup>
|-
|GGBFS||150 lbs/yd<sup>3</sup>
|-
|Fly Ash||100 lbs/yd<sup>3</sup>
|-
|Unpolished Aluminum Powder||3 grams per 100 lbs of cement
|}

<math>Unpolished\,Aluminum\,Powder\,Batch\,Weight=</math>
::<math>\frac{Amount\,of\,Portland\,cement}{100}\times\,dosage\,rate\,of\,unpolished\,aluminum\,powder</math>

Unpolished Aluminum Powder Batch Weight = (400/100) x 3

Unpolished Aluminum Powder Batch Weight = 12 gm/yd<sup>3</sup>

Prior to concrete placement, the contractor shall prepare trial batches. Trial batches are performed to ensure the concrete complies with the specifications before using the concrete mix.

To prevent hydrogen gas from being trapped in the top portion of compressive strength cylinders, plastic lids should not be placed immediately after filling molds. Plastic lids should be placed 1 hour after filling the mold. Wet burlap shall be placed over the top of the mold until the plastic lids are placed.

'''501.2.9.3''' Unpolished aluminum powder is to be accepted on the basis of the container label or manufacturer’s certification.

643.3 Policy, Standards and Regulations

2022-07-15T16:08:35Z

Kleins1: /* 643.3.1 Application for Permits */ updated link

{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right"
|-
|'''Additional Information'''
|-
|[http://www.law.cornell.edu/uscode/html/uscode23/usc_sec_23_00000138----000-.html 23 USC 138]
|-
|[[Media:643.3 National Electric Safety.pdf|National Electric Safety Code]]
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|[[Media:643.3 Responsibility of MoDOT Utility Staff.doc|General Procedures for Issuing Utility Permits]]
|-
|'''Figures'''
|-
|[[Media:643.2 Flow Diagram Variance Approval Process.pdf|Variance to the Utility Policy]]
|-
|'''Forms'''
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|[https://www.modot.org/permits Permit Application]
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|[http://modot.mo.gov/asp/intentToWork.shtml Notice of Intent to Perform Work]
|}

The information in this article provides a uniform system for regulating the location, construction, maintenance, removal and relocation of utility facilities on the right of way of roadways located on the state highway system. It also provides for the public safety and the facilitation of construction and maintenance of these roadways. Any location or relocation of utility facilities contrary to this information is declared to be an interference with the construction, maintenance or operation of a state highway and it’s right of way and is prohibited.

==643.3.1 Application for Permits==

All work to be performed on the right of way of a state roadway in connection with the location, relocation or maintenance of utilities, and where the roadway, shoulders or right of way will be affected by the work, must only be done under the terms of a permit or agreement to be issued by authority of the MHTC. An [https://www.modot.org/permits application for a permit] may be made on established forms specifically stating the nature of the work to be performed. A deposit may be required to ensure completion of the work in accordance with the permit issued. Applications for permits may be obtained at any of the [http://www.modot.mo.gov/ seven (7) district highway offices] of the Commission, [http://www.modot.mo.gov/ MoDOT's website], or by requesting it from the office of the Missouri Highways and Transportation Commission in Jefferson City, Missouri.

Online permitting is also available to utility companies. Online permitting allows for a quicker turnaround on permit approval, saving the utility companies time and money. Follow this link, [https://www6.modot.mo.gov/ElectronicPermitting/ElectronicPermitting.html Permits to Work on Right of Way], and submit a request to begin online permitting by clicking the “sign up” button.

A permit is required for '''any''' work on the right of way. Permits for extended lengths or portions of routes may be granted for routine maintenance. Routine maintenance may include tree trimming, series of pole replacements, etc. Emergency operations should be conducted first with a permit application following as soon as practical after the work is completed but within 2 working days. Emergency operations include unplanned work occupying a location up to 15 minutes. Within MoDOT, these operations consist of the initial response to and repair/removal of safety concerns including Response Priority 1 items (refer to [[:Category:948 Incident Response Plan and Emergency Response Management|EPG 948 Incident Response Plan and Emergency Response Management]]).

When utility lines or facilities are damaged to the point they constitute an emergency situation directly affecting or endangering traffic on the roadway, or public health or safety, as defined by Response Priority 1 in MoDOT's Incident Response Plan, access to the damaged facility by leaving the through roadway at a point necessary to make the emergency repairs can be permitted. This “permit” will be granted provided immediate notice is given to the State Highway Patrol and the Commission's district engineer. A specific application must be made, a permit obtained for the planned work on the roadway right of way, and a [http://modot.mo.gov/asp/intentToWork.shtml Notice of Intent to Perform Work] completed (provided to MoDOT a minimum of 2 working days before the work is started).

This guidance does not apply to utility lines for service to facilities required for operating the roadway.

==643.3.2 Roadway Classification==
[[image:643.3.2 minor route.jpg|right|260px]]
Roadways in Missouri can be placed in one of the following classifications:

'''[[media:144 Major Highway System 2022.pdf|Major Routes]]''' (Interstates, Freeways and Principal Arterials) - These roadways transport large volumes of interstate and intrastate traffic. They are intended to provide a high level of mobility for through traffic. They provide the safest design characteristics and are conducive to high operating speeds. Interstates and principal arterials designated as freeways are designed with fully controlled access right of way. Some principal arterials are constructed with controlled access right of way.

'''Minor Routes''' - These roadways link cities, towns, and other major traffic generators to the interstate and principal arterial system. As a general rule they are two lane roadways. They are designed to maintain higher overall speeds with little interference to the through movements. A large amount of rural development along these facilities would not normally be expected, so control of access is not normally acquired. Certain roadways in this classification with high traffic volumes may require expressway design criteria. If this is the case, urban criteria is to be used.

==643.3.3 Definitions and General Information==

'''Utility''': Privately, publicly or cooperatively owned line, facility or system for producing, transmitting, or distributing communications, cable television, power, electricity, light, heat, gas, oil, crude products, water, steam, waste, storm water not connected with highway drainage or any other similar commodity, including any fire or police signal system or street lighting system which directly or indirectly serves the public and does not include privately owned facilities devoted exclusively to private use. The term utility also means the utility company inclusive of any wholly owned or controlled subsidiary. The term "utility" includes those facilities used solely by the utility that are a part of its operating plant. The term also includes those utility type facilities that are owned or leased by a government agency for its own use or otherwise dedicated solely to governmental use.

'''Interchange Limits''': For the uniform handling of utility installations only, the limits of an interchange are the outside ramp curve points.

'''Vertical Clearance for Overhead Crossings''': The vertical clearance of new or existing overhead installations will not be less than the current minimum requirements of the [[Media:643.3 National Electric Safety.pdf|National Electric Safety Code]], but in no case less than 18 ft.

'''Minimum Cover for New Underground Utilities''': The minimum cover for new underground utilities is:
* 42 in. for all water lines (parallel and crossings) that are 2” or less in diameter or rigidly encased
* 42 in. for fiber optic cable (crossings encased in rigid conduit)
* 72 in. for fiber optic cable (crossings encased in polyethylene (PE) pipe)
* 30 in. for direct burial and in trench fiber optic cable (parallel)
* 24 in. for all other direct burial cable (parallel)
* 72 in. for uncased polyethylene (PE) gas pipe crossings under ditches and roadways but 30 in. elsewhere
* 30 in. for all other (such as, but not limited to, gravity sewers, force sewers and electric) underground utilities (both parallel and crossing).

'''Scenic Enhancement Areas''': Scenic enhancement areas include areas acquired or so designated as scenic strips, overlooks, rest areas, recreation areas and the right of way of adjacent roadways and the right of way of roadways that pass through public parks and historic sites as described under [http://www.law.cornell.edu/uscode/html/uscode23/usc_sec_23_00000138----000-.html 23 USC 138].

'''Encasement''': The term encasement means the placing of an installation around and outside of an underground facility consisting of a larger conduit that permits the removal and replacement of the facility. An alternate to the conduit type encasement is reinforced concrete poured around the facility

'''Duct''': An enclosed tubular casing, or raceway, for protecting wires, lines, or cables that is often flexible or semi-rigid (1-3% diametric deflection). The casing, or raceway, is separate from the cable or conductor that passes through it.

'''[[media:643.2.1.38.jpg|Normal Right of Way Line]]''': An imaginary line that connects sudden breaks in the major right of way points for roadways. Sight distance right of way points (triangles) at roadway intersections are not to be considered as sudden breaks for determining normal right of way.

'''Ditch Line''': A line where the roadway ditch meets the back slope. It is located at the lowest point of a V-bottom ditch or furthest point from the roadway of a flat bottom ditch where the roadway slopes back to the existing ground line.

'''Utility Corridor''': An area established for the placement of utility facilities parallel and within 6 ft. of the normal right of way.

'''[[:Category:1062 Pull and Junction Boxes|Pull Box]] Width''': The maximum pull box width perpendicular to the right of way line within the utility corridor is 30 in.

==643.3.4 Location and Relocation of Utility Lines==

===643.3.4.1 [[media:144 Major Highway System 2022.pdf|Major Routes]] (Interstate System or Other Freeways)===

All utility installations on Interstate roadways or other freeways will be installed, serviced, and maintained without entering or leaving the through-traffic roadways and ramps except at points provided for that purpose. In addition, equipment will not be parked or material stored on the medians, the travelway, the ramps or shoulders of the roadway.

New service connections to existing parallel utility facilities will only be permitted where an outer roadway exists, and then only where access is permitted by the MHTC.

====643.3.4.1.1 Roadway Crossings of Utilities Overhead crossings====

Roadway Crossings of Utilities Overhead crossings are permitted for power transmission and distribution lines and for multiple circuit communication lines where an underground installation is not economically feasible. Supports for existing overhead crossing facilities may be located on the right of way near the right of way line. Supports for new overhead crossing facilities may be located on the right of way near the right of way line where an outer roadway exists, and will be located off the right of way where no outer roadway exists. Overhead service crossings are only permitted in isolated cases for residential or commercial establishments when the denial of the crossing would require construction of more than 1200 ft. of utility line to provide the service. Main or distribution line crossings are required to serve a general area other than isolated cases.

====643.3.4.1.2 Roadway Crossings of Utilities Underground crossings====
[[image:643.3.4.2.jpg|right|175px]]
Underground utility crossings will be continuously encased under through roadways, the median, ramps and shoulder areas with the casing extending to the toe of the fill slopes or to the ditch line. In curb sections, the encasement will extend outside the outer curb of the roadways a distance equal to the depth of the encasement at the curb line. Encasement for fiber optic cable will extend from within 6 ft. of one right of way line to within 6 ft. of the other right of way line. A detector tape will be placed approximately one ft. above the encasement where installed by open trench through unpaved areas. Manholes or vent pipes will be located at the right of way line or adjacent to the outer roadway. Encasement will be required under high type outer roadways. Exceptions may be made for encasement as follows:
* Non-fiber communication or electric cables installed in ducts
* Welded steel pipelines carrying gaseous or liquid petroleum products - provided they are cathodically protected against corrosion, triple-coated in accordance with accepted pipeline construction standards, and meet applicable material requirements
* Natural gas distribution pipe (nominal 6-inch diameter maximum) of polyethylene (PE) plastic, traceable, installed by a horizontal bore method at a minimum depth of 72 in. under ditches and roadways, constructed in accordance with and meeting applicable material requirements
* Gas service connections of steel or copper, protected and constructed in accordance with and meeting applicable material requirements
* Water service connections and crossings of copper 2-inch inside diameter or less, and meeting applicable material requirements.

====643.3.4.1.3 Parallel Facilities====
Parallel installations on the right of way will be permitted only where an [[232.5 Freeways#Outer Roads and Service Roads|outer roadway]] exists, provided the poles are within 2 ft. of the normal right of way line, the underground facilities are within 6 ft. of the normal right of way line (defined as the utility corridor), and the facility can be installed and maintained between the outer roadway and the right of way line. Exceptions are:

* Existing overhead or underground facilities that parallel an existing roadway that will be incorporated into the completed highway as an [[232.5 Freeways#Outer Roads and Service Roads|outer roadway]] may remain in place if all maintenance and service can be performed from an outer roadway, and their existing location does not interfere with construction, maintenance or operation of the completed highway.

* Existing parallel facilities along an existing road that will be incorporated into the completed highway, except as permitted above, will be relocated to the normal right of way line (ie. poles to be within 5 ft. and underground installations 6 ft. of the normal right of way line).

* Existing telephone conduit systems with multiple ducts may be filled with any type of communication cable until full.

* Underground facilities are buried within 6 ft. of sight distance right of way lines at roadway intersections unless granted a variance. Overhead facilities may be allowed to span intersecting roadways with sight distance triangles (SDTs) provided the poles, or supports, are located outside the SDT.

====643.3.4.1.4 Other Considerations====
Careful consideration will be given to the location of guys, anchors, braces, and other supports. Generally, good design procedure will provide that appurtenances be located at right of way jogs, along intersecting road right of way, or at other similar acceptable locations, so that encroachment is held to an absolute minimum.

Existing gravity trunk sanitary sewers will be considered individually, and removed or left in place contingent upon:
* Age
* Condition
* Feasibility of moving
* Whether service and maintenance can be performed without entering or leaving the through roadways and ramps except at points provided for that purpose
* No parking of equipment or storing of materials on the median, through roadways, ramps or shoulders
Encasement for existing trunk sanitary sewer crossings may be required for questionable condition, protection during construction, or heavy fills. Manholes will be relocated to the right of way lines or adjacent to an outer roadway.

Encasement is not required for new trunk sanitary sewer crossings of vitrified clay, reinforced concrete or cast iron except when installation procedures would produce voids in the roadbed, heavy fills, or installations under pressure. Manholes are to be located off the right of way where possible or adjacent to an outer roadway.

====643.3.4.1.5 Interchanges and Grade Separations====

No planned or existing facilities will be permitted within the limits of cloverleaf or directional interchanges.

Utility installations within the limits of a diamond interchange or a grade separation will be permitted only along the minor road, provided that all construction, service, and maintenance can be performed from the minor road. Manholes and poles will be located beyond the ramp termini.

===643.3.4.2 Major Routes (With Controlled Access Right of Way)===

All utility facilities will be installed, serviced and maintained without entering or leaving the roadway except at approved access points, and without parking equipment or storing materials on the median, pavement, ramps, or shoulders. Cutting or damaging the roadway surface or paved shoulders is not permitted. New service connections to parallel facilities and service crossings will be permitted only at access points granted by MHTC.

====643.3.4.2.1 Roadway Crossings of Utilities Overhead Crossings====
Overhead mainline crossings are permitted provided the supports are located near the right of way line. New overhead service crossings may be permitted in isolated cases for residential or commercial establishments where the denial of such crossings would require the construction of more than 1200 ft. of utility line to provide the same service. Supports for service crossings will be located as near the right of way line as possible.

====643.3.4.2.2 Roadway Crossings of Utilities Underground Crossings====
Underground utility crossings will be continuously encased under the through roadways, median, ramps and shoulder areas with the casing extending to the toe of the fill slopes or to the ditch line. In curb sections, the encasement will extend outside the outer curb of the roadways a distance equal to the depth of the encasement at the curb line. Encasement for fiber optic cable will extend within 6 ft. of one right of way line to within 6 ft. of the other right of way line. A detector tape will be placed approximately 1 ft. above the encasement where installed by open trench through unpaved areas. Manholes or vent pipes will be located at the right of way line or adjacent to an outer roadway. Encasement will be required under high type outer roadways. Exceptions may be made for encasement as follows:
* Non-fiber communication and electric cables installed inducts
* Welded steel pipelines carrying gaseous or liquid petroleum products provided they are cathodically protected against corrosion, triple coated in accordance with accepted pipeline construction standards, and meet the applicable material requirements
* Natural gas distribution pipe (nominal 6-inch diameter, maximum) of polyethylene (PE) plastic, traceable, installed by a horizontal bore method at a minimum depth of 72 in. under ditches and roadways, constructed in accordance with and meeting applicable material requirements
* Gas service connections of steel or copper, protected and constructed in accordance with and meeting applicable material requirements
* Water service connections and crossings of copper 2-inch inside diameter or less and meeting applicable material requirements.

====643.3.4.2.3 Parallel Facilities====
Parallel installations on the right of way will be permitted provided poles are within 2 ft. of the normal right of way line and underground facilities are within 6 ft. of the normal right of way line. Exceptions are:

* Existing poles that are being relocated, will be within 5 ft. of the normal right of way line.

* Existing overhead facilities that parallel an existing roadway that will be incorporated into the completed roadway may remain in place if all maintenance and service can be performed without entering or leaving the roadway except at approved access points, and without parking equipment or storing materials on the median, pavement, ramps, or shoulders and their existing location does not interfere with construction, maintenance or operation of the completed highway.

* Existing underground facilities (other than sanitary sewers) that parallel an existing roadway that will be incorporated into the completed roadway may be left in place where it is impractical to relocate the facility provided maintenance and service be performed without cutting or damaging the pavement or interfering with the construction, maintenance and operation of the highway.

* Multiple facilities at intersections, existing steel pipe transmission and distribution facilities for gaseous petroleum products that parallel an existing roadway that will be incorporated into the completed roadway may be left in place subject to an agreement by the utility company that maintenance or service and facility expansion will be performed without cutting or damaging the pavement or interfering with the construction, maintenance, operation of the highway and provided that the facility is cathodically protected against corrosion and meets the applicable material requirements.

* Careful consideration will be given to the location of guys, anchors, braces and other supports. Generally, good design procedure will provide that appurtenances be located at right of way jogs, along intersecting road right of way, or at other similar acceptable locations so that encroachment is held to an absolute minimum.

* Existing telephone conduit systems with multiple ducts may be filled with any type of communication cable until full.

* Underground facilities will be buried within 6 ft. of sight distance right of way lines at roadway intersections unless granted a variance. Overhead facilities may be allowed to span intersecting roadways with SDTs provided the poles, or supports, are located outside the SDT.

====643.3.4.2.4 Other Considerations====
Existing gravity sanitary sewer mains will be considered individually and removed or left in place contingent upon age, condition, the feasibility of moving and whether service and maintenance can be performed without damaging the roadway surface. If an existing parallel gravity main is left in place within the limits of the paved surface, paved shoulder lines or curb lines, stub mains as required will be laid between the sewer main and curb or shoulder lines for future service connections in each block. Manholes will be relocated outside the traveled roadway. Encasement for existing gravity trunk sanitary sewer crossings may be required for questionable condition, protection during construction, heavy fills or installations under pressure.

Encasement is not required for new trunk sanitary sewer crossings of vitrified clay, reinforced concrete or cast iron pipe except when installation procedures would produce voids in the roadbed, heavy fills, or installation under pressure. Manholes will be located as near the right of way line as practical.

====643.3.4.2.5 Interchanges and Grade Separations====
No facilities will be permitted within the limits of cloverleaf or directional interchanges, either planned or existing.

Utility installations within the limits of a diamond type interchange or a grade separation will be permitted only along the minor road provided all construction, service and maintenance can be performed from the minor road. Manholes and poles will be relocated beyond the ramp termini.

===643.3.4.3 Major Routes (With Normal Right of Way)===

All new facilities will be installed and maintained without cutting or damaging the roadway surface or paved shoulders except in the event underlying rock formations or other obstructions are encountered that prevents boring or pushing operations. Special permission may be granted for pavement cuts when the need is established.

Pavement cuts will only be made by permit. Permits will only be issued when it is impractical to otherwise service and maintain the facility.

====643.3.4.3.1 Roadway Crossing of Utilities Overhead Crossings====
Overhead main line and service crossings are permitted provided the supports are located near the right of way lines.

====643.3.4.3.2 Roadway Crossing of Utilities Underground Crossings====
Underground utility crossings will be continuously encased under the through roadways, median, ramps and shoulder areas with the casing extending to a minimum of the toe of the fill slopes or to a minimum distance equal to the depth past the ditch line. In curb sections, the encasement will extend outside the outer curb or the roadways(s) a distance equal to the depth of the encasement at the curb line. Encasement for fiber optic cable will extend from within 6 ft. of one right of way line to within 6 ft. of the other right of way line. A detector tape will be placed approximately 1 ft. above the encasement where installed by open trench through unpaved areas. Manholes or vent pipes will be located at the right of way line or adjacent to an outer road. Encasement will also be required under high type outer roadways. Exceptions for encasement may be made as follows:
* Non-fiber communication and electric cables installed in ducts
* Welded steel pipelines carrying gaseous or liquid petroleum products provided they are cathodically protected against corrosion, triple coated in accordance with accepted pipe line construction standards, and meet the applicable material requirements
* Natural gas distribution pipe (nominal 6-inch diameter, maximum) of polyethylene (PE) plastic, traceable, installed by a horizontal bore method at a minimum depth of 72 in. under ditches and roadways, constructed in accordance with and meeting applicable material requirements
* Gas service connections of steel or copper, constructed and protected in accordance with and meeting the applicable material requirements
* Water service connections and crossings of copper 2-inch inside diameter, maximum, and meeting the applicable material requirements.

====643.3.4.3.3 Parallel Facilities====

Parallel installations on the right of way will be permitted provided poles are within 2 ft. of the normal right of way line and underground facilities are within 6 ft. of the normal right of way line. Exceptions are:

* Existing poles that are being relocated, will be within 5 ft. of the normal right of way line;

* Existing overhead facilities that parallel an existing roadway, that will be incorporated into the completed roadway, may remain in-place if their existing location does not interfere with construction, maintenance or operation of the completed highway;

* Existing underground facilities (other than sanitary sewers) that parallel an existing roadway that will be incorporated into the completed roadway may be left in place where it is impractical to relocate the facility provided maintenance and service can be performed without cutting or damaging the pavement, or interfering with the construction, maintenance and operation of the highway;

* Multiple facilities at intersections, existing steel pipe transmission and distribution facilities for gaseous petroleum products that parallel an existing roadway that will be incorporated into the completed roadway may be left in place subject to an agreement by the utility company that maintenance or service and facility expansion will be performed without cutting or damaging the pavement or interfering with the construction, maintenance, operation of the highway and provided that the facility is cathodically protected against corrosion and meets the applicable material requirements.

* Careful consideration will be given to the location of guys, anchors, braces and other supports. Generally, good design procedure will provide that appurtenances be located at right of way jogs, along intersecting road right of way, or at other similar acceptable locations so that encroachment is held to an absolute minimum.

* Existing telephone conduit systems with multiple ducts may be filled with any type of communication cable until full.

* Underground facilities will be buried within 6 ft. of sight distance right of way lines at roadway intersections unless granted a variance. Overhead facilities may be allowed to span intersecting roadways with SDTs provided the poles, or supports, are located outside the SDT.

====643.3.4.3.4 Other Considerations====
Existing sanitary sewer mains will be removed or left in place contingent upon age, condition, and the feasibility of moving and whether service and maintenance can be performed without damaging the roadway surfacing. If an existing parallel main is left in place within the limits of the paved surface, paved shoulder, or curb lines, stub mains as required will be laid between the sewer main and curb or shoulder lines for future service connections in each block. Manholes, where necessary, will be relocated outside the traveled roadway wherever practical. Encasement for existing trunk sanitary sewer crossings may be required for questionable condition, protection during construction, heavy fills, or installations under pressure.

Encasement is not required for new trunk sanitary sewer crossings of vitrified clay, reinforced concrete or cast iron except when installation procedures would produce voids in the roadbed, heavy fills, or installations under pressure. Manholes are to be located as near the right of way line as practical.

===643.3.4.4 Minor Routes (With Normal Right of Way)===

====643.3.4.4.1 Roadway Crossing of Utilities Overhead Crossings====
Existing overhead crossings that interfere with construction, maintenance or operation will be relocated with their supports as near the right of way line as is practicable. New overhead crossing installations will be located with their supports as near the right of way line as is practicable.

====643.3.4.4.2 Roadway Crossing of Utilities Underground Crossings====
Installation of underground utility crossings may be made by trenching the roadway one-half at a time. Underground utility crossings will be continuously encased under the roadways and shoulder areas with the casing extending to a minimum of the toe of the fill slopes or to a minimum distance equal to the depth past the ditch line. In curb sections, the encasement will extend outside the outer curb or the roadways a distance equal to the depth of the encasement at the curb line. Encasement for fiber optic cable will extend from within 6 ft. of one right of way line to within 6 ft. of the other right of way line. A detector tape will be placed approximately 1 ft. above the encasement where installed by open trench through unpaved areas. Manholes or vent pipes will be located at the right of way line or adjacent to an outer road. Encasement will also be required under high type outer roadways. Exceptions for encasement may be made as follows:

* Non-fiber communication and electric cables installed in ducts
* Welded steel pipelines carrying gaseous or liquid petroleum products provided they are cathodically protected against corrosion, triple coated in accordance with accepted pipe line construction standards, and meet the applicable material requirements
* Natural gas distribution pipe (nominal 6-inch diameter, maximum) of polyethylene (PE) plastic, traceable, installed by a horizontal bore method at a minimum depth of 72 in. under ditches and roadways, constructed in accordance with and meeting applicable material requirements
* Gas service connections of steel or copper, constructed and protected in accordance with and meeting the applicable material requirements
* Water service connections and crossings of copper 2-inch inside diameter, maximum, and meeting the applicable material requirements.

====643.3.4.4.3 Parallel Facilities====
Existing parallel surface installations interfering with construction, maintenance or operation will be relocated to within 5 ft. of the normal right of way line. Poles for new parallel surface installations will be located within 2 ft. of the normal right of way line.

Existing parallel underground installations interfering with construction, maintenance or operation will be relocated to as near the right of way line as practical. New parallel underground installations will be located within 6 ft. of the normal right of way line. Existing telephone conduit systems with multiple ducts may be filled with any type of communication cable until full.

====643.3.4.4.4 Other Considerations====
Careful consideration will be given to the location of guys, anchors, braces, and other supports. Generally, good design procedure will provide that appurtenances be located at right of way jogs, along intersecting road right of way, or at other similar acceptable locations, so that encroachment is held to be an absolute minimum.

Underground facilities are to be buried within 6 ft. of sight distance right of way lines at roadway intersections unless granted a variance. Overhead facilities may be allowed to span intersecting roadways with SDTs provided the poles, or supports, are located outside the SDT.

==643.3.5 Scenic Enhancement Areas==

All existing utility facilities within the limits of a scenic enhancement area requiring adjustment because of construction or reconstruction will be placed underground or relocated beyond the limits of the scenic enhancement area. No new above ground facilities will be permitted. New underground facilities will be permitted provided they do not extensively alter or impair the appearance of the area.

==643.3.6 Approved Materials for Underground Utility Facilities Including Carrier and Encasement==

Utility companies will be allowed to use any material as a carrier and encasement for their product provided they accept responsibility for any future repairs and/or replacement of MoDOT facilities should a failure occur. Location of the facility, both horizontal and vertical (depth), shall remain at the direction of MHTC. This will allow the utility to use current technology and procedures to provide the best value for their subscribers and the taxpayers of Missouri.

Materials specified in the current [http://www.modot.org/business/standards_and_specs/highwayspecs.htm ''Missouri Standard Specifications for Highway Construction''] must meet at a minimum these standards.

===643.3.6.1 Protective Equipment===
Cables, wires, small diameter pipes, and other utility appurtenances extending from the surface of the ground will be equipped with covers or guards to improve their visibility.

===643.3.6.2 Cutting Pavement===
In the event permission is granted to cut an existing concrete or asphalt pavement, all cuts, if possible, will be made with a saw to a minimum depth of 2-1/2 in. The width of cut will be determined by the width of required trench plus 12 in. on each side of the trench. In the event the distance to any adjacent longitudinal or transverse joint or crack is less than 4 ft., the pavement will be removed to the joint or crack. All pavement repairs will be made in accordance with [http://www.modot.mo.gov/business/standards_and_specs/BEGIN.pdf ''Missouri Standard Specifications of Highway Construction''].

===643.3.6.3 Special Conditions===
Special conditions at specific locations, which make adherence to these criteria impractical, may be submitted to the Chief Engineer for consideration of an acceptable alternate.

==643.3.7 Allocation of Cost==

===643.3.7.1 Utility Companies other than those Owned by a Political Subdivision===
When the facilities are located on private easement within the new right of way to be acquired for a future project, the necessary relocations to permit construction will be effected at the cost of the MHTC.

When the utility facilities are on the right of way of a public road or street or on state highway right of way and their relocation is necessary to allow for the construction of a roadway improvement, their relocation must be effected at the expense of the utility.

When the facility is partly on and partly outside the right of way of a public highway and the exact cost for each party cannot be determined, the parties will arrive at a percentage reimbursement on an equitable basis.

===643.3.7.2 Utilities Owned and Operated by a City===
When the facilities are located on private easement, the MHTC will reimburse the city for the necessary cost of relocation to permit construction.

When the facilities are located within the city limits and on an existing city street, that is being, or had previously been, taken over by the MHTC as part of its highway right of way, MHTC will reimburse the city for the costs of the initial relocation of such facilities. These facilities will thereafter occupy MHTC's right of way by permit and all subsequent adjustments to the facilities made necessary by improvements to the highway facilities will be at the cost of the city.

When the facilities of the city are outside the city limits on public right of way, outside the city limits on state highway right of way or within the city limits on state highway right of way by permit, the relocation costs will be borne by the city. The city limits involved will be as set forth in the agreement between the city and the MHTC for the construction of the project, and subsequent [[236.15 Requests from Cities for Annexations|annexation]] will not affect the rights of the parties or extend MHTC's obligation.

When the cost of a portion of the relocation is the obligation, as stated above, of the MHTC and part that of the city and the exact cost of each relocation cannot be determined, the percentage of reimbursement that is equitable will be agreed upon by both entities.

When a city must bear part or all of the cost of adjustments to their utility facilities and the cost creates a financial hardship, the MHTC, by its authorized representative, the Chief Engineer, may temporarily assume these costs. A payback agreement with the city will include an applicable interest rate for a comparable maturity from a widely published index of tax-exempt municipal rates, obtained from [http://sharepoint/facilitation/CT/Pages/default.aspx Financial Services]. The pay back time will not exceed five years.

===643.3.7.3 Facilities Operated by a Political Subdivision other than a City===
When these facilities are located on private right of way that lies within the right of way of the contemplated project, the MHTC will make the necessary relocation or reimburse the political subdivision for their relocation of the facilities.

When these facilities are on MHTC right of way, their relocation will be made by the utility at their cost.

When these facilities are located on public right of way other than MHTC right of way, the cost of relocation of adjustment will be borne by the owner. In the case of storm sewers, where they are used to dispose of drainage from the highway, the MHTC may assume the cost of the adjustment or relocation.

In locations which, by state law, the disposition of sewage and storm waters in one or more municipalities has been delegated to a particular statutory agency, the MHTC will assume the cost of adjustment or relocation of these facilities located within city limits and not now located on MHTC right of way but where jurisdiction over these streets where these facilities are located will be assumed by the MHTC as a part of the project.

When a political subdivision must bear part or all the cost of adjustments to their utility facilities, and the cost creates a financial hardship, MHTC, by its authorized representative, the Chief Engineer, may temporarily assume these costs. A payback agreement with the political subdivision will include an applicable interest rate for a comparable maturity from a widely published index of tax-exempt municipal rates, obtained from Financial Services. Payback time will not exceed five years.

===643.3.7.4 Future Moves===
When utility facilities are located on private right of way and MHTC pays nothing except the actual relocation costs of the utilities involved, MHTC may agree that any future moves of the same utility by MHTC order may be made at MHTC's cost. If MHTC provides a substitute private easement, then MHTC will have no further obligation expressed in the agreement for future relocations.

==643.3.8 Design Criteria for Water/Sewer Separations==

The Department of Natural Resources Clean Water Commission governs the design of water and sewer lines in the vicinity of one another by Regulation 10 CSR 20-8. Basic criteria are outlined below. Details are contained within the regulation.

* Water Supply Connections Water Supply Interconnections: There will be no physical connections between a public or private potable water supply system and a sewer, or appurtenance that would permit the passage of any sewage or polluted water into the potable supply. No water pipe will pass through or come in contact with any part of a sewer manhole.

* Relation to Water Works Structures While no general statement can be made to cover all conditions, it is recognized that sewers will meet the requirements of 10 CSR 60-2.010 in respect to minimum distance from public water supply wells or other water supply sources and structures.

* Horizontal Separation for Water Mains Sewer mains will be laid at least 10 ft horizontally from any existing or proposed water main. The distance will be measured edge to edge. In cases where it is not practical to maintain a 10-ft. separation, installation of the sewer closer to a water main will be allowed provided the water main is in a separate trench or on an undisturbed earth shelf located on one side of the sewer at an elevation that places the bottom of the water main at least 18 in. above the top of the sewer.

* Water Main Crossings Sewers crossing water mains will be laid to provide a minimum vertical distance of 18 in. between the outside of the water main and the outside of the sewer. This will be the case where the water main is above or below the sewer. The crossing will be arranged so the sewer joints will be equidistant and as far as possible from the water main joints. Where a water main crosses under a sewer, adequate structural support must be provided for the sewer to prevent damage to the water main. When the water main is less than 18 in. above a sewer line, the sewer line can either be constructed with rubber-gasket pipe or encased with a minimum of 6 in. of reinforced concrete. When the size of the water main is larger than the size of cast iron pipe normally used, either reinforced concrete water pipe with rubber gaskets or concrete cylinder pipe with welded joints may be used in lieu of cast iron pipe.

* Special Conditions When it is impossible to obtain proper horizontal and vertical separation as stipulated, the sewer will be designed and constructed equal to water pipe, and will be pressure-tested to assure it is watertight prior to backfilling.

==643.3.9 Minimum Clearances for Overhead Utilities==

The vertical clearance of new or existing overhead installations will not be less than the current minimum requirements of the [[Media:643.3 National Electric Safety.pdf|National Electric Safety Code]]. However, in no case will the clearance be less than 18 ft.

==643.3.10 Location and Relocation of Private Lines on State Highways==

Private lines are privately owned facilities that convey or transmit communications, cable television, power, electricity, light, heat, gas, oil, crude products, water, steam, waste, storm water not connected with roadway drainage or any other similar commodity, including any fire or police signal system or street lighting system. These lines are exclusively devoted to private use.

Private lines can cross MHTC’s right of way in the same manner as other utility facilities. This is discussed in [[#643.3.4 Location and Relocation of Utility Lines|EPG 643.3.4 Location and Relocation of Utility Lines]].

Private utility facilities, including carrier and encasements, approved materials can be found in [[#643.3.6 Approved Materials for Underground Utility Facilities Including Carrier and Encasement|EPG 643.3.6 Approved Materials for Underground Utility Facilities Including Carrier and Encasement]].

Longitudinal use of the highway right of way by private lines is not permitted except in special conditions. Special conditions at a specific location that make adherence to this policy impractical will be submitted to the chief engineer for consideration of an acceptable alternative. In certain situations it may be necessary to obtain approval from the Federal Highway Administration (FHWA) before approval to use the alternative can be given to the private utility owner.

All work to be performed on MHTC right of way in connection with the location, relocation or maintenance of private lines, where the roadway, the shoulders or the right of way will be affected, must only be done under a permit or agreement issued by MHTC. An [https://www.modot.org/permits application for a permit] will be made on special forms. The application for a permit will specifically state the nature of the work to be performed. The chief engineer will determine and order the location and relocation of private lines within the right of way of any state roadway to prevent interference with the construction, maintenance and public use of state roadways. A deposit or bond will be required to insure completion in accordance with the issued permit. Applications for permits may be obtained at any of MHTC’s seven (7) district offices or the Central Office in Jefferson City, Missouri. Replacement of individual poles and attachments or other existing private line facilities where only spot excavation is required, and the excavation is not between the shoulder lines of the roadway, may be considered as maintenance. In this case, a permit will not be required, provided the private line owner abides by all parking and access regulations earlier discussed in this article. Where parking and access violations occur or if the right of way is left in an unsatisfactory condition, the private line owner may be required to secure a permit for future maintenance work on the right of way. In any case, a specific application should be made and a permit obtained for any contemplated work.

==643.3.11 Utility Permit Procedures==

Design personnel are assigned a chief role in issuing permits to allow utility facilities on highway right of way. However, it is the responsibility of all MoDOT staff that work with utility owners to improve relations with them as a core function of their effort. District utilities engineers and the Central Office Design Liaison Engineers are the focal point of contacts with utility companies on all utility matters. The general procedure for the issuance of utility permits together with a [[Media:643.3 Responsibility of MoDOT Utility Staff.doc|listing of the responsibilities]] of certain district and Central Office staff is available. This information provides the general procedures to uniformly process utility permit requests and agreements for utility attachments to bridges.
[[image:643.3.15.jpg|right|400px|thumb|<center>'''Work on a new bridge's cable tray, which helps carries utilities'''</center>]]

==643.3.12 Bridge Attachment Policy and Procedures for Utilities==

A bridge attachment is any utility, including water lines, sewer lines ,communication lines, electrical, or any other facility of a similar nature that is fastened to a bridge for the purpose of spanning an obstacle.

No utility facilities will be permitted in or on a structure carrying interstate or freeway traffic unless it is part of a federal requirement or for MoDOT’s use.

Where grade separations do not carry interstate traffic, wires (communication, electrical, fiber or metal) will be allowed only where no other practical means exists for the crossing.

At stream crossings not carrying interstate traffic, water lines, sewer lines and wires (communication, electrical, fiber or metal) will be allowed.

Gas or petroleum utilities are prohibited on all structures due to security/risk reasons.

No utility facilities will be placed on any structure except by agreement. A charge will be made for the increased maintenance cost involved.

When permitted, a 50-year occupational agreement is executed with the utility company or local entity for the attachment. The occupational agreement includes a fee, established by the Bridge Division, charged for the 50-year time period.

Requests to attach facilities to existing structures being maintained by MoDOT will be submitted to the Bridge Division by the district with their recommendations. If the applicant submits a request to a division office, it will be sent to the district for review before it is submitted to the Bridge Division for approval. It is expected that the District Utility Engineer (DUE) has worked with all the relevant district personnel including the regional District Bridge Engineer before submittal.

Each request received by the Bridge Division must include three copies of the following:
* An explanation of the proposal
* A location sketch
* Design drawings showing all aspects of the proposed attachment including the method of attachment, the length, the weight per foot when in use
* The attachment shall be labeled or marked to show identification of the utility
* The district's recommendations

For attachments to existing structures, the design drawings must be signed and sealed by a registered professional engineer licensed by the State of Missouri.

The Bridge Division will review the request for acceptability of the design and location. The Bridge Division may contact Bridge Maintenance when questions about a condition of a structure or other special circumstances exist. If acceptable, the district will be told to inform the applicant of the amount of the 50-year fee, and any revisions required in the design or location of the attachment. If unacceptable, the district will be told of the reasons for the disapproval.

If the applicant agrees to the attachment fee and the required modifications, an agreement will be prepared by the Bridge Division for execution by the applicant and Commission. The district will issue the permit for the attachment after the agreement has been fully executed by all parties and the attachment fee has been submitted to the Audits and Investigation Division with a copy sent to Bridge Division. Checks should be made payable to Director of Revenue, Credit State Road Fund.

Requests by utility companies or local entities to attach a facility to a bridge being designed for a proposed MoDOT project must be submitted to the Bridge Division by the district. The DUE will draft the agreement and Bridge Division will review the agreement and determine the costs involved. Once the draft agreement is approved and costs have been determined and agreed to, the agreement will be sent to the utility by the DUE for signature. Once the agreement has been returned by the utility to the DUE, the DUE will send it to Bridge Division for approval. Bridge Division will then send to CCO for review and Commission signatures. Bridge Division will retain the original copy, and copies will be sent to the DUE and utility for their files. Payment from the utility for the attachment will be sent to Financial Services by the DUE. The DUE should discuss with Financial Services how to get the payment credited to the project constructing the attachment.

For public utility requests from government entities such as cities, counties and other municipalities, the requested information shall be submitted to Bridge Division as described above. However, the district will take the lead in preparing the municipality agreement with input from Bridge Division and Bridge Maintenance.

===643.3.12.1 General Guidelines for Bridge Attachments===

====643.3.12.1.1 Aesthetics====

A conscious effort will be made to determine where the structure is located and what effect the utility attachment will have on the structure as viewed by the public. For example, is the structure over a scenic stream that is extensively used by canoeists, or does the structure span a road that may provide access to a park, campgrounds, or boat launching facilities? Is the structure a grade separation where the motoring public will see the attachment before they pass under it?

====643.3.12.1.2 Safety Considerations====

The type of utility facility must be carefully considered before approving its attachment to a structure. Gas or petroleum product pipelines have the potential to be very dangerous and are not permitted for security reasons. Electric lines will be located to cause minimum exposure to MoDOT maintenance personnel and the public.

====643.3.12.1.3 Methods of Attachment====
Maintaining the structural integrity of any structure when reviewing attachment details can be achieved by following these simple rules:

* Do not allow welding of attachment hardware to structural steel members (i.e. flanges, webs, stiffeners and diaphragms) whether in tension or compression.

* Do not allow drilling holes in any structural steel member.

* Do not allow drilling holes for anchors into any prestressed concrete member.

* Although allowed, drilling holes for anchors into the underside of bridge decks must be done with caution. It is recommended all anchors be installed to miss deck-reinforcing steel. Generally, drilling into decks will not be allowed where sonotubes were used (voided slab bridges). Be sure the depth of the holes will not cause breaking out of concrete on the topside of the concrete deck.

* Placement of utilities must not prevent the removal of old paint, the application of new paint on superstructure steel, or cause debris buildup, which could cause structural deterioration.

* Attachment hardware will be new, properly coated to prevent corrosion, or non-corrosive material designed to support the utility facility.

====643.3.12.1.4 Location of the Attachment====
In general attachments are made on the underneath side of the bridge deck. The condition of the bridge deck will dictate the location of the attachment supports. An exception may be attachments to trusses or other overhead structures. Large diameter pipes require more substantial support than concrete anchors can provide.

Attachments that may require manholes in bridge decks are not allowed.

When attachments are required to structures over streams that may carry large drifts, they must be attached to the downstream side of the structure and above the lowest superstructure element.

A better appearance can be achieved by having the attachment made to the inside of the exterior girder rather than to the more visible outside. It may be desirable to locate the attachment between the girders and above the bottom of the lower flange to hide the conduit and the attaching hardware. If aesthetics is not a concern, it is preferred to locate the attachment on the outside of the exterior girder.

====643.3.12.1.5 Relocation====
Due to structure replacement or rehabilitation, the current status of the structure must be known when reviewing a request for a bridge attachment. The district should determine whether the structure has been programmed for replacement or rehabilitation and provide this information to the utility company or local entity.

In almost all cases, the utility or local entity is responsible for the cost of removing or relocating their facilities if it is necessary for any repair, widening, improvement, or reconstruction of the structure.

====643.3.12.1.6 Construction and Maintenance====
If the attachment cannot be built while one-lane traffic is maintained on the structure, it will not be allowed.

Construction procedures that severely restrict traffic may factor into the allowable location of the attachment on the structure.

When scaffolding is to be attached or supported by bridge rails, bridge superstructure or substructure, the procedures for construction of the attachment must be reviewed.

The utility company or local entity will pay for, or be responsible for, the painting of the attachment, if necessary, when the bridge requires painting.

Unique situations will be discussed with the Bridge Division as required.

==643.3.13 Non-Invasive Digging==

Any excavation on MoDOT right of way requires that [[:Category:142 Missouri One Call System|Missouri One Call]] be contacted to locate any utility facilities in the work area. Locations marked through the Missouri One Call system are approximate, however, and non-invasive digging methods (hand/soft digging, pot holing, vacuum methods, pressurized air/water, pneumatic hand tools, etc.) are required when the excavation falls within 2 ft. of the markings. Because such non-invasive digging represents additional costs to MoDOT, utilities that own, operate, and maintain facilities on MoDOT right of way are responsible for performing or paying for the non-invasive digging.

Utility permit applications present the utilities with three options by which to confirm the exact location of facilities on right of way: (1) perform non-invasive digging to confirm the horizontal and vertical location of their facilities; (2) pay MoDOT an up-front lump-sum for the estimated costs of performing non-invasive digging, under the terms of a separate agreement, to confirm the horizontal and vertical location of their facilities; or (3) relocate the facilities, at their own cost and expense, to an area of right of way outside of the excavation limits, as designated by MoDOT.

Should non-invasive digging methods reveal that the location of the utility’s facilities interfere with the Commission's proposed project excavation, relocation of those facilities by the utility will be required in conformance with the utility permit for new and/or replacement installations.

Utilities that have, at no cost to MoDOT, relinquished private easements and relocated their facilities into MoDOT right of way by permit, have been assured that they will not be responsible for the costs of relocating those same facilities in the future. In these cases, MoDOT will not require utility companies (and cities) to be responsible for performing or paying for non-invasive digging. MoDOT will simply absorb the additional costs (labor) of such digging work.

Discussions with the utility company are required to determine the preferred method of exactly locating existing facilities. Once negotiations are complete, and a utility company elects to pay MoDOT to perform the non-invasive digging work, agreement [http://sharepoint/support/CC/CCO%20Contracts/DE_-_Design/Utility/UT07_Soft_Digging_Utility_Locate_Agreement.doc UT07] shall be executed between MHTC and that company.

[[category:643 Utility Procedures|643.03]]

Category:948 Incident Response Plan and Emergency Response Management

2022-07-15T15:49:12Z

Kleins1: updated link

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MoDOT’s Safety and Emergency Management Unit supports the core value of “Moving Missourians Safely” by providing planning, training, exercise and implementation of the [https://modotgov.sharepoint.com/sites/SM/SitePages/Incident-Response.aspx?csf=1&web=1&e=gJ4ILZ&cid=95095638-586f-4e23-8308-84378b14fbe5 MoDOT Incident Response Plan]. In addition, the Emergency Management staff work to coordinate with internal and external partners while supporting MoDOT’s Emergency Operations Center and providing staffing for the State Emergency Operations Center Transportation Emergency Support Function.

The Incident Response Plan directs the actions of MoDOT personnel in the event of an incident or emergency situation. The plan establishes procedures for conducting effective and coordinated response and recovery operations using resources available to MoDOT. The Incident Response Plan includes chapters regarding Command and Management, Resource Management, Communications and Information Management, Supporting Technologies, and Ongoing Management and Maintenance.

Supplemental Plans include Continuity of Operations, Severe Weather Response, Hazardous Materials Response, Radiological Response, Terrorism Response, Pandemic Influenza Response, Earthquake Response and a Workplace Security Plan.

Additional responsibilities of the Emergency Management staff are:

'''Disaster Recovery and Reimbursement'''

Disaster Recovery and Reimbursement includes evaluating damages received from natural and man-made disasters for possible reimbursement from the Federal Highway Administration and the Federal Emergency Management Agency. Staff members may coordinate the gathering of data and costs related to disaster repairs, report to state and federal entities to be included in disaster declarations or reports and oversee the process to request and gain reimbursement for costs incurred from multiple disasters each year.
<div id="MoDOT Traffic Incident Management Training Program"></div>
'''[https://www.modot.org/TIMTraining Traffic Incident Management Training Program]'''

Keeping MoDOT employees and responders safe while working on our roadways is a top priority in Missouri. The number of highway workers and responders who are injured or killed on the highways continues to rise each year. Emergency Management staff are responsible for implementation of [[media:948 Strategic TIM Plan.pdf|MoDOT's Strategic Traffic Incident Management Plan]] and the Traffic Incident Management Training Program. They oversee the curriculum, qualified trainers, and delivery of courses throughout the state. In addition, this staff provides guidance to several agencies and committees on how to further protect our responders and public when they are impacted by an accident or response on our roads or highways.

One tool that is very beneficial is the [[media:948 Strategic TIM Plan.pdf|MoDOT Strategic Traffic Incident Management Plan]]. This plan establishes MoDOT’s vision, goals, and objectives for traffic incident management throughout the state as well as a history of how the program has developed. This plan is used throughout the TIM training and was developed as part of MoDOT’s TSMO initiative. More information about TSMO can be found in [[:Category:909 Transportation Systems Management and Operations (TSMO)|EPG 909 Transportation System Management and Operations]].

'''MoDOT Statewide Communications System'''

MoDOT also operates a statewide two-way radio communications system. This system is licensed in the Highway Maintenance and Local Government Public Safety Radio Service and may be referred to as a "dual use" system. Normally it is used for routine highway business but during times of declared emergency it augments Emergency Management and response capabilities. The [http://sp/sites/sm/Communications/EPG%20Linked%20Docs/MoDOT%20Communications%20Standard%20Operating%20Guideline%202.docx?d=wa99a809c47e241ce908ed8a5f99a7bc6 MoDOT Communications Standard Operating Guideline] provides detailed information regarding use of this system.

Category:140 Encroachments and Items Permitted on MoDOT’s Right of Way

2022-06-30T19:31:15Z

Kleins1: Updated flier document per MT and CR request

[[image:140 Items.jpg|right|450px]]
==140.1 Right of Way Encroachments, Maintenance Policy RDS(D1)==

State law allows the Commission to prohibit encroachments on state right of way. Right of way encroachment is defined as the placement and/or maintenance of unauthorized items, or the performance of unauthorized activities, on or extending over onto state right of way. Unauthorized items and activities include but are not limited to:
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|[http://sp/sites/mt/roadsides/_layouts/15/WopiFrame.aspx?sourcedoc={81EA3CEB-240A-4E7D-9315-668F2AE9113F}&file=Notice%20of%20Encroachment.docx&action=default&DefaultItemOpen=1 Notice of Encroachment RDS(D1)A]
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[http://sp/sites/mt/roadsides/_layouts/15/WopiFrame.aspx?sourcedoc={073BF584-812B-4F84-8DFD-02EA22F1AC16}&file=Notice%20To%20Remove%20Encroachment.docx&action=default&DefaultItemOpen=1 Removal Notice RDS(D1)B]
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|<center>'''Flier'''</center>
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|[[media:UnauthorizedItemsoffRoadsidesFlier_2021.pdf|Unauthorized Items off Roadsides Flier]]
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'''Items: '''
::- Signs (political, garage sale, etc.)
::- Display materials (streamers, balloons, banners)
::- Trash containers
::- Fences

'''Activities: '''
::- Vehicle parking in restricted areas
::- Vending
::- Excavation
::- Construction

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

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

For permanent encroachments involving construction on the right of way, a written notice shall be sent to the owner by the district engineer. If the encroachment is not removed in a timely manner, a [http://sp/sites/mt/roadsides/_layouts/15/WopiFrame.aspx?sourcedoc={073BF584-812B-4F84-8DFD-02EA22F1AC16}&file=Notice%20To%20Remove%20Encroachment.docx&action=default&DefaultItemOpen=1 Notice to Remove Encroachment], including a deadline for removal, shall be sent to the owner by the district engineer. If the encroachment is not removed by the specified deadline, the district engineer shall refer the matter to the [http://sharepoint/support/cc/Pages/default.aspx Chief Counsel’s Office] for legal action. Sample encroachment notice letters and encroachment removal letters are available from the State Maintenance Engineer.

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

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

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

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

All actions regarding encroachments should be timely and fair.

Placement of markers and tablets requires approval. Additional information is available from the Roadside Section of the [https://modotgov.sharepoint.com/sites/mt Maintenance Division].

==140.2 Monuments, Maintenance Policy RDS(D2)==
MoDOT permits approved organizations (State Historical Society of Missouri, Federated Garden Clubs of Missouri and the Daughter's of the American Revolution) to place markers at approved locations along highways within the bounds of rest areas, roadside parks or turnouts. These markers are located for the purpose of honoring service men and women who served in a particular war or to designate points of historical interest.
[[image:140.2.1.jpg|right|180px]]
Placement of markers and tablets requires [[:Category:100 GENERAL#100.1 Construction Inspection Guidelines for MoDOT Organization and Committees|Commission]] approval.

===140.2.1 Blue Star Markers===

The Blue Star Memorial Highway is a plan conceived by the National Council of State Garden Clubs to create a living tribute to the men and women who served in the Armed Forces during World War II. Blue Star Memorial Highways are sponsored by the Federation of Garden Clubs in cooperation with MODOT.

Routes 36, 50, 6 and interstates 44 and 70 have been designated by Commission action as routes on which Blue Star Markers may be installed.

:'''1)''' Markers are furnished by the Federated Garden Clubs of Missouri, Inc.

:'''2)''' Markers may be installed in roadside parks or interstate rest areas, but not on operating right of way.

:'''3)''' Markers are to be erected by MoDOT

:'''4)''' MoDOT will provide maintenance for small problems associated with these markers

:'''5)''' Major repairs items are the responsibility of the Federated Garden Clubs of Missouri, Inc.

===140.2.2 State Historical Society Markers===
On November 1952, the Commission entered into an agreement with the Missouri Historical Society for the erection of markers along the highways of Missouri at points of great historic interest. The signs are generally located in a rest area, roadside park or at a specific location of historical interest.

The signs state “Erected by State Historical Society of Missouri and the Missouri Highways and Transportation Commission” at the bottom of the sign. The signs are to be provided by the State Historical Society.

'''Maintenance Responsibilities'''

Both signs on the right of way and off the right of way are to be maintained by the department. District Maintenance forces are responsible for the installation, inspection and maintenance of Sate Historical Markers. The signs should be regularly inspected for any needed repair or maintenance. Minor maintenance and cleaning should be performed as needed. If the sign and/or posts are beyond repair and need replacement, the district shall contact the State Historical Society of Missouri. The society should be informed of the situation and what materials need to be replaced. It will be their responsibility to decide if the repairs will be made or if the monument should be removed.

The State Historical Society is also responsible for any major repair items such as replacement of the sign, post or pedestal. This will include supplying the materials needed for the repair.

===140.2.3 Daughters of the American Revolution===
The Daughters of the American Revolution (DAR) has placed various markers along highways throughout the state to designate the Boone’s Lick Trail, Sante Fe Trail and other historical events. MoDOT will routinely maintain the markers and will repair and replace them with the necessary parts provided by others. The local chapter of DAR should be contacted if extraordinary maintenance or relocation of the marker becomes necessary. A list of DAR markers in place is available from the Roadside Section of the [https://modotgov.sharepoint.com/sites/mt MoDOT Maintenance Division].

==140.3 Guidelines for Installation of Banners on Lighting Poles==

Banners may be allowed on MoDOT right of way if the following conditions are met:

:* All requests shall come from a city or a county
:* The city or county shall be responsible for installing and maintaining the banners by MoDOT permit
:* The requestor of the banners shall certify with a structural analysis, stamped by a Missouri Professional Engineer, that banners installed on MoDOT light poles will not be overstressed according to the latest AASHTO specifications
:* A structural analysis shall be performed for each MoDOT light pole type that the banners will be attached to
:* If a banner is to be installed on a pole that is not owned or maintained by MoDOT, a letter shall be required from the owner of the pole (i.e. the utility company) stating it is okay to install the banner
:* The banners shall not contain advertisements of any kind
:* Sponsorships are restricted to city or county names and/or logo only. Other sponsorships may be allowed with a Growing Together agreement
:* The banner message shall comply with all state and federal laws and be devoid of any website address
:* Electrified displays shall not be allowed on banners or light poles, and
:* The requester shall remove the banners once the banners begin to deteriorate or look bad, as deemed by MoDOT.

Banners shall not be installed on:
:* Traffic signal heads and supports
:* Any [[903.5 Regulatory Signs|regulatory]], guide or [[903.6 Warning Signs|warning]] sign
:* [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.60 Portable Changeable Message Signs (MUTCD 6F.60)|Changeable message signs]]
:* Traffic control device posts or structures
:* Any site where the banner would obscure the ability of a driver to detect and understand existing traffic control devices, or
:* Poles located on the interstate system.
[[image:140.3.jpg|right|300px|thumb|<center>'''Growing Together banners must be attached to a street light pole''']]
Any banners that are not in compliant with this policy shall be removed either by the owner of the banner or by MoDOT. If the owner of the banner is working with MoDOT to get the banners in compliance, the non-compliant banners may be left in place until a structural analysis or a Growing Together agreement is completed.

As stated above, banners shall not contain advertisements. However, sponsorships other than city or county names or logos may be allowed. In order for a banner program to be able to include other sponsorships, the banner requestor shall enter into a Growing Together program agreement with MoDOT. With this program, MoDOT will allow banners with sponsorships as an alternative to the standard GROWING TOGETHER sign in return for a beautification project or other benefit to the highway system. Projects may include mowing, planting of flowers/shrubs, snow plowing, building of sidewalks, etc. or any combination of these. Each sponsor shall only be allowed one banner or pair of banners per direction of travel. The sponsorship shall be devoid of logos, slogans or directions and will all use a standard font. The Growing Together logo shall also be incorporated into the banner. For more information about the Growing Together program, contact the Roadsides section of the [https://modotgov.sharepoint.com/sites/mt MoDOT Maintenance Division]. Refer to [[141.8 Sponsorship Programs|EPG 141.8 Sponsorship Programs]] for more information on MoDOT's Sponsorship Policy.

File:UnauthorizedItemsoffRoadsidesFlier 2021.pdf

2022-06-30T19:28:22Z

Kleins1:

Category:129 Public Involvement

2022-06-02T17:31:23Z

Kleins1: /* 129.3 “Virtual” Public Involvement (VPI) */

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|colspan="3"|'''Forms '''
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|[https://epg.modot.org/forms/DE/Public%20Involvement/Sample%20Letter%20Advertising%20a%20Public%20Hearing.docx Sample Letter Advertising a Public Hearing]|| ||[https://epg.modot.org/forms/DE/Public%20Involvement/Sample%20Notice%204f.docx Sample Notice 4F]
|-
|[https://epg.modot.org/forms/DE/Public%20Involvement/Sample%20Notice%20of%20Public%20Hearing.docx Sample Notice of Public Hearing]|| ||[https://epg.modot.org/forms/DE/Public%20Involvement/Sample_Opportunity_for_Public_Hearing.doc Sample Opportunity for a Public Hearing/Meeting Notice]
|-
|[[media:129 Sample Public Involvement or Communication Plan.docx|Sample Public Involvement Plan or Communication Plan]]|| ||[https://epg.modot.org/forms/DE/Public%20Involvement/SampleRequestforApprovelofLocationorDesigntoStateDesignEngineer.docx Sample Request for Approval of Location and/or Design of Highways to State Design Engineer]
|-
|[https://epg.modot.org/forms/DE/Public%20Involvement/SampleRequestforApprovelofLocationorDesigntotheCommission.docx Sample Request for Approval of Location to the Commission]|| ||[https://epg.modot.org/forms/DE/Public%20Involvement/SampleTranscript.pdf Sample Transcript]
|}

Missouri Department of Transportation (MoDOT) works to communicate important information to the public, media, employees, stakeholders, and other department customers through a variety of methods, including news releases, publications, special events, and social media sites.

Missouri’s citizens expect an active voice in the location and design of transportation facilities. They recognize the important role transportation has in their life as well as the vitality of their communities. Existing transportation facilities, particularly transportation improvements, have a direct impact on the social, economic, and environmental resources of Missouri’s communities. As a result, MoDOT values the public’s input on transportation improvements and has established various methods to gather it this feedback. Some of these methods include:
:* [http://epg.modot.org/index.php/121.2_The_Planning_Framework_for_Transportation_Decision-Making Identification and Prioritization of Needs] through The Planning Process
:* Public Hearings
:* Public Meetings
:* Direct mailings or contact with individuals impacted
:* Virtual Public Involvement

In addition, MoDOT provides useful information to Missourians concerning the operation and maintenance of the highway system. This information is available from the following sources in addition to others:
{| style="border:1px; margin-left:7px; solid #cccccc" align="right"
|-
|[[Image:138 Idea to Reality Graphic.jpg|right|450px]]
|}
:* [http://www.modot.org/ www.modot.org]
:* [http://traveler.modot.org/map/ Traveler Information Map (TIM)]
:* E-updates
:* Changeable message boards
:* Customer Service Centers (1-888-ASK MoDOT)
:* [http://traveler.modot.org/report/modottext.aspx#tag_rc Work Zone Status]
:* [http://traveler.modot.org/report/modottext.aspx#tag_rc Road Condition Report]
:* [https://www.facebook.com/MoDOTStatewide Social media]

The development of quality transportation improvements depends on early, frequent, and continuous involvement of the public in project decisions. Additionally, real time information about the State’s highway system allows the traveling public to use it efficiently.

The public frequently questions not only the design and physical features of a project, but also its basic premise (the purpose and need) and assumptions (e.g., the range of alternatives) as identified by MoDOT.

Public involvement allows MoDOT to gather real, valid input on transportation needs and to work with customers to refine solutions that meet those needs.

The following guidelines for public involvement are not to be viewed as all-inclusive. Instead, they outline the minimum level of expectations for public involvement, with each individual effort matching the specific needs of the project and the community involved. The specific needs of the project should be documented in a public involvement plan (PIP).

<div id="Table 129, Public Involvement by Type"></div>
<center>'''Table 129, Public Involvement by Type'''</center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! colspan="4"|Public involvement is required for every project
|-
! style="background:#BEBEBE"|Public Involvement Method!! style="background:#BEBEBE"|Minimum Requirement for:!! style="background:#BEBEBE"|Required Documentation<br/>(if applicable)!! style="background:#BEBEBE" WIDTH=130|Responsible Individual(s)<sup>1</sup>
|-
|Routine methods such as social media, news releases, opportunity for meetings, etc. ||PCE and CE2|| Public notices, news releases, meeting notes, Comments/responses, sign-in sheets||PM, CR staff, CM staff
|-
|Pre-Location Study Meeting|| Some CE2s, EA, EIS|| Public notices, presentations, studies or documents made available, Minutes, comments, responses, sign-in sheets|| PM, CR staff
|-
|Location Public Meeting|| Some PCEs, CE2, EA, EIS|| Public notices, presentations, studies or documents made available, minutes, Comments and Responses, sign-in sheets|| PM, CR staff
|-
|Design Public Meeting|| Some PCEs, CE2, EA, EIS|| Public notices, presentations, studies or documents made available, minutes, Comments and Responses, sign-in sheets|| PM, CR staff
|-
|Agency Scoping Meeting|| EA, EIS|| Notices, presentations, studies or documents made available, Minutes, comments, responses, sign-in sheets|| PM, CR staff
|-
|Public Hearing (Commission Policy, FHWA policy)|| ≥20 acres new RW or permanent easements rural, ≥100,000 square feet new RW or permanent easements urban'''<sup>2</sup>''', EA (if applicable), EIS, Long Range Plan (CFR 771.111(h)(2)(iii)|| Notices, presentations, studies or documents made available, minutes, transcript, sign-in sheets||PM, CR staff
|-
|Public Meeting|| Discretion of the District Engineer|| Notices, presentations, studies or documents made available, minutes, Comments and Responses, sign-in sheets|| PM, CR staff
|-
|Section 106, 4(f)'''<sup>3</sup>''', and 6(f)|| Impacts (not significant or adverse [[#129.8 Section 4(f) Lands|EPG 129.8]]) on historic properties, parks, recreation areas, and wildlife and waterfowl refuges|| Notices, presentations, studies or documents made available, minutes, Comments and Responses, sign-in sheets|| PM, CR staff, DE-ENV/HP
|-
|Noise Wall Public Meeting|| Noise impacts where noise abatement is reasonable and feasible ||Notices, presentations, studies or documents made available, minutes, Comments and Responses, sign-in sheets|| PM, CR staff, DE-ENV/HP
|-
|colspan="4" align="left"|<sup>'''1'''</sup> PM: Project Manager; CR staff: Communications Division staff; CM staff: Construction and Materials staff; DE-ENV/HP: Design Division Environmental and Historic Preservation staff
|-
|colspan="4" align="left"|<sup>'''2'''</sup> "Urban" is defined as within a U.S. Census Bureau designated urbanized area or an urban cluster.
|-
|colspan="4" align="left"|<sup>'''3'''</sup> Requires special statements in the [[media:129 table 129 notice.docx|public notice]]. Coordinate with MoDOT Environmental Section.
|}
[[image:129.jpg|right|400px|thumb|<center>'''Statewide Planning Partner Meeting'''</center>]]
Public hearings and public meetings are forums for providing information on proposed projects, their anticipated impacts, and for receiving citizen comments. Both are used to comply with the [https://www.modot.org/missouri-highways-and-transportation-commission-0 Missouri Highways and Transportation Commission's] desire to furnish the public with general information and to allow the public to express their opinions regarding highway matters. Information related to the impacts of a proposed action can also be gathered. Federal transportation policy requires public involvement in the development of the purpose and the range of alternatives to be considered for EAs and EISs. The National Environmental Policy Act (NEPA) and FHWA regulation 23 CFR 771 require one or more public meetings or opportunity forum(s) for the public to participate. The Commission directs MoDOT to conduct “location and design” public involvement to gather public comment.

==129.1 Environmental Justice, ADA, LEP and Title VI==
[[image:129.1.jpg|right|500px|thumb|<center>'''[https://www.modot.org/welcome-external-civil-rights External Civil Right]'''</center>]]

Early in project development, the Project Manager (PM) shall assess whether the method of public involvement chosen for a particular project is reasonable for the project, whether it adequately reaches the proper constituents, whether there are environmental justice (EJ) or limited English proficiency (LEP) concerns, and whether the method would adequately provide the needed information and afford the opportunity for the public to provide feedback. Minority and disadvantaged populations are defined by [https://www.justice.gov/crt/fcs/TitleVI-Overview Title VI] and the [https://www.environment.fhwa.dot.gov/env_topics/ej/guidance_ejustice-nepa.aspx EJ Executive Order 12898] while low-income populations are defined by the census category. Executive Order 12898, Federal Actions to Address Environmental Justice in Minority Populations and Low-Income Populations, signed by the President on February 11, 1994 directs Federal agencies to take the appropriate and necessary steps to identify and address disproportionately high and adverse effects of Federal projects on the health or environment of minority and low-income populations to the greatest extent practicable and permitted by law. Title VI of the Civil Rights Act of 1964 prohibits discrimination on the basis of race, color, and national origin in programs and activities receiving federal financial assistance. If there are questions concerning the participation of minority and disadvantaged populations, contact the Environmental Specialist who is the resource for socioeconomic issues in the [https://modotgov.sharepoint.com/sites/DE/ Design Division]. Discussion on community impact assessment can also be found in [[#129.3 “Virtual” Public Involvement|EPG 127.3]]. The first step is to identify populations of people interested in the project and impacted by the project, then determine which outreach methods would be most effective. The PM should work with the Area Engineer and use existing information such as from the Conceptual Study Report (CSR), if developed, to help identify the area impacted by the project.

The process for identifying interested people/populations impacted by the project should be documented in the PIP and housed in [http://eprojects/SitePages/Home.aspx eProjects]. The PIP is developed by the PM or district staff, or the project consultant, if tasked with public involvement for the project, and approved by MoDOT staff. It may become necessary to revise the PIP as the project evolves, conditions change, oppositional groups emerge, or new issues arise. It is prudent to complete a limited English Proficiency (LEP) [https://www.modot.org/media/12116 analysis], similar to the Community Impact Assessment process outlined in [[127.3 Community Impact Assessment#127.3.1.3 Process|EPG 127.3.1.3]], and review it for protected populations early in the planning phase, when the PIP is developed, to identify stakeholders, affected public, and whether targeted outreach to underserved populations are needed. Then appropriate outreach efforts can be planned for these populations and budgeted appropriately.

Effectively reaching underserved populations may require significant staff time and resources, and special efforts or innovative methods may need to be used to ensure the inclusion of affected community members. This is especially important for underrepresented groups, such as minority and low-income groups, and in communities where a significant percentage of the affected population does not speak or understand English. Consider the need for translators, interpreters, and written materials in languages other than English. Reference information on LEP is provided in Executive Order (E.O) 12898. Innovative methods to involve minority and economically disadvantaged sectors of the community, as well as other groups such as senior citizens, economic developers, and historical and environmental groups, should also be explored. Such methods could include house-to-house contacts; providing bulletins at kiosks; meeting with community groups, church organizations, community minority liaisons, local grocery stores, and libraries; placing notices in newspaper and using other media outlets which cater to these groups. Accommodations should also be made for non-English speaking community members or those with language barriers.

The meeting location selected shall be in compliance with the Americans with Disabilities Act (ADA). Special attention should be paid to whether there is access to public transportation, and whether there is a safe and reasonable walking distance to the meeting without obstacles such as crossing active railroad tracks or busy highways.

These efforts shall be documented for inclusion in environmental documents (RES) or in project files in eProjects, and for department wide Title VI and EJ compliance.

==129.2 The Public Involvement Plan (PIP)/Communication Plan==

Early in the project scoping process a Public Involvement Plan (PIP) should be developed that is appropriate for each project. A PIP is a strategy document which guides outreach activities for a project. It helps to establish the schedule, methods, and locations for public outreach and assists with determining project stakeholders. For Programmatic Categorical Exclusion (PCE) and CE2 classifications, the PIP is often developed by the Project Manager (PM), district staff including Communications staff (CR Division), and/or project consultant, if applicable, and approved by MoDOT staff (PM, CR, etc.). The project core team ([http://epg.modot.org/index.php/104.1_Core_Team EPG 104.1]) typically develops the PIP for larger, more complex projects, especially those requiring an EA or EIS, which are approved by FHWA. The nature and complexity of the project along with the core team’s specialized knowledge of any sensitive issues within the project area will determine the best course of action to gain public input into the development of the project’s scope ([http://epg.modot.org/index.php/104.8_Public_Involvement_in_Project_Scoping EPG 104.8]). After identifying potentially affected populations and the issues they may have with the proposed project, this information can be compiled in the PIP (see sample above). It may become necessary to revise the PIP as a project evolves, conditions change, oppositional groups emerge, public controversy develops, or new issues arise. The size, scope and complexity of a project will help determine the extent of outreach and engagement for a project and whether a project requires a more formalized and comprehensive PIP. The PIP becomes part of the official project record and should be uploaded to the Request for Environmental Services (RES) or to eProjects as evidence of planned public involvement.

Early use of demographic data can help identify the public to be involved. After determining who to involve, a variety of outreach methods can be selected to encourage the most effective public involvement. Outreach could include either directly or indirectly any or all the following:

:* adjacent property owners and tenants
:* low-income populations
:* minority populations
:* cooperating and participating agencies ([http://epg.modot.org/index.php/127.14_National_Environmental_Policy_Act_(NEPA)_Classification_and_Documents#127.14.3_Process EPG 127.14.5 NEPA Glossary])
:* local, state, and federal government staff and elected officials
:* community groups such as clubs, civic groups, business groups, environmental groups, labor unions, disability advocacy groups, and churches
:* commuters and the traveling public
:* emergency and utility service providers
:* adjacent billboard owners and clients
:* general public and others known to be affected
:* others expressing interest.

The following are examples of common outreach methods that can be identified in the PIP:

:* Virtual Public Involvement (VPI) meetings
:* public and open house meetings
:* MoDOT project e-mail alert lists
:* drop-in information centers or booths
:* surveys or questionnaires
:* advisory committee and group meetings
:* public hearings
:* design workshops/charettes
:* direct mail/email
:* meetings with public officials
:* individual (one-on-one) meetings
:* meetings with community groups
:* internet blogs
:* project Internet pages/news releases
:* established media relations and contacts
:* telephone hot lines.

In addition, MoDOT provides information to the public about traffic impacts as part of its Transportation Management Plan (TMP) for projects ([https://epg.modot.org/index.php/616.13_Work_Zone_Capacity,_Queue_and_Travel_Delay#616.13.6.6_Public_Information EPG 616.13.6.6]). MoDOT also provides general work zone information to the public through various outlets. These include, among other things, publication of a statewide work zone map and work zone driving safety tips, posting of current work zone locations and conditions to the internet, promotion of Work Zone Safety Awareness Week, and advertisement of work zone safety-related messages via radio, television, electronic message boards along the roadway and, billboards. These details can also be incorporated in the PIP.

The example PIP or a more detailed plan shall be utilized on all EA and EIS classified projects. Use of a PIP on all other projects should be evaluated by the core team members of that project individually depending on the needs of that project.

==129.3 “Virtual” Public Involvement (VPI)==
{|style="padding: 0.3em; margin-left:7px; margin-right:1px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="350px" align="right"
|-
|'''Temporary Virtual Public Involvement During the COVID-19 Pandemic'''
|-
|FHWA will temporarily permit all public involvement activities previously conducted in-person to exclusively use virtual technologies and techniques that fulfill the essential purposes of the in-person public involvement during the COVID-19 pandemic. A [[media:129.3 temporary.docx|Q&A Sheet about temporary virtual public involvement]] is available.
|}
A “virtual” public event is one that is held online, in which members of the public attend the meeting and participate remotely. A virtual public event may be held in the following two situations: (1) as a ''supplement'' to an in-person public meeting or hearing, or (2) as a ''substitute'' for an in-person public meeting for emergency situation and beyond, as defined at [[#129.12 Glossary of Terms|EPG 129.12 Glossary of Terms]]. The following process is designed to provide guidance when a public meeting is required. This process can be adapted to fit the needs of the project. '''If a NEPA required public hearing is mandated during a time of emergency, a virtual public event can be used to supplement the in-person component of the public hearing.''' Refer to the box immediately to the right for information about virtual public involvement.

Public hearings or opportunities for public hearings are required for EISs and for projects that require substantial amounts of new right of way as (defined under [[#129.5.3.3 Design Public Meeting|EPG 129.5.3.3 Design Public Meeting]]).

Notice of a virtual public event must comply with the requirements in [[#129.6.1 Advertisement for Public Hearing or Opportunity for a Public Hearing|EPG 129.6.1 Advertisement for Public Hearings]] or [[#129.5.1 Advertisement for Public Meeting or the Opportunity for a Public Meeting|EPG 129.5.1 Advertisement for Public Meeting or the Opportunity for a Public Meeting]] and [[#129.6.2 Procedures for Conducting Public Hearings|EPG 129.6.2 Procedures for Conducting Public Hearings]] or [[#129.5.2 Procedures for Public Meetings|EPG 129.5.2 Procedures for Public Meetings]] depending on the requirement. This shall include the requirement to develop and implement strategies to address Environmental Justice populations and Limited English Populations (LEP) where such populations are identified in the project area. Consultation with FHWA may be appropriate. Notice of a virtual public event must also include the following:

:* clear instructions about how to attend and participate in the virtual portion of the public hearing (providing a specific webpage);
:* an explanation of how the virtual public event will be conducted; and
:* a statement that members of the public may, as an alternative to logging-on to the virtual portion of the public hearing, call or email district or project staff to ask questions about the project, access project materials, and submit public comments via email or letter.

:* Participants in a virtual public event may be asked to enter their name and email address when commenting on a project or when asking to be added to a project contact list.
:* A virtual public event must present the web address for a website where project materials will be posted for public viewing during and after the virtual public event.
:* A virtual public event can include a presentation in accordance with [[#129.6.2 Procedures for Conducting Public Hearings|EPG 129.6.2 Procedures for Conducting Public Hearings]]. The presentation will include both audio and visual components. The presentation must indicate that participants may submit comments via email or letter or some other method. The presentation may be pre-recorded and uploaded for viewing at the scheduled public hearing time, and thereafter. A best practice is to set up an email address specific to that project to receive comments. Closed captioning should be used in all virtual meetings.
:* The presentation must explain to participants in the virtual public event that they may call project staff during regular office hours or email project staff to ask questions about the project at any time in the project development process.
:* Following the presentation, the virtual public event can include a comment period for members of the public to call a telephone number to verbally provide testimony.
:* Strategies for communicating with LEP populations during the virtual events must be developed, including providing interpreters, if needed or requested, if that is the only public involvement being carried out.
:* A transcript of the presentation given in the virtual public event must be prepared if the event is substituted or a component of a hearing.
:* To the extent it is technologically feasible, the virtual public event should be recorded and posted on-line until at least the end of the allotted comment period. See the paragraph immediately following for further guidance on recording and posting.
:* Following a virtual public event, the post-event activities set forth in EPG 129.6.2 Procedures for Conducting Public Hearings and [[#129.6.4 Presentation for Location and Design Approval to the Commission and Commission Actions Needed|EPG 129.6.4 Presentation for Location and Design Approval to the Commission and Commission Actions Needed]] will apply.
<div id="If a virtual event"></div>
If a virtual event is recorded, the recording is then an open record under the Sunshine Law and must be retained according to the records retention schedule. Privacy concerns can be alleviated by announcing verbally, during the beginning of the virtual event, that the event is being recorded and will later be available at a predetermined location or by request. Additionally, a disclaimer at the beginning of the video should state that the opinions expressed during the event do not necessarily reflect the opinion of MoDOT or Commission (or consultant) and do not necessarily constitute MoDOT or Commission policy.

'''Selecting VPI Tools'''

Consider the needs of residents, commuters, and stakeholders when selecting VPI tools. Use familiar channels to inform the public about opportunities to comment and how to receive and view information. If possible, collect or request contact information and follow up comments or questions. Develop a PIP to help identify these tools.

'''<center>Table 129.3, Selecting VPI Tools</center>'''
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+
! style="background:#BEBEBE"|VPI Tool!! style="background:#BEBEBE"|Description!! style="background:#BEBEBE"|Selection Criteria!! style="background:#BEBEBE" WIDTH=130|Asynchronous<br/>or<br/>Synchronous*!! style="background:#BEBEBE"|Cost
|-
|'''Project Website'''|| The project website should be the hub for public involvement. Many tools listed below can be added to the project website, clearly communicating the pathways for public engagement. || Update and inform large groups and individuals. Repository of all project information. || Asynchronous|| No cost
|-
|'''Webinars and Virtual Meetings '''|| Virtual meetings can be coordinated and streamed live with Microsoft Teams Live event. Attendees can join by computer, telephone, or Teams phone app. The meeting recording can be added to the project website and MoDOT YouTube channel and shared on social media. Closed captioning should be used. || Update and inform large groups and individuals. || Synchronous|| No Cost
|-
|'''Fillable Comment Form'''|| This is a Word or PDF document with several options for submission. It can be emailed or printed and mailed. It can contain open-ended survey questions. SurveyMonkey or a Microsoft Form can also be used. Can also place on a web page.|| Offers a structure for comments and questions. Can be used to develop a project contact list while obtaining input. Can be used as basis for Q&A document or website. || Asynchronous|| No cost
|-
|'''Narrated PowerPoint'''|| This is a great tool for sharing project updates. The PowerPoint can be saved as a video and added to the project website; availability of the video can be communicated through social media and shared in a press release. || Project and construction updates.|| Asynchronous|| No cost
|-
|'''YouTube'''|| MoDOT has a YouTube channel where a meeting can be livestreamed or posted on the web for later viewing.|| Comments can be turned on or off; if turned on, then must respond either live during the event or later if posted on the web.|| Asynchronous || No cost
|-
|'''Online Surveys for Title VI'''|| Surveys are useful for collecting Title VI data and can be incorporated into virtual meetings. || Must be used at all virtual public meetings. Share a link in the announcements section of public meetings.|| Asynchronous|| No cost
|-
|'''MetroQuest Surveys'''|| MetroQuest or similar tools are excellent for public engagement. || Use with statewide or large projects. Great for reaching commuters and younger age groups on purpose and need and alternatives selection. || Asynchronous|| High cost
|-
|'''Telephone Townhall'''|| Telephone townhalls work well when internet access is limited; or when trying to engage people who do not use the internet. Cost for these services vary.|| Alternative to Microsoft Teams. Public can register in advance and only need a telephone to participate. Meeting materials and transcripts are available. || Synchronous|| Moderate cost
|-
|'''Social Media '''|| Use in coordination with other strategies.|| Share meeting notices in advance and day-of on social media channels. Useful for quick and immediate information sharing. || Asynchronous ||No cost for posting. Social media ads can be purchased.
|-
|'''Public Access Cable TV'''|| Meeting recordings and/or Narrated PowerPoints can be broadcast.|| Great companion strategy used in coordination with other tools. Internet connection is not needed. || Asynchronous|| No cost to moderate cost
|-
|'''Drive-In Meetings'''|| Identify a location with strong Wi-Fi and designate it as a place for people to park and log into a virtual meeting. This strategy can be used to distribute information and for in-person meetings if sound and presentation equipment is available. || Excellent alternative to virtual meetings in areas with limited internet access. ||Synchronous|| Moderate cost
|-
|colspan="5"|'''*''' Note: Synchronous VPI allows for a dialogue between individuals on either side of the virtual connection whereas asynchronous VPI is passive communication where an individual connects and is limited either to reading or seeing information and/or posting a comment, versus asking a question or making a comment and having it responded to in real time. Asynchronous does not allow direct dialogue. See [https://www.fhwa.dot.gov/planning/public_involvement/vpi/ FHWA's Virtual Public Involvement website].
|}

==129.4 Public Involvement Based on Environmental Document Type==
[[image:129.4.jpg|right|300px|thumb|<center>'''Sign-in at public meeting'''</center>]]
MoDOT Environmental and Historic Preservation staff coordinate with the FHWA to determine the level of environmental documentation for a proposed project. This determination is based on impacts and their intensity (i.e., significance) and therefore additionally influences the public involvement effort for a given project. It is important that MoDOT’s Environmental and Historic Preservation Section be involved in the development of public meeting materials for all types of classifications in order to avoid any pre-decisional language, and FHWA in particular for EA and EISs. If there is anticipated controversy for a proposed project, the PM will discuss the potential for controversy with MoDOT’s Environmental staff and FHWA to determine if additional action should be taken. (Refer to [[127.14 National Environmental Policy Act (NEPA) Classification and Documents#127.14.5 NEPA Glossary|EPG 127.14.5]] for full definition.)

===129.4.1 PCE===
A Programmatic Categorical Exclusion (PCE) is the lowest level of environmental documentation and is assigned to projects with limited impacts, such as limited to existing pavement or within existing right of way, therefore lacking project impacts. These projects tend to be non-controversial and require a minimal amount of public involvement (see [[#Table 129, Public Involvement by Type|Table 129, Public Involvement by Type]]) usually including routine methods such as news releases, posting on MoDOT’s website, social media, etc. that may be carried out by staff in various divisions. In most cases a PIP is not needed but any comments and responses from public involvement using any other outreach must be documented in the project files or the RES.

===129.4.2 CE2===
A documented Categorical Exclusion (CE2) is an environmental classification that requires FHWA approval and a more rigorous evaluation of impacts. These projects must have documented public involvement but in most cases a PIP may not be needed. At the minimum, a public notice with a comment period, must be afforded to the public. Any comments and responses from public involvement using any outreach must be documented in the project files and the RES.

===129.4.3 Environmental Assessment (EA)===
[[image:129.4.3.jpg|right|250px|thumb|<center>'''Visuals at public meeting'''</center>]]
The NEPA and Federal Highway Administration (FHWA) regulations, 23 CFR 771, require a public hearing or opportunity for a public hearing at a convenient time and place for the public to participate in any Federal-aid projects which requires significant amounts of right-of-way, substantially changes the layout or functions of connecting roadways or of the facility being improved, has a substantial adverse impact on abutting property, otherwise has a significant social, economic, environmental or other effect, or for which the FHWA determines that a public hearing is in the public interest; an opportunity for public involvement in defining the purpose and need and the range of alternatives, for any action subject to the project development procedures in 23 U.S.C 139. A public hearing or opportunity for a public hearing is expected to occur after FHWA has approved the EA. If a public hearing is not held, the document must still be made available for public inspection for 30 days in accordance with 23 CFR 771.119 (e)(f) and [[#129.5 Public Meetings|EPG 129.5 Public Meetings]] and [[#129.6 Public Hearing|129.6 Public Hearing]]. Once a Finding of No Significant Impact (FONSI) has been issued, a notice of availability of the FONSI shall be sent to all agencies and made available upon request by the public.

The PIP detailing the coordination and scheduling for an EA is developed early in the scoping process after project initiation. This plan is developed by the Project Manager and CR staff or consultant and approved by MoDOT staff, to coordinate agency and public participation in the document development and is part of the administrative record.

===129.4.4 Environmental Impact Statement (EIS)===
When MoDOT, in consultation with FHWA, has determined that an EIS will be prepared, a notice of intent (NOI) is published in the Federal Register (40 CFR 1508.22). A PIP detailing the coordination and scheduling for an EIS is developed early in the scoping process, prior to publication of the NOI. Public involvement is begun to get input on the purpose and need, alternatives, project schedule and other information for the NOI content. This plan is developed by the Project Manager and CR staff, or consultant, and approved by MoDOT staff, to coordinate agency and public participation in the document development and is part of the administrative record. The EIS is a level of documentation for projects that have the potential to result in significant environmental impacts.

The draft EIS must contain a summary of agency and public comments up to that point and for that summary to include a request for public comment. Once the draft EIS is prepared and signed, it shall be circulated for comment of not less than 45 days in the Federal Register. In addition, a public hearing or an opportunity for a public hearing must be held during this time. The draft EIS must be made available at the hearing and for a minimum of 15 days in advance of the hearing. If the hearing is not held, a notice shall be placed in a newspaper similar to a public hearing notice that advises where the draft EIS is available to review, how copies may be obtained, and where the comments should be sent. If the FEIS and ROD will be combined, the draft EIS should include a notice on the cover sheet (40 CFR 1502.11) stating a combined document will be issued. The draft EIS should identify a preferred alternative, but if not, there may need to be additional opportunity for public and agency input on the preferred before the FEIS and ROD can be combined.

The final EIS is then prepared after consideration of comments received and shall identify the preferred alternative, evaluate all reasonable alternatives, discuss substantive comments received on the draft, summarize public involvement, and describe mitigation measures. The final EIS shall be transmitted to any persons, organizations, or agencies that made substantive comments on the draft or requested a copy, no later than the time the document is filed with the EPA. A notice of availability shall also be published in local newspapers and through DOT Order 4600.13, as well as having a copy available for public review at institutions such as local government offices, libraries, etc. as appropriate. Executive Order (EO) 13807, One Federal Decision (OFD), also establishes required coordination with other agencies. OFD sets a government-wide goal of reducing to two years the average time for each agency to complete the required reviews and authorization decisions for a “major infrastructure project”.

===129.4.5 Re-evaluations===
Public involvement needs must also be reconsidered during the re-evaluation phase of a project if substantial time has elapsed since the last outreach effort and/or if the project changes warrant additional outreach. Changes might include additional project impacts to resources or to the public that weren’t initially considered. At the minimum, a public notice with a comment period, must be afforded to the public. Any comments and responses from public involvement using any outreach must be documented in the project files and the RES.

===129.4.6 Agency Scoping Meetings and Coordination ===
Meetings with interested governmental agencies are held on all projects with an environmental classification of EIS and EA, and some CE2s, unless prior consent is obtained from FHWA. Agency scoping meetings are held prior to the preparation of the location study/environmental report but following the preparation of the draft Purpose and Need document and the preliminary screening.

Coordination with other agencies and groups is an integral part of the environmental process. Pertinent information obtained from pre-location meetings, agency scoping meetings or other coordination is made available to the public as a part of the public hearing. An up-to-date list of agencies and their addresses is available from the Design Division, Environmental and Historic Preservation section staff.

At these meetings, the general nature of the proposed project is described, and comments are solicited from the agencies. Comments should be solicited and documented in the project file concerning the project's purpose and need, the range of alternatives and their impacts on the environment. Issues that cause little or no concern should receive less attention and time. The MoDOT Project Manager or districts’ consultant for the project, working through the environmental representative in the Design Division, is responsible for arranging this meeting, which shall include a FHWA representative.
[[image:129.4.6.jpg|right|300px|thumb|<center>'''Environmental and Historic Preservation Staff at Cuivre River meeting'''</center>]]

Prior to the meeting, the district supplies the Environmental and Historic Preservation office and FHWA with copies of the draft documents along with any other pertinent information concerning the proposed project the district intends to mail or email to all appropriate agencies. Once approved, the district mails or emails materials, with the meeting time and location, and invitation including a map showing the study area.

The scope of the project is presented at the meeting. The MoDOT Project Manager facilitates the meeting and briefly presents the project Purpose and Need. Other topics unique to the specific project are presented and discussed. It may be appropriate to provide a general overview of known environmental and cultural constraints including a presentation of constraints (e.g. parks) sensitive or specific resources) provided by the MoDOT environmental and historic preservation specialist in attendance. Prior to the meeting, coordination must occur between the MoDOT Project Manager, district staff, FHWA, MoDOT environmental, Design Division, and consultant staff, if applicable, must occur to ensure appropriate materials and format are developed as all groups have a role in the meeting.

==129.5 Public Meetings==

A public meeting does not have the same requirements as a public hearing. Public meetings do not require any formal presentation and are tailored to meet department or community needs. There are different types of public meetings that MoDOT holds including Pre-Location Study Meetings, Location Study Meetings and Design Meetings.

The MoDOT Project Manager (PM) is responsible for identifying the level of public involvement needed for a project. This includes scheduling and coordinating public involvement meetings in collaboration with the district communications (CR) manager and in cooperation with the Central Office Design Division for all projects, including those in which consultants are used. Adequate and appropriate MoDOT staff should be available to answer questions from the public during the meeting. Normally this includes the District Engineer, Project Manager, Area Engineer, CR manager, civil rights staff, and the project designer(s). Other staff, such as Environmental and Historic Preservation staff or Right of Way staff, should be included on a project-by-project basis. The Design Division is consulted when it is necessary for specialists from the Division to attend the meeting. If consultant staff are involved in the preparation of the project, appropriate members of the consultant team should also attend.

Public meetings can range from large informational presentations to small groups or one-on-one meetings with individuals. The “open-house” style is in an easy-to-navigate space where the public can come and go at their convenience. It allows members of the public to discreetly ask questions and talk with project representatives about their needs, concerns, and ideas. Visual aids, displays, and handouts are often provided as well as a station where public comments can be submitted for consideration. Displays in general should have the project title at the top of each board (i.e. Route H Bridge Replacement, Lincoln County). Open house meetings can be effective for introducing a proposed project to the public and stimulating an exchange of ideas. Small group meetings are useful for gaining information from community groups, underrepresented groups, neighborhood groups and advisory committees. Additionally, having the ability to utilize workshops, where large groups are organized into small discussion groups, serves to maximize the participation of all attendees while discouraging domination by a few groups or individuals. These small group meetings are not generally advertised to the general public; however, a summary of informal meetings shall be included in the project documentation in the RES, eProjects and the Administrative Record (if applicable).

===129.5.1 Advertisement for Public Meeting or the Opportunity for a Public Meeting ===
Notices concerning public meetings or the opportunity for a public meeting will be published in local newspapers, on social media and on the district’s website at a minimum. The PM in cooperation with the CR manager drafts the notice to be published for the meeting or opportunity for the meeting. Notices should contain the project description, time, date, ADA and/or LEP accommodations and location of the meeting, as well as where project information can be viewed. The notice should contain language such as, “if assistance is needed in another language, please contact the (contact listed in the notice) by (date)”, or something more generic like “We are committed to providing equal access to this event for all participants. If you need a reasonable accommodation, please contact (contact listed in the notice) by (date).” Additionally, if the project area is known to speak a language other than English and the project impacts that population, the district will document how accommodations were made such as disseminating the public notice in that language as well. This information can be found by going to [https://data.census.gov/cedsci/ data.census.gov] and reviewing table B16001 and C16001 for a specified geographic location and the most recently available survey – either the ACS 5-Year Estimates or latest decennial census data. Additional assistance with this website and the tables can be obtained from MoDOT’s External Civil Rights (EC) Division. The PM can find the latest language contracts at [http://sp/sites/EC/programs/TitleVI/Forms/AllItems.aspx?RootFolder=%2Fsites%2FEC%2Fprograms%2FTitleVI%2FLimited%20English%20Proficiency%2FInterpreter%20and%20Translation%20Contracts&FolderCTID=0x0120007ECE07E5E0136B478E798E936AFA790C&View=%7B790BCE5D%2DD835%2D4AD1%2D9CBF%2D795EA5874ED5%7D Interpreter and Translation Contracts]. If an opportunity is published and the district receives no requests for a meeting, they document the opportunity for public meeting notice and that no requests were received.

[[image:129.5.1.jpg|right|450px|thumb|<Center>'''Major Project webpage'''</center>]]
The information on the notice should also be available on the district’s website. Information from public meetings can be made available online as virtual public meetings through the district’s website. (Refer to [[#129.3 “Virtual” Public Involvement|EPG 129.3]]).

If the district believes other methods of advertising a public meeting would help increase public attendance, these options should be explored. Options may include direct patron mailings, flyers posted in high-traffic public areas, neighborhood newsletters, signs erected in the project area, or other means.

If the “open house” format is to be utilized, this procedure is explained in the notice. The notice of public meeting specifies that maps, drawings, appropriate environmental documents, other pertinent information developed by the department and written views received as a result of coordination with other agencies or groups, will be available for public inspection ([https://www.law.cornell.edu/cfr/text/23/771.111 CFR 771.111]). A copy of the notice shall be kept in eProjects or on CR Division sharepoint site.

===129.5.2 Procedures for Public Meetings===
Public meetings are to be held at a place and time generally convenient for persons affected by the proposed undertaking and should be close to the project area. When selecting the time and location of the meeting, special consideration will be given to making the setting comfortable and accessible for all, including minority and disadvantaged populations (see [[#129.1 Environmental Justice, ADA, LEP and Title VI|EPG 129.1 Environmental Justice, ADA, LEP and Title VI]]). MoDOT’s PM and CR manager is responsible for determining the information to be provided and style of the meeting. The PM will coordinate with other appropriate staff including the MoDOT environmental representative, when necessary to ensure a productive and informative meeting.

The following are informational types of items that might be included in the meeting materials:
:* The proposed project’s purpose and need.
:* Describe the proposed project’s conformity with the goals and objectives of the area.
:* Describe the problem to be addressed, why MoDOT is the appropriate agency to address them, and the reasonable process MoDOT will follow or has followed to come to a solution.
:* Communicate the potential project impacts to the community and the efforts that would be made to minimize and/or mitigate those impacts ([https://www.law.cornell.edu/cfr/text/23/771.111 23 CFR 771.111(2)(v)]).
:* Include information such as crash data, structural deficiencies, and capacity problems.
:* Public requests may be cited as justification for the project.

It is the Project Manager’s responsibility to document everything (e.g. notices, comments, how comments are being addressed, commitments developed as a result of comments, all PI material), and then provide them to MoDOT Environmental for all Classes of Actions, including PCEs.

===129.5.3 Types of Public Meetings===
Essentially, MoDOT manages all types of public meetings similarly by providing a public meeting notice, conducting an open-house-style format, and obtaining comments from the public. The Commission directs MoDOT to conduct public involvement prior to Commission approval of Location and Design for significant projects. (Refer to [https://www.modot.org/media/31629 Commission policy 010-10-01-HWYS].)

====129.5.3.1 Pre-location Study Meeting====
A pre-location study meeting is a type of public meeting that may be necessary for an EA or EIS environmental classification, prior to the preparation of a location study (LS)/environmental report ([[:Category:126 Location Study and Alternatives Analysis|EPG 126 Location Study and Alternatives Analysis)]].

The purposes of a pre-location study meeting are to describe the general nature of the proposed project to the public, and to obtain comments concerning the project's purpose and need, the range of alternatives and their impact to local communities and the environment of the area. The pre-location study meeting should help to determine the details of community values, goals and objectives and other areas of special interest of which the local citizens may be aware including history, archaeology, geology, biology, and public lands in the study area. The draft [[:Category:126 Location Study and Alternatives Analysis#126.3 Purpose and Need|Purpose and Need]], as accepted by FHWA and the Design Division, is furnished at the meeting for consideration and comment by the public to help define the Purpose and Need under [https://www.law.cornell.edu/uscode/text/23/139 23 USC 139]. Comments and information received at the meeting will be used to refine or expand the draft Purpose and Need prior to its inclusion as a section of the [http://epg.modot.mo.gov/index.php?title=Category:126_Location_Study_and_Alternatives_Analysis Location Study Report].

Prior to the pre-location study meeting date, preliminary scoping, and screening and early constraint identification for wetlands, cultural resources, public use areas, etc., must be completed. Preliminary scoping may include scoping meetings for complex projects or written agency correspondence for less complex projects as determined by the Design Division and FHWA. The information from the screening and constraint identification is presented to the public at this meeting as it can limit potential for alternatives.

Displays available at the pre-location study meeting should be general in nature showing the entire study area with no definite solutions identified. Typically, one display should demonstrate all environmental and cultural constraints identified except the archaeological sites, threatened and endangered species, and caves. These are considered sensitive information and are not revealed to the public. Other displays might include information from the Purpose and Need concerning crash rates, and capacity and/or deficiencies of the existing facility. To assist the public in understanding the process, a [http://epg.modot.mo.gov/files/a/a1/129.1_Display_of_Alternatives.jpg display may be provided] showing the general process for completing a location study/environmental report with the pre-location study meeting stage highlighted. For projects where relocation of a route might be an option, it is helpful to provide a blank display on which the public can draw suggested alignments. The public can also identify potential environmental impacts such as family cemeteries, underground storage tanks, etc. This display and all meeting materials must be included in the environmental documentation (administrative record, eProjects, RES) as well as a summary, and any written comments and responses provided.

Comments and recommendations from the meeting will be used by the district to refine the purpose and need for the project, develop the range of reasonable alternatives, and develop the location study/environmental report.

====129.5.3.2 Location Public Meeting====
A location public meeting is held to provide the opportunity for effective participation by interested persons in discussing specific location features, including the social, economic, environmental and other effects of all the reasonable project alternatives. These meetings afford the department an opportunity to receive information from sources that will be of value in choosing a preferred location. Location public meetings are typically part of the EA and EIS process but could be held for a CE2 or PCE as well. It may be acceptable to hold a combined location and design public meeting for CE2 projects. A summary of the meeting is submitted to the state design engineer for location approval of a PCE and CE2 projects in the form of a Conceptual Study Report. For location approval of EA and EIS processes, Commission approval is needed.
When a location public meeting is to be held for an EA or EIS, it is typically held after FHWA approves the EA or Draft EIS for public review. In the case of an EIS project, once the draft EIS is signed, a notice of availability (NOA) is published by the Environmental Protection Agency (EPA) once they receive the approved draft EIS in Washington D.C. The district may then advertise for the location public meeting. For a project with an environmental classification of CE2, a location public meeting may be held after the conceptual plan is approved.

====129.5.3.3 Design Public Meeting====
A design public meeting is offered for projects where input from the public is needed on the design of a proposed project, regardless of environmental classification. The design public meeting should be considered by the PM for projects that substantially change, temporarily or permanently, the function of the roadway or may have an impact on the use of the roadway. A meeting will be considered, even if not "required", if the impact on the traveling public, adjoining property owners and businesses in the area is considered to be substantial. Additional consideration should be given for large projects, those that have many parcels or heavy public interest. Additionally, a design public meeting should be considered anytime a project impacts alignment (vertical or horizontal), impacts the roadway typical section, changes permanent traffic control infrastructure (stop control to signal control), minor right of way impacts, impacts other modes of transportation, road closures or detours (impacts to users are significant), potential environmental impacts, significant public interest in the project, controversial projects, major project that don’t require public hearings, cost share or cost apportionment projects in which we have other partners in delivering a project, projects that will be long in duration (more than one season to complete), etc. One principal indicator for when a design public meeting should be considered would be on projects that require a preliminary plan.

This is left to the discretion of the District Engineer, in consultation with the PM. A meeting may be desirable to advise local officials, EMS, school districts (bus routes), motor carriers (OWOD permits), adjacent property owners and other users of the details of the project. For instance, bridge replacement projects that close the road during construction should have a public meeting or opportunity for a public meeting to inform the public of the closure. If a public meeting is not held, reasons should be well-documented in eProjects. If the projects involves Noise, Section 106, Section 4(f) or Section 6(f) lands, the Design Public Meeting can contribute to the requirements of those issues. (See [[#129.7 Noise Wall Public Meeting and Voting|EPG 129.7 Noise Wall Public Meeting and Voting]], [[#129.8 Section 4(f) Lands|EPG 129.8 Section 4(f) Lands]] and [[#129.9 Section 106 and Tribal Consultation|EPG 129.9 Section 106 and Tribal Consultation]]). A “virtual” design public meeting can be substituted for a design public meeting.

These criteria are considered a minimum level for which a public meeting or opportunity for a meeting is required. Authority to conduct the design public meeting is given with the District Engineer's approval of the preliminary plans. At design public meetings, the preliminary plans and other exhibits from the location study are displayed. Pertinent information about the location alternatives studied and reasons for selecting the proposed location are discussed. Details of the effect of the proposed design on individual properties are discussed along with information about the design alternatives studied.

A meeting will be considered, even if not "required", if the impact on the traveling public, adjoining property owners and businesses in the area is considered to be substantial. Additional consideration should be given for large projects, those that have many parcels or heavy public interest. This is left to the discretion of the District Engineer, in consultation with the PM. A meeting may be desirable to advise local officials, EMS, school districts (bus routes), motor carriers (OWOD permits), adjacent property owners and other users of the details of the project. A summary of the meeting is submitted to the state design engineer for design approval and housed in eProjects.

==129.6 Public Hearing==
{|style="padding: 0.3em; margin-left:7px; margin-right:1px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="350px" align="right"
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|'''Temporary Virtual Public Involvement During the COVID-19 Pandemic'''
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|FHWA will temporarily allow all public involvement activities previously conducted in-person to exclusively use virtual technologies and techniques that fulfill the essential purposes of the in-person public involvement during the COVID-19 pandemic. A [[media:129.3 temporary.docx|Q&A Sheet about temporary virtual public involvement]] is available.
|}
Public hearings have federal requirements, such as a legal advertisement, prescribed time for notice before the hearing, and a full account of all comments, along with the department’s response to those comments. Public hearings or opportunities for a public hearing are required for any Federal-aid project that “requires significant amounts of right-of-way, substantially changes the layout or functions of connecting roadways or of the facility being improved, has substantial adverse impact on abutting property, otherwise has a significant social, economic, environmental or other effect, or for which FHWA determines that a public hearing is in the public interest.” (Refer to [https://www.fhwa.dot.gov/legsregs/directives/fapg/cfr0771.htm 23 CFR 771.111]). Refer to the box immediately to the right for information about virtual public involvement.

Formal public hearings consist of an opening statement, a period for statements and questions from the public, and a closing statement. The following is a list of actions and statements that take place at all formal public hearings:
:* The public hearing is conducted in a business-like manner, with questions answered as completely and unbiased as possible.
:* The following statement will be made at all hearings: "This project is being processed in accordance with federal rules and regulations. Plans will be subject to review by FHWA. If federal funds are used in right of way acquisition and/or construction, the percentage of federal funds used will be in accordance with current regulations".
:* The tentative schedule of right of way acquisition and construction is mentioned. It is limited to a statement that once design approval is received, the department will proceed with design and right of way acquisition and construction will take place when funds are available. A statement is included that the improvement under consideration is on the [[121.3 The Statewide Transportation Improvement Program (STIP)|State Transportation Improvement Program (STIP]]).
:* Projects requiring a public involvement hearing due to facility expansion of a route must have a presentation of the proposed acquisition plan for the attendees and provide the [http://eprojects/Templates/RW/Chapter%207_Negotiation/Pathways%20for%20Progress%20brochure.pdf “Pathways for Progress”] brochure and [http://epg.modot.org/forms/RW/Chapter%208_Relocation/Residential%20Relocation%20Brochure.docx “Residential Relocation Brochure”] or [http://epg.modot.org/forms/RW/Chapter%208_Relocation/Residential%20Relocation%20Brochure.docx “Business Relocation Brochure”]. The "Pathways for Progress" brochure explains the various steps in acquisition of property required for a highway project. If the proposed project is approved, you may be contacted by a representative of the department at the beginning of the acquisition process and all features in this brochure will be discussed in detail with each property owner.
[[image:129.6.jpg|right|350px|thumb|<center>'''Buck O'Neil Bridge Public Hearing'''</center>]]
:* In the event the project requires relocations services, the public will be informed regarding the relocation assistance procedures and the process involved in relocating. The “Business Relocation Brochure” or “Residential Relocation Brochure” explain relocation benefits for displaced property owner(s) in detail to prepare for the individual meetings with MoDOT staff. In addition to this statement, it is necessary to discuss the number of individuals, families, businesses, etc. that may be relocated by the project under consideration; and whether studies indicate there is adequate replacement housing available. If sufficient comparable replacement housing is not available, we must indicate that we are committed to provide last resort housing. It is also necessary to state that no one will be displaced from their residence unless an appropriate replacement dwelling is available or provided.

Informal or “open house” type of Public Hearings is a style that is in an easy-to-navigate space where the public can come and go at their convenience. The “open house” style allow members of the public to discreetly ask questions and talk with project representatives about their needs, concerns, and ideas. Visual aids, displays, and handouts are often provided as well as a station where public comments can be submitted for consideration. Open house meetings can be effective for introducing a proposed project to the public and stimulating an exchange of ideas.

The following is a list of possible displays and/or handouts to inform the public about a project at the public hearing:
:* The proposed project’s purpose and need, goals, objectives and problems or solutions.
:* Communicate the potential project impacts to the community and the efforts that would be made to minimize and/or mitigate those impacts (see [https://www.fhwa.dot.gov/legsregs/directives/fapg/cfr0771.htm 23 CFR 771.111(2)(v)]).
:* Information such as crash data, structural deficiencies, and capacity problems.
:* Proposed project schedule.
:* Projects requiring a public involvement hearing due to facility expansion of a route must have a presentation of the proposed acquisition plan for the attendees and provide the “Pathways for Progress” brochure and “Residential Relocation Brochure” or “Business Relocation Brochure”. The "Pathways for Progress" brochure explains the various steps in acquisition of property required for a highway project. If the proposed project is approved, you may be contacted by a representative of the department at the beginning of the acquisition process and all features in this brochure will be discussed in detail with each property owner.
:* In the event the project requires relocation services, the public will be informed regarding the relocation assistance procedures and the process involved in relocating. The "Business Relocation Brochure” or “Residential Relocation Brochure” explain relocation benefits for displaced property owner(s) in detail to prepare for the individual meetings with MoDOT staff. In addition to this statement, it is necessary to discuss the number of individuals, families, businesses, etc. that may be relocated by the project under consideration; and whether studies indicate there is adequate replacement housing available. If sufficient comparable replacement housing is not available, we must indicate that we are committed to provide last resort housing. It is also necessary to state that no one will be displaced from their residence unless an appropriate replacement dwelling is available or provided.

===129.6.1 Advertisement for Public Hearing or Opportunity for a Public Hearing===
Notices concerning public hearings will be published as a legal notice in a newspaper having general circulation in the vicinity of the proposed project. Additional paid advertisements are encouraged to ensure maximum public input. Notices of public hearings shall have a description of the project, specify the date, time and location of the hearing as well as where to find the project documents for viewing. Refer to [https://www.fhwa.dot.gov/legsregs/directives/fapg/cfr0771.htm 23 CFR 771.119(d-f) and (h)] and [[#129.4.3 Environmental Assessment (EA)|EPG 129.4.3 Environmental Assessment (EA)]] for timelines related to an EA.

The public hearing is to be held at a place and time generally convenient for persons affected by the proposed undertaking and close to the project location. In addition to publishing a notice of public hearing, the district provides news releases to the newspaper and social media at the same time as the official notice is published and again approximately 5 to 12 calendar days prior to the date of the hearing. The district will also place the news release on their website. The news releases generally contain the same information included in the official notice. An email notification is sent through e-updates or other email distribution lists for the proposed project area. The notice shall contain language such as, “if assistance is needed in another language, please contact the (contact listed in the notice) by (date)”),” or something more generic like “We are committed to providing equal access to this event for all participants. If you need a reasonable accommodation, please contact (contact listed in the notice) by (date).” Additionally, if the project area is known to speak a language other than English and the project impacts that population, the district will document how accommodations were made such as disseminated the public notice in that language as well. This information can be found by going to [https://data.census.gov/cedsci/ data.census.gov] and reviewing table B16001 and C16001 for a specified geographic location and the most recently available survey – either the ACS 5-Year Estimates or latest decennial census data. Additional assistance with this website and the tables can be obtained from MoDOT’s EC Division. The PM can find the latest language contracts at [http://sp/sites/EC/programs/TitleVI/Forms/AllItems.aspx?RootFolder=%2Fsites%2FEC%2Fprograms%2FTitleVI%2FLimited%20English%20Proficiency%2FInterpreter%20and%20Translation%20Contracts&FolderCTID=0x0120007ECE07E5E0136B478E798E936AFA790C&View=%7B790BCE5D%2DD835%2D4AD1%2D9CBF%2D795EA5874ED5%7D Interpreter and Translation Contracts].

In addition to the news releases, specific notification by letter of meetings is made to impacted property owners, business owners, service providers (sheriff, police, fire, schools, post office, emergency, etc.) community leaders, planning commission representatives, local representatives of state and federal resource agencies and any special interest groups, where they can be present or set up displays if they have projects going on in the area for which public questions are anticipated. The districts maintain a mailing list so interested agencies, local officials, groups or individuals are sent a notice of the public hearing by mail/email.

If the district believes other methods of advertising a public hearing would help increase public attendance, these options should be explored. Options may include direct patron mailings, flyers in public areas, signs erected in the project area or other methods.

If the open house format is to be utilized, this procedure is explained in the notice. The notice of public hearing specifies that maps, drawings, appropriate environmental documents, other pertinent information developed by the department and written views received as a result of coordination with other agencies or groups, will be available for public inspection ([https://www.ecfr.gov/cgi-bin/text-idx?SID=501c79f3d47331fb90d292fffe21e053&node=se23.1.771_1119&rgn=div8 CFR 771.119]). The notice also specifies this information is available in the appropriate district office and FHWA. If appropriate, the documents can also be placed at some other convenient location such as a courthouse, city hall or library for public inspection and/or copying.

The information is also to be made available on the district’s website. The public hearing information should include pdfs of the materials presented at the public meeting and provide an online comment form option if running concurrent with the hearing.

By federal statute, the notice of public hearing is published a minimum of 15 calendar days prior to the date of the hearing, however, MoDOT prefers to publish the notice 21 days prior to the date of the hearing. The draft notice is sent to FHWA, Design Division Environmental Section, and the core team for approval. The notice shall be included in eProjects, or CR Division Sharepoint site for project documentation.

If, in the judgment of the District Engineer, with input and approval from FHWA, a public hearing is not expected due to unknown events, the district shall advertise the opportunity for a public hearing at the start of the 30-day comment period. Additionally, letters to individual property owners, business owners, service providers (sheriff, police, fire, schools, post office, emergency, etc.) and other interest groups can be distributed. In addition to or instead of the information required for the notices and news releases described above, the notice of opportunity for a public hearing includes instructions concerning how to request a public hearing. All requests for a hearing must be in writing and must be acknowledged in writing by the District Engineer. Any comments requesting a public hearing and how they were addressed will be incorporated into the EA.

This notice is published as either a paid advertising notice or a legal notice, or in a more commonly viewed section of the newspaper and submitted as a news release and other common ways to advertise. This notice advises the public of a deadline for the request for a public hearing and comment period. The deadline for submission of a request to hold a public hearing is 21 calendar days, however, the public may still comment on other aspects of the project for a full 30 calendar day period.

If a request is received, the district may contact the individual to discuss their concerns with the project and potentially remedy the request. The person making the request is allowed 14 calendar days to withdraw their request in writing. A public hearing is held if the request is not withdrawn.

If the district receives no requests for a hearing, they document the opportunity for public hearing notice and certify that no requests were received. The public is still afforded the opportunity to comment during the normal comment period. This documentation and certification is forwarded to the Design Division.

===129.6.2 Procedures for Conducting Public Hearings===
The district conducts the public hearing with assistance from the Design Division. Two procedures may be used to conduct public hearings: the traditional formal speaker-audience format, or the open house format. The selection of format is at the discretion of the District Engineer with assistance from the Design Liaison Engineer and PM and should be based on an analysis of the project’s specific conditions. This analysis must include consideration of minority and low-income populations, with the goal of using a format that proactively engages these populations. The recommended open house format tends to be comfortable for a wider variety of people. The open house format will still require a court reporter on hand to transcribe and record official comments, which then become part of the official transcript. In the event a court reporter is not used, the district shall still be required to document written and verbal comments from the public.

At a public hearing, the following must be provided: project purpose and need; information demonstrating consistency with local urban planning goals and objectives; project alternatives and major design features; social, economic and environmental impacts; relocation assistance program and the right of way acquisition process; and MoDOT’s procedures for receiving written and oral public statements (see [https://www.fhwa.dot.gov/legsregs/directives/fapg/cfr0771.htm CFR 771.111]).
[[Image:129.6.2.jpg|right|300px|thumb|<center>'''I-270 Public Meeting'''</center>]]
Preparation of all exhibits and displays is the responsibility of the district, in coordination with MoDOT Environmental and FHWA, and will be retained for possible use at future meetings. The exhibits of the project area will be of sufficient quality and scale so property owners can clearly identify their property. Multiple sets may also be appropriate if anticipating large crowds. It is recommended that a wide corridor be shown but not design features, since these are subject to change. Additional exhibits showing traffic, crash, environmental, economic, or other data will also be displayed. They should show all known constraints, both environmental and engineering. Typically, these include one display showing all environmental and cultural constraints identified except the archaeological sites, threatened and endangered species and caves. These are considered sensitive information and are not displayed for the public. This display and all meeting materials must be included in the environmental documentation (administrative record, eProjects, RES) as well as a summary, and any written comments and responses provided.

===129.6.3 Transcripts ===
The district is responsible for the preparation of an accurate written transcript of the oral proceedings and verbal input of each public hearing whether formal or open house style. This may include the use of a tape recorder, a court recorder, or any reliable method that will assure a verbatim transcript to record comments from the public. Shorthand notes are not adequate. Recordings are retained as part of the administrative record and kept with the project file. Public comments expressed at the hearing but not recorded will also be noted. One copy of the transcript is prepared in the district office for submission to the Design Division and FHWA.

The transcript is created and saved in eProjects and must also include the following summary contents in this order:
:* Executive Summary that describes and discusses issues identified at the hearing or during the open comment period. No recommendations are included in this summary.
:* Project information handout
:* Double-spaced transcript of any oral hearing proceedings
:* Color location map(s) showing the alternate locations presented (location public hearing only) or the location of the recommended design (design public hearing only)
:* Data pertinent to statements or exhibits used or filed in connection with the public hearing
:* Data pertinent to information made available to the public prior to the public hearing
:* Pertinent correspondence
:* Copy of all written comments received and substantive comments addressed.

The following material will not be included in the hearing transcript but must still be maintained as part of the administrative record in the project file:
:* Data pertaining to newspaper advertising. This covers the descriptive notice as well as letters to newspapers requesting publication of a public hearing notice.
:* Informative letters to FHWA.
:* Letters to agencies, interested parties and tribes concerning notification of a public hearing and listing of agencies so notified except where Section 4(f) and Section 6(f) lands are affected.
:* List of names of people attending the public hearing.
:* Plan sheet prints or similar large material bulky in nature unless they can be conveniently included.
:* Other data such as copies of letters from the Central Office, listing of information made available to the public prior to the public hearing, etc.
:* Preliminary plans used as exhibits at the public hearing.
:* Right of way or relocation brochures.
:* Additionally, a [[media:Commission_Backup_Form_Blank.dotx|Commission Backup Form]] is submitted with the Letter of Transmittal by email from the District Engineer to the Design Division. The Letter of Transmittal and Commission Backup Form are not made a part of the transcript. The Letter of Transmittal addresses any substantive comments from the public hearing and includes the number of people who attended, recommendations, and general project information. The Letter of Transmittal from the District Engineer will also certify that the public hearing was held in accordance with all applicable rules and regulations, and that the department has considered possible social, economic, and environmental effects of the proposed improvement together with its conformity with local planning goals and objectives.

For EA and EIS projects, the Design Division sends FHWA a copy of the transcript so substantive issues to be addressed in the EA decision document or Final EIS can be considered prior to submittal of the document for FHWA's approval. FHWA must approve the FONSI or Record of Decision (ROD) prior to Commission approval of the location. The Design Division will provide a copy of the transcript, with executive summary, to FHWA for their review and comment. No department recommendation will be provided to FHWA at this time. FHWA will provide comments to the department concerning the issues identified as a result of the public hearing. Their comments will be considered in the development of the department's recommendations to the Commission. It is desirable that the submission of the transcript and executive summary to the Design Division be made within a reasonable period (usually less than two months) after the public hearing.

Prior to submitting the transcript to the Design Division, the district makes the transcript and related material available for public inspection and copying at the district office.

The Commission Backup Form and final transcript will be saved in eProjects by the district.

In the event a scheduled public hearing is not held, a letter conveying information pertaining to the scheduled hearing will suffice in lieu of a transcript.

===129.6.4 Presentation for Location and Design Approval to the Commission and Commission Actions Needed===
Commission approval of the location or design of an improvement is required for the following:
:* The location of all projects classified as an EA or an EIS.
:* The design of all projects requiring total additional right of way and permanent easements greater than 20 acres in rural areas or 100,000 square feet in urban areas.
:* Controversial projects.
[[Image:129.6.4.jpg|right|300px|thumb|<center>'''MHTC Meeting'''</center>]]
Commission policy requires public involvement be carried out for those projects that meet the above thresholds. A procedure governing the presentation of information to the Commission for location or design approval following a public hearing or meeting is stated below. Location, design, and combined location and design public hearing transcripts are submitted to the Design Division through email. The district must receive Commission approval at this stage before further development of the plans can be accomplished.
:* The district submits one copy of the transcript or documentation from the public involvement plan, together with the executive summary, Commission Backup Form and location sketch for the Commission exhibit, to the appropriate design liaison engineer in the [https://modotgov.sharepoint.com/sites/DE/ Design Division].
:* The transmittal letter must include the district’s recommendations concerning how to address the issues identified as a result of the public involvement.
:* The DLE will then submit the information via e-mail addressed to “Commission Exhibit”.
:* For each item placed on the monthly Commission agenda, any conflict of interest for the Commissioners must be established. A Commission property layer is available on [http://tmsmaps/ TMS maps] for easy review (Under STIP and Commissioner Property Detail). A MHTC Agenda Item Checklist must be included for any agenda item for which there is a conflict (i.e., a Commissioner owns property within one mile (1.6 km) of the project). The SIMS Reports: MHTC Agenda Checklist and MHTC Agenda Checklist for Design can be used to identify known property conflicts. Additionally, District Right of Way and Chief Counsel's Office can provide information on potential conflict of interest areas for projects within the district. In the event a possible conflict does exist, the MHTC Agenda Item Checklist identifies the name of the Commissioner and the location of the property of concern. This information is provided for the Commission Secretary and Chief Counsel's Office use. If no conflicts exist, the e-mail must indicate that no conflict of interest exists.
:* To properly schedule hearing information for presentation to the Commission for design approval, the district will provide the information to the Design Division according to the Commission meeting [http://sp/sites/de/Admin/Schedules/agenda%20checklist-backup%20schedule%20for%202020.pdf schedule requirements]. This will allow for a two working-day review and ensure the item has been thoroughly discussed before it is placed on the Commission agenda.
:* If a difference of opinion develops between the Design Division and the district concerning recommendations to the Commission, the director, the chief engineer, or the asst. chief engineer will be consulted to reach consensus. The recommendation provided to the Commission indicates the department’s formal determined position and not that of a single district or division.
:* With the information received from the district, the Design Division will ensure the item is placed on the Commission agenda and [[media:Commission_Backup_Form_Blank.dotx|Commission backup]] is provided to the Commission. Based upon this information, the Design Division will place the item on the regular or consent portion of the meeting agenda. In doing so, a consistent format will be maintained for the Commission's benefit.
:* When the item is placed on the Commission's regular agenda (because of controversy or public interest), the District Engineer will attend the Commission meeting and present the item for approval. If the item is placed on the Commission's consent agenda, it is preferred the District Engineer attend the meeting to answer questions from the Commission in the event it is transferred to the regular agenda.

Following Commission action, the Design Division will prepare the necessary Commission minutes.

After the Commission has approved the location of the proposed improvement, design beyond preliminary design of the project may continue. FHWA must approve the FONSI or ROD prior to Commission approval of the location. After the Commission has approved the design of the proposed improvement and the District Engineer has approved right of way plans developed in accordance with [[:Category:236 Right of Way|EPG 236 Right of Way]], acquisition of right of way may begin.

==129.7 Noise Wall Public Meeting and Voting==
For projects with noise impacts where noise abatement is both reasonable and feasible, a noise wall public meeting is required. Refer to [[127.13 Noise#127.13.8 Noise Wall Public Meeting and Voting|EPG 127.13.8 Noise Wall Public Meeting and Voting]] for guidance.

==129.8 Section 4(f) Lands==
Section 4(f) of the Transportation Act of 1966 specifies that a transportation project requiring the use of publicly owned parks, recreation areas, wildlife and waterfowl refuges, and other considerations as determined by FHWA, or publicly or privately-owned historic sites listed or eligible for listing on the National Register of Historic Places can be approved only if there is no feasible and prudent alternative or is a de minimis impact to using that land and if all possible planning is done to minimize harm to the property. These types of properties are often referred to as Section 4(f) resources (refer to [[127.10 Section 4(f) Public Lands|EPG 127.10 Section 4(f) Public Lands]]).

The level of public involvement required for Section 4(f) properties is dependent on how the use of the property will be documented for approval by FHWA. The Environmental and Historic Preservation Section must be consulted for appropriate public involvement for Section 4(f) properties.

For parks, recreation areas, or refuges, when there is a specific or isolated population that uses the Section 4(f) property, a more direct contact approach such as targeted mailing can be used. When it is unknown who uses the property, or the users come from a much larger geographic area, the public involvement requirement may involve a public meeting and/or hearing. If a public meeting or hearing will be used to satisfy the public outreach requirements of Section 4(f), be sure to clearly disclose such in the meeting or hearing notifications and advertisements. Refer to [https://www.environment.fhwa.dot.gov/legislation/section4f/4fpolicy.aspx 23 CFR 774.5 (b)(2)(i)]. For historic properties, public notice and comment, beyond that required in 36 CFR 800, is not obligatory. Refer to [https://www.environment.fhwa.dot.gov/legislation/section4f/4fpolicy.aspx (23 CFR 774.5 (b)(1)(iii))].

'''''Historic de minimis '''''

For historic de minimis the public involvement process mirrors the Section 106 public involvement process. Refer to [[#129.9 Section 106 and Tribal Consultation|EPG 129.9]].

'''''Parks, recreation areas, wildlife and waterfowl refuge de minimis'''''

Parks, recreation areas, wildlife and waterfowl refuges shall have, at a minimum, a public notice and an opportunity for public review and comment. If the project does not require a public meeting, other means must be made to provide the public information on the Section 4(f) resource, impacts on it, and an opportunity to comment on the proposed de minimis determination. The notice shall be a minimum 10-day public notice and comment period and looks similar to the public meeting advertisement. Consult your CR manager for what is most appropriate for the area in question. This information can be made public through a press release in a newspaper, social media posts, comment cards left at the facility, sign-boards, hand-outs, etc. The notice should consider the resource and how the users of that resource are most likely to be reached. The public notice or opportunity for comment may be combined as part of other public involvement for the project, such as for NEPA, if the proposed impacts and findings related to the Section 4(f) properties have been determined.

If a public meeting is held, the materials at the public meeting should include information that identifies parks as Section 4(f) properties, identifies the characteristics of any parks in the project area, and include that a de minimis determination will be sought under 23 CFR 774.

The 4(f) evaluation shall be provided to the official with jurisdiction (OWJ) over the 4(f) property for coordination and comment. The OWJ(s) cannot approve the use of the property until after the public comment period has ended and public feedback has been provided. Any comments shall be addressed in the de minimis documentation. The public feedback must be provided to the OWJ(s) for consideration as part of the evaluation. The de minimis evaluation form, maps, OWJ concurrence, and the public involvement materials are submitted to FHWA for comment and approval. The materials are then included in the NEPA administrative record and/or the RES for the project.

'''''Programmatic Evaluation '''''

The project shall include public involvement activities that are consistent with the specific requirements of 23 CFR 771.111, Early coordination, public involvement and project development. For a project where one or more public meetings or hearings are held, information on the proposed use of the Section 4(f) property shall be communicated at the public meeting(s) or hearing(s).

'''''Temporary Occupancy'''''
There are no regulatory requirements for public involvement for the temporary occupancy of a Section 4(f) resource. If a Section 4(f) resource will be used in such a matter, and it is known prior to a public meeting, the public meeting should include information on the Section 4(f) resource and the nature of impacts and how the resource will not be permanently damaged by the project.

'''''Individual Section 4(f)'''''

If an Individual Section 4(f) Evaluation is part of an EA or EIS, the draft Section 4(f) is included in the document which is made available for the public, and the public comment periods and methods overlap. For an EA or EIS, the draft Section 4(f) Evaluation must be included in the EA or draft EIS (DEIS) and FHWA must approve the draft Section 4(f) Evaluation as part of the approved EA or DEIS before the location public hearing can be held. The approved draft Section 4(f) Evaluation is provided to the U.S. Department of the Interior (DOI) for comment. A 45-day public comment period runs concurrently with the DOI review and comment. Typically, the notice is similar to a public meeting advertisement. For EISs, this occurs automatically with circulation of the DEIS. The environmental specialist circulates the approved Draft Section 4(f) Evaluation accompanying an EA or separate Section 4(f) Evaluations prepared for projects classified as CEs to DOI for comment. A Final Section 4(f) Evaluation that addresses any substantive comments is included with the Finding of No Significant Impact (FONSI) or Final EIS (FEIS).

If the project is a CE, there is a 30-day public comment period during the 45-day DOI review period, usually they end on the same date. A notice about the availability of the document is placed in the local newspaper and MoDOT website, an electronic copy of the document is placed on the project website, and a hard copy is placed in a local repository (city hall, county courthouse or public library). For CE projects, the environmental specialist prepares a separate Final Section 4(f) Evaluation. Comments should be sent by letter to the District Engineer. FHWA approval of the Final Section 4(f) Evaluation is integrated with location approval, which allows detailed design to begin.

==129.9 Section 106 and Tribal Consultation==

Section 106 of the National Historic Preservation Act requires that the public be offered the opportunity to receive information about and comment on the project's effect on historic properties. Section 106 also requires a federal agency to notify the public of proposed projects and offer the public an opportunity to provide input in a timely manner. The project's impacts on historic properties should be identified and discussed at public meetings. Documentation of public input or knowledge regarding these impacts is required in eProjects or the RES. A member of the public with a demonstrated interest in an undertaking may request and receive consulting party status from the federal agency. The district should work with the Historic Preservation Section to coordinate HP involvement in public meetings when there are historic properties present on a project.

Below is the guidance provided by the Advisory Council on Historic Preservation on what are the minimum standards for public involvement, public notice and information standard ([https://www.law.cornell.edu/cfr/text/36/part-800 36 CFR PART 800] 2(d) & 6(a)(4)):

:“At a minimum, the Agency Official has to provide an opportunity for the public to examine the results of the agency's effort to identify historic properties, evaluate their significance and assess the undertaking's effects upon them. When adverse effects are found, the Agency Official must also make information available to the public about the undertaking, its effects on historic properties and alternatives to resolve the adverse effects and must provide the public an opportunity to express their views on resolving adverse effects. The precise method of meeting these standards is left up to the Agency Official and may be guided by other applicable agency public involvement procedures. The agency can adjust the level and method based on the circumstances of the undertaking, as provided for in Sections 800.2(d) and 800.6(a)(4).”

:“At a minimum, public notice should be designed to effectively inform the public about the nature of the undertaking, its effects and the public's likely interest in it. As for information, the documentation standards of Section 800.11 set requirements for the record at various steps in the process. These materials should be available to the public, unless constrained by legitimate confidentiality concerns. Other than Section 800.11's documentation standards, there is no special prescribed public notice and information standard for Section 106. Efforts to inform the public for other planning and environmental review purposes should be a guide to adequate efforts to meet Section 106 needs.”

Besides the public, Section 106 also requires federal agencies to consult on a “government-to-government” basis with federally-recognized tribes and nations with ancestral, historic, and ceded land connections to Missouri to facilitate avoiding or minimizing project impacts to cultural resources that a tribe considers of historical or religious significance. Consultation means the process of seeking, discussing, and considering the views of others, and where feasible, seeking agreement with them on how historic properties should be identified, considered, and managed. The federal government's unique relationship with tribes is derived from the U.S. Constitution, treaties, Supreme Court decisions, federal statutes, and executive orders. The Federal Highway Administration cannot delegate its government-to-government responsibility and overall consultation and coordination duties. However, if a tribe agrees in advance, FHWA may rely on MoDOT to carry out day-to-day, project-specific coordination and consultation. FHWA remains legally responsible for all findings and determinations.

==129.10 Railroads==

The district advises all railroads in the affected project area by sending a notice to the railroads' chief engineers when the project affects railroad lines, railroad yards or industrial properties belonging to the railroad. Preliminary layouts through yards or industrial areas are discussed with the railroads to ensure their current plans are not in conflict with the proposed project. This is done in coordination with the [http://sharepoint/systemdelivery/mo/Pages/default.aspx Multimodal Operations Division].

==129.11 Public Involvement for Storm Water==

Refer to [[127.29 Stormwater#127.29.5 Public Involvement for Stormwater|EPG 127.29.5 Public Involvement for Stormwater]].

==129.12 Glossary of Terms==

'''Categorical Exclusion (CE):''' A category of actions that based on past experience with similar actions, do not individually or cumulatively have a significant effect on the human environment and have been found to have no such effect in procedures adopted by a Federal Agency pursuant to the National Environmental Policy Act (NEPA), and for which neither an environmental assessment or an environmental impact statement is required. They are actions which: do not induce significant impacts to planned growth or land use for the area; do not require the relocation of significant numbers of people; do not have a significant impact on any natural, cultural, recreational, historic or other resource; do not involve significant air, noise, or water quality impacts; do not have significant impacts on travel patterns; and do not otherwise have any significant environmental impacts either individually or cumulatively.

'''Emergency situation:''' A health or other emergency situation as declared by the Governor, and/or President, and/or a local government jurisdiction which determines an in-person public hearing and/or in-person inspection of documents should be limited out of concerns for public health and/or safety, and/or MoDOT in coordination with FHWA determines that an in-person public hearing should not be held out of concerns for public health or safety.

'''Environmental Assessment (EA):''' A concise public document prepared in compliance with the National Environmental Policy Act (NEPA), that briefly discusses the purpose and need for an action, alternatives to such action, and provides sufficient evidence and analysis of impacts to determine whether to prepare an environmental impact statement (EIS) or a finding of no significant impact (FONSI).

'''Environmental Impact Statement (EIS):''' A detailed written statement required by section 102 (2) (C) of the National Environmental Policy Act (NEPA), analyzing the environmental impacts of a proposed action, adverse effects of the project that cannot be avoided, alternative courses of action, short-term uses of the environment versus the maintenance and enhancement of long-term productivity, and any irreversible and irretrievable commitment of resources.

'''Finding of No Significant Impact (FONSI):''' If after the completion of an EA it is determined there will be no significant impacts on the quality of the environment, a finding of no significant impact (FONSI) will be prepared to conclude the process and document the decision.

'''Limited English Proficiency (LEP):''' Individuals who cannot speak, read, write, or understand the English language at a level that permits them to interact effectively.

'''Location Study: ''' Prepared to determine the most advantageous location for a proposed highway improvement based on project purpose and need and on engineering and environmental constraints. The location study and the environmental analysis are developed concurrently.

'''Low-Income:''' A person whose median household income is at or below the Department of Health and Human Services poverty guidelines.

'''Low-Income Population:''' Readily identifiable groups of low-income persons who live in geographic proximity, and if circumstances warrant, geographically dispersed/transient person (such as migrant workers or Native Americans), who will be similarly affected by a proposed DOT program, policy, or activity.

'''Major Infrastructure Project:''' An infrastructure project for which multiple Federal authorizations will be required to proceed with construction, the lead Federal agency has determined that it will prepare an EIS under NEPA, and the project sponsor has identified the reasonable availability of funds sufficient to complete the project.

'''Minority:''' A person who is:
:(1) Black: a person having origins in any of the black racial groups of Africa;
:(2) Hispanic or Latino: a person of Mexican, Puerto Rican, Cuban, Central or South American, or other Spanish culture or origin, regardless of race;
:(3) Asian American: a person having origins in any of the original peoples of the Far East, Southeast Asia, or the Indian subcontinent;
:(4) American Indian and Alaskan Native: a person having origins in any of the original people of North America, South America (including Central America), and who maintains cultural identification through tribal affiliation or community recognition; or
:(5) Native Hawaiian and Other Pacific Islander: people having origins in any of the original peoples of Hawaii, Guam, Samoa, or other Pacific Islands.

'''Minority Population:''' Any readily identifiable groups of minority persons who live in geographic proximity, and if circumstances warrant, geographically dispersed/transient person (such as migrant workers or Native Americans) who will be similarly affected by a proposed Department of Transportation (DOT) program, policy or activity.

'''National Environmental Policy Act (NEPA):''' Requirement of Federal agencies to assess the environmental effects of their proposed actions prior to making decisions. Under the NEPA process, agencies evaluate the environmental and related social and economic effects of their proposed actions and provide opportunities for public review and comment on those evaluations. NEPA applies to a broad range of federal actions that include, but are not limited to, constructing highways and other publicly owned facilities, adopting federal land management actions, and federal permitting.

'''Notice of Intent (NOI):''' A notice published in the federal register that an environmental impact statement will be prepared and considered.

'''Pre-Location Study Meeting:''' A meeting conducted for projects that require an EA, EIS, or CE2 held prior to the preparation of a location study/environmental report or conceptual study, or a CE2 to gain public input on the draft purpose and need, the range of alternatives and the impact on the local communities and the environmental of the area.

'''Programmatic Agreement (PA):''' A document that spells out details the terms of a formal, legally binding agreement between a state DOT and other state, local and/or federal agencies.

'''Programmatic CE (PCE):''' An agreement between FHWA and the State DOT to make Categorical Exclusions (CE), (most of which are listed under 23 CFR Part 771.117(d)), more efficient and faster. The PCE agreement allows the State DOT to document, review, and approve CEs without requiring FHWA Division Office review in order to proceed to the next step of the project development process.

'''Public Hearing:''' 23 U.S.C. 128. A public gathering for the express purpose of informing and soliciting input from interested individuals regarding transportation issues.
:* A formal hearing consists of an opening statement, a period for statements and questions from the public, and a closing statement.
:* An open house format public hearing is one where the public can come and go and are able to ask questions of project representatives as well as a station where public comments can be officially recorded. Visual aids, display and handouts are often provided.

'''Public Involvement (PI):''' An integral part of the transportation process which helps to ensure decisions are made in consideration of and to benefit public needs and preferences. It involves seeking public input at key points in the decision-making process where such input has a real potential to help shape the final decision or set of actions. This includes early and continuing opportunities during project development for the public to be involved in the identification of social, economic, and environmental impacts, as well as impacts associated with relocation of individuals, groups, or institutions.

'''Public Involvement Plan (PIP):''' An announced meeting conducted by transportation officials designed to facilitate participation in the decision-making process and to assist the public in gaining an informed view of a proposed project at any level of the transportation project development process; also, such a gathering may be referred to as a public information meeting.

'''Public Meeting:''' A public gathering for the express purpose of informing and soliciting input from interested individuals regarding transportation issues.

'''Purpose and Need: ''' A clear and well documented section of an EIS or EA or some CEs defining the need for the project and how that need will be fulfilled. The purpose and need drive the development of the range of alternatives.

'''Virtual Public Involvement (VPI):''' The use of digital technology to engage individuals or to visualize projects and plans.

Category:143 Practical Design

2022-05-03T20:48:07Z

Kleins1: updated minimum guardrail height

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|<center>'''Practical Design Successes'''</center>
|-
|[[media:140.1 Osage County Da.pdf|Osage County Route D]]
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|[[media:140.1 St. Louis County I-64a.pdf|St. Louis County I-64]]
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|[[media:140.1 Barry County 37a.pdf|Barry County Route 37]]
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|[[media:140.1 Greene County 160a.pdf|Greene County Route 160]]
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|<center>'''Video'''</center>
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|[[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.
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|<center>'''Practical Design Ground Rules'''</center>
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|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.

237.14 Electronic Design Data Delivery (BIM Deliverables)

2022-04-22T18:02:57Z

Kleins1: /* 237.14.2.2 Survey Report */ Survey_Report.pdf and Survey_Report_Example.pdf were uploaded directly into the EPG due to a broken SP link.

[[image:237.14.jpg|right|180px|thumb|<center>'''Operator using GPS grading'''</center>]]
MoDOT requires the use of Bentley Open Roads Designer (ORD) software for highway and bridge design. Projects currently designed with SS4 or SS10 Power GEOPAK will be accepted until January 1, 2023. Open Roads Designer is based on a 3D workflow. Throughout the entire project design, MoDOT Design staff and design consultants shall produce Electronic Design Data using Bentley’s Open Roads Designer as defined in this section. Any conversion process from another CADD package to Open Roads Designer Electronic Design Data is not acceptable. Please refer to [[#237.14.5 Glossary of Terms|EPG 237.14.5 Glossary of Terms]] for the MoDOT definition of ''italicized terms'' as they apply to this document and the delivery of Electronic Design Data for MoDOT projects. Electronic Design Data requirements pertain to road design, bridge design and survey projects. These electronic deliverables are now referred to as Electronic Design Data (EDD). A subset of this information is then posted on the MoDOT [http://www.modot.org/business/contractor_resources/bid_opening_info/OpenLetting.shtml ''Online Plan Room''] for use by potential bidders. Contractors and utility companies that do not have Open Roads Designer (ORD) software can utilize the [https://www.bentley.com/en/products/product-line/modeling-and-visualization-software/bentley-view Bentley View Connect Edition] to review native .dgn files included in the Electronic Design Data.

==237.14.1 MoDOT and Consultant Electronic Design Data Requirements==

Consultants are required to deliver Electronic Design Data following the same requirements as MoDOT internally designed projects. Required consultant and MoDOT Electronic Design Data include all files used to generate the design. Files include but are not limited to:

:Project Information
:* Project Data Summary Report (.xlsx)

:Survey Information
:* Survey report (.pdf)
:* Survey Coordinate file (.csv)
:* Survey file (.dgn)
::- Survey Graphics (.dgn)
::- Existing Ground Terrain (.dgn and .xml)

:Surface(s)
:* Proposed Terrains (.dgn and .xml)

:Alignment(s) & Profile(s)
:* Civil geometry file (.dgn and .xml)
:* Civil geometry report (.xlsx)

:Corridor file(s)
:* Corridor file(s) plus reference (.dgn)
:* Proposed 3D Top Surface Linear Features (.dgn)

:Plan Sheets
:* Plan sheets plus references (.dgn)
:* Signed Adobe Acrobat plan sheets ( .pdf)

==237.14.2 Specifications for Electronic Design Data ==
Electronic Design Data is required for all MoDOT and consultant designed projects, but varies by project type. (See Table 237.14.2 for requirements).

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"
|+ '''Table 237.14.2'''
! style="background:#BEBEBE"| !!style="background:#BEBEBE" colspan="3"|Required Electronic Design Data<sup>1</sup>
|-
!style="background:#BEBEBE"|Project Includes this Type of Electronic Design Data !!style="background:#BEBEBE"|Project Data Summary Report, Plan Sheets (.dgn) and Signed Sheets (.pdf)!!style="background:#BEBEBE"|Survey file (dgn), Survey Report, Coordinate File, Civil Geometry File and Report !!style="background:#BEBEBE"|Corridor File(s), Existing and Proposed Terrain Model Files
|-
|Cross Sections || Y|| Y|| Y
|-
|Plan Sheets with Civil Geometry|| Y|| Y|| n/a
|-
|Plan Sheets|| Y|| Optional|| n/a
|-
|colspan="4" align="left"|'''1''' All Electronic Design Data shall follow the file naming convention outlined in [[237.13 Contract Plan File Name Convention#237.13.2 Electronic Design Data|EPG 237.13.2 Electronic Design Data]].
|}

===237.14.2.1 Project Data Summary Report===
This Excel report, prepared by the designer, gives a summary of all Electronic Design Data files submitted with the project and is an important reference for MoDOT staff and contractors that may use the Electronic Design Data. This file contains specific project information and acts as table of contents with descriptions for all files submitted.

The [https://design.modot.mo.gov/CADD/Files/Project_Data_Summary_Report.xlsx Project Data Summary Report] shall be provided as a Microsoft Excel file (.xlsx).

===237.14.2.2 Survey Report ===
The [[media: Survey_Report.pdf| Survey Report]] is prepared by the project’s ''Professional Land Surveyor of Record''. It is used for documenting the ''project control'' metadata and the method in which the ''topography'' and terrain information is obtained for a project.

A [[media: Survey_Report_Example.pdf| Survey Report Example]] is available.

The Survey Report shall be provided as a Adobe Acrobat file (.PDF).

===237.14.2.3 Survey Coordinate File===
The comma delimited Survey Coordinate File is prepared by the project’s ''Professional Land Surveyor of Record'' and contains project '''control points'''. Please ensure that all control points share the '''same''' ''modified state plane coordinate system projection factor'' and ''vertical datum''. Include the projection factor and vertical datum in the survey report.

A [https://design.modot.mo.gov/CADD/Files/Electronic_Design_Data/Survey_Coordinate_File_Example.pdf Survey Coordinate File Example] is available.

The Survey Geometry File shall be provided in the following format:
:* Comma Separated Value file (.CSV) in the format: pt. no., n, e, z, descr.

===237.14.2.4 Survey (.dgn) file===
The existing surface and mapping is prepared by the ''Professional Land Surveyor of Record'' and is the basis for roadway design. Both the Existing Ground surface (stored as an Open Roads Designer terrain model) and the existing topography mapping is stored in the Open Roads Designer .dgn file. The terrain model is produced from ''traditional survey'' methods, ''aerial acquisition'', ''laser scanning'' or a combination of methods using appropriate MoDOT '''surface feature definitions'''. The project ''projection factor'' and ''vertical datum'' are documented in the Survey Report.

Survey data must be process through Bentley’s Open Roads Designer Survey Tool located in the Project Explorer > Survey tab.

The existing terrain model shall be submitted in the following formats:
:* Open Roads Designer file (.dgn)
:* LandXML<sup>'''1'''</sup> (.xml)
::: - Access is available to the video [https://design.modot.mo.gov/CADD/BentleyCivil/Terrain_Modeling/Exporting_Existing_Ground_Terrain_To_LandXML.wmv Creating the LandXML File (Exporting Existing Ground Terrain To LandXML)] .

:<sup>'''1'''</sup> '' MoDOT utilizes ''LiDAR'' to capture existing conditions; these are large files and may exceed the limit of LandXML file creation. If the file size is too large to export via LandXML 1.2, the existing ground surface must be broken into multiple sections. Please contact CADD Support for additional information.''

===237.14.2.5 Civil Geometry File (alignments and profiles)===
The Civil Geometry File, prepared by the designer, contains all ''horizontal and vertical alignments'' used in the development of the design. Horizontal alignment examples include: ''baselines'', ''special ditches'', etc. Vertical alignments include: baseline profiles, special ditch profiles, retaining wall profiles, etc. The Civil Geometry File should not contain any preliminary or unused alignments. All geometry contained in this file shall follow the [https://design.modot.mo.gov/CADD/Files/MoDOT_Linear_Feature_Naming_Convention.pdf file naming convention for the designed Linear Features] (i.e. Alignments and Profiles) found in the plans. A summary of all geometry shall be captured in the Civil Geometry Report.

The Civil Geometry File shall be provided in both of the following formats:
:* Open Roads Designer file (.dgn)
:::- LandXML (.xml)
::: - Access is available to the video [https://design.modot.mo.gov/CADD/BentleyCivil/Civil_Geometry/Geometry-to-XML_CC.wmv Creating the LandXML file (Geometry to XML CC)].

===237.14.2.6 Civil Geometry Report===
The [https://design.modot.mo.gov/CADD/Files/Civil_Geometry_Report.xlsx Civil Geometry Report], prepared by the designer, can be produced by using the style sheet report “MoDOTHorizontalandVerticalAlignmentReviewReport.xsl”. This report is available in the MoDOT Open Roads Designer ''workspace''. The Civil Geometry Report shall include all horizontal and vertical alignments that make up the project. (For example: roadway baselines and profiles, radius returns, special ditches, etc.).

Access is available to the video, [https://design.modot.mo.gov/CADD/BentleyCivil/Civil_Geometry/Electronic_Delieverables_H_V_Report_CC.wmv Creating the Civil Geometry Report], that shows the steps to assemble a Civil Geometry Report.

The Civil Geometry Report shall be provided in either of the following formats:
:* Microsoft Excel file (.xlsx)
:* Adobe Acrobat file (.PDF)

===237.14.2.7 Corridor File(s).dgn File===
Corridor files, prepared by the designer, consist of items such as ''templates'', ''corridors'', edges of pavement, shoulders, curbs, gutters, sidewalks, retaining walls or any other ''feature'' used in the dynamic generation of a ''3D model''. Multiple corridors are often required to model a ''roadway corridor''.

Corridor(s) shall be created in adequate detail to produce the following results:

:* Produce ''cross sections'' at ''template drop'' locations.
:* ''Earthwork quantities'' computed from the cross sections are satisfactory.
:* Pavement and shoulder elevations and locations are accurate.

The Corridor File(s) shall be provided as an Open Roads Designer file (.dgn).

===237.14.2.8 Proposed Terrain Model===
This terrain model, prepared by the designer, represents the entire ''proposed finished grade'' surface which includes but is not limited to ''fore slopes'', ''back slopes'', ditch bottoms, roadway surfaces, etc. It can be created using the MoDOT ''graphical filter'': “Design - Proposed Finished Grade“.

[[image:237.14.2.8.jpg|center|650px|thumb|<center>'''Example of Proposed Terrain Model'''</center>]]

Access is available to the video [https://design.modot.mo.gov/CADD/BentleyCivil/Terrain_Modeling/Using_MoDOT_Graphic_Filters.wmv Creating the Design - Proposed Finished Grade Terrain Model].

The Proposed Terrain Model shall be submitted in the following formats (when applicable based on type of project):
:* Open Roads Designer file (.dgn)
:* ssLandXML file (.xml)
:::- Access is available to the video [https://design.modot.mo.gov/CADD/BentleyCivil/Terrain_Modeling/Exporting_Proposed_Ground_Terrain_To_LandXML.wmv Creating the LandXML file].

===237.14.2.9 Proposed 3D Top Surface Linear Features===
The Corridor model created by the designer contains Proposed 3D Linear Features that can be exported and used by consultants.

These lines are critical in maintaining the designer’s intent when transferred to grading software and GPS enabled equipment.

Proposed 3D Lines represent the top surface lines, such as, edge of pavement, edge of shoulder, curb and gutter and any other linear feature representing the topmost linear elements of a corridor.
<center>
[[image:237.14.2.9.jpg|450px]]<br/>
'''Example of 3D Linear Features'''
</center>
:* The instructional video, [https://design.modot.mo.gov/CADD/BentleyCivil/Electronic_Deliverables/Videos/final_linear_Features.mp4 Creating the Design – Proposed Corridor 3D Linear Features], is available.

The Proposed 3D Linear Features shall be submitted in the following format (when applicable based on type of project):
:* Open Roads Designer file (.dgn).

===237.14.2.10 Plan Sheets plus References===
These Open Roads Designer files, prepared by the designer, are used to generate ALL signed plan sheet ''Adobe Acrobat'' ''contract documents''. Each sheet file must be provided with any associated reference files (.dgn, imagery, etc.) that are attached to produce the final signed plan sheet .pdf files.

The Plan Sheets plus References shall be provided as an Open Roads Designer file (.dgn).

===237.14.2.11 Signed Adobe Acrobat Plan Sheets===
These are ''Adobe Acrobat'' files, prepared by the designer and signed by the Project Manager, that represent the ''plan sheets'' created in Open Roads Designer. The Acrobat Files can be produced by MoDOT staff in bulk using the ''ProjectWise PDF Creation Tool''. Files created by this method are automatically placed in the appropriate ProjectWise location where they can be ''signed'' by the MoDOT Project Manager. Signed consultant contract documents will be uploaded to the appropriate ProjectWise location by the MoDOT Project Manager after delivery.

Access is available to the video [https://design.modot.mo.gov/CADD/Manuals/Raw_Manuals/ProjectWise/04_Make_PDF_Process_for_Contract_Plans.pdf ProjectWise “Make PDF Request” process for Highway Design Plans and Bridge Plans].

==237.14.3 Project Submittal ==

After design and project review is completed the Electronic Design Data must be organized and submitted to the ''Bidding and Contracts Section''.

===237.14.3.1 Preparation of Electronic Design Data===
The following steps must be performed so that projects can be advertised by the Bidding and Contracts section.

:* Ensure ''Adobe Acrobat'' ''plan sheets'' (.pdf) are complete and ''signed''.
:* Organize project files and eliminate unused Open Roads Designer data.
:::- Create Survey report (.pdf)
:::- Export Survey Coordinate file(.csv)
:::- Civil geometry file (.dgn)
::::: Export .xml file
:::- Export Civil geometry report (.xlsx)
:::- Corridor file(s) plus references (.dgn)
:::- Existing Terrain Model (.dgn and .xml)
:::- Proposed Terrain Model (.dgn and .xml)
:::- Plan sheets plus references (.dgn)
:* Create Project Data Summary Report (.xlsx)
:*Designer performs [https://design.modot.mo.gov/CADD/Files/Electronic_Design_Data_Checklist.xlsx ''Electronic Design Data Checklist'']

===237.14.3.2 Submittal of MoDOT Designed Projects===
All Electronic Design Data used in the development of the ''contract plans'' is stored in ProjectWise during all design, construction and post construction phases. A subset of Electronic Design Data is packaged in a file called Job#_EDD_info.zip, by the designer, for posting on the electronic plans room. The zip file is placed in the “Contract Plans” folder within ProjectWise at the time contract plans and other plan, specification and estimate (PS&E) documents are completed. The naming convention and other guidance for the creation of the zip file are provided in [[237.9 Submission of Plans and Supporting Documents|EPG 237.9 Submission of Plans and Supporting Documents]]. The MoDOT Project Manager has the responsibility to ensure all data is accurate and represents the contract plans as signed. Contractors are not provided all Electronic Design Data as specified below.

Files that are provided in the Job#_EDD_info.zip file:
:* Project Data Summary Report
:* Survey report
:* Coordinate file
:* Civil geometry (.dgn and .xml)
:* Corridor(s) file plus references (.dgn)
:* Existing Terrain Model (.dgn and .xml)
:* Proposed Terrain Model (.dgn and.xml)

Files that are NOT provided in the Job#_EDD_info.zip file:
:* All Open Roads Designer sheet drawings(.dgn). (i.e. plan sheet and cross section sheet drawings, etc.)
:* Unnecessary document and data files not required for bidding or construction.
:* Signed plan sheets and cross section sheets (.pdf).

===237.14.3.3 Submittal of Consultant Designed Projects: ===
Consultant Electronic Design Data is typically submitted to MoDOT via DVD or download. It is then uploaded by MoDOT by the Project Manager to ProjectWise and stored in the same location and project structure as any other MoDOT project. The delivered consultant Open Roads Designer files should be processed by MoDOT staff with the [https://library.modot.mo.gov/CADD/CADD_Programs/ProjectWise/Scan_for_Reference_Files_Wizard.pdf ''ProjectWise Ref Scan Tool''] so that all broken ''reference file'' links are repaired. The Electronic Design Data should be reviewed for completeness and manually checked for broken reference file links. Any problems should be resolved. Once all deliverables have been reviewed and accepted, the Project Manager then submits the Electronic Design Deliverables according to [[#237.14.3.1 Preparation of Electronic Design Data|EPG 237.14.3.1 Preparation of Electronic Design Data]] and [[#237.14.3.2 Submittal of MoDOT Designed Projects|EPG 237.14.3.2 Submittal of MoDOT Designed Projects]].

===237.14.3.4 Plans Room ===
MoDOT Bidding and Contracts has developed a web site to allow contractors and plans providers to easily download the bidding documents and Electronic Design Data. The Electronic Design Data zip file as well as the signed Adobe Acrobat plan sheets (.pdf) are accessed by Bidding and Contracts staff using ProjectWise and then will upload to the online plans room. Other non-CADD contract documents are accessed by the Bidding and Contracts section via SharePoint and are uploaded to a different section of the plans room.

See also [[237.9 Submission of Plans and Supporting Documents|EPG 237.9 Submission of Plans and Supporting Documents]].

===237.14.3.5 Electronic Information for Bidder’s Automation===
General Provision [http://contribute.modot.mo.gov/business/standards_and_specs/documents/BLUE_PACK_01_01_2018.pdf Electronic Information for Bidder's Automation (page 24 of this link)], of the Missouri Standard Specifications for Highway Construction, provides information for bidder automation. If provided, the Electronic Design Data does not constitute part of the bid or contract documents. This information, used for project design and quantity estimation purposes, is provided for the bidder’s use in automation of bid estimating, contractor furnished staking, automated machine guidance and other construction methods.

===237.14.3.6 Electronic Design Data for MoDOT Construction===
Construction staff requires Electronic Design Data for constructing the project, checking quantities, and producing as-built plans.

:1. By the request of the Resident Engineer to the Project Manager, all Electronic Design Data will be made available to Construction Staff. This request should be done at or around the Pre-Construction meeting.

:2. Project Manager instructs District Design staff to prepare files for transfer, see [[#237.14.3.1 Preparation of Electronic Design Data|EPG 237.14.3.1 Preparation of Electronic Design Data]].

:3. If ProjectWise is utilized in the Project Office: District Design staff will request the Electronic Design Data via the “PW Access Group” at [mailto:pwaccess@modot.mo.gov pwaccess@modot.mo.gov] with the following information: District, County, Job Number, and name of Project Office receiving the files. Electronic Design Data then will be copied to the Construction folder within ProjectWise by CADD Services Staff.

:4. If Project Wise is not utilized in Project Office: District Design staff exports the completed project from ProjectWise using the proper settings to preserve reference file links. See [https://design.modot.mo.gov/CADD/ProjectWise/Contract_Plans/Export_a_Completed_Project_for_Construction.pdf How to Export a Completed Project in ProjectWise to Construction]. District Design staff will then request their District Information Systems staff to move (not copy) the exported EDD files to the Project Office’s server on the ustation share (t:\drive).

:5. SharePoint SHOULD NOT be used in any way for the transfer of Open Roads Designer data. Open Roads Designer does not function when accessing files via SharePoint because it is unable to resolve any reference file links.

The Project Office may also obtain the files that are provided to the contractor via [http://eprojects/SitePages/Home.aspx eProjects].

:Note: To search for documents within eProjects, enter the Job Number minus the "J" in the search box in the upper right-hand corner and hit "enter".

==237.14.4 Specifications of Electronic Design Data for Consultants and MoDOT==
MoDOT drawing standards are provided to consultants to create a [http://www.modot.org/business/standards_and_specs/MicroStationV8.htm Open Roads Designer ''workspace''] that exactly matches the workspace used internally by MoDOT staff. These standards, when used in conjunction with Open Roads Designer help ensure that drawings provided meet MoDOT requirements.

===237.14.4.1 General CADD Requirements ===

'''1.''' The consultant shall furnish to MoDOT all of the contract plan drawings, for an entire project as Open Roads Designer drawings (DGN format). The consultant is responsible for verifying with MoDOT Design CADD Services for the current software version. All associated files that are attached to the drawing such as cell libraries, line definitions, dgnlib and reference files must be included if not automatically embedded in the file. The use of Microsoft Excel spreadsheet program can be used to create quantity summary sheets, however, any type of linking between the files to the contract plans is not permitted.

'''2.''' All design elements of the project shall be designed and delivered to the department in [http://www.modot.org/business/standards_and_specs/MicroStationV8.htm Open Roads Designer format] using the current MoDOT workspace.

'''3.''' Each drawing file that is part of the final contract set shall be a full size plan sheet of 22 in. x 34 in. (560 mm x 865 mm) nominal size. All images shall be within a border of 20.375 in. x 31.25 in. (520 mm x 800 mm). The border shall be centered on the plotted page to ensure no part of the drawing is cut off during reproduction. Other than cross-section sheets, there shall be one Open Roads Designer drawing file that corresponds to each sheet of the plan set as submitted. The consultant may provide all cross-section sheets in a single Open Roads Designer file but must reference MoDOT’s border to each individual sheet.

'''4.''' The plan drawings shall be to a represented scale. The geometry shall be within a 2D file and consist of vector lines. Drawings shall be created in real world modified state plane coordinates at a 1 to 1 scale where applicable and plotted to the represented scale.

'''5.''' All drawings shall be self-contained or furnished with the supporting library of symbols and details to make the drawings complete in the format provided. MoDOT plots all drawings in a WYSIWYG (What You See Is What You Get) format based upon a MoDOT specific border file attached as a reference file. The department will furnish the appropriate color table through its [http://www.modot.mo.gov/business/standards_and_specs/geopakstandards.htm Open Roads Designer Drawing Standards internet site]. All line style, cells and symbology are applied to the Open Roads Designer drawing and not modified at plot time. Drawings that require specific commercial plotting software to create plots that match delivered contract documents will not be accepted. All drawings must be fully reproducible in black and white. Screening, shading and use of grayscale on plans will not be accepted for final plans delivery.

'''6.''' MoDOT will verify the computer drawings using Open Roads Designer. The PDF contract plans will be checked against an Open Roads Designer drawing (DGN format), or vice versa, furnished by the consultant.

'''7.''' Drawings shall have a color table meeting department’s standards to simplify the transfer process. MoDOT will furnish the appropriate color table through its [http://www.modot.mo.gov/business/standards_and_specs/geopakstandards.htm Open Roads Designer Drawing Standards internet site].

'''8.''' All drawings shall conform to department drawing standards as established in the [http://www.modot.org/business/standards_and_specs/MicroStationV8.htm MoDOT workspace]. All drawings shall follow the department’s standards for names and colors and line weights as defined in the workspace.

'''9.''' Drawings shall be saved with the project number as the name of the parent folder and following the naming convention in [[237.13 Contract Plan File Name Convention|EPG 237.13 Contract Plan File Name Convention]]. Subfolders can be used to improve organization.

'''10.''' Drawing files shall be submitted when all work covered by the contract is complete. Road project files shall be delivered to the MoDOT Project Manager. Bridge project files shall be delivered to the Structural Liaison Engineer responsible for the project.

'''11.''' Seed files and cell libraries are provided in the MoDOT workspace. [http://www.modot.mo.gov/business/standards_and_specs/currentstandardplans.htm The Missouri Standard Plans for Highway Construction] are available in Open Roads Designer and Adobe Acrobat (.pdf) format on the department's web site.

===237.14.4.2 Open Roads Designer Requirements===

'''1.''' All elements representing existing topography features shall be processed using the settings defined by the current MoDOT Survey DGNLIB File (MoDOT_Survey_Settings_Features_Elem Temp.dgnlib) which is provided in MoDOT’s workspace.

'''2.''' All survey information supplied by the consultant shall be in compliance with [[238.1 Aerial Mapping and LiDAR Surveys|EPG 238.1 Aerial Mapping and LiDAR Surveys]]. The feature codes used in the survey and photogrammetry information shall conform to the MoDOT standard feature codes as specified in the current MoDOT Survey DGNLIB File (MoDOT_Survey_Settings_Features_Elem Temp.dgnlib).

'''3.''' The consultant shall utilize the MoDOT Open Roads Designer feature definitions as provided in the [http://www.modot.org/business/standards_and_specs/MicroStationV8.htm MoDOT workspace].

'''4.''' MoDOT provides a ''superelevation'' preference (SEP) file for the calculation of superelevation based on 2011 AASHTO standards.

'''5.''' Proposed ''cross sections'' shall be created from a corridor model. Cross section modifications should be avoided because edited cross sections would no longer match the corridor model.

'''6.''' MoDOT will provide a standard ''template library'', ''civil cell'' library, and feature definition library. These files are available in the [http://www.modot.org/business/standards_and_specs/MicroStationV8.htm MoDOT workspace].

'''7.''' The consultant is required to use MoDOT Open Roads Designer standard libraries provided in the workspace.

'''8.''' The consultant shall submit ALL files used in the preparation of the roadway design.

'''9.''' Cross sections shall be provided in Open Roads Designer drawing file(s) that contain no other design data. The cross sections shall exactly match the Adobe Acrobat cross section sheet files (.pdf).

'''10.''' Cross sections sheets(.pdf) shall be submitted for but not limited to earthwork sections, entrance sections and superelevation transition sections. The superelevation transition sections included shall be at the following locations as described in [https://www.modot.org/media/16812 Standard Plan 203.20] and [https://www.modot.org/media/16818 Standard Plan 203.21]: Section A-A (normal crown), Section B-B (0% superelevation), Section C-C (reverse crown) and Section D-D (full superelevation).

==237.14.5 Glossary of Terms==

'''2D Point Feature.''' Open Roads Designer 2D Point Features are defined and stored in plan model. Contains no elevation (Z).

'''3D Geometry.''' Open Roads Designer 3D geometry is created in 3D model by mathematically combining the horizontal and vertical geometry to create 3D elements. These 3D geometry elements in turn define a design model.

'''3D Model.''' Created from linear features, corridor(s) and terrain models and resides in an Open Roads Designer dgn file. It is created and managed automatically.

'''3D Point Feature.''' 3D points can be defined in plan model or 3D model. They are stored in 3D model but represented in both plan and 3D (Open Roads Designer).

'''Active Profile.''' The Civil Horizontal Element can have multiple profiles, the active profile is the one used for design and the creation of Corridors. The active profile is combined with the horizontal geometry to build a 3D element which is used in the 3D model.

'''Active Terrain Model.''' One Open Roads Designer terrain model can be designated as “Active”. The active terrain model is the one used to display “existing ground”; in other words the one which displays automatically in a profile model when it is opened. The active terrain model is also the one which is targeted by side slopes unless the template defines a different target by name.

'''Adobe Acrobat.''' The software used to create and view the portable document file (PDF) format. It can be read by any computer by using Acrobat Reader software without needing the program with which the document was originally created. Acrobat .pdf files can be viewed using Acrobat Professional, Acrobat Reader and BlueBeam Review. Acrobat .pdf files can be signed using Acrobat Professional or Acrobat Reader DC.

'''Aerial Photography.''' Photographs of the ground from an aircraft in the direct-down position (see ''Nadir'') or sometimes at an oblique angle. See ''Photogrammetry''.

'''Apply Surface Template.''' To apply an Open Roads Designer corridor template to a terrain model for the purpose of creating components (such as pavement layers) under the terrain model.

'''Arc Definition.''' Curve definition method generally used in roadway applications. The radius R is used to define the curve and is defined by the equation R = 5729.58/D where the degree of curvature D is the central angle subtended by a 100 ft. arc. Set in the Design File Settings > Civil Formatting under Radius Settings. See also ''Chord Definition''.

'''Back Slope.''' The slope up from the bottom of a ditch away from the roadway. Expressed as run:rise.

'''Base Geometry.''' In many instances the Open Roads Designer geometry element will be trimmed. The original (or base), untrimmed element is always preserved as it is the storage for the rule.

'''Baseline.''' A baseline is an alignment that is established for the design of road. A baseline is assigned stationing and contains no vertical information. The existing baseline shall be established by the PLS of record. Proposed baselines are usually established by the design engineer of record.

'''Bentley.''' The company that produces MoDOT's roadway design software. Products include: Open Roads Designer, ProjectWise and ConceptStation.

'''Berm.''' A raised earth barrier separating two areas

'''Bidding and Contracts Section.''' The MoDOT Bidding and Contract Services unit is responsible for letting MoDOT's highway construction and maintenance projects. This includes reviewing and advertising the projects, estimating, processing the letting, analyzing the bid results and providing a recommendation to management for award or reject of projects.

'''Border.''' In MoDOT highway plans, the border is a reference file that is included in every sheet drawing. The border is what makes an Open Roads Designer drawing a sheet drawing. The aspect of the border (width to height ratio) will match the desired paper size which is typically 24" x 36". The size of the border determines the scale of the sheet. For example a 36 in. wide border at 100 scale will measure 3,600 ft. wide. The contents of the sheet is generally referenced in to the sheet drawing. The border is placed in the sheet drawing at the proper location, rotation and size. The reference files are then clipped so that they don't extend outside the border. The border file also contains the title block information.

'''Boundary.''' Used to constrain the external boundary of the Open Roads Designer terrain model. No triangles are created outside the boundary. In addition, any point data outside the boundary is ignored.

'''Break Line.''' An Open Roads Designer surface feature that represents a defined slope change (eg. EOP, EOS, Ditch bottom, slope breaks). No triangle side (in the triangulated surface) can cross over a break line.

'''Break Void.''' A closed area of missing or obscured data. No triangulation inside the void.

'''Bridge Survey.''' Bridge surveys are prepared and submitted to the Bridge Division by the district to provide the basis for preliminary bridge layouts and ultimately for the preparation of bridge plans by the Bridge Division. Information required includes: Plan sheet, Typical Section, Profile Sheet, Valley/Channel Sections, Cross Sections and aerial imagery.

'''Cardinal Points.''' One of the points used to define the geometry of an alignment. Cardinal points include PC, PT, PI, and CC points for horizontal geometry and VPC, VPI and VPT for vertical geometry.

'''Chord Definition.''' Curve definition method generally used in railway applications and in highway design before the mid 1900s. The radius R is used to define the curve, and is defined by the equation R = 50/SIN(0.5*D) where the degree of curvature D is the central angle subtended by a 100 ft. chord. See also ''Arc Definition''.

'''Civil Cell.''' Open Roads Designer predefined cell that can contain civil geometry, terrain models, corridors, linear template and features. (eg. Intersections, entrances, box culvert, median openings)

'''Civil Geometry File.''' This Open Roads Designer .dgn file contains all final horizontal and vertical alignments used in the development of the contract plans in .dgn or .xml format.

'''Civil Geometry Report.''' This report will include all horizontal and vertical alignments that make up the project.

'''Civil Template.''' See ''Template''.

'''Clipping Reference.''' Clipping allows you to remove areas of overlap when working with multiple Open Roads Designer corridors in a single surface. For example, in a corridor intersected by a crossing roadway, clipping would be used to remove all overlapped features within the intersection.

'''Complex Terrain Model.''' An Open Roads Designer terrain model created by merging or appending two or more terrain models.

'''Context Toolbox.''' When an Open Roads Designer element is selected, hovering over the element provides a heads-up and context sensitive toolbar which pops up at the cursor. This toolbar provides a few of the most commonly used tools which operate on the element selected element type. The first tool in this toolbar is always Quick Properties.

'''Contour.''' A linear symbol representing points of equal elevation relative to a given datum.

'''Contour, Major.''' The primary elevation line indicating a specific elevation in a surface model. Usually major contours are drawn with a heavier line weight or using a different color. Elevation text labels are usually drawn in association with major contours.

'''Contour, Minor.''' A secondary elevation line indicating a specific elevation in a surface model. Minor contours are often drawn without special color or weight indexing and without elevation text labels.

'''Contract Documents.''' Includes signed sheet drawings and specifications.

'''Control Points.''' See ''Project Control''.

'''Coordinate File.''' A text file containing, at a minimum, x(E),y(N) or north(N), east(E) coordinate pairs and usually contains elevation values (z). These coordinates represent locations (points) on a plane. The file should be comma delimited but can be tab or space delimited and can contain additional columns of information such as point ID, description or code. It is important to document the units, projection and vertical datum of the coordinate data.

'''Corridor or Corridor Model.''' An object in Open Roads Designer that is used for modeling a roadway and is automatically managed by the corridor modeling tools. (See ''Roadway Corridor''.)

'''Cross Section Sheets.''' The cross section sheets are byproduct of cross sections. Acrobat .pdf cross section sheet files are printed from the Open Roads Designer cross sections for the purpose of creating contract plans documents that can be signed.

'''Cross Sections.''' Open Roads Designer Cross sections that are generated from the 3D Model and written into a .dgn file. Sections are not dynamic and must be re-generated after any design change. Cross sections can be placed in the .dgn by Open Roads Designer in a way that they are arranged properly and stacked within sheet borders.

'''Curve Stroking.''' Stroking is the process of automatically adding shots to the Open Roads Designer terrain model or corridor by interpolating new shots from the curved sections of the data. This distance is used to interpolate new shots along the curved element in corridor processing and applying linear templates. This value is used as a perpendicular minimum distance from chords generated along the arc. Chords are drawn along the arc and the perpendicular distance is measured from the middle of each chord to the arc. If this distance is larger than the Curve Stroking, the process is repeated with a shorter chord length. This process is repeated until the end of the curve is reached. The flatter the curve, the fewer number of points will be calculated. The steeper the curve, the greater number of points that will be calculated.

'''Datum.''' See ''Horizontal Datum'' and ''Vertical Datum''.

'''DDB File.''' Open Roads Designer file (Design Database) which contains features definitions, associated symbiology and annotation settings.

'''Delta Terrain Model.''' A surface containing data derived from the difference in elevation between two terrain models or a terrain model and a plane.

'''Downstream.''' The indicated path follows the steepest descent from a user-defined point through the terrain model terminating at a low point or the edge of the terrain model.

'''Drape.''' The process of vertically projecting elements onto a surface so that the element elevations are defined by the surface.

'''Drape Void.''' A closed area of missing or obscured data where the void coordinates are not included in the triangulation. Voids are inserted post triangulation. The void coordinates and lines are draped on the TIN surface. Even though a user must provide an elevation for the Drape Void vertices, the user elevations are changed to the elevation of the TIN surface at the XY Drape Void coordinate position.

'''Drone.''' An unmanned aircraft or ship guided by remote control or onboard computers. See ''UAS''.

'''Dynamic Cross Sections.''' Temporary Open Roads Designer cross sections cut on the fly from the 3D Model using the corridor creation tools. They cannot be edited or printed.

'''Earthwork or Earthwork Quantities.''' Average end area excavation and fill design quantities generated from the cross sections. Construction earthwork quantities can be calculated by average end area or by the surface to surface method.

'''Electronic Design Data (EDD).''' MoDOT Highway Designers and consultants are required to provide specific file deliverables for the purpose of advertising, bidding and constructing roadway projects. This data is called Electronic Design Data (EDD).

'''Electronic Design Data Checklist.''' A checklist that is performed to verify the complete delivery of EDD for internal and Design Consultant project.

'''Element Template.''' MicroStation concept which allows preconfigured definitions for symbiology and other miscellaneous display of MicroStation elements and civil features.

'''End Condition.''' A specialized component of a corridor template which provides information tie into active surface.

'''End Condition Exception.''' Used to modify the behavior of an end condition solution without requiring the use of additional template drops. When an end condition exception is added, it must be edited to change its behavior.

'''Existing Terrain Model.''' The existing terrain model is a single layer surface inside an Open Roads Designer .dgn computer file that represents the actual 3D ground features.

'''Feature.''' A Feature is anything that can be seen or located and is a physical part of your Open Roads Designer design, representing a real world thing. A feature’s definition is one of its properties. At any given time in the design process, the feature will have a Horizontal Geometry, a Vertical Geometry, 3D Geometry or a combination to define its location. examples: curb, pavement, spot dirt, manhole, wall, agg base, R/W marker, ditch, fill slope, etc.

'''Feature Definition.''' The feature definition typically is a property applied to Open Roads Designer plan view civil geometry. (eg. special ditch, eop, eos) The feature definition is automatically inherited by its associated profile and the derived 3D geometry. Feature definitions are used by corridors for horizontal feature control. (eg. new pavement will seek "eop new"). Also see ''Surface Feature Definition''.

'''Feature Name.''' The name given to an Open Roads Designer Feature. See ''Feature''.

'''Fore Slope.''' The slope typically from the edge of the shoulder to the bottom of the ditch or to the bottom of the roadway fill. Expressed as run: rise.

'''Gap.''' When a feature is trimmed the part(s) which are invisible on the base geometry.

'''GEOPAK.''' See ''Open Roads Designer''

'''GPK.''' A legacy Open Roads Designer database containing coordinate geometry information. The Open Roads Designer database file extension is: “gpk”.

'''Graphical Filter.''' Used in developing Open Roads Designer terrain models from Open Roads Designer corridors.

'''Grid Coordinate.''' A coordinate typically in the State Plane Coordinate System for highway design. Can be in UTM or other system. A grid coordinate not a ground coordinate.

'''Ground Coordinate.''' A coordinate x,y value in a ground projection (i.e. modified state plane). It is derived by taking a grid coordinate and multiplying it by a scale factor. This scaling process does not effect the elevation. Highway design, staking and construction are performed using ground coordinates.

'''Horizontal Alignment.''' A 2D linear feature in Open Roads Designer with a special purpose of defining the centerline or the baseline of a roadway. (aka chain).

'''Horizontal Datum.''' Horizontal datums are used for describing a point on the Earth's surface, in latitude and longitude or a Cartesian coordinate system. The North American Datum 1983 (NAD83) is the most important for highway design and surveying. See ''Vertical Datum''.

'''Horizontal Geometry.''' The Open Roads Designer elements which define the horizontal layout of the design. These elements are 2D elements even if the DGN model is 3D. Horizontal Geometry may be points, lines, arcs, spirals, splines or any combination in a complex element.

'''Island.''' A closed area of land, inside an Open Roads Designer terrain model void. i.e., island in the middle of a lake or land inside an obscured area.

'''Key Station.''' Additional station added to the Open Roads Designer corridor to force processing at the particular location.

'''LandXML.''' A non-proprietary file format for the sharing of civil data between applications. The LandXML file extension is: “.xml”.

'''Laser Scanner.''' A LiDAR acquisition device, typically mounted on a tripod, used to collect point cloud information for the purpose of creating an existing terrain model. See ''LiDAR''.

'''LIDAR.''' LiDAR (Light Detection And Ranging) is an laser scanning technology which scans ground and other physical features to produce a 3D model.

'''Linear Feature.''' An Open Roads Designer plan element composed of lines, arcs, spirals and splines or a profile element composed of lines, parabola and splines.

'''Linear Stroking.''' Stroking is the process of automatically adding shots to the terrain model or corridor by interpolating new shots from the linear sections of the data. Linear stroking is measured along the element. Interpolated vertices are added whenever the distance between the vertices is greater than the linear stroking value (in master units).

'''Linear Template.''' To apply an Open Roads Designer template to a 3D linear feature as part of creating a proposed surface. (eg. End conditions, pavement widening, guard rail, bridge fill face)

'''Mapping.''' A collection of natural and manmade conditions that are surveyed and represented as Open Roads Designer Survey features in the Bentley .dgn format.

'''MicroStation.''' See ''Open Roads Designer''.

'''Mobile LiDAR.''' A vehicle mounted LiDAR acquisition device used to collect point cloud information while moving for the purpose of creating an existing terrain model. See ''LiDAR''.

'''Modified State Plane Coordinate System.''' A ground coordinate system that is derived for a specific project or area by multiplying State Plane Coordinates (n & e but not elev.) by a project projection factor. Design work and construction is performed using a modified state plane coordinate system. See ''State Plane Coordinate System'' and ''Ground Coordinates''.

'''Nadir.''' The point on the ground that is vertically downward from an airborne observer.

'''Online Plans Room.''' MoDOT's [http://www.modot.org/business/contractor_resources/bid_opening_info/OpenLetting.shtml Online Plan Room] provides access to contract documents for projects currently in the process of receiving competitive bids.

'''Open Roads Designer (ORD).''' Open Roads Designer is a suite of software that includes CADD drafting and Civil Engineering Design tools, and is the required software for use on MoDOT work.

'''Open Roads Designer Corridor.''' See ''Corridor''.

'''Parametric Constraints.''' Used to set up Open Roads Designer corridor constraint value overrides for specified station ranges. (eg. Pavement width transition, end condition slopes)

'''Photogrammetry.''' Photogrammetry is the science of making measurements from overlapping photographs. Until a few years ago, photogrammetry was used extensively by MoDOT to develop the existing terrain model for projects. That technology has been replaced with LiDAR. Photogrammetry has been reborn as the predominate method of surface creation when using unmanned aerial vehicles (UAV).

'''Plan Model.''' The usual Open Roads Designer DGN model, used for laying out horizontal geometry. Best practices will dictate that this is a 2D DGN model but 3D DGN model can be used. This is where geometric layouts and corridor definitions are kept. The geometric layouts are not only alignments but also edges, parking, striping, sidewalks, etc.

'''Plan Sheet (.dgn).''' An Open Roads Designer .dgn drawing file that contains a border. Used to produce a .pdf plan sheet contact document. See ''Border''.

'''Plan Sheet (.pdf).''' An Adobe Acrobat .pdf file that represents a plan sheet and is a contract document. In other words it contains a border and title block. .pdf files can be electronically signed.

'''Point Cloud.''' A set of vertices in a 3D coordinate system and are defined the by X, Y and Z coordinates. Point clouds are usually created by Laser scanners, Aerial LiDAR or Mobile LiDAR. These devices measure a large number of points on the surface of an object and output a point cloud as a data file. The point cloud represents the visible surface of the object that has been scanned or digitized.

'''Point Control.''' Used to modify the behavior of points in a template. These controls take precedence (they override) over existing constraints on the point.

'''Point Features.''' Defined by a single X, Y (Z optional) location. A point need not be a feature. It may be defined as a non-featurized point by way of AccuDraw, Civil AccuDraw, Snap or a data point. Non-featurized points are use to control the construction of Linear Features.

'''PowerGEOPAK.''' See ''Open Roads Designer''.

'''Professional Land Surveyor (PLS) of Record.''' The professional land surveyor whose signature appears on survey documents or is responsible for the quality of surveying work.

'''Project Control.''' High precision locations that are located in the field with steel pins or other permanent marker. They provide the basis for lower precision surveys and staking on construction projects.

'''Project Data Summary Report.''' This Excel report, prepared by the designer, gives a summary of all Electronic Design Data files submitted with the project and is an important reference for MoDOT staff and contractors that may use the Electronic Design Data. This file contains specific project information and acts as table of contents with descriptions for all files submitted.

'''Project Explorer.''' The Open Roads Designer interface for browsing elements in a DGN file. Extended by civil to accommodate specialized civil needs.

'''Projection Factor.''' The project specific factor that is used to convert state plane north and east coordinates to modified state plane ground coordinates for use in design and construction. Elevations are not multiplied by the projection factor.

'''ProjectWise.''' ProjectWise is, among other things, a CADD document management tool that provides the ability to check out, open, modify and manage documents to include PDF, DGN, DOCX, and XSLX files.

'''ProjectWise PDF Creation Tool.''' A ProjectWise tool that produces Adobe Acrobat (.pdf) files to be used as contract plans.

'''ProjectWise Ref Scan tool.''' A tool that corrects the relationships between the master file and the reference files so they can be managed correctly by ProjectWise.

'''Proposed Terrain Model.''' An Open Roads Designer terrain model consisting of a triangulated surface that completely describes the design features of a corridor and ties into the existing ground terrain model at its edges. See ''Terrain Model''.

'''Reference Element.''' The rule for some geometry is a calculation from another element. This other element is the reference element.

'''Reference File.''' An Open Roads Designer drawing can have other drawings and image files attached to it. Elements in a reference file display as though they are geometry in the active design file. Although you cannot manipulate or delete the elements displayed in a reference file, you can snap to them or copy them into the active design file.

'''Roadway Corridor.''' A generally linear tract of land that defines at least one main line of some mode of transportation. (See ''Corridor or Corridor Model''.)

'''Secondary Alignment.''' Used to modify the direction of cross section processing. By default, as any given station, the cross section is created orthogonal to the main alignment/feature. If a secondary alignment exists, then that portion of the cross section which lies outside the secondary alignment will be orthogonal to the secondary alignment instead of the main alignment.

'''Sheets.''' Typically Adobe Acrobat (.pdf) files created from Open Roads Designer .dgn files. The plan sheet .pdf files are signed by the Project Manager and are part of the contract documents. See ''Border''.

'''Signed.''' The term signed indicates that an Adobe Acrobat contract file has been electronically signed by the engineer of record. The PLS Surveyor of record performs electronic signatures as well as "wet" signatures as part of their work. Wet signature indicates signing and dating paper plans in ink.

'''SMD File.''' Open Roads Designer file (Survey Manager Database) which contains survey features definitions and associated element and textual settings.

'''Special Ditch.''' A standard ditch has a consistent depth so the bottom of ditch elevations run parallel the edge of the shoulder. The bottom of ditch elevations of special ditches are defined by a profile to control the ditch elevations and can be manipulated by the design to provide a desired result.

'''Spot Elevation.''' A set of X, Y, Z coordinates representing a point on the terrain model surface. There is no implied relationship between spot elevation points.

'''State Plane Coordinate System.''' One of 124 geographic coordinate systems designed for specific regions of the United States. They rely on a simple x,y coordinate system to specify locations rather than latitude and longitude to allow the use of "plane surveying" methods. Also, the system is highly accurate within each zone. Missouri has three state plane zones: East, Central and West. Control surveying is typically performed in the state plane coordinate system. Design and construction work is not performed in the state plane coordinate system but in the modified state plane coordinate system that is project specific. A project specific grid to ground projection factor is used to convert State Plane coordinates to Modified State Plane ground coordinates.

'''Stationing.''' Stationing is a system of measurement used for road layout and construction. From the beginning station, and all distances along the roadway centerline are measured from that point using 100 foot stations. The number to the left of the + is the distance in full 100 foot stations and the number to the right of the + is the distance beyond that full station in feet. The station 123+34 is 12,334 feet from the beginning of the alignment.

'''Superelevation.''' Superelevation is the rotation of the pavement on the approach to and through a horizontal curve.

'''Superelevation Lane.''' The closed area defined by the Open Roads Designer superelevation tools used for the limits of transition calculations and pivoting location.

'''Superelevation Section.''' Area along an Open Roads Designer horizontal geometry element, where superelevation will be calculated.

'''Surface Feature Definitions.''' The surface feature definition is a property applied to Open Roads Designer terrain model. It determines the default display properties (eg. Contours, triangles, material type)

'''Surface File.''' A LandXML, Open Roads Designer tin or other file type that contains only surface information. Typically exported by Survey or Design software for use in another system.

'''Survey Coordinate File.''' The comma delimited Survey Coordinate File is prepared by the project’s Professional Land Surveyor of Record and contains project control points.

'''Survey Report.''' The Survey Report is prepared by the project’s Professional Land Survey of Record. It is used for documenting the project control metadata and the method in which the topography and terrain information is obtained for a project.

'''Target Aliasing.''' Used to create the desired results when working with multiple surfaces without having to edit the template from the template library. Target aliases can also be used so that one corridor can target the solution of another corridor.

'''Template Drop.''' An area (usually defined by station limits) along a corridor to which a specific template is applied. The template drop spacing is determined by the designer to provide the accuracy required for the surfaces.

'''Template Library.''' An Open Roads Designer file that stores definitions for templates, generally with an ITL file extension.

'''Template or Civil Template.''' The configuration in Open Roads Designer that defines the cross sectional shape of the roadway being modeled. This cross-section is then “extruded along” a 3D geometry element to form the final model. The corridor template can create or target features such as road edges. The result is the creation of a corridor.

'''Template Transition.''' MoDOT does not currently utilize template transitions. See ''Parametric Constraints''.

'''Terrain Model.''' An Open Roads Designer three-dimensional DGN element defined by spots, break lines, voids, holes, contours to model a surface on the earth. The terrain model replaces the .tin file format used before Open Roads Designer SS3.

'''Topography.''' A detailed description or representation on a map of the natural and artificial features of an area.

'''Topolift.''' A laser scanner mounted on a pickup that is composed of a lift and bridge mechanism. The automated lift operation substantially reduces the drive, stop and setup time compared to tripod-based operations as well as adding additional height for better coverage. The scanner is completely isolated from the pickup during scans.

'''Trace Slope.''' Upstream - The indicated path follows the steepest ascent from a user-defined point through the terrain model terminating at a high point or the edge of the terrain model.

'''Traditional Survey Methods.''' Traditional surveying includes the use of GPS, total stations, leveling, bathymetry, etc.

'''UAS.''' Unmanned Aerial Systems (UAS) is an all encompassing description that encapsulates the aircraft or UAV, the ground-based controller, and the system of communications connecting the two.

'''UAV.''' An unmanned aerial vehicle piloted by remote control or onboard computers. See ''UAS'' and ''Drone''.

'''Vertical Alignment.''' A linear feature in an Open Roads Designer profile model with a special purpose of defining the elevations of an alignment.

'''Vertical Datum.''' A vertical datum is a surface of zero elevation to which heights of various points are measured. The vertical datum can be based on sea level (obsolete), an ellipsoid or a geoid model of the earth. The North American Vertical Datum of 1988 (NAVD88) is the current vertical datum for highway design and surveying. Plans produced prior to 1988 and during the transition period were typically based on the National Geodetic Datum of 1929 (NGVD29). See ''Horizontal Datum''.

'''Vertical Geometry.''' The elements which define the vertical layout of a corresponding horizontal geometry element. These vertical elements are 2D and are stored in a profile model.

'''Void.''' Closed shape representing areas of missing data or obscure areas. No point or break data located within the void area is utilized and no triangles are created inside the void areas. The Void coordinates are included in the triangulation and void lines between successive void coordinates are inserted as drape lines on the surface. Therefore, they do not change the slope or elevations of the surface.

'''Watershed.''' Defined by either a low point within the terrain model or a low edge point along the terrain model edge, it's the closed area wherein all water would drain to the low point.

'''Workspace.''' A workspace is an Open Roads Designer environment or configuration. Organizations establish a standard workspace to help users comply with standards and increase production speed. It also helps reduce errors caused by using incorrect resources such as fonts, text styles, line styles, seed files and dimension styles.

[[category:237 Contract Plans|237.14]]

File:Survey Report Example.pdf

2022-04-22T17:54:25Z

Kleins1:

File:Survey Report.pdf

2022-04-22T17:53:58Z

Kleins1:

131.2 Proprietary Items and Public Interest Findings

2022-04-08T14:03:20Z

Kleins1: /* 131.2.2.1 Requests for use of a Proprietary Item */

[[image:131.5.jpg|center|600px]]

==131.2 Proprietary Items==

A proprietary item is considered any patented material, specification, or process that can only be obtained from one manufacturer. These items are generally identified by the use of a trade name. In the interest of promoting competition and allowing for the development of new products, neither FHWA nor MoDOT will participate in payment for any proprietary item, except in the following cases:

:1. The district can demonstrate that only proprietary items are acceptable and the contract documents identify at least three proprietary items as alternatives and allow an approved equal. In this instance, no additional approval is necessary.

:2. MoDOT and/or FHWA approved the patented or proprietary item for research or for a distinctive type of construction on relatively short sections of road for experimental purposes. Appropriate consultation of applicable division staff and subsequent documentation in the project file shall occur for each project. A copy of the experimental product work plan detailing the research and relatively short section of roadway should accompany the PS&E submittal.

:3. MoDOT and/or FHWA approve a request for use of a proprietary item. A copy of the proprietary item request approval should accompany the PS&E submittal.

===131.2.1 Proprietary Items Requiring No Approval===

* When it has been demonstrated that only proprietary items are acceptable and three or more items are identified, the specific characteristics of the proprietary items that are mentioned should be included in the project documents. Construction personnel can use this information to determine if the substitute item is indeed “equal” to the specifically identified items. Examples of specific characteristics are the reflective properties of pavement marking tape, width and length of crashworthy end treatments, signal controller units that are compatible with existing units in the field or other applications in which the district core team can specifically name item characteristics. When requested by a contractor to approve the use of a substitute item based upon the “or approved equal” provisions contained in the project documents, construction field personnel will coordinate their response to this request with the district project manager. Approval by the [http://sp/sites/cm/Pages/default.aspx Central Office Construction and Materials] must be obtained prior to use of the engineer approved equivalent item.

* When the proprietary item is proposed for research purposes or on relatively short section for experimental purposes, the contract documents should identify the specific item and clearly indicate that no alternative will be accepted for the purposes of the project. Division staff familiar with the research or experimental practice should be contacted if the contractor has difficulty obtaining the required item.

===131.2.2 Proprietary Items Requiring Approval===

Unless a minimum of three proprietary items or an approved equal is specified in the contract, proprietary items must be approved prior to use.

Approval of a request for use of a proprietary item can only occur in the following instances:

:* MoDOT certifies the proprietary item is essential for synchronization with existing highway facilities.
:* MoDOT certifies that no suitable alternative exists.
:* MoDOT and FHWA (NHS routes) find that it is in the public’s interest to utilize the proprietary item in lieu of other acceptable or available items.
:* MoDOT and FHWA (NHS Routes) find that the proprietary item is acceptably proposed for research purposes or on relatively short section for experimental purposes. In this instance, the contract documents should identify the specific item and clearly indicate that no alternative will be accepted for the purposes of the project. Division staff familiar with the research or experimental practice should be contacted if the contractor has difficulty obtaining the required item.

====131.2.2.1 Requests for use of a Proprietary Item====
Requests for use of a proprietary item generally fall into one of three categories: a Proprietary Item Certification (PIC), a Public Interest Finding (PIF) or an Experimental Product Work Plan (EPWP).

A PIC is used if an item is essential for synchronization or if the contracting agency specifies a unique item for which no equally suitable alternative exists.

A PIF is used if a contracting agency elects to require a specific item when other acceptable items are available or in instances where the item is to be used for research or for special construction.

An EPWP request is used for a proprietary item for research purposes or on relatively short section for experimental purposes. Approval of the work plan should occur prior to submittal of the project PS&E. A copy of the approved work plan should accompany the PS&E submittal.

In order to demonstrate to FHWA and Central Office Design that the utilization of a proprietary item is in the public interest or that an EPWP or PIC is appropriate, the district must submit a letter of request ('''in PDF format''') for use of a proprietary item to Central Office Design through the '''[https://modotgov.sharepoint.com/sites/DE/proprietary_item_approvals/Forms/ByDistrict.aspx/ Proprietary Item Approval Library]'''. When submitting, the appropriate data associated with the request should be entered into the submittal form. For LPA projects, the request should be forwarded through the applicable district’s LPA staff.

====131.2.2.2 Information Required for Approval Requests====
Requests for approval of proprietary items must include the following applicable information:

:* The name, title and affiliation of the entity requesting the material certification.
:* The name, manufacturer and a description of the item(s).
:* The project number, location and letting date anticipated.
:* An estimate of any additional costs which will be incurred as a result of the proprietary item requirement.
:* The duration and extent of the requested approval.
:* If synchronization is the basis for use:
::• An explanation of the issues associated with the specific item(s) relating to synchronization.
:* If there are no other suitable items:
::• The unique need being addressed which results in no other equally suitable alternative.
:* If a PIF:
::• A detailed explanation of why the product is required.
:* If an experimental product:
::• The experimental product work plan. The work plan should provide for the evaluation of the proprietary product, and where appropriate, a comparison with current technology.

===131.2.3 Proprietary Item Approval===
Consideration of approval for PICs on all projects and PIFs and experimental work plans off of NHS routes, including LPA projects, will be conducted by Central Office Design.

Consideration for approval of PIFs and experimental products on all NHS projects will be conducted by Central Office Design and FHWA. In these instances, Central Office Design will review the request and upon approval, will submit the finding to FHWA for their consideration.

Design will notify the district of the decision that is made concerning the request for use of a proprietary item.

[[category:131 Other General Procedures|131.02]]

Category:612 Impact Attenuators

2022-03-17T16:49:55Z

Kleins1: Corrected spelling errors

[[image:612 Impact Attenuators 2013.jpg|right|325px|thumb|<center>'''Protective vehicle with a truck-Mounted Attenuator and Flashing Arrow Panel'''</center>]]
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|'''[http://sp/safety/csp/Pages/Safety-Videos.aspx Safety Videos]'''
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|[http://sp/safety/csp/Pages/Safety-Videos.aspx 2014 TMA Safety Points]
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The traffic control guidance of the EPG serves as MoDOT’s Manual on Uniform Traffic Control Devices (MUTCD) and should be used as the primary document when applying traffic control guidance to MoDOT’s roadways. Per federal regulations, MoDOT’s traffic control policies are required to be in substantial conformance with the MUTCD. There are occasions in the MUTCD where more than one traffic control device can be applied, but the EPG guidance typically selects the most applicable option for use on MoDOT roadways. The EPG also omits content from the MUTCD which doesn’t apply to Missouri.

Like the MUTCD, the traffic control guidance of the EPG is permissive guidance, meaning this guidance outlines what is permissible in regard to applying traffic control devices to MoDOT roadways. When specific traffic control guidance is not found in the EPG, contact the Highway Safety and Traffic Division office for assistance. The Division office can obtain assistance from FHWA, research facilities and other states for possible solutions that are MUTCD compliant. If these solutions have the possibility of being applicable to more than one site, consideration will be made to include the solution into the standard guidance found in the EPG as a standard.

This article provides information for the use of protective vehicles and three primary types of impact attenuators: truck-mounted attenuators, trailer-mounted attenuators and freestanding impact attenuators (sand barrels). Impact attenuators are designed to absorb energy of an impacting vehicle and reduce the force on a passenger to an acceptable level.

==612.1 Protective Vehicles/TMAs (MUTCD "Shadow Vehicle")==

Protective vehicles/TMAs are used to safeguard the workspace from errant vehicles. In some operations, these devices also serve as platforms for signs and other devices used to warn traffic of upcoming conditions or inform them of needed actions. For increased motorist, driver and worker safety, the protective vehicle may be equipped with a truck-mounted attenuator.

Proper positioning of the protective vehicle/TMA vehicle within the work zone is critical to its effectiveness. It is the operator’s responsibility to make sure that the protective vehicle/TMA is in the proper position to protect the crew, to provide ample roll-ahead distance, and to provide adequate warning to your co-workers and traveling public.

{| border="1" class="wikitable" style="margin-left:10px" align="right"
|+ '''''[[media:612.xlsx|Pros and Cons of Truck- and Trailer-Mounted TMAs]]'''''
|-
! style="background:#BEBEBE" colspan="2"|Truck-Mounted TMA <br> Host Vehicle 16,000 lbs GVWR !! style="background:#BEBEBE" width="5"| !! style="background:#BEBEBE" colspan="2"|Trailer-Mounted TMA <br> Host Vehicle 10,000 lbs GVWR
|-
! style="background:#BEBEBE"|Pros !! style="background:#BEBEBE"|Cons !! style="background:#BEBEBE" width=5| !! style="background:#BEBEBE"|Pros !! style="background:#BEBEBE"|Cons
|-
|align="center" colspan="2"|Cost and Maintenance|| style="background:#BEBEBE" width="5"| ||colspan="2" align="center" |Cost and Maintenance
|-
|width=100|After an impact the TMA is easily secured to the host truck, for transport to shop ''(Ex: no need for a tow truck)''||width=100| After impact, damage to host truck is common and extended down time of truck is possible. This may be an issue if the vehicle fleet in an area is low. ||style="background:#BEBEBE" width="5"| ||width="100"|For the "boat" trailer style, the TMA normally has less parts, maintenance cost, and assembly cost. ||width=100| Tire issues can cause down time
|-
|No tire maintenance or down time due to tire issues || Maintenance can be costly and timely ||style="background:#BEBEBE" width="5"| || align="center"| - || align="center"| -
|-
| align="center"| - || TMA must be removed prior to Arrow Board maintenance or repairs ||style="background:#BEBEBE" width="5"| || align="center"| - || align="center"| -
|-
|align="center" colspan="2"|Operations || style="background:#BEBEBE" width="5"| ||colspan="2" align="center" |Operations
|-
|width=100|Follows directly behind truck ''(Ex: Will not track paint from striping operations)''|| Difficult to remove and install. ''(Ex: Truck cannot be quickly used for other applications)'' || style="background:#BEBEBE" width="5"| || Trailer TMA are usually easier to install and remove from the truck hitches.||The driver may have difficulties backing, a spotter is recommended. ''(Ex: Backing up to pick up channelizers within a work zone and keeping the trailer out of the travel lane)''
|-
|Easy Backing when spotter not available ''(Ex: During work zone removal)''|| Difficult to access plugs, wires and lighting connections during installation and removal || style="background:#BEBEBE" width="5"| ||After an impact, the trailer is removed from host vehicle and the truck is usually still serviceable. ||After an impact, the trailer needs towing by flat bed back to shop for repairs based on manufacturer recommendations
|-
|Easy Maneuvering||Truck may not have hitch. This may limit the number of applications of the truck. || style="background:#BEBEBE" width="5"| || align="center"| - ||During operations such as striping, tires can track paint
|-
| align="center"| - || When in the down position, the TMA will swing in to adjacent lane || style="background:#BEBEBE" width="5"| || align="center"| - || Finding a location to turn around can be difficult ''(Ex: Rural areas with narrow lanes, small entrances, etc.)''
|-
|-
|align="center" colspan="2"|Other Considerations || style="background:#BEBEBE" width="5"| ||colspan="2" align="center" |Other Considerations
|-
|width=100 align="center"| - ||Overhead hazards become an issue when the TMA is in the Up position, which reaches 13'6". || style="background:#BEBEBE" width="5"| ||When the TMA is not deployed as a protective truck, the tailgate can be left attached for cargo/material hauling. ||Depending on the TMA, the unit may rotate into an adjacent lane upon a side impact.
|-
| align="center"| - ||Due to added weight of the TMA on rear of the truck, the ride is rough and is tough on truck suspension. || style="background:#BEBEBE" width="5"| ||The TMA can be used with different host vehicles and is not dedicated to one vehicle. || Some trailer TMAs look similar to "boat" trailers, which give a perception the TMA units are not safe.
|-
| align="center"| - || Due to the over swing and lowering of the TMA, the area behind the truck should be clear of personnel and vehicles. || style="background:#BEBEBE" width="5"| || align="center"| - || align="center"| -
|}

===612.1.1 Truck- and Trailer-Mounted Attenuators===

Truck/Trailor-mounted attenuators (TMAs) are energy-absorbing devices attached to the rear of the trucks and used as protective vehicles, thus protecting the motorist and the protective vehicle's driver upon impact.
[[image:612.1 Trailer-type TMAs.jpg|left|275px|thumb|<center>'''Trailer-Mounted Attenuator'''</center>]]

The National Cooperative Highway Research Project 350 (NCHRP 350) and AASHTO Manual for Assessing Safety Hardware (MASH) set the crash criteria for TMAs. TMAs purchased by MoDOT meet these requirements.

Damaged TMAs are to be removed from service and either repaired or replaced.

NCHRP 350 and MASH crash-tests straight-on and offset collisions, not side impacts. TMAs are not designed for side impacts.

Articles on MoDOT's [[612.4 Maintenance Planning Guidelines for Impact Attenuators|Maintenance Planning Guidelines for Impact Attenuators]] are available upon request.

===612.1.2 MoDOT Protective Vehicle/TMA Marking and Lighting===
'''Lighting.''' All lighting should be appropriately set, depending on the day or nighttime conditions.

The Light Bar may be used and the Emergency Alert lights should be used on the Rear Advanced Warning Truck for striping and sweeping operations and are optional on other mobile operations in accordance with typical applications. If used, the rear facing amber/white Light Bar is installed on top of the vehicle and the Emergency Alert lights are installed below the flashing arrow panel.

If an approaching vehicle is observed driving in the occupied moving work zone lane, the TMA driver should activate the Emergency Alert lights by pushing the switch for a short duration. It is not recommended to leave the lights on very long because continuous or long term use may reduce the effectiveness of the Emergency Alert lights.

'''Rear Face of TMA.''' The rear face of the attenuator device, when in the horizontal or operating position (protective mode), shall be marked with red and white retroreflective sheeting. The marking shall form a checkerboard pattern consisting of 12” by 12” red squares and 12” by 12” white squares spaced symmetrically starting from the top center.

'''Vehicle Size.''' On MoDOT’s maintenance operations where the normal posted speed limit is 60 mph or greater, the protective vehicle shall be a Heavy-Duty Single Axle Truck style or heavier, and meet the truck-mounted and trailer-mounted attenuator manufacturer’s recommendations.

'''Incident Response.''' For incident response operations, a vehicle with a truck/trailer-mounted attenuator is not required. If used, the host vehicle shall meet the truck/trailer-mounted attenuator manufacturer’s recommendations.

===612.1.3 Protective Vehicle/TMA Operations===
The term "protective vehicle" represents the use of the protective vehicle within operations. The term TMA represents a truck or trailer-mounted attenuator.

The flashing arrow panel and warning lights shall not be active when the Protective Vehicle/TMA is traveling from the home domicile to the staging area/desired lane/work location. Once the Protective Vehicle/TMA has reached the staging area/desired lane/work location, the appropriate operating mode shall be displayed and turned on. If the Protective Vehicle/TMA leaves the staging area/desired lane/work location and travels to another staging area/desired lane/work location, the flashing arrow panel and warning lights shall not be active.

====612.1.3.1 TMA Typical Operations====

=====612.1.3.1.1 Stationary Operation=====
During Stationary Operations, all protective vehicle/TMA vehicles shall be parked with the transmission in neutral and the parking brake engaged. The vehicle shall maintain a minimum of 150 feet of roll ahead distance to the next vehicle or work activity, be parallel to traffic, and have its wheels aligned with the striping and lane to maintain lane discipline and try to stay within the lane if struck. The operator shall not wait inside or near the protective vehicle/TMA vehicle. The employee should proceed to the Work Space to assist other employees and wait for instructions.

For additional guidance for protective vehicle/TMA use within work zones, refer to the typical applications in [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]].

=====612.1.3.1.2 Short Duration/Mobile Operations=====
During short duration/mobile operations, protective vehicle/TMA operators are allowed to take preventive action when they perceive possible interaction with an errant vehicle. Preventive action includes moving the protective vehicle/TMA forward to lessen impact. If the operator takes preventive action, they should be observant of all crew workers and equipment to maintain a minimum of 150 feet roll-ahead distance and stay in the closed lane. In instances where you do not have the recommended 150 ft. of roll-ahead distance, DO NOT roll forward to lessen the impact and, if possible, engage the parking brake.

During short duration/mobile operations, if any employees exit their vehicles in the work activity, the protective vehicle/TMA#1 operator closest to work activity shall engage the parking brake when exiting their vehicle. The vehicle should maintain a minimum of 150 feet roll ahead distance to the work activity, be parallel to traffic, and have its wheels aligned to stay within the lane if struck. If the operator of the protective vehicle/TMA closest to the work activity feels he/she is about to be struck by an oncoming vehicle, the operator may take preventive action if the roll-ahead distance is greater than 150 feet.

For protective vehicle/TMA#2 during short duration/mobile operations, if the operator feels he/she is about to be struck by an oncoming vehicle, the operators may take preventive action to lessen the impact. However, the operator shall maintain a minimum of 150 feet of roll ahead distance to the next protective vehicle/TMA, be parallel to traffic, and have its wheels aligned to stay within the lane if struck.

For additional guidance for protective vehicle/TMA use within work zones, refer to the typical applications in [[616.8 Typical Applications (MUTCD 6H)|EPG 616.8 Typical Applications]].

===612.1.4 MoDOT Equipment/Materials Stored in Bed of Protective Vehicle Guidelines===

Loads or cargo, such as sign posts or tools, may be moved to and from work areas in the bed of the protective vehicle/TMA, but must be removed when protective vehicle/TMA is deployed for protection or has the possibility of deployment prior to getting to the work area. Truck beds may be secured to the truck frame to maximize stability during impact. Steel plates and/or containers, secured by approved methods, may be used for ballast or weight to keep the dump bed against the host vehicle frame and may remain in the vehicle while the protective vehicle/TMA is deployed. Loads or cargo are not allowed to be carried on trailer type TMAs.

[[image:612.1.4.jpg|center|725px|thumb|<center>'''This bead container is securely fastened to the protective vehicle. The container is bolted through the bed of the truck. The container door is securely latched down.'''</center>]]

===612.1.5 MoDOT Protective Vehicle/TMA Operator’s Training===

Training is conducted in two stages:

:Stage 1 – Classroom General Knowledge Training
:Stage 2 – OJT (On the Job) Training and Skills Assessment.

==612.2 Sand-Filled Impact Attenuators (Sand Barrels)==

[[image:612.2 Sand Barrels.jpg|left|225px|thumb|<center>'''Sand Barrels'''</center>]]

This system consists of a group of freestanding plastic barrels configured in an array of increasing weights from the impact point toward the object. Such an array transfers the vehicle’s momentum to the increasing masses of sand in the barrels and provides a gradual deceleration. Each barrel is designed with a specific weight of sand to absorb the energy of an errant vehicle. The sand barrel array's "footprint" length and width and the number of barrels will change based upon the permanent posted speed limit of the roadway. For the correct setup and array of sand barrel impact attenuators, refer to the manufacturer’s recommendations. For more information about manufacturer’s recommendations, see [http://www.modot.org/business/standards_and_specs/endterminals.htm End Terminals, Crash Cushions and Barrier Systems]. The pay item for one (1) sand barrel impact attenuator array will include the number of sand barrels the manufacturer requires for the posted speed limit and will be paid for each array. If it is anticipated that the sand barrel array will be relocated during staged construction, the entire array will be relocated and paid for by the pay item Impact Attenuator (Relocation) each time the sand barrel array is relocated. An estimate for replacement barrels needs to be included as a separate pay item, typically calculated as one for each sand barrel array. No direct payment is made for the Type 1 object marker on the lead sand barrel in the array.

[[image:612.2 array.jpg|center|<center>'''Typical Array for Sand-Filled Impact Attenuators
May Change Based on Manufacturer’s Recommendations'''</center>]]

Sand barrels are most often used to shield fixed objects that cannot be removed or relocated. Sand barrels are recommended for temporary usage such as in work zones. A benefit/cost analysis is to be conducted before sand barrels are used in a permanent application.

An approved sand-filled impact attenuator may be installed on the exposed end of the barrier where the posted speed prior to construction on an existing facility or the anticipated posted speed of a temporary facility is greater than 35 mph.
<div id="A crash cushion will be required"></div>
A crash cushion will be required on the upstream end for divided facilities, and on both ends for all two-way facilities. When space allows, sand barrel impact attenuators are the preferred choice for temporary protection. However, in the event that sand barrels cannot be used (for example, insufficient width), work zone crash cushions may be used instead. Work zone crash cushions provide a narrower option than sand barrels, but still perform the same function. Work zone crash cushions are discussed in [[617.1 Temporary Traffic Barriers#617.1.3.3 Crash Cushion|EPG 617.1.3.3 Crash Cushion]]. Applicable pay items are included in the plans.

==612.3 Construction Inspection Guidelines==

'''Material (for Sec 612.2)''' Certifications are to be collected on both the sand and retroreflective sheeting used in or on the sand-filled impact attenuators.

'''Safety Requirements (for Sec 612.3)''' The inspector is to request a copy of the manufacturer’s certification that states the units comply with the crash test requirements of NCHRP 350 or MASH, Test Level 3, and have FHWA acceptance. This information is to be kept in the project files.

'''Truck-Mounted Attenuator (for Sec 612.4.1)''' TMAs are to be inspected to make sure they are structurally sound, the frames are not bent and that they appear to be in good working order. In some cases, the contractor may elect to add TMAs when TMAs are not required. Elective TMAs need to be NCHRP 350 or MASH, Test Level 3, compliant so the certification still needs to be collected. Typically, TMAs are only required and paid for under conditions where the contractor is operating without a lane drop set up (cones, channelizers, etc.). TMAs that the contractor voluntarily adds to an operation are typically not paid for.
<div id="Sand-Filled Impact Attenuator Array"></div>
'''Sand-Filled Impact Attenuator Array (for Sec 612.4.2)''' The inspector is to request a copy of the manufacturer’s installation instructions for the particular brand of sand-filled impact attenuator the contractor is using. The use of more than one manufacturer’s sand barrels in an array is not allowed. When inspecting the sand-filled impact attenuator arrays, make sure that the array is in the location as shown in the temporary traffic control plans, and set up and filled in accordance with the manufacturer’s recommendations. All lids are to be on and secured. MoDOT requires rock salt intermixed with the sand so that any water that gets into the barrels will not freeze and create a safety hazard. When checking the contents of the barrels, rock salt should be visible in the sand mix. During periods of extended cold weather, the sand should be checked periodically to make sure it hasn’t frozen because the salt content has been exhausted. If this condition is found, the contractor will need to add more salt or replace the sand/salt mixture.
<div id="Work Zone Crash Cushions"></div>
'''Work Zone Crash Cushions (for Sec 612.4.3).''' The inspector is to request a copy of the manufacturer’s installation instructions for the particular brand of crash cushion the contractor is using. When inspecting the work zone crash cushion, make sure that the crash cushion is in the location as shown on the temporary traffic control plans and set up in accordance with the manufacturer’s recommendations. If the crash cushion is water-filled, MoDOT requires a mixture content per manufacturer’s recommendations so that the crash cushion will not freeze and create a safety hazard. During periods of extended cold weather, the crash cushion(s) should be checked periodically to make sure it has not frozen. If this condition is found, the contractor will need to correct and/or replace the mixture. In the event the work zone crash cushion is damaged and needs to be replaced, it is considered incidental and replaced at no cost to the Commission.

Category:123 Federal-Aid Highway Program

2022-01-27T18:44:31Z

Kleins1: /* 123.1.1 FHWA Oversight - National Highway System */

{| style="padding:0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="300px" align="right"
|-
|'''Additional Information'''
|-
|[[:Category:136 Local Public Agency (LPA) Policy|Local Public Agency (LPA) Policy]]
|-
|[[Independent Assurance Samples and Tests|Independent Assurance Samples and Tests (IAS)]]
|-
|[[Federal-Aid Acceptance Sampling and Testing|Federal-Aid Acceptance Sampling and Testing (FAST)]]
|-
|[[Off-Systems Guide Schedule for Federal-Aid Acceptance Sampling and Testing (FAST)|Off-Systems Guide Schedule for Federal-Aid Acceptance Sampling and Testing (FAST)]]
|-
|'''_________'''
|-
|'''MoDOT/FHWA Stewardship/Oversight Agreement'''
|-
|[[media:123 Stewardship-Oversight Agreement 2015.pdf|2015 Stewardship/Oversight Agreement between MoDOT and FHWA]]
|-
|[[media:123 Stewardship-Oversight Agreement.pdf|2007 Stewardship/Oversight Agreement between MoDOT and FHWA]]
|-
|[[media:123 Stewardship-Oversight Agreement addendum secure.pdf|Stewardship/Oversight Addendum between MoDOT and FHWA]]
|}

==123.1 Discussion==
[[image:123.1 Interstate history.jpg|right|425px|thumb|'''Six involved in one of the nation's first interstate projects pose in St. Charles at the Interstate 70 project site in 1956. From left to right are Dan Cane, superintendent, Cameron, Joyce & Company; Chick Sayles, salesman, Alpha Portland Cement; John Latham, District 6 engineer; Charles Tevis, District 6 assistant chief engineer; and Jack and Tinch Gammon, brothers who owned Cameron, Joyce & Company, the contractor on the project.''']]

The Federal Highway Administration (FHWA) is one of the key partners with MoDOT in delivering the highway program in the State of Missouri. Federally controlled funding of highway projects is an essential part of planning, design, construction, and preventive maintenance activities undertaken by MoDOT. The FHWA is one of the agencies under the U.S. Department of Transportation and is responsible for administering the Federal-Aid Highway Program nationwide. In addition to the Washington Headquarters office and Resource Centers, the FHWA has a division office in each state to provide direct assistance and guidance to the individual state highway departments. The primary sources of guidance on the Federal-Aid Program are available in Title 23, United States Code - Highways, 23 Code of Federal Regulations (CFR), the [https://www.fhwa.dot.gov/fastact/ current federal highway act,]and the Federal-Aid Policy Guide (FAPG). These documents provide current regulations, policies and procedural guidance.

To ensure projects qualify for federal funding and obtain the maximum participation, compliance with federal laws, regulations and FHWA policies and procedures is necessary. This is accomplished through a close partnership arrangement with MoDOT and has included innovative methods and practices to enhance program implementation. FHWA and MoDOT have entered into an [[media:123 Stewardship-Oversight Agreement 2015.pdf|oversight agreement]] that allows MoDOT to discharge some responsibilities traditionally performed by FHWA for projects not on the Interstate highway system. This agreement documents the roles and responsibilities of both FHWA and MoDOT in carrying out the Federal-Aid Highway Program. This includes identification of the type of projects that will require federal involvement by FHWA, or are exempt from federal involvement. All Federal-Aid projects, regardless of whether MoDOT has responsibility for administration, must comply with all applicable federal regulations in order to receive federal-aid funding. Specific guidance and assistance in implementing the Federal-Aid Program is available from the FHWA Missouri Division office in Jefferson City.

To further reinforce this close partnership, FHWA will be given the opportunity to participate in task forces and other quality improvement teams established to review existing processes and procedures to improve implementation of the MoDOT transportation program.

===123.1.1 FHWA Oversight - National Highway System===
{| style="margin: 1em auto 1em auto" align=right
|-
|[[Image:123 NHS 2014.jpg|left|290px]]
|-
|[[image:123 NHS Legend.jpg|left|290px]]
|-
|width=285 align=center|[http://www.fhwa.dot.gov/planning/nhs/maps/mo/mo_Missouri.pdf '''Missouri Routes'''] in the National Highway System
|}
{| style="padding:0.3em; margin-right:15px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="300px" align="left"
|-
|[[media:123 PoDI Matrix MoDOT PY2022.xlsx|'''Federal Involvement Project List''']]
|-
|This matrix is also known as the Project of Division Interest (PoDI) list.
|}
The National Highway System (NHS) includes the entire interstate system and other urban and rural principal arterials along with major highway network connectors. The FHWA has the responsibility to ensure the safety, appropriate design, and national continuity of the NHS. This is accomplished through the [[media:123 Stewardship-Oversight Agreement 2015.pdf|oversight agreement]].

====PoDI Information====
[[media:123 PoDI Matrix MoDOT PY2022.xlsx|Federal Involvement Projects (PODI Matrix)]] are individual projects that require approval by FHWA for various project actions. The project list identifies projects selected by MoDOT and FHWA immediately following the development of the [[121.3 The Statewide Transportation Improvement Program (STIP)|5-year STIP]].

===123.1.2 Federal Appropriations===

Current legislation provides for the appropriation of federally controlled funds from the Highway Trust Fund for the purposes of carrying out the provisions of Title 23, U.S.C. Funds are divided among the various states by an apportionment process. These funds are subject to mandatory limitations established by the U.S. Congress each fiscal year to help control spending and drawdown of the Highway Trust Fund. A certain percentage of the apportioned funds are directly allocated to urbanized areas with a population over 200,000 and are subject to the control of a metropolitan planning organization (MPO). In Missouri, the urbanized areas over 200,000 in population are St. Louis, Kansas City and Springfield. The cities of St. Joseph, Joplin, Columbia, Cape Girardeau and the City of Jefferson also have MPOs but do not receive a direct allocation of funds. Other major funding categories are:

: '''Interstate Maintenance (IM)'''. IM funds can be used for resurfacing, restoration, and rehabilitation, but not for the construction of new travel lanes unless they are high occupancy vehicle (HOV) or auxiliary lanes.

: '''National Highway System (NHS)'''. NHS funds may be used for a variety of projects on the NHS including construction, reconstruction, resurfacing, restoration, and rehabilitation, operational and safety improvements, start-up costs for traffic management and control systems, fringe and corridor parking facilities, carpool and vanpool projects, and bicycle and pedestrian facilities.

: '''Surface Transportation Program (STP)'''. These funds may be used for any highways, including the NHS, that are not functionally classified as local or rural minor collectors. Eligible items of work are similar to those under the NHS. However, 10% must be used for transportation enhancements and 62.5% of the remaining funds are sub-allocated to areas of the state based on population.

: '''Highway Bridge Replacement and Rehabilitation Program (HBRRP)'''. Eligible projects for HBRRP funding include replacement or rehabilitation of a structurally deficient or functionally obsolete highway bridge, replacement of ferryboat operations and low water crossings, bridge painting, calcium magnesium acetate applications, and seismic retrofitting. Additionally, not less than 15% will be spent on off-system bridges.

===123.1.3 Programming===

To ensure coordination of intergovernmental planning and before any federal-aid programs are approved by FHWA, all projects must be cleared under the Missouri State and Local Review System. Briefly, this is described as:

:'''State Clearinghouse''' The State Clearinghouse, after notifying other state agencies, certifies to MoDOT that these agencies have been informed of the project and have indicated whether the proposed work conflicts with their programs.

:'''Regional and Metropolitan Clearinghouses''' Similar clearance must be received from regional and metropolitan clearinghouses who notify appropriate local governments and other regional agencies in the area. These clearinghouses provide comments to the MoDOT on proposed projects. Any adverse comments received from the clearinghouses must be resolved. In order for any proposed project to be eligible for federal funding, it must be included on the Statewide Transportation Improvement Program (STIP). Before any work is performed for which federal reimbursement is expected, FHWA must provide approval. MoDOT district offices will notify the Design Division as soon as possible if any proposed work is identified that is not on the approved STIP. For projects to be constructed in stages, a separate item will be shown on the STIP for each stage.

===123.1.4 Federal Authorization===

Authorization to proceed with a federal-aid project can be given only after applicable requirements of federal laws and regulations have been satisfied, including the planning and programming items noted above. For construction projects, additional requirements must be completed such as an approved environmental document, right-of-way clearance, and submission of a request to FHWA by MoDOT to authorize construction with the obligation of funds. Authorization to proceed is considered a contractual obligation of the Federal Government under 23 U.S.C. 106 and federal funds will not participate in costs incurred prior to the date of authorization.

==123.2 Construction Inspection Guidelines==

===123.2.1 General Procedures===

On Federal-Aid highway projects, the terms of federal participation are established by an [[media:123 Stewardship-Oversight Agreement 2015.pdf|oversight agreement]] between the department and the FHWA. This agreement provides for the work to be done in accordance with predetermined criteria contained in the plans and specifications, in approved standard drawings, and in special provisions required by the nature of the project.

The Missouri Highway and Transportation Commission will award a construction contract for the project with the concurrence of the FHWA. Supervision of construction is a function of the MoDOT’s engineers and inspectors. FHWA representatives may make periodic inspections of these projects and will complete a final inspection and final acceptance.

===123.2.2 The FHWA - MoDOT Relationship===

The relationship between the FHWA and MoDOT does not directly involve the contractor. FHWA representatives inspect the project to review MoDOT’s procedures for assuring the project is built according to commitments contained in project documents, MoDOT/FHWA agreements and to assure that the contractor follows proper construction practices. Any deficiencies noted by the FHWA representative shall be documented and conveyed to MoDOT’s engineer or inspector. MoDOT will work directly with the contractor to resolve these deficiencies.

MoDOT employees are expected to cooperate with FHWA representatives in their inspections. Note their comments in the diary. Promptly refer to the resident engineer matters that require their attention. Should a FHWA representative give instructions to a MoDOT employee which appears to be in conflict with MoDOT policy, the FHWA representative should be courteously informed that the employee has no authority to carry out such instruction but will refer the matter to the appropriate supervisor.

The MoDOT inspector, as directed by the [[:category:105 Control of Work#105.9 Authority and Duties of Resident Engineer (Sec 105.9)|resident engineer]], will inform FHWA representatives of necessary extra work and of any proposed changes on [[:Category:123 Federal-Aid Highway Program#123.1.1 FHWA Oversight - National Highway System|projects designated for federal involvement for construction in the PODI matrix]]. All major changes must have concurrence of the FHWA before any of the work is started.

An [[media:123 Stewardship-Oversight Agreement 2015.pdf|oversight agreement]] signed by MoDOT and FHWA, outlines the specific procedures which the Construction and Materials Division together with the district must follow in the administration of a project. MoDOT will complete a final inspection and final acceptance on projects not designated for federal involvement. The FHWA reserves the right to observe a project under MoDOT responsibility, including those conducted by a [[:Category:136 Local Public Agency (LPA) Policy|Local Public Agency (LPA)]] at any time.

==123.3 Materials Requirements==

===123.3.1 Independent Assurance Samples and Tests (IAS) System Based===

====123.3.1.1 Scope====
To establish procedures for sampling, testing and reporting Independent Assurance Samples (IAS) on all Federal-aid projects. Federal-aid projects are Interstate, Primary and Secondary projects let and administered by MoDOT, and Off-System and Federal-aid Urban projects let and administered by a county, city, or MoDOT.

====123.3.1.2 General====
These procedures apply to all projects, with an emphasis on Federal-aid projects. These procedures do not change normal job control procedures for any projects.

The intent of the IAS process is to confirm that inspectors are knowledgeable in the specification governing the testing procedures and follow through with completing the tests correctly, and have equipment that is in good working condition and is properly calibrated, where applicable. This IAS process is considered system based and the audit of a given inspector does not have to take place on a Federal-aid project. The inspector should use the same diligence and attention to detail at all times, regardless whether the project has Federal-aid status. Inspectors on Off-System projects will be audited on the specific project, in most instances. (See [[:Category:123 Federal-Aid Highway Program#123.3.2 Independent Assurance Samples and Tests (IAS) Project Based Based|EPG 123.3.2]].)

The individual performing the IAS audit on an inspector is herein referred to as the IAS Auditor. Any person can be assigned the duties of the IAS Auditor however each district must designate an individual or individuals who aggregately have Technician Certification in all areas covered by the IAS program. The individual(s) must have been reviewed and compared favorably to another Central Office auditor within the last calendar year, and should have significant experience in materials inspection.

System Based IAS will not be limited to tests traditionally performed on certain materials, but will be extended to all tests of all materials. The process will include all project and non-project inspection. A prioritization process, described below, will be used to allocate resources so those inspectors responsible for Federal-aid projects are audited first. When resources allow, other inspectors will be audited using the procedures described here.

====123.3.1.3 General Procedures====

=====123.3.1.3.1 Report Review=====

As an aid in the prioritization and completion of audits, the following reports, are available in Cognos: Public Folders>AASHTOWARE>Headquarters>IAS Process Reports.

'''List of Testers and Audits with Contract:''' This report lists testers who have performed testing on a contract and whether or not an audit has been performed. If an audit has been performed, it also lists the audit sample ID number and the district who performed the audit. The report can be generated for a specific date range. The report will return sample records which list either IASA or OFFS.

'''IAS Auditors:''' This report lists the individuals from Central Office and the districts who have been designated as an IAS Auditor. Central Office maintains this list. The District Construction and Materials Engineer designates district auditors. The State Construction and Materials Engineer designates Central Office auditors. Auditors audit any Tester performing test(s) for acceptance on a Federal Project regardless of their Technician Certification credentials status.

'''List of Testers and Audits with Contract:''' This report lists testers who have performed testing on a contract and whether or not an audit has been performed. If an audit has been performed, it also lists the audit sample ID number and the district who performed the audit. The report can be generated for a specific date range. The report will return sample records which list either IASA or OFFS.

'''Audit Report:''' This report in generated by entering a specific audit sample record number, with or without a specific inspector, and will return all audit test results, equipment audit and comments in a PDF format which includes a line for the auditor signature.

'''IAS Off Systems:''' This report lists audits performed on testers for the year specified with the Sample Type of “OFFS” meaning the tester was working on a Federal-aid project not on the State system. The purpose of this report is to document audits on testers who are accepting material on Federal-aid projects but who are not otherwise audited by the IAS process. This report is used to compare against the list of testers supplied by the agency to determine if the tester has already been audited or still requires an audit.

'''Inspector Equipment:''' This report lists the equipment that has been indicated as assigned to the specific inspector or work group, or district. The report is used as a starting point during the audit of an inspector. If the inspector’s equipment is listed, then the data can be reviewed. If the equipment is not listed, the necessary data must be collected and entered into AWP. See [[#123.3.1.4.9 Equipment Review|EPG 123.3.1.4.9 Equipment Review]].

Listing of current IAS Cognos reports that are available:
[[image:123.3.1.3.1.jpg|center|450px]]

=====123.3.1.3.2 Audit Procedure=====

An IAS Audit should be performed on each tester who meets the following criteria based on the previous calendar year plus the year to date. (For example, if today were May 8, 2010, look at the year starting January 1, 2009 through May 8, 2010.) Listed below are the audit criterion and instructions for the actions to be taken under various circumstances.

The tester was assigned to do, or did inspection of material on any project, or created documentation related to inspection. (Note that “inspection” includes allowing the material to be incorporated into the project.) If not, no further action is taken with this tester at this time.

At least one project the tester inspected was a Federal-aid project. If not and when audit resources are severely limited, this tester will be reconsidered after all Federal-aid inspectors have been audited.

======<center>Table 123.3.1.3.2</center>======
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+ ''The individual performed one or more tests fitting the following designations"''
! style="background:#BEBEBE"|Test Designation !! style="background:#BEBEBE"|General Description of Test !! style="background:#BEBEBE"|Material Source
|-
|[[106.3.2.71 TM-71, Deleterious Content of Aggregate|MoDOT TM-71]]|| Deleterious|| Aggregate
|-
|SAA001LA|| Deleterious || Aggregate
|-
|SAA002AC|| Gradation Aggregate|| Concrete
|-
|SAA002EC|| Gradation/PI|| Aggregate Base
|-
|SAA002GA|| Gradation || Aggregate Base
|-
|SAA002HA|| Gradation || Aggregate Base
|-
|SAA002IF|| Gradation/Deleterious Aggregate||Asphalt
|-
|SAA002JE|| Gradation/Deleterious Aggregate||Concrete
|-
|SAA002JF|| Gradation/Deleterious Aggregate ||Concrete
|-
|SAA002LD|| Gradation/Deleterious Aggregate||Concrete
|-
|SAA002MB|| Gradation Aggregate|| Concrete
|-
|SAA002UB|| Gradation/Deleterious/PI|| Aggregate Base
|-
|SAA002VB|| Gradation|| Aggregate Surfacing
|-
|SAA002WA|| Gradation/PI|| Base/Soil
|-
|SAA003AA|| Density – Nuclear|| Soil
|-
|SAA003CA|| Density|| Asphalt
|-
|SAA003DA|| Density – Nuclear|| Aggregate Base
|-
|SAA003ED|| Binder Content – Nuclear/Ignition|| Asphalt
|-
|SAA003GA|| Density ||Subgrade
|-
|SAA007EB|| Gradation/PI/Deleterious/Density|| Aggregate Base
|-
|SAA024AB|| Binder Content–Nuclear/Ignition ||Asphalt (Superpave)
|-
|SAA400AB|| Gradation/Binder Content/Density|| Asphalt
|-
|SAA502AA|| Thickness/Compressive Strength|| Concrete
|-
|SAA502BA|| Entrained Air Content/Slump|| Concrete
|-
|SAA550AB|| Entrained Air Content/Slump|| Concrete
|-
|SAA551AB|| Thickness/Compressive Strength|| Concrete
|-
|SAA553AE|| Gradation/Deleterious|| Aggregate
|-
|SAA599AB|| Compressive Strength|| Concrete
|-
|SAE005CA|| Entrained Air Content/Slump|| Concrete
|-
|SAM005CA|| Entrained Air Content/Slump|| Concrete
|-
|SLA037CB|| Gradation|| Aggregate
|-
|T11|| Gradation|| Aggregate
|-
|T22|| Compressive Strength|| Concrete
|-
|T27|| Gradation|| Aggregate
|}

If the tester did not perform any of the tests listed above, skip to [[#123.3.1.3.2.3|EPG 123.3.1.3.2.3]] and continue the review of this tester.

======123.3.1.3.2.1======
If the tester ran one or more of these tests on a project but did NOT have the appropriate Technician Certifications to run the test(s) or some of the Technician Certifications were expired, notify the appropriate supervisor(s) that the tester is not to perform testing without the required credentials. Create a record of the audit and indicate the tester as not comparing favorably.

======123.3.1.3.2.2======
If the tester ran one or more of these tests on a project and did have the appropriate Technician Certifications to run the test(s) and the Technician Certification was current at the time of the testing:
:1. Review the tester sample records.
:2. Schedule a meeting with the tester.
:3. Audit the equipment in accordance with [[#123.3.1.4.9 Equipment Review|EPG 123.3.1.4.9 Equipment Review]]. If the equipment is not suitable for testing, alternate equipment should be used. Unsuitable equipment should not be used for any testing until repaired, calibrated or otherwise made worthy.
:4. Audit the various tests the tester is certified to run (Audit means the tester runs the test while the IAS Auditor observes, and for some tests the IAS Auditor runs companion tests for comparison.).
:5. Discuss the tester sample records with the tester, with focus on clarity, completeness, and compliance of the record with manuals and specifications.
:6. Discuss the test results. This may be done by phone if they compare favorably and the companion results were not yet determined at the time of the audit.
:7. Create a record of the audit and indicate the tester as comparing or not comparing favorably.
:::a. The record will include a list of each test run or observed, and the results for that test.
:::b. The supervisor will be notified of the tester audit results, and of any restrictions that exist following the audit, or recommendations that the tester not be allowed to run certain tests.
:::c. The tester may not be allowed to perform material testing in any deficient area(s) until a follow-up audit finds that the deficiency has been resolved. It will be the tester responsibility to contact Central Office and schedule the follow-up audit. Central Office personnel will perform any follow-up audits.
:::d. If a follow-up audit is required, and performed, and the tester is still deficient on one or more of the designated tests, the applicable Technician Certification will be suspended pending retraining.
:::e. If a follow-up audit is required, and performed, and the tester is still deficient in record keeping or general inspection practice, a recommendation of “not meeting expectations” will be forwarded to the supervisor with copies of the justification forwarded to the District Construction and Materials Engineer and the State Materials Engineer for potential additional action.

======123.3.1.3.2.3======
If the tester did not run any of the designated tests but ran other tests or was responsible for the review of material in any other way, such as certification review, visual inspection, or acceptance by PAL, perform the following:
:1. Review the tester sample records.
:2. Schedule a meeting with the tester.
:3. Audit the various tests the tester ran (Audit in this sense means the Auditor will take typical material as might be found on the tester current project, or material brought to the meeting by the Auditor, and have the tester perform the appropriate inspection.)
:4. Audit the equipment in accordance with [[#123.3.1.4.9 Equipment Review|EPG 123.3.1.4.9 Equipment Review]].
:5. Discuss findings in the tester sample records with the tester.
:6. Create a record of the audit in accordance with Automation Section, and indicate the tester as comparing or not comparing favorably.
:::a. The record will include a list of each test run or observed, and the results for that test. (Test means inspection process such as look-up of pre-approved material, or review of certification in accordance with the specification.
:::b. The supervisor will be notified of the tester audit results, and of any restrictions that exist following the audit, or recommendations that the tester not be allowed to run certain tests.
:::c. The tester may not be allowed to perform material testing in any deficient area(s) until a follow-up audit, with a different auditor, finds that the deficiency has been resolved. It will be the tester responsibility to contact the District Auditors and schedule the follow-up audit. Central Office personnel will perform any follow-up audits that still do not compare favorably on the second I.A.S audit.
:::d. If a follow-up audit is required, and performed, and the tester is still deficient in record keeping or general inspection practice, a recommendation of “not meeting expectations” will be forwarded to the supervisor, with copies of the justification forwarded to the District Construction and Materials Engineer and the State Materials Engineer for potential additional action.

======123.3.1.3.2.4======
The auditor has responsibility for off-system and other Federal-aid projects as may not be managed or inspected by MoDOT personnel. In these instances, the targets tests indicated above and in [[#Table 123.3.1.3.2|Table 123.3.1.3.2]] will be the focus of the audit. The auditor will observe and/or run companion tests as necessary.

The tester should have the appropriate Technician Certification credentials. Central Office has control over the status of the tester’s Technician Certification but cannot directly affect whether an tester is sent to an off-system project. When there are issues with the testing performance or equipment of an off-system tester, the appropriate agency (off-system project owner) should be contacted.

=====123.3.1.3.3 Frequency=====
The frequency at which IAS audits are to be performed is a minimum of once per year per inspector who has performed inspection on a Federal-aid project in the last 12 months. Also considered is the tester Technician Certification. A reasonable effort should be made to cover as many of the test methods the tester has performed in the last 12 months as possible.

=====123.3.1.3.4 Reasonable Effort=====
It is not the intent that an IAS audit be performed at predetermined uniform intervals. A reasonable effort should be made to have the audits occur on a random basis while still meeting the requirements of EPG 123.3.1.3.3.

=====123.3.1.3.5 Material from an Unrelated Source=====
An tester audit may involve material from a source that is unrelated to Federal-aid work. The goal is to determine whether the tester is capable of running the test or performing appropriate inspection. When practical, the audit will take place on a Federal-aid project, but this is not a requirement of a valid IAS audit. The auditor may obtain “audit sample” material in advance of an audit for use in the audit process. Refer to [[#123.3.1.5.7 Prepared Audit Standard Samples|EPG 123.3.1.5.7 Prepared Audit Standard Samples]].

=====123.3.1.3.6 Equipment=====
Each inspector assigned to be an IAS Auditor is to be fully equipped or have ready access to the equipment necessary to perform all field tests listed in [[#Table 123.3.1.3.2|Table 123.3.1.3.2]], except nuclear density tests, asphalt binder content with a nuclear gauge, asphalt binder content with binder ignition oven, gyratory compactor and maximum specific gravity testing equipment. This equipment is to be used on a portion of the tests performed. As a guide, it is recommended that approximately 80% of each type of field test specified be performed by the IAS Auditor using equipment other than that assigned to project personnel, except when nuclear density testing, asphalt binder content by nuclear method, asphalt binder content by binder ignition method, gyratory compactor operation and maximum specific gravity testing are used. On the remaining tests to be made, the IAS Auditor may perform the test, or participate in the sampling and testing, or witness the sampling and testing.

=====123.3.1.3.7 Immediate Supervisor=====
When possible, the IAS Auditor and the tester being reviewed should not report to the same immediate supervisor.

====123.3.1.4 Auditing Specified Tests====
The instructions for each of the specified tests is as follows:

=====123.3.1.4.1 Nuclear Density=====
When nuclear density testing methods are used for project job control, the IAS Auditor is not required to perform any of those tests. However, designation of the location for the test, witnessing the test, checking calculations, and reporting is required. As indicated above, it is acceptable for the test to be run on a non-Federal-aid project or at any location where a valid test could be completed. In addition, the IAS Auditor is to review the daily standardization check for the machine being used, if the checks are required by policy. The audit report needs to state whether the standardization check was examined. If the standardization check has not been performed as required, please note in the remarks.

=====123.3.1.4.2 Asphalt Binder Content=====
When asphalt binder content, for normal job control, is determined by nuclear gauge or binder ignition oven, the IAS Auditor is not required to perform any of those tests. However, observing the sample preparation, testing, checking calculations, and reporting are required. When the nuclear gauge is used, the IAS Auditor is to review the statistical stability test records and the daily background check for the nuclear gauge being used. The report is to state that the statistical stability test and the background check were reviewed and found current and satisfactory, or not. The asphalt content by nuclear gauge or binder ignition oven is to be reported on the appropriate test template in AWP.

=====123.3.1.4.3 Gyratory Compactor=====
When a gyratory compactor is used for normal job control, the IAS Auditor is not required to perform any of those tests. However, if a gyratory compactor other than the one being used by the inspector is available, a split sample should be obtained and compacted on the alternate machine. In lieu of compacting a sample on an alternate machine the auditor may observe the required sample preparation, testing, and reporting. When a gyratory compactor is used, the IAS Auditor is to review the calibration records for the gyratory compactor being used. The report is to state that the calibration records were reviewed and found current and satisfactory, or not.

=====123.3.1.4.4 Suitable Locations=====
Independent Assurance tests may be performed at any suitable location in the field, district laboratory, or Central Laboratory in Jefferson City as condition and need dictates, unless otherwise directed.

=====123.3.1.4.5 Rounding Off=====
Test results are to be rounded off for reporting in conformance with the procedures set out in [[106.20 Reporting|EPG 106.20 Reporting]].

=====123.3.1.4.6 Sample Preparation=====
All IAS aggregate gradation tests are to be “washed” and are to include each sieve specified. The size of sample and method of sieve analysis of fine and coarse aggregate is to be in accordance with [[:Category:1001 General Requirements for Material#1001.5.1.2 Sample Preparation|EPG 1001.5.1.2]], except: (1) the size of hot bin gradation samples for bituminous mixtures shall be as shown in [http://www.modot.mo.gov/business/standards_and_specs/DIV0400.pdf Division 400 of the specifications] and (2) for coarse aggregate, the nominal maximum size of particle is to be considered as the largest sieve size on which material is retained.

=====123.3.1.4.7 Obtaining the Sample=====
IAS requirements for gradation, PI, or liquid limit tests on aggregates and base materials are to be fulfilled by obtaining the sample by one of the following methods.
:(a) By the tester taking a sample in the presence of the IAS Auditor and then furnishing one-half of the sample to the IAS Auditor. The tester is to perform the required tests in the presence of the IAS Auditor and report the results to the IAS Auditor. The IAS Auditor will perform the required IAS tests on the other one-half sample, recording the results obtained by both the tester and the IAS Auditor in AWP.

:(b) By the IAS Auditor taking or bringing a sample and furnishing one-half of the sample to the tester currently assigned to that plant or location, who will then perform the required tests and report the results to the IAS Auditor. The IAS Auditor will perform or will have previously performed the required IAS tests on the other one-half sample.

=====123.3.1.4.8 Samples sent to the Central Laboratory=====
The IAS Auditor may designate samples to be sent to the Central Laboratory. These samples are to be designated “IAS” in the Sample Type field of AWP. The sample record is to contain the prescribed information regarding the location and shall indicate the person designating the location and performing or witnessing the sampling. The IAS Auditor will record the Sample ID(s) of such samples sent to the Central Lab, review the results, and will make a final sample record regarding the results of the inspector audit.

=====123.3.1.4.9 Equipment Review=====
The test equipment used by the tester must be reviewed for status of calibration, general condition, and appropriateness for the test performed. Equipment assigned to an individual may be reviewed with the query designated in [[#123.3.1.3.1 Report Review|EPG 123.3.1.3.1 Report Review]]. Data will be edited or updated as necessary by individuals designated by the District Construction and Materials Engineer using the Calibrated Equipment window in SM (AS-3340). The tester is to make the initial determination of condition/calibration of the equipment and the auditor is to confirm this information. If the tester is in error, the nature of the error should be recorded as part of the audit of the inspector. The tester is to confirm that the calibrated equipment records are kept current, including notation of equipment taken out of service.

====123.3.1.5 Test Procedures====

The following tests are described as though the IAS Auditor and tester are working on a particular project. It is not necessary that the material be taken from, or for, a particular project. The tester will describe appropriate site selection and sampling, on the basis of the material be tested. When possible, the sampling site will be typical of that to be selected for a Federal-aid project.

=====123.3.1.5.1 Grading=====
The location of tests, for both embankment and subgrade preparation are to be selected so as to be typical of that which might occur on a Federal-aid project.

IAS Auditor performed density tests, other than nuclear, are to be located in the very near vicinity of the density test performed by the tester and are to be performed by the same method used by the tester.

In areas of the state where it is routine to determine that the material is too rocky to test, the IAS Auditor should ask the tester to identify a location that cannot be tested and a location where the test is to be performed. It may be necessary to move away from the roadway in order to find a location suitable for the test.

=====123.3.1.5.2 Aggregate, Sand-Soil, Soil-Cement, or Soil-Lime Bases=====
IAS Auditor performed density tests, other than nuclear, are to be located in the very near vicinity of the density test performed by the inspector and are to be performed by the same method used by the tester.

Care should be taken to show the location of IAS tests by roadway, station, distance right or left of centerline or of the edge of pavement, number and nominal thickness of the lift or lifts identified shall be shown. The purpose of this part of the process, with regard to system based IAS is to confirm that the inspector is capable of making such a determination.

Samples of material for gradation or PI are to be obtained at a point just prior to use, i.e., stockpile, pug mill, spreader, belt feeder or bin discharge. The place of sampling and the approximate roadway station number where the material is laid is to be shown on the report. The samples are to be taken by one of the methods described [[#123.3.1.4.7 Obtaining the Sample|EPG 123.3.1.4.7 Obtaining the Sample]].

=====123.3.1.5.3 Crushed Stone or Gravel Surfacing=====
Samples for gradation are to be taken at a point just prior to use. The samples are to be taken by one of the methods described in [[#123.3.1.4.7 Obtaining the Sample|EPG 123.3.1.4.7 Obtaining the Sample]].

The report is to show the roadway, approximate station number where the aggregate is placed and the place of sampling if this applies.

=====123.3.1.5.4 Bituminous Mixtures=====
The asphalt plant tester may obtain the IAS samples for gradation provided the IAS Auditor observes the sampling. The sample is to be split and the IAS test performed on one-half the sample. The tester would test the other one-half of the sample and the results may be for acceptance purposes. The IAS Auditor may perform the IAS test at the project using equipment other than project equipment, except, both tester may use the same scale if the scale has been calibrated within the immediate past 12 months, or the IAS test may be performed in the district laboratory.

Road mix gradation samples of aggregate should be taken at a point just prior to use, however, for IAS, this is not a requirement.

The tester may obtain the IAS samples for maximum specific gravity provided the IAS Auditor observes the sampling. The sample is to be split and the IAS test performed on one-half the sample. The tester would test the other one-half of the sample and the results may be used for acceptance purposes. The IAS Auditor may perform the IAS test at the project using project equipment. Both may use the same scale if the scale has been calibrated within the past 12 months. The IAS Auditor is to review calibration records for the maximum specific gravity testing equipment being used. The report is to state whether the calibration records were reviewed and found current and satisfactory, or not.

'''Volumetrics''' (specific gravity of gyratory compacted specimens) should be determined on a set of specimens (pills) compacted by the tester using a gyratory compactor. The IAS Auditor should review the tester’s use of the gyratory compactor. The IAS Auditor may use the specimens produced by the tester.

IAS tests of compacted SuperPave asphaltic concrete pavement, plant mix bituminous pavement or plant mix bituminous base are to be performed on the same samples taken by the project tester. The tests may be performed in the district laboratory or the Central Laboratory. When tests are performed in the district laboratory, the test report is to show the location by roadway, station, distance and direction from centerline, and the lift designation of the course. If submitted to the Central Laboratory for testing, the identification sheet is to also show this information.

When performing IAS on bituminous mixes using RAP, the combined gradation will be calculated using the RAP gradation being determined daily by the project personnel and the aggregate gradation determined from the cold feeds or the hot bins. At some batch plants, the RAP may be added prior to the hot bins. In that case, the combined gradation will be determined from the hot bins only. Project personnel should be consulted, prior to testing, to determine where the RAP is being added.

If the contractor elects to use the binder ignition method to determine the combined gradation for job control, the IAS Auditor shall witness the testing process to ensure proper testing procedures are being used.

=====123.3.1.5.5 Portland Cement Concrete Pavement and Base=====
Aggregates are to be obtained at the batching plant from the belt or the bin discharge as they are proportioned for use and are to be taken by one of the methods described in [[#123.3.1.4.7 Obtaining the Sample|EPG 123.3.1.4.7 Obtaining the Sample]]. The place of sampling and the approximate roadway station number where the aggregate is used is to be shown on the report. For coarse aggregate produced in more than one fraction, the gradation of each fraction, percent of each used and the combined gradation shall be shown.

The concrete sample for IAS for air and slump is to be from the same concrete sample taken by the project tester for an acceptance test.

When a compression testing machine is used for normal job control, the IAS Auditor is not required to perform any of those tests. However, observing the sample preparation, testing, and reporting are required. When a compression testing machine is used, the IAS Auditor is to review the calibration records for the compression testing machine being used. The report is to state that the calibration records were reviewed and found current and satisfactory, or not.

When a thickness measuring device is used for normal job control, the IAS Auditor is not required to perform any of those tests. However, observing the sample preparation, testing, and reporting are required.

=====123.3.1.5.6 Concrete Masonry=====
Aggregates are to be obtained at the batching plant from belt or bin discharge as they are proportioned for use and are to be taken by one of the methods described in [[#123.3.1.4.7 Obtaining the Sample|EPG 123.3.1.4.7 Obtaining the Sample]]. The place of sampling, class of concrete, structure and structure elements are to be shown on the report.

The concrete sample for air, slump, and cylinders is to be from the same concrete sample taken by the tester for the acceptance test.

A compressive strength test shall consist of the molding and testing of a cylinder. Molding and testing need not be performed on the same specimen. The testing of IAS comparison cylinders is to be performed on a machine independent of the machine used by the tester, or sent to the Central Laboratory at 28 days. IAS comparison cylinders are to represent routine compressive strength tests, not tests made for a specific operational control such as form removal, heat removal, etc.

=====123.3.1.5.7 Prepared Audit Standard Samples=====
To accommodate the process of auditing tester when no project is active, or when the active project work does not include the type of work being audited, the auditor may provide previously prepared and tested samples. The tester is prompted to run the appropriate tests on the sample as though the sample had been obtained on the project by the tester. It is not necessary that audit sample material be specification compliant however it should be reasonably representative of the target material so that a valid test can be completed.

If possible, the tester will actually obtain a sample of the target material as the auditor observes to confirm the use of correct sampling procedure. That sample may be discarded, or the tester can use the sample for routine job control testing. The auditor may witness the tester sample and test any sample taken for acceptance purposes. At a minimum, the tester will explain to the auditor the correct procedure for obtaining the sample under normal inspection practice.

====123.3.1.6 Comparison of Test Results====
All test results obtained by the IAS Auditor, including those not meeting specifications and those from samples submitted to the Laboratory for testing, are to be compared with the companion results obtained by the tester using [[Independent Assurance Samples and Tests|established guidelines]] as soon as possible and the results reported. The IAS Auditor’s test result and the tester’s test result should compare within the limits shown in [[Independent Assurance Samples and Tests|established guidelines]]. If the two tests do not compare within those limits the tester should be found as not comparing favorably and test procedures are to be reviewed, equipment checked, and if necessary, the test repeated to determine the reason(s). Results of the audit should be reported to the project's manager and owner.

====123.3.1.7 Sample Record====
Results of IAS are to be reported on the appropriate form in AWP with complete information shown. The reports should be submitted promptly after tests are completed, within ten working days of the determination of the final test results, when multiple tests were involved. The sample record described in [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_General.docx AWP MA Sample Record, General] is also required.

IAS tests are not to be reported as “accepted” or “rejected”. The IAS test result is not to be used for purposes of acceptance or rejection of material. When IAS testing compares with acceptance testing or when IAS confirms equipment calibrations are current and proper testing procedures were utilized, the AWP report will show the status as “Compared Favorably/Compliant (IAS only)”. When IAS testing does not compare with acceptance testing or when IAS finds equipment calibrations are not current or proper testing procedures were not utilized, the AWP report will show the status as “Not Compared Favorably/Not Comply (IAS only)”.

The following information is also to be on the IAS report:

:The report shall state that the calculations were checked and are on file in the district office. It will not be necessary for intermediate calculations to be shown on the report, since only the final result for the particular test is required, however all calculations shall be carefully checked for accuracy and maintained on file in the district office.
[[image: 123.3.1.7.jpg|right|350px|thumb|'''<center>The report shall state that the calculations were checked and are on file in the district office.</center>''']]

:The report shall state that test results of the IAS were compared with the inspector’s test results. The sample record number (when used), date performed and test results of the companion tests are to be shown on the report. In addition, the comparison difference between the tests is to be shown for each test result obtained. The report shall state whether the comparison was favorable or not favorable. If the comparison was not favorable, the probable reason(s) and any corrective action taken shall be shown on the report. If the acceptance test does not have a sample record number, other information shall be shown to identify the comparison test. When comparison testing is performed in whole or as part of an audit, the appropriate SM template should be used.

:If the IAS Auditor witnessed a test, state what parts of the tests were observed and include the statement “location designated, procedure and computations checked by the IAS Auditor.” The name of the project inspector performing the test is to be shown.

:The report shall state where the tests were performed (field, district laboratory, or Central Laboratory) and what equipment was used (district Material’s or belonging to field personnel), e.g. “The test was performed in the district Laboratory using Materials equipment”.

:Each audit sample record is to be authorized by the IAS inspector or the District Construction and Materials Engineer.

:The IAS Inspector must be the creator of the sample record.

====123.3.1.8 Progress Report of Independent Assurance Process====
A monthly progress report is submitted to the State Construction and Materials Engineer, The Assistant State Construction and Materials Engineer, The FHWA, District Construction and Materials Engineers and the IAS Audit Group. The report outlines the goals and progress of district and Central Office’s auditors. In addition this report is used to report the IAS Tracker Measure. Construction and Materials Liaison Engineers or their designated person prepares the report.

Any instances of non-compliance are reported to the subject’s supervisor, FHWA and the District Construction and Materials Engineer.

===123.3.2 Independent Assurance Samples and Tests (IAS) Project Based===

Refer to [[Independent Assurance Samples and Tests|EPG Independent Assurance Samples and Tests]].

===123.3.3 Local Public Agency (LPA) Federal-Aid Acceptance Sampling and Testing===

The following information establishes procedures for LPA Federal-Aid Acceptance Sampling and Testing (FAST) for all Federal-Aid projects awarded and administered by MoDOT. If a [[:Category:136 Local Public Agency (LPA) Policy|local public agency]] receives federal funds from MoDOT but does not specify MoDOT QC/QA practices, the guidelines in the [[Off-Systems Guide Schedule for Federal-Aid Acceptance Sampling and Testing (FAST)|Off-Systems Guide Schedule for Federal-Aid Acceptance Sampling and Testing (FAST) table]] should be followed. The acceptance sampling and testing procedures for other materials and construction processes are to be as shown in other articles in the Engineering Policy Guide.

147.3 Job Order Contracting (JOC)

2022-01-19T15:59:44Z

Kleins1:

[[image:148.jpg|right|300px]]
MoDOT uses a contracting process called Job Order Contracting (JOC). This contracting process allows MoDOT to award fixed price construction contracts with indefinite delivery and indefinite quantity (ID/IQ) at individual work locations within the project limits. ID/IQ is governed by FHWA through 23 CFR 635 Subpart F. JOCs are typically used for on-call maintenance repair contracts, including asphalt and concrete pavement repair, guardrail and guard cable repair, bridge repair and fence repair. JOCs can be used for other construction contracts. All non-standard JOCs (see [[#JOC JSPs|list of standard JOCs and links]] in box below) shall be reviewed by CO Design for compliance and federal reimbursement eligibility, prior to PS&E submittal.

The JOC bid proposal must specify the minimum and maximum program budget to be awarded during a specified contract term. MoDOT is not bound, however, to issue a minimum or maximum number of job orders during the contract term. It is MoDOT’s overall intent though to meet the anticipated maximum budget specified in the contract.

JOCs shall have a Disadvantaged Business and Enterprise (DBE) goal set by MoDOT’s External Civil Rights. See [[:Category:146 Disadvantaged Business Enterprise (DBE)|EPG 146]] for additional information.
<div id="All JOCs shall be reviewed"></div>
All JOCs shall be reviewed for NEPA compliance. A Request for Environmental Services (RES) shall be submitted to the Environmental Section at the appropriate project development stage. Job Order Contracts (JOCs) are allowed one RES submittal, a Final RES, submitted annually for each renewal cycle, because they do not change significantly. See [[127.1_Request_for_Environmental_Services|EPG 127.1 Request for Environmental Services]] for additional information.

<div id="JOC JSPs"></div>
{|border="4" align="right" style="margin-left:10px"
|-
|style="background:#BEBEBE" align="center" width=260px|'''Standard Job Order Contracting JSPs'''
|-
|style="background:#BEBEBE" align="center" | [https://spexternal.modot.mo.gov/sites/de/JSP/JOC_GUARDRAIL_2022.docx Guardrail]
|-
|style="background:#BEBEBE" align="center" | [https://spexternal.modot.mo.gov/sites/de/JSP/JOC_GUARD_CABLE_2022.doc Guard Cable]
|-
|style="background:#BEBEBE" align="center" | [https://spexternal.modot.mo.gov/sites/de/JSP/JOC_FENCE_2022.doc Fence]
|-
|style="background:#BEBEBE" align="center" | [https://spexternal.modot.mo.gov/sites/de/JSP/JOC_CONCRETE_2022.doc Concrete Pavement Repair]
|-
|style="background:#BEBEBE" align="center" | [https://spexternal.modot.mo.gov/sites/de/JSP/JOC_BRIDGE_2022.docx Bridge]
|-
|style="background:#BEBEBE" align="center" | [https://spexternal.modot.mo.gov/sites/de/JSP/JOC_ASPHALT_2022.docx Asphalt Pavement Repair]
|-
| style="background:#BEBEBE" align="center" width=260px|Contact Design Liaison for additional guidance.
|}

==147.3.1 Fixed Unit Price List and Non-Fixed Cost Items ==

'''Fixed Unit Price List.''' A fixed unit price list containing unit prices for the various items of work for each job order is included in the JOC bid proposal. Fixed unit prices are for complete and in-place construction, including all labor, equipment and material required to complete the construction task. All labor, material, equipment and work required by a specification shall be considered part of the fixed unit price, unless otherwise stated elsewhere in the contract.

'''Non-Fixed Cost Items.''' These are items of work for which a description and fixed cost is not set forth in the pay item list. Payment for non-fixed cost pay items will be determined in accordance with Sec 109.4.2, 109.4.3, or 109.4.4. Non-fixed cost pay items will be paid using an Adjustment Factor of 1.000. The approval level for non-fixed cost pay items shall be as indicated in EPG 109.12 Change Orders except that the Budgeted Amount shall not be exceeded without approval from the Chief Engineer.

==147.3.2 Adjustment Factors==

The contractor will bid different Adjustment Factors:
*Normal Work Adjustment Factor - work conducted from 6:00 a.m. to 7:30 p.m. Monday through Friday
*Nighttime Work Adjustment Factor (when applicable) - work conducted from 7:30 p.m. to 6:00 a.m. Monday through Thursday
Adjustment factors include business and construction related costs as defined below. It is the responsibility of the contractor to verify the fixed unit prices provided in the contract and to modify their bid for the adjustment factors accordingly.

'''Business Costs.''' Business related costs consist of profit, overhead costs, subcontractor profit and overhead, taxes, finance costs, and other costs including but not limited to;

:a. insurance, bonds and indemnification
:b. project meetings, training, management and supervision
:c. project office staff and equipment
:d. employee or subcontractor wage rates that exceed prevailing wages
:e. fringe benefits, payroll taxes, worker’s compensation, insurance costs and any other payment mandated by law in connection with labor that exceeds the labor rate allowances.
:f. business risks such as the risk of low than expected volumes of work, smaller than anticipated job orders, poor subcontractor performance, and inflation or material cost fluctuations.

'''Construction Costs.''' Construction related costs include but are not limited to;

:a. personnel safety equipment
:b. security requirements
:c. excess material waste
:d. daily and final clean-up
:e. costs resulting from inadequate supply of materials, fuel, electricity, or skilled labor
:f. costs resulting from productivity loss
:g. working in extreme and adverse weather conditions
:h. any other discreet items of work required to complete a particular job order.

'''General Costs.''' The above lists are not exhaustive and are intended to provide general examples of cost items to be included in the contractor’s Adjustment Factors as defined in the contract.

==147.3.3 JOC Development: Job Special Provisions and Plan Sheets==

MoDOT Bidding and Contract Services (BCS) conducts an annual internal MoDOT meeting to discuss lessons learned from previous year’s on-call contracts. Design staff incorporates changes into the next years contracts, and updates the [[#JOC JSPs|job special provision (JSP) templates]] for distribution to the districts.

The BCS section also updates the fixed costs to reflect the new market value. In the event the costs change significantly, the BCS section coordinates with industry to ensure the fixed costs are satisfactory. The fixed costs in the draft proposals should not be adjusted by the districts, without prior input from the BCS section. It is important to have agreement on the fixed unit price list with industry to eliminate any outliers that could cause contractors to bid risk in the factors.

In addition, no additional items of work should be added without first coordinating with the BCS section. Our experience to date has shown that adding specialty items of work may discourage contractors from bidding on a typical maintenance contract because the specialty work has to be subcontracted out for additional costs. Many times, specialty items of work or items of work not identified in the list of fixed costs are better managed by negotiating a price with the JOC contractor. Establishment of pricing for any non-fixed cost pay items will be in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 109.4.2 or 109.4.3] of the Missouri Standard Specifications for Highway Construction. If no agreement to pricing can be made then the work will proceed with payment for non-fixed cost items under [http://www.modot.org/buiness/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 109.4.4].

The JOC contracts include contractor-furnished Traffic Control Plans (TCP) as on option, but the district may choose to provide the traffic control with MoDOT forces depending on availability.

Example TCP plans for the Job Order Contracts exist as seed files in ProjectWise. These example plans are based on what has been used on past contracts and are for <u>example purposes only</u>. Some of the traffic control scenarios may not apply to all districts so each district should ensure changes to the Traffic Control Plans are also changed in the JSP template. If there are revisions to the JSP template, the district should identify the revisions to the BCS section at the time of Plans, Specifications & Estimate (PS&E) submittal.

The JOC_TCP files are located at pw:\\GHPWAPPWP01.dot.missouri:MoDOT\Documents\CADD_Standards\Seed Files\Design - English\Job Order Contracting\.

All district ProjectWise users will have read-only access to the files.

The following is the process for obtaining a clean copy of all the files at one time:

:* Select all of the files, right-click and select '''Copy'''.

[[image:148.3.jpg|center|660px]]

:* Then right-click in the job directory and select '''Paste'''.

==147.3.4 Issuing Job Orders==

The engineer will collaborate with the contractor when developing an individual job order. At any given time the contractor may be performing more than one job order.

The total cost of an individual job order will be determined by multiplying the fixed unit prices of each fixed cost pay item by the appropriate quantity and then multiplying the total cost of all pay items by the appropriate adjustment factor.

'''Example Job Order'''

<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center" width=805px
|+
! style="background:#BEBEBE" width=350px|Item Description!! style="background:#BEBEBE" |Fixed Unit Price !! style="background:#BEBEBE" width=110px|Quantity!! style="background:#BEBEBE" |Price
|-
|align="left" width=480px|SP125C (PG70-22) Per Ton (100.1-500 Tons) (Over 9 feet wide)|| $84.00 ||425.6 tons|| $35,750.40
|-
|align="left" width=350px|Tack Coat|| $3.70|| 160 gal|| $592.00
|-
|align="left" width=350px|Mobilization – Coldmilling & Resurfacing (15 - 1000 Tons)|| $5,000.00||1 each|| $5,000.00
|-
|align="left" width=350px|Milling Per SY (2 In. or less Thick)|| $2.10|| 3200 sy|| $6,720.00
|-
|colspan="3" align="right"| '''Subtotal:'''|| '''$48,062.40 '''
|-
|align="left" width=350px|Normal Work Factor|| 1.150|| - || -
|-
|colspan="3" align="right"| '''TOTAL:'''|| '''$55,271.76 '''
|}
</center>

==147.3.5 Term Extension of Job Order Contracts==

All JOC contracts include the option for a mutually agreeable one year term extension. The contract may be extended under the original terms and contract prices for a maximum contract term of two (2) years. The district should contact the BCS section by November 1 to evaluate and discuss whether the JOC should be renewed. Is the district satisfied with performance of the contractor? Are the existing bid prices reasonable? Is it the right business decision to renew the contract? If the option for extending the contract is exercised by MoDOT, a change order will be issued to extend the contract to the new term limits.

The following are the guidelines for extending the term of a Job Order Contract for an additional year for a maximum two year term.

:* In order for the contract to be extended, the project must contain the language in the ''Term of Contract'' JSP that allows for a one year extension.

:* If MoDOT desires to renew the contract, the contractor will be given written notification (e-mail is acceptable) of the extension no later than December 1 of the current contract year.

:* The contractor shall provide written notification (e-mail is acceptable) of acceptance or rejection of the extension of the contract no later than January 1 of the current contract year.
<div id="If the option for extending the contract"></div>
:* If the option for extending the contract is exercised by MoDOT, a time adjustment change order will be issued by the RE to extend the contract to the new term limits. Use the following statement as the reason for the extension:
:::“In accordance with JSP <font color = "crimson">xx</font color = "crimson"> Term of Contract, the contractor and the Commission hereby mutually agree to extend the contract to the maximum allowable term of two (2) years. The end of the contract term shall be <font color = "crimson">(insert date)</font color = "crimson">. All original terms and contract prices shall apply with the exception of wage rates. Contract and subcontract employees shall be paid the current prevailing wage rates at which time the contract extension is executed. The anticipated budget amount in JSP <font color = "crimson">xx</font color = "crimson"> Contract Award is hereby raised to $<font color = "crimson">(insert an amount that is two times the 'anticipated budget' listed in the Contract Award JSP)</font color = "crimson">. The contractor shall increase the amount of the Performance Bond to 100% of the revised anticipated budget.”<sup>1</sup>
:::<sup>1</sup> Text in red indicates information that must be supplied by the users themselves.
::The agreed letters or emails from both parties shall be on file in eProjects as supporting documentation to the time adjustment change order. A final quantity change order will be issued after completion of the second term.
<div id="The RE must notify the contractor that the performance contract"></div>

:* The RE must notify the contractor that the performance contract bond shall be increased to an amount equal to the original contract amount plus the extended contract amount (i.e., the original bond amount is generally just doubled). This can be accomplished by issuing a rider to increase the original bond to the new anticipated contract amount, or by issuing a new bond for double the original contract amount (i.e., if the original contract is $2 million, an increase rider should be issued for $2 million or a completely new bond for $4 million). A change order to increase the contract amount is not necessary because the new [[:Category:152 Contactor Bonding Responsibilities|performance bond]] becomes part of the executed contract. The RE should scan the new performance bond and save it to the project file in eProjects. The paper copy of the new embossed performance bond should be submitted to the Division of Construction and Materials for storage with the original contract. The RE should submit an email request to [http://sharepoint/support/cc/Pages/default.aspx Chief Counsel Office (CCO)] for review of the new bond. The email should include the contract ID, the reason for the review (JOC extension), and separate links to the new bond, the original bond and the signed change order for the one-year extension.

:* The district should notify the BCS section and Central Office (CO) Planning Programming staff by January 15 of the intent to extend the contracts and request [http://wwwi/intranet/tp/ CO Transportation Planning] to delete the projects from the future STIP. The following information should be provided:

::a. Current project numbers being extended.
::b. Future project numbers in the STIP that will not be let because of extension.
::c. The source and funding split-out of each project. Indicate if SWIMB (Statewide Interstate and Major Bridge), district-funded or other FFOS.
::d. See below example.

[[image:148.6 email.jpg|center|770px]]

:* JOCs that will not be extended should be closed out in AWP at the end of the first year contract term.

:* JOCs that are extended will be closed out in AWP at the end of the second year contract term. The district shall close out the contract following the Closing JOC Contracts guidelines below.

District Planning Managers should do the following in SIMS:

:* For contract extensions, add the following message to the SIMS, <u>Detail Screen - Internal District Comment</u> field: ''“Extending Contract through SFY XXXX for a two-year term.” ''

[[image:147.6.jpg|center|820px]]

==147.3.6 Closing JOC Contracts==

:* Any JOCs that will not be extended should be closed out in AWP at the end of the first year contract term. Renewed contracts are closed out in AWP at the end of the second year contract term.

:* Check the actual cost charges to make sure they are correct and request journal vouchers from Financial Services for corrections.

:* Proceed with final close out in AWP.

:* Submittal of a Materials Summary is not required for Job Order Contracts.

:* After close out of <u>extended</u> JOC contracts, enter the following standard reason for cost differences greater or less than 10% into SIMS, <u>Project Accountability Reasons - Completed Projects</u> section: ''“The cost estimate deviated from the actual cost due to this being a Job Order Contract that was extended for a maximum two-year term.”''

==147.3.7 Budget Adjustments for JOC Contracts==

The contract budget adjustment will occur after the contract is complete.

:* Interstate JOCs: If the contract is extended and an interstate project, Planning will credit the district with 2 years worth of Statewide Interstate and Major Bridge (SWIMB) funds rather than one year.

:* Non-interstate JOCs: Contact Central Office Planning Programming managers because there may be specific issues regarding funding.

==147.3.8 Deleted JOC Projects==

If a JOC project is deleted, enter the following standard reason into SIMS, <u>Project Accountability Reasons – Reprioritized Projects</u> section: ''“The project was deleted because an existing project was extended for a second year.”''

[[image:148.9.jpg|center|770px]]

==147.3.9 Change Order Approvals==

Job Order Contracts are unique in that they do not include a defined amount of work, but rather they are agreements to perform work on an as-needed basis, not to exceed the Commission-approved budgeted amount. Payment is determined by applying an adjustment factor to fixed unit prices as opposed to standard contracts that have unit bid prices for each pay item. Also, JOCs do not have a total contract amount based on plan quantities, but rather have a one-year budgeted amount that has been approved by the Commission. For contracts that include an optional second-year term, the Commission authorizes the district to expend two times the budgeted amount if the contract is extended to two years. Exceeding the budgeted amount requires approval by the Chief Engineer. Due to the unique nature of JOCs, the change order approval levels will need to be manually set in AASHTOWare and contract administration of change orders shall be as follows:
<div id="Budgeted Amount and Cost Overruns."></div>
:* '''Budgeted Amount and Cost Overruns.''' It is important to understand that the Bid Total in the front of the contract is not the budgeted amount. The Bid Total is only used to determine the winning bidder. Reference the CONTRACT AWARD section of the Job Special Provisions to determine the budgeted amount for the first year term of the Job Order Contract. For contracts that are not extended into a second year term, the Resident Engineer is authorized to expend up to that budgeted amount in the first year without issuance of a change order to increase the budgeted amount. If the contract has an optional second year term, and both parties are in agreement to extend the contract into the second year, the RE is authorized to expend two times the budgeted amount over the two-year term without issuance of a change order to increase the budgeted amount. The budgeted amount for the first year can be exceeded in the first year as long as the contract is extended to a second year and you do not exceed 2x the budgeted amount. If there is a need to increase the budgeted amount (one year or two-year), the RE shall issue a Level 4 change order prior to ordering the work, except that emergency repairs such as guardrail and guard cable shall not be delayed due to an unexpected overrun of the budget.

:* '''Non-Fixed Cost Pay Item.''' The approval level for non-fixed cost pay items shall be as indicated in [[:Category:109 Measurement and Payment#109.12 Change Orders (for Sec 109.12)|EPG 109.12 Change Orders]] except that the Budgeted Amount shall not be exceeded without approval from the Chief Engineer.

:* '''Contract Extensions.''' See [[#147.3.5 Term Extension of Job Order Contracts|EPG 147.3.5 Term Extension of Job Order Contracts]] for guidance on extending a JOC to a second year term. Per [[:Category:109 Measurement and Payment#109.12.4 Time Adjustments|EPG 109.12.4]], time adjustment change orders require division level approval, but when a JOC includes a provision that allows a one-year time extension, approval can be made at the district level. File the agreed letters (or emails) from both parties for supporting documentation in eProjects. If a time extension past the second year becomes necessary for any reason, contact the CM division for approval prior to issuance of a change order.
<div id="Final Change Order."></div>
:* '''Final Change Order.''' Upon completion of the Job Order Contract, a final change order should be issued to adjust the final contract amount to equal the total of all Job Orders issued during the term of the contract. Use the following statement for the reason: “This final change order adjusts the final contract amount to the sum of all completed Job Orders.” This Final Change Order should be approved at the district level unless the budget amount was exceeded (see [[#Budgeted Amount and Cost Overruns.|Budgeted Amount and Cost Overruns]] for guidance on budget overrun change orders).

==147.3.10 Guardrail and Guard Cable Repair==

Each district should designate a responsible person in charge of overseeing the repair and maintenance of the guardrail and guard cable systems within the district. This person will serve as the district contact, be the expert on the maintenance and repair for the district and participate in statewide discussions with divisions and other district contacts. The repair of damaged guardrail and guard cable should primarily be completed by contract forces through a Job Order Contract (JOC). Maintenance forces may be utilized to perform some minor maintenance and/or repair work when the district deems that to be the more feasible option and the work is completed under the general supervision of the district’s designated responsible person. Maintenance forces may also be utilized to place temporary delineation immediately following guardrail damage per [[#147.3.10.1 Initial Response and Delineation of Damaged Guardrail|EPG 147.3.10.1]]. It is recommended that a professional engineer be assigned to administer the JOC. For purposes of this article, duties of the contract administrator may be delegated to a competent person working under the general direction of the professional engineer overseeing the JOC.

Districts should establish a process to identify and report damaged guardrail and guard cable (GR/GC) on routes throughout the district to ensure the repair is not unduly delayed. Regional contacts shall be utilized and populated in the MoDOT [http://modotcontact/map contacts map] for use by statewide customer service representatives. A description of the damage, including location, and detailed photos, should be promptly submitted by the regional contacts to the contract administrator of the JOC.

Based on the information provided, the contract administrator shall promptly issue a Job Order to the contractor to initiate the repair. For routine repairs, the Notice to Proceed date should be established as 3 business days following the date of issuance of the Job Order to allow the contractor the time needed to obtain utility locations prior to starting the work. The contract administrator should monitor the timeliness of the repair and assess the appropriate liquidated damages when the contractor fails to complete the work within the allowable time, or any additional time granted due to an excusable delay.

===147.3.10.1 Initial Response and Delineation of Damaged Guardrail===
Terms of the Job Order Contract (JOC) for repair of guardrail and guard cable include designation of responsibilities prior to mobilization of the JOC contractor. Specifically, MoDOT and/or other first-response entities are responsible for securing the scene following an accident, which might include such tasks as removing debris from the roadway and removing any parts from the guardrail/guard cable system that protrude into a lane of traffic. In addition, MoDOT maintenance forces shall provide temporary delineation of damaged guardrail as soon as practical when the damage is within 15 feet of the travel way and is deemed a potential risk (see examples below). Delineation, when required, shall include placement of a minimum of five [[616.19 Quality Standards for Temporary Traffic Control Devices#616.19.2.3 Channelizing Devices|channelizers (Trim Lines)]] in advance of the damaged areas, spaced at 50-foot intervals. If shoulder width allows, the channelizers should be placed on a slight taper to channel motorists away from the damaged areas. The delineation should be left in place until the repair is complete and then removed by MoDOT forces as soon as possible after the repair. Delineation is generally not required for damage to guard cable systems but may be considered when the damage is in close proximity to traffic.

'''Examples of guardrail damage that warrants delineation:'''
:* An obstacle has been exposed due to missing or non-functional guardrail.
:* Guardrail end terminals have been damaged to the extent they appear to be non-functional (for example, the head of the terminal has been removed or is otherwise out of position).
:* The end of a guardrail panel is exposed (for example, it is pointing towards traffic).
:* Open gaps where the guardrail has been obliterated in the crash or otherwise removed.
:* Damaged rail that protrudes onto the shoulder or might otherwise be deemed a risk.
:* Sharp edges or protruding parts in locations frequented by pedestrians or bicyclists (caution tape might be more appropriate here).

===147.3.10.2 First Priority Repair for Guardrail===
Terms of the Job Order Contract require the contractor to reasonably expedite completion of all repairs (i.e. within 7 days of the Notice to Proceed). Contract provisions allow a limited number of guardrail repairs to receive priority status, thus requiring an expedited mobilization and less time for completion. When it has been determined by the contract administrator the safety of the public may be unduly compromised due to the nature of the damaged guardrail or end terminal, the repair should be designated as a First Priority repair per EPG 147.3.10.2.1. Immediately following this determination, the administrator should notify the contractor by phone to prepare for the pending Job Order and a follow-up email should be sent to document the notification and provide preliminary information. This notification prompts the contractor to initiate an emergency clearance of utilities and to begin planning the work so the repair work can begin as soon as possible. The contract administrator will issue the Job Order as soon as possible following notification, but no later than 48 hours. The contract terms require the contractor to begin the work within 24 hours of issuance of the Job Order.

If work on a First Priority repair causes delay to one or more pending routine Job Orders, the contract administrator should grant the appropriate amount of additional time to complete the affected routine repair(s) that were postponed.

====147.3.10.2.1 Designation of First Priority Status====
Engineering judgment should be used when designating a repair as First Priority. This status is reserved for a limited number of guardrail incidents that the administrator deems to be in critical need of repair. Below is a list of common damages that would warrant consideration of utilizing the First Priority status as well as a list of relevant factors that should be considered when making this determination. For example, some low volume routes have existing structures where guardrail is not warranted, therefore a critical need on this route may not take priority over a routine repair on an interstate route.

'''Common damages that prompt consideration of First Priority:'''
:* Exposure of traffic to a blunt end or other extreme obstacle (bridge abutment, column, barrier wall, body of water, vertical drop, etc.)
:* Damaged end terminals that appear to provide no protection from the rail end (for example, head is missing or is no longer covering the rail end, etc.)
:* The end of a guardrail panel is exposed (for example, an unprotected rail end is elevated and pointing towards traffic).
:* Open areas where the guardrail has been wiped out or otherwise removed, and a obstacle has been exposed.

'''Factors to consider when determining First Priority Status:'''
:* Traffic volume
:* Posted speed limit
:* Frequency of crashes at or near the location
:* Severity of the exposure
:* Proximity of the exposed obstacle to traffic (i.e. shoulder width)
:* The lack of warrants for prevalent safety features elsewhere on the route
:* Potential risks of a work zone in extreme weather conditions
:* Ability to adequately delineate and/or mitigate the obstacle.

<center>'''First Priority Sample Photographs '''</center>

[[image:147.3.10.2.1.1.jpg|center|thumb|475px|<center>'''Exposed abutment and exposure to body of water on interstate route.'''</center>]]

[[image:147.3.10.2.1.2.jpg|center|thumb|525px|<center>'''End terminal head missing, exposing end of guardrail.'''</center>]]

[[image:147.3.10.2.1.3.jpg|center|thumb|525px|<center>'''End terminal head missing, exposing end of guardrail.'''</center>]]

==147.3.11 Request to Subcontract Work (Form C-220)==

Subcontracting of work on job order contracts is allowable for approved subcontractors that meet the insurance requirements. For example, it is not uncommon for JOC contractors to hire a subcontractor to perform a support function such as traffic control. Since JOCs do not have planned work or unit prices, the contractor should not list any items when submitting Form C-220. They should type a basic description of the subcontracted work in the Description field. Approved subcontractors should be entered into AWP by project office staff and no items will be listed. The Resident Engineer should monitor the use of subcontractors and ensure that the prime is self-performing at least 40% of the work.

[[Category:147 Innovative Contracting]]

Category:101 Standard Forms

2022-01-12T15:54:08Z

Kleins1: /* Scoping */

{|style="padding: 0.3em; margin-left:2px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="520px" align="right"
|-
|EPG articles are <u>not</u> referenced as "sections" but as EPG XXX.X (example: EPG 401.3) to avoid confusion with MoDOT specs (which are contractually binding).
|}
== ==
Standard forms organized by functional unit are accessible from this page. '''The files accessible by the links below are identical to those accessed through Word, Excel or other software application by MoDOT employees.''' Many of these file links are also contained in Engineering Policy Guide articles that refer to the forms.

==Bridge==
*[https://epg.modot.org/forms/BR/Bridge%20Division%20Memo.dot Bridge Division Memo]

*[[media:101 Bridge Hydraulics Report.docx|Bridge Hydraulics Report]]

*[https://epg.modot.org/forms/BR/Change%20Order.dot Change Order]
<div id="Constructability Questioinnaire"></div>

*[https://epg.modot.org/forms/BR/Constructability%20Questionnaire.dot Constructability Questionnaire]

*[http://sp/sites/br/hydro/Shared%20Documents/Hydraulics_Report_Forms/Culvert%20Hydraulics%20Report/Culvert_Hydraulics_Report.docx Culvert Hydraulics Report]
[[image:101 Bridge.jpg|right|150px]]

*[[media:131.1 Design Exception 2020.docx|Design Exception Information]]

*[https://epg.modot.org/forms/BR/Design%20Except%20to%20District.dot Design Except to District]

*[[media:101 Design Layout Box 2014.docx|Design Layout (Box)]]

*[https://epg.modot.org/forms/BR/Design%20Layout%20(Grade).dot Design Layout (Grade)]

*[[media:101 Design Layout Stream 2014.docx|Design Layout (Stream)]]

*[https://epg.modot.org/forms/BR/Design%20Layout%20(Wall).dot Design Layout (Wall)]
<div id="Floodplain Development Permit/Application"></div>

*[[media:101 Floodplain Development Permit Application 2019.pdf|Floodplain Development Permit/Application]]

*[[media:101 Floodplain Development Permit To District Cover Letter.docx|Floodplain Development Permit To District Cover Letter]]

*[https://epg.modot.org/forms/BR/Layout%20to%20FHWA.dotx Layout to FHWA]

*[https://epg.modot.org/forms/BR/Layout%20to%20Railroad.dot Layout to Railroad]

*[https://epg.modot.org/forms/BR/Missouri-Illinois%20Border%20Bridge%20Clearinghouse%20Form.dot Missouri-Illinois Border Bridge Clearinghouse Form]
<div id="No-Rise Certificate"></div>
*[[media:101 No Rise Certificate 2020.pdf|No-Rise Certificate]]

*[[media:751.1.2.20 Request Apr 2021.xlsx|Request for Final Soundings for Structures Form]]

*[https://epg.modot.org/forms/BR/Telefax.dot Telefax]

*[https://epg.modot.org/forms/BR/Transmittal%20Letter.dot Transmittal Letter]

*[[media:131.1 Vertical Clearance Coord Form Jul 2018.pdf|Vertical Clearance Design Exception Coordination with SDDCTEA]]

==Construction and Materials==
*[https://epg.modot.org/forms/CM/30_Day_Reminder_Final_Invoice_Letter.pdf 30 Day Reminder Final Invoice Letter]

*[https://epg.modot.org/forms/CM/60_Day_Final_Acceptance_Letter.pdf 60 Day Final Acceptance Letter]

*[https://epg.modot.org/forms/CM/AC_Index_Price_Adjustment_Hot_Mix_Asphalt_SY.xlsx AC Index Price Adjustment – Hot mix asphalt (per SY)]
[[image:101CM.jpg|right|150px]]
*[https://epg.modot.org/forms/CM/AC_Index_Price_Adjustment_Hot_Mix_Asphalt_Ton.xlsx AC Index Price Adjustment – Hot mix asphalt (per Ton)]

*[https://epg.modot.org/forms/CM/AC_Index_Price_Adjustment_Seal_Coat.xlsx AC Index Price Adjustment – Sealcoat]

*[https://epg.modot.org/forms/CM/AC_Index_Price_Adjustment_UBAWS_Hot_Mix_and_Membrane.xlsx AC Index Price Adjustment – UBAWS Hot Mix and Membrane]

*[https://epg.modot.org/forms/CM/AC_Index_Price_Adjustment_Undersealing.xlsx AC Index Price Adjustment – Undersealing]

*[[media:136.9.4 Mar 2021.docx|ADA Checklist]]

*[https://epg.modot.org/forms/CM/Aggregate_Base_Random_Locations.xlsm Aggregate Base Random Locations]

*[https://epg.modot.org/forms/CM/As_Built_Final_Plans_Checklist_SL_District.pdf As Built Plans Checklist - SL District]

*[https://epg.modot.org/forms/CM/Asbestos_Bulk_Sample_Bridge_CL_EL_5.pdf Asbestos Bulk Sample Bridge CL EL 5]

*[https://epg.modot.org/forms/CM/Asbestos_Bulk_Sample_Parcel_CL_EL_5.pdf Asbestos Bulk Sample Parcel CL EL 5]

*[https://epg.modot.org/forms/CM/Asbestos_Survey_Report_T746_T747_T748_C760.pdf Asbestos Survey Report - All Suspect ACM (Form T746), Nonfriable ACM (Form T747) and All Materials (Form T748)]

*[https://epg.modot.org/forms/CM/Asphalt_Core_Spreadsheet.xlsx Asphalt Core Spreadsheet]

*[https://epg.modot.org/forms/CM/Asphalt_Mix_Design.xlsm Asphalt Mix Design]

*[https://epg.modot.org/forms/CM/Asphalt_Random_Locations.xlsm Asphalt Random Locations]

*[https://epg.modot.org/forms/CM/Asphalt_Roadway_Report.xlsm Asphalt Roadway Report]

*[https://epg.modot.org/forms/CM/Bridge_Bearings.xlsx Bridge Bearings]

*[https://epg.modot.org/forms/CM/Bridge_Clearance_Report_C239A.pdf Bridge Clearance Report (C-239A)]

*[https://epg.modot.org/forms/CO/Bridge%20Fabrication%20Report.dot Bridge Fabrication Report]

*[https://epg.modot.org/forms/CM/Change%20Order.XLS Change Order]

*[https://epg.modot.org/forms/CM/Job_Site_Bulletin_Board_Checklist_fillable.pdf Checklist of the jobsite posters]

*[https://epg.modot.org/forms/CM/CUF_Determination_Form.pdf Commercially Useful Function (CUF) Determination Form]

*[https://epg.modot.org/forms/CM/CUF_Determination_Form_Contracts_Let_After_03_2021.pdf Commercially Useful Function (CUF) Determination Form (for contracts let after March 2021)]

*[https://epg.modot.org/forms/CM/Compressive%20Strength%20for%20Forney.xls Compressive Strength for Forney]

*[https://epg.modot.org/forms/CM/Concrete%20Daily%20Inspection%20Report%20C-681.xls Concrete Daily Inspection Report, C-681]

*[https://epg.modot.org/forms/CM/Concrete_Cylinder_Sample_Sent_to_Central_Lab.doc Concrete Cylinder Sample Sent to Central Lab]

*[https://epg.modot.org/forms/CM/CIW_Mainline_Paving.xls Concrete Inspection Worksheet – Mainline QC/QA Paving]

*[https://epg.modot.org/forms/CM/Concrete_Roadway_Report.pdf Concrete Roadway Report]

*[https://epg.modot.org/forms/CM/Contingent_Item_Price_Check.pdf Contingent Item Price Check]

*[https://epg.modot.org/forms/CM/Contractor_Performance_Evaluation_Letter.pdf Contractor Performance Evaluation Letter]

*[https://epg.modot.org/forms/CM/Contractor_Performance_Evaluation_Signature_Page.pdf Contractor Performance Evaluation Signature Page]

*[https://epg.modot.org/forms/CM/C9_Daily_Utility_Report.pdf Daily Utility Report (C-9)]

*[https://epg.modot.org/forms/CM/Dimensions%20To%20Tons%20Converter.xlsx Dimensions To Tons Converter]

*[https://epg.modot.org/forms/CM/Documentation_Record.pdf Documentation Record]

*[https://epg.modot.org/forms/CM/EEO_Checklist.pdf EEO Checklist]

*[https://epg.modot.org/forms/CM/Fence_Removal_Notice.pdf Fence Removal Notice]

*[http://ghdcogwp001/c10.2.2/cgi-bin/cognosisapi.dll?b_action=cognosViewer&ui.action=run&ui.object=%2fcontent%2ffolder%5b%40name%3d%27AASHTOWARE%27%5d%2ffolder%5b%40name%3d%27Headquarters%27%5d%2ffolder%5b%40name%3d%27Contract%20-%20Administration%27%5d%2freport%5b%40name%3d%27C239_Final_Acceptance_Report_AWP%27%5d&ui.name=C239_Final_Acceptance_Report_AWP&run.outputFormat=PDF&run.prompt=true Final Acceptance Report (C-239), Cognos Report]

*[https://epg.modot.org/forms/CM/Final_Acceptance_C_239.pdf Final Acceptance Report (C-239), pdf version]

*[https://epg.modot.org/forms/CM/Final_Plans_Certification.pdf Final Plans Certification]

*[https://epg.modot.org/forms/CM/Final_Plans_Checklist.pdf Final Plans Checklist]

*[https://epg.modot.org/forms/CM/KC_Final_Plans_Memo.pdf Final Plans Memo]

*[https://epg.modot.org/forms/CM/C13_Final_Utility_Report.pdf Final Utility Report (C-13)]

*[https://epg.modot.org/forms/CM/Force_Account_Spreadsheet.xlsx Force Account Spreadsheet]

*[https://epg.modot.org/forms/CM/Form%20M-45%20Bitumin%20Distributor%20Calibration.doc Form M-45 Bitumin Distributor Calibration]

*[https://epg.modot.org/forms/CM/Fuel_Adjustment_Calculation.xlsx Fuel Adjustment Calculation]

*[https://epg.modot.org/forms/CM/Inspectors_Pay_Qty_Report_IPQR.pdf Inspectors Pay Qty Report (IPQR)]

*[https://epg.modot.org/forms/CM/Internal_MoDOT_Product_Form.pdf Internal MoDOT Product Form]

*[https://epg.modot.org/forms/CM/IRI_Inertial_Profiler_Report_with_Bonus.xlsm IRI Inertial Profiler Report with Bonus]

*[https://epg.modot.org/forms/CM/JOC_2020_Asphalt_Pavement_Repair.xlsm JOC 2020 Asphalt Pavement Repair]

*[https://epg.modot.org/forms/CM/JOC_2021_Asphalt_Pavement_Repair.xlsm JOC 2021 Asphalt Pavement Repair]

*[https://epg.modot.org/forms/CM/JOC_2022_Asphalt_Pavement_Repair.xlsm JOC 2022 Asphalt Pavement Repair]

*[https://epg.modot.org/forms/CM/JOC_2021_Bridge_Repair_Spreadsheet.xlsm JOC 2021 Bridge Repair Spreadsheet]

*[https://epg.modot.org/forms/CM/JOC_2022_Bridge_Repair_Spreadsheet.xlsm JOC 2022 Bridge Repair Spreadsheet]

*[https://epg.modot.org/forms/CM/JOC_2021_Concrete_Pavement_Repair.xlsm JOC 2021 Concrete Pavement Repair]

*[https://epg.modot.org/forms/CM/JOC_2022_Concrete_Pavement_Repair.xlsm JOC 2022 Concrete Pavement Repair]

*[https://epg.modot.org/forms/CM/JOC_2022_Fence_Repair_Spreadsheet.xlsm JOC 2022 Fence Repair Spreadsheet]

*[https://epg.modot.org/forms/CM/JOC_2020_Rail_Cable_Fence_Spreadsheet.xlsm JOC 2020 Rail Cable Fence Spreadsheet]

*[https://epg.modot.org/forms/CM/JOC_2021_Rail_Cable_Fence_Spreadsheet.xlsm JOC 2021 Rail Cable Fence Spreadsheet]

*[https://epg.modot.org/forms/CM/JOC_2022_Rail_Cable_Repair_Spreadsheet.xlsm JOC 2022 Rail Cable Fence Spreadsheet]

*[https://epg.modot.org/forms/CM/JOC_Lighting_Repair.xlsx JOC Lighting Repair]

*[https://epg.modot.org/forms/CM/JOC_Microsurfacing_Spreadsheet.xlsx JOC Microsurfacing Spreadsheet]

*[https://epg.modot.org/forms/CM/JOC_Signal_and_Lighting_Repair.xlsm JOC Signal and Lighting Repair]

*[https://epg.modot.org/forms/CM/KC_Milestone_Memo.pdf Milestone Memo]

*[https://epg.modot.org/forms/CM/Milestone_Worksheet.pdf Milestone Worksheet]

*[https://epg.modot.org/forms/CM/Mobile_Mixer_Calibration.xlsx Mobile Mixer Calibration]

*[[media:101 Mobile Mixer Verification.pdf|Mobile Mixer Verification Sheet]]

*[https://epg.modot.org/forms/CM/NCR_Non_Conformance_Report.pdf Nonconformance Report (NCR)]

*[https://epg.modot.org/forms/CM/Nuclear_Density_C709ND.pdf Nuclear Density (C-709ND)]

*[https://epg.modot.org/forms/CM/Nuclear_Density_of_Plastic_Portland_Cement_Concrete_C_710ND.pdf Nuclear Density of Plastic Portland Cement Concrete (C-710ND)]

*[https://epg.modot.org/forms/CM/Order_Record.pdf Order Record (C-259)]

*[https://epg.modot.org/forms/CM/Outlier%20Analysis.xls Outlier Analysis]

*[https://epg.modot.org/forms/CM/Pavement_Type_Selection_Submittal.pdf Pavement Type Selection Submittal Information (PTS Submittal Form)]

*[https://epg.modot.org/forms/CM/Payroll_Log.xltx Payroll Log Form]

*[https://epg.modot.org/forms/CM/Pile%20Driving%20Chart2.xls Pile Driving Chart]

*[https://epg.modot.org/forms/CM/Pile_Driving_Data.pdf Pile Driving Data]

*[https://epg.modot.org/forms/CM/Pile_Driving_Data_PDA.pdf Pile Driving Data PDA]

*[https://epg.modot.org/forms/CM/PODI_Bridge_Deck_Pour_Checklist.pdf PODI Bridge Deck Pour Checklist]

*[https://epg.modot.org/forms/CM/Pore_Pressure_Report_Type_A.pdf Pore Pressure Report - Type A]

*[https://epg.modot.org/forms/CM/Pore_Pressure_Report_Type_B.pdf Pore Pressure Report - Type B]

<div id="PreCon Letter - Federal No Trainees"></div>
*[https://epg.modot.org/forms/CM/PreCon_Letter_Federal.pdf PreCon Letter - Federal]

*[https://epg.modot.org/forms/CM/PreCon_Letter_State.pdf PreCon Letter - State]

*[https://epg.modot.org/forms/CM/Prestress_Deficiency_Report.pdf Prestress Deficiency Report (1029-01)]

*[https://epg.modot.org/forms/CM/Price_Verification.xlsx Price Verification]

*[https://epg.modot.org/forms/CM/Railroad_Crossing_Inspection.pdf Railroad Crossing Inspection]

*[https://epg.modot.org/forms/CM/RE_Letterhead.pdf RE Letterhead]

*[https://epg.modot.org/forms/CM/RE_Letterhead.docx RE Letterhead – Word Format]

* [http://epg.modot.mo.gov/forms/CM/Job_Site_Bulletin_Board_Checklist_fillable.pdf Report of On-Site Bulletin Board Inspection (Job Site Bulletin Board Checklist)]

*[https://epg.modot.org/forms/CM/Retroreflectivity_Payment_Adjustment.xlsm Retroreflectivity Payment Adjustment]

*[https://epg.modot.org/forms/CM/Retroreflectometer_Request.xlsm Retroreflectometer Request]

*[https://epg.modot.org/forms/CM/RM_Aggregate_Scale_Calibration_200.dotx RM Aggregate Scale Calibration - 200]

*[https://epg.modot.org/forms/CM/RM_Aggregate_Scale_Calibration_300.dotx RM Aggregate Scale Calibration - 300]

*[https://epg.modot.org/forms/CM/RM_Aggregate_Scale_Calibration_350.dotx RM Aggregate Scale Calibration - 350]

*[https://epg.modot.org/forms/CM/RM_Air_Dispenser_Calibration.dotx RM Air Dispenser Calibration]

*[https://epg.modot.org/forms/CM/RM_Cement_Scale_Calibration_150.dotx RM Cement Scale Calibration - 150]

*[https://epg.modot.org/forms/CM/RM_Cement_Scale_Calibration_175.dotx RM Cement Scale Calibration - 175]

*[https://epg.modot.org/forms/CM/RM_Cement_Scale_Calibration_200.dotx RM Cement Scale Calibration - 200]

*[https://epg.modot.org/forms/CM/RM_Concrete_Systems_Form.dotx RM Concrete Systems Form]

*[https://epg.modot.org/forms/CM/RM_Equipment_Calibrated_and_Verified_Form.dotx RM Equipment Calibrated and Verified Form]

*[https://epg.modot.org/forms/CM/RM_Truck_Mixer_Information_Form.dotx RM Truck Mixer Information Form]

*[https://epg.modot.org/forms/CM/RM_Water_Calibration.dotx RM Water Calibration]

*[https://epg.modot.org/forms/CM/RoCap_Test_Form_Long_Bolts.pdf RoCap Test Form - Long Bolts]

*[https://epg.modot.org/forms/CM/RoCap_Test_Form_Short_Bolts.pdf RoCap Test Form - Short Bolts]

*[https://epg.modot.org/forms/CM/Semi_Annual_Labor_Compliance_Report.dotx Semi-annual Labor Compliance Report]

*[https://epg.modot.org/forms/CM/Semi_Final_Inspection_C_236.pdf Semi-Final Inspection (C-236)]

*[[media:101 Contractor Payment Schedule 2022.pdf|Contractor Payment Schedule]]

*[https://epg.modot.org/forms/CM/Standard%20Compaction%20Test%20Blank.xls Standard Compaction Test Blank]

*[https://epg.modot.org/forms/CM/Survey%20Calculator.xlsx Survey Calculator]

*[https://epg.modot.org/forms/CM/Tank%20Capacity%202.0.xls Tank Capacity]
<div id="Wage Interview"></div>
*[https://epg.modot.org/forms/CM/CR1_Wage_Rate_Interview.pdf Wage Interview (Form CR-1)]

*[http://sharepoint/systemdelivery/TR/mo/travinfoitsworkzonemanagment/workzones/Shared%20Documents/Inspections/WorkZone_Inspection-form%202014.pdf Work Zone Inspection Form]

===Forms for Contractor Use ===
====Construction and Contractor Related====

:* [https://epg.modot.org/forms/CM/Blank_2AA_Sheet.pdf 2AA Sheet – Blank]

:* [https://epg.modot.org/forms/CM/Example_2AA_Sheet.pdf 2AA Sheet – Example]

:* [https://epg.modot.org/forms/CM/Affidavit_for_Compliance_with_Prevailing_Wage.pdf Affidavit for Compliance with Prevailing Wage Law]

:* [https://epg.modot.org/forms/CM/Contractors_Affidavit_C-242.pdf Contractor's Affidavit Regarding Settlement of Claims (C-242)]

:* [https://epg.modot.org/forms/CM/Contractor_Questionnaire.pdf Contractor Questionnaire] (to bid contracts less than $2,000,000)

:* [https://epg.modot.org/forms/CM/DBE_Contractor_Project_Trucker_Equipment_List_Form.pdf DBE Contractor Project Trucker Equipment List Form]

:* [https://epg.modot.org/forms/CM/DBE_Contractor_Subcontractor_Project_Trucker_Form_Instructions.pdf DBE Contractor Subcontractor Project Trucker Form Instructions]

:* [[media:101 DBE Identification Submittal Form.pdf|DBE Identification Submittal Form]]

:* [https://epg.modot.org/forms/CM/DBE_Substitution_Form.pdf DBE Substitution Form]

:* [https://epg.modot.org/forms/CM/Digital_Signature_for_Adobe_Reader_DC_or_Pro_DC.docx Digital Signatures Adobe DC Reader/Pro QRG]

:* [https://epg.modot.org/forms/CM/Lead_Abatement_MODOT_Contractor_Informational_Packet.pdf Lead Abatement MoDOT Contractor Informational Packet]

:* [https://epg.modot.org/forms/CM/Lead_Abatement_MODOT_FA_Project_Notification.pdf Lead Abatement MoDOT FA Project Notification]

:* [https://epg.modot.org/forms/CM/Lead_Abatement_MODOT_Project_Notification.pdf Lead Abatement MoDOT Project Notification]

:* [https://epg.modot.org/forms/CM/Lead_Abatement_MODOT_Project_Re_Notification.pdf Lead Abatement MoDOT Project Re-Notification]

:* [https://epg.modot.org/forms/CM/Lead_Abatement_Program_Contact_Info.pdf Lead Abatement Program Contact Info]

:* [http://eprojects/Templates/MODOT_Workforce_JSP_Cummulative_Workforce_Hours_Report.xlsx MoDOT Workforce JSP Cumulative Workforce Hours Report]

:* [https://epg.modot.org/forms/CM/MoDOT_Workforce_Pre_Construction_Diversity_Plan_Report.xlsx MoDOT Workforce Pre-Construction Diversity Plan Report]

:* [https://epg.modot.org/forms/CM/OJT_1_Trainee_Notification.pdf OJT-1, Trainee Notification]

:* [https://epg.modot.org/forms/CM/OJT_2_Contractor_Monthly_Trainee_Report.pdf OJT-2, Contractor Monthly Trainee Report]

:* [https://epg.modot.org/forms/CM/OJT_3_Training_Completion.pdf OJT-3, Training Completion]

:* [https://epg.modot.org/forms/CM/OJT_4_Trainee_Contact.pdf OJT-4, Trainee Contact]

:* [https://epg.modot.org/forms/CM/OJT_5_Discrimination_Complaint.pdf OJT-5, Discrimination Complaint]

:* [https://epg.modot.org/forms/CM/OJT_6_Final_Trainee_Summary.pdf OJT-6, Training Summary]

:* [https://epg.modot.org/forms/CM/Prequalification_Questionnaire.pdf Prequalification Contractor Questionnaire] (to bid a contract of any size)

:* [https://epg.modot.org/forms/CM/Request_to_Subcontract_C_220.pdf Request to Subcontract Work (C-220)]

:* [https://epg.modot.org/forms/CM/Request_to_Subcontract_C_220_Excel.xlsm Request to Subcontract Work (C-220), Excel]

:* [https://epg.modot.org/forms/CM/Subcontractor_Certification_Regarding_Affirmative_Action.pdf Subcontractor Certification Regarding Affirmative Action]

:* [https://epg.modot.org/forms/CM/Tension_Log_Form.xlsx Tension Log Form]

:* [https://epg.modot.org/forms/CM/Value_Engineering_Proposal_C_104.pdf Value Engineering Change Proposal (C-104)]

:* [https://epg.modot.org/forms/CM/Wage_Flow_Chart_for_Federal_Jobs.pdf Wage Flowchart for Federal Jobs – Precon]

:* [https://epg.modot.org/forms/CM/Wage_Flow_Chart_for_State_Jobs.pdf Wage Flowchart for State Jobs – Precon]

:* [https://epg.modot.org/forms/CM/Waste_Disposal_Agreement.pdf Waste Disposal Agreement]

====Materials Related====
:*[https://epg.modot.org/forms/CM/AsphPlantInspCumulative.xls Asphalt Inspection Worksheet Cumulative Gradation]

:*[https://epg.modot.org/forms/CM/AsphPlantInspNonCumulative.xls Asphalt Inspection Worksheet Non-Cumulative Gradation]

:*[https://epg.modot.org/forms/CM/PipeShippingReportForm2.pdf CMP, RCP, Precast Drainage Units and Precast Box Culvert Shipping Report Form]

:*[https://epg.modot.org/forms/CM/Concrete%20Mix%20Design%20Submittal%20Form.xls Concrete Mix Design Submittal Form]

:*[https://epg.modot.org/forms/CM/Missouri%20CoreLok%20Aggregate%20Workbook.xls CoreLok Aggregate Workbook]

:*[https://epg.modot.org/forms/CM/GS013F2.pdf Fabricator’s PAL Receival Form]

:*[https://www.modot.org/traffic New Product Evaluation Form]

:*[https://epg.modot.org/forms/CM/GS013F4.pdf PAL Program Inclusion Certifications and Guarantee Statement]

:*[https://epg.modot.org/forms/CM/Producer_Supplier_List.pd Producer/Supplier List]

:*[https://epg.modot.org/forms/CM/PipeShippingReportForm_Thermoplastic.pdf PVC & HDPE Pipe Shipping Report Form]

:*[https://epg.modot.org/forms/CM/Request_to_Transfer_Inspected_Matl.pdf Request for Transfer of Inspected Materials]

:*[https://epg.modot.org/forms/CM/GS013F3.pdf Shipper’s PAL Transmittal Form]

====Posters, Federal Aid====

Please refer to [https://epg.modot.org/index.php?title=Category:110_State_and_Federal_Wage_Rates_and_Other_Requirements#Required_Notices_and_Posters EPG 110.2 Federal-Aid Projects, Required Notices and Posters].

====Posters, State Aid====

Please refer to [https://epg.modot.org/index.php?title=Category:110_State_and_Federal_Wage_Rates_and_Other_Requirements#Required_Notices_and_Posters EPG 110.2 Federal-Aid Projects, Required Notices and Posters].

====Utility or Right of Way Related====

:*[http://www.modot.mo.gov/asp/intentToWork.shtml Notice of Intent to Perform Work Process]

:*[https://www6.modot.mo.gov/ElectronicPermitting/ElectronicPermitting.html# Permit for Work on Right of Way]

===Quick Reference Guides (QRGs)===
====AASHTOWare Project Quick Reference Guides (QRGs)====

:'''[https://epg.modot.org/forms/CM/AWP_QRG_Revision_Dates.xlsx AWP QRG Revision Dates]'''

:* [https://epg.modot.org/forms/CM/AWP_CM_AASHTOWARE_Project_Terminology.docx AWP CM AASHTOWARE Project Terminology]

:* [https://epg.modot.org/forms/CM/AWP_CM_Certified_Testers.doc AWP CM Certified Testers]

:* [https://epg.modot.org/forms/CM/AWP_CM_Filters.doc AWP CM Filters]

:* [https://epg.modot.org/forms/CM/AWP_CM_Test_Equipment.doc AWP CM Test Equipment]
<div id="Change Order Overview"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_1ChangeOrderOverview.doc AWP CO 1 Change Order Overview]

:* [https://epg.modot.org/forms/CM/AWP_CO_2ChangeOrderAddingNewItemorOverrunUnderrunExisting.doc AWP CO 2 Change Order Adding New Item or Overrun/Underrun of Existing Items]
<div id="AWP CO 3"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_3ChangeOrderTimeExtension.doc AWP CO 3 Change Order Time Extension]
<div id="AWP CO 4"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_4ChangeOrderValueEngineering.doc AWP CO 4 Change Order Value Engineering]
<div id="AWP CO 5"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_5ChangeOrderNoCostContractModification.doc AWP CO 5 Change Order, No Cost Contract Modification]
<div id="AWP CO 6"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_6ChangeOrderMobilizationAndContractBond.doc AWP CO 6 Change Order, Mobilization and Contract Bond]

:* [https://epg.modot.org/forms/CM/AWP_CO_7ChangeOrderApproval.doc AWP CO 7 Change Order Approval]
<div id="Change Order Codes"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_Change_Order_Codes.doc AWP CO Change Order Codes]
<div id="Change Order Reports"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_Change_Order_Reports.doc AWP CO Change Order Reports]
<div id="CO Commercially Useful"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_CUF_Entry.doc AWP CO Commercially Useful Function (CUF) Review Date Entry]

:*[[media:146 CUF After Mar 2021.pdf|Commercially Useful Function (CUF) Determination Form (for contracts awarded after March 2021)]]
<div id="CO Construction Stockpiles"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_Construction_Stockpiles.doc AWP CO Construction Stockpiles]

:* [https://epg.modot.org/forms/CM/AWP_CO_Contract_Payment_Estimate_Exception_Override.doc AWP CO Contract Payment Estimate Exception Override]

:* [https://epg.modot.org/forms/CM/AWP_CO_ContractVendorAssets.doc AWP CO Contract Vendor Assets]
<div id="CO Contract Adjustments"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_Contract_Adjustments.doc AWP CO Contract Adjustments]
<div id="CO Contract Times"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_Contract_Times.doc AWP CO Contract Times]

:* [https://epg.modot.org/forms/CM/AWP_CO_DailyDiary.doc AWP CO Daily Diary]

:* [https://epg.modot.org/forms/CM/AWP_CO_DailyDiaryAdjustments.doc AWP CO Daily Diary Adjustments]
<div id="Daily Work Report"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_DailyWorkReport.doc AWP CO Daily Work Report]

:* [https://epg.modot.org/forms/CM/AWP_CO_DailyWorkReport_Deleting_Postings_and_Acceptance_Records.doc AWP CO Daily Work Report, Deleting DWR Postings and Acceptance Records]

:* [https://epg.modot.org/forms/CM/AWP_CO_Disposition_Remarks_PAL_Material.doc AWP CO Disposition Remarks for PAL Material]

:* [https://epg.modot.org/forms/CM/AWP_CO_EmergencyContacts.doc AWP CO Emergency Contacts]
<div id="AWP CO Estimate"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_Estimate.doc AWP CO Estimate]
<div id="AWP CO Estimate Final"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_Estimate_Final.doc AWP CO Estimate Final]
<div id="AWP CO Item Adjustments"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_Item_Adjustments.doc AWP CO Item Adjustments]
<div id="CO Milestones"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_Milestones.doc AWP CO Milestones]

:* [https://epg.modot.org/forms/CM/AWP_CO_Signal_Maintenance.doc AWP CO Signal Maintenance]

:* [https://epg.modot.org/forms/CM/AWP_CO_Change_Order_Reason_Codes_for_SL_Time_Extension_Change_Orders.doc AWP CO SL District Reason Codes for Time Extension Change Orders]

:* [https://epg.modot.org/forms/CM/AWP_CO_Subcontract.doc AWP CO Subcontract]

:* [https://epg.modot.org/forms/CM/AWP_MA_Adding_Contract_Lines_For_Acceptance_Actions.doc AWP MA Adding Contract Lines For Acceptance Actions]

:* [https://epg.modot.org/forms/CM/AWP_MA_Adding_Concrete_Mix_Design.doc AWP MA Adding New Concrete Mix Design]

:* [https://epg.modot.org/forms/CM/AWP_MA_Associating_Material_To_Source.docx AWP MA Associating Material to Source]

:* [https://epg.modot.org/forms/CM/AWP_MA_DEC_Sample_Record.docx AWP MA DEC Sample Record]

:* [https://epg.modot.org/forms/CM/AWP_MA_EditingContractAcceptanceActionsAndActionRelationships.doc AWP MA Editing Contract Acceptance Actions and Action Relationships]

:* [https://epg.modot.org/forms/CM/AWP_MA_Generating_Contract_SampleChecklist.doc AWP MA Generating Contract Sample Checklist]

:* [https://epg.modot.org/forms/CM/AWP_MA_IAS_Lab_Audit.doc AWP MA I.A.S. Lab Audit]

:* [https://epg.modot.org/forms/CM/AWP_MA_PAL_Plant_Inspection_Record.doc AWP MA PAL Plant Inspection Record]

:* [https://epg.modot.org/forms/CM/AWP_MA_ReGenerating_Contract_Lines_For_Original_Materials_And_Acceptance_Actions.doc AWP MA Regenerating Contract Lines for Original Materials and Acceptance Actions]

:* [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_Acceptance_By_Certification.docx AWP MA Sample Record Acceptance By Certification]

:* [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_Changing_Material_Code_Source_or_SampleType.docx AWP MA Sample Record Changing Material Code Source or Sample Type]
<div id="Sample Record, General"></div>
:* [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_General.docx AWP MA Sample Record, General]

:* [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_General_IAS_Audit_Record.docx AWP MA Sample Record, General IAS Audit Record]

:* [https://epg.modot.org/forms/CM/AWP_MA_Sampling_and_Testing_Status_Report.docx AWP MA Sampling and Testing Status Report]

:* [https://epg.modot.org/forms/CM/AWP_MA_UsingFindSample.docx AWP MA Using the Find Sample Function]

====Storm Water Database Quick Reference Guides (QRGs)====

:* [[media:101 How to Fill Out Land Disturbance Inspection Record.pdf|How to Fill Out Land Disturbance Inspection Record]]

:* [[media:101 Land Disturbance Deficiencies QRG 2019.pdf|Land Disturbance Deficiencies]]

:* [[media:101 Land Disturbance Storm Water Database Closeout Procedure QRG 2020.pdf|Land Disturbance Storm Water Database Closeout Procedure]]

:* [[media:101 Land Disturbance Storm Water Database Initial Setup for Construction Projects 2020.pdf|Land Disturbance Storm Water Database Initial Setup for Construction Projects]]

:* [[media:101 Land Disturbance Storm Water Database Initial Setup for Maintenance Projects QRG 2020.pdf|Land Disturbance Storm Water Database Initial Setup for Maintenance Projects]]

:* [[media:101 Land Disturbance Storm Water Database 7 Day Reviews QRG.pdf|Land Disturbance Storm Water Database 7-Day Reviews]]

:* [[media:101 Storm Water Land Disturbance Erosion Reporting QRG Dec 2020.pdf|Storm Water Land Disturbance Erosion Reporting]]

==Design==
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right"
|-
|'''[http://www.modot.org/business/standards_and_specs/d-sheets.htm Microstation D-Sheets]'''
|-
|'''Signing'''
|-
|[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/D-28.doc D-28], D-29 through D-34
|-
|'''Signals'''
|-
|D-37A through D-37d, D-38 through D-38e
|-
|'''Typical Sections'''
|-
|D-49 through D-70
|-
|'''Miscellaneous'''
|-
|D-71
|}
===Bridge===
*[[media:101 404 Permit.dotx|404 Permits]]

*[[media:747 Bridge Survey Checklist.xlsx|Bridge Survey Checklist]]

*[[media:747 Bridge Survey Location Request Dec 2019.docx|Bridge Survey Location Request]]

*[[media:747 Bridge Survey Report.docx| Bridge Survey Report Form]]

*[http://sp/sites/br/Review/RehabChecklist/Structural%20Rehabilitation%20Checklist.xlsm Structural Rehabilitation Checklist (Excel)]

*[[media:131.1 Vertical Clearance Coord Form Jul 2018.pdf|Vertical Clearance Design Exception Coordination with SDDCTEA]]

===Checklist===
*[[media:124.2.4 Design Progress Check list.docx|Design Progress Check List]]

*[[media:D-12 2021.pdf|District Final Design Checklist - D-12]]

*[[media:124.2.4 Check List for Preliminary Plans.docx|Preliminary Plans Check List]]

*[[media:124.2.4 Project Reviewing Checklist.docx|Project Reviewing Checklist]]

*[[media:124.2.4 Check List for RW Plans.docx|Right of Way Check List]]

===Contracts===
*[https://epg.modot.org/forms/DE%202017%20Forms/BiddingContract/District%20Award.dot District Award]

*[http://www.modot.org/business/standards_and_specs/documents/ComputerDeliverableContractPlans.pdf Computer Deliverable Contract Plans 2005]

*[http://wwwi/intranet/cc/contracts.asp?f=DE&nav=modot Consultant Services Contract - State Funded (MoDOT Users)]

*[http://wwwi/intranet/cc/contracts.asp?f=DE&nav=modot De1]

*[https://epg.modot.org/forms/DE%202017%20Forms/BiddingContract/DE11_Municipal_Agreement.doc DE11]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Sample%20Scope%20of%20Services%20-%20Location%20and%20Environment.dot Sample Scope of Services - Location and Environment]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Sample%20Scope%20of%20Services%20Design.dot Sample Scope of Services Design]

===Design Forms===
*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/3R%20CONCEPTUAL%20STUDY%20REPORT.dot 3R Conceptual Study Report]

*[https://epg.modot.org/forms/DE-DEForms/4R%20PAVEMENT%20REHABILITATION%20ANALYSIS%20DATA%20AND%20CONCEPTUAL%20STUDY%20REPORT.dot 4R Pavement Rehabilitation Analysis Data and Conceptual Study Report]

*[https://epg.modot.org/forms/DE-DEForms/Aerial%20Mosiac%20Submittal%20for%20Recon%20Study.dot Aerial Mosaic Submittal for Recon Study]

*[https://epg.modot.org/forms/DE-DEForms/Commission%20Backup%20Form%20Blank.dot Commission Backup Form Blank]

*[https://epg.modot.org/forms/DE-DEForms/Commission%20Backup%20Form%20Instructions.dot Commission Backup Form Instructions]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Conceptual%20Study%20Report.dot Conceptual Study Report]

*[[media:134.2.2.5.1 May 2017.doc|Consultant Rating Form]]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/D-28.doc D-28 Sign Design Order Form]

*[[media:131.1 Design Exception 2020.docx|Design Exception Information]]

*[https://epg.modot.org/forms/DE-DEForms/Equipment%20and%20Materials%20List.dot Equipment and Materials List]

*[https://epg.modot.org/forms/DE/SWPPP_Project_Specific_Form_806.8.2.pdf Form 806.8.2, Project-Specific SWPPP Information]

*[[media:Form D21 2018.pdf|Highway Lighting Warrants D21]]

*[https://epg.modot.org/forms/DE-DEForms/Inquiry%20Report.dot Inquiry Report]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Location%20Study%20Report.dot Location Study Report]

* [[media:M-40 2013.docx|M-40 Request for Drilling Services]]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Pavement%20Distress%20Log%20Form%20-%20Asphalt%20-%2011x17.dot Pavement Distress Log Form - Asphalt - 11x17]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Pavement%20Distress%20Log%20Form%20-%20Concrete%2011x17.dot Pavement Distress Log Form - Concrete 11x17]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Pavement%20Repair%20Log.dot Pavement Repair Log]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Preliminary%20Plans%20Proposal%20Review.dot Preliminary Plans Proposal Review]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Preliminary%20Signal%20Plan%20Submittal.dot Preliminary Signal Plan Submittal]

*[https://epg.modot.org/forms/DE-DEForms/PROJECT%20ASSIGNMENTS%20AND%20COMPLETION%20DATES.dot Project Assignments and Completion Dates]

*[https://epg.modot.org/forms/DE-DEForms/Project%20Data%20for%20BAMS.dot Project Data for BAMS]

*[https://epg.modot.org/forms/DE-DEForms/Project%20Initialization%20Estimate%20Form.dot Project Initialization Estimate Form]

*[https://spexternal.modot.mo.gov/sites/de/_layouts/15/WopiFrame.aspx?sourcedoc=%7bC825A659-7DD3-4CF3-8F3D-284E3BFF6E39%7d&file=JSP-Formatting-Guide.doc&action=default Roadway Job Special Provision Formatting Guide]

*[https://spexternal.modot.mo.gov/sites/de/_layouts/15/WopiFrame.aspx?sourcedoc=%7b01675DEF-ADDD-465C-AF8F-868B9CF5DBE2%7d&file=Roadway%20JSP%20Instructions.docx&action=default Roadway Job Special Provision Instructions]

*[https://spexternal.modot.mo.gov/sites/de/_layouts/15/WopiFrame.aspx?sourcedoc={5D551D7A-2FA3-4777-BB7E-829D7D83CA92}&file=Roadway_JSP_Template.doc&action=default Roadway Job Special Provision Template]

*[[media:134.2.2.2 2019.docx|Submittal to Professional Services Committee]]

*[https://epg.modot.org/forms/DE-DEForms/Suggested%20Revision%20to%20a%20CADD%20Standard.dot Suggested Revision to a CADD Standard]

*[https://epg.modot.org/forms/DE-DEForms/Test-Cultural%20Resource%20Assessment%20Letter.dot Test-Cultural Resource Assessment Letter]

*[https://epg.modot.org/forms/DE-DEForms/Traffic%20Signal%20Warrants,%20Form%20D22.dot Traffic Signal Warrants, Form D22]

*[https://epg.modot.org/forms/DE-DEForms/Utility%20Print%20Submittal%20Letter.dot Utility Print Submittal Letter]

*[https://epg.modot.org/forms/DE-DEForms/Utility%20Print%20Submittal%20letter_Revised%20Plans.dot Utility Print Submittal letter_Revised Plans]

*[[media:124 Work Day Study.docx|Work Day Study - 124]]

===[https://epg.modot.org/index.php?title=Category:134_Engineering_Professional_Services#134.1.3_Consultant_Qualification Engineering Professional Services]===

===Environmental and Cultural===
*[[media:127.14 Categorical Exclusion Determination 2021.docx|Categorical Exclusion Form]]

*[[media: 127.11 Farmland Conversion Impact Rating Corridor.pdf|Farmland Conversion Impact Rating (Corridor)]]

*[[media: 127.11 Farmland Conversion Impact Rating Site.pdf| Farmland Conversion Impact Rating (Site)]]

*[https://www6.modot.mo.gov/EnvironmentalRequest/Pages/Login.aspx Request for Environmental Services (RES) Form]

*[[media:127.1 Instructions 2021.pdf|Instructions for the RES Form]]

===Materials===

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Request%20for%20Asphalt%20Cement%20%25%20Grade.dot Request for Asphalt Cement % Grade]

*[https://epg.modot.org/forms/DE-Materials/Soil%20Info%20Request.dot Soil Info Request]

*[https://epg.modot.org/forms/DE-Materials/Soil%20Survey%20Request.dot Soil Survey Request]

===Photo===
*[https://epg.modot.org/forms/DE-Photo/Aerial%20Photography%20Requisition.dot Aerial Photography Requisition]

*[https://epg.modot.org/forms/DE-Photo/Microfilm-Print%20Billing%20Form.dot Microfilm-Print Billing Form]

*[https://epg.modot.org/forms/DE-Photo/Prints%20of%20Previous%20Photography%20Requistion.dot Prints of Previous Photography Requisition]

*[https://epg.modot.org/forms/DE-Photo/Request%20for%20Color%20Copies.dot Request for addition to flight program]

*[https://epg.modot.org/forms/DE-Photo/Request%20for%20addition%20to%20flight%20program.dot Request for Color Copies]

===Planning===
*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/ARAN%20Report%20Request.dot ARAN Report Request]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Conceptual%20Study%20Traffic%20Count%20Request.dot Conceptual Study Traffic Count Request]

*[https://epg.modot.org/forms/DE-Planning/Fis%20Formc.dot Fis Formc]

*[http://sp/sites/tp/sysanlysis/Traffic/Shared%20Documents/ExecutiveFiles/Road%20User%20Costs%20Request%20Form.pdf Road User Costs Request Form]

*[http://sp/sites/tp/sysanlysis/Traffic/Shared%20Documents/ExecutiveFiles/Traffic%20Forecast%20Request%20Form.pdf Traffic Forecast Request Form]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Turning%20Movement%20Traffic%20Count%20Request.dot Turning Movement Traffic Count Request]

===Public Involvement===
*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Public%20Hearing%20Statement%20Form.dot Public Hearing Statement Form]
*[https://epg.modot.org/forms/DE/Public%20Involvement/Sample%20Letter%20Advertising%20a%20Public%20Hearing.docx Sample Letter Advertising a Public Hearing]
*[https://epg.modot.org/forms/DE/Public%20Involvement/Sample%20Notice%204f.docx Sample Notice 4F]
*[https://epg.modot.org/forms/DE/Public%20Involvement/Sample%20Notice%20of%20Public%20Hearing.docx Sample Notice of Public Hearing]
*[https://epg.modot.org/forms/DE/Public%20Involvement/Sample_Opportunity_for_Public_Hearing.doc Sample Opportunity for a Public Hearing/Meeting Notice]
*[[media:129 Sample Public Involvement or Communication Plan.docx|Sample Public Involvement Plan or Communication Plan]]
*[https://epg.modot.org/forms/DE/Public%20Involvement/SampleRequestforApprovelofLocationorDesigntoStateDesignEngineer.docx Sample Request for Approval of Location and/or Design of Highways to State Design Engineer]
*[https://epg.modot.org/forms/DE/Public%20Involvement/SampleRequestforApprovelofLocationorDesigntotheCommission.docx Sample Request for Approval of Location to the Commission]
*[https://epg.modot.org/forms/DE/Public%20Involvement/SampleTranscript.pdf Sample Transcript]

===Right of Way===
*[https://epg.modot.org/forms/DE-ROW/Certification%20of%20Right%20of%20Way%20Plans%20for%20Condemnation%20Letter.dot Certification of Right of Way Plans for Condemnation Letter]

*[https://epg.modot.org/forms/DE-ROW/Preliminary%20Right%20of%20Way%20Estimate.dot Preliminary Right of Way Estimate]

*[https://epg.modot.org/forms/DE-ROW/Right%20of%20Way%20Approval%20(Amended_Plans)%20Condemnation%20Required.dot Right of Way Approval (Amended Plans) Condemnation Required]

*[https://epg.modot.org/forms/DE-ROW/Right%20of%20Way%20Plans%20Reviewed.dot Right of Way Plans Reviewed]

*[[media:236.13.15 2014 certification.docx|Certification Document]]

*[https://epg.modot.org/forms/DE%202017%20Forms/RW/RW%20Plans%20Approval%20-%20Letter%20of%20Certification.dot RW Plans Approval - Letter of Certification]

===Scoping===
*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Bridge%20Checklist.dot Bridge Checklist]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Construction%20and%20Materials%20Checklist.dot Construction and Materials Checklist]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/104.6_Design_Checklist_Apr_26,_2012.doc Design Checklist]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Project%20Scoping%20Memorandum.dot Draft Project Scoping Memorandum]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Environmental%20Checklist.dot Environmental Checklist]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/FHWA%20Checklist.dot FHWA Checklist]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Maintenance%20Checklist.dot Maintenance Checklist]

*[https://epg.modot.org/forms/DE-Scoping/Major%20Project%20Scope%20or%20Estimate%20Change.dot Major Project Scope or Estimate Change]
[[image:101 survey.jpg|right|150px]]

*[https://epg.modot.org/forms/DE-Scoping/Non-Major%20Project%20Scope%20or%20Estimate%20Change.dot Non-Major Project Scope or Estimate Change]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Planning%20Checklist.dot Planning Checklist]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/104.6_Design_Liaison_Checklist.doc Design Liaison Checklist]

*[[media: Project Estimate Quality Assurance Report.docx|Project Estimate Quality Assurance Report]]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/104.6_Project_Scoping_Checklist_Apr_26,_2012.doc Project Scoping Checklist]

*[https://epg.modot.org/forms/DE-Scoping/Project%20Scoping%20Memorandum.dot Project Scoping Memorandum]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Public%20Information%20and%20Outreach%20Checklist.dot Public Information and Outreach Checklist]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Railroad%20Checklist.dot Railroad Checklist]

*[https://epg.modot.org/forms/DE-Scoping/Right%20of%20Way%20Checklist.dot Right of Way Checklist]

*[http://sp/sites/de/Team/New%20folder/DE%20eProjects%20Forms/DE%20Liaison/Traffic%20Checklist.dot Traffic Checklist]

*[https://epg.modot.org/forms/DE-Scoping/Utilities%20Checklist.dot Utilities Checklist]

===Survey===
*[[media:747 Bridge Survey Location Request Dec 2019.docx|Bridge Survey Location Request]]

*[https://epg.modot.org/forms/DE-Survey/Center%20Line%20Staking%20-%20Letter%20to%20Property%20Owner.dot Center Line Staking - Letter to Property Owner]

*[https://epg.modot.org/forms/DE%202017%20Forms/CADD/Center%20Line%20Staking.dot Center Line Staking]

*[https://epg.modot.org/forms/DE-Survey/Permanent%20RW%20Marker%20Setting%20-%20letter%20to%20property%20owner.dot Permanent RW Marker Setting - letter to property owner]

*[https://epg.modot.org/forms/DE-Survey/Permanent%20RW%20Marker%20Settings.dot Permanent RW Marker Settings]

*[https://epg.modot.org/forms/DE%202017%20Forms/CADD/238.2.18.2_Plat_Review_Checklist.pdf Form 238.2.18.2 Plat Review Checklist]

*[https://epg.modot.org/forms/DE%202017%20Forms/CADD/Preliminary%20Surveying%20-%20letter%20to%20property%20owner%201.dot Preliminary Surveying - letter to property owner 1]

*[https://epg.modot.org/forms/DE%202017%20Forms/CADD/Preliminary%20Surveying%20-%20letter%20to%20property%20owner.dot Preliminary Surveying - letter to property owner]

*[https://epg.modot.org/forms/DE%202017%20Forms/CADD/Preliminary%20Surveying.dot Preliminary Surveying]

*[https://epg.modot.org/forms/DE%202017%20Forms/CADD/238.2.17_Professional_Land_Surveyor_2013.doc Professional Land Surveyor Description Review Form]

*[https://epg.modot.org/forms/DE-Survey/RW%20Marker%20Setting.dot RW Marker Setting]

*[https://epg.modot.org/forms/DE%202017%20Forms/CADD/Survey%20Request%20Form.dot Survey Request Form]

==External Civil Rights==

===DBE===
:*[https://epg.modot.org/forms/CM/CUF_Determination_Form.pdf Commercially Useful Function (CUF) Determination Form]

:*[https://www.modot.org/media/26953 DBE and Non-DBE Subcontractor Report Form]

:*[https://www.modot.org/media/245 DBE Contractor/Subcontractor Project Trucker and Equipment List]

:*[https://epg.modot.org/files/5/57/101_DBE_Identification_Submittal_Form.pdf DBE Identification Submittal Form]

:*[https://epg.modot.org/forms/CM/DBE_Substitution_Form.pdf DBE Substitution Form]

===OJT===
:*[https://www.modot.org/media/14124 OJT-1, Trainee Notification]

:*[https://www.modot.org/media/331 OJT-2, Contractor Monthly Trainee Report]

:*[https://www.modot.org/media/14125 OJT-3, Trainee Completion Report]

:*[https://www.modot.org/media/14126 OJT-4, Trainee Contact]

:*[https://www.modot.org/media/332 OJT-5, Trainee Discrimination Complaint]

:*[https://www.modot.org/media/12141 OJT-6, Training Summary]

===Workforce Diversity JSP===
:*[[media:101 Contractor's Monthly New Employee Report.pdf|Contractor's Monthly New Employee Report]]

:*[https://www.modot.org/media/12336 MoDOT Cumulative Workforce Hours Report (Workforce Monthly Report)]

:*[https://www.modot.org/sites/default/files/documents/WF-1_New_Hire_Notification.pdf New Hire Notification]

:*[[media:101 Sample Company Workforce Diversity Job Special Provision Action Plan.docx|Sample Company Workforce/Diversity Job Special Provision Action Plan]]

:*[https://www.modot.org/media/12337 Workforce Pre-Construction Diversity Plan Report]

==Financial Services==
*[[media:235 Agreements Checklist.doc|Agreements Checklist]]

==Highway Safety/Traffic==
*[[media:902.5.8.3.1 checklist.xlsx|Statewide Signal/Lighting/Flasher Preventive Maintenance Checklist]]

==Maintenance==
*[[media:127.29.9 FRCP.pdf|Facility Runoff Control Plans (FRCP)]]

*[http://sharepoint/systemdelivery/TR/mo/travinfoitsworkzonemanagment/workzones/Shared%20Documents/Inspections/WorkZone_Inspection-form%202014.pdf Work Zone Inspection Form]

===Chip Seal Forms===
*[http://wwwi/maintenance/Forms/App%20Adjust%20Form.pdf Application Adjustment Factor Form]
*[http://wwwi/maintenance/Forms/Traffic%20Eval%20Factor.pdf Traffic Evaluation Factor (TEF) for Asphalt Application Adjustment]

===Bridge Maintenance===
*[[media:101 Maintenance - blankinspreport.pdf|Blank Inspection Report]]
*[[media:101 Maintenance - bridgemaintenancerepairreport.xls|Bridge Maintenance Repair Report (Excel)]]
*[http://ghepg01/forms/BR/774_Cathodic_System_Evaluation.dotx Cathodic System Evaluation]
*[[media:101 Maintenance - CIF - Written form.dot|CIF (Critical Inspection Finding)]]
*[[media:101 Maintenance - Follow-up Action Required-Written form.doc|FAR (Follow-Up Action Required)]]
*[[media:101 Maintenance - maintmatlusage.xls|Maintenance Material Usage (Excel)]]
*[[media:101 Maintenance - Maintenance Recommendation Report.pdf|Maintenance Recommendation Report]]
*[[media:101 Maintenance - paintdatareportformblank.xls|Paint Data Report (Excel)]]
*[[media:101 Maintenance - Photo Log.xls|Photo Log Sheet (Excel)]]

===Snow & Ice Control===
*[[media:101 Maintenance - Snow and Ice Control Equipment Inventory.xls|Snow and Ice Control Equipment Inventory (Excel)]]
*[[media:101 Maintenance - Chemical Requirements.xls|Chemical Requirements (Excel)]]
*[[media:101 Maintenance - Salt Storage.xls|Salt Storage (Excel)]]

===Rest Areas===
*[[media:101 Maintenance - Rest Area Truck Parking.xls|Rest Area Truck Parking (Excel)]]
*[[media:101 Maintenance - REST AREA inspection_2005.doc|Rest Area Inspection]]

===Commuter Lots===
*[[media:101 Maintenance - Commuter Lot Inspection Form.xls|Commuter Lot Inspection (Excel)]]
*[[media:101 Maintenance - Commuter Lot Survey.pdf|Commuter Lot Survey]]

===Disasters===
*[[media:101 Maintenance - DDIR.xls|Detailed Damage Inspection Report (Excel)]]
*[[media:101 Maintenance - Non Federal Aid Route DDIR.xls|FEMA Detailed Damage Inspection Report (Excel)]]

===Performance Indicators===

===Pavement Management===

==Motor Carrier Services==
*[https://www.modot.org/HazWaste Hazardous Waste Transport Forms]

*[https://www.modot.org/HHGoods Household Goods Transport Forms, Tariff Information, ''Moving in Missouri'' brochure]

*[https://www.modot.org/IFTA International Fuel Tax Agreement Forms]

*[https://www.modot.org/IRP International Registration Plan Forms]

*[https://www.modot.org/MOPA Missouri Operating Authority Forms]

*[https://www.modot.org/OSOW Oversize Overweight Permitting Forms]

*[https://www.modot.org/SC Missouri Intrastate Skill Performance Evaluation for Medical Exemption Forms]

*[https://www.modot.org/WasteTire Waste Tire Transporter Forms]

==Planning==
*[https://epg.modot.org/forms/MCS/MCS%20MoDOT%20Letterhead.dot MTFC Letterhead]

==Right of Way==
*[https://epg.modot.org/forms/RW/RW%20Mortgage%20Analyzer.xlt RW Mortgage Analyzer (Excel)]
===General Information===
===Right of Way Organization and Personnel===
===Administration===

*[https://epg.modot.org/forms/RW/Chapter%203_Administration/RW%20Cost%20Estimate%20Form%203.3.3B.docx Acquisition Complete Cost Estimate Worksheet_(Form 3-3_3B)]

*[http://eprojects/Templates/RW/Chapter%203_Administration/Categorical%20Exclusion%20Review_Form%203-1_2.docx Categorical Exclusion Review_(Form 3-1_2)]

*[https://epg.modot.org/forms/RW/Chapter%203_Administration/RW%20Cost%20Estimate%20Worksheet%20Form%203.3.3A.docx Right of Way Cost Estimate Worksheet_(Form 3-3_3A)]

===Description Writing and Titles===

*[https://epg.modot.org/forms/RW/Chapter%204_Description%20Writing%20&%20Titles/Affidavit%20of%20Scriveners%20Error%20Form%204_6_4a.docx Affidavit of Scrivener's Error (Form 4-6.4a)]

===Property Management===

*[http://eprojects/Templates/RW/Chapter%205_Property%20Management/Real%20Estate%20Risk%20Assessment%20Form.pdf Real Estate Risk Assessment Form]

*[http://eprojects/Templates/RW/Chapter%205_Property%20Management/Realty%20Asset%20Sale%20Legal%20Opinion%20Memo.docx Realty Asset Sale Legal Opinion Memo]

*[https://epg.modot.org/forms/RW/Chapter%205_Property%20Management/Request%20for%20Excess%20Parcel%20Survey%20Form%20236.5.19a.docx Request for Excess Parcel Survey (Form 236.5.19a)]

===Appraisal and Appraisal Review===
===Negotiation===
===Relocation Assistance Program===

*[https://epg.modot.org/forms/RW/Chapter%208_Relocation/Advance%20Increased%20Interest%20Payment%20Agreement%20Form%20236.8.11.4.D.2.docx Advance Increased Interest Payment Agreement (Form 236.8.11.4(d)(2))]

*[https://epg.modot.org/forms/RW/Chapter%208_Relocation/Advance%20Replacement%20Housing%20and%20Increased%20Interest%20Pmt%20Agreement%20Form%20236.8.11.4.D.1.docx Advance Replacement Housing and Increased Interest Payment Agreement (Form 236.8.11.4(d)(1))]

*[https://epg.modot.org/forms/RW/Chapter%208_Relocation/Condemnation%20Agreement%20Residential%20Property%20Form%20236.8.9.3.E.1.docx Condemnation Agreement Residential Property (Form 236.8.9.3(e)(1))]

*[https://epg.modot.org/forms/RW/Chapter%208_Relocation/Relocation%20Report%20Form%20236.8.6.4.docx Relocation Report (Form 236.8.6.4)]

*[https://epg.modot.org/forms/RW/Chapter%208_Relocation/Relocatee%20Needs%20Questionnaire%20Form%20236.8.5.2.docx Relocatee Needs Questionnaire]

===Asbestos Abatement-Removal of Building Improvement===
===Right Of Way Condemnation===
===Mediation===
===Quality Assurance Reviews===
===Designing Right of Way Plans===
===Change in Route Status Report===
===Requests from Cities for Annexations===
===[[236.16 Outdoor Advertising#Failure to provide|Outdoor Advertising]]===

===Junkyards===

* [[media:236.17 Application for License to Maintain a Junkyard.docx|Application for License to Maintain a Junkyard]]

===Local Public Agency Land Acquisition===

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

File:Project Estimate Quality Assurance Report.docx

2022-01-12T15:46:18Z

Kleins1:

File:Preparing As-Built Plans 2019.pdf

2022-01-10T18:16:22Z

Kleins1: Kleins1 uploaded a new version of File:Preparing As-Built Plans 2019.pdf

Help Article

2022-01-07T19:22:23Z

Kleins1: /* FHWA Contacts */

{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="480px" align="right"
|-
|'''[http://sharepoint/sites/de/epg/Lists/EPGResponse/Item/newifs.aspx?List=8224cbb0%2D2570%2D419a%2Da4a0%2D4eb7416e97d3&RootFolder=&Web=c952a564%2D1467%2D40b5%2Da053%2D422131a2ca38 Engineering Policy Revision Request Form]'''
|-
|Form to Propose [[#Level 1 Approval|Level 1, 2 and 3 Revisions]] for the EPG and other MoDOT Standards
|}

The Engineering Policy Guide (EPG) contains MoDOT policy, procedure and guidance for the planning, design, construction and maintenance of roadway and related facilities. It also includes specific technical topics of right of way, bridge, traffic and materials. These articles are numbered to reflect as closely as possible the pay items and divisions from ''Missouri Standard Specifications for Highway Construction''.

The EPG is not a contract document and EPG articles are referenced as EPG XXX.X or "articles" - not "sections" - to avoid confusion with MoDOT specifications. Where a conflict exists between the EPG and a contract, the contract document rules. References and links to the ''Missouri Standard Specifications'' are given as "Sec XXX.XX" or "Section XXX.XX of the Standard Specifications." References and links to the ''Missouri Standard Plans for Highway Construction'' are "Standard Plan XXX.XX".

==Organization==

Articles are grouped into the specification book’s divisions (for example, the EPG articles in [[:Category:100 GENERAL|EPG 100 General]] mirror Division 100 specifications, articles in [[:Category:300 BASES|EPG 300 Bases]] mirror Division 300 specifications, etc.). Many articles have been subdivided into additional articles. For example, the reader may notice that [[903.6 Warning Signs|EPG 903.6 Warning Signs]] and other EPG 903 articles are listed at the bottom of [[:Category:903 Highway Signing|EPG 903 Highway Signing]].

While every effort has been made to base the article numbers on MoDOT pay items and specifications, not all articles in the EPG are reflected in the pay items and specifications. For example, many EPG “100 General” articles are important to the design and construction of roadway facilities but do not directly correspond to specific pay items. Some of these are:

* [[:category:121 Project Planning, Prioritization and STIP Commitments|EPG 121 Project Planning, Prioritization and STIP Commitments]]

* [[:Category:127 MoDOT and the Environment|EPG 127 MoDOT and the Environment]]

* [[:Category:130 Value Engineering|EPG 130 Value Engineering]]

* [[:Category:132 Safety|EPG 132 Safety]]

Similar examples are to be found in the EPG 200, EPG 300, etc. articles.

==How best to view the articles==

The articles are best viewed on your computer monitor with the following settings:

<center>''Click on any picture to view''</center>

{|align="center"
|-
|'''17-in. Monitors:'''||[[Image:Help Section Screen Resolution.GIF|175px|thumb|<center>'''1024 x 768 pixels screen area'''</center>]]||[[Image:Help Section Text Size.gif|175px|thumb|<center>'''Medium text size in wiki "View" settings'''</center>]]|| ||
|-
|'''Wide Screen Monitors:'''||[[image:Help, Resolution Wide Screen.jpg|180px|thumb|<center>'''1680 x 1050 pixels screen area'''</center>]]||[[image:Help, Text Size Wide Screen.jpg|180px|thumb|<center>'''Medium text size'''</center>]]||[[image:Help, EPG Text Size Wide Screen.jpg|180px|thumb|<center>'''Larger text size in wiki "View" settings'''</center>]]
||[[image:Help, View Zoom.jpg|180px|thumb|<Center>'''125% zoom in wiki "View" settings'''</center>]]
|}

==How to Easily Select and Print an Entire Article or a Portion of an Article==

:'''1)''' Highlight the selected article or portion of article
[[image:Help Article Print 1.jpg|center|600px]]

:'''2)''' Click “File”
[[image:Help Article Print 2.jpg|center|440px]]

:'''3)''' Click “Print Preview”
[[image:Help Article Print 3.jpg|center|400px]]

:'''4)''' Select “As selected on screen”
[[image:Help Article Print 4.jpg|center|630px]]

:'''5)''' Should your selection include a large table or figure that creates an undesirable appearance, you may want to click the “Shrink To Fit” tab and perhaps select “85%”.

:'''6)''' Print the selection.

[[image:Help Article Request Form title.jpg|right|350px]]

==EPG Approval Process==

Revisions to engineering policy are proposed using the [https://modotgov.sharepoint.com/sites/DE/Lists/EPGResponse/NewForm.aspx?ID=1 Engineering Policy Revision Request Form]. Revisions to forms used in the EPG are also proposed by using the Engineering Policy Revision Request Form.

'''Any other standard affected by a proposed EPG revision?'''

Provide electronic files of all the revisions to other MoDOT standards (other EPG articles, any Standard Plans, specifications, JSPs, etc.) impacted by the EPG proposal. Word files in revision mode are required for textual changes. Dgn files are preferred for Standard Plan revisions although a redlined hard copy showing the proposed changes is also acceptable.
[[image:Help Article Request Form Issue Name.jpg|right|350px]]
===Completing the Engineering Policy Revision Request Form===

Every submittal must document, along with the actual proposed textual revision to the EPG:

:'''Contact.''' The name of the sponsor from within the division proposing the revision is required. The contact is the person most knowledgeable or central to the proposal.

:'''Summarize.''' Provide the reason why the idea should be carried out (why it is necessary or its benefit). This justification may be critical in the decision to approve the proposal or not.

:'''Fiscal Impact.''' Provide a dollar estimate for the proposal’s costs or savings to MoDOT. Include necessary calculations (initial savings or life cycle savings, for example) or assertions to accurately convey the proposal’s financial impact. The fiscal impact must be a numeric dollar value.

:'''External Involvement.''' Provide a summary of efforts undertaken during the development of the item to engage affected industry groups and the FHWA. Provide specific examples of who was involved and how the involvement occurred. This is not applicable to every submittal, but is critical for the determination of the associated approval level for borderline items.

The Engineering Policy Revision Request Form also requires the '''date''', '''issue name''' and a '''listing of all affected publications'''. (For instance, should a proposal for EPG 606.1 also require revisions to Sec 606 and Std. Plan 606.30, the section and standard plan as well as their proposed revisions would be specified along with the proposed revisions to the EPG article.)

It is also optional to enter information about whether the proposal involves an '''Administrative Rule''' or '''LPA''' guidance, the submitter's '''tracking number''' (if any) and the submitter's '''desired effective letting date'''.

===After the proposed EPG revision is submitted===

Submittals are evaluated and processed on a quarterly schedule. Final decisions on proposed ballots are submitted to the Policy and Innovations Engineer for disposition. The Assistant Chief Engineer submits the final decision on Level 2 revisions and the Chief Engineer submits the final decision on Level 3 revisions. Proposed revisions will be categorized by the Policy and Innovations Engineer based on the following guidelines:
{|style="padding: 0.3em; margin-left:5px; border:2px solid #a9a9a9; font-size: 95%; background:#f5f5f5" width="485px" align="right"
|-style="background:#99ffff"
|align="center"|'''Tips on Text'''
|-
|While Engineering Policy Services edits all submittals, a few grammatical guidelines for the EPG include:
|-
|'''Assure/Ensure/Insure:''' The word “assure” is a personal guarantee based on reputation. “Ensure” is used when the party is to make certain of something or to be careful. “Insure” refers to actions protected by insurance, and indicates that money is involved.
|-
|'''Dimensions:''' Typically use “high”, “wide” and “long” instead of “in height”, “in width” and “in length”.
|-
|'''Farther/Further:''' Use “farther” to express a physical distance, such as 10 miles farther, and “further” for a non-physical dimension, such as further thought.
|-
|'''Fewer/less:''' Use “few” or “fewer” for something comprised of a small number of countable components (such as fewer dollars, fewer gallons of water, etc.). Use “less” for amounts that are not being counted (less money, less water, etc.).
|-
|'''Gender:''' Minimize the use of “he/she”, “he and she” and “she or he”.
|-
|'''High/Tall:''' Use “high” to express a lofty position, such as the clouds are high. Use “tall” to express a great vertical dimension, such as the tall post.
|-
|'''Until:''' Do not use "til".
|}

<div id="Level 1 Approval"></div>
'''Level 1 Approval.''' If, upon submittal in the Engineering Policy Revision Request Form, a proposed revision is determined to be a routine technical matter, an errata correction or a clarification, it can be approved by the Policy and Innovations Engineer without comment from the district engineers, the division engineers or the Chief Engineer. The EPG will be revised as necessary.

'''Level 2 Approval.''' If, upon submittal in the Engineering Policy Revision Request Form, a proposed revision is determined to be a moderate technical change, if it requires specific expertise (e.g. structural design, etc.) or if it impacts more than one division, the proposal is processed as a Level 2 Ballot item. The District Engineers and Division Directors/Engineers are provided 10 business days to provide their comments to the Assistant Chief Engineer who will consider the idea before providing a decision to the Policy and Innovations Engineer. The Federal Highway Administration is given 10 working days to provide comment or concurrence with the Policy and Innovations Engineer. Upon approval any associated documents and the EPG will be revised as necessary.

'''Level 3 Approval.''' If, upon submittal in the Engineering Policy Revision Request Form, a proposed revision is determined to be a complex technical change, contentious, has high cost or impacts MoDOT's external conduct of business, the proposal is processed as a Level 3 Ballot item. The District Engineers and select Division Directors/Engineers are provided 10 business days to provide their comments to the Chief Engineer who will consider the idea before providing their decision to the Policy and Innovations Engineer. The Federal Highway Administration is provided 10 business days to provide comment or concur with the proposal. Upon approval, any associated documents and the EPG will be revised as necessary.

Changes to the Standard Specification, Standard Drawings, Pay Items and significant changes to JSPs are documented by [https://spexternal.modot.mo.gov/sites/de/DSL/Forms/ByYear.aspx Design Standards Letters] and posted both internally and externally.

===EPG Ballot Cycles===
<font size : 20%><font color = "white">.</font color = "white">
{|style="padding: 0.3em; margin-right:20px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="965x" align="center"
|-
!style="background:#99efff" colspan="5"| 2022 Engineering Policy Services Ballot Schedule
|-
!style="background:#99ffff" width="250"| Engineering Policy Revision Requests Due to CO Engineering Policy Services !!style="background:#99ffff" width="180"| Ballot Items Due to Asst. Chief Engineer !!style="background:#99ffff" width="190"| Ballot Items Due to FHWA !!style="background:#99ffff"|Publish Revisions !!style="background:#99ffff"|Effective Date
|-
|June 21, 2021 ||June 25, 2021 ||June 25, 2021 ||July 19, 2021 ||October 1, 2021
|-
|style="background:#FFFFFF"|September 17, 2021 ||style="background:#FFFFFF"|September 24, 2021 ||style="background:#FFFFFF"|September 24, 2021 ||style="background:#FFFFFF"|October 18, 2021 ||style="background:#FFFFFF"|January 1, 2022
|-
|December 17, 2021 ||December 24, 2021 ||December 24, 2021 ||January 18, 2022 ||April 1, 2022
|-
|style="background:#FFFFFF"|March 18, 2022 ||style="background:#FFFFFF"|March 25, 2022 ||style="background:#FFFFFF"|March 25, 2022 ||style="background:#FFFFFF"|April 18, 2022 ||style="background:#FFFFFF"|July 1, 2022
|-
|June 17, 2022 ||June 24, 2022 ||June 24, 2022 ||July 18, 2022 ||October 1, 2022
|-
|style="background:#FFFFFF"|September 16, 2022 ||style="background:#FFFFFF"|September 23, 2022 ||style="background:#FFFFFF"|September 23, 2022 ||style="background:#FFFFFF"|October 17, 2022 ||style="background:#FFFFFF"|January 1, 2023

|}

==Division Contacts==
Since the divisions provide authoritative input, consulting with their liaisons or contacts may provide the help you require or receive your input. Below is a listing of divisional personnel with whom the Engineering Policy staff works and who may be helpful to you:

::'''''Bridge:''''' Darren Kemna

::'''''Chief Counsel's Office:''''' Terri Parker

::'''''Construction and Materials:'''''

:::Chemical Laboratory: Todd Bennett

:::Construction Engineering: Dennis Brucks, Randy Hitt, John Donahue

:::Geotechnical Engineering: Lydia Brownell

:::Physical Laboratory: Brett Trautman

::'''''Design:''''' Shelie Daniel, Tim Schroeder, Dave Simmons. Randall Glaser

:::Bid & Contract Services: Danica Stovall-Taylor

:::CADD Services: Steve Atkinson

:::Environmental Compliance: Melissa Scheperle

:::Historic Preservation: Mike Meinkoth

:::LPA: Laura Ellen

:::Right of Way: Mendy Sundermeyer, Greg Wood

::'''''Highway Safety & Traffic:''''' Lisa Vieth

:::Safety Engineering: Ray Shank

:::Signals: Ashley Buechter, Lisa Vieth

:::Signs: Tom Honich, Cayci Reinkemeyer

:::Work Zones: Dan Smith

::'''''Maintenance:''''' Paul Denkler

::'''''Multimodal:''''' Michelle Kratzer

:::Aviation: Amy Ludwig

:::Freight & Waterways: Cheryl Ball

:::Railroads: Troy Hughes

:::Transit: Joni Roeseler

::'''''Planning:''''' Eric Curtit

==FHWA Contacts==
Below is a listing of FHWA personnel with whom the Engineering Policy staff works and who may be helpful to you:

::'''''ADA:''''' Lauren Paulwell

::'''''Bridge:''''' Scott Stotlemeyer

::'''''Construction and Materials:''''' Dawn Perkins

::'''''Design:''''' Brian Nevins, Kevin Irving (KC & NW), Felix Gonzalez (SL), Julie Stotlemeyer (NE & SE), Charles Pursley (CD & SW)

::'''''Environmental:''''' Tymli Frierson and Taylor Peters

::'''''Pavements:''''' Mike McGee

::'''''Right of Way:''''' Michael Latuszek

::'''''Safety and Traffic Control:''''' John Miller

::'''''Transportation and Planning:''''' Brad McMahon and Steven Minor

Help Article

2022-01-07T19:20:10Z

Kleins1: /* Division Contacts */

{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="480px" align="right"
|-
|'''[http://sharepoint/sites/de/epg/Lists/EPGResponse/Item/newifs.aspx?List=8224cbb0%2D2570%2D419a%2Da4a0%2D4eb7416e97d3&RootFolder=&Web=c952a564%2D1467%2D40b5%2Da053%2D422131a2ca38 Engineering Policy Revision Request Form]'''
|-
|Form to Propose [[#Level 1 Approval|Level 1, 2 and 3 Revisions]] for the EPG and other MoDOT Standards
|}

The Engineering Policy Guide (EPG) contains MoDOT policy, procedure and guidance for the planning, design, construction and maintenance of roadway and related facilities. It also includes specific technical topics of right of way, bridge, traffic and materials. These articles are numbered to reflect as closely as possible the pay items and divisions from ''Missouri Standard Specifications for Highway Construction''.

The EPG is not a contract document and EPG articles are referenced as EPG XXX.X or "articles" - not "sections" - to avoid confusion with MoDOT specifications. Where a conflict exists between the EPG and a contract, the contract document rules. References and links to the ''Missouri Standard Specifications'' are given as "Sec XXX.XX" or "Section XXX.XX of the Standard Specifications." References and links to the ''Missouri Standard Plans for Highway Construction'' are "Standard Plan XXX.XX".

==Organization==

Articles are grouped into the specification book’s divisions (for example, the EPG articles in [[:Category:100 GENERAL|EPG 100 General]] mirror Division 100 specifications, articles in [[:Category:300 BASES|EPG 300 Bases]] mirror Division 300 specifications, etc.). Many articles have been subdivided into additional articles. For example, the reader may notice that [[903.6 Warning Signs|EPG 903.6 Warning Signs]] and other EPG 903 articles are listed at the bottom of [[:Category:903 Highway Signing|EPG 903 Highway Signing]].

While every effort has been made to base the article numbers on MoDOT pay items and specifications, not all articles in the EPG are reflected in the pay items and specifications. For example, many EPG “100 General” articles are important to the design and construction of roadway facilities but do not directly correspond to specific pay items. Some of these are:

* [[:category:121 Project Planning, Prioritization and STIP Commitments|EPG 121 Project Planning, Prioritization and STIP Commitments]]

* [[:Category:127 MoDOT and the Environment|EPG 127 MoDOT and the Environment]]

* [[:Category:130 Value Engineering|EPG 130 Value Engineering]]

* [[:Category:132 Safety|EPG 132 Safety]]

Similar examples are to be found in the EPG 200, EPG 300, etc. articles.

==How best to view the articles==

The articles are best viewed on your computer monitor with the following settings:

<center>''Click on any picture to view''</center>

{|align="center"
|-
|'''17-in. Monitors:'''||[[Image:Help Section Screen Resolution.GIF|175px|thumb|<center>'''1024 x 768 pixels screen area'''</center>]]||[[Image:Help Section Text Size.gif|175px|thumb|<center>'''Medium text size in wiki "View" settings'''</center>]]|| ||
|-
|'''Wide Screen Monitors:'''||[[image:Help, Resolution Wide Screen.jpg|180px|thumb|<center>'''1680 x 1050 pixels screen area'''</center>]]||[[image:Help, Text Size Wide Screen.jpg|180px|thumb|<center>'''Medium text size'''</center>]]||[[image:Help, EPG Text Size Wide Screen.jpg|180px|thumb|<center>'''Larger text size in wiki "View" settings'''</center>]]
||[[image:Help, View Zoom.jpg|180px|thumb|<Center>'''125% zoom in wiki "View" settings'''</center>]]
|}

==How to Easily Select and Print an Entire Article or a Portion of an Article==

:'''1)''' Highlight the selected article or portion of article
[[image:Help Article Print 1.jpg|center|600px]]

:'''2)''' Click “File”
[[image:Help Article Print 2.jpg|center|440px]]

:'''3)''' Click “Print Preview”
[[image:Help Article Print 3.jpg|center|400px]]

:'''4)''' Select “As selected on screen”
[[image:Help Article Print 4.jpg|center|630px]]

:'''5)''' Should your selection include a large table or figure that creates an undesirable appearance, you may want to click the “Shrink To Fit” tab and perhaps select “85%”.

:'''6)''' Print the selection.

[[image:Help Article Request Form title.jpg|right|350px]]

==EPG Approval Process==

Revisions to engineering policy are proposed using the [https://modotgov.sharepoint.com/sites/DE/Lists/EPGResponse/NewForm.aspx?ID=1 Engineering Policy Revision Request Form]. Revisions to forms used in the EPG are also proposed by using the Engineering Policy Revision Request Form.

'''Any other standard affected by a proposed EPG revision?'''

Provide electronic files of all the revisions to other MoDOT standards (other EPG articles, any Standard Plans, specifications, JSPs, etc.) impacted by the EPG proposal. Word files in revision mode are required for textual changes. Dgn files are preferred for Standard Plan revisions although a redlined hard copy showing the proposed changes is also acceptable.
[[image:Help Article Request Form Issue Name.jpg|right|350px]]
===Completing the Engineering Policy Revision Request Form===

Every submittal must document, along with the actual proposed textual revision to the EPG:

:'''Contact.''' The name of the sponsor from within the division proposing the revision is required. The contact is the person most knowledgeable or central to the proposal.

:'''Summarize.''' Provide the reason why the idea should be carried out (why it is necessary or its benefit). This justification may be critical in the decision to approve the proposal or not.

:'''Fiscal Impact.''' Provide a dollar estimate for the proposal’s costs or savings to MoDOT. Include necessary calculations (initial savings or life cycle savings, for example) or assertions to accurately convey the proposal’s financial impact. The fiscal impact must be a numeric dollar value.

:'''External Involvement.''' Provide a summary of efforts undertaken during the development of the item to engage affected industry groups and the FHWA. Provide specific examples of who was involved and how the involvement occurred. This is not applicable to every submittal, but is critical for the determination of the associated approval level for borderline items.

The Engineering Policy Revision Request Form also requires the '''date''', '''issue name''' and a '''listing of all affected publications'''. (For instance, should a proposal for EPG 606.1 also require revisions to Sec 606 and Std. Plan 606.30, the section and standard plan as well as their proposed revisions would be specified along with the proposed revisions to the EPG article.)

It is also optional to enter information about whether the proposal involves an '''Administrative Rule''' or '''LPA''' guidance, the submitter's '''tracking number''' (if any) and the submitter's '''desired effective letting date'''.

===After the proposed EPG revision is submitted===

Submittals are evaluated and processed on a quarterly schedule. Final decisions on proposed ballots are submitted to the Policy and Innovations Engineer for disposition. The Assistant Chief Engineer submits the final decision on Level 2 revisions and the Chief Engineer submits the final decision on Level 3 revisions. Proposed revisions will be categorized by the Policy and Innovations Engineer based on the following guidelines:
{|style="padding: 0.3em; margin-left:5px; border:2px solid #a9a9a9; font-size: 95%; background:#f5f5f5" width="485px" align="right"
|-style="background:#99ffff"
|align="center"|'''Tips on Text'''
|-
|While Engineering Policy Services edits all submittals, a few grammatical guidelines for the EPG include:
|-
|'''Assure/Ensure/Insure:''' The word “assure” is a personal guarantee based on reputation. “Ensure” is used when the party is to make certain of something or to be careful. “Insure” refers to actions protected by insurance, and indicates that money is involved.
|-
|'''Dimensions:''' Typically use “high”, “wide” and “long” instead of “in height”, “in width” and “in length”.
|-
|'''Farther/Further:''' Use “farther” to express a physical distance, such as 10 miles farther, and “further” for a non-physical dimension, such as further thought.
|-
|'''Fewer/less:''' Use “few” or “fewer” for something comprised of a small number of countable components (such as fewer dollars, fewer gallons of water, etc.). Use “less” for amounts that are not being counted (less money, less water, etc.).
|-
|'''Gender:''' Minimize the use of “he/she”, “he and she” and “she or he”.
|-
|'''High/Tall:''' Use “high” to express a lofty position, such as the clouds are high. Use “tall” to express a great vertical dimension, such as the tall post.
|-
|'''Until:''' Do not use "til".
|}

<div id="Level 1 Approval"></div>
'''Level 1 Approval.''' If, upon submittal in the Engineering Policy Revision Request Form, a proposed revision is determined to be a routine technical matter, an errata correction or a clarification, it can be approved by the Policy and Innovations Engineer without comment from the district engineers, the division engineers or the Chief Engineer. The EPG will be revised as necessary.

'''Level 2 Approval.''' If, upon submittal in the Engineering Policy Revision Request Form, a proposed revision is determined to be a moderate technical change, if it requires specific expertise (e.g. structural design, etc.) or if it impacts more than one division, the proposal is processed as a Level 2 Ballot item. The District Engineers and Division Directors/Engineers are provided 10 business days to provide their comments to the Assistant Chief Engineer who will consider the idea before providing a decision to the Policy and Innovations Engineer. The Federal Highway Administration is given 10 working days to provide comment or concurrence with the Policy and Innovations Engineer. Upon approval any associated documents and the EPG will be revised as necessary.

'''Level 3 Approval.''' If, upon submittal in the Engineering Policy Revision Request Form, a proposed revision is determined to be a complex technical change, contentious, has high cost or impacts MoDOT's external conduct of business, the proposal is processed as a Level 3 Ballot item. The District Engineers and select Division Directors/Engineers are provided 10 business days to provide their comments to the Chief Engineer who will consider the idea before providing their decision to the Policy and Innovations Engineer. The Federal Highway Administration is provided 10 business days to provide comment or concur with the proposal. Upon approval, any associated documents and the EPG will be revised as necessary.

Changes to the Standard Specification, Standard Drawings, Pay Items and significant changes to JSPs are documented by [https://spexternal.modot.mo.gov/sites/de/DSL/Forms/ByYear.aspx Design Standards Letters] and posted both internally and externally.

===EPG Ballot Cycles===
<font size : 20%><font color = "white">.</font color = "white">
{|style="padding: 0.3em; margin-right:20px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="965x" align="center"
|-
!style="background:#99efff" colspan="5"| 2022 Engineering Policy Services Ballot Schedule
|-
!style="background:#99ffff" width="250"| Engineering Policy Revision Requests Due to CO Engineering Policy Services !!style="background:#99ffff" width="180"| Ballot Items Due to Asst. Chief Engineer !!style="background:#99ffff" width="190"| Ballot Items Due to FHWA !!style="background:#99ffff"|Publish Revisions !!style="background:#99ffff"|Effective Date
|-
|June 21, 2021 ||June 25, 2021 ||June 25, 2021 ||July 19, 2021 ||October 1, 2021
|-
|style="background:#FFFFFF"|September 17, 2021 ||style="background:#FFFFFF"|September 24, 2021 ||style="background:#FFFFFF"|September 24, 2021 ||style="background:#FFFFFF"|October 18, 2021 ||style="background:#FFFFFF"|January 1, 2022
|-
|December 17, 2021 ||December 24, 2021 ||December 24, 2021 ||January 18, 2022 ||April 1, 2022
|-
|style="background:#FFFFFF"|March 18, 2022 ||style="background:#FFFFFF"|March 25, 2022 ||style="background:#FFFFFF"|March 25, 2022 ||style="background:#FFFFFF"|April 18, 2022 ||style="background:#FFFFFF"|July 1, 2022
|-
|June 17, 2022 ||June 24, 2022 ||June 24, 2022 ||July 18, 2022 ||October 1, 2022
|-
|style="background:#FFFFFF"|September 16, 2022 ||style="background:#FFFFFF"|September 23, 2022 ||style="background:#FFFFFF"|September 23, 2022 ||style="background:#FFFFFF"|October 17, 2022 ||style="background:#FFFFFF"|January 1, 2023

|}

==Division Contacts==
Since the divisions provide authoritative input, consulting with their liaisons or contacts may provide the help you require or receive your input. Below is a listing of divisional personnel with whom the Engineering Policy staff works and who may be helpful to you:

::'''''Bridge:''''' Darren Kemna

::'''''Chief Counsel's Office:''''' Terri Parker

::'''''Construction and Materials:'''''

:::Chemical Laboratory: Todd Bennett

:::Construction Engineering: Dennis Brucks, Randy Hitt, John Donahue

:::Geotechnical Engineering: Lydia Brownell

:::Physical Laboratory: Brett Trautman

::'''''Design:''''' Shelie Daniel, Tim Schroeder, Dave Simmons. Randall Glaser

:::Bid & Contract Services: Danica Stovall-Taylor

:::CADD Services: Steve Atkinson

:::Environmental Compliance: Melissa Scheperle

:::Historic Preservation: Mike Meinkoth

:::LPA: Laura Ellen

:::Right of Way: Mendy Sundermeyer, Greg Wood

::'''''Highway Safety & Traffic:''''' Lisa Vieth

:::Safety Engineering: Ray Shank

:::Signals: Ashley Buechter, Lisa Vieth

:::Signs: Tom Honich, Cayci Reinkemeyer

:::Work Zones: Dan Smith

::'''''Maintenance:''''' Paul Denkler

::'''''Multimodal:''''' Michelle Kratzer

:::Aviation: Amy Ludwig

:::Freight & Waterways: Cheryl Ball

:::Railroads: Troy Hughes

:::Transit: Joni Roeseler

::'''''Planning:''''' Eric Curtit

==FHWA Contacts==
Below is a listing of FHWA personnel with whom the Engineering Policy staff works and who may be helpful to you:

::'''''ADA:''''' Lauren Paulwell

::'''''Bridge:''''' Scott Stotlemeyer

::'''''Construction and Materials:''''' Dawn Perkins

::'''''Design:''''' Brian Nevins, Kevin Irving (KC & NW), Felix Gonzalez (NE & SE), Dawn Perkins (SL), Charles Pursley (CD & SW)

::'''''Environmental:''''' Raegan Ball and Taylor Peters

::'''''Pavements:''''' Mike McGee

::'''''Right of Way:''''' Michael Latuszek

::'''''Safety and Traffic Control:''''' John Miller

::'''''Transportation and Planning:''''' Brad McMahon and Steven Minor

Main Page

2021-12-28T21:48:18Z

Kleins1:

{|
|colspan="3" width=1030px| [[Image:EPG 2013b.jpg|1020px|center]]
|-
|colspan="3"| [[image:Main Page Mission.jpg|1020px|center]]
|-
|colspan="3"| [[image:Main Page Welcome.jpg|1020px|center]]
|-
|style="background:#F8F8FF" colspan="1" rowspan="1" width=830px|MoDOT’s three pillars of “Safety, Service and Stability” steer our leadership and employees. Our commitment to safety includes keeping both customers and ourselves safe. Our service includes providing outstanding customer service, delivering transportation solutions of great value and using resources wisely. Keeping roads and bridges in good condition, operating a reliable and convenient transportation system, and advancing Missouri’s economic development reflect our commitment to stability.<br/>Innovative concepts, such as [[:Category:143 Practical Design|Practical Design]] and [[:Category:139 Design - Build|design-build]], are used to deliver our commitments. These and other forward-thinking concepts shape the content of the ENGINEERING POLICY GUIDE (EPG). This document provides a single reference for all engineering and engineering-related [http://sharepoint/systemdelivery/br/pages/default.aspx Bridge], [http://sharepoint/systemdelivery/cm/Pages/default.aspx Construction], [http://sharepoint/sites/de/Pages/default.aspx Design], [http://sharepoint/systemdelivery/tr/Pages/default.aspx Highway Safety & Traffic], [http://sharepoint/systemdelivery/mt/default.aspx Maintenance], [http://sp/sites/tp/Pages/default.aspx Planning] and [http://sharepoint/sites/de/RealEstate/SitePages/Home.aspx Right of Way] guidance.|| valign="center" style="border: 7px solid #A9A9A9" align="right" width=150px| '''<Big><center>[[media:MASH Implementation.pdf|MoDOT's MASH<br/>Implementation<br/>Information]]</center> </Big>'''
|-
|colspan="3" background:white|
|-
|style="border:3px solid #a9a9a9; text-align:center; font-size: 100%; background:#74BAAC" width="830px" align="center" rowspan="1"|'''<Big><font color = "white"><i>Useful information on how to search for info in the EPG: [[media:Searching the Engineering Policy Guide.docx|Searching the Engineering Policy Guide]]<font color = "white">.<br/>'''<font color = "white">'''<i>Want help on how to update your EPG guidance?  It is available at [[:Help Article#EPG Approval Process|EPG Approval Process]].'''</i></font color="white">'''</i></font color="white"><br/>'''<font color = "white"><i>'''[http://www.modot.org/business/standards_and_specs/highwayspecs.htm The Electronic MoDOT Spec Book for Mobile Devices] is now available. You may also [https://www6.modot.mo.gov/eMoDOTWeb/jsp/signon/signon.jsp sign up for E-Update notices]. To receive notices regarding Engineering Policy Revisions, select "Engineering Policy" then mark the appropriate subjects of interest. '''</i></font color="white"></Big>||rowspan="1" valign="center" width="180px" cellspacing="3" cellpadding="3" style="border: 9px solid #DCEDEA; background:#f5f5f5" align="center" rowspan="1"|'''<big><font color="white"><i>[[Recent Policy Changes in the EPG|RECENT POLICY CHANGES<br/>IN THE EPG]]</i></font color="white"></big>'''
|}

{|style="border: 7px solid #A9A9A9"; text-align:center; font-size: 100%; width="1040px"
|-
|align="center"|'''The Engineering Policy Guide is maintained via the use of MS Edge. For optimal viewing quality, please choose MS Edge for your browser.'''
|}

{|style="padding: 0.3em; margin-left:0px; border:2px solid #a9a9a9; text-align:center; font-size: 130%; background:#f5f5f5" width="1040px"|}
|'''Information for Digitally Signing Documents'''
|-
|style="text-align: left; font-size: 90%;"|
There are several documents (internal and external) that can be signed with digital signatures through PDF editing software. ONLY PDF DOCUMENTS CAN BE DIGITIALLY SIGNED. First you must set up your digital signature ID:

- If you are an Adobe Pro/Reader user, please see the Quick Reference Guide (QRG) [http://epg.modot.mo.gov/forms/CM/Digital_Signature_for_Adobe_Reader_DC_or_Pro_DC.docx Digital signature for Adobe Reader DC or Pro DC] to set up your digital signature ID. If you are not including an image of your signature, you can skip Section 1 regarding capturing your signature image; go to Section 2 to set up your Adobe digital signature ID. Unless you work in Construction and Materials, skip Section 3 as well. Page 7 of these instructions will also look a little different due to software updates. The Sign Document window will most likely be Sign With a Digital ID; click on Continue. If you are including an image of your signature you will have to click on Create and follow the steps (also follow the directions in Section 1 for capturing your signature image). Otherwise you will enter your password and click on Sign.

- If you are a Bluebeam Revu user, please see [[media:Creating Digital IDs in Bluebeam Revu(2019).pdf|Creating Digital IDs in Bluebeam Revu]] to set up your digital signature ID.

The following documents may be signed with the digital signatures methods above:
:::*Professional Services Committee (PSC) Letters/Approvals
:::*Design Exceptions
:::*Letters to external partners
:::*Expense Reports.

If you are not sure if a document can be digitally signed, please reach out to your Assistant District/Division Engineers for guidance.

This information will be updated as needed. Please check back often.

'''Other helpful documents and tips:'''
:::*[[media:Digital Signatures for Design Documents.pdf|Digital Signatures for Design Documents]] - this does not work with most Adobe Reader versions (contributed by Christopher Kelly, TPM in SL District).
:::*See E-Construction general provision in the most recent version of the [http://www.modot.org/media/26947 General Provisions and Supplemental Specifications] for additional digital signature information (suggested by Christopher Crocker, TPD in SE District).
:::*[[media:Digitally Signing Preliminary Plans in ProjectWise.pdf|Digitally Signing Preliminary Plans in ProjectWise]] - this does not work with all versions of Adobe Acrobat Pro/DC (contributed by Don Saiko, TPM/Stacy Reese, ADE in SW District).
|-
|-
|}

{|style="padding: 0.3em; margin-left:0px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#white" width="1040px"|}
|align="left"|The design concepts and criteria within the Engineering Policy Guide (EPG) are intended for use when designing new construction projects on new locations or designing reconstruction projects on existing locations. Projects on existing roadways call for a flexible, practical, and performance-based approach to design. The EPG encourages flexible and practical design, which emphasizes the role of the planning and design teams in determining appropriate design dimensions based on project-specific conditions and existing and future roadway performance, more than on meeting specific nominal design criteria. Although new design values and concepts may be presented throughout the EPG, this does not imply that existing roadways are unsafe, nor does it mandate the initiation of projects to improve existing roadways. While the EPG does include nearly all engineering related aspects of roadway design and maintenance it is not all encompassing. The use of properly equipped and maintained vehicles, operated by a capable user, is also pertinent to the safe and efficient operation of a transportation facility.
|-
|-

147.3 Job Order Contracting (JOC)

2021-12-15T20:56:42Z

Kleins1:

[[image:148.jpg|right|300px]]
MoDOT uses a contracting process called Job Order Contracting (JOC). This contracting process allows MoDOT to award fixed price construction contracts with indefinite delivery and indefinite quantity (ID/IQ) at individual work locations within the project limits. ID/IQ is governed by FHWA through 23 CFR 635 Subpart F. JOCs are typically used for on-call maintenance repair contracts, including asphalt and concrete pavement repair, guardrail and guard cable repair, bridge repair and fence repair. JOCs can be used for other construction contracts. All non-standard JOCs (see [[#JOC JSPs|list of standard JOCs and links]] in box below) shall be reviewed by CO Design for compliance and federal reimbursement eligibility, prior to PS&E submittal.

The JOC bid proposal must specify the minimum and maximum program budget to be awarded during a specified contract term. MoDOT is not bound, however, to issue a minimum or maximum number of job orders during the contract term. It is MoDOT’s overall intent though to meet the anticipated maximum budget specified in the contract.

JOCs shall have a Disadvantaged Business and Enterprise (DBE) goal set by MoDOT’s External Civil Rights. See [[:Category:146 Disadvantaged Business Enterprise (DBE)|EPG 146]] for additional information.

All JOCs shall be reviewed for NEPA compliance. A Request for Environmental Services (RES) shall be submitted to the Environmental Section at the appropriate project development stage. See [[:127.1_Request_for_Environmental_Services|EPG 127.1]] for additional information.

<div id="JOC JSPs"></div>
{|border="4" align="right" style="margin-left:10px"
|-
|style="background:#BEBEBE" align="center" width=260px|'''Standard Job Order Contracting JSPs'''
|-
|style="background:#BEBEBE" align="center" | [https://spexternal.modot.mo.gov/sites/de/JSP/JOC_GUARDRAIL_2021.docx Guardrail]
|-
|style="background:#BEBEBE" align="center" | [https://spexternal.modot.mo.gov/sites/de/JSP/JOC_GUARD_CABLE_2021.doc Guard Cable]
|-
|style="background:#BEBEBE" align="center" | [https://spexternal.modot.mo.gov/sites/de/JSP/JOC_FENCE_2021.doc Fence]
|-
|style="background:#BEBEBE" align="center" | [https://spexternal.modot.mo.gov/sites/de/JSP/JOC_CONCRETE_2021.doc Concrete Pavement Repair]
|-
|style="background:#BEBEBE" align="center" | [https://spexternal.modot.mo.gov/sites/de/JSP/JOC_BRIDGE_2021.docx Bridge]
|-
|style="background:#BEBEBE" align="center" | [https://spexternal.modot.mo.gov/sites/de/JSP/JOC_ASPHALT_2021.docx Asphalt Pavement Repair]
|-
| style="background:#BEBEBE" align="center" width=260px|Contact Design Liaison for additional guidance.
|}

==147.3.1 Fixed Unit Price List and Non-Fixed Cost Items ==

'''Fixed Unit Price List.''' A fixed unit price list containing unit prices for the various items of work for each job order is included in the JOC bid proposal. Fixed unit prices are for complete and in-place construction, including all labor, equipment and material required to complete the construction task. All labor, material, equipment and work required by a specification shall be considered part of the fixed unit price, unless otherwise stated elsewhere in the contract.

'''Non-Fixed Cost Items.''' These are items of work for which a description and fixed cost is not set forth in the pay item list. Payment for non-fixed cost pay items will be determined in accordance with Sec 109.4.2, 109.4.3, or 109.4.4. Non-fixed cost pay items will be paid using an Adjustment Factor of 1.000. The approval level for non-fixed cost pay items shall be as indicated in EPG 109.12 Change Orders except that the Budgeted Amount shall not be exceeded without approval from the Chief Engineer.

==147.3.2 Adjustment Factors==

The contractor will bid different Adjustment Factors:
*Normal Work Adjustment Factor - work conducted from 6:00 a.m. to 7:30 p.m. Monday through Friday
*Nighttime Work Adjustment Factor (when applicable) - work conducted from 7:30 p.m. to 6:00 a.m. Monday through Thursday
Adjustment factors include business and construction related costs as defined below. It is the responsibility of the contractor to verify the fixed unit prices provided in the contract and to modify their bid for the adjustment factors accordingly.

'''Business Costs.''' Business related costs consist of profit, overhead costs, subcontractor profit and overhead, taxes, finance costs, and other costs including but not limited to;

:a. insurance, bonds and indemnification
:b. project meetings, training, management and supervision
:c. project office staff and equipment
:d. employee or subcontractor wage rates that exceed prevailing wages
:e. fringe benefits, payroll taxes, worker’s compensation, insurance costs and any other payment mandated by law in connection with labor that exceeds the labor rate allowances.
:f. business risks such as the risk of low than expected volumes of work, smaller than anticipated job orders, poor subcontractor performance, and inflation or material cost fluctuations.

'''Construction Costs.''' Construction related costs include but are not limited to;

:a. personnel safety equipment
:b. security requirements
:c. excess material waste
:d. daily and final clean-up
:e. costs resulting from inadequate supply of materials, fuel, electricity, or skilled labor
:f. costs resulting from productivity loss
:g. working in extreme and adverse weather conditions
:h. any other discreet items of work required to complete a particular job order.

'''General Costs.''' The above lists are not exhaustive and are intended to provide general examples of cost items to be included in the contractor’s Adjustment Factors as defined in the contract.

==147.3.3 JOC Development: Job Special Provisions and Plan Sheets==

MoDOT Bidding and Contract Services (BCS) conducts an annual internal MoDOT meeting to discuss lessons learned from previous year’s on-call contracts. Design staff incorporates changes into the next years contracts, and updates the [[#JOC JSPs|job special provision (JSP) templates]] for distribution to the districts.

The BCS section also updates the fixed costs to reflect the new market value. In the event the costs change significantly, the BCS section coordinates with industry to ensure the fixed costs are satisfactory. The fixed costs in the draft proposals should not be adjusted by the districts, without prior input from the BCS section. It is important to have agreement on the fixed unit price list with industry to eliminate any outliers that could cause contractors to bid risk in the factors.

In addition, no additional items of work should be added without first coordinating with the BCS section. Our experience to date has shown that adding specialty items of work may discourage contractors from bidding on a typical maintenance contract because the specialty work has to be subcontracted out for additional costs. Many times, specialty items of work or items of work not identified in the list of fixed costs are better managed by negotiating a price with the JOC contractor. Establishment of pricing for any non-fixed cost pay items will be in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 109.4.2 or 109.4.3] of the Missouri Standard Specifications for Highway Construction. If no agreement to pricing can be made then the work will proceed with payment for non-fixed cost items under [http://www.modot.org/buiness/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 109.4.4].

The JOC contracts include contractor-furnished Traffic Control Plans (TCP) as on option, but the district may choose to provide the traffic control with MoDOT forces depending on availability.

Example TCP plans for the Job Order Contracts exist as seed files in ProjectWise. These example plans are based on what has been used on past contracts and are for <u>example purposes only</u>. Some of the traffic control scenarios may not apply to all districts so each district should ensure changes to the Traffic Control Plans are also changed in the JSP template. If there are revisions to the JSP template, the district should identify the revisions to the BCS section at the time of Plans, Specifications & Estimate (PS&E) submittal.

The JOC_TCP files are located at pw:\\GHPWAPPWP01.dot.missouri:MoDOT\Documents\CADD_Standards\Seed Files\Design - English\Job Order Contracting\.

All district ProjectWise users will have read-only access to the files.

The following is the process for obtaining a clean copy of all the files at one time:

:* Select all of the files, right-click and select '''Copy'''.

[[image:148.3.jpg|center|660px]]

:* Then right-click in the job directory and select '''Paste'''.

==147.3.4 Issuing Job Orders==

The engineer will collaborate with the contractor when developing an individual job order. At any given time the contractor may be performing more than one job order.

The total cost of an individual job order will be determined by multiplying the fixed unit prices of each fixed cost pay item by the appropriate quantity and then multiplying the total cost of all pay items by the appropriate adjustment factor.

'''Example Job Order'''

<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center" width=805px
|+
! style="background:#BEBEBE" width=350px|Item Description!! style="background:#BEBEBE" |Fixed Unit Price !! style="background:#BEBEBE" width=110px|Quantity!! style="background:#BEBEBE" |Price
|-
|align="left" width=480px|SP125C (PG70-22) Per Ton (100.1-500 Tons) (Over 9 feet wide)|| $84.00 ||425.6 tons|| $35,750.40
|-
|align="left" width=350px|Tack Coat|| $3.70|| 160 gal|| $592.00
|-
|align="left" width=350px|Mobilization – Coldmilling & Resurfacing (15 - 1000 Tons)|| $5,000.00||1 each|| $5,000.00
|-
|align="left" width=350px|Milling Per SY (2 In. or less Thick)|| $2.10|| 3200 sy|| $6,720.00
|-
|colspan="3" align="right"| '''Subtotal:'''|| '''$48,062.40 '''
|-
|align="left" width=350px|Normal Work Factor|| 1.150|| - || -
|-
|colspan="3" align="right"| '''TOTAL:'''|| '''$55,271.76 '''
|}
</center>

==147.3.5 Term Extension of Job Order Contracts==

All JOC contracts include the option for a mutually agreeable one year term extension. The contract may be extended under the original terms and contract prices for a maximum contract term of two (2) years. The district should contact the BCS section by November 1 to evaluate and discuss whether the JOC should be renewed. Is the district satisfied with performance of the contractor? Are the existing bid prices reasonable? Is it the right business decision to renew the contract? If the option for extending the contract is exercised by MoDOT, a change order will be issued to extend the contract to the new term limits.

The following are the guidelines for extending the term of a Job Order Contract for an additional year for a maximum two year term.

:* In order for the contract to be extended, the project must contain the language in the ''Term of Contract'' JSP that allows for a one year extension.

:* If MoDOT desires to renew the contract, the contractor will be given written notification (e-mail is acceptable) of the extension no later than December 1 of the current contract year.

:* The contractor shall provide written notification (e-mail is acceptable) of acceptance or rejection of the extension of the contract no later than January 1 of the current contract year.
<div id="If the option for extending the contract"></div>
:* If the option for extending the contract is exercised by MoDOT, a time adjustment change order will be issued by the RE to extend the contract to the new term limits. Use the following statement as the reason for the extension:
:::“In accordance with JSP <font color = "crimson">xx</font color = "crimson"> Term of Contract, the contractor and the Commission hereby mutually agree to extend the contract to the maximum allowable term of two (2) years. The end of the contract term shall be <font color = "crimson">(insert date)</font color = "crimson">. All original terms and contract prices shall apply with the exception of wage rates. Contract and subcontract employees shall be paid the current prevailing wage rates at which time the contract extension is executed. The anticipated budget amount in JSP <font color = "crimson">xx</font color = "crimson"> Contract Award is hereby raised to $<font color = "crimson">(insert an amount that is two times the 'anticipated budget' listed in the Contract Award JSP)</font color = "crimson">. The contractor shall increase the amount of the Performance Bond to 100% of the revised anticipated budget.”<sup>1</sup>
:::<sup>1</sup> Text in red indicates information that must be supplied by the users themselves.
::The agreed letters or emails from both parties shall be on file in eProjects as supporting documentation to the time adjustment change order. A final quantity change order will be issued after completion of the second term.
<div id="The RE must notify the contractor that the performance contract"></div>

:* The RE must notify the contractor that the performance contract bond shall be increased to an amount equal to the original contract amount plus the extended contract amount (i.e., the original bond amount is generally just doubled). This can be accomplished by issuing a rider to increase the original bond to the new anticipated contract amount, or by issuing a new bond for double the original contract amount (i.e., if the original contract is $2 million, an increase rider should be issued for $2 million or a completely new bond for $4 million). A change order to increase the contract amount is not necessary because the new [[:Category:152 Contactor Bonding Responsibilities|performance bond]] becomes part of the executed contract. The RE should scan the new performance bond and save it to the project file in eProjects. The paper copy of the new embossed performance bond should be submitted to the Division of Construction and Materials for storage with the original contract. The RE should submit an email request to [http://sharepoint/support/cc/Pages/default.aspx Chief Counsel Office (CCO)] for review of the new bond. The email should include the contract ID, the reason for the review (JOC extension), and separate links to the new bond, the original bond and the signed change order for the one-year extension.

:* The district should notify the BCS section and Central Office (CO) Planning Programming staff by January 15 of the intent to extend the contracts and request [http://wwwi/intranet/tp/ CO Transportation Planning] to delete the projects from the future STIP. The following information should be provided:

::a. Current project numbers being extended.
::b. Future project numbers in the STIP that will not be let because of extension.
::c. The source and funding split-out of each project. Indicate if SWIMB (Statewide Interstate and Major Bridge), district-funded or other FFOS.
::d. See below example.

[[image:148.6 email.jpg|center|770px]]

:* JOCs that will not be extended should be closed out in AWP at the end of the first year contract term.

:* JOCs that are extended will be closed out in AWP at the end of the second year contract term. The district shall close out the contract following the Closing JOC Contracts guidelines below.

District Planning Managers should do the following in SIMS:

:* For contract extensions, add the following message to the SIMS, <u>Detail Screen - Internal District Comment</u> field: ''“Extending Contract through SFY XXXX for a two-year term.” ''

[[image:147.6.jpg|center|820px]]

==147.3.6 Closing JOC Contracts==

:* Any JOCs that will not be extended should be closed out in AWP at the end of the first year contract term. Renewed contracts are closed out in AWP at the end of the second year contract term.

:* Check the actual cost charges to make sure they are correct and request journal vouchers from Financial Services for corrections.

:* Proceed with final close out in AWP.

:* Submittal of a Materials Summary is not required for Job Order Contracts.

:* After close out of <u>extended</u> JOC contracts, enter the following standard reason for cost differences greater or less than 10% into SIMS, <u>Project Accountability Reasons - Completed Projects</u> section: ''“The cost estimate deviated from the actual cost due to this being a Job Order Contract that was extended for a maximum two-year term.”''

==147.3.7 Budget Adjustments for JOC Contracts==

The contract budget adjustment will occur after the contract is complete.

:* Interstate JOCs: If the contract is extended and an interstate project, Planning will credit the district with 2 years worth of Statewide Interstate and Major Bridge (SWIMB) funds rather than one year.

:* Non-interstate JOCs: Contact Central Office Planning Programming managers because there may be specific issues regarding funding.

==147.3.8 Deleted JOC Projects==

If a JOC project is deleted, enter the following standard reason into SIMS, <u>Project Accountability Reasons – Reprioritized Projects</u> section: ''“The project was deleted because an existing project was extended for a second year.”''

[[image:148.9.jpg|center|770px]]

==147.3.9 Change Order Approvals==

Job Order Contracts are unique in that they do not include a defined amount of work, but rather they are agreements to perform work on an as-needed basis, not to exceed the Commission-approved budgeted amount. Payment is determined by applying an adjustment factor to fixed unit prices as opposed to standard contracts that have unit bid prices for each pay item. Also, JOCs do not have a total contract amount based on plan quantities, but rather have a one-year budgeted amount that has been approved by the Commission. For contracts that include an optional second-year term, the Commission authorizes the district to expend two times the budgeted amount if the contract is extended to two years. Exceeding the budgeted amount requires approval by the Chief Engineer. Due to the unique nature of JOCs, the change order approval levels will need to be manually set in AASHTOWare and contract administration of change orders shall be as follows:
<div id="Budgeted Amount and Cost Overruns."></div>
:* '''Budgeted Amount and Cost Overruns.''' It is important to understand that the Bid Total in the front of the contract is not the budgeted amount. The Bid Total is only used to determine the winning bidder. Reference the CONTRACT AWARD section of the Job Special Provisions to determine the budgeted amount for the first year term of the Job Order Contract. For contracts that are not extended into a second year term, the Resident Engineer is authorized to expend up to that budgeted amount in the first year without issuance of a change order to increase the budgeted amount. If the contract has an optional second year term, and both parties are in agreement to extend the contract into the second year, the RE is authorized to expend two times the budgeted amount over the two-year term without issuance of a change order to increase the budgeted amount. The budgeted amount for the first year can be exceeded in the first year as long as the contract is extended to a second year and you do not exceed 2x the budgeted amount. If there is a need to increase the budgeted amount (one year or two-year), the RE shall issue a Level 4 change order prior to ordering the work, except that emergency repairs such as guardrail and guard cable shall not be delayed due to an unexpected overrun of the budget.

:* '''Non-Fixed Cost Pay Item.''' The approval level for non-fixed cost pay items shall be as indicated in [[:Category:109 Measurement and Payment#109.12 Change Orders (for Sec 109.12)|EPG 109.12 Change Orders]] except that the Budgeted Amount shall not be exceeded without approval from the Chief Engineer.

:* '''Contract Extensions.''' See [[#147.3.5 Term Extension of Job Order Contracts|EPG 147.3.5 Term Extension of Job Order Contracts]] for guidance on extending a JOC to a second year term. Per [[:Category:109 Measurement and Payment#109.12.4 Time Adjustments|EPG 109.12.4]], time adjustment change orders require division level approval, but when a JOC includes a provision that allows a one-year time extension, approval can be made at the district level. File the agreed letters (or emails) from both parties for supporting documentation in eProjects. If a time extension past the second year becomes necessary for any reason, contact the CM division for approval prior to issuance of a change order.
<div id="Final Change Order."></div>
:* '''Final Change Order.''' Upon completion of the Job Order Contract, a final change order should be issued to adjust the final contract amount to equal the total of all Job Orders issued during the term of the contract. Use the following statement for the reason: “This final change order adjusts the final contract amount to the sum of all completed Job Orders.” This Final Change Order should be approved at the district level unless the budget amount was exceeded (see [[#Budgeted Amount and Cost Overruns.|Budgeted Amount and Cost Overruns]] for guidance on budget overrun change orders).

==147.3.10 Guardrail and Guard Cable Repair==

Each district should designate a responsible person in charge of overseeing the repair and maintenance of the guardrail and guard cable systems within the district. This person will serve as the district contact, be the expert on the maintenance and repair for the district and participate in statewide discussions with divisions and other district contacts. The repair of damaged guardrail and guard cable should primarily be completed by contract forces through a Job Order Contract (JOC). Maintenance forces may be utilized to perform some minor maintenance and/or repair work when the district deems that to be the more feasible option and the work is completed under the general supervision of the district’s designated responsible person. Maintenance forces may also be utilized to place temporary delineation immediately following guardrail damage per [[#147.3.10.1 Initial Response and Delineation of Damaged Guardrail|EPG 147.3.10.1]]. It is recommended that a professional engineer be assigned to administer the JOC. For purposes of this article, duties of the contract administrator may be delegated to a competent person working under the general direction of the professional engineer overseeing the JOC.

Districts should establish a process to identify and report damaged guardrail and guard cable (GR/GC) on routes throughout the district to ensure the repair is not unduly delayed. Regional contacts shall be utilized and populated in the MoDOT [http://modotcontact/map contacts map] for use by statewide customer service representatives. A description of the damage, including location, and detailed photos, should be promptly submitted by the regional contacts to the contract administrator of the JOC.

Based on the information provided, the contract administrator shall promptly issue a Job Order to the contractor to initiate the repair. For routine repairs, the Notice to Proceed date should be established as 3 business days following the date of issuance of the Job Order to allow the contractor the time needed to obtain utility locations prior to starting the work. The contract administrator should monitor the timeliness of the repair and assess the appropriate liquidated damages when the contractor fails to complete the work within the allowable time, or any additional time granted due to an excusable delay.

===147.3.10.1 Initial Response and Delineation of Damaged Guardrail===
Terms of the Job Order Contract (JOC) for repair of guardrail and guard cable include designation of responsibilities prior to mobilization of the JOC contractor. Specifically, MoDOT and/or other first-response entities are responsible for securing the scene following an accident, which might include such tasks as removing debris from the roadway and removing any parts from the guardrail/guard cable system that protrude into a lane of traffic. In addition, MoDOT maintenance forces shall provide temporary delineation of damaged guardrail as soon as practical when the damage is within 15 feet of the travel way and is deemed a potential risk (see examples below). Delineation, when required, shall include placement of a minimum of five [[616.19 Quality Standards for Temporary Traffic Control Devices#616.19.2.3 Channelizing Devices|channelizers (Trim Lines)]] in advance of the damaged areas, spaced at 50-foot intervals. If shoulder width allows, the channelizers should be placed on a slight taper to channel motorists away from the damaged areas. The delineation should be left in place until the repair is complete and then removed by MoDOT forces as soon as possible after the repair. Delineation is generally not required for damage to guard cable systems but may be considered when the damage is in close proximity to traffic.

'''Examples of guardrail damage that warrants delineation:'''
:* An obstacle has been exposed due to missing or non-functional guardrail.
:* Guardrail end terminals have been damaged to the extent they appear to be non-functional (for example, the head of the terminal has been removed or is otherwise out of position).
:* The end of a guardrail panel is exposed (for example, it is pointing towards traffic).
:* Open gaps where the guardrail has been obliterated in the crash or otherwise removed.
:* Damaged rail that protrudes onto the shoulder or might otherwise be deemed a risk.
:* Sharp edges or protruding parts in locations frequented by pedestrians or bicyclists (caution tape might be more appropriate here).

===147.3.10.2 First Priority Repair for Guardrail===
Terms of the Job Order Contract require the contractor to reasonably expedite completion of all repairs (i.e. within 7 days of the Notice to Proceed). Contract provisions allow a limited number of guardrail repairs to receive priority status, thus requiring an expedited mobilization and less time for completion. When it has been determined by the contract administrator the safety of the public may be unduly compromised due to the nature of the damaged guardrail or end terminal, the repair should be designated as a First Priority repair per EPG 147.3.10.2.1. Immediately following this determination, the administrator should notify the contractor by phone to prepare for the pending Job Order and a follow-up email should be sent to document the notification and provide preliminary information. This notification prompts the contractor to initiate an emergency clearance of utilities and to begin planning the work so the repair work can begin as soon as possible. The contract administrator will issue the Job Order as soon as possible following notification, but no later than 48 hours. The contract terms require the contractor to begin the work within 24 hours of issuance of the Job Order.

If work on a First Priority repair causes delay to one or more pending routine Job Orders, the contract administrator should grant the appropriate amount of additional time to complete the affected routine repair(s) that were postponed.

====147.3.10.2.1 Designation of First Priority Status====
Engineering judgment should be used when designating a repair as First Priority. This status is reserved for a limited number of guardrail incidents that the administrator deems to be in critical need of repair. Below is a list of common damages that would warrant consideration of utilizing the First Priority status as well as a list of relevant factors that should be considered when making this determination. For example, some low volume routes have existing structures where guardrail is not warranted, therefore a critical need on this route may not take priority over a routine repair on an interstate route.

'''Common damages that prompt consideration of First Priority:'''
:* Exposure of traffic to a blunt end or other extreme obstacle (bridge abutment, column, barrier wall, body of water, vertical drop, etc.)
:* Damaged end terminals that appear to provide no protection from the rail end (for example, head is missing or is no longer covering the rail end, etc.)
:* The end of a guardrail panel is exposed (for example, an unprotected rail end is elevated and pointing towards traffic).
:* Open areas where the guardrail has been wiped out or otherwise removed, and a obstacle has been exposed.

'''Factors to consider when determining First Priority Status:'''
:* Traffic volume
:* Posted speed limit
:* Frequency of crashes at or near the location
:* Severity of the exposure
:* Proximity of the exposed obstacle to traffic (i.e. shoulder width)
:* The lack of warrants for prevalent safety features elsewhere on the route
:* Potential risks of a work zone in extreme weather conditions
:* Ability to adequately delineate and/or mitigate the obstacle.

<center>'''First Priority Sample Photographs '''</center>

[[image:147.3.10.2.1.1.jpg|center|thumb|475px|<center>'''Exposed abutment and exposure to body of water on interstate route.'''</center>]]

[[image:147.3.10.2.1.2.jpg|center|thumb|525px|<center>'''End terminal head missing, exposing end of guardrail.'''</center>]]

[[image:147.3.10.2.1.3.jpg|center|thumb|525px|<center>'''End terminal head missing, exposing end of guardrail.'''</center>]]

==147.3.11 Request to Subcontract Work (Form C-220)==

Subcontracting of work on job order contracts is allowable for approved subcontractors that meet the insurance requirements. For example, it is not uncommon for JOC contractors to hire a subcontractor to perform a support function such as traffic control. Since JOCs do not have planned work or unit prices, the contractor should not list any items when submitting Form C-220. They should type a basic description of the subcontracted work in the Description field. Approved subcontractors should be entered into AWP by project office staff and no items will be listed. The Resident Engineer should monitor the use of subcontractors and ensure that the prime is self-performing at least 40% of the work.

[[Category:147 Innovative Contracting]]

147.3 Job Order Contracting (JOC)

2021-12-15T18:01:09Z

Kleins1: Revisions to EPG 147.3 JOCs per Design and FHWA

[[image:148.jpg|right|300px]]
MoDOT uses a contracting process called Job Order Contracting (JOC). This contracting process allows MoDOT to award fixed price construction contracts with indefinite delivery and indefinite quantity (ID/IQ) at individual work locations within the project limits. ID/IQ is governed by FHWA through 23 CFR 635 Subpart F. JOCs are typically used for on-call maintenance repair contracts, including asphalt and concrete pavement repair, guardrail and guard cable repair, bridge repair and fence repair. JOCs can be used for other construction contracts. All non-standard JOCs (see [[#JOC JSPs|list of standard JOCs and links]] in box below) shall be reviewed by CO Design for compliance and federal reimbursement eligibility, prior to PS&E submittal.

The JOC bid proposals contain a catalog of pre-established fixed unit prices for material, equipment and labor for various items of work to be used for completing each job order. The contractor bids adjustment factors for the expected overhead and profit and any additional business and construction related costs for performing the various types of work identified in the contract. The fixed unit prices in the bid proposal allow the contractor to determine the adjustment factor (profit and overhead) that needs to be bid up front without knowing the quantities, schedules or timing of the work orders. Job Order Contracts are awarded based on the lowest responsive bidder. Overall, Job Order Contracting eliminates the ability for contractors to unbalance the bid.

The JOC bid proposal must specify the minimum and maximum program budget to be awarded during a specified contract term. MoDOT is not bound, however, to issue a minimum or maximum number of job orders during the contract term. It is MoDOT’s overall intent though to meet the anticipated maximum budget specified in the contract.

JOCs shall have a Disadvantaged Business and Enterprise (DBE) goal set by MoDOT’s External Civil Rights. See [[:Category:146 Disadvantaged Business Enterprise (DBE)|EPG 146]] for additional information.

All JOCs shall be reviewed for NEPA compliance. A Request for Environmental Services (RES) shall be submitted to the Environmental Section at the appropriate project development stage. See [[:127.1_Request_for_Environmental_Services|EPG 127.1]] for additional information.

<div id="JOC JSPs"></div>
{|border="4" align="right" style="margin-left:10px"
|-
|style="background:#BEBEBE" align="center" width=260px|'''Standard Job Order Contracting JSPs'''
|-
|style="background:#BEBEBE" align="center" | [https://spexternal.modot.mo.gov/sites/de/JSP/JOC_GUARDRAIL_2021.docx Guardrail]
|-
|style="background:#BEBEBE" align="center" | [https://spexternal.modot.mo.gov/sites/de/JSP/JOC_GUARD_CABLE_2021.doc Guard Cable]
|-
|style="background:#BEBEBE" align="center" | [https://spexternal.modot.mo.gov/sites/de/JSP/JOC_FENCE_2021.doc Fence]
|-
|style="background:#BEBEBE" align="center" | [https://spexternal.modot.mo.gov/sites/de/JSP/JOC_CONCRETE_2021.doc Concrete Pavement Repair]
|-
|style="background:#BEBEBE" align="center" | [https://spexternal.modot.mo.gov/sites/de/JSP/JOC_BRIDGE_2021.docx Bridge]
|-
|style="background:#BEBEBE" align="center" | [https://spexternal.modot.mo.gov/sites/de/JSP/JOC_ASPHALT_2021.docx Asphalt Pavement Repair]
|-
| style="background:#BEBEBE" align="center" width=260px|Contact Design Liaison for additional guidance.
|}

==147.3.1 Fixed Unit Price List and Non-Fixed Cost Items ==

'''Fixed Unit Price List.''' A fixed unit price list containing unit prices for the various items of work for each job order is included in the JOC bid proposal. Fixed unit prices are for complete and in-place construction, including all labor, equipment and material required to complete the construction task. All labor, material, equipment and work required by a specification shall be considered part of the fixed unit price, unless otherwise stated elsewhere in the contract.

'''Non-Fixed Cost Items.''' These are items of work for which a description and fixed cost is not set forth in the pay item list. Payment for non-fixed cost pay items will be determined in accordance with Sec 109.4.2, 109.4.3, or 109.4.4. Non-fixed cost pay items will be paid using an Adjustment Factor of 1.000. The approval level for non-fixed cost pay items shall be as indicated in EPG 109.12 Change Orders except that the Budgeted Amount shall not be exceeded without approval from the Chief Engineer.

==147.3.2 Adjustment Factors==

The contractor will bid different Adjustment Factors:
*Normal Work Adjustment Factor - work conducted from 6:00 a.m. to 7:30 p.m. Monday through Friday
*Nighttime Work Adjustment Factor (when applicable) - work conducted from 7:30 p.m. to 6:00 a.m. Monday through Thursday
Adjustment factors include business and construction related costs as defined below. It is the responsibility of the contractor to verify the fixed unit prices provided in the contract and to modify their bid for the adjustment factors accordingly.

'''Business Costs.''' Business related costs consist of profit, overhead costs, subcontractor profit and overhead, taxes, finance costs, and other costs including but not limited to;

:a. insurance, bonds and indemnification
:b. project meetings, training, management and supervision
:c. project office staff and equipment
:d. employee or subcontractor wage rates that exceed prevailing wages
:e. fringe benefits, payroll taxes, worker’s compensation, insurance costs and any other payment mandated by law in connection with labor that exceeds the labor rate allowances.
:f. business risks such as the risk of low than expected volumes of work, smaller than anticipated job orders, poor subcontractor performance, and inflation or material cost fluctuations.

'''Construction Costs.''' Construction related costs include but are not limited to;

:a. personnel safety equipment
:b. security requirements
:c. excess material waste
:d. daily and final clean-up
:e. costs resulting from inadequate supply of materials, fuel, electricity, or skilled labor
:f. costs resulting from productivity loss
:g. working in extreme and adverse weather conditions
:h. any other discreet items of work required to complete a particular job order.

'''General Costs.''' The above lists are not exhaustive and are intended to provide general examples of cost items to be included in the contractor’s Adjustment Factors as defined in the contract.

==147.3.3 JOC Development: Job Special Provisions and Plan Sheets==

MoDOT Bidding and Contract Services (BCS) conducts an annual internal MoDOT meeting to discuss lessons learned from previous year’s on-call contracts. Design staff incorporates changes into the next years contracts, and updates the [[#JOC JSPs|job special provision (JSP) templates]] for distribution to the districts.

The BCS section also updates the fixed costs to reflect the new market value. In the event the costs change significantly, the BCS section coordinates with industry to ensure the fixed costs are satisfactory. The fixed costs in the draft proposals should not be adjusted by the districts, without prior input from the BCS section. It is important to have agreement on the fixed unit price list with industry to eliminate any outliers that could cause contractors to bid risk in the factors.

In addition, no additional items of work should be added without first coordinating with the BCS section. Our experience to date has shown that adding specialty items of work may discourage contractors from bidding on a typical maintenance contract because the specialty work has to be subcontracted out for additional costs. Many times, specialty items of work or items of work not identified in the list of fixed costs are better managed by negotiating a price with the JOC contractor. Establishment of pricing for any non-fixed cost pay items will be in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 109.4.2 or 109.4.3] of the Missouri Standard Specifications for Highway Construction. If no agreement to pricing can be made then the work will proceed with payment for non-fixed cost items under [http://www.modot.org/buiness/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 109.4.4].

The JOC contracts include contractor-furnished Traffic Control Plans (TCP) as on option, but the district may choose to provide the traffic control with MoDOT forces depending on availability.

Example TCP plans for the Job Order Contracts exist as seed files in ProjectWise. These example plans are based on what has been used on past contracts and are for <u>example purposes only</u>. Some of the traffic control scenarios may not apply to all districts so each district should ensure changes to the Traffic Control Plans are also changed in the JSP template. If there are revisions to the JSP template, the district should identify the revisions to the BCS section at the time of Plans, Specifications & Estimate (PS&E) submittal.

The JOC_TCP files are located at pw:\\GHPWAPPWP01.dot.missouri:MoDOT\Documents\CADD_Standards\Seed Files\Design - English\Job Order Contracting\.

All district ProjectWise users will have read-only access to the files.

The following is the process for obtaining a clean copy of all the files at one time:

:* Select all of the files, right-click and select '''Copy'''.

[[image:148.3.jpg|center|660px]]

:* Then right-click in the job directory and select '''Paste'''.

==147.3.4 Issuing Job Orders==

The engineer will collaborate with the contractor when developing an individual job order. At any given time the contractor may be performing more than one job order.

The total cost of an individual job order will be determined by multiplying the fixed unit prices of each fixed cost pay item by the appropriate quantity and then multiplying the total cost of all pay items by the appropriate adjustment factor.

'''Example Job Order'''

<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center" width=805px
|+
! style="background:#BEBEBE" width=350px|Item Description!! style="background:#BEBEBE" |Fixed Unit Price !! style="background:#BEBEBE" width=110px|Quantity!! style="background:#BEBEBE" |Price
|-
|align="left" width=480px|SP125C (PG70-22) Per Ton (100.1-500 Tons) (Over 9 feet wide)|| $84.00 ||425.6 tons|| $35,750.40
|-
|align="left" width=350px|Tack Coat|| $3.70|| 160 gal|| $592.00
|-
|align="left" width=350px|Mobilization – Coldmilling & Resurfacing (15 - 1000 Tons)|| $5,000.00||1 each|| $5,000.00
|-
|align="left" width=350px|Milling Per SY (2 In. or less Thick)|| $2.10|| 3200 sy|| $6,720.00
|-
|colspan="3" align="right"| '''Subtotal:'''|| '''$48,062.40 '''
|-
|align="left" width=350px|Normal Work Factor|| 1.150|| - || -
|-
|colspan="3" align="right"| '''TOTAL:'''|| '''$55,271.76 '''
|}
</center>

==147.3.5 Term Extension of Job Order Contracts==

All JOC contracts include the option for a mutually agreeable one year term extension. The contract may be extended under the original terms and contract prices for a maximum contract term of two (2) years. The district should contact the BCS section by November 1 to evaluate and discuss whether the JOC should be renewed. Is the district satisfied with performance of the contractor? Are the existing bid prices reasonable? Is it the right business decision to renew the contract? If the option for extending the contract is exercised by MoDOT, a change order will be issued to extend the contract to the new term limits.

The following are the guidelines for extending the term of a Job Order Contract for an additional year for a maximum two year term.

:* In order for the contract to be extended, the project must contain the language in the ''Term of Contract'' JSP that allows for a one year extension.

:* If MoDOT desires to renew the contract, the contractor will be given written notification (e-mail is acceptable) of the extension no later than December 1 of the current contract year.

:* The contractor shall provide written notification (e-mail is acceptable) of acceptance or rejection of the extension of the contract no later than January 1 of the current contract year.
<div id="If the option for extending the contract"></div>
:* If the option for extending the contract is exercised by MoDOT, a time adjustment change order will be issued by the RE to extend the contract to the new term limits. Use the following statement as the reason for the extension:
:::“In accordance with JSP <font color = "crimson">xx</font color = "crimson"> Term of Contract, the contractor and the Commission hereby mutually agree to extend the contract to the maximum allowable term of two (2) years. The end of the contract term shall be <font color = "crimson">(insert date)</font color = "crimson">. All original terms and contract prices shall apply with the exception of wage rates. Contract and subcontract employees shall be paid the current prevailing wage rates at which time the contract extension is executed. The anticipated budget amount in JSP <font color = "crimson">xx</font color = "crimson"> Contract Award is hereby raised to $<font color = "crimson">(insert an amount that is two times the 'anticipated budget' listed in the Contract Award JSP)</font color = "crimson">. The contractor shall increase the amount of the Performance Bond to 100% of the revised anticipated budget.”<sup>1</sup>
:::<sup>1</sup> Text in red indicates information that must be supplied by the users themselves.
::The agreed letters or emails from both parties shall be on file in eProjects as supporting documentation to the time adjustment change order. A final quantity change order will be issued after completion of the second term.
<div id="The RE must notify the contractor that the performance contract"></div>

:* The RE must notify the contractor that the performance contract bond shall be increased to an amount equal to the original contract amount plus the extended contract amount (i.e., the original bond amount is generally just doubled). This can be accomplished by issuing a rider to increase the original bond to the new anticipated contract amount, or by issuing a new bond for double the original contract amount (i.e., if the original contract is $2 million, an increase rider should be issued for $2 million or a completely new bond for $4 million). A change order to increase the contract amount is not necessary because the new [[:Category:152 Contactor Bonding Responsibilities|performance bond]] becomes part of the executed contract. The RE should scan the new performance bond and save it to the project file in eProjects. The paper copy of the new embossed performance bond should be submitted to the Division of Construction and Materials for storage with the original contract. The RE should submit an email request to [http://sharepoint/support/cc/Pages/default.aspx Chief Counsel Office (CCO)] for review of the new bond. The email should include the contract ID, the reason for the review (JOC extension), and separate links to the new bond, the original bond and the signed change order for the one-year extension.

:* The district should notify the BCS section and Central Office (CO) Planning Programming staff by January 15 of the intent to extend the contracts and request [http://wwwi/intranet/tp/ CO Transportation Planning] to delete the projects from the future STIP. The following information should be provided:

::a. Current project numbers being extended.
::b. Future project numbers in the STIP that will not be let because of extension.
::c. The source and funding split-out of each project. Indicate if SWIMB (Statewide Interstate and Major Bridge), district-funded or other FFOS.
::d. See below example.

[[image:148.6 email.jpg|center|770px]]

:* JOCs that will not be extended should be closed out in AWP at the end of the first year contract term.

:* JOCs that are extended will be closed out in AWP at the end of the second year contract term. The district shall close out the contract following the Closing JOC Contracts guidelines below.

District Planning Managers should do the following in SIMS:

:* For contract extensions, add the following message to the SIMS, <u>Detail Screen - Internal District Comment</u> field: ''“Extending Contract through SFY XXXX for a two-year term.” ''

[[image:147.6.jpg|center|820px]]

==147.3.6 Closing JOC Contracts==

:* Any JOCs that will not be extended should be closed out in AWP at the end of the first year contract term. Renewed contracts are closed out in AWP at the end of the second year contract term.

:* Check the actual cost charges to make sure they are correct and request journal vouchers from Financial Services for corrections.

:* Proceed with final close out in AWP.

:* Submittal of a Materials Summary is not required for Job Order Contracts.

:* After close out of <u>extended</u> JOC contracts, enter the following standard reason for cost differences greater or less than 10% into SIMS, <u>Project Accountability Reasons - Completed Projects</u> section: ''“The cost estimate deviated from the actual cost due to this being a Job Order Contract that was extended for a maximum two-year term.”''

==147.3.7 Budget Adjustments for JOC Contracts==

The contract budget adjustment will occur after the contract is complete.

:* Interstate JOCs: If the contract is extended and an interstate project, Planning will credit the district with 2 years worth of Statewide Interstate and Major Bridge (SWIMB) funds rather than one year.

:* Non-interstate JOCs: Contact Central Office Planning Programming managers because there may be specific issues regarding funding.

==147.3.8 Deleted JOC Projects==

If a JOC project is deleted, enter the following standard reason into SIMS, <u>Project Accountability Reasons – Reprioritized Projects</u> section: ''“The project was deleted because an existing project was extended for a second year.”''

[[image:148.9.jpg|center|770px]]

==147.3.9 Change Order Approvals==

Job Order Contracts are unique in that they do not include a defined amount of work, but rather they are agreements to perform work on an as-needed basis, not to exceed the Commission-approved budgeted amount. Payment is determined by applying an adjustment factor to fixed unit prices as opposed to standard contracts that have unit bid prices for each pay item. Also, JOCs do not have a total contract amount based on plan quantities, but rather have a one-year budgeted amount that has been approved by the Commission. For contracts that include an optional second-year term, the Commission authorizes the district to expend two times the budgeted amount if the contract is extended to two years. Exceeding the budgeted amount requires approval by the Chief Engineer. Due to the unique nature of JOCs, the change order approval levels will need to be manually set in AASHTOWare and contract administration of change orders shall be as follows:
<div id="Budgeted Amount and Cost Overruns."></div>
:* '''Budgeted Amount and Cost Overruns.''' It is important to understand that the Bid Total in the front of the contract is not the budgeted amount. The Bid Total is only used to determine the winning bidder. Reference the CONTRACT AWARD section of the Job Special Provisions to determine the budgeted amount for the first year term of the Job Order Contract. For contracts that are not extended into a second year term, the Resident Engineer is authorized to expend up to that budgeted amount in the first year without issuance of a change order to increase the budgeted amount. If the contract has an optional second year term, and both parties are in agreement to extend the contract into the second year, the RE is authorized to expend two times the budgeted amount over the two-year term without issuance of a change order to increase the budgeted amount. The budgeted amount for the first year can be exceeded in the first year as long as the contract is extended to a second year and you do not exceed 2x the budgeted amount. If there is a need to increase the budgeted amount (one year or two-year), the RE shall issue a Level 4 change order prior to ordering the work, except that emergency repairs such as guardrail and guard cable shall not be delayed due to an unexpected overrun of the budget.

:* '''Non-Fixed Cost Pay Item.''' The approval level for non-fixed cost pay items shall be as indicated in [[:Category:109 Measurement and Payment#109.12 Change Orders (for Sec 109.12)|EPG 109.12 Change Orders]] except that the Budgeted Amount shall not be exceeded without approval from the Chief Engineer.

:* '''Contract Extensions.''' See [[#147.3.5 Term Extension of Job Order Contracts|EPG 147.3.5 Term Extension of Job Order Contracts]] for guidance on extending a JOC to a second year term. Per [[:Category:109 Measurement and Payment#109.12.4 Time Adjustments|EPG 109.12.4]], time adjustment change orders require division level approval, but when a JOC includes a provision that allows a one-year time extension, approval can be made at the district level. File the agreed letters (or emails) from both parties for supporting documentation in eProjects. If a time extension past the second year becomes necessary for any reason, contact the CM division for approval prior to issuance of a change order.
<div id="Final Change Order."></div>
:* '''Final Change Order.''' Upon completion of the Job Order Contract, a final change order should be issued to adjust the final contract amount to equal the total of all Job Orders issued during the term of the contract. Use the following statement for the reason: “This final change order adjusts the final contract amount to the sum of all completed Job Orders.” This Final Change Order should be approved at the district level unless the budget amount was exceeded (see [[#Budgeted Amount and Cost Overruns.|Budgeted Amount and Cost Overruns]] for guidance on budget overrun change orders).

==147.3.10 Guardrail and Guard Cable Repair==

Each district should designate a responsible person in charge of overseeing the repair and maintenance of the guardrail and guard cable systems within the district. This person will serve as the district contact, be the expert on the maintenance and repair for the district and participate in statewide discussions with divisions and other district contacts. The repair of damaged guardrail and guard cable should primarily be completed by contract forces through a Job Order Contract (JOC). Maintenance forces may be utilized to perform some minor maintenance and/or repair work when the district deems that to be the more feasible option and the work is completed under the general supervision of the district’s designated responsible person. Maintenance forces may also be utilized to place temporary delineation immediately following guardrail damage per [[#147.3.10.1 Initial Response and Delineation of Damaged Guardrail|EPG 147.3.10.1]]. It is recommended that a professional engineer be assigned to administer the JOC. For purposes of this article, duties of the contract administrator may be delegated to a competent person working under the general direction of the professional engineer overseeing the JOC.

Districts should establish a process to identify and report damaged guardrail and guard cable (GR/GC) on routes throughout the district to ensure the repair is not unduly delayed. Regional contacts shall be utilized and populated in the MoDOT [http://modotcontact/map contacts map] for use by statewide customer service representatives. A description of the damage, including location, and detailed photos, should be promptly submitted by the regional contacts to the contract administrator of the JOC.

Based on the information provided, the contract administrator shall promptly issue a Job Order to the contractor to initiate the repair. For routine repairs, the Notice to Proceed date should be established as 3 business days following the date of issuance of the Job Order to allow the contractor the time needed to obtain utility locations prior to starting the work. The contract administrator should monitor the timeliness of the repair and assess the appropriate liquidated damages when the contractor fails to complete the work within the allowable time, or any additional time granted due to an excusable delay.

===147.3.10.1 Initial Response and Delineation of Damaged Guardrail===
Terms of the Job Order Contract (JOC) for repair of guardrail and guard cable include designation of responsibilities prior to mobilization of the JOC contractor. Specifically, MoDOT and/or other first-response entities are responsible for securing the scene following an accident, which might include such tasks as removing debris from the roadway and removing any parts from the guardrail/guard cable system that protrude into a lane of traffic. In addition, MoDOT maintenance forces shall provide temporary delineation of damaged guardrail as soon as practical when the damage is within 15 feet of the travel way and is deemed a potential risk (see examples below). Delineation, when required, shall include placement of a minimum of five [[616.19 Quality Standards for Temporary Traffic Control Devices#616.19.2.3 Channelizing Devices|channelizers (Trim Lines)]] in advance of the damaged areas, spaced at 50-foot intervals. If shoulder width allows, the channelizers should be placed on a slight taper to channel motorists away from the damaged areas. The delineation should be left in place until the repair is complete and then removed by MoDOT forces as soon as possible after the repair. Delineation is generally not required for damage to guard cable systems but may be considered when the damage is in close proximity to traffic.

'''Examples of guardrail damage that warrants delineation:'''
:* An obstacle has been exposed due to missing or non-functional guardrail.
:* Guardrail end terminals have been damaged to the extent they appear to be non-functional (for example, the head of the terminal has been removed or is otherwise out of position).
:* The end of a guardrail panel is exposed (for example, it is pointing towards traffic).
:* Open gaps where the guardrail has been obliterated in the crash or otherwise removed.
:* Damaged rail that protrudes onto the shoulder or might otherwise be deemed a risk.
:* Sharp edges or protruding parts in locations frequented by pedestrians or bicyclists (caution tape might be more appropriate here).

===147.3.10.2 First Priority Repair for Guardrail===
Terms of the Job Order Contract require the contractor to reasonably expedite completion of all repairs (i.e. within 7 days of the Notice to Proceed). Contract provisions allow a limited number of guardrail repairs to receive priority status, thus requiring an expedited mobilization and less time for completion. When it has been determined by the contract administrator the safety of the public may be unduly compromised due to the nature of the damaged guardrail or end terminal, the repair should be designated as a First Priority repair per EPG 147.3.10.2.1. Immediately following this determination, the administrator should notify the contractor by phone to prepare for the pending Job Order and a follow-up email should be sent to document the notification and provide preliminary information. This notification prompts the contractor to initiate an emergency clearance of utilities and to begin planning the work so the repair work can begin as soon as possible. The contract administrator will issue the Job Order as soon as possible following notification, but no later than 48 hours. The contract terms require the contractor to begin the work within 24 hours of issuance of the Job Order.

If work on a First Priority repair causes delay to one or more pending routine Job Orders, the contract administrator should grant the appropriate amount of additional time to complete the affected routine repair(s) that were postponed.

====147.3.10.2.1 Designation of First Priority Status====
Engineering judgment should be used when designating a repair as First Priority. This status is reserved for a limited number of guardrail incidents that the administrator deems to be in critical need of repair. Below is a list of common damages that would warrant consideration of utilizing the First Priority status as well as a list of relevant factors that should be considered when making this determination. For example, some low volume routes have existing structures where guardrail is not warranted, therefore a critical need on this route may not take priority over a routine repair on an interstate route.

'''Common damages that prompt consideration of First Priority:'''
:* Exposure of traffic to a blunt end or other extreme obstacle (bridge abutment, column, barrier wall, body of water, vertical drop, etc.)
:* Damaged end terminals that appear to provide no protection from the rail end (for example, head is missing or is no longer covering the rail end, etc.)
:* The end of a guardrail panel is exposed (for example, an unprotected rail end is elevated and pointing towards traffic).
:* Open areas where the guardrail has been wiped out or otherwise removed, and a obstacle has been exposed.

'''Factors to consider when determining First Priority Status:'''
:* Traffic volume
:* Posted speed limit
:* Frequency of crashes at or near the location
:* Severity of the exposure
:* Proximity of the exposed obstacle to traffic (i.e. shoulder width)
:* The lack of warrants for prevalent safety features elsewhere on the route
:* Potential risks of a work zone in extreme weather conditions
:* Ability to adequately delineate and/or mitigate the obstacle.

<center>'''First Priority Sample Photographs '''</center>

[[image:147.3.10.2.1.1.jpg|center|thumb|475px|<center>'''Exposed abutment and exposure to body of water on interstate route.'''</center>]]

[[image:147.3.10.2.1.2.jpg|center|thumb|525px|<center>'''End terminal head missing, exposing end of guardrail.'''</center>]]

[[image:147.3.10.2.1.3.jpg|center|thumb|525px|<center>'''End terminal head missing, exposing end of guardrail.'''</center>]]

==147.3.11 Request to Subcontract Work (Form C-220)==

Subcontracting of work on job order contracts is allowable for approved subcontractors that meet the insurance requirements. For example, it is not uncommon for JOC contractors to hire a subcontractor to perform a support function such as traffic control. Since JOCs do not have planned work or unit prices, the contractor should not list any items when submitting Form C-220. They should type a basic description of the subcontracted work in the Description field. Approved subcontractors should be entered into AWP by project office staff and no items will be listed. The Resident Engineer should monitor the use of subcontractors and ensure that the prime is self-performing at least 40% of the work.

[[Category:147 Innovative Contracting]]

606.2 Guard Cable

2021-12-09T06:55:55Z

Kleins1: /* 606.2.3.1 Lateral Placement in the Median */

{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|'''Videos'''
|-
|[{{SERVER}}/documents/606.2_Cable_Rail_Test.mpg Successful guard cable test]
|-
|[[media:606.1 Guard cable.wmv|Guard Cable in Action]]
|-
|[http://www.youtube.com/modotvideo#p/u/1/IZTtBN7CHxY MoDOT's You Tube Guard Cable video]
|}

==606.2.1 Guard Cable Types==

Guard cable consists of twisted wire ropes mounted on weak posts. There are two types of guard cable systems in use on Missouri roadways: low-tension and high-tension.

'''606.2.1.1 Low-Tension.''' Since no single producer exclusively manufactures low-tension guard cable, this system has been commonly called the “U.S. generic” system or non-proprietary. Low-tension guard cables typically consist of three cables placed at different heights and are tensioned to eliminate sag between posts. Large springs at either end of the cable run are compressed, according to temperature, to achieve the system’s tension. The cable itself is strung on posts that are directly driven into the ground.
[[image:606.2 Guard Cable.JPG|right|400px|thumb|<center>'''Low-tension Guard Cable'''</center>]]
Typically, when a vehicle impacts the low-tension system, the cable stretches laterally “catching” the vehicle. This movement is known as the dynamic deflection.
{|style="padding: 0.3em; margin-right:7px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="left"
|-
|'''Median Guard Cable'''
|-
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/ss07006.pdf Summary, 2006]
|-
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/or10016.pdf Report, 2010]
|-
|'''See also:''' [https://www.modot.org/research-publications Research Publications]
|}

Given the low tension of the system, individual installations, or “runs”, of cable are limited to 2000 ft. with an anchor assembly at each end. When a vehicle strikes low-tension cable, the system can become disabled and should be repaired as soon as practical.

Low-tension systems have proven their value by reducing cross-median incidents. However, the installation of new low-tension cable systems should be limited to small-scale installations.

'''606.2.1.2 High-Tension.''' High-tension cable barrier looks very similar to low-tension cable but the two systems are very different in most other aspects. High-tension guard cable consists of three or four pre-stressed cables supported by weak posts.
[[image:606.2.1.2 High-Tension.jpg|right|595px|thumb|<center>'''High-tension Guard Cable'''</center>]]
During installation, the cables are placed on the posts and then tightened to the manufacturer’s recommended tension. Due to this tightening, the cable installations can be of indefinite length. The runs are typically only limited by the presence of median openings.

Typically, when a vehicle impacts the high-tension system the cable, like low-tension guard cable, it will laterally deflect. The inherent tension within the system also allows the cable to remain at the proper height, even after an impact removes several posts. The high-tension system is not designed to continue to function in that condition, therefore repairs should be made as soon as practical.

As of 2007, all high-tension guard cable systems are proprietary, that is, marketed under exclusive rights of a specific manufacturer. Five systems are currently marketed in the United States.

See [https://www.modot.org/end-terminals-crash-cushions-and-barrier-systems End Terminals, Crash Cushions and Barrier Systems] for the list of approved high-tension guard cable manufacturers.

A common installation of high-tension guard cable employs concrete footings into which metal tubes are cast, forming sockets. The socket allows a post to be replaced with relative ease during a repair operation. The damaged post can be removed from the socket and replaced with a new post. Socketed systems eliminate the requirement for specialized post driving equipment and subsurface utility location for each repair.

High-tension systems can be used on a variety of median inslopes, often eliminating the need for costly slope corrections and drainage modifications.

==606.2.2 Warrants==

Analyses of cross-median incident history and traffic volume provide valuable information in determining the likelihood of future incidents on these routes. In order to prevent future incidents, it is important to focus safety efforts on locations that will benefit the most from safety countermeasures.

The risk of cross-median crashes can be influenced by median width and the traffic volume on both roadways (two-way AADT). Figure 606.2.2 shows various levels for implementation based on the anticipated benefits of reducing crashes compared to costs for installation, maintenance, and overall crash impact. The [http://sp/sites/ts/Pages/default.aspx Highway Safety and Traffic Division] may be contacted for additional details on how the anticipated benefits of guard cable installation were determined.
<center>
{| style="margin: 1em auto 1em auto"
|-
|width="475" align="center"|[[image:606.2.2.jpg|470px]]
|-
|width="415" align="center"|'''Figure 606.2.2, Median Guard Cable Levels as Related to Median Width and Two-Way AADT'''
|}
</center>
Median guard cable should be installed in Level 1 locations.

Median guard cable may be installed in Level 2 or 3 locations based on engineering judgment. Guard cable may be installed on Level 4, but is not typical and should have additional justification based on the context of the location.

'''606.2.2.1 Data.''' Analysis of incidents on a candidate corridor should focus on cross-median incidents on that route.

It is important this data analysis is accurate and complete for all roadways. Due to at-grade intersection incidents on these routes, a simple query of cross-median incidents may include unwanted events and exclude necessary ones. Accuracy of this data is vital in decision-making.

The data should be reviewed regularly to validate priorities and identify any emerging cross-median safety concerns. A regular review of divided highway traffic volume and incidents will provide information to address cross-median incidents.

'''606.2.2.2 Traffic Volume.''' Recent research has connected traffic volume growth directly to cross-median incidents. As volume increases, the probability of a motorist crossing the median and hitting an oncoming vehicle also increases. Instead of relying solely on incident history, there is an opportunity to proactively address this incident type before the incidents occur by studying traffic volume patterns and installing a system of median guard cable on routes with sharply increasing volumes. See Figure 606.2.2 for the anticipated impact traffic volume has on crash risk and anticipated value for guard cable installation.

'''606.2.2.3 [[231.1 Median Width|Median Width]].''' Recent national experience has shown that cross-median incidents can occur on highways with median widths above MoDOT's initial 60 ft. threshold. Although this width has largely proven to be effective in deterring such incidents, no route will be excluded from analysis solely on the basis of median width. Divided highways with very wide medians are expected to have a low risk of cross-median incidents. See Figure 606.2.2 for the anticipated impact median width has on crash risk and anticipated value for guard cable installation.

==606.2.3 Design and Installation Guidelines==
===606.2.3.1 Lateral Placement in the Median===

'''Dynamics of Cross-Median Incidents.''' When a vehicle leaves the roadway and enters the median, certain predictable dynamics occur. Vehicles may enter the median at a variety of speeds and angles but for the purposes of roadside safety research and testing, a 62 mph departure at a 25° angle is generally used.

Upon departure, a vehicle will initially continue along its vertical trajectory. As the inslope falls away along the 25° vehicle path, the vehicle effectively becomes briefly airborne. When the vehicle's inertia can no longer overcome gravity, it lands and its suspension is deeply compressed. As the vehicle continues to travel through the median, the suspension rebounds and the bumper of the vehicle stays at a relatively constant height throughout the remainder of the errant journey.

Every guard cable incident is slightly different because of a host of site-specific factors. In general, however, the front of the vehicle must engage at least two of the three or four cables present in order to be contained by the system. Given the dynamics described above, lateral placement of the cable can be grouped into two main categories: medians wider than 30 ft. and those narrower than 30 ft.
[[image:606.2.4.1 Placement.jpg|600px|right]]
'''Medians 30 ft. or wider.''' The guard cable should be installed no more than 4 ft. downslope of the edge of the shoulder. With wider shoulders, the downslope location could be less than 4 ft., but in any case, there shall be a minimum of 8 ft. between the barrier and the edge of traveled way. There are several advantages to this location but chief among them is the performance of the system in a incident. At the 4 ft. downslope location, the errant vehicle adjacent to the barrier, while airborne, is not at a great enough altitude to override the cable during a front side encounter. From the opposing direction, or backside, the suspension of the errant vehicle will have recovered enough to allow an impact to occur under relatively normal impact conditions.

If the 8 ft. separation cannot be obtained, the designer must work with the Central Office Design Division to assess the potential safety impacts of a decreased deflection distance. A different barrier system should be considered.

'''Medians narrower than 30 ft.''' In medians narrower than 30 ft., the guard cable should be installed within 1 ft. of the vertex of either a V or flat-bottomed ditch. As previously discussed, this location performs the most advantageously. When placed 4 ft. downslope in narrow medians, the suspension of the vehicle impacting from the back side (i.e. the opposite direction) is most tightly compressed near that location. A compressed suspension has potenial to underride the system.

'''Alternating Sides.''' The designer may choose to alternate the sides of the median where the barrier is placed for the purpose of reducing any shy line issues or discomfort for motorists. The change should occur at natural breaks in the barrier such as emergency crossovers or median bridge columns.

===606.2.3.2 Parallel Installations===
In-service experience with parallel installations has shown less than desirable results. The close proximity of each installation to traffic has caused an inordinately high incidence of nuisance hits resulting in higher than acceptable long-term maintenance costs. Vegetative maintenance is also a concern.

Parallel installations of guard cable should not be used. Instead, designers should rely upon guard cable designed for the situation as a single run or consider a barrier system other than guard cable.

===606.2.3.3 Post Spacing===
While guard cable has been tested and approved with post spacing ranging from 6.5 to 32.5 ft., it is widely believed that the wider post spacing leads to greater deflections and an increased likelihood of vehicle penetration due to underride or traveling between the cables. For this reason, post spacing should not exceed the conventional limit of 20 ft or the manufacturer's recommendation. Additionally, increasing post spacing through horizontal curves increases the opportunity for the cable to assume a chord length if the posts are damaged. If enough posts are damaged, the cable could project into the travelway on the inside of the curve.

===606.2.3.4 Slopes===
[[131.2 Proprietary Items and Public Interest Findings#131.2.1.1 Proprietary Items|Proprietary]] high-tension systems are approved for use on slopes with gradients between 1V:6H (6:1) to 1V:4H (4:1).
[[image:606.2.4.6.jpg|right|275px|thumb|'''<center>Anchor Assembly</center>''']]

===606.2.3.5 Vegetative Barrier===
[[:Category:822 Roadside Vegetation Management|Vegetation control]] in the area between the cable and the passing lane should be addressed. Failure to provide some positive form of vegetation control will hinder the future maintenance of the system. The core team shall consult with the local maintenance personnel to arrive at a vegetative control measure that is mutually agreeable. Vegetation control may not be omitted from a project as a practical design or value engineering measure. See [[#602.4 Maintenance and Repair|EPG 606.2.4 Maintenance and Repair]] for vegetation maintenance.

===606.2.3.6 Termination at Crossovers and [[:Category:240 Maintenance and Emergency Crossovers|Emergency Crossovers]]===

The design for guard cable termination as well as the grading for the crossover shall be in accordance with [https://www.modot.org/media/16863 Standard Plan 606.41, Sheet 7 of 7]. Refer to [[:Category:240 Maintenance and Emergency Crossovers#240.4 Guard Cable Termination at Emergency Crossovers|EPG 240.4 Guard Cable Termination at Emergency Crossovers]] for additional information.

==606.2.4 Maintenance and Repair==

Guard cable is only as functional as its ongoing maintenance and repair. Proper maintenance and incident repair will ensure that the system is always in a state of functionality to provide motorists a greater level of safety on Missouri roadways.

'''Vegetation Maintenance.''' District maintenance shall provide vegetative control around guard cable systems. Vegetation maintenance measures should include mowing, [[:Category:821 Herbicides and Roadsides|herbicides]], a geotextile-aggregate strip or an asphalt apron may have been constructed during initial installation.

'''Cable Tension.''' If pre-stressed cables are used for high-tension systems and compensators are properly compressed for low-tension systems, the tension in the cable should properly acclimate to any weather condition. Tension logs shall be stored in the contract specific eProjects folder. The tension log form is available at [[:Category:101_Standard_Forms|EPG 101 Standard Forms]].

'''Cable Height. ''' The importance of cable height to properly capture and redirect errant vehicles has been demonstrated. Although cable height is relatively static in all systems, erosion and tire rutting under the barrier can sometimes cause a localized increase in height, resulting in possible underride. When ditch erosion or rutting causes the cable heights to be outside the manufacturer’s recommended maximum, corrective measures should be performed by either the on-call contractor or by in-house Maintenance forces.

Maintenance personnel should be aware of minimum and maximum cable heights and encouraged to identify locations where erosion or the accumulation of silt have altered the relative cable height.

'''Median Condition. ''' The median condition with respect to rutting, loss of vegetation and incident debris should be remedied by Maintenance forces following each incident.

'''Guard Cable Repair.''' Incident repairs shall be performed by the on-call contractor. See [[147.3 Job Order Contracting (JOC)#147.3.10 Guardrail and Guard Cable Repair|EPG 147.3.10 Guardrail and Guard Cable Repair]] for additional Job Order Contracting requirements for guard cable repairs.

==606.2.5 Maintenance Planning Guidelines for Guard Cable==

See [[:Category:170 Maintenance Activity Planning Guidelines#R227 Roadway & Bridge Safety Features|Maintenance Planning Guideline for Guard Cable]].

Index of all [[:Category:170 Maintenance Activity Planning Guidelines#Index of Printable Planning Guides|Maintenance Planning Guidelines]].

==606.2.6 Construction Inspection Guidelines for Guard Cable==

'''For [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 606.50.2]'''. The embankment slope between the shoulder and the guard cable should be 1V:6H (6:1) or flatter, unless the system is approved for use on slopes as steep as 1V:4H (4:1). If only one run of three-strand guard cable is installed in the median, the slope on both sides of the guard cable should be 1V:6H (6:1) or flatter, unless the system is approved for use on slopes as steep as 1V:4H (4:1). No exceptions should be allowed unless approved by the Central Office. This is essential for the guard cable to perform as designed.

The embankment slope behind the guard cable is not critical (may be as steep as 1V:2H (2:1)) if another run of three-strand guard cable is installed on the other side of the median to prevent crossovers from that direction of traffic or if adequate clear zone is provided in the other direction of traffic. Such "double runs" are discouraged, however, since both the initial and lifetime costs are doubled.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" align="right" style="margin-left:10px"
|+
! style="background:#BEBEBE"|Sieve Size !! style="background:#BEBEBE"|Percent Passing by Weight (mass)
|-
|align="center"|3 in. (75mm)||align="center"| 100
|-
|align="center"|1 in. (25mm)|| align="center"|80
|-
|align="center"|No. 4 (4.75mm)|| align="center"|0-35
|}
'''Aggregate Bedding (for [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec. 606.50.2.4])'''. Predominantly one-sized stone as a bedding material for guard cable, as currently specified in Sec 606.50.4, will act as marbles when a vehicle impacts the bedding material and will likely result in an impacting vehicle to dive under the cable system and continue across the median into the opposing traffic, thereby defeating the purpose of the guard cable system. This is elevated to even a larger safety issue where contractors have provided sand or gravel as the bedding material, which have a greater tendency to roll like marbles when impacted and increases the probability for a vehicle to dive beneath the barrier system. In the interim of getting a specification revision, existing jobs should be change ordered to a bedding material consisting of a uniform, angular graded material of a gradation similar to that shown below. Verification of the gradation should be accomplished by visual inspection, and when in suspect, a sieve analysis should be conducted.

'''Delineators (for Sec. 606.50.2.5).''' All three-strand guard cable, regardless of the location of the guard cable, should be delineated, with delineator spacing, reflective sheeting and reflector colors in accordance with Sec 606.10.2.3.

[[Category:606 Guardrail and Guard Cable]]

606.2 Guard Cable

2021-12-09T06:47:49Z

Kleins1: /* 606.2.2 Warrants */

{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|'''Videos'''
|-
|[{{SERVER}}/documents/606.2_Cable_Rail_Test.mpg Successful guard cable test]
|-
|[[media:606.1 Guard cable.wmv|Guard Cable in Action]]
|-
|[http://www.youtube.com/modotvideo#p/u/1/IZTtBN7CHxY MoDOT's You Tube Guard Cable video]
|}

==606.2.1 Guard Cable Types==

Guard cable consists of twisted wire ropes mounted on weak posts. There are two types of guard cable systems in use on Missouri roadways: low-tension and high-tension.

'''606.2.1.1 Low-Tension.''' Since no single producer exclusively manufactures low-tension guard cable, this system has been commonly called the “U.S. generic” system or non-proprietary. Low-tension guard cables typically consist of three cables placed at different heights and are tensioned to eliminate sag between posts. Large springs at either end of the cable run are compressed, according to temperature, to achieve the system’s tension. The cable itself is strung on posts that are directly driven into the ground.
[[image:606.2 Guard Cable.JPG|right|400px|thumb|<center>'''Low-tension Guard Cable'''</center>]]
Typically, when a vehicle impacts the low-tension system, the cable stretches laterally “catching” the vehicle. This movement is known as the dynamic deflection.
{|style="padding: 0.3em; margin-right:7px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="left"
|-
|'''Median Guard Cable'''
|-
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/ss07006.pdf Summary, 2006]
|-
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/or10016.pdf Report, 2010]
|-
|'''See also:''' [https://www.modot.org/research-publications Research Publications]
|}

Given the low tension of the system, individual installations, or “runs”, of cable are limited to 2000 ft. with an anchor assembly at each end. When a vehicle strikes low-tension cable, the system can become disabled and should be repaired as soon as practical.

Low-tension systems have proven their value by reducing cross-median incidents. However, the installation of new low-tension cable systems should be limited to small-scale installations.

'''606.2.1.2 High-Tension.''' High-tension cable barrier looks very similar to low-tension cable but the two systems are very different in most other aspects. High-tension guard cable consists of three or four pre-stressed cables supported by weak posts.
[[image:606.2.1.2 High-Tension.jpg|right|595px|thumb|<center>'''High-tension Guard Cable'''</center>]]
During installation, the cables are placed on the posts and then tightened to the manufacturer’s recommended tension. Due to this tightening, the cable installations can be of indefinite length. The runs are typically only limited by the presence of median openings.

Typically, when a vehicle impacts the high-tension system the cable, like low-tension guard cable, it will laterally deflect. The inherent tension within the system also allows the cable to remain at the proper height, even after an impact removes several posts. The high-tension system is not designed to continue to function in that condition, therefore repairs should be made as soon as practical.

As of 2007, all high-tension guard cable systems are proprietary, that is, marketed under exclusive rights of a specific manufacturer. Five systems are currently marketed in the United States.

See [https://www.modot.org/end-terminals-crash-cushions-and-barrier-systems End Terminals, Crash Cushions and Barrier Systems] for the list of approved high-tension guard cable manufacturers.

A common installation of high-tension guard cable employs concrete footings into which metal tubes are cast, forming sockets. The socket allows a post to be replaced with relative ease during a repair operation. The damaged post can be removed from the socket and replaced with a new post. Socketed systems eliminate the requirement for specialized post driving equipment and subsurface utility location for each repair.

High-tension systems can be used on a variety of median inslopes, often eliminating the need for costly slope corrections and drainage modifications.

==606.2.2 Warrants==

Analyses of cross-median incident history and traffic volume provide valuable information in determining the likelihood of future incidents on these routes. In order to prevent future incidents, it is important to focus safety efforts on locations that will benefit the most from safety countermeasures.

The risk of cross-median crashes can be influenced by median width and the traffic volume on both roadways (two-way AADT). Figure 606.2.2 shows various levels for implementation based on the anticipated benefits of reducing crashes compared to costs for installation, maintenance, and overall crash impact. The [http://sp/sites/ts/Pages/default.aspx Highway Safety and Traffic Division] may be contacted for additional details on how the anticipated benefits of guard cable installation were determined.
<center>
{| style="margin: 1em auto 1em auto"
|-
|width="475" align="center"|[[image:606.2.2.jpg|470px]]
|-
|width="415" align="center"|'''Figure 606.2.2, Median Guard Cable Levels as Related to Median Width and Two-Way AADT'''
|}
</center>
Median guard cable should be installed in Level 1 locations.

Median guard cable may be installed in Level 2 or 3 locations based on engineering judgment. Guard cable may be installed on Level 4, but is not typical and should have additional justification based on the context of the location.

'''606.2.2.1 Data.''' Analysis of incidents on a candidate corridor should focus on cross-median incidents on that route.

It is important this data analysis is accurate and complete for all roadways. Due to at-grade intersection incidents on these routes, a simple query of cross-median incidents may include unwanted events and exclude necessary ones. Accuracy of this data is vital in decision-making.

The data should be reviewed regularly to validate priorities and identify any emerging cross-median safety concerns. A regular review of divided highway traffic volume and incidents will provide information to address cross-median incidents.

'''606.2.2.2 Traffic Volume.''' Recent research has connected traffic volume growth directly to cross-median incidents. As volume increases, the probability of a motorist crossing the median and hitting an oncoming vehicle also increases. Instead of relying solely on incident history, there is an opportunity to proactively address this incident type before the incidents occur by studying traffic volume patterns and installing a system of median guard cable on routes with sharply increasing volumes. See Figure 606.2.2 for the anticipated impact traffic volume has on crash risk and anticipated value for guard cable installation.

'''606.2.2.3 [[231.1 Median Width|Median Width]].''' Recent national experience has shown that cross-median incidents can occur on highways with median widths above MoDOT's initial 60 ft. threshold. Although this width has largely proven to be effective in deterring such incidents, no route will be excluded from analysis solely on the basis of median width. Divided highways with very wide medians are expected to have a low risk of cross-median incidents. See Figure 606.2.2 for the anticipated impact median width has on crash risk and anticipated value for guard cable installation.

==606.2.3 Design and Installation Guidelines==
===606.2.3.1 Lateral Placement in the Median===

'''Dynamics of Cross-Median Incidents.''' When a vehicle leaves the roadway and enters the median, certain predictable dynamics occur. Vehicles may enter the median at a variety of speeds and angles but for the purposes of roadside safety research and testing, a 62 mph departure at a 25° angle is generally used.

Upon departure, a vehicle will initially continue along its vertical trajectory. As the inslope falls away along the 25° vehicle path, the vehicle effectively becomes briefly airborne. When the vehicle's inertia can no longer overcome gravity, it lands and its suspension is deeply compressed. As the vehicle continues to travel through the median, the suspension rebounds and the bumper of the vehicle stays at a relatively constant height throughout the remainder of the errant journey.

Every guard cable incident is slightly different because of a host of site-specific factors. In general, however, the front of the vehicle must engage at least two of the three or four cables present in order to be contained by the system. Given the dynamics described above, lateral placement of the cable can be grouped into two main categories: medians wider than 30 ft. and those narrower than 30 ft.
[[image:606.2.4.1 Placement.jpg|600px|right]]
'''Medians 30 ft. or wider.''' The guard cable should be installed no more than 4 ft. downslope of the edge of the shoulder. With wider shoulders, the downslope location could be less than 4 ft., but in any case, there shall be 8 ft. between the barrier and the edge of traveled way. There are several advantages to this location but chief among them is the performance of the system in an incident. At the 4 ft. downslope location, the errant vehicle adjacent to the barrier, while airborne, is not at a great enough altitude to override the cable during a front side encounter. From the opposing direction, or backside, the suspension of the errant vehicle will have recovered enough to allow an impact to occur under relatively normal impact conditions.

If the 8 ft. separation cannot be obtained, the designer must work with the Central Office Design Division to assess the potential safety impacts of a decreased deflection distance. A different barrier system should be considered.

'''Medians narrower than 30 ft.''' In medians narrower than 30 ft., the guard cable should be installed within 1 ft. of the vertex of either a V or flat-bottomed ditch. As previously discussed, this location performs the most advantageously. The 4 ft. downslope location starts to fail in narrower medians as the suspension of the vehicle impacting from the back side (i.e. the opposite direction) is the most tightly compressed around that location. Again, a fully compressed suspension has proven to be the principal reason for vehicles underriding the system.

'''Alternating Sides.''' The designer may choose to alternate the sides of the median where the barrier is placed for the purpose of reducing any shy line issues or discomfort for motorists. The change should occur at natural breaks in the barrier such as emergency crossovers or median bridge columns.

===606.2.3.2 Parallel Installations===
In-service experience with parallel installations has shown less than desirable results. The close proximity of each installation to traffic has caused an inordinately high incidence of nuisance hits resulting in higher than acceptable long-term maintenance costs. Vegetative maintenance is also a concern.

Parallel installations of guard cable should not be used. Instead, designers should rely upon guard cable designed for the situation as a single run or consider a barrier system other than guard cable.

===606.2.3.3 Post Spacing===
While guard cable has been tested and approved with post spacing ranging from 6.5 to 32.5 ft., it is widely believed that the wider post spacing leads to greater deflections and an increased likelihood of vehicle penetration due to underride or traveling between the cables. For this reason, post spacing should not exceed the conventional limit of 20 ft or the manufacturer's recommendation. Additionally, increasing post spacing through horizontal curves increases the opportunity for the cable to assume a chord length if the posts are damaged. If enough posts are damaged, the cable could project into the travelway on the inside of the curve.

===606.2.3.4 Slopes===
[[131.2 Proprietary Items and Public Interest Findings#131.2.1.1 Proprietary Items|Proprietary]] high-tension systems are approved for use on slopes with gradients between 1V:6H (6:1) to 1V:4H (4:1).
[[image:606.2.4.6.jpg|right|275px|thumb|'''<center>Anchor Assembly</center>''']]

===606.2.3.5 Vegetative Barrier===
[[:Category:822 Roadside Vegetation Management|Vegetation control]] in the area between the cable and the passing lane should be addressed. Failure to provide some positive form of vegetation control will hinder the future maintenance of the system. The core team shall consult with the local maintenance personnel to arrive at a vegetative control measure that is mutually agreeable. Vegetation control may not be omitted from a project as a practical design or value engineering measure. See [[#602.4 Maintenance and Repair|EPG 606.2.4 Maintenance and Repair]] for vegetation maintenance.

===606.2.3.6 Termination at Crossovers and [[:Category:240 Maintenance and Emergency Crossovers|Emergency Crossovers]]===

The design for guard cable termination as well as the grading for the crossover shall be in accordance with [https://www.modot.org/media/16863 Standard Plan 606.41, Sheet 7 of 7]. Refer to [[:Category:240 Maintenance and Emergency Crossovers#240.4 Guard Cable Termination at Emergency Crossovers|EPG 240.4 Guard Cable Termination at Emergency Crossovers]] for additional information.

==606.2.4 Maintenance and Repair==

Guard cable is only as functional as its ongoing maintenance and repair. Proper maintenance and incident repair will ensure that the system is always in a state of functionality to provide motorists a greater level of safety on Missouri roadways.

'''Vegetation Maintenance.''' District maintenance shall provide vegetative control around guard cable systems. Vegetation maintenance measures should include mowing, [[:Category:821 Herbicides and Roadsides|herbicides]], a geotextile-aggregate strip or an asphalt apron may have been constructed during initial installation.

'''Cable Tension.''' If pre-stressed cables are used for high-tension systems and compensators are properly compressed for low-tension systems, the tension in the cable should properly acclimate to any weather condition. Tension logs shall be stored in the contract specific eProjects folder. The tension log form is available at [[:Category:101_Standard_Forms|EPG 101 Standard Forms]].

'''Cable Height. ''' The importance of cable height to properly capture and redirect errant vehicles has been demonstrated. Although cable height is relatively static in all systems, erosion and tire rutting under the barrier can sometimes cause a localized increase in height, resulting in possible underride. When ditch erosion or rutting causes the cable heights to be outside the manufacturer’s recommended maximum, corrective measures should be performed by either the on-call contractor or by in-house Maintenance forces.

Maintenance personnel should be aware of minimum and maximum cable heights and encouraged to identify locations where erosion or the accumulation of silt have altered the relative cable height.

'''Median Condition. ''' The median condition with respect to rutting, loss of vegetation and incident debris should be remedied by Maintenance forces following each incident.

'''Guard Cable Repair.''' Incident repairs shall be performed by the on-call contractor. See [[147.3 Job Order Contracting (JOC)#147.3.10 Guardrail and Guard Cable Repair|EPG 147.3.10 Guardrail and Guard Cable Repair]] for additional Job Order Contracting requirements for guard cable repairs.

==606.2.5 Maintenance Planning Guidelines for Guard Cable==

See [[:Category:170 Maintenance Activity Planning Guidelines#R227 Roadway & Bridge Safety Features|Maintenance Planning Guideline for Guard Cable]].

Index of all [[:Category:170 Maintenance Activity Planning Guidelines#Index of Printable Planning Guides|Maintenance Planning Guidelines]].

==606.2.6 Construction Inspection Guidelines for Guard Cable==

'''For [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 606.50.2]'''. The embankment slope between the shoulder and the guard cable should be 1V:6H (6:1) or flatter, unless the system is approved for use on slopes as steep as 1V:4H (4:1). If only one run of three-strand guard cable is installed in the median, the slope on both sides of the guard cable should be 1V:6H (6:1) or flatter, unless the system is approved for use on slopes as steep as 1V:4H (4:1). No exceptions should be allowed unless approved by the Central Office. This is essential for the guard cable to perform as designed.

The embankment slope behind the guard cable is not critical (may be as steep as 1V:2H (2:1)) if another run of three-strand guard cable is installed on the other side of the median to prevent crossovers from that direction of traffic or if adequate clear zone is provided in the other direction of traffic. Such "double runs" are discouraged, however, since both the initial and lifetime costs are doubled.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" align="right" style="margin-left:10px"
|+
! style="background:#BEBEBE"|Sieve Size !! style="background:#BEBEBE"|Percent Passing by Weight (mass)
|-
|align="center"|3 in. (75mm)||align="center"| 100
|-
|align="center"|1 in. (25mm)|| align="center"|80
|-
|align="center"|No. 4 (4.75mm)|| align="center"|0-35
|}
'''Aggregate Bedding (for [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec. 606.50.2.4])'''. Predominantly one-sized stone as a bedding material for guard cable, as currently specified in Sec 606.50.4, will act as marbles when a vehicle impacts the bedding material and will likely result in an impacting vehicle to dive under the cable system and continue across the median into the opposing traffic, thereby defeating the purpose of the guard cable system. This is elevated to even a larger safety issue where contractors have provided sand or gravel as the bedding material, which have a greater tendency to roll like marbles when impacted and increases the probability for a vehicle to dive beneath the barrier system. In the interim of getting a specification revision, existing jobs should be change ordered to a bedding material consisting of a uniform, angular graded material of a gradation similar to that shown below. Verification of the gradation should be accomplished by visual inspection, and when in suspect, a sieve analysis should be conducted.

'''Delineators (for Sec. 606.50.2.5).''' All three-strand guard cable, regardless of the location of the guard cable, should be delineated, with delineator spacing, reflective sheeting and reflector colors in accordance with Sec 606.10.2.3.

[[Category:606 Guardrail and Guard Cable]]

606.2 Guard Cable

2021-12-09T06:41:33Z

Kleins1: /* 606.2.3.4 Slopes */ This article is being edited based on ballot comments effective January 2022

{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|'''Videos'''
|-
|[{{SERVER}}/documents/606.2_Cable_Rail_Test.mpg Successful guard cable test]
|-
|[[media:606.1 Guard cable.wmv|Guard Cable in Action]]
|-
|[http://www.youtube.com/modotvideo#p/u/1/IZTtBN7CHxY MoDOT's You Tube Guard Cable video]
|}

==606.2.1 Guard Cable Types==

Guard cable consists of twisted wire ropes mounted on weak posts. There are two types of guard cable systems in use on Missouri roadways: low-tension and high-tension.

'''606.2.1.1 Low-Tension.''' Since no single producer exclusively manufactures low-tension guard cable, this system has been commonly called the “U.S. generic” system or non-proprietary. Low-tension guard cables typically consist of three cables placed at different heights and are tensioned to eliminate sag between posts. Large springs at either end of the cable run are compressed, according to temperature, to achieve the system’s tension. The cable itself is strung on posts that are directly driven into the ground.
[[image:606.2 Guard Cable.JPG|right|400px|thumb|<center>'''Low-tension Guard Cable'''</center>]]
Typically, when a vehicle impacts the low-tension system, the cable stretches laterally “catching” the vehicle. This movement is known as the dynamic deflection.
{|style="padding: 0.3em; margin-right:7px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="left"
|-
|'''Median Guard Cable'''
|-
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/ss07006.pdf Summary, 2006]
|-
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/or10016.pdf Report, 2010]
|-
|'''See also:''' [https://www.modot.org/research-publications Research Publications]
|}

Given the low tension of the system, individual installations, or “runs”, of cable are limited to 2000 ft. with an anchor assembly at each end. When a vehicle strikes low-tension cable, the system can become disabled and should be repaired as soon as practical.

Low-tension systems have proven their value by reducing cross-median incidents. However, the installation of new low-tension cable systems should be limited to small-scale installations.

'''606.2.1.2 High-Tension.''' High-tension cable barrier looks very similar to low-tension cable but the two systems are very different in most other aspects. High-tension guard cable consists of three or four pre-stressed cables supported by weak posts.
[[image:606.2.1.2 High-Tension.jpg|right|595px|thumb|<center>'''High-tension Guard Cable'''</center>]]
During installation, the cables are placed on the posts and then tightened to the manufacturer’s recommended tension. Due to this tightening, the cable installations can be of indefinite length. The runs are typically only limited by the presence of median openings.

Typically, when a vehicle impacts the high-tension system the cable, like low-tension guard cable, it will laterally deflect. The inherent tension within the system also allows the cable to remain at the proper height, even after an impact removes several posts. The high-tension system is not designed to continue to function in that condition, therefore repairs should be made as soon as practical.

As of 2007, all high-tension guard cable systems are proprietary, that is, marketed under exclusive rights of a specific manufacturer. Five systems are currently marketed in the United States.

See [https://www.modot.org/end-terminals-crash-cushions-and-barrier-systems End Terminals, Crash Cushions and Barrier Systems] for the list of approved high-tension guard cable manufacturers.

A common installation of high-tension guard cable employs concrete footings into which metal tubes are cast, forming sockets. The socket allows a post to be replaced with relative ease during a repair operation. The damaged post can be removed from the socket and replaced with a new post. Socketed systems eliminate the requirement for specialized post driving equipment and subsurface utility location for each repair.

High-tension systems can be used on a variety of median inslopes, often eliminating the need for costly slope corrections and drainage modifications.

==606.2.2 Warrants==

Analyses of cross-median incident history and traffic volume provide valuable information in determining the likelihood of future incidents on these routes. In order to prevent future incidents, it is important to focus safety efforts on locations that will benefit the most from safety countermeasures.

The risk of cross-median crashes can be influenced by median width and the traffic volume on both roadways (two-way AADT). Figure 606.2.2 shows various levels for implementation based on the anticipated benefits of reducing severe crashes compared to costs for installation, maintenance, and overall crash impact. The [http://sp/sites/ts/Pages/default.aspx Highway Safety and Traffic Division] may be contacted for additional details on how the anticipated benefits of guard cable installation were determined.
<center>
{| style="margin: 1em auto 1em auto"
|-
|width="475" align="center"|[[image:606.2.2.jpg|470px]]
|-
|width="415" align="center"|'''Figure 606.2.2, Median Guard Cable Levels as Related to Median Width and Two-Way AADT'''
|}
</center>
Median guard cable should be installed in Level 1 locations.

Median guard cable may be installed in Level 2 or 3 locations based on engineering judgment. Guard cable may be installed on Level 4, but is not typical and should have additional justification based on the context of the location.

'''606.2.2.1 Data.''' Analysis of incidents on a candidate corridor should focus on cross-median incidents on that route.

It is important this data analysis is accurate and complete for all roadways. Due to at-grade intersection incidents on these routes, a simple query of cross-median incidents may include unwanted events and exclude necessary ones. Accuracy of this data is vital in decision-making.

The data should be reviewed regularly to validate priorities and identify any emerging cross-median safety concerns. A regular review of divided highway traffic volume and incidents will provide information to address severe cross-median incidents.

'''606.2.2.2 Traffic Volume.''' Recent research has connected traffic volume growth directly to cross-median incidents. As volume increases, the probability of a motorist crossing the median and hitting an oncoming vehicle also increases. Instead of relying solely on incident history, there is an opportunity to proactively address this incident type before the incidents occur by studying traffic volume patterns and installing a system of median guard cable on routes with sharply increasing volumes. See Figure 606.2.2 for the anticipated impact traffic volume has on severe crash risk and anticipated value for guard cable installation.

'''606.2.2.3 [[231.1 Median Width|Median Width]].''' Recent national experience has shown that cross-median incidents can occur on highways with median widths above MoDOT's initial 60 ft. threshold. Although this width has largely proven to be effective in deterring such incidents, no route will be excluded from analysis solely on the basis of median width. Divided highways with very wide medians are expected to have a low risk of cross-median incidents. See Figure 606.2.2 for the anticipated impact median width has on severe crash risk and anticipated value for guard cable installation.

==606.2.3 Design and Installation Guidelines==
===606.2.3.1 Lateral Placement in the Median===

'''Dynamics of Cross-Median Incidents.''' When a vehicle leaves the roadway and enters the median, certain predictable dynamics occur. Vehicles may enter the median at a variety of speeds and angles but for the purposes of roadside safety research and testing, a 62 mph departure at a 25° angle is generally used.

Upon departure, a vehicle will initially continue along its vertical trajectory. As the inslope falls away along the 25° vehicle path, the vehicle effectively becomes briefly airborne. When the vehicle's inertia can no longer overcome gravity, it lands and its suspension is deeply compressed. As the vehicle continues to travel through the median, the suspension rebounds and the bumper of the vehicle stays at a relatively constant height throughout the remainder of the errant journey.

Every guard cable incident is slightly different because of a host of site-specific factors. In general, however, the front of the vehicle must engage at least two of the three or four cables present in order to be contained by the system. Given the dynamics described above, lateral placement of the cable can be grouped into two main categories: medians wider than 30 ft. and those narrower than 30 ft.
[[image:606.2.4.1 Placement.jpg|600px|right]]
'''Medians 30 ft. or wider.''' The guard cable should be installed no more than 4 ft. downslope of the edge of the shoulder. With wider shoulders, the downslope location could be less than 4 ft., but in any case, there shall be 8 ft. between the barrier and the edge of traveled way. There are several advantages to this location but chief among them is the performance of the system in an incident. At the 4 ft. downslope location, the errant vehicle adjacent to the barrier, while airborne, is not at a great enough altitude to override the cable during a front side encounter. From the opposing direction, or backside, the suspension of the errant vehicle will have recovered enough to allow an impact to occur under relatively normal impact conditions.

If the 8 ft. separation cannot be obtained, the designer must work with the Central Office Design Division to assess the potential safety impacts of a decreased deflection distance. A different barrier system should be considered.

'''Medians narrower than 30 ft.''' In medians narrower than 30 ft., the guard cable should be installed within 1 ft. of the vertex of either a V or flat-bottomed ditch. As previously discussed, this location performs the most advantageously. The 4 ft. downslope location starts to fail in narrower medians as the suspension of the vehicle impacting from the back side (i.e. the opposite direction) is the most tightly compressed around that location. Again, a fully compressed suspension has proven to be the principal reason for vehicles underriding the system.

'''Alternating Sides.''' The designer may choose to alternate the sides of the median where the barrier is placed for the purpose of reducing any shy line issues or discomfort for motorists. The change should occur at natural breaks in the barrier such as emergency crossovers or median bridge columns.

===606.2.3.2 Parallel Installations===
In-service experience with parallel installations has shown less than desirable results. The close proximity of each installation to traffic has caused an inordinately high incidence of nuisance hits resulting in higher than acceptable long-term maintenance costs. Vegetative maintenance is also a concern.

Parallel installations of guard cable should not be used. Instead, designers should rely upon guard cable designed for the situation as a single run or consider a barrier system other than guard cable.

===606.2.3.3 Post Spacing===
While guard cable has been tested and approved with post spacing ranging from 6.5 to 32.5 ft., it is widely believed that the wider post spacing leads to greater deflections and an increased likelihood of vehicle penetration due to underride or traveling between the cables. For this reason, post spacing should not exceed the conventional limit of 20 ft or the manufacturer's recommendation. Additionally, increasing post spacing through horizontal curves increases the opportunity for the cable to assume a chord length if the posts are damaged. If enough posts are damaged, the cable could project into the travelway on the inside of the curve.

===606.2.3.4 Slopes===
[[131.2 Proprietary Items and Public Interest Findings#131.2.1.1 Proprietary Items|Proprietary]] high-tension systems are approved for use on slopes with gradients between 1V:6H (6:1) to 1V:4H (4:1).
[[image:606.2.4.6.jpg|right|275px|thumb|'''<center>Anchor Assembly</center>''']]

===606.2.3.5 Vegetative Barrier===
[[:Category:822 Roadside Vegetation Management|Vegetation control]] in the area between the cable and the passing lane should be addressed. Failure to provide some positive form of vegetation control will hinder the future maintenance of the system. The core team shall consult with the local maintenance personnel to arrive at a vegetative control measure that is mutually agreeable. Vegetation control may not be omitted from a project as a practical design or value engineering measure. See [[#602.4 Maintenance and Repair|EPG 606.2.4 Maintenance and Repair]] for vegetation maintenance.

===606.2.3.6 Termination at Crossovers and [[:Category:240 Maintenance and Emergency Crossovers|Emergency Crossovers]]===

The design for guard cable termination as well as the grading for the crossover shall be in accordance with [https://www.modot.org/media/16863 Standard Plan 606.41, Sheet 7 of 7]. Refer to [[:Category:240 Maintenance and Emergency Crossovers#240.4 Guard Cable Termination at Emergency Crossovers|EPG 240.4 Guard Cable Termination at Emergency Crossovers]] for additional information.

==606.2.4 Maintenance and Repair==

Guard cable is only as functional as its ongoing maintenance and repair. Proper maintenance and incident repair will ensure that the system is always in a state of functionality to provide motorists a greater level of safety on Missouri roadways.

'''Vegetation Maintenance.''' District maintenance shall provide vegetative control around guard cable systems. Vegetation maintenance measures should include mowing, [[:Category:821 Herbicides and Roadsides|herbicides]], a geotextile-aggregate strip or an asphalt apron may have been constructed during initial installation.

'''Cable Tension.''' If pre-stressed cables are used for high-tension systems and compensators are properly compressed for low-tension systems, the tension in the cable should properly acclimate to any weather condition. Tension logs shall be stored in the contract specific eProjects folder. The tension log form is available at [[:Category:101_Standard_Forms|EPG 101 Standard Forms]].

'''Cable Height. ''' The importance of cable height to properly capture and redirect errant vehicles has been demonstrated. Although cable height is relatively static in all systems, erosion and tire rutting under the barrier can sometimes cause a localized increase in height, resulting in possible underride. When ditch erosion or rutting causes the cable heights to be outside the manufacturer’s recommended maximum, corrective measures should be performed by either the on-call contractor or by in-house Maintenance forces.

Maintenance personnel should be aware of minimum and maximum cable heights and encouraged to identify locations where erosion or the accumulation of silt have altered the relative cable height.

'''Median Condition. ''' The median condition with respect to rutting, loss of vegetation and incident debris should be remedied by Maintenance forces following each incident.

'''Guard Cable Repair.''' Incident repairs shall be performed by the on-call contractor. See [[147.3 Job Order Contracting (JOC)#147.3.10 Guardrail and Guard Cable Repair|EPG 147.3.10 Guardrail and Guard Cable Repair]] for additional Job Order Contracting requirements for guard cable repairs.

==606.2.5 Maintenance Planning Guidelines for Guard Cable==

See [[:Category:170 Maintenance Activity Planning Guidelines#R227 Roadway & Bridge Safety Features|Maintenance Planning Guideline for Guard Cable]].

Index of all [[:Category:170 Maintenance Activity Planning Guidelines#Index of Printable Planning Guides|Maintenance Planning Guidelines]].

==606.2.6 Construction Inspection Guidelines for Guard Cable==

'''For [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 606.50.2]'''. The embankment slope between the shoulder and the guard cable should be 1V:6H (6:1) or flatter, unless the system is approved for use on slopes as steep as 1V:4H (4:1). If only one run of three-strand guard cable is installed in the median, the slope on both sides of the guard cable should be 1V:6H (6:1) or flatter, unless the system is approved for use on slopes as steep as 1V:4H (4:1). No exceptions should be allowed unless approved by the Central Office. This is essential for the guard cable to perform as designed.

The embankment slope behind the guard cable is not critical (may be as steep as 1V:2H (2:1)) if another run of three-strand guard cable is installed on the other side of the median to prevent crossovers from that direction of traffic or if adequate clear zone is provided in the other direction of traffic. Such "double runs" are discouraged, however, since both the initial and lifetime costs are doubled.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" align="right" style="margin-left:10px"
|+
! style="background:#BEBEBE"|Sieve Size !! style="background:#BEBEBE"|Percent Passing by Weight (mass)
|-
|align="center"|3 in. (75mm)||align="center"| 100
|-
|align="center"|1 in. (25mm)|| align="center"|80
|-
|align="center"|No. 4 (4.75mm)|| align="center"|0-35
|}
'''Aggregate Bedding (for [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec. 606.50.2.4])'''. Predominantly one-sized stone as a bedding material for guard cable, as currently specified in Sec 606.50.4, will act as marbles when a vehicle impacts the bedding material and will likely result in an impacting vehicle to dive under the cable system and continue across the median into the opposing traffic, thereby defeating the purpose of the guard cable system. This is elevated to even a larger safety issue where contractors have provided sand or gravel as the bedding material, which have a greater tendency to roll like marbles when impacted and increases the probability for a vehicle to dive beneath the barrier system. In the interim of getting a specification revision, existing jobs should be change ordered to a bedding material consisting of a uniform, angular graded material of a gradation similar to that shown below. Verification of the gradation should be accomplished by visual inspection, and when in suspect, a sieve analysis should be conducted.

'''Delineators (for Sec. 606.50.2.5).''' All three-strand guard cable, regardless of the location of the guard cable, should be delineated, with delineator spacing, reflective sheeting and reflector colors in accordance with Sec 606.10.2.3.

[[Category:606 Guardrail and Guard Cable]]

606.2 Guard Cable

2021-12-09T06:38:09Z

Kleins1: /* 606.2.4 Maintenance and Repair */ This article has been updated based on ballot comments for January 2022 effective date.

{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|'''Videos'''
|-
|[{{SERVER}}/documents/606.2_Cable_Rail_Test.mpg Successful guard cable test]
|-
|[[media:606.1 Guard cable.wmv|Guard Cable in Action]]
|-
|[http://www.youtube.com/modotvideo#p/u/1/IZTtBN7CHxY MoDOT's You Tube Guard Cable video]
|}

==606.2.1 Guard Cable Types==

Guard cable consists of twisted wire ropes mounted on weak posts. There are two types of guard cable systems in use on Missouri roadways: low-tension and high-tension.

'''606.2.1.1 Low-Tension.''' Since no single producer exclusively manufactures low-tension guard cable, this system has been commonly called the “U.S. generic” system or non-proprietary. Low-tension guard cables typically consist of three cables placed at different heights and are tensioned to eliminate sag between posts. Large springs at either end of the cable run are compressed, according to temperature, to achieve the system’s tension. The cable itself is strung on posts that are directly driven into the ground.
[[image:606.2 Guard Cable.JPG|right|400px|thumb|<center>'''Low-tension Guard Cable'''</center>]]
Typically, when a vehicle impacts the low-tension system, the cable stretches laterally “catching” the vehicle. This movement is known as the dynamic deflection.
{|style="padding: 0.3em; margin-right:7px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="left"
|-
|'''Median Guard Cable'''
|-
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/ss07006.pdf Summary, 2006]
|-
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/or10016.pdf Report, 2010]
|-
|'''See also:''' [https://www.modot.org/research-publications Research Publications]
|}

Given the low tension of the system, individual installations, or “runs”, of cable are limited to 2000 ft. with an anchor assembly at each end. When a vehicle strikes low-tension cable, the system can become disabled and should be repaired as soon as practical.

Low-tension systems have proven their value by reducing cross-median incidents. However, the installation of new low-tension cable systems should be limited to small-scale installations.

'''606.2.1.2 High-Tension.''' High-tension cable barrier looks very similar to low-tension cable but the two systems are very different in most other aspects. High-tension guard cable consists of three or four pre-stressed cables supported by weak posts.
[[image:606.2.1.2 High-Tension.jpg|right|595px|thumb|<center>'''High-tension Guard Cable'''</center>]]
During installation, the cables are placed on the posts and then tightened to the manufacturer’s recommended tension. Due to this tightening, the cable installations can be of indefinite length. The runs are typically only limited by the presence of median openings.

Typically, when a vehicle impacts the high-tension system the cable, like low-tension guard cable, it will laterally deflect. The inherent tension within the system also allows the cable to remain at the proper height, even after an impact removes several posts. The high-tension system is not designed to continue to function in that condition, therefore repairs should be made as soon as practical.

As of 2007, all high-tension guard cable systems are proprietary, that is, marketed under exclusive rights of a specific manufacturer. Five systems are currently marketed in the United States.

See [https://www.modot.org/end-terminals-crash-cushions-and-barrier-systems End Terminals, Crash Cushions and Barrier Systems] for the list of approved high-tension guard cable manufacturers.

A common installation of high-tension guard cable employs concrete footings into which metal tubes are cast, forming sockets. The socket allows a post to be replaced with relative ease during a repair operation. The damaged post can be removed from the socket and replaced with a new post. Socketed systems eliminate the requirement for specialized post driving equipment and subsurface utility location for each repair.

High-tension systems can be used on a variety of median inslopes, often eliminating the need for costly slope corrections and drainage modifications.

==606.2.2 Warrants==

Analyses of cross-median incident history and traffic volume provide valuable information in determining the likelihood of future incidents on these routes. In order to prevent future incidents, it is important to focus safety efforts on locations that will benefit the most from safety countermeasures.

The risk of cross-median crashes can be influenced by median width and the traffic volume on both roadways (two-way AADT). Figure 606.2.2 shows various levels for implementation based on the anticipated benefits of reducing severe crashes compared to costs for installation, maintenance, and overall crash impact. The [http://sp/sites/ts/Pages/default.aspx Highway Safety and Traffic Division] may be contacted for additional details on how the anticipated benefits of guard cable installation were determined.
<center>
{| style="margin: 1em auto 1em auto"
|-
|width="475" align="center"|[[image:606.2.2.jpg|470px]]
|-
|width="415" align="center"|'''Figure 606.2.2, Median Guard Cable Levels as Related to Median Width and Two-Way AADT'''
|}
</center>
Median guard cable should be installed in Level 1 locations.

Median guard cable may be installed in Level 2 or 3 locations based on engineering judgment. Guard cable may be installed on Level 4, but is not typical and should have additional justification based on the context of the location.

'''606.2.2.1 Data.''' Analysis of incidents on a candidate corridor should focus on cross-median incidents on that route.

It is important this data analysis is accurate and complete for all roadways. Due to at-grade intersection incidents on these routes, a simple query of cross-median incidents may include unwanted events and exclude necessary ones. Accuracy of this data is vital in decision-making.

The data should be reviewed regularly to validate priorities and identify any emerging cross-median safety concerns. A regular review of divided highway traffic volume and incidents will provide information to address severe cross-median incidents.

'''606.2.2.2 Traffic Volume.''' Recent research has connected traffic volume growth directly to cross-median incidents. As volume increases, the probability of a motorist crossing the median and hitting an oncoming vehicle also increases. Instead of relying solely on incident history, there is an opportunity to proactively address this incident type before the incidents occur by studying traffic volume patterns and installing a system of median guard cable on routes with sharply increasing volumes. See Figure 606.2.2 for the anticipated impact traffic volume has on severe crash risk and anticipated value for guard cable installation.

'''606.2.2.3 [[231.1 Median Width|Median Width]].''' Recent national experience has shown that cross-median incidents can occur on highways with median widths above MoDOT's initial 60 ft. threshold. Although this width has largely proven to be effective in deterring such incidents, no route will be excluded from analysis solely on the basis of median width. Divided highways with very wide medians are expected to have a low risk of cross-median incidents. See Figure 606.2.2 for the anticipated impact median width has on severe crash risk and anticipated value for guard cable installation.

==606.2.3 Design and Installation Guidelines==
===606.2.3.1 Lateral Placement in the Median===

'''Dynamics of Cross-Median Incidents.''' When a vehicle leaves the roadway and enters the median, certain predictable dynamics occur. Vehicles may enter the median at a variety of speeds and angles but for the purposes of roadside safety research and testing, a 62 mph departure at a 25° angle is generally used.

Upon departure, a vehicle will initially continue along its vertical trajectory. As the inslope falls away along the 25° vehicle path, the vehicle effectively becomes briefly airborne. When the vehicle's inertia can no longer overcome gravity, it lands and its suspension is deeply compressed. As the vehicle continues to travel through the median, the suspension rebounds and the bumper of the vehicle stays at a relatively constant height throughout the remainder of the errant journey.

Every guard cable incident is slightly different because of a host of site-specific factors. In general, however, the front of the vehicle must engage at least two of the three or four cables present in order to be contained by the system. Given the dynamics described above, lateral placement of the cable can be grouped into two main categories: medians wider than 30 ft. and those narrower than 30 ft.
[[image:606.2.4.1 Placement.jpg|600px|right]]
'''Medians 30 ft. or wider.''' The guard cable should be installed no more than 4 ft. downslope of the edge of the shoulder. With wider shoulders, the downslope location could be less than 4 ft., but in any case, there shall be 8 ft. between the barrier and the edge of traveled way. There are several advantages to this location but chief among them is the performance of the system in an incident. At the 4 ft. downslope location, the errant vehicle adjacent to the barrier, while airborne, is not at a great enough altitude to override the cable during a front side encounter. From the opposing direction, or backside, the suspension of the errant vehicle will have recovered enough to allow an impact to occur under relatively normal impact conditions.

If the 8 ft. separation cannot be obtained, the designer must work with the Central Office Design Division to assess the potential safety impacts of a decreased deflection distance. A different barrier system should be considered.

'''Medians narrower than 30 ft.''' In medians narrower than 30 ft., the guard cable should be installed within 1 ft. of the vertex of either a V or flat-bottomed ditch. As previously discussed, this location performs the most advantageously. The 4 ft. downslope location starts to fail in narrower medians as the suspension of the vehicle impacting from the back side (i.e. the opposite direction) is the most tightly compressed around that location. Again, a fully compressed suspension has proven to be the principal reason for vehicles underriding the system.

'''Alternating Sides.''' The designer may choose to alternate the sides of the median where the barrier is placed for the purpose of reducing any shy line issues or discomfort for motorists. The change should occur at natural breaks in the barrier such as emergency crossovers or median bridge columns.

===606.2.3.2 Parallel Installations===
In-service experience with parallel installations has shown less than desirable results. The close proximity of each installation to traffic has caused an inordinately high incidence of nuisance hits resulting in higher than acceptable long-term maintenance costs. Vegetative maintenance is also a concern.

Parallel installations of guard cable should not be used. Instead, designers should rely upon guard cable designed for the situation as a single run or consider a barrier system other than guard cable.

===606.2.3.3 Post Spacing===
While guard cable has been tested and approved with post spacing ranging from 6.5 to 32.5 ft., it is widely believed that the wider post spacing leads to greater deflections and an increased likelihood of vehicle penetration due to underride or traveling between the cables. For this reason, post spacing should not exceed the conventional limit of 20 ft or the manufacturer's recommendation. Additionally, increasing post spacing through horizontal curves increases the opportunity for the cable to assume a chord length if the posts are damaged. If enough posts are damaged, the cable could project into the travelway on the inside of the curve.

===606.2.3.4 Slopes===
'''1V:6H (6:1) or Flatter Slopes.''' Guard cable, like most roadside hardware, is intended for use on slopes that are 1V:6H (6:1) or flatter. This requirement is based on both computer modeling and full-scale crash testing and represents sound theory. In practice, however, slopes as flat at 1V:6H are often the exception.

'''Steeper Slopes.''' All of the [[131.2 Proprietary Items and Public Interest Findings#131.2.1.1 Proprietary Items|proprietary]] high-tension systems are now approved for use on slopes with gradients from 1V:6H (6:1) to 1V:4H (4:1). Their use, while generally more expensive, represents the most cost-effective solution for shielding steeper slopes.
[[image:606.2.4.6.jpg|right|275px|thumb|'''<center>Anchor Assembly</center>''']]
===606.2.3.5 Vegetative Barrier===
[[:Category:822 Roadside Vegetation Management|Vegetation control]] in the area between the cable and the passing lane should be addressed. Failure to provide some positive form of vegetation control will hinder the future maintenance of the system. The core team shall consult with the local maintenance personnel to arrive at a vegetative control measure that is mutually agreeable. Vegetation control may not be omitted from a project as a practical design or value engineering measure. See [[#602.4 Maintenance and Repair|EPG 606.2.4 Maintenance and Repair]] for vegetation maintenance.

===606.2.3.6 Termination at Crossovers and [[:Category:240 Maintenance and Emergency Crossovers|Emergency Crossovers]]===

The design for guard cable termination as well as the grading for the crossover shall be in accordance with [https://www.modot.org/media/16863 Standard Plan 606.41, Sheet 7 of 7]. Refer to [[:Category:240 Maintenance and Emergency Crossovers#240.4 Guard Cable Termination at Emergency Crossovers|EPG 240.4 Guard Cable Termination at Emergency Crossovers]] for additional information.

==606.2.4 Maintenance and Repair==

Guard cable is only as functional as its ongoing maintenance and repair. Proper maintenance and incident repair will ensure that the system is always in a state of functionality to provide motorists a greater level of safety on Missouri roadways.

'''Vegetation Maintenance.''' District maintenance shall provide vegetative control around guard cable systems. Vegetation maintenance measures should include mowing, [[:Category:821 Herbicides and Roadsides|herbicides]], a geotextile-aggregate strip or an asphalt apron may have been constructed during initial installation.

'''Cable Tension.''' If pre-stressed cables are used for high-tension systems and compensators are properly compressed for low-tension systems, the tension in the cable should properly acclimate to any weather condition. Tension logs shall be stored in the contract specific eProjects folder. The tension log form is available at [[:Category:101_Standard_Forms|EPG 101 Standard Forms]].

'''Cable Height. ''' The importance of cable height to properly capture and redirect errant vehicles has been demonstrated. Although cable height is relatively static in all systems, erosion and tire rutting under the barrier can sometimes cause a localized increase in height, resulting in possible underride. When ditch erosion or rutting causes the cable heights to be outside the manufacturer’s recommended maximum, corrective measures should be performed by either the on-call contractor or by in-house Maintenance forces.

Maintenance personnel should be aware of minimum and maximum cable heights and encouraged to identify locations where erosion or the accumulation of silt have altered the relative cable height.

'''Median Condition. ''' The median condition with respect to rutting, loss of vegetation and incident debris should be remedied by Maintenance forces following each incident.

'''Guard Cable Repair.''' Incident repairs shall be performed by the on-call contractor. See [[147.3 Job Order Contracting (JOC)#147.3.10 Guardrail and Guard Cable Repair|EPG 147.3.10 Guardrail and Guard Cable Repair]] for additional Job Order Contracting requirements for guard cable repairs.

==606.2.5 Maintenance Planning Guidelines for Guard Cable==

See [[:Category:170 Maintenance Activity Planning Guidelines#R227 Roadway & Bridge Safety Features|Maintenance Planning Guideline for Guard Cable]].

Index of all [[:Category:170 Maintenance Activity Planning Guidelines#Index of Printable Planning Guides|Maintenance Planning Guidelines]].

==606.2.6 Construction Inspection Guidelines for Guard Cable==

'''For [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 606.50.2]'''. The embankment slope between the shoulder and the guard cable should be 1V:6H (6:1) or flatter, unless the system is approved for use on slopes as steep as 1V:4H (4:1). If only one run of three-strand guard cable is installed in the median, the slope on both sides of the guard cable should be 1V:6H (6:1) or flatter, unless the system is approved for use on slopes as steep as 1V:4H (4:1). No exceptions should be allowed unless approved by the Central Office. This is essential for the guard cable to perform as designed.

The embankment slope behind the guard cable is not critical (may be as steep as 1V:2H (2:1)) if another run of three-strand guard cable is installed on the other side of the median to prevent crossovers from that direction of traffic or if adequate clear zone is provided in the other direction of traffic. Such "double runs" are discouraged, however, since both the initial and lifetime costs are doubled.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" align="right" style="margin-left:10px"
|+
! style="background:#BEBEBE"|Sieve Size !! style="background:#BEBEBE"|Percent Passing by Weight (mass)
|-
|align="center"|3 in. (75mm)||align="center"| 100
|-
|align="center"|1 in. (25mm)|| align="center"|80
|-
|align="center"|No. 4 (4.75mm)|| align="center"|0-35
|}
'''Aggregate Bedding (for [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec. 606.50.2.4])'''. Predominantly one-sized stone as a bedding material for guard cable, as currently specified in Sec 606.50.4, will act as marbles when a vehicle impacts the bedding material and will likely result in an impacting vehicle to dive under the cable system and continue across the median into the opposing traffic, thereby defeating the purpose of the guard cable system. This is elevated to even a larger safety issue where contractors have provided sand or gravel as the bedding material, which have a greater tendency to roll like marbles when impacted and increases the probability for a vehicle to dive beneath the barrier system. In the interim of getting a specification revision, existing jobs should be change ordered to a bedding material consisting of a uniform, angular graded material of a gradation similar to that shown below. Verification of the gradation should be accomplished by visual inspection, and when in suspect, a sieve analysis should be conducted.

'''Delineators (for Sec. 606.50.2.5).''' All three-strand guard cable, regardless of the location of the guard cable, should be delineated, with delineator spacing, reflective sheeting and reflector colors in accordance with Sec 606.10.2.3.

[[Category:606 Guardrail and Guard Cable]]

606.2 Guard Cable

2021-12-09T06:23:54Z

Kleins1: /* 606.2.1 Guard Cable Types */

{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|'''Videos'''
|-
|[{{SERVER}}/documents/606.2_Cable_Rail_Test.mpg Successful guard cable test]
|-
|[[media:606.1 Guard cable.wmv|Guard Cable in Action]]
|-
|[http://www.youtube.com/modotvideo#p/u/1/IZTtBN7CHxY MoDOT's You Tube Guard Cable video]
|}

==606.2.1 Guard Cable Types==

Guard cable consists of twisted wire ropes mounted on weak posts. There are two types of guard cable systems in use on Missouri roadways: low-tension and high-tension.

'''606.2.1.1 Low-Tension.''' Since no single producer exclusively manufactures low-tension guard cable, this system has been commonly called the “U.S. generic” system or non-proprietary. Low-tension guard cables typically consist of three cables placed at different heights and are tensioned to eliminate sag between posts. Large springs at either end of the cable run are compressed, according to temperature, to achieve the system’s tension. The cable itself is strung on posts that are directly driven into the ground.
[[image:606.2 Guard Cable.JPG|right|400px|thumb|<center>'''Low-tension Guard Cable'''</center>]]
Typically, when a vehicle impacts the low-tension system, the cable stretches laterally “catching” the vehicle. This movement is known as the dynamic deflection.
{|style="padding: 0.3em; margin-right:7px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="left"
|-
|'''Median Guard Cable'''
|-
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/ss07006.pdf Summary, 2006]
|-
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/or10016.pdf Report, 2010]
|-
|'''See also:''' [https://www.modot.org/research-publications Research Publications]
|}

Given the low tension of the system, individual installations, or “runs”, of cable are limited to 2000 ft. with an anchor assembly at each end. When a vehicle strikes low-tension cable, the system can become disabled and should be repaired as soon as practical.

Low-tension systems have proven their value by reducing cross-median incidents. However, the installation of new low-tension cable systems should be limited to small-scale installations.

'''606.2.1.2 High-Tension.''' High-tension cable barrier looks very similar to low-tension cable but the two systems are very different in most other aspects. High-tension guard cable consists of three or four pre-stressed cables supported by weak posts.
[[image:606.2.1.2 High-Tension.jpg|right|595px|thumb|<center>'''High-tension Guard Cable'''</center>]]
During installation, the cables are placed on the posts and then tightened to the manufacturer’s recommended tension. Due to this tightening, the cable installations can be of indefinite length. The runs are typically only limited by the presence of median openings.

Typically, when a vehicle impacts the high-tension system the cable, like low-tension guard cable, it will laterally deflect. The inherent tension within the system also allows the cable to remain at the proper height, even after an impact removes several posts. The high-tension system is not designed to continue to function in that condition, therefore repairs should be made as soon as practical.

As of 2007, all high-tension guard cable systems are proprietary, that is, marketed under exclusive rights of a specific manufacturer. Five systems are currently marketed in the United States.

See [https://www.modot.org/end-terminals-crash-cushions-and-barrier-systems End Terminals, Crash Cushions and Barrier Systems] for the list of approved high-tension guard cable manufacturers.

A common installation of high-tension guard cable employs concrete footings into which metal tubes are cast, forming sockets. The socket allows a post to be replaced with relative ease during a repair operation. The damaged post can be removed from the socket and replaced with a new post. Socketed systems eliminate the requirement for specialized post driving equipment and subsurface utility location for each repair.

High-tension systems can be used on a variety of median inslopes, often eliminating the need for costly slope corrections and drainage modifications.

==606.2.2 Warrants==

Analyses of cross-median incident history and traffic volume provide valuable information in determining the likelihood of future incidents on these routes. In order to prevent future incidents, it is important to focus safety efforts on locations that will benefit the most from safety countermeasures.

The risk of cross-median crashes can be influenced by median width and the traffic volume on both roadways (two-way AADT). Figure 606.2.2 shows various levels for implementation based on the anticipated benefits of reducing severe crashes compared to costs for installation, maintenance, and overall crash impact. The [http://sp/sites/ts/Pages/default.aspx Highway Safety and Traffic Division] may be contacted for additional details on how the anticipated benefits of guard cable installation were determined.
<center>
{| style="margin: 1em auto 1em auto"
|-
|width="475" align="center"|[[image:606.2.2.jpg|470px]]
|-
|width="415" align="center"|'''Figure 606.2.2, Median Guard Cable Levels as Related to Median Width and Two-Way AADT'''
|}
</center>
Median guard cable should be installed in Level 1 locations.

Median guard cable may be installed in Level 2 or 3 locations based on engineering judgment. Guard cable may be installed on Level 4, but is not typical and should have additional justification based on the context of the location.

'''606.2.2.1 Data.''' Analysis of incidents on a candidate corridor should focus on cross-median incidents on that route.

It is important this data analysis is accurate and complete for all roadways. Due to at-grade intersection incidents on these routes, a simple query of cross-median incidents may include unwanted events and exclude necessary ones. Accuracy of this data is vital in decision-making.

The data should be reviewed regularly to validate priorities and identify any emerging cross-median safety concerns. A regular review of divided highway traffic volume and incidents will provide information to address severe cross-median incidents.

'''606.2.2.2 Traffic Volume.''' Recent research has connected traffic volume growth directly to cross-median incidents. As volume increases, the probability of a motorist crossing the median and hitting an oncoming vehicle also increases. Instead of relying solely on incident history, there is an opportunity to proactively address this incident type before the incidents occur by studying traffic volume patterns and installing a system of median guard cable on routes with sharply increasing volumes. See Figure 606.2.2 for the anticipated impact traffic volume has on severe crash risk and anticipated value for guard cable installation.

'''606.2.2.3 [[231.1 Median Width|Median Width]].''' Recent national experience has shown that cross-median incidents can occur on highways with median widths above MoDOT's initial 60 ft. threshold. Although this width has largely proven to be effective in deterring such incidents, no route will be excluded from analysis solely on the basis of median width. Divided highways with very wide medians are expected to have a low risk of cross-median incidents. See Figure 606.2.2 for the anticipated impact median width has on severe crash risk and anticipated value for guard cable installation.

==606.2.3 Design and Installation Guidelines==
===606.2.3.1 Lateral Placement in the Median===

'''Dynamics of Cross-Median Incidents.''' When a vehicle leaves the roadway and enters the median, certain predictable dynamics occur. Vehicles may enter the median at a variety of speeds and angles but for the purposes of roadside safety research and testing, a 62 mph departure at a 25° angle is generally used.

Upon departure, a vehicle will initially continue along its vertical trajectory. As the inslope falls away along the 25° vehicle path, the vehicle effectively becomes briefly airborne. When the vehicle's inertia can no longer overcome gravity, it lands and its suspension is deeply compressed. As the vehicle continues to travel through the median, the suspension rebounds and the bumper of the vehicle stays at a relatively constant height throughout the remainder of the errant journey.

Every guard cable incident is slightly different because of a host of site-specific factors. In general, however, the front of the vehicle must engage at least two of the three or four cables present in order to be contained by the system. Given the dynamics described above, lateral placement of the cable can be grouped into two main categories: medians wider than 30 ft. and those narrower than 30 ft.
[[image:606.2.4.1 Placement.jpg|600px|right]]
'''Medians 30 ft. or wider.''' The guard cable should be installed no more than 4 ft. downslope of the edge of the shoulder. With wider shoulders, the downslope location could be less than 4 ft., but in any case, there shall be 8 ft. between the barrier and the edge of traveled way. There are several advantages to this location but chief among them is the performance of the system in an incident. At the 4 ft. downslope location, the errant vehicle adjacent to the barrier, while airborne, is not at a great enough altitude to override the cable during a front side encounter. From the opposing direction, or backside, the suspension of the errant vehicle will have recovered enough to allow an impact to occur under relatively normal impact conditions.

If the 8 ft. separation cannot be obtained, the designer must work with the Central Office Design Division to assess the potential safety impacts of a decreased deflection distance. A different barrier system should be considered.

'''Medians narrower than 30 ft.''' In medians narrower than 30 ft., the guard cable should be installed within 1 ft. of the vertex of either a V or flat-bottomed ditch. As previously discussed, this location performs the most advantageously. The 4 ft. downslope location starts to fail in narrower medians as the suspension of the vehicle impacting from the back side (i.e. the opposite direction) is the most tightly compressed around that location. Again, a fully compressed suspension has proven to be the principal reason for vehicles underriding the system.

'''Alternating Sides.''' The designer may choose to alternate the sides of the median where the barrier is placed for the purpose of reducing any shy line issues or discomfort for motorists. The change should occur at natural breaks in the barrier such as emergency crossovers or median bridge columns.

===606.2.3.2 Parallel Installations===
In-service experience with parallel installations has shown less than desirable results. The close proximity of each installation to traffic has caused an inordinately high incidence of nuisance hits resulting in higher than acceptable long-term maintenance costs. Vegetative maintenance is also a concern.

Parallel installations of guard cable should not be used. Instead, designers should rely upon guard cable designed for the situation as a single run or consider a barrier system other than guard cable.

===606.2.3.3 Post Spacing===
While guard cable has been tested and approved with post spacing ranging from 6.5 to 32.5 ft., it is widely believed that the wider post spacing leads to greater deflections and an increased likelihood of vehicle penetration due to underride or traveling between the cables. For this reason, post spacing should not exceed the conventional limit of 20 ft or the manufacturer's recommendation. Additionally, increasing post spacing through horizontal curves increases the opportunity for the cable to assume a chord length if the posts are damaged. If enough posts are damaged, the cable could project into the travelway on the inside of the curve.

===606.2.3.4 Slopes===
'''1V:6H (6:1) or Flatter Slopes.''' Guard cable, like most roadside hardware, is intended for use on slopes that are 1V:6H (6:1) or flatter. This requirement is based on both computer modeling and full-scale crash testing and represents sound theory. In practice, however, slopes as flat at 1V:6H are often the exception.

'''Steeper Slopes.''' All of the [[131.2 Proprietary Items and Public Interest Findings#131.2.1.1 Proprietary Items|proprietary]] high-tension systems are now approved for use on slopes with gradients from 1V:6H (6:1) to 1V:4H (4:1). Their use, while generally more expensive, represents the most cost-effective solution for shielding steeper slopes.
[[image:606.2.4.6.jpg|right|275px|thumb|'''<center>Anchor Assembly</center>''']]
===606.2.3.5 Vegetative Barrier===
[[:Category:822 Roadside Vegetation Management|Vegetation control]] in the area between the cable and the passing lane should be addressed. Failure to provide some positive form of vegetation control will hinder the future maintenance of the system. The core team shall consult with the local maintenance personnel to arrive at a vegetative control measure that is mutually agreeable. Vegetation control may not be omitted from a project as a practical design or value engineering measure. See [[#602.4 Maintenance and Repair|EPG 606.2.4 Maintenance and Repair]] for vegetation maintenance.

===606.2.3.6 Termination at Crossovers and [[:Category:240 Maintenance and Emergency Crossovers|Emergency Crossovers]]===

The design for guard cable termination as well as the grading for the crossover shall be in accordance with [https://www.modot.org/media/16863 Standard Plan 606.41, Sheet 7 of 7]. Refer to [[:Category:240 Maintenance and Emergency Crossovers#240.4 Guard Cable Termination at Emergency Crossovers|EPG 240.4 Guard Cable Termination at Emergency Crossovers]] for additional information.

==606.2.4 Maintenance and Repair==

Guard cable is only as functional as its ongoing maintenance and repair. Proper maintenance and incident repair will ensure that the system is always in a state of functionality to provide motorists a greater level of safety on Missouri roadways.

'''Vegetation Maintenance.''' District maintenance shall provide vegetative control around guard cable systems. Vegetation maintenance measures should include mowing, [[:Category:821 Herbicides and Roadsides|herbicides]], a geotextile-aggregate strip or an asphalt apron may have been constructed during initial installation.

'''Cable Tension.''' If prestressed cables are used for high-tension systems and compensators are properly compressed for low-tension systems, the tension in the cable should properly acclimate to any weather condition.

'''Cable Height. ''' Maintenance personnel should be aware of cable heights and encouraged to identify locations where erosion or the accumulation of silt have altered the relative cable height.

'''Median Condition. ''' The median condition, with respect to rutting, loss of vegetation and incident debris, should be remedied by Maintenance forces following each incident.

'''Guard Cable Repair.''' Incident repairs are performed by the on-call contractor. See [[147.3 Job Order Contracting (JOC)#147.3.10 Guardrail and Guard Cable Repair|EPG 147.3.10 Guardrail and Guard Cable Repair]] for additional Job Order Contracting requirements for guard cable repairs.

==606.2.5 Maintenance Planning Guidelines for Guard Cable==

See [[:Category:170 Maintenance Activity Planning Guidelines#R227 Roadway & Bridge Safety Features|Maintenance Planning Guideline for Guard Cable]].

Index of all [[:Category:170 Maintenance Activity Planning Guidelines#Index of Printable Planning Guides|Maintenance Planning Guidelines]].

==606.2.6 Construction Inspection Guidelines for Guard Cable==

'''For [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 606.50.2]'''. The embankment slope between the shoulder and the guard cable should be 1V:6H (6:1) or flatter, unless the system is approved for use on slopes as steep as 1V:4H (4:1). If only one run of three-strand guard cable is installed in the median, the slope on both sides of the guard cable should be 1V:6H (6:1) or flatter, unless the system is approved for use on slopes as steep as 1V:4H (4:1). No exceptions should be allowed unless approved by the Central Office. This is essential for the guard cable to perform as designed.

The embankment slope behind the guard cable is not critical (may be as steep as 1V:2H (2:1)) if another run of three-strand guard cable is installed on the other side of the median to prevent crossovers from that direction of traffic or if adequate clear zone is provided in the other direction of traffic. Such "double runs" are discouraged, however, since both the initial and lifetime costs are doubled.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" align="right" style="margin-left:10px"
|+
! style="background:#BEBEBE"|Sieve Size !! style="background:#BEBEBE"|Percent Passing by Weight (mass)
|-
|align="center"|3 in. (75mm)||align="center"| 100
|-
|align="center"|1 in. (25mm)|| align="center"|80
|-
|align="center"|No. 4 (4.75mm)|| align="center"|0-35
|}
'''Aggregate Bedding (for [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec. 606.50.2.4])'''. Predominantly one-sized stone as a bedding material for guard cable, as currently specified in Sec 606.50.4, will act as marbles when a vehicle impacts the bedding material and will likely result in an impacting vehicle to dive under the cable system and continue across the median into the opposing traffic, thereby defeating the purpose of the guard cable system. This is elevated to even a larger safety issue where contractors have provided sand or gravel as the bedding material, which have a greater tendency to roll like marbles when impacted and increases the probability for a vehicle to dive beneath the barrier system. In the interim of getting a specification revision, existing jobs should be change ordered to a bedding material consisting of a uniform, angular graded material of a gradation similar to that shown below. Verification of the gradation should be accomplished by visual inspection, and when in suspect, a sieve analysis should be conducted.

'''Delineators (for Sec. 606.50.2.5).''' All three-strand guard cable, regardless of the location of the guard cable, should be delineated, with delineator spacing, reflective sheeting and reflector colors in accordance with Sec 606.10.2.3.

[[Category:606 Guardrail and Guard Cable]]

606.2 Guard Cable

2021-12-09T06:22:41Z

Kleins1: /* 606.2.1 Guard Cable Types */

{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|'''Videos'''
|-
|[{{SERVER}}/documents/606.2_Cable_Rail_Test.mpg Successful guard cable test]
|-
|[[media:606.1 Guard cable.wmv|Guard Cable in Action]]
|-
|[http://www.youtube.com/modotvideo#p/u/1/IZTtBN7CHxY MoDOT's You Tube Guard Cable video]
|}

==606.2.1 Guard Cable Types==

Guard cable consists of twisted wire ropes mounted on weak posts. There are two types of guard cable systems in use on Missouri roadways: low-tension and high-tension.

'''606.2.1.1 Low-Tension.''' Since no single producer exclusively manufactures low-tension guard cable, this system has been commonly called the “U.S. generic” system or non-proprietary. Low-tension guard cables typically consist of three cables placed at different heights and are tensioned to eliminate sag between posts. Large springs at either end of the cable run are compressed, according to temperature, to achieve the system’s tension. The cable itself is strung on posts that are directly driven into the ground.
[[image:606.2 Guard Cable.JPG|right|400px|thumb|<center>'''Low-tension Guard Cable'''</center>]]
Typically, when a vehicle impacts the low-tension system, the cable stretches laterally “catching” the vehicle. This movement is known as the dynamic deflection.
{|style="padding: 0.3em; margin-right:7px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="left"
|-
|'''Median Guard Cable'''
|-
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/ss07006.pdf Summary, 2006]
|-
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/or10016.pdf Report, 2010]
|-
|'''See also:''' [https://www.modot.org/research-publications Research Publications]
|}

Given the low tension of the system, individual installations, or “runs”, of cable are limited to 2000 ft. with an anchor assembly at each end. When a vehicle strikes low-tension cable, the system can become disabled and should be repaired as soon as practical.

Low-tension systems have proven their value by reducing cross-median incidents. However, the installation of new low-tension cable systems should be limited to small-scale installations.

'''606.2.1.2 High-Tension.''' High-tension cable barrier looks very similar to low-tension cable but the two systems are very different in most other aspects. High-tension guard cable consists of three or four pre-stressed cables supported by weak posts.
[[image:606.2.1.2 High-Tension.jpg|right|595px|thumb|<center>'''High-tension Guard Cable'''</center>]]
During installation, the cables are placed on the posts and then tightened to the manufacturer’s recommended tension. Due to this tightening, the cable installations can be of indefinite length. The runs are typically only limited by the presence of median openings.

Typically, when a vehicle impacts the high-tension system the cable, like low-tension guard cable, it will laterally deflect. The inherent tension within the system also allows the cable to remain at the proper height, even after an impact removes several posts. The high-tension system is not designed to continue to function in that condition, therefore repairs shall be made as soon as practical.

As of 2007, all high-tension guard cable systems are proprietary, that is, marketed under exclusive rights of a specific manufacturer. Five systems are currently marketed in the United States.

See [https://www.modot.org/end-terminals-crash-cushions-and-barrier-systems End Terminals, Crash Cushions and Barrier Systems] for the list of approved high-tension guard cable manufacturers.

A common installation of high-tension guard cable employs concrete footings into which metal tubes are cast, forming sockets. The socket allows a post to be replaced with relative ease during a repair operation. The damaged post can be removed from the socket and replaced with a new post. Socketed systems eliminate the requirement for specialized post driving equipment and subsurface utility location for each repair.

High-tension systems can be used on a variety of median inslopes, often eliminating the need for costly slope corrections and drainage modifications.

==606.2.2 Warrants==

Analyses of cross-median incident history and traffic volume provide valuable information in determining the likelihood of future incidents on these routes. In order to prevent future incidents, it is important to focus safety efforts on locations that will benefit the most from safety countermeasures.

The risk of cross-median crashes can be influenced by median width and the traffic volume on both roadways (two-way AADT). Figure 606.2.2 shows various levels for implementation based on the anticipated benefits of reducing severe crashes compared to costs for installation, maintenance, and overall crash impact. The [http://sp/sites/ts/Pages/default.aspx Highway Safety and Traffic Division] may be contacted for additional details on how the anticipated benefits of guard cable installation were determined.
<center>
{| style="margin: 1em auto 1em auto"
|-
|width="475" align="center"|[[image:606.2.2.jpg|470px]]
|-
|width="415" align="center"|'''Figure 606.2.2, Median Guard Cable Levels as Related to Median Width and Two-Way AADT'''
|}
</center>
Median guard cable should be installed in Level 1 locations.

Median guard cable may be installed in Level 2 or 3 locations based on engineering judgment. Guard cable may be installed on Level 4, but is not typical and should have additional justification based on the context of the location.

'''606.2.2.1 Data.''' Analysis of incidents on a candidate corridor should focus on cross-median incidents on that route.

It is important this data analysis is accurate and complete for all roadways. Due to at-grade intersection incidents on these routes, a simple query of cross-median incidents may include unwanted events and exclude necessary ones. Accuracy of this data is vital in decision-making.

The data should be reviewed regularly to validate priorities and identify any emerging cross-median safety concerns. A regular review of divided highway traffic volume and incidents will provide information to address severe cross-median incidents.

'''606.2.2.2 Traffic Volume.''' Recent research has connected traffic volume growth directly to cross-median incidents. As volume increases, the probability of a motorist crossing the median and hitting an oncoming vehicle also increases. Instead of relying solely on incident history, there is an opportunity to proactively address this incident type before the incidents occur by studying traffic volume patterns and installing a system of median guard cable on routes with sharply increasing volumes. See Figure 606.2.2 for the anticipated impact traffic volume has on severe crash risk and anticipated value for guard cable installation.

'''606.2.2.3 [[231.1 Median Width|Median Width]].''' Recent national experience has shown that cross-median incidents can occur on highways with median widths above MoDOT's initial 60 ft. threshold. Although this width has largely proven to be effective in deterring such incidents, no route will be excluded from analysis solely on the basis of median width. Divided highways with very wide medians are expected to have a low risk of cross-median incidents. See Figure 606.2.2 for the anticipated impact median width has on severe crash risk and anticipated value for guard cable installation.

==606.2.3 Design and Installation Guidelines==
===606.2.3.1 Lateral Placement in the Median===

'''Dynamics of Cross-Median Incidents.''' When a vehicle leaves the roadway and enters the median, certain predictable dynamics occur. Vehicles may enter the median at a variety of speeds and angles but for the purposes of roadside safety research and testing, a 62 mph departure at a 25° angle is generally used.

Upon departure, a vehicle will initially continue along its vertical trajectory. As the inslope falls away along the 25° vehicle path, the vehicle effectively becomes briefly airborne. When the vehicle's inertia can no longer overcome gravity, it lands and its suspension is deeply compressed. As the vehicle continues to travel through the median, the suspension rebounds and the bumper of the vehicle stays at a relatively constant height throughout the remainder of the errant journey.

Every guard cable incident is slightly different because of a host of site-specific factors. In general, however, the front of the vehicle must engage at least two of the three or four cables present in order to be contained by the system. Given the dynamics described above, lateral placement of the cable can be grouped into two main categories: medians wider than 30 ft. and those narrower than 30 ft.
[[image:606.2.4.1 Placement.jpg|600px|right]]
'''Medians 30 ft. or wider.''' The guard cable should be installed no more than 4 ft. downslope of the edge of the shoulder. With wider shoulders, the downslope location could be less than 4 ft., but in any case, there shall be 8 ft. between the barrier and the edge of traveled way. There are several advantages to this location but chief among them is the performance of the system in an incident. At the 4 ft. downslope location, the errant vehicle adjacent to the barrier, while airborne, is not at a great enough altitude to override the cable during a front side encounter. From the opposing direction, or backside, the suspension of the errant vehicle will have recovered enough to allow an impact to occur under relatively normal impact conditions.

If the 8 ft. separation cannot be obtained, the designer must work with the Central Office Design Division to assess the potential safety impacts of a decreased deflection distance. A different barrier system should be considered.

'''Medians narrower than 30 ft.''' In medians narrower than 30 ft., the guard cable should be installed within 1 ft. of the vertex of either a V or flat-bottomed ditch. As previously discussed, this location performs the most advantageously. The 4 ft. downslope location starts to fail in narrower medians as the suspension of the vehicle impacting from the back side (i.e. the opposite direction) is the most tightly compressed around that location. Again, a fully compressed suspension has proven to be the principal reason for vehicles underriding the system.

'''Alternating Sides.''' The designer may choose to alternate the sides of the median where the barrier is placed for the purpose of reducing any shy line issues or discomfort for motorists. The change should occur at natural breaks in the barrier such as emergency crossovers or median bridge columns.

===606.2.3.2 Parallel Installations===
In-service experience with parallel installations has shown less than desirable results. The close proximity of each installation to traffic has caused an inordinately high incidence of nuisance hits resulting in higher than acceptable long-term maintenance costs. Vegetative maintenance is also a concern.

Parallel installations of guard cable should not be used. Instead, designers should rely upon guard cable designed for the situation as a single run or consider a barrier system other than guard cable.

===606.2.3.3 Post Spacing===
While guard cable has been tested and approved with post spacing ranging from 6.5 to 32.5 ft., it is widely believed that the wider post spacing leads to greater deflections and an increased likelihood of vehicle penetration due to underride or traveling between the cables. For this reason, post spacing should not exceed the conventional limit of 20 ft or the manufacturer's recommendation. Additionally, increasing post spacing through horizontal curves increases the opportunity for the cable to assume a chord length if the posts are damaged. If enough posts are damaged, the cable could project into the travelway on the inside of the curve.

===606.2.3.4 Slopes===
'''1V:6H (6:1) or Flatter Slopes.''' Guard cable, like most roadside hardware, is intended for use on slopes that are 1V:6H (6:1) or flatter. This requirement is based on both computer modeling and full-scale crash testing and represents sound theory. In practice, however, slopes as flat at 1V:6H are often the exception.

'''Steeper Slopes.''' All of the [[131.2 Proprietary Items and Public Interest Findings#131.2.1.1 Proprietary Items|proprietary]] high-tension systems are now approved for use on slopes with gradients from 1V:6H (6:1) to 1V:4H (4:1). Their use, while generally more expensive, represents the most cost-effective solution for shielding steeper slopes.
[[image:606.2.4.6.jpg|right|275px|thumb|'''<center>Anchor Assembly</center>''']]
===606.2.3.5 Vegetative Barrier===
[[:Category:822 Roadside Vegetation Management|Vegetation control]] in the area between the cable and the passing lane should be addressed. Failure to provide some positive form of vegetation control will hinder the future maintenance of the system. The core team shall consult with the local maintenance personnel to arrive at a vegetative control measure that is mutually agreeable. Vegetation control may not be omitted from a project as a practical design or value engineering measure. See [[#602.4 Maintenance and Repair|EPG 606.2.4 Maintenance and Repair]] for vegetation maintenance.

===606.2.3.6 Termination at Crossovers and [[:Category:240 Maintenance and Emergency Crossovers|Emergency Crossovers]]===

The design for guard cable termination as well as the grading for the crossover shall be in accordance with [https://www.modot.org/media/16863 Standard Plan 606.41, Sheet 7 of 7]. Refer to [[:Category:240 Maintenance and Emergency Crossovers#240.4 Guard Cable Termination at Emergency Crossovers|EPG 240.4 Guard Cable Termination at Emergency Crossovers]] for additional information.

==606.2.4 Maintenance and Repair==

Guard cable is only as functional as its ongoing maintenance and repair. Proper maintenance and incident repair will ensure that the system is always in a state of functionality to provide motorists a greater level of safety on Missouri roadways.

'''Vegetation Maintenance.''' District maintenance shall provide vegetative control around guard cable systems. Vegetation maintenance measures should include mowing, [[:Category:821 Herbicides and Roadsides|herbicides]], a geotextile-aggregate strip or an asphalt apron may have been constructed during initial installation.

'''Cable Tension.''' If prestressed cables are used for high-tension systems and compensators are properly compressed for low-tension systems, the tension in the cable should properly acclimate to any weather condition.

'''Cable Height. ''' Maintenance personnel should be aware of cable heights and encouraged to identify locations where erosion or the accumulation of silt have altered the relative cable height.

'''Median Condition. ''' The median condition, with respect to rutting, loss of vegetation and incident debris, should be remedied by Maintenance forces following each incident.

'''Guard Cable Repair.''' Incident repairs are performed by the on-call contractor. See [[147.3 Job Order Contracting (JOC)#147.3.10 Guardrail and Guard Cable Repair|EPG 147.3.10 Guardrail and Guard Cable Repair]] for additional Job Order Contracting requirements for guard cable repairs.

==606.2.5 Maintenance Planning Guidelines for Guard Cable==

See [[:Category:170 Maintenance Activity Planning Guidelines#R227 Roadway & Bridge Safety Features|Maintenance Planning Guideline for Guard Cable]].

Index of all [[:Category:170 Maintenance Activity Planning Guidelines#Index of Printable Planning Guides|Maintenance Planning Guidelines]].

==606.2.6 Construction Inspection Guidelines for Guard Cable==

'''For [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 606.50.2]'''. The embankment slope between the shoulder and the guard cable should be 1V:6H (6:1) or flatter, unless the system is approved for use on slopes as steep as 1V:4H (4:1). If only one run of three-strand guard cable is installed in the median, the slope on both sides of the guard cable should be 1V:6H (6:1) or flatter, unless the system is approved for use on slopes as steep as 1V:4H (4:1). No exceptions should be allowed unless approved by the Central Office. This is essential for the guard cable to perform as designed.

The embankment slope behind the guard cable is not critical (may be as steep as 1V:2H (2:1)) if another run of three-strand guard cable is installed on the other side of the median to prevent crossovers from that direction of traffic or if adequate clear zone is provided in the other direction of traffic. Such "double runs" are discouraged, however, since both the initial and lifetime costs are doubled.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" align="right" style="margin-left:10px"
|+
! style="background:#BEBEBE"|Sieve Size !! style="background:#BEBEBE"|Percent Passing by Weight (mass)
|-
|align="center"|3 in. (75mm)||align="center"| 100
|-
|align="center"|1 in. (25mm)|| align="center"|80
|-
|align="center"|No. 4 (4.75mm)|| align="center"|0-35
|}
'''Aggregate Bedding (for [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec. 606.50.2.4])'''. Predominantly one-sized stone as a bedding material for guard cable, as currently specified in Sec 606.50.4, will act as marbles when a vehicle impacts the bedding material and will likely result in an impacting vehicle to dive under the cable system and continue across the median into the opposing traffic, thereby defeating the purpose of the guard cable system. This is elevated to even a larger safety issue where contractors have provided sand or gravel as the bedding material, which have a greater tendency to roll like marbles when impacted and increases the probability for a vehicle to dive beneath the barrier system. In the interim of getting a specification revision, existing jobs should be change ordered to a bedding material consisting of a uniform, angular graded material of a gradation similar to that shown below. Verification of the gradation should be accomplished by visual inspection, and when in suspect, a sieve analysis should be conducted.

'''Delineators (for Sec. 606.50.2.5).''' All three-strand guard cable, regardless of the location of the guard cable, should be delineated, with delineator spacing, reflective sheeting and reflector colors in accordance with Sec 606.10.2.3.

[[Category:606 Guardrail and Guard Cable]]

606.2 Guard Cable

2021-12-09T06:11:22Z

Kleins1: /* 606.2.4 Maintenance and Repair */ This article was NOT intended to be updated (see ballot comments)

{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="250px" align="right"
|-
|'''Videos'''
|-
|[{{SERVER}}/documents/606.2_Cable_Rail_Test.mpg Successful guard cable test]
|-
|[[media:606.1 Guard cable.wmv|Guard Cable in Action]]
|-
|[http://www.youtube.com/modotvideo#p/u/1/IZTtBN7CHxY MoDOT's You Tube Guard Cable video]
|}

==606.2.1 Guard Cable Types==

Guard cable consists of twisted wire ropes mounted on weak posts. There are two types of guard cable systems in use on Missouri roadways: low-tension and high-tension.

'''606.2.1.1 Low-Tension.''' Since no single producer exclusively manufactures low-tension guard cable, this system has been commonly called the “U.S. generic” system or non-proprietary. Low-tension guard cables typically consist of three cables placed at different heights and are tensioned to eliminate sag between posts. Large springs at either end of the cable run are compressed, according to temperature, to achieve the system’s tension. The cable itself is strung on posts that are directly driven into the ground.
[[image:606.2 Guard Cable.JPG|right|400px|thumb|<center>'''Low-tension Guard Cable'''</center>]]
Typically, when a vehicle impacts the low-tension system, the cable stretches laterally “catching” the vehicle. This movement is known as the dynamic deflection.
{|style="padding: 0.3em; margin-right:7px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="left"
|-
|'''Median Guard Cable'''
|-
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/ss07006.pdf Summary, 2006]
|-
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/or10016.pdf Report, 2010]
|-
|'''See also:''' [https://www.modot.org/research-publications Research Publications]
|}

Given the low tension of the system, individual installations, or “runs”, of cable are limited to 2000 ft. with an anchor assembly at each end. When a vehicle strikes low-tension cable, the system can become disabled and shall be repaired as soon as practical.

Low-tension systems have proven their value by reducing cross-median incidents. However, the installation of new low-tension cable systems should be limited to small-scale installations.

'''606.2.1.2 High-Tension.''' High-tension cable barrier looks very similar to low-tension cable but the two systems are very different in most other aspects. High-tension guard cable consists of three or four pre-stressed cables supported by weak posts.
[[image:606.2.1.2 High-Tension.jpg|right|595px|thumb|<center>'''High-tension Guard Cable'''</center>]]
During installation, the cables are placed on the posts and then tightened to the manufacturer’s recommended tension. Due to this tightening, the cable installations can be of indefinite length. The runs are typically only limited by the presence of median openings.

Typically, when a vehicle impacts the high-tension system the cable, like low-tension guard cable, it will laterally deflect. The inherent tension within the system also allows the cable to remain at the proper height, even after an impact removes several posts. The high-tension system is not designed to continue to function in that condition, therefore repairs shall be made as soon as practical.

As of 2007, all high-tension guard cable systems are proprietary, that is, marketed under exclusive rights of a specific manufacturer. Five systems are currently marketed in the United States.

See [https://www.modot.org/end-terminals-crash-cushions-and-barrier-systems End Terminals, Crash Cushions and Barrier Systems] for the list of approved high-tension guard cable manufacturers.

A common installation of high-tension guard cable employs concrete footings into which metal tubes are cast, forming sockets. The socket allows a post to be replaced with relative ease during a repair operation. The damaged post can be removed from the socket and replaced with a new post. Socketed systems eliminate the requirement for specialized post driving equipment and subsurface utility location for each repair.

High-tension systems can be used on a variety of median inslopes, often eliminating the need for costly slope corrections and drainage modifications.

==606.2.2 Warrants==

Analyses of cross-median incident history and traffic volume provide valuable information in determining the likelihood of future incidents on these routes. In order to prevent future incidents, it is important to focus safety efforts on locations that will benefit the most from safety countermeasures.

The risk of cross-median crashes can be influenced by median width and the traffic volume on both roadways (two-way AADT). Figure 606.2.2 shows various levels for implementation based on the anticipated benefits of reducing severe crashes compared to costs for installation, maintenance, and overall crash impact. The [http://sp/sites/ts/Pages/default.aspx Highway Safety and Traffic Division] may be contacted for additional details on how the anticipated benefits of guard cable installation were determined.
<center>
{| style="margin: 1em auto 1em auto"
|-
|width="475" align="center"|[[image:606.2.2.jpg|470px]]
|-
|width="415" align="center"|'''Figure 606.2.2, Median Guard Cable Levels as Related to Median Width and Two-Way AADT'''
|}
</center>
Median guard cable should be installed in Level 1 locations.

Median guard cable may be installed in Level 2 or 3 locations based on engineering judgment. Guard cable may be installed on Level 4, but is not typical and should have additional justification based on the context of the location.

'''606.2.2.1 Data.''' Analysis of incidents on a candidate corridor should focus on cross-median incidents on that route.

It is important this data analysis is accurate and complete for all roadways. Due to at-grade intersection incidents on these routes, a simple query of cross-median incidents may include unwanted events and exclude necessary ones. Accuracy of this data is vital in decision-making.

The data should be reviewed regularly to validate priorities and identify any emerging cross-median safety concerns. A regular review of divided highway traffic volume and incidents will provide information to address severe cross-median incidents.

'''606.2.2.2 Traffic Volume.''' Recent research has connected traffic volume growth directly to cross-median incidents. As volume increases, the probability of a motorist crossing the median and hitting an oncoming vehicle also increases. Instead of relying solely on incident history, there is an opportunity to proactively address this incident type before the incidents occur by studying traffic volume patterns and installing a system of median guard cable on routes with sharply increasing volumes. See Figure 606.2.2 for the anticipated impact traffic volume has on severe crash risk and anticipated value for guard cable installation.

'''606.2.2.3 [[231.1 Median Width|Median Width]].''' Recent national experience has shown that cross-median incidents can occur on highways with median widths above MoDOT's initial 60 ft. threshold. Although this width has largely proven to be effective in deterring such incidents, no route will be excluded from analysis solely on the basis of median width. Divided highways with very wide medians are expected to have a low risk of cross-median incidents. See Figure 606.2.2 for the anticipated impact median width has on severe crash risk and anticipated value for guard cable installation.

==606.2.3 Design and Installation Guidelines==
===606.2.3.1 Lateral Placement in the Median===

'''Dynamics of Cross-Median Incidents.''' When a vehicle leaves the roadway and enters the median, certain predictable dynamics occur. Vehicles may enter the median at a variety of speeds and angles but for the purposes of roadside safety research and testing, a 62 mph departure at a 25° angle is generally used.

Upon departure, a vehicle will initially continue along its vertical trajectory. As the inslope falls away along the 25° vehicle path, the vehicle effectively becomes briefly airborne. When the vehicle's inertia can no longer overcome gravity, it lands and its suspension is deeply compressed. As the vehicle continues to travel through the median, the suspension rebounds and the bumper of the vehicle stays at a relatively constant height throughout the remainder of the errant journey.

Every guard cable incident is slightly different because of a host of site-specific factors. In general, however, the front of the vehicle must engage at least two of the three or four cables present in order to be contained by the system. Given the dynamics described above, lateral placement of the cable can be grouped into two main categories: medians wider than 30 ft. and those narrower than 30 ft.
[[image:606.2.4.1 Placement.jpg|600px|right]]
'''Medians 30 ft. or wider.''' The guard cable should be installed no more than 4 ft. downslope of the edge of the shoulder. With wider shoulders, the downslope location could be less than 4 ft., but in any case, there shall be 8 ft. between the barrier and the edge of traveled way. There are several advantages to this location but chief among them is the performance of the system in an incident. At the 4 ft. downslope location, the errant vehicle adjacent to the barrier, while airborne, is not at a great enough altitude to override the cable during a front side encounter. From the opposing direction, or backside, the suspension of the errant vehicle will have recovered enough to allow an impact to occur under relatively normal impact conditions.

If the 8 ft. separation cannot be obtained, the designer must work with the Central Office Design Division to assess the potential safety impacts of a decreased deflection distance. A different barrier system should be considered.

'''Medians narrower than 30 ft.''' In medians narrower than 30 ft., the guard cable should be installed within 1 ft. of the vertex of either a V or flat-bottomed ditch. As previously discussed, this location performs the most advantageously. The 4 ft. downslope location starts to fail in narrower medians as the suspension of the vehicle impacting from the back side (i.e. the opposite direction) is the most tightly compressed around that location. Again, a fully compressed suspension has proven to be the principal reason for vehicles underriding the system.

'''Alternating Sides.''' The designer may choose to alternate the sides of the median where the barrier is placed for the purpose of reducing any shy line issues or discomfort for motorists. The change should occur at natural breaks in the barrier such as emergency crossovers or median bridge columns.

===606.2.3.2 Parallel Installations===
In-service experience with parallel installations has shown less than desirable results. The close proximity of each installation to traffic has caused an inordinately high incidence of nuisance hits resulting in higher than acceptable long-term maintenance costs. Vegetative maintenance is also a concern.

Parallel installations of guard cable should not be used. Instead, designers should rely upon guard cable designed for the situation as a single run or consider a barrier system other than guard cable.

===606.2.3.3 Post Spacing===
While guard cable has been tested and approved with post spacing ranging from 6.5 to 32.5 ft., it is widely believed that the wider post spacing leads to greater deflections and an increased likelihood of vehicle penetration due to underride or traveling between the cables. For this reason, post spacing should not exceed the conventional limit of 20 ft or the manufacturer's recommendation. Additionally, increasing post spacing through horizontal curves increases the opportunity for the cable to assume a chord length if the posts are damaged. If enough posts are damaged, the cable could project into the travelway on the inside of the curve.

===606.2.3.4 Slopes===
'''1V:6H (6:1) or Flatter Slopes.''' Guard cable, like most roadside hardware, is intended for use on slopes that are 1V:6H (6:1) or flatter. This requirement is based on both computer modeling and full-scale crash testing and represents sound theory. In practice, however, slopes as flat at 1V:6H are often the exception.

'''Steeper Slopes.''' All of the [[131.2 Proprietary Items and Public Interest Findings#131.2.1.1 Proprietary Items|proprietary]] high-tension systems are now approved for use on slopes with gradients from 1V:6H (6:1) to 1V:4H (4:1). Their use, while generally more expensive, represents the most cost-effective solution for shielding steeper slopes.
[[image:606.2.4.6.jpg|right|275px|thumb|'''<center>Anchor Assembly</center>''']]
===606.2.3.5 Vegetative Barrier===
[[:Category:822 Roadside Vegetation Management|Vegetation control]] in the area between the cable and the passing lane should be addressed. Failure to provide some positive form of vegetation control will hinder the future maintenance of the system. The core team shall consult with the local maintenance personnel to arrive at a vegetative control measure that is mutually agreeable. Vegetation control may not be omitted from a project as a practical design or value engineering measure. See [[#602.4 Maintenance and Repair|EPG 606.2.4 Maintenance and Repair]] for vegetation maintenance.

===606.2.3.6 Termination at Crossovers and [[:Category:240 Maintenance and Emergency Crossovers|Emergency Crossovers]]===

The design for guard cable termination as well as the grading for the crossover shall be in accordance with [https://www.modot.org/media/16863 Standard Plan 606.41, Sheet 7 of 7]. Refer to [[:Category:240 Maintenance and Emergency Crossovers#240.4 Guard Cable Termination at Emergency Crossovers|EPG 240.4 Guard Cable Termination at Emergency Crossovers]] for additional information.

==606.2.4 Maintenance and Repair==

Guard cable is only as functional as its ongoing maintenance and repair. Proper maintenance and incident repair will ensure that the system is always in a state of functionality to provide motorists a greater level of safety on Missouri roadways.

'''Vegetation Maintenance.''' District maintenance shall provide vegetative control around guard cable systems. Vegetation maintenance measures should include mowing, [[:Category:821 Herbicides and Roadsides|herbicides]], a geotextile-aggregate strip or an asphalt apron may have been constructed during initial installation.

'''Cable Tension.''' If prestressed cables are used for high-tension systems and compensators are properly compressed for low-tension systems, the tension in the cable should properly acclimate to any weather condition.

'''Cable Height. ''' Maintenance personnel should be aware of cable heights and encouraged to identify locations where erosion or the accumulation of silt have altered the relative cable height.

'''Median Condition. ''' The median condition, with respect to rutting, loss of vegetation and incident debris, should be remedied by Maintenance forces following each incident.

'''Guard Cable Repair.''' Incident repairs are performed by the on-call contractor. See [[147.3 Job Order Contracting (JOC)#147.3.10 Guardrail and Guard Cable Repair|EPG 147.3.10 Guardrail and Guard Cable Repair]] for additional Job Order Contracting requirements for guard cable repairs.

==606.2.5 Maintenance Planning Guidelines for Guard Cable==

See [[:Category:170 Maintenance Activity Planning Guidelines#R227 Roadway & Bridge Safety Features|Maintenance Planning Guideline for Guard Cable]].

Index of all [[:Category:170 Maintenance Activity Planning Guidelines#Index of Printable Planning Guides|Maintenance Planning Guidelines]].

==606.2.6 Construction Inspection Guidelines for Guard Cable==

'''For [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 606.50.2]'''. The embankment slope between the shoulder and the guard cable should be 1V:6H (6:1) or flatter, unless the system is approved for use on slopes as steep as 1V:4H (4:1). If only one run of three-strand guard cable is installed in the median, the slope on both sides of the guard cable should be 1V:6H (6:1) or flatter, unless the system is approved for use on slopes as steep as 1V:4H (4:1). No exceptions should be allowed unless approved by the Central Office. This is essential for the guard cable to perform as designed.

The embankment slope behind the guard cable is not critical (may be as steep as 1V:2H (2:1)) if another run of three-strand guard cable is installed on the other side of the median to prevent crossovers from that direction of traffic or if adequate clear zone is provided in the other direction of traffic. Such "double runs" are discouraged, however, since both the initial and lifetime costs are doubled.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto" align="right" style="margin-left:10px"
|+
! style="background:#BEBEBE"|Sieve Size !! style="background:#BEBEBE"|Percent Passing by Weight (mass)
|-
|align="center"|3 in. (75mm)||align="center"| 100
|-
|align="center"|1 in. (25mm)|| align="center"|80
|-
|align="center"|No. 4 (4.75mm)|| align="center"|0-35
|}
'''Aggregate Bedding (for [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec. 606.50.2.4])'''. Predominantly one-sized stone as a bedding material for guard cable, as currently specified in Sec 606.50.4, will act as marbles when a vehicle impacts the bedding material and will likely result in an impacting vehicle to dive under the cable system and continue across the median into the opposing traffic, thereby defeating the purpose of the guard cable system. This is elevated to even a larger safety issue where contractors have provided sand or gravel as the bedding material, which have a greater tendency to roll like marbles when impacted and increases the probability for a vehicle to dive beneath the barrier system. In the interim of getting a specification revision, existing jobs should be change ordered to a bedding material consisting of a uniform, angular graded material of a gradation similar to that shown below. Verification of the gradation should be accomplished by visual inspection, and when in suspect, a sieve analysis should be conducted.

'''Delineators (for Sec. 606.50.2.5).''' All three-strand guard cable, regardless of the location of the guard cable, should be delineated, with delineator spacing, reflective sheeting and reflector colors in accordance with Sec 606.10.2.3.

[[Category:606 Guardrail and Guard Cable]]

131.2 Proprietary Items and Public Interest Findings

2021-11-22T03:37:50Z

Kleins1: /* 131.2.2.1 Requests for use of a Proprietary Item */

[[image:131.5.jpg|center|600px]]

==131.2 Proprietary Items==

A proprietary item is considered any patented material, specification, or process that can only be obtained from one manufacturer. These items are generally identified by the use of a trade name. In the interest of promoting competition and allowing for the development of new products, neither FHWA nor MoDOT will participate in payment for any proprietary item, except in the following cases:

:1. The district can demonstrate that only proprietary items are acceptable and the contract documents identify at least three proprietary items as alternatives and allow an approved equal. In this instance, no additional approval is necessary.

:2. MoDOT and/or FHWA approved the patented or proprietary item for research or for a distinctive type of construction on relatively short sections of road for experimental purposes. Appropriate consultation of applicable division staff and subsequent documentation in the project file shall occur for each project. A copy of the experimental product work plan detailing the research and relatively short section of roadway should accompany the PS&E submittal.

:3. MoDOT and/or FHWA approve a request for use of a proprietary item. A copy of the proprietary item request approval should accompany the PS&E submittal.

===131.2.1 Proprietary Items Requiring No Approval===

* When it has been demonstrated that only proprietary items are acceptable and three or more items are identified, the specific characteristics of the proprietary items that are mentioned should be included in the project documents. Construction personnel can use this information to determine if the substitute item is indeed “equal” to the specifically identified items. Examples of specific characteristics are the reflective properties of pavement marking tape, width and length of crashworthy end treatments, signal controller units that are compatible with existing units in the field or other applications in which the district core team can specifically name item characteristics. When requested by a contractor to approve the use of a substitute item based upon the “or approved equal” provisions contained in the project documents, construction field personnel will coordinate their response to this request with the district project manager. Approval by the [http://wwwi/intranet/cm/ Central Office Construction and Materials] must be obtained prior to use of the engineer approved equivalent item.

* When the proprietary item is proposed for research purposes or on relatively short section for experimental purposes, the contract documents should identify the specific item and clearly indicate that no alternative will be accepted for the purposes of the project. Division staff familiar with the research or experimental practice should be contacted if the contractor has difficulty obtaining the required item.

===131.2.2 Proprietary Items Requiring Approval===

Unless a minimum of three proprietary items or an approved equal is specified in the contract, proprietary items must be approved prior to use.

Approval of a request for use of a proprietary item can only occur in the following instances:

:* MoDOT certifies the proprietary item is essential for synchronization with existing highway facilities.
:* MoDOT certifies that no suitable alternative exists.
:* MoDOT and FHWA (NHS routes) find that it is in the public’s interest to utilize the proprietary item in lieu of other acceptable or available items.
:* MoDOT and FHWA (NHS Routes) find that the proprietary item is acceptably proposed for research purposes or on relatively short section for experimental purposes. In this instance, the contract documents should identify the specific item and clearly indicate that no alternative will be accepted for the purposes of the project. Division staff familiar with the research or experimental practice should be contacted if the contractor has difficulty obtaining the required item.

====131.2.2.1 Requests for use of a Proprietary Item====
Requests for use of a proprietary item generally fall into one of three categories: a Proprietary Item Certification (PIC), a Public Interest Finding (PIF) or an Experimental Product Work Plan (EPWP).

A PIC is used if an item is essential for synchronization or if the contracting agency specifies a unique item for which no equally suitable alternative exists.

A PIF is used if a contracting agency elects to require a specific item when other acceptable items are available or in instances where the item is to be used for research or for special construction.

An EPWP request is used for a proprietary item for research purposes or on relatively short section for experimental purposes. Approval of the work plan should occur prior to submittal of the project PS&E. A copy of the approved work plan should accompany the PS&E submittal.

In order to demonstrate to FHWA and Central Office Design that the utilization of a proprietary item is in the public interest or that an EPWP or PIC is appropriate, the district must submit a letter of request ('''in PDF format''') for use of a proprietary item to Central Office Design through the [https://modotgov.sharepoint.com/sites/DE/proprietary_item_approvals/Forms/ByDistrict.aspx/ Proprietary Item Approval Library]. When submitting, the appropriate data associated with the request should be entered into the submittal form. For LPA projects, the request should be forwarded through the applicable district’s LPA staff.

====131.2.2.2 Information Required for Approval Requests====
Requests for approval of proprietary items must include the following applicable information:

:* The name, title and affiliation of the entity requesting the material certification.
:* The name, manufacturer and a description of the item(s).
:* The project number, location and letting date anticipated.
:* An estimate of any additional costs which will be incurred as a result of the proprietary item requirement.
:* The duration and extent of the requested approval.
:* If synchronization is the basis for use:
::• An explanation of the issues associated with the specific item(s) relating to synchronization.
:* If there are no other suitable items:
::• The unique need being addressed which results in no other equally suitable alternative.
:* If a PIF:
::• A detailed explanation of why the product is required.
:* If an experimental product:
::• The experimental product work plan. The work plan should provide for the evaluation of the proprietary product, and where appropriate, a comparison with current technology.

===131.2.3 Proprietary Item Approval===
Consideration of approval for PICs on all projects and PIFs and experimental work plans off of NHS routes, including LPA projects, will be conducted by Central Office Design.

Consideration for approval of PIFs and experimental products on all NHS projects will be conducted by Central Office Design and FHWA. In these instances, Central Office Design will review the request and upon approval, will submit the finding to FHWA for their consideration.

Design will notify the district of the decision that is made concerning the request for use of a proprietary item.

[[category:131 Other General Procedures|131.02]]

Category:101 Standard Forms

2021-11-09T17:29:20Z

Kleins1:

{|style="padding: 0.3em; margin-left:2px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="520px" align="right"
|-
|EPG articles are <u>not</u> referenced as "sections" but as EPG XXX.X (example: EPG 401.3) to avoid confusion with MoDOT specs (which are contractually binding).
|}
== ==
Standard forms organized by functional unit are accessible from this page. '''The files accessible by the links below are identical to those accessed through Word, Excel or other software application by MoDOT employees.''' Many of these file links are also contained in Engineering Policy Guide articles that refer to the forms.

==Bridge==
*[https://epg.modot.org/forms/BR/Bridge%20Division%20Memo.dot Bridge Division Memo]

*[[media:101 Bridge Hydraulics Report.docx|Bridge Hydraulics Report]]

*[https://epg.modot.org/forms/BR/Change%20Order.dot Change Order]
<div id="Constructability Questioinnaire"></div>

*[https://epg.modot.org/forms/BR/Constructability%20Questionnaire.dot Constructability Questionnaire]

*[http://sp/sites/br/hydro/Shared%20Documents/Hydraulics_Report_Forms/Culvert%20Hydraulics%20Report/Culvert_Hydraulics_Report.docx Culvert Hydraulics Report]
[[image:101 Bridge.jpg|right|150px]]

*[[media:131.1 Design Exception 2020.docx|Design Exception Information]]

*[https://epg.modot.org/forms/BR/Design%20Except%20to%20District.dot Design Except to District]

*[[media:101 Design Layout Box 2014.docx|Design Layout (Box)]]

*[https://epg.modot.org/forms/BR/Design%20Layout%20(Grade).dot Design Layout (Grade)]

*[[media:101 Design Layout Stream 2014.docx|Design Layout (Stream)]]

*[https://epg.modot.org/forms/BR/Design%20Layout%20(Wall).dot Design Layout (Wall)]
<div id="Floodplain Development Permit/Application"></div>

*[[media:101 Floodplain Development Permit Application 2019.pdf|Floodplain Development Permit/Application]]

*[[media:101 Floodplain Development Permit To District Cover Letter.docx|Floodplain Development Permit To District Cover Letter]]

*[https://epg.modot.org/forms/BR/Layout%20to%20FHWA.dotx Layout to FHWA]

*[https://epg.modot.org/forms/BR/Layout%20to%20Railroad.dot Layout to Railroad]

*[https://epg.modot.org/forms/BR/Missouri-Illinois%20Border%20Bridge%20Clearinghouse%20Form.dot Missouri-Illinois Border Bridge Clearinghouse Form]
<div id="No-Rise Certificate"></div>
*[[media:101 No Rise Certificate 2020.pdf|No-Rise Certificate]]

*[[media:751.1.2.20 Request Apr 2021.xlsx|Request for Final Soundings for Structures Form]]

*[https://epg.modot.org/forms/BR/Telefax.dot Telefax]

*[https://epg.modot.org/forms/BR/Transmittal%20Letter.dot Transmittal Letter]

*[[media:131.1 Vertical Clearance Coord Form Jul 2018.pdf|Vertical Clearance Design Exception Coordination with SDDCTEA]]

==Construction and Materials==
*[https://epg.modot.org/forms/CM/30_Day_Reminder_Final_Invoice_Letter.pdf 30 Day Reminder Final Invoice Letter]

*[https://epg.modot.org/forms/CM/60_Day_Final_Acceptance_Letter.pdf 60 Day Final Acceptance Letter]

*[https://epg.modot.org/forms/CM/AC_Index_Price_Adjustment_Hot_Mix_Asphalt_SY.xlsx AC Index Price Adjustment – Hot mix asphalt (per SY)]
[[image:101CM.jpg|right|150px]]
*[https://epg.modot.org/forms/CM/AC_Index_Price_Adjustment_Hot_Mix_Asphalt_Ton.xlsx AC Index Price Adjustment – Hot mix asphalt (per Ton)]

*[https://epg.modot.org/forms/CM/AC_Index_Price_Adjustment_Seal_Coat.xlsx AC Index Price Adjustment – Sealcoat]

*[https://epg.modot.org/forms/CM/AC_Index_Price_Adjustment_UBAWS_Hot_Mix_and_Membrane.xlsx AC Index Price Adjustment – UBAWS Hot Mix and Membrane]

*[https://epg.modot.org/forms/CM/AC_Index_Price_Adjustment_Undersealing.xlsx AC Index Price Adjustment – Undersealing]

*[[media:136.9.4 Mar 2021.docx|ADA Checklist]]

*[https://epg.modot.org/forms/CM/Aggregate_Base_Random_Locations.xlsm Aggregate Base Random Locations]

*[https://epg.modot.org/forms/CM/As_Built_Final_Plans_Checklist_SL_District.pdf As Built Plans Checklist - SL District]

*[https://epg.modot.org/forms/CM/Asbestos_Bulk_Sample_Bridge_CL_EL_5.pdf Asbestos Bulk Sample Bridge CL EL 5]

*[https://epg.modot.org/forms/CM/Asbestos_Bulk_Sample_Parcel_CL_EL_5.pdf Asbestos Bulk Sample Parcel CL EL 5]

*[https://epg.modot.org/forms/CM/Asbestos_Survey_Report_T746_T747_T748_C760.pdf Asbestos Survey Report - All Suspect ACM (Form T746), Nonfriable ACM (Form T747) and All Materials (Form T748)]

*[https://epg.modot.org/forms/CM/Asphalt_Core_Spreadsheet.xlsx Asphalt Core Spreadsheet]

*[https://epg.modot.org/forms/CM/Asphalt_Mix_Design.xlsm Asphalt Mix Design]

*[https://epg.modot.org/forms/CM/Asphalt_Random_Locations.xlsm Asphalt Random Locations]

*[https://epg.modot.org/forms/CM/Asphalt_Roadway_Report.xlsm Asphalt Roadway Report]

*[https://epg.modot.org/forms/CM/Bridge_Bearings.xlsx Bridge Bearings]

*[https://epg.modot.org/forms/CM/Bridge_Clearance_Report_C239A.pdf Bridge Clearance Report (C-239A)]

*[https://epg.modot.org/forms/CO/Bridge%20Fabrication%20Report.dot Bridge Fabrication Report]

*[https://epg.modot.org/forms/CM/Change%20Order.XLS Change Order]

*[https://epg.modot.org/forms/CM/Job_Site_Bulletin_Board_Checklist_fillable.pdf Checklist of the jobsite posters]

*[https://epg.modot.org/forms/CM/CUF_Determination_Form.pdf Commercially Useful Function (CUF) Determination Form]

*[https://epg.modot.org/forms/CM/CUF_Determination_Form_Contracts_Let_After_03_2021.pdf Commercially Useful Function (CUF) Determination Form (for contracts let after March 2021)]

*[https://epg.modot.org/forms/CM/Compressive%20Strength%20for%20Forney.xls Compressive Strength for Forney]

*[https://epg.modot.org/forms/CM/Concrete%20Daily%20Inspection%20Report%20C-681.xls Concrete Daily Inspection Report, C-681]

*[https://epg.modot.org/forms/CM/Concrete_Cylinder_Sample_Sent_to_Central_Lab.doc Concrete Cylinder Sample Sent to Central Lab]

*[https://epg.modot.org/forms/CM/CIW_Mainline_Paving.xls Concrete Inspection Worksheet – Mainline QC/QA Paving]

*[https://epg.modot.org/forms/CM/Concrete_Roadway_Report.pdf Concrete Roadway Report]

*[https://epg.modot.org/forms/CM/Contingent_Item_Price_Check.pdf Contingent Item Price Check]

*[https://epg.modot.org/forms/CM/Contractor_Performance_Evaluation_Letter.pdf Contractor Performance Evaluation Letter]

*[https://epg.modot.org/forms/CM/Contractor_Performance_Evaluation_Signature_Page.pdf Contractor Performance Evaluation Signature Page]

*[https://epg.modot.org/forms/CM/C9_Daily_Utility_Report.pdf Daily Utility Report (C-9).dot]

*[https://epg.modot.org/forms/CM/Dimensions%20To%20Tons%20Converter.xlsx Dimensions To Tons Converter]

*[https://epg.modot.org/forms/CM/Documentation_Record.pdf Documentation Record]

*[https://epg.modot.org/forms/CM/EEO_Checklist.pdf EEO Checklist]

*[https://epg.modot.org/forms/CM/Fence_Removal_Notice.pdf Fence Removal Notice]

*[http://ghdcogwp001/c10.2.2/cgi-bin/cognosisapi.dll?b_action=cognosViewer&ui.action=run&ui.object=%2fcontent%2ffolder%5b%40name%3d%27AASHTOWARE%27%5d%2ffolder%5b%40name%3d%27Headquarters%27%5d%2ffolder%5b%40name%3d%27Contract%20-%20Administration%27%5d%2freport%5b%40name%3d%27C239_Final_Acceptance_Report_AWP%27%5d&ui.name=C239_Final_Acceptance_Report_AWP&run.outputFormat=PDF&run.prompt=true Final Acceptance Report (C-239), Cognos Report]

*[https://epg.modot.org/forms/CM/Final_Acceptance_C_239.pdf Final Acceptance Report (C-239), pdf version]

*[https://epg.modot.org/forms/CM/Final_Plans_Certification.pdf Final Plans Certification]

*[https://epg.modot.org/forms/CM/Final_Plans_Checklist.pdf Final Plans Checklist]

*[https://epg.modot.org/forms/CM/KC_Final_Plans_Memo.pdf Final Plans Memo]

*[https://epg.modot.org/forms/CM/C13_Final_Utility_Report.pdf Final Utility Report (C-13)]

*[https://epg.modot.org/forms/CM/Force_Account_Spreasheet.xlsx Force Account Spreadsheet]

*[https://epg.modot.org/forms/CM/Form%20M-45%20Bitumin%20Distributor%20Calibration.doc Form M-45 Bitumin Distributor Calibration]

*[https://epg.modot.org/forms/CM/Fuel_Adjustment_Calculation.xlsx Fuel Adjustment Calculation]

*[https://epg.modot.org/forms/CM/Inspectors_Pay_Qty_Report_IPQR.pdf Inspectors Pay Qty Report (IPQR)]

*[https://epg.modot.org/forms/CM/Internal_MoDOT_Product_Form.pdf Internal MoDOT Product Form]

*[https://epg.modot.org/forms/CM/IRI_Inertial_Profiler_Report_with_Bonus.xlsm IRI Inertial Profiler Report with Bonus]

*[https://epg.modot.org/forms/CM/JOC_2020_Asphalt_Pavement_Repair.xlsm JOC 2020 Asphalt Pavement Repair]

*[https://epg.modot.org/forms/CM/JOC_2021_Asphalt_Pavement_Repair.xlsm JOC 2021 Asphalt Pavement Repair]

*[https://epg.modot.org/forms/CM/JOC_2021_Bridge_Repair_Spreadsheet.xlsm JOC 2021 Bridge Repair Spreadsheet]

*[https://epg.modot.org/forms/CM/JOC_2021_Concrete_Pavement_Repair.xlsm JOC 2021 Concrete Pavement Repair]

*[https://epg.modot.org/forms/CM/JOC_2020_Rail_Cable_Fence_Spreadsheet.xlsm JOC 2020 Rail Cable Fence Spreadsheet]

*[https://epg.modot.org/forms/CM/JOC_2021_Rail_Cable_Fence_Spreadsheet.xlsm JOC 2021 Rail Cable Fence Spreadsheet]

*[https://epg.modot.org/forms/CM/JOC_Lighting_Repair.xlsx JOC Lighting Repair]

*[https://epg.modot.org/forms/CM/JOC_Microsurfacing_Spreadsheet.xlsx JOC Microsurfacing Spreadsheet]

*[https://epg.modot.org/forms/CM/JOC_Signal_and_Lighting_Repair.xlsm JOC Signal and Lighting Repair]

*[https://epg.modot.org/forms/CM/KC_Milestone_Memo.pdf Milestone Memo]

*[https://epg.modot.org/forms/CM/Milestone_Worksheet.pdf Milestone Worksheet]

*[https://epg.modot.org/forms/CM/Mobile_Mixer_Calibration.xlsx Mobile Mixer Calibration]

*[[media:101 Mobile Mixer Verification.pdf|Mobile Mixer Verification Sheet]]

*[https://epg.modot.org/forms/CM/NCR_Non_Conformance_Report.pdf Nonconformance Report (NCR)]

*[https://epg.modot.org/forms/CM/Nuclear_Density_C709ND.pdf Nuclear Density (C-709ND)]

*[https://epg.modot.org/forms/CM/Nuclear_Density_of_Plastic_Portland_Cement_Concrete_C_710ND.pdf Nuclear Density of Plastic Portland Cement Concrete (C-710ND)]

*[https://epg.modot.org/forms/CM/Order_Record.pdf Order Record (C-259)]

*[https://epg.modot.org/forms/CM/Outlier%20Analysis.xls Outlier Analysis]

*[https://epg.modot.org/forms/CM/Pavement_Type_Selection_Submittal.pdf Pavement Type Selection Submittal Information (PTS Submittal Form)]

*[https://epg.modot.org/forms/CM/Payroll_Log.xltx Payroll Log Form]

*[https://epg.modot.org/forms/CM/Pile%20Driving%20Chart2.xls Pile Driving Chart]

*[https://epg.modot.org/forms/CM/Pile_Driving_Data.pdf Pile Driving Data]

*[https://epg.modot.org/forms/CM/Pile_Driving_Data_PDA.pdf Pile Driving Data PDA]

*[https://epg.modot.org/forms/CM/PODI_Bridge_Deck_Pour_Checklist.pdf PODI Bridge Deck Pour Checklist]

*[https://epg.modot.org/forms/CM/Pore_Pressure_Report_Type_A.pdf Pore Pressure Report - Type A]

*[https://epg.modot.org/forms/CM/Pore_Pressure_Report_Type_B.pdf Pore Pressure Report - Type B]

<div id="PreCon Letter - Federal No Trainees"></div>
*[https://epg.modot.org/forms/CM/PreCon_Letter_Federal.pdf PreCon Letter - Federal]

*[https://epg.modot.org/forms/CM/PreCon_Letter_State.pdf PreCon Letter - State]

*[https://epg.modot.org/forms/CM/Prestress_Deficiency_Report.pdf Prestress Deficiency Report (1029-01)]

*[https://epg.modot.org/forms/CM/Price_Verification.xlsx Price Verification]

*[https://epg.modot.org/forms/CM/Railroad_Crossing_Inspection.pdf Railroad Crossing Inspection]

*[https://epg.modot.org/forms/CM/RE_Letterhead.pdf RE Letterhead]

*[https://epg.modot.org/forms/CM/RE_Letterhead.docx RE Letterhead – Word Format]

*[https://epg.modot.org/forms/CM/Retroreflectivity_Payment_Adjustment.xlsm Retroreflectivity Payment Adjustment]

*[https://epg.modot.org/forms/CM/Retroreflectometer_Request.xlsm Retroreflectometer Request]

*[https://epg.modot.org/forms/CM/RM_Aggregate_Scale_Calibration_200.dotx RM Aggregate Scale Calibration - 200]

*[https://epg.modot.org/forms/CM/RM_Aggregate_Scale_Calibration_300.dotx RM Aggregate Scale Calibration - 300]

*[https://epg.modot.org/forms/CM/RM_Aggregate_Scale_Calibration_350.dotx RM Aggregate Scale Calibration - 350]

*[https://epg.modot.org/forms/CM/RM_Air_Dispenser_Calibration.dotx RM Air Dispenser Calibration]

*[https://epg.modot.org/forms/CM/RM_Cement_Scale_Calibration_150.dotx RM Cement Scale Calibration - 150]

*[https://epg.modot.org/forms/CM/RM_Cement_Scale_Calibration_175.dotx RM Cement Scale Calibration - 175]

*[https://epg.modot.org/forms/CM/RM_Cement_Scale_Calibration_200.dotx RM Cement Scale Calibration - 200]

*[https://epg.modot.org/forms/CM/RM_Concrete_Systems_Form.dotx RM Concrete Systems Form]

*[https://epg.modot.org/forms/CM/RM_Equipment_Calibrated_and_Verified_Form.dotx RM Equipment Calibrated and Verified Form]

*[https://epg.modot.org/forms/CM/RM_Truck_Mixer_Information_Form.dotx RM Truck Mixer Information Form]

*[https://epg.modot.org/forms/CM/RM_Water_Calibration.dotx RM Water Calibration]

*[https://epg.modot.org/forms/CM/RoCap_Test_Form_Long_Bolts.pdf RoCap Test Form - Long Bolts]

*[https://epg.modot.org/forms/CM/RoCap_Test_Form_Short_Bolts.pdf RoCap Test Form - Short Bolts]

*[https://epg.modot.org/forms/CM/Semi_Annual_Labor_Compliance_Report.dotx Semi-annual Labor Compliance Report]

*[https://epg.modot.org/forms/CM/Semi_Final_Inspection_C_236.pdf Semi-Final Inspection (C-236)]

*[https://epg.modot.org/forms/CM/Contractor_Pay_Estimate_Schedule.pdf Contractor Payment Schedule]

*[https://epg.modot.org/forms/CM/Standard%20Compaction%20Test%20Blank.xls Standard Compaction Test Blank]

*[https://epg.modot.org/forms/CM/Survey%20Calculator.xlsx Survey Calculator]

*[https://epg.modot.org/forms/CM/Tank%20Capacity%202.0.xls Tank Capacity]
<div id="Wage Interview"></div>
*[https://epg.modot.org/forms/CM/CR1_Wage_Rate_Interview.pdf Wage Interview (Form CR-1)]

*[http://sharepoint/systemdelivery/TR/mo/travinfoitsworkzonemanagment/workzones/Shared%20Documents/Inspections/WorkZone_Inspection-form%202014.pdf Work Zone Inspection Form]

===Forms for Contractor Use ===
====Construction and Contractor Related====

:* [https://epg.modot.org/forms/CM/Blank_2AA_Sheet.pdf 2AA Sheet – Blank]

:* [https://epg.modot.org/forms/CM/Example_2AA_Sheet.pdf 2AA Sheet – Example]

:* [https://epg.modot.org/forms/CM/Affidavit_for_Compliance_with_Prevailing_Wage.pdf Affidavit for Compliance with Prevailing Wage Law]

:* [https://epg.modot.org/forms/CM/Contractors_Affidavit_C-242.pdf Contractor's Affidavit Regarding Settlement of Claims (C-242)]

:* [https://epg.modot.org/forms/CM/Contractor_Questionnaire.pdf Contractor Questionnaire] (to bid contracts less than $2,000,000)

:* [https://epg.modot.org/forms/CM/DBE_Contractor_Project_Trucker_Equipment_List_Form.pdf DBE Contractor Project Trucker Equipment List Form]

:* [https://epg.modot.org/forms/CM/DBE_Contractor_Subcontractor_Project_Trucker_Form_Instructions.pdf DBE Contractor Subcontractor Project Trucker Form Instructions]

:* [[media:101 DBE Identification Submittal Form.pdf|DBE Identification Submittal Form]]

:* [https://epg.modot.org/forms/CM/DBE_Substitution_Form.pdf DBE Substitution Form]

:* [https://epg.modot.org/forms/CM/Lead_Abatement_MODOT_Contractor_Informational_Packet.pdf Lead Abatement MoDOT Contractor Informational Packet]

:* [https://epg.modot.org/forms/CM/Lead_Abatement_MODOT_FA_Project_Notification.pdf Lead Abatement MoDOT FA Project Notification]

:* [https://epg.modot.org/forms/CM/Lead_Abatement_MODOT_Project_Notification.pdf Lead Abatement MoDOT Project Notification]

:* [https://epg.modot.org/forms/CM/Lead_Abatement_MODOT_Project_Re_Notification.pdf Lead Abatement MoDOT Project Re-Notification]

:* [https://epg.modot.org/forms/CM/Lead_Abatement_Program_Contact_Info.pdf Lead Abatement Program Contact Info]

:* [http://eprojects/Templates/MODOT_Workforce_JSP_Cummulative_Workforce_Hours_Report.xlsx MoDOT Workforce JSP Cumulative Workforce Hours Report]

:* [https://epg.modot.org/forms/CM/MoDOT_Workforce_Pre_Construction_Diversity_Plan_Report.xlsx MoDOT Workforce Pre-Construction Diversity Plan Report]

:* [https://epg.modot.org/forms/CM/OJT_1_Trainee_Notification.pdf OJT-1, Trainee Notification]

:* [https://epg.modot.org/forms/CM/OJT_2_Contractor_Monthly_Trainee_Report.pdf OJT-2, Contractor Monthly Trainee Report]

:* [https://epg.modot.org/forms/CM/OJT_3_Training_Completion.pdf OJT-3, Training Completion]

:* [https://epg.modot.org/forms/CM/OJT_4_Trainee_Contact.pdf OJT-4, Trainee Contact]

:* [https://epg.modot.org/forms/CM/OJT_5_Discrimination_Complaint.pdf OJT-5, Discrimination Complaint]

:* [https://epg.modot.org/forms/CM/OJT_6_Final_Trainee_Summary.pdf OJT-6, Training Summary]

:* [https://epg.modot.org/forms/CM/Prequalification_Questionnaire.pdf Prequalification Contractor Questionnaire] (to bid a contract of any size)

:* [https://epg.modot.org/forms/CM/Request_to_Subcontract_C_220.pdf Request to Subcontract Work (C-220)]

:* [https://epg.modot.org/forms/CM/Request_to_Subcontract_C_220_Excel.xlsm Request to Subcontract Work (C-220), Excel]

:* [https://epg.modot.org/forms/CM/Subcontractor_Certification_Regarding_Affirmative_Action.pdf Subcontractor Certification Regarding Affirmative Action]

:* [https://epg.modot.org/forms/CM/Tension_Log_Form.xlsx Tension Log Form]

:* [https://epg.modot.org/forms/CM/Value_Engineering_Proposal_C_104.pdf Value Engineering Change Proposal (C-104)]

:* [https://epg.modot.org/forms/CM/Wage_Flow_Chart_for_Federal_Jobs.pdf Wage Flowchart for Federal Jobs – Precon]

:* [https://epg.modot.org/forms/CM/Wage_Flow_Chart_for_State_Jobs.pdf Wage Flowchart for State Jobs – Precon]

:* [https://epg.modot.org/forms/CM/Waste_Disposal_Agreement.pdf Waste Disposal Agreement]

====Materials Related====
:*[https://epg.modot.org/forms/CM/AsphPlantInspCumulative.xls Asphalt Inspection Worksheet Cumulative Gradation]

:*[https://epg.modot.org/forms/CM/AsphPlantInspNonCumulative.xls Asphalt Inspection Worksheet Non-Cumulative Gradation]

:*[https://epg.modot.org/forms/CM/PipeShippingReportForm2.pdf CMP, RCP, Precast Drainage Units and Precast Box Culvert Shipping Report Form]

:*[https://epg.modot.org/forms/CM/Concrete%20Mix%20Design%20Submittal%20Form.xls Concrete Mix Design Submittal Form]

:*[https://epg.modot.org/forms/CM/Missouri%20CoreLok%20Aggregate%20Workbook.xls CoreLok Aggregate Workbook]

:*[https://epg.modot.org/forms/CM/GS013F2.pdf Fabricator’s PAL Receival Form]

:*[https://www.modot.org/traffic New Product Evaluation Form]

:*[https://epg.modot.org/forms/CM/GS013F4.pdf PAL Program Inclusion Certifications and Guarantee Statement]

:*[https://epg.modot.org/forms/CM/Producer_Supplier_List.pd Producer/Supplier List]

:*[https://epg.modot.org/forms/CM/PipeShippingReportForm_Thermoplastic.pdf PVC & HDPE Pipe Shipping Report Form]

:*[https://epg.modot.org/forms/CM/Request_to_Transfer_Inspected_Matl.pdf Request for Transfer of Inspected Materials]

:*[https://epg.modot.org/forms/CM/GS013F3.pdf Shipper’s PAL Transmittal Form]

====Posters, Federal Aid====

Please refer to [https://epg.modot.org/index.php?title=Category:110_State_and_Federal_Wage_Rates_and_Other_Requirements#Required_Notices_and_Posters EPG 110.2 Federal-Aid Projects, Required Notices and Posters].

====Posters, State Aid====

Please refer to [https://epg.modot.org/index.php?title=Category:110_State_and_Federal_Wage_Rates_and_Other_Requirements#Required_Notices_and_Posters EPG 110.2 Federal-Aid Projects, Required Notices and Posters].

====Utility or Right of Way Related====

:*[http://www.modot.mo.gov/asp/intentToWork.shtml Notice of Intent to Perform Work Process]

:*[https://www6.modot.mo.gov/ElectronicPermitting/ElectronicPermitting.html# Permit for Work on Right of Way]

===Quick Reference Guides (QRGs)===
====AASHTOWare Project Quick Reference Guides (QRGs)====

:'''[https://epg.modot.org/forms/CM/AWP_QRG_Revision_Dates.xlsx AWP QRG Revision Dates]'''

:* [https://epg.modot.org/forms/CM/AWP_CM_AASHTOWARE_Project_Terminology.docx AWP CM AASHTOWARE Project Terminology]

:* [https://epg.modot.org/forms/CM/AWP_CM_Certified_Testers.doc AWP CM Certified Testers]

:* [https://epg.modot.org/forms/CM/AWP_CM_Filters.doc AWP CM Filters]

:* [https://epg.modot.org/forms/CM/AWP_CM_Test_Equipment.doc AWP CM Test Equipment]
<div id="Change Order Overview"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_1ChangeOrderOverview.doc AWP CO 1 Change Order Overview]

:* [https://epg.modot.org/forms/CM/AWP_CO_2ChangeOrderAddingNewItemorOverrunUnderrunExisting.doc AWP CO 2 Change Order Adding New Item or Overrun/Underrun of Existing Items]
<div id="AWP CO 3"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_3ChangeOrderTimeExtension.doc AWP CO 3 Change Order Time Extension]
<div id="AWP CO 4"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_4ChangeOrderValueEngineering.doc AWP CO 4 Change Order Value Engineering]
<div id="AWP CO 5"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_5ChangeOrderNoCostContractModification.doc AWP CO 5 Change Order, No Cost Contract Modification]
<div id="AWP CO 6"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_6ChangeOrderMobilizationAndContractBond.doc AWP CO 6 Change Order, Mobilization and Contract Bond]

:* [https://epg.modot.org/forms/CM/AWP_CO_7ChangeOrderApproval.doc AWP CO 7 Change Order Approval]
<div id="Change Order Codes"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_Change_Order_Codes.doc AWP CO Change Order Codes]
<div id="Change Order Reports"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_Change_Order_Reports.doc AWP CO Change Order Reports]
<div id="CO Commercially Useful"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_CUF_Entry.doc AWP CO Commercially Useful Function (CUF) Review Date Entry]

:*[[media:146 CUF After Mar 2021.pdf|Commercially Useful Function (CUF) Determination Form (for contracts awarded after March 2021)]]
<div id="CO Construction Stockpiles"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_Construction_Stockpiles.doc AWP CO Construction Stockpiles]

:* [https://epg.modot.org/forms/CM/AWP_CO_Contract_Payment_Estimate_Exception_Override.doc AWP CO Contract Payment Estimate Exception Override]

:* [https://epg.modot.org/forms/CM/AWP_CO_ContractVendorAssets.doc AWP CO Contract Vendor Assets]
<div id="CO Contract Adjustments"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_Contract_Adjustments.doc AWP CO Contract Adjustments]
<div id="CO Contract Times"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_Contract_Times.doc AWP CO Contract Times]

:* [https://epg.modot.org/forms/CM/AWP_CO_DailyDiary.doc AWP CO Daily Diary]

:* [https://epg.modot.org/forms/CM/AWP_CO_DailyDiaryAdjustments.doc AWP CO Daily Diary Adjustments]
<div id="Daily Work Report"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_DailyWorkReport.doc AWP CO Daily Work Report]

:* [https://epg.modot.org/forms/CM/AWP_CO_DailyWorkReport_Deleting_Postings_and_Acceptance_Records.doc AWP CO Daily Work Report, Deleting DWR Postings and Acceptance Records]

:* [https://epg.modot.org/forms/CM/AWP_CO_Disposition_Remarks_PAL_Material.doc AWP CO Disposition Remarks for PAL Material]

:* [https://epg.modot.org/forms/CM/AWP_CO_EmergencyContacts.doc AWP CO Emergency Contacts]
<div id="AWP CO Estimate"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_Estimate.doc AWP CO Estimate]
<div id="AWP CO Estimate Final"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_Estimate_Final.doc AWP CO Estimate Final]
<div id="AWP CO Item Adjustments"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_Item_Adjustments.doc AWP CO Item Adjustments]
<div id="CO Milestones"></div>
:* [https://epg.modot.org/forms/CM/AWP_CO_Milestones.doc AWP CO Milestones]

:* [https://epg.modot.org/forms/CM/AWP_CO_Signal_Maintenance.doc AWP CO Signal Maintenance]

:* [https://epg.modot.org/forms/CM/AWP_CO_Change_Order_Reason_Codes_for_SL_Time_Extension_Change_Orders.doc AWP CO SL District Reason Codes for Time Extension Change Orders]

:* [https://epg.modot.org/forms/CM/AWP_CO_Subcontract.doc AWP CO Subcontract]

:* [https://epg.modot.org/forms/CM/AWP_MA_Adding_Contract_Lines_For_Acceptance_Actions.doc AWP MA Adding Contract Lines For Acceptance Actions]

:* [https://epg.modot.org/forms/CM/AWP_MA_Adding_Concrete_Mix_Design.doc AWP MA Adding New Concrete Mix Design]

:* [https://epg.modot.org/forms/CM/AWP_MA_Associating_Material_To_Source.docx AWP MA Associating Material to Source]

:* [https://epg.modot.org/forms/CM/AWP_MA_DEC_Sample_Record.docx AWP MA DEC Sample Record]

:* [https://epg.modot.org/forms/CM/AWP_MA_EditingContractAcceptanceActionsAndActionRelationships.doc AWP MA Editing Contract Acceptance Actions and Action Relationships]

:* [https://epg.modot.org/forms/CM/AWP_MA_Generating_Contract_SampleChecklist.doc AWP MA Generating Contract Sample Checklist]

:* [https://epg.modot.org/forms/CM/AWP_MA_IAS_Lab_Audit.doc AWP MA I.A.S. Lab Audit]

:* [https://epg.modot.org/forms/CM/AWP_MA_PAL_Plant_Inspection_Record.doc AWP MA PAL Plant Inspection Record]

:* [https://epg.modot.org/forms/CM/AWP_MA_ReGenerating_Contract_Lines_For_Original_Materials_And_Acceptance_Actions.doc AWP MA Regenerating Contract Lines for Original Materials and Acceptance Actions]

:* [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_Acceptance_By_Certification.docx AWP MA Sample Record Acceptance By Certification]

:* [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_Changing_Material_Code_Source_or_SampleType.docx AWP MA Sample Record Changing Material Code Source or Sample Type]
<div id="Sample Record, General"></div>
:* [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_General.docx AWP MA Sample Record, General]

:* [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_General_IAS_Audit_Record.docx AWP MA Sample Record, General IAS Audit Record]

:* [https://epg.modot.org/forms/CM/AWP_MA_Sampling_and_Testing_Status_Report.docx AWP MA Sampling and Testing Status Report]

:* [https://epg.modot.org/forms/CM/AWP_MA_UsingFindSample.docx AWP MA Using the Find Sample Function]

====Storm Water Database Quick Reference Guides (QRGs)====

:* [[media:101 How to Fill Out Land Disturbance Inspection Record.pdf|How to Fill Out Land Disturbance Inspection Record]]

:* [[media:101 Land Disturbance Deficiencies QRG 2019.pdf|Land Disturbance Deficiencies]]

:* [[media:101 Land Disturbance Storm Water Database Closeout Procedure QRG 2020.pdf|Land Disturbance Storm Water Database Closeout Procedure]]

:* [[media:101 Land Disturbance Storm Water Database Initial Setup for Construction Projects 2020.pdf|Land Disturbance Storm Water Database Initial Setup for Construction Projects]]

:* [[media:101 Land Disturbance Storm Water Database Initial Setup for Maintenance Projects QRG 2020.pdf|Land Disturbance Storm Water Database Initial Setup for Maintenance Projects]]

:* [[media:101 Land Disturbance Storm Water Database 7 Day Reviews QRG.pdf|Land Disturbance Storm Water Database 7-Day Reviews]]

:* [[media:101 Storm Water Land Disturbance Erosion Reporting QRG Dec 2020.pdf|Storm Water Land Disturbance Erosion Reporting]]

==Design==
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right"
|-
|'''[http://www.modot.org/business/standards_and_specs/d-sheets.htm Microstation D-Sheets]'''
|-
|'''Signing'''
|-
|[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/D-28.doc D-28], D-29 through D-34
|-
|'''Signals'''
|-
|D-37A through D-37d, D-38 through D-38e
|-
|'''Typical Sections'''
|-
|D-49 through D-70
|-
|'''Miscellaneous'''
|-
|D-71
|}
===Bridge===
*[https://epg.modot.org/forms/DE%202017%20Forms/Environmental/404%20Permits.dot 404 Permits]

*[[media:747 Bridge Survey Checklist.xlsx|Bridge Survey Checklist]]

*[[media:747 Bridge Survey Location Request Dec 2019.docx|Bridge Survey Location Request]]

*[[media:747 Bridge Survey Report.docx| Bridge Survey Report Form]]

*[http://sp/sites/br/Review/RehabChecklist/Structural%20Rehabilitation%20Checklist.xlsm Structural Rehabilitation Checklist (Excel)]

*[[media:131.1 Vertical Clearance Coord Form Jul 2018.pdf|Vertical Clearance Design Exception Coordination with SDDCTEA]]

===Checklist===
*[[media:124.2.4 Design Progress Check list.docx|Design Progress Check List]]

*[[media:D-12 2021.pdf|District Final Design Checklist - D-12]]

*[[media:124.2.4 Check List for Preliminary Plans.docx|Preliminary Plans Check List]]

*[[media:124.2.4 Project Reviewing Checklist.docx|Project Reviewing Checklist]]

*[[media:124.2.4 Check List for RW Plans.docx|Right of Way Check List]]

===Computer===
*[https://epg.modot.org/forms/DE-Computer/Design%20Computer%20Files%20&%20Drawings%20Log%20Sheet%20-%20D-97.dot Design Computer Files & Drawings Log Sheet - D-97]

*[https://epg.modot.org/forms/DE-Computer/MicroStation%20Computer%20Drawings%20Log%20Sheet%20-%20D96.dot MicroStation Computer Drawings Log Sheet - D96]

===Contracts===
*[https://epg.modot.org/forms/DE%202017%20Forms/BiddingContract/District%20Award.dot District Award]

*[http://www.modot.org/business/standards_and_specs/documents/ComputerDeliverableContractPlans.pdf Computer Deliverable Contract Plans 2005]

*[http://wwwi/intranet/cc/contracts.asp?f=DE&nav=modot Consultant Services Contract - State Funded (MoDOT Users)]

*[http://wwwi/intranet/cc/contracts.asp?f=DE&nav=modot De1]

*[https://epg.modot.org/forms/DE%202017%20Forms/BiddingContract/DE11_Municipal_Agreement.doc DE11]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Sample%20Scope%20of%20Services%20-%20Location%20and%20Environment.dot Sample Scope of Services - Location and Environment]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Sample%20Scope%20of%20Services%20Design.dot Sample Scope of Services Design]

===Design Forms===
*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/3R%20CONCEPTUAL%20STUDY%20REPORT.dot 3R Conceptual Study Report]

*[https://epg.modot.org/forms/DE-DEForms/4R%20PAVEMENT%20REHABILITATION%20ANALYSIS%20DATA%20AND%20CONCEPTUAL%20STUDY%20REPORT.dot 4R Pavement Rehabilitation Analysis Data and Conceptual Study Report]

*[https://epg.modot.org/forms/DE-DEForms/Aerial%20Mosiac%20Submittal%20for%20Recon%20Study.dot Aerial Mosaic Submittal for Recon Study]

*[https://epg.modot.org/forms/DE-DEForms/Commission%20Backup%20Form%20Blank.dot Commission Backup Form Blank]

*[https://epg.modot.org/forms/DE-DEForms/Commission%20Backup%20Form%20Instructions.dot Commission Backup Form Instructions]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Conceptual%20Study%20Report.dot Conceptual Study Report]

*[[media:134.2.2.5.1 May 2017.doc|Consultant Rating Form]]

*[https://epg.modot.org/forms/DE-DEForms/Cultural%20Resource%20Assessment%20Letter.dot Cultural Resource Assessment Letter]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/D-28.doc D-28 Sign Design Order Form]

*[[media:131.1 Design Exception 2020.docx|Design Exception Information]]

*[https://epg.modot.org/forms/DE-DEForms/Equipment%20and%20Materials%20List.dot Equipment and Materials List]

*[https://epg.modot.org/forms/DE/SWPPP_Project_Specific_Form_806.8.2.pdf Form 806.8.2, Project-Specific SWPPP Information]

*[[media:Form D21 2018.pdf|Highway Lighting Warrants D21]]

*[https://epg.modot.org/forms/DE-DEForms/Inquiry%20Report.dot Inquiry Report]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Location%20Study%20Report.dot Location Study Report]

* [[media:M-40 2013.docx|M-40 Request for Drilling Services]]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Pavement%20Distress%20Log%20Form%20-%20Asphalt%20-%2011x17.dot Pavement Distress Log Form - Asphalt - 11x17]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Pavement%20Distress%20Log%20Form%20-%20Concrete%2011x17.dot Pavement Distress Log Form - Concrete 11x17]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Pavement%20Repair%20Log.dot Pavement Repair Log]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Preliminary%20Plans%20Proposal%20Review.dot Preliminary Plans Proposal Review]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Preliminary%20Signal%20Plan%20Submittal.dot Preliminary Signal Plan Submittal]

*[https://epg.modot.org/forms/DE-DEForms/PROJECT%20ASSIGNMENTS%20AND%20COMPLETION%20DATES.dot Project Assignments and Completion Dates]

*[https://epg.modot.org/forms/DE-DEForms/Project%20Data%20for%20BAMS.dot Project Data for BAMS]

*[https://epg.modot.org/forms/DE-DEForms/Project%20Initialization%20Estimate%20Form.dot Project Initialization Estimate Form]

*[https://spexternal.modot.mo.gov/sites/de/_layouts/15/WopiFrame.aspx?sourcedoc=%7bC825A659-7DD3-4CF3-8F3D-284E3BFF6E39%7d&file=JSP-Formatting-Guide.doc&action=default Roadway Job Special Provision Formatting Guide]

*[https://spexternal.modot.mo.gov/sites/de/_layouts/15/WopiFrame.aspx?sourcedoc=%7b01675DEF-ADDD-465C-AF8F-868B9CF5DBE2%7d&file=Roadway%20JSP%20Instructions.docx&action=default Roadway Job Special Provision Instructions]

*[https://spexternal.modot.mo.gov/sites/de/_layouts/15/WopiFrame.aspx?sourcedoc={5D551D7A-2FA3-4777-BB7E-829D7D83CA92}&file=Roadway_JSP_Template.doc&action=default Roadway Job Special Provision Template]

*[[media:134.2.2.2 2019.docx|Submittal to Professional Services Committee]]

*[https://epg.modot.org/forms/DE-DEForms/Suggested%20Revision%20to%20a%20CADD%20Standard.dot Suggested Revision to a CADD Standard]

*[https://epg.modot.org/forms/DE-DEForms/Test-Cultural%20Resource%20Assessment%20Letter.dot Test-Cultural Resource Assessment Letter]

*[https://epg.modot.org/forms/DE-DEForms/Traffic%20Signal%20Warrants,%20Form%20D22.dot Traffic Signal Warrants, Form D22]

*[https://epg.modot.org/forms/DE-DEForms/Utility%20Print%20Submittal%20Letter.dot Utility Print Submittal Letter]

*[https://epg.modot.org/forms/DE-DEForms/Utility%20Print%20Submittal%20letter_Revised%20Plans.dot Utility Print Submittal letter_Revised Plans]

*[[media:124 Work Day Study.docx|Work Day Study - 124]]

===[https://epg.modot.org/index.php?title=Category:134_Engineering_Professional_Services#134.1.3_Consultant_Qualification Engineering Professional Services]===

===Environmental and Cultural===
*[https://epg.modot.org/forms/DE%202017%20Forms/Environmental/Categorial%20Exclusion%20Form.dot Categorical Exclusion Form]

*[https://epg.modot.org/forms/DE-Env&Cultural/Categorial%20Exclusion%20Form.dot Cultural Resource Assessment Letter]

*[https://epg.modot.org/forms/DE-Env&Cultural/Cultural%20Resource%20Structure%20Log.dot Cultural Resource Structure Log]

*[https://epg.modot.org/forms/DE-Env&Cultural/DNR%20Land%20Survey%20Request.dot DNR Land Survey Request]

*[https://epg.modot.org/forms/DE-Env&Cultural/Farmland%20Conversion%20IMpact%20Rating%20(Site).dot Farmland Conversion Impact Rating (Corridor)]

*[https://epg.modot.org/forms/DE-Env&Cultural/Farmland%20Conversion%20Impact%20Rating%20(Corridor).dot Farmland Conversion Impact Rating (Site)]

*[https://epg.modot.org/forms/DE-Env&Cultural/Fig%202-06-9,%20Farmland%20Conversion%20Impact%20Rating.dot Fig 2-06-9, Farmland Conversion Impact Rating]

*[https://epg.modot.org/forms/DE-Env&Cultural/Initial%20Site%20Assessment%20Form.dot Initial Site Assessment Form]

*[https://www6.modot.mo.gov/EnvironmentalRequest/Pages/Login.aspx Request for Environmental Services (RES) Form]

*[https://epg.modot.org/forms/DE%202017%20Forms/Environmental/127.1%20Instructions%20for%20the%20RES%20Form.docx Instructions for the RES Form]

*[https://epg.modot.org/forms/DE%202017%20Forms/Environmental/127.1_Consultant_RES_form_instruction.docx Consultant information needed to fill out RES Form]

*[https://epg.modot.org/forms/DE-Env&Cultural/STRUCT.dot STRUCT]

===Materials===
*[https://epg.modot.org/forms/DE-Materials/Hazardous%20Waste%20Removal%20Bid%20Information.dot Hazardous Waste Removal Bid Information]

*[https://epg.modot.org/forms/DE-Materials/Itemized%20Proposal%20-%20Demolition,%20Asbestos,%20UST%20Removal.dot Itemized Proposal - Demolition, Asbestos, UST Removal]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Materials%20Suppliers,%20Source%20and%20Location.dot Materials Suppliers, Source and Location]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Request%20for%20Asphalt%20Cement%20%25%20Grade.dot Request for Asphalt Cement % Grade]

*[https://epg.modot.org/forms/DE-Materials/Soil%20Info%20Request.dot Soil Info Request]

*[https://epg.modot.org/forms/DE-Materials/Soil%20Survey%20Request.dot Soil Survey Request]

===Photo===
*[https://epg.modot.org/forms/DE-Photo/Aerial%20Photography%20Requisition.dot Aerial Photography Requisition]

*[https://epg.modot.org/forms/DE-Photo/Microfilm-Print%20Billing%20Form.dot Microfilm-Print Billing Form]

*[https://epg.modot.org/forms/DE-Photo/Prints%20of%20Previous%20Photography%20Requistion.dot Prints of Previous Photography Requistion]

*[https://epg.modot.org/forms/DE-Photo/Request%20for%20Color%20Copies.dot Request for addition to flight program]

*[https://epg.modot.org/forms/DE-Photo/Request%20for%20addition%20to%20flight%20program.dot Request for Color Copies]

===Planning===
*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/ARAN%20Report%20Request.dot ARAN Report Request]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Conceptual%20Study%20Traffic%20Count%20Request.dot Conceptual Study Traffic Count Request]

*[https://epg.modot.org/forms/DE-Planning/Fis%20Formc.dot Fis Formc]

*[http://sp/sites/tp/sysanlysis/Traffic/Shared%20Documents/ExecutiveFiles/Road%20User%20Costs%20Request%20Form.pdf Road User Costs Request Form]

*[http://sp/sites/tp/sysanlysis/Traffic/Shared%20Documents/ExecutiveFiles/Traffic%20Forecast%20Request%20Form.pdf Traffic Forecast Request Form]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Turning%20Movement%20Traffic%20Count%20Request.dot Turning Movement Traffic Count Request]

===Public Involvement===
*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Notice%20of%20Formal%20Public%20Hearing.dot Notice of Formal Public Hearing]
*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Open-House%20Public%20Hearing.dot Open House Public Hearing]
*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Public%20Hearing%20Statement%20Form.dot Public Hearing Statement Form]
*[https://epg.modot.org/forms/DE/Public%20Involvement/Sample%20Letter%20Advertising%20a%20Public%20Hearing.docx Sample Letter Advertising a Public Hearing]
*[https://epg.modot.org/forms/DE/Public%20Involvement/Sample%20Notice%204f.docx Sample Notice 4F]
*[https://epg.modot.org/forms/DE/Public%20Involvement/Sample%20Notice%20of%20Public%20Hearing.docx Sample Notice of Public Hearing]
*[https://epg.modot.org/forms/DE/Public%20Involvement/Sample_Opportunity_for_Public_Hearing.doc Sample Opportunity for a Public Hearing/Meeting Notice]
*[[media:129 Sample Public Involvement or Communication Plan.docx|Sample Public Involvement Plan or Communication Plan]]
*[https://epg.modot.org/forms/DE/Public%20Involvement/SampleRequestforApprovelofLocationorDesigntoStateDesignEngineer.docx Sample Request for Approval of Location and/or Design of Highways to State Design Engineer]
*[https://epg.modot.org/forms/DE/Public%20Involvement/SampleRequestforApprovelofLocationorDesigntotheCommission.docx Sample Request for Approval of Location to the Commission]
*[https://epg.modot.org/forms/DE/Public%20Involvement/SampleTranscript.pdf Sample Transcript]

===Right of Way===
*[https://epg.modot.org/forms/DE-ROW/Certification%20of%20Right%20of%20Way%20Plans%20for%20Condemnation%20Letter.dot Certification of Right of Way Plans for Condemnation Letter]

*[https://epg.modot.org/forms/DE-ROW/Forthcoming%20RW%20Plan%20changes.dot Forthcoming RW Plan Changes]

*[https://epg.modot.org/forms/DE-ROW/Preliminary%20Right%20of%20Way%20Estimate.dot Preliminary Right of Way Estimate]

*[https://epg.modot.org/forms/DE-ROW/Right%20of%20Way%20Approval%20(Amended_Plans)%20Condemnation%20Required.dot Right of Way Approval (Amended Plans) Condemnation Required]

*[https://epg.modot.org/forms/DE-ROW/Right%20of%20Way%20Plans%20Reviewed.dot Right of Way Plans Reviewed]

*[https://epg.modot.org/forms/DE-ROW/Right%20of%20Way%20Plans%20to%20Dist%20RW%20Agent.dot Right of Way Plans to Dist RW Agent]

*[https://epg.modot.org/forms/DE-ROW/RW%20Change%20Information%20for%20Microfilming.dot RW Change Information for Microfilming]

*[[media:236.13.15 2014 certification.docx|Certification Document]]

*[https://epg.modot.org/forms/DE%202017%20Forms/RW/RW%20Plans%20Approval%20-%20Letter%20of%20Certification.dot RW Plans Approval - Letter of Certification]

===Scoping===
*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Bridge%20Checklist.dot Bridge Checklist]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Construction%20and%20Materials%20Checklist.dot Construction and Materials Checklist]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/104.6_Design_Checklist_Apr_26,_2012.doc Design Checklist]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Project%20Scoping%20Memorandum.dot Draft Project Scoping Memorandum]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Environmental%20Checklist.dot Environmental Checklist]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/FHWA%20Checklist.dot FHWA Checklist]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Maintenance%20Checklist.dot Maintenance Checklist]

*[https://epg.modot.org/forms/DE-Scoping/Major%20Project%20Scope%20or%20Estimate%20Change.dot Major Project Scope or Estimate Change]
[[image:101 survey.jpg|right|150px]]

*[https://epg.modot.org/forms/DE-Scoping/Non-Major%20Project%20Scope%20or%20Estimate%20Change.dot Non-Major Project Scope or Estimate Change]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Planning%20Checklist.dot Planning Checklist]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/104.6_Design_Liaison_Checklist.doc Design Liaison Checklist]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Project%20Estimate%20Quality%20Assurance%20Report.dot Project Estimate Quality Assurance Report]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/104.6_Project_Scoping_Checklist_Apr_26,_2012.doc Project Scoping Checklist]

*[https://epg.modot.org/forms/DE-Scoping/Project%20Scoping%20Memorandum.dot Project Scoping Memorandum]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Public%20Information%20and%20Outreach%20Checklist.dot Public Information and Outreach Checklist]

*[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/Railroad%20Checklist.dot Railroad Checklist]

*[https://epg.modot.org/forms/DE-Scoping/Right%20of%20Way%20Checklist.dot Right of Way Checklist]

*[http://sp/sites/de/Team/New%20folder/DE%20eProjects%20Forms/DE%20Liaison/Traffic%20Checklist.dot Traffic Checklist]

*[https://epg.modot.org/forms/DE-Scoping/Utilities%20Checklist.dot Utilities Checklist]

===Survey===
*[[media:747 Bridge Survey Location Request Dec 2019.docx|Bridge Survey Location Request]]

*[https://epg.modot.org/forms/DE-Survey/Center%20Line%20Staking%20-%20Letter%20to%20Property%20Owner.dot Center Line Staking - Letter to Property Owner]

*[https://epg.modot.org/forms/DE%202017%20Forms/CADD/Center%20Line%20Staking.dot Center Line Staking]

*[https://epg.modot.org/forms/DE-Survey/Permanent%20RW%20Marker%20Setting%20-%20letter%20to%20property%20owner.dot Permanent RW Marker Setting - letter to property owner]

*[https://epg.modot.org/forms/DE-Survey/Permanent%20RW%20Marker%20Settings.dot Permanent RW Marker Settings]

*[https://epg.modot.org/forms/DE%202017%20Forms/CADD/238.2.18.2_Plat_Review_Checklist.pdf Form 238.2.18.2 Plat Review Checklist]

*[https://epg.modot.org/forms/DE%202017%20Forms/CADD/Preliminary%20Surveying%20-%20letter%20to%20property%20owner%201.dot Preliminary Surveying - letter to property owner 1]

*[https://epg.modot.org/forms/DE%202017%20Forms/CADD/Preliminary%20Surveying%20-%20letter%20to%20property%20owner.dot Preliminary Surveying - letter to property owner]

*[https://epg.modot.org/forms/DE%202017%20Forms/CADD/Preliminary%20Surveying.dot Preliminary Surveying]

*[https://epg.modot.org/forms/DE%202017%20Forms/CADD/238.2.17_Professional_Land_Surveyor_2013.doc Professional Land Surveyor Description Review Form]

*[https://epg.modot.org/forms/DE-Survey/RW%20Marker%20Setting.dot RW Marker Setting]

*[https://epg.modot.org/forms/DE%202017%20Forms/CADD/Survey%20Request%20Form.dot Survey Request Form]

==External Civil Rights==

===DBE===
:*[https://epg.modot.org/forms/CM/CUF_Determination_Form.pdf Commercially Useful Function (CUF) Determination Form]

:*[https://www.modot.org/media/26953 DBE and Non-DBE Subcontractor Report Form]

:*[https://www.modot.org/media/245 DBE Contractor/Subcontractor Project Trucker and Equipment List]

:*[https://epg.modot.org/files/5/57/101_DBE_Identification_Submittal_Form.pdf DBE Identification Submittal Form]

:*[https://epg.modot.org/forms/CM/DBE_Substitution_Form.pdf DBE Substitution Form]

===OJT===
:*[https://www.modot.org/media/14124 OJT-1, Trainee Notification]

:*[https://www.modot.org/media/331 OJT-2, Contractor Monthly Trainee Report]

:*[https://www.modot.org/media/14125 OJT-3, Trainee Completion Report]

:*[https://www.modot.org/media/14126 OJT-4, Trainee Contact]

:*[https://www.modot.org/media/332 OJT-5, Trainee Discrimination Complaint]

:*[https://www.modot.org/media/12141 OJT-6, Training Summary]

===Workforce Diversity JSP===
:*[[media:101 Contractor's Monthly New Employee Report.pdf|Contractor's Monthly New Employee Report]]

:*[https://www.modot.org/media/12336 MoDOT Cumulative Workforce Hours Report (Workforce Monthly Report)]

:*[https://www.modot.org/sites/default/files/documents/WF-1_New_Hire_Notification.pdf New Hire Notification]

:*[[media:101 Sample Company Workforce Diversity Job Special Provision Action Plan.docx|Sample Company Workforce/Diversity Job Special Provision Action Plan]]

:*[https://www.modot.org/media/12337 Workforce Pre-Construction Diversity Plan Report]

==Financial Services==
*[[media:235 Agreements Checklist.doc|Agreements Checklist]]

==Highway Safety/Traffic==
*[[media:902.5.8.3.1 checklist.xlsx|Statewide Signal/Lighting/Flasher Preventive Maintenance Checklist]]

==Maintenance==
*[[media:127.29.9 FRCP.pdf|Facility Runoff Control Plans (FRCP)]]

*[http://sharepoint/systemdelivery/TR/mo/travinfoitsworkzonemanagment/workzones/Shared%20Documents/Inspections/WorkZone_Inspection-form%202014.pdf Work Zone Inspection Form]

===Chip Seal Forms===
*[http://wwwi/maintenance/Forms/App%20Adjust%20Form.pdf Application Adjustment Factor Form]
*[http://wwwi/maintenance/Forms/Traffic%20Eval%20Factor.pdf Traffic Evaluation Factor (TEF) for Asphalt Application Adjustment]

===Bridge Maintenance===
*[[media:101 Maintenance - blankinspreport.pdf|Blank Inspection Report]]
*[[media:101 Maintenance - bridgemaintenancerepairreport.xls|Bridge Maintenance Repair Report (Excel)]]
*[http://ghepg01/forms/BR/774_Cathodic_System_Evaluation.dotx Cathodic System Evaluation]
*[[media:101 Maintenance - CIF - Written form.dot|CIF (Critical Inspection Finding)]]
*[[media:101 Maintenance - Follow-up Action Required-Written form.doc|FAR (Follow-Up Action Required)]]
*[[media:101 Maintenance - maintmatlusage.xls|Maintenance Material Usage (Excel)]]
*[[media:101 Maintenance - Maintenance Recommendation Report.pdf|Maintenance Recommendation Report]]
*[[media:101 Maintenance - paintdatareportformblank.xls|Paint Data Report (Excel)]]
*[[media:101 Maintenance - Photo Log.xls|Photo Log Sheet (Excel)]]

===Snow & Ice Control===
*[[media:101 Maintenance - Snow and Ice Control Equipment Inventory.xls|Snow and Ice Control Equipment Inventory (Excel)]]
*[[media:101 Maintenance - Chemical Requirements.xls|Chemical Requirements (Excel)]]
*[[media:101 Maintenance - Salt Storage.xls|Salt Storage (Excel)]]

===Rest Areas===
*[[media:101 Maintenance - Rest Area Truck Parking.xls|Rest Area Truck Parking (Excel)]]
*[[media:101 Maintenance - REST AREA inspection_2005.doc|Rest Area Inspection]]

===Commuter Lots===
*[[media:101 Maintenance - Commuter Lot Inspection Form.xls|Commuter Lot Inspection (Excel)]]
*[[media:101 Maintenance - Commuter Lot Survey.pdf|Commuter Lot Survey]]

===Disasters===
*[[media:101 Maintenance - DDIR.xls|Detailed Damage Inspection Report (Excel)]]
*[[media:101 Maintenance - Non Federal Aid Route DDIR.xls|FEMA Detailed Damage Inspection Report (Excel)]]

===Performance Indicators===

===Pavement Management===

==Motor Carrier Services==
*[https://www.modot.org/HazWaste Hazardous Waste Transport Forms]

*[https://www.modot.org/HHGoods Household Goods Transport Forms, Tariff Information, ''Moving in Missouri'' brochure]

*[https://www.modot.org/IFTA International Fuel Tax Agreement Forms]

*[https://www.modot.org/IRP International Registration Plan Forms]

*[https://www.modot.org/MOPA Missouri Operating Authority Forms]

*[https://www.modot.org/OSOW Oversize Overweight Permitting Forms]

*[https://www.modot.org/SC Missouri Intrastate Skill Performance Evaluation for Medical Exemption Forms]

*[https://www.modot.org/WasteTire Waste Tire Transporter Forms]

==Planning==
*[https://epg.modot.org/forms/MCS/MCS%20MoDOT%20Letterhead.dot MTFC Letterhead]

==Right of Way==
*[https://epg.modot.org/forms/RW/RW%20Mortgage%20Analyzer.xlt RW Mortgage Analyzer (Excel)]
===General Information===
===Right of Way Organization and Personnel===
===Administration===

*[https://epg.modot.org/forms/RW/Chapter%203_Administration/RW%20Cost%20Estimate%20Form%203.3.3B.docx Acquisition Complete Cost Estimate Worksheet_(Form 3-3_3B)]

*[http://eprojects/Templates/RW/Chapter%203_Administration/Categorical%20Exclusion%20Review_Form%203-1_2.docx Categorical Exclusion Review_(Form 3-1_2)]

*[https://epg.modot.org/forms/RW/Chapter%203_Administration/RW%20Cost%20Estimate%20Worksheet%20Form%203.3.3A.docx Right of Way Cost Estimate Worksheet_(Form 3-3_3A)]

===Description Writing and Titles===

*[https://epg.modot.org/forms/RW/Chapter%204_Description%20Writing%20&%20Titles/Affidavit%20of%20Scriveners%20Error%20Form%204_6_4a.docx Affidavit of Scrivener's Error (Form 4-6.4a)]

===Property Management===

*[http://eprojects/Templates/RW/Chapter%205_Property%20Management/Real%20Estate%20Risk%20Assessment%20Form.pdf Real Estate Risk Assessment Form]

*[http://eprojects/Templates/RW/Chapter%205_Property%20Management/Realty%20Asset%20Sale%20Legal%20Opinion%20Memo.docx Realty Asset Sale Legal Opinion Memo]

*[https://epg.modot.org/forms/RW/Chapter%205_Property%20Management/Request%20for%20Excess%20Parcel%20Survey%20Form%20236.5.19a.docx Request for Excess Parcel Survey (Form 236.5.19a)]

===Appraisal and Appraisal Review===
===Negotiation===
===Relocation Assistance Program===

*[https://epg.modot.org/forms/RW/Chapter%208_Relocation/Advance%20Increased%20Interest%20Payment%20Agreement%20Form%20236.8.11.4.D.2.docx Advance Increased Interest Payment Agreement (Form 236.8.11.4(d)(2))]

*[https://epg.modot.org/forms/RW/Chapter%208_Relocation/Advance%20Replacement%20Housing%20and%20Increased%20Interest%20Pmt%20Agreement%20Form%20236.8.11.4.D.1.docx Advance Replacement Housing and Increased Interest Payment Agreement (Form 236.8.11.4(d)(1))]

*[https://epg.modot.org/forms/RW/Chapter%208_Relocation/Condemnation%20Agreement%20Residential%20Property%20Form%20236.8.9.3.E.1.docx Condemnation Agreement Residential Property (Form 236.8.9.3(e)(1))]

*[https://epg.modot.org/forms/RW/Chapter%208_Relocation/Relocation%20Report%20Form%20236.8.6.4.docx Relocation Report (Form 236.8.6.4)]

*[https://epg.modot.org/forms/RW/Chapter%208_Relocation/Relocatee%20Needs%20Questionnaire%20Form%20236.8.5.2.docx Relocatee Needs Questionnaire]

===Asbestos Abatement-Removal of Building Improvement===
===Right Of Way Condemnation===
===Mediation===
===Quality Assurance Reviews===
===Designing Right of Way Plans===
===Change in Route Status Report===
===Requests from Cities for Annexations===
===[[236.16 Outdoor Advertising#Failure to provide|Outdoor Advertising]]===

===Junkyards===

* [[media:236.17 Application for License to Maintain a Junkyard.docx|Application for License to Maintain a Junkyard]]

===Local Public Agency Land Acquisition===

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

LPA:136.11 Local Public Agency Construction

2021-10-12T17:44:36Z

Kleins1: Removed Fig. 136.11.16

This article is intended as a guide to Local Public Agencys (LPAs) to ensure federal-aid project requirements are met while administering the construction of and corresponding documentation required of a typical LPA project. No work is to be initiated on any part of the project until federal funding has been approved (obligated) by [http://www.fhwa.dot.gov/ FHWA] and the local agency has been notified by MoDOT to proceed.
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="400px" align="right"
|-
|<center>'''Figures'''</center>
|-
|[[LPA:136.12 Figures, Glossary and Other Useful Links#Construction Reimbursement Form|Fig. 136.3.18, Construction Reimbursement Form]]
|-
|[[media:136.11.1 Nov 2013.doc|Fig. 136.11.1, General Guidelines for LPA Preconstruction Conference]]
|-
|[[media:136.11.2.xlsx|Fig. 136.11.2, Change Order Form]]
|-
|[[media:136.11.3 2016.pdf|Fig. 136.11.3, Progress Report]]
|-
|[[media:136.11.4 2015.doc|Fig. 136.11.4, Request for Approval of Subcontract]]
|-
|[[media:136.11.5 Dec 2015.xls|Fig. 136.11.5, DBE Subcontract Worksheet]]
|-
|[[media:136.11.6 Dec 2015.pdf|Fig. 136.11.6, Subcontractor Certification Regarding Affirmative Action]]
|-
|[[media:136.11.7.doc|Fig. 136.11.7, Wage Rate Interview (Labor Compliance/EEO)]]
|-
|[[media:136.11.8.doc|Fig. 136.11.8, Form FHWA-1391]]
|-
|[[media:136.11.9 2016.docx|Fig. 136.11.9, Contractor DBE Certification]]
|-
|[[media:136.11.10.doc|Fig. 136.11.10, Contractor’s Affidavit Regarding Settlement of Claims]]
|-
|[[media:136.11.11.doc|Fig. 136.11.11, Affidavit (Compliance with Prevailing Wage Law)]]
|-
|[[media:136.11.12.doc|Fig. 136.11.12, Site Visit Checklist]]
|-
|[http://epg.modot.mo.gov/forms/CM/Job_Site_Bulletin_Board_Checklist_fillable.pdf Fig. 136.11.13, Job Bulletin Board Checklist]
|-
|[[media:Fig. 136.11.14 secure.pdf|Fig. 136.11.14, Construction Invoice Example 1]]
|-
|[[media:Fig. 136.11.15.pdf|Fig. 136.11.15, Construction Invoice Example 2]]
|-
|[[media:136.11.18.docx|Fig. 136.11.18, LPA Final Inspection Letter]]
|-
|[[media:136.11.19.docx|Fig. 136.11.19, LPA Final List of Acceptance Testers]]
|-
|[[media:136.11.20.docx|Fig. 136.11.20, LPA DBE Certification Letter]]
|-
|[[media:136.11.21.docx|Fig. 136.11.21, LPA Vendor Lien Waiver]]
|-
|[[media:136.11.22.docx|Fig. 136.11.22, LPA Final Acceptance Checklist]]
|-
|[[media:136.11.23 2016.pdf|Fig. 136.11.23, LPA Semi-Final Inspection Checklist (Form C-236 LPA)]]
|-
|[[media:Form C-239 2016.pdf|Fig. 136.11.24, LPA Final Acceptance Report (Form C-239 LPA)]]
|-
|[http://epg.modot.mo.gov/forms/CM/CUF_Determination_Form_Contracts_Let_After_03_2021.pdf Commercially Useful Function (CUF) Determination Form]
|-
| [[Off-Systems Guide Schedule for Federal-Aid Acceptance Sampling and Testing (FAST)|Off-Systems Guide Schedule for Federal-Aid Acceptance Sampling & Testing (FAST)]]
|-
|<div id="PowerPoint Tutorials"></div>
|-
! <center>'''"How To" PowerPoint Tutorials'''</center>
|-
|[[media:136.11 How to Develop.ppt|How to Develop and Use the Daily Diary and Payment Diary for LPA Inspectors]]
|-
|[[media:136.11 How to Coomplete.ppt|How to Complete a Change Order and Get it Approved]]
|-
|[[media:136.11 How to Close.ppt|How to Close Out a Federal Aid Construction Project]]
|-
|<center>'''Federal-Aid Essential Videos'''</center>
|-
|[http://www.fhwa.dot.gov/federal-aidessentials/catmod.cfm?category=construc Project Construction and Contract Administration]
|-
|[http://www.fhwa.dot.gov/federal-aidessentials/catmod.cfm?category=civilrig Civil Rights]
|-
|<center>'''Brochure'''</center>
|-
|[[media:136.11 Buy America Brochure.pdf|Buy America Requirements for the Federal-Aid Construction Program]]
|}
==136.11.1 Project Oversight==

The LPA shall have a '''person in "responsible charge"''' (RC) of the administration of the project including construction inspection. This person must be an employee or a paid elected official of the local agency who is accountable for the project. If a consultant is hired to oversee the project the RC should be available at all times to respond to any issues on the project. The RC or designated consultant should have the necessary experience, training and knowledge to ensure that project construction and administration follows all requirements as described in the project documents and standard practice. The RC will be the primary contact for MoDOT regarding any contract administration issues.

All items of work on the project shall be inspected. Major items of work such as bridge deck pouring, paving or other high cost or critical items may require more attention than other minor items of work. MoDOT’s Engineering Policy Guide or [https://www.modot.org/contact-modot-lpa MoDOT district representatives] are good sources for tools to adequately administer the project.

==136.11.2 Work by LPA Forces==

The LPA may elect, with MoDOT and FHWA approval, to perform work with its own forces (see [[136.3 Federal Aid Basics#136.3.12 Federal-aid Participation for Local Work|EPG 136.3.12 Federal-aid Participation for Local Work]] for more information), if done so they will not need to comply with the labor records, postings, payroll checking, interviews, and Davis-Bacon minimum prevailing wages requirements. However, it will be necessary for the LPA to comply with the provisions of [http://www.fhwa.dot.gov/programadmin/contracts/1273/1273.pdf Form PR-1273], Required Federal-Aid Provisions - All Federal-Aid Construction Contracts, Section II - Equal Opportunity, and Section III - Non-segregated Facilities. These two sections essentially require that the local agency be an “Equal Opportunity Employer.” See [[136.3 Federal Aid Basics#136.3.15 Reimbursement and Auditing|EPG 136.3.15 Reimbursement and Auditing]] for required records to support reimbursement for work performed by LPA forces.

==136.11.3 Notice to Proceed==

Following the concurrence of award of the contract from MoDOT, the LPA must submit executed copies of the contract to MoDOT. The district representative will review the contract for compliance and will inform the LPA that they can issue "notice to proceed" (NTP) and proceed with construction.

'''No work is to be initiated on any part of the project until FHWA approves (obligates) federal funding and MoDOT notifies the LPA to proceed.'''

A pre-construction conference must be scheduled and attended by the LPA, the contractor and MoDOT before any work begins on the project.

==136.11.4 Preconstruction Conference==

A preconstruction conference shall be conducted by the LPA, prior to the start of work, to ensure that all parties involved are aware of their responsibilities. Those invited to attend shall include but not be limited to representatives from the consultant (if applicable), contractor, subcontractors, utilities (if involved), local police, fire, postal, other emergency services (if necessary), any school agencies (if traffic is to be severely restricted or road closed), and MoDOT. Arrangements for and notice given of the meeting shall be completed at least one week prior to the meeting date. [[media:136.11.1 Nov 2013.doc|Fig. 136.11.1 General Guidelines for LPA Preconstruction Conference]] outlines this conference. Note that the initial data pertaining to the project is required within two working days after the start of work.

For projects that have specified contractor furnished borrow or require disposal of waste material off the LPA right of way, the contractor should be reminded of the requirement that the affected areas must be reviewed by DNR for environmental clearances that will include, but not be limited to the Clean Water Act, the Endangered Species Act, the National Historic Preservation Act, the Farmland Protection Act, Resource Conservation and Recovery Act, Comprehensive Environmental Response, Compensation, and Liability Act and RSMo Chapter 194, Section 194.400 Unmarked Human Burial Sites. A copy of the correspondence from these agencies should be filed with the [https://www.modot.org/contact-modot-lpa MoDOT district representative]. More information on contractor furnished borrow and waste sites can be found in [[136.6 Environmental and Cultural Requirements|EPG 136.6 Environmental and Cultural Requirements]]. Failure to comply with this requirement can cause loss of federal funding.

If ADA improvements are included within the project, then the [[media:136.9.4 2015.doc|ADA Checklist]] should be included in the discussion.

'''Initial Data from LPA'''

Within two working days after the start of work, the LPA shall furnish a letter to MoDOT containing the following information:

:'''1.''' Project identification;
:'''2.''' Contractor’s name and address;
:'''3.''' Construction Inspector’s name, address, and phone number;
:'''4.''' Name of full-time employee of agency to be in "responsible charge" of project, including projects with consultant services ([https://www.law.cornell.edu/cfr/text/23/635.105 23 CFR 635.105]). "Responsible charge" means:

::a. Aware of day-to-day operations on the project
::b. Aware of and involved in decisions about changed conditions that require change orders
::c. Aware of qualifications, assignments, performance of consultant staff at all stages of the project
::d. Visiting the project on a frequency that is commensurate with the magnitude & complexity of the project

:'''5.''' Name, address, and telephone number of local agency’s consultant, if applicable;
:'''6.''' Date of construction engineering contract approval;
:'''7.''' Date of notice to proceed;
:'''8.''' Completion date or working days;
:'''9.''' Amount of contract;
:'''10.''' Location and description of work;
:'''11.''' Date of letting;
:'''12.''' Date of award;
:'''13.''' Date of preconstruction conference;
:'''14.''' Date on which work actually started; and
:'''15.''' Summary of Disadvantaged Business Enterprise (DBE) intent.

==136.11.5 Subcontracts ==

Federal-aid contracts require that no less than 30% of the contract work shall be performed by the prime contractor’s own forces and equipment. All contracts shall further hold to the right of approval of any subcontracts prior to performance of subcontract work. The local agency is responsible for assuring the proposed subcontractors are both qualified to perform the proposed items of work and legally bound to comply with all the requirements of the contract as they would apply to the prime contractor, for example, wage rates, equal employment opportunity regulations, submittal of payrolls, etc. No subcontractors may further subcontract any of their work.

The LPA shall furnish the MoDOT representative the name and address of each subcontractor, the percentage of work sublet to that particular subcontractor, the percentages awarded to DBEs, and the total percentage of work sublet to date. DBEs must be on the MoDOT-approved listing at the time of letting. Subcontract approval forms ([[media:136.11.4 2015.doc|Fig. 136.11.4]], [[media:136.11.5 Dec 2015.xls|Fig. 136.11.5]] and [[media:136.11.6 Dec 2015.pdf|Fig. 136.11.6]]) must be used for submitting subcontractor information. [http://www.fhwa.dot.gov/programadmin/contracts/1273/1273.pdf FHWA 1273, Required Federal Contract Provisions], is included in all federal aid contracts, and it is the prime contractor’s responsibility to ensure that all subcontract agreements also include a copy of FHWA 1273. The reviewer should perform a random check on the submitted subcontract agreements to help ensure the prime is meeting this requirement.

==136.11.6 Information Posters==

The contracts for highway construction projects require certain information to be conspicuously displayed on the project where employees regularly congregate in preparation for the day’s work. The RC or a delegated representative is to conduct inspections of the bulletin boards. The first inspection should occur when employees begin work on the project. After the initial review, inspections should be conducted every other month until the project is completed to ensure the bulletin board is in good condition and still displays the required posters. The list of required information to be posted both on the project and in the project office is located in [http://epg.modot.org/index.php?title=Category:110_State_and_Federal_Wage_Rates_and_Other_Requirements#110.2_Federal-Aid_Projects_.28Guidance_for_Sec_110.2.29 EPG 110.2]. Many of the posters can be downloaded from MoDOT’s internet contractor resources website. A [http://epg.modot.mo.gov/forms/CM/Job_Site_Bulletin_Board_Checklist_fillable.pdf checklist of the job bulletin board posters] is also available. All posters shall be completed as required, showing names and telephone numbers where indicated. For more information on the Federal Davis-Bacon prevailing wage rates see [[136.9 Plans, Specs and Estimates (PS & E)#136.9.4.1.1.10.1 Federal Wage Rates (23 USC 113 and 29 CFR 5)|EPG 136.9.4.1.1.10.1 Federal Wage Rates]].

==136.11.7 Equal Employment Opportunity Requirements==

The [http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=3275bea9e2d87163209535159a10234d&rgn=div5&view=text&node=41:1.2.3.1.1&idno=41 EEO requirements (41 CFR 60.1)] and [http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=3275bea9e2d87163209535159a10234d&rgn=div5&view=text&node=41:1.2.3.1.2&idno=41 (41 CFR 60.2)] are contained in the contract. The local agency should be familiar with and enforce those requirements.

The LPA shall furnish the name of the contractor or subcontractor whose contract or subcontract is $10,000.00 or more and must submit Federal-Aid Highway Construction Contractors Annual EEO Report, [[media:136.11.8.doc|Fig. 136.11.8, Form FHWA-1391]], to the MoDOT External Civil Rights Division. Employment data should total correctly on this report.

If a contractor or subcontractor has been active on a project but no work was performed during the above payroll report period, a “No Work Was Performed” report is to be submitted. If a project has not started, no report is required.

==136.11.8 Disadvantaged Business Enterprise (DBE)==

Disadvantaged Business Enterprise (DBE) requirements are also covered in [[:Category:146 Disadvantaged Business Enterprise (DBE)|EPG 146 Disadvantaged Business Enterprise (DBE)]]. DBE compliance consists of ensuring that the prime contractors utilize DBEs as indicated in their good faith effort. These vendors will be a combination of subcontractors working on the project, suppliers, brokers, and trucking companies. DBE vendors must be on the MoDOT-approved [https://www6.modot.mo.gov/MRCC/Home/PublicSearch MRCC] listing at the bid opening. After the contract is awarded, the contractors should provide a [https://www.modot.org/media/12323 Request to Subcontract Work form] for each subcontractor noting the DBE/non-DBE classification. If a subcontractor is added to the project, they need to be pre-approved by MoDOT prior to performing any work. The LPA should track the DBE progress throughout the project to ensure the goal is met. In calculating the percentage of the contract work performed, all prices for sublet work shall be at contract unit bid prices. Sample forms ([[media:136.11.4 2015.doc|Fig. 136.11.4]] and [[media:136.11.5 Dec 2015.xls|Fig. 136.11.5]]) may be used for submitting subcontractor information and instructions for completing the form ([[media:136.11.6 Dec 2015.pdf|Fig. 136.11.6]]) are available. If there is a concern during the project, [https://www.modot.org/contact-us-0 contact the External Civil Rights Division]. The prime contractor and LPA should ensure that the DBE vendors used to achieve the goal are performing a Commercially Useful Function (CUF).

==136.11.9 Commercially Useful Function (CUF)==

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 RC or delegated representative shall conduct at least one CUF interview using the [http://epg.modot.mo.gov/forms/CM/CUF_Determination_Form_Contracts_Let_After_03_2021.pdf CUF Determination form] for each DBE vendor on the project. Additional interviews shall occur if the inspector notices a change in the DBE vendor or prime contractors operations. The verification for CUF varies depending on the capacity the DBE vendor is being used. See [http://epg.modot.org/index.php?title=Category:146_Disadvantaged_Business_Enterprise_%28DBE%29#146.3_Commercially_Useful_Function_Verifications EPG 146.3] for a detailed description of what constitutes a check for CUF for various DBE uses. Please review the common [http://contribute.modot.mo.gov/business/lpa/documents/COMMERCIALUSEFULFUNCTIONSREDFLAGS.pdf red flags] found on CUF reviews.

==136.11.10 On-the-job Training (OJT)==

On-the-job Training (OJT) requirements are also covered in [[136.9 Plans, Specs and Estimates (PS & E)#136.9.4.1.1.16 On the Job Training (OJT) (23 CFR Section 230)|EPG 136.9.4.1.1.16 On the Job Training]]. All training goals are established by the MoDOT External Civil Rights (ECR) Division prior to letting.

Prior to the notice to proceed, the contractor shall submit the [https://www.modot.org/sites/default/files/documents/OJT_1_Trainee_Notification.pdf Trainee Notification form] to the RC or delegated representative. They will then forward the notification to MoDOT ECR Division for approval of the proposed trainee(s). This process will be repeated if a trainee is added anytime during the project.

In addition to the trainee notification form, the contractor must submit [https://www.modot.org/sites/default/files/documents/OJT_2_Contractor_Monthly_Trainee_Report.pdf monthly trainee reports] throughout the course of the training and the [https://www.modot.org/sites/default/files/documents/OJT_3_Training_Completion.pdf trainee completion form]. The final trainee summary shall be completed at the end of the project or when the trainee goal on the project has been achieved. These forms shall also be submitted to the RC or delegated representative. The LPA will then forward the notification to MoDOT ECR Division for approval. The monthly trainee reports will be verified by the RC or delegated representative against the certified payroll for accuracy and then forwarded to MoDOT ECR Division.

For further information and guidance about the OJT program and the submittal forms, you may access [https://www.modot.org/job-trainingcontract-compliance the ECR website] or call (573) 751-2978.

==136.11.11 Value Engineering Change Proposals==

Value engineering change proposals (VECP) are meant to provide a product of equal or improved quality that will reduce the project cost, improve safety or decrease the time required to complete the project. See [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 104.6] and [http://epg.modot.org/index.php?title=Category:130_Value_Engineering#130.2_Contractor_initiated_VECPs EPG 130.2] for guidelines on contractor proposals for value engineering. A VECP must be approved by the contractor, consultant engineer (if applicable), LPA, MoDOT and FHWA (if applicable).

==136.11.12 Construction Administration==

===136.11.12.1 Consultant Conflict of Interest===
Under [https://www.ecfr.gov/cgi-bin/text-idx?SID=004674eb2f1f808c87da0c3713c3662e&mc=true&node=se23.1.1_133&rgn=div8 23 CFR 1.33], neither a consulting engineering firm, nor any of its employees, that is providing engineering and inspection services for the contracting agency shall be allowed to perform work that is the construction contractor's responsibility.

It is unacceptable for a consultant to provide both project engineering services for the LPA and engineering services for the project construction contractor. Operating under this arrangement gives the appearance of a possible conflict of interest and is not allowed for federal-aid work, although, surveying will be permitted.

===136.11.12.2 Construction Engineering Expectations===
The local agency is the main contact for the contractor and is responsible for overseeing the construction activities, which include the day-to-day review and inspection of the project construction activities and the record keeping necessary for documentation. The local agency shall also have a qualified inspector on the project site. The inspector must verify that work performed and materials incorporated are as specified in the contract documents and that the project is built in accordance with approved plans and specifications and that quantities are documented sufficiently to make payments for completed work. At a minimum, the inspector must be present on the job site during critical construction operations including, but not limited to:

:* structure layout
:* excavation and backfilling
:* driving pile
:* checking of reinforcing steel prior to concrete placement
:* concrete batching and pouring
:* placement of girders
:* placement of surfacing materials

ALL material incorporated into a project MUST be inspected and documented or the federal funds on the project will be jeopardized.

==136.11.13 Documentation Requirements==
All costs incurred by the local agency for which federal reimbursement is sought must be supported by original source documents or documentation that provides adequate assurance the quantities of completed work were determined accurately and on a uniform basis. The primary source of administration information is found in two basic sources, the project inspector’s diary and payment diary. These diaries are the primary documents used to verify construction progress and payment and may become a crucial element if any disputes or issues arise on the project.

Diaries are essential to provide a description of day-to-day activities that occurred on the project, valuable quality control information and historical information of how the project was constructed. As such, the diary is a document focusing on critical project information and used as a communication tool to assist in explaining what the contractor did that day and what took place on the job site. By completing a diary, this provides assurances to MoDOT, taxpayers and FHWA there was compliance and quality control on the project. The diary serves as the primary source of information to ensure pay quantities were measured and paid for accordingly. It should also summarize the labor, material, equipment, work accomplished and other events that affect or explain the contractors progress. The diary then becomes a factual, historical document used to review project compliance, contractor claims or dispute resolution, and serves as the project documentation during an audit.

Diaries are written such that they are:
:1. Clear; including handwriting and meaning. Refrain from words such as they, he, she. Instead use specific names of individuals.
:2. Concise; use minimum number of words and be factual
:3. Correct; numerous corrected errors give impression of quality of work
:4. Complete; include all information needed to be clear. Document as if describing to someone unfamiliar with the project. Include items such as activities and testing that took place, the result of those activities and tests and any action taken from those results.
:5. Concurrent; document as the events happen, not after. Waiting too long to document makes it easy to forget the specifics.

Samples of documentation may be obtained from the district MoDOT representative.

===136.11.13.1 Project Diaries===
Diaries and field books can be handwritten, bound documents or electronic and part of electronic construction management software systems. Diaries must be accurate, well-documented and completed in a timely manner, whether that be as the day progresses, at the end of the day or no later than the next day.

Handwritten diaries shall be completed in ink in securely bound, high-grade field books. Any corrections shall be made by lining out the entry, initialing and dating. Do not use erasures or correction fluids to make changes.

If electronic systems are used, a secure back up shall be maintained. Any electronically generated diaries must be kept in a software system which meets the following criteria:
:1. Contract administrator(s) shall not have the capability of deleting any diary information
:2. Any changes to diary entries shall be documented with
::a. Previous entry
::b. Corrected entry
::c. Name or initials of person making the correction
::d. Date of correction
::e. Reason for correction.

It is the LPA’s responsibility to ensure electronic diary system meets these requirements. MoDOT / FHWA may review electronic diaries during any project review or site visit. If it is determined changes to diary entries were deleted or in any other way compromised, the LPA will be at risk of losing ''all'' federal funding for the project.

The project diary is completed daily, even if no work occurs, and includes the following:
:* Facts only, no opinions
:* Date
:* Weather including statements related to whether conditions are suitable for construction progress and any delays due to weather. If not working due to weather, make such notation for the day.
:* Progress of work as a percentage; suggested as a bar chart in a suitable scale to indicate the percentage of work completed to date
:* Pay item documentation including work by local forces
:* Instructions to contractor
:* Unusual occurrences effecting project activities
:* Determination of physical condition of work performed, i.e. temporary traffic control items, erosion control items
:* Documentation of tests performed and test results
:* Contractor work hours
:* Completion of check lists
:* Objective remarks of end product
:* Visitors and communication on the project site
:* Labor, equipment and material on site including usage, delays, breakdowns, idle time, inefficiencies, work accomplished and other events that affect or explain contractor progress. If not working due to materials shortages, equipment breakdowns, rejected material, etc., make note of such.
:* Number of employees in each trade and each employee matched with their item of work and equipment including any specific to DBE
:* Signature of inspector completing the diary
:* If a working day contract, the running total of contract time charged and reasons for days credited.
:* Examples of noted events for the day are recommended to include:
::• Status of project Traffic Control Operations including any changes made to the traffic control plan
::• Status of project’s erosion control including any changes made to the erosion control plan
::• Work or materials rejected and reasons why
::• Length and cause of any delay
::• Unusual conditions and effect on job; including any crashes that occurred in the work zone
::• Visitors to the project site
::• Other inspector action, e.g. note wage interviews, DBE compliance checks, major material status, etc.

For more information on federal requirements and guidelines, see the [http://www.fhwa.dot.gov/programadmin/contracts/ FHWA – Construction Contract Administration webpage] or scroll down on [http://www.modot.org/business/lpa/NHITraining.htm MoDOT's LPA website] to locate an online NHI training course on Daily Diaries.

===136.11.13.2 Payment Diaries===
'''The following information shall be recorded neatly and clearly in the payment diary:'''

:* Date
:* Inspectors signature or initials
:* Location of the installed work indicated by stations, log miles or location-based reference. Pictures are also a good documentation source.
:* Quantity of work installed on that day.
:* Running total of that item of work.
:* Any pertinent calculations or measurements including charge orders, extra work or work by local forces.
:* Material received and approved (or rejected and reasoning).
:* Receipt of materials certification.
:* Notes related to how total compares to plan quantity.
:* If material allowances are used, they must not exceed the estimated quantities required by the job nor the test reports or certifications. Care must also be taken to reduce the material allowance, as the material is paid-in-place. The invoice must be marked paid by the supplier. Being marked paid by the contractor is not allowed.
:* For lump sum items and excavations, an estimated percentage of completed work shall be placed in the summary. Documentation for payment shall be shown in the project diary entries as the work is being accomplished.

===136.11.13.3 Invoices===
The LPA must submit invoices to MoDOT for reimbursement of costs contained in the agreements and contracts as they are incurred. The invoices may not be submitted more than once every two weeks. Progress invoices must be submitted monthly. The final invoice must be submitted within 30 days of final acceptance. See [[LPA:136.12 Figures, Glossary and Other Useful Links#Construction Reimbursement Form|Figure 136.3.18 for Construction Invoice]] templates. For detailed information on the procedures to be followed, see [[136.3 Federal Aid Basics#136.3.15 Reimbursement and Auditing|EPG 136.3.15 Reimbursement and Auditing]]. In addition, [[media:Fig. 136.11.14 secure.pdf|Fig. 136.11.14]] and [[media:Fig. 136.11.15.pdf|Fig 136.11.15]] are completed construction invoices that can be used as examples when preparing a construction invoice for reimbursement.

===136.11.13.4 Erosion Control===
The LPA shall ensure the land disturbance site is inspected on a regular schedule and within a reasonable time period (not to exceed 48 hours) following a runoff event. Regularly scheduled inspections (recommend using MoDOT's [http://www.modot.org/business/contractor_resources/Quality_Management/Land%20Disturbance%20Inspection%20Record.docx Land Disturbance Inspection Record]) shall be conducted at a minimum of once every seven days. For disturbed areas where permanent ground cover has not been established, all installed BMPs and other pollution control measures shall be inspected for proper installation, operation and maintenance.

Locations where storm water leaves the site shall be inspected for evidence of erosion or sediment deposition. Any deficiencies noted during a weekly inspection shall be corrected within seven calendar days of that inspection. The results of the weekly inspections in a given month shall be recorded in that month’s report. The inspector shall promptly notify the site contractors responsible for operation and maintenance of BMPs of the deficiencies. See [http://epg.modot.org/index.php?title=Category:806_Pollution%2C_Erosion_and_Sediment_Control#806.7_Construction_Inspection_Guidance_for_Sec._806 EPG 806.7 Construction Inspection Guidance for Sec. 806] and [http://epg.modot.org/index.php?title=Category:203_Roadway_and_Drainage_Excavation%2C_Embankment_and_Compaction#Borrow_.28Sec_203.3.29 EPG 203.1 Borrow] for more information regarding storm water and erosion control requirements.

A log of each inspection shall be kept. The inspection report is to include the following minimum information: inspector’s name, date of inspection, observations relative to the effectiveness of the BMPs, actions taken or necessary to correct deficiencies, and listing of areas where land disturbance operations have permanently or temporarily stopped. The inspection report shall be signed by the inspector.

The LPA shall at all times ensure that all pollution control measures and systems are in good order to achieve compliance with the terms of the general permit.

===136.11.13.5 American’s with Disabilities Act (ADA) Check List===
Pedestrian facilities must be accessible to all people to the maximum extent feasible in accordance with Title II of the Americans with Disabilities Act of 1990 (ADA). For detailed information and criteria see [[:Category:642 Pedestrian Facilities|EPG 642 Pedestrian Facilities]].

Prior to or during the final inspection, the [https://www.modot.org/contact-modot-lpa MoDOT district representative] will utilize the [[media:136.9.4 2015.doc|ADA Checklist, EPG Fig 136.9.4]], to verify the project has been constructed to meet the current ADA requirements. Providing the checklist to the contractor at the preconstruction conference is considered a best practice.

===136.11.13.6 Progress Reports===
The LPA shall submit a copy of a monthly report to the [https://www.modot.org/contact-modot-lpa MoDOT district representative] stating the progress of the work. [[media:136.11.3 2016.pdf|Fig. 136.11.3]] provides the Progress Report format. The LPA may elect to summarize construction activities for the project on a weekly basis and consolidate them into the monthly report.

===136.11.13.7 Document Retention===
The MoDOT district or FHWA representative may review daily diaries and payment diaries on the project site at any time. The LPA shall maintain all books, documents, papers, accounting records and other evidence pertaining to the costs incurred. Such materials shall be available at the LPA’s office for inspection by MoDOT, [http://www.fhwa.dot.gov/ FHWA] or their authorized representatives at all reasonable times during the contract period and for (3) three years after the date on which the local agency receives reimbursement of its final invoice from MoDOT, and copies thereof shall be furnished if requested.

==136.11.14 Labor==

Missouri and federal law requires minimum wage rates (pay) for the various skilled trades. These wage rates are specified in the contract at the time of bidding and are enforced by MoDOT, the LPA, and the [http://www.labor.mo.gov/ MO Department of Labor] during the construction of the project. For more information on the Federal Davis-Bacon prevailing wage rates see [[136.9 Plans, Specs and Estimates (PS & E)#136.9.4.1.1.10.1 Federal Wage Rates (23 USC 113 and 29 CFR 5)|EPG 136.9.4.1.1.10.1 Federal Wage Rates]].

===136.11.14.1 Labor Records===
The LPA shall obtain payrolls and forms related to [https://www.ecfr.gov/cgi-bin/text-idx?tpl=/ecfrbrowse/Title41/41cfr60-1_main_02.tpl Equal Employment Opportunity (41 CFR 60.1)] and [https://www.ecfr.gov/cgi-bin/text-idx?SID=532eba60f86eea33a5dbf5930bf29b41&mc=true&node=pt41.1.60_62&rgn=div5 (41 CFR 60.2)]. They shall also ascertain that necessary posters (see [[#136.11.13 Documentation Requirements|EPG 136.11.13 Documentation Requirements]]) are in place on the project.

A certified copy of each weekly payroll must be submitted by the prime contractor within 7 days of the payment date of the payroll. The certification may be attached to the payroll or may be on the payroll itself. The prime contractor will be responsible for the submittal of payrolls and certifications for all subcontractors on the project. In the event that work is temporarily suspended, the last payroll shall be marked appropriately to note that it will be the last payroll until work is resumed.

Payrolls to be submitted shall be checked for compliance with the contract requirements. The local agency shall retain all payrolls for a period of three years after the date on which the local agency receives reimbursement of its final invoice from MoDOT, during which time they shall be open to inspection by MoDOT and/or FHWA.

The LPA shall check payrolls, with the following checks being made to ensure proper labor compliance:

:1. The employee’s full name, identifying number (such as last four digits of Social Security Number) and complete address, including zip code, must appear on each payroll. For projects that are only state-funded projects, addresses will be required to be placed on certified payrolls. For federal-aid projects, placing addresses on the payrolls will be optional. The contractor is no longer allowed to include complete Social Security numbers on certified payrolls for projects let after January 18, 2009. In lieu of the Social Security number, the contractor must assign the employee an identification number and place that identification number on the certified payroll. This identification number can be the last four digits of the employee's Social Security number. For those projects that were let prior to January 18, 2009 the contractor must still provide Social Security numbers and addresses on certified payrolls.

:2. Check the payroll for correct employee classification.

::a. Check to assure each employee has a classification.
::b. Make sure classifications are correct as related to the type of work the company has subcontracted.
::c. Employees enrolled in the MoDOT training program must be shown on the payroll in the classification they are enrolled in as trainee. (i.e. Crane Operator Trainee, Carpenter, Laborer, etc.)
::d. When possible, confirm that employees are classified correctly as to what type work they are performing by using the interview process, jobsite visits, and communication with the inspectors, and by reviewing the Inspector’s Daily Report of Construction.
::e. Foremen or supervisors who perform 20% or less of the day with the tools of the trade are exempt from the Davis Bacon Act. They must appear on the payroll as "foreman" or "supervisor" with a breakdown of hours per day and total hours and, since hourly wage rates are not required, they can be listed under Salary Agreement.
::f. Foremen or supervisors who work with tools of the trade more than 20% of the day are not entitled to an exemption under the Davis Bacon Act. Thus, if the hourly wage rate is the same for both classifications the employee will be listed on the payroll to show both classifications in which they performed (i.e. Foreman/Carpenter), hours per day listed along with an hourly wage rate, gross amount earned, deductions and net wages paid. But, if the hourly wage rate is not the same for both classifications then multiple listings for the employee shall be included on the payroll to show each classification of work performed in each day along with all the appropriate information.

:3. Check the payroll for correct hourly wage and, where applicable, the correct overtime hourly rate.
::a. Check employee’s rate of pay against the state and federal wage rates, where applicable, to make sure the employee is receiving at least the minimum for the individual's classification as per the prevailing wage schedule in the contract. For federally funded projects the rate of pay is the highest of either the federal or state wage rates.
::b. Make sure fringe benefit amount plus base pay amount matches or exceeds the designated fringe benefit amount plus designated base pay amount from the applicable wage order. For example, the base pay amount could be less than that designated as the prevailing wage, if the fringe benefit amount is more than that designated, and the two together meet or exceed the designated gross prevailing wage. The contractor should be encouraged to list the exact fringe paid for each employee on the payroll. If the contractor chooses to certify that the fringe benefits are being paid to approved plans, funds, or programs, the contractor shall provide documentation that the correct payment amount is being paid to the fund for the individual employees.
::Check the daily and weekly hours worked in each classification including actual overtime hours worked (not adjusted hours).
:4. All deductions shall be listed and the net wage shown. The Form WH-347 is to be used where fringe benefits are paid into established programs. However, if fringe benefits are paid in cash to the employee, the amount shall be indicated on the payroll and noted on the statement of compliance.
::a. All deductions must be identified. If a deduction of “other” is listed on the payroll it must be explained on the statement of compliance.
::b. Some typical deductions include
:::1) State or federal taxes
:::2) Voluntary insurance, pension, and/or retirement plans
:::3) Child support and other payments ordered by a court (but not payments to the employer)
:::4) Prepaid wages
:::5) Payments to charitable organizations
:::6) Union dues when agreed to by the union (fines are not allowable)
::c. All deductions must be an approved deduction. (If not on the approved list above, documentation giving employee’s permission for the deduction must be on file.)
::d. Non-standard deductions can be approved by the Division of Labor on a yearly basis. The contractor must provide documentation along with the payroll when any approved non-standard deductions are in use.
:5. To assure that the payrolls are arithmetically correct, approximately 10% of the extensions on the first three payrolls shall be checked. The contractor is to be advised of any violations noted on the labor payroll. All the errors are to be corrected by means of a supplementary payroll.
:6. All checking by the local agency shall be initialed by the checker.
:7. Final payrolls shall be marked “Final” or “Last Payroll.”
:8. The local agency is to maintain a secure record of all payrolls.

The prime contractor and each subcontractor are required to submit a weekly statement of compliance within seven days of the payment date of each payroll period. This statement must be signed by the contractor, subcontractor, or their agent who pays or supervises the payment of persons employed under the contract and shall certify that the payroll for the pay period contains the information required and that such information is correct and complete, [http://www.dol.gov/whd/programs/dbra/wh347.htm Form WH-347], is to be submitted in the prescribed form as set out in the “Required Contract Provisions” included in the contract. The local agency is to maintain a secure record of all statements. This Form WH-347 is available to contractors from the Superintendent of Documents, Government Printing Office, Washington, D.C. 20402.

===136.11.14.2 Labor Interviews===
LPA personnel are to conduct one wage rate interview on each project every two weeks. Labor interviews are not required on railroad and other utility adjustments. The interviewer shall determine the employee’s name, the classification of the employee, the actual wage paid, and the posted wage rate. Interviews shall be documented as shown on form, [[media:136.11.7.doc|Fig. 136.11.5 Wage Rate Interview (Labor Compliance/EEO)]].

The LPA shall submit a semi-annual report to the [https://www.modot.org/contact-modot-lpa MoDOT district representative] containing the following information:

:1. Number of contractors or subcontractors against whom complaints were received
:2. Number of investigations completed (if complaints were received)
:3. Number of contractors or subcontractors found in violation
:4. Amount of restitution due under:
::a. Davis-Bacon and Related Acts
::b. Work Hours Act of 1962
::(The Davis-Bacon Act encompasses prevailing wage rate violations, whereas the Contract Work Hours Act encompasses daily and weekly overtime violations.)
:5. Number of employees due wage restitution under Davis-Bacon and related Acts and/or Work Hours Act of 1962
:6. Amount of liquidated damages assessed under Work Hours Act of 1962

The above report is due not later than April 4 for the period from October 1 to March 31 and not later than October 5 for the period from April 1 to September 30. This report shall include all information gathered on all projects.

==136.11.15 Change Orders==

A change order is a supplement to the contract. It is prepared to provide authority to pay for revisions in quantities and to authorize changes in scope of work, schedule, design concept or specifications. Changes in scope should be limited to the original intent, purpose and limits (length and width) of the job.

===136.11.15.1 Change Order Documentation===
Change orders should be documented on the MoDOT change order report form ([[media:136.11.2.xlsx|Fig. 136.11.2]]) and be identified by the Federal-aid project number, if applicable. The LPA representative writing the change order should use brief, accurate and complete reasons for the contract changes. The reasons should include construction facts; such as utility locations, incorrect shrinkage factors, plan sheet errors, excessive erosion, etc.; rather than general statements that merely state quantities vary. Change order items should be listed in the same order as they appear in the contract. No combination of items will be permitted. Controlling specifications should be checked carefully to establish the LPA’s responsibility for payment. Change orders are to be numbered consecutively per contract.

If the change order includes a contingent item for which the method of payment is not established by the contract specifications, a detail of all work covered by that item and the supplemental specification covering construction of that item must be shown including description, materials, construction requirements, method of measurement and basis of payment. References to the contract specifications may be used when applicable.

:* If a contingent item price can be agreed upon between the LPA and the contractor then the substantiating data shall be attached to show how the price was determined including an independent estimate of cost by the LPA.

:* If a contingent item price cannot be agreed upon between the LPA and the contractor and the work has to be performed under force account, then the unit price will consist of the actual local agency or contractor material, labor and equipment costs in accordance with [[136.3 Federal Aid Basics#136.3.15 Reimbursement and Auditing|EPG 136.3.15 Reimbursement and Auditing]]. The unit price should be shown as 1.00 and the units to be constructed would be the estimated cost.

Supplemental information necessary to document the change order should be attached to the change order. The attachments should include the contract number and change order number. A clear description or drawing can expedite processing the change order.

Additional engineering and/or resulting construction costs due to design errors and omissions, resulting in a re-design, are not eligible for federal participation. Participation in added project costs resulting from re-design or plan changes can only be considered in cases where it can definitely be established that the changes were the result of unforeseen site conditions or other causes that would not reasonably be under the control of the LPA or its engineer.

Contract time extensions granted by the local agency which affect project costs or liquidated damages must be fully justified and adequately documented. The local agency will be liable for any liquidated damages for time extensions granted by them and not approved by MoDOT. Under these conditions, the money value of the damages will be deducted from money due the LPA.

The final change order is used to convert quantities to final status as determined at completion of the project. The final change order should be completed within 45 days of Final Inspection. If no final change order is necessary due to all quantities being updated to final status by previous change order, a statement to that effect should be included in the final plans submittal letter.

===136.11.15.2 Change Order Approval===
Change orders must have approval from the LPA, consultant (if applicable), MoDOT and the FHWA (if applicable) before the work is started. Exceptions are granted for routine or minor changes, or emergency revisions for which verbal approval has been granted. In rare cases it may be necessary to proceed with emergency measures without prior approval. In such cases verbal approval should be sought from the authorizing parties as soon as practicable. Indicate in the diary or letter of transmittal the name of the individual who provided that verbal approval.

The contractor's signature should also be requested on change orders. If the contractor refuses to sign the change order, it should be documented and this documentation included with the change order when submitted to the authorizing parties.

Change orders must be submitted as soon as practicable if they involve contingent items or changes in design features so that approval or rejection will be made before plans to perform the work materialize. Change orders covering overruns or underruns should be submitted promptly since they affect the contractor's monthly payment estimate.

Any electronic copy with digital signatures is considered official however the primary copy should be immediately saved to a protected location with at least one back up. When the contractor’s digitally signed copy is returned it should be saved over the primary copy and further digital signatures, if necessary, should be encoded to that primary copy.

If paper is used, regardless of the approval level, the local agency will produce a total of two copies of change order. The LPA will forward both copies of change order to the contractor for signature. The contractor will sign and return one, and keep the other. The original signed change order will be retained by the LPA for 3 years after final settlement.

There are three levels of change order approval:
<div id="Change Order Level 1"></div>
'''Change Order Level 1''' is approved in documentation, by the contractor, consulting engineer (if applicable), the LPA and by the [https://www.modot.org/contact-modot-lpa MoDOT district representative]. Level 1 conditions include:

:1. Any no-cost change orders (used when the direct substitution of a particular line item with a contingent item does not generate an additional cost or cost reduction).
:2. Any change in a contract or contingency item less than $5,000.
:Examples of a Level 1 change order are available.

'''Change Order Level 2''' is approved, in documentation, by all listed in Change Order Level 1 and the FHWA on projects designated for federal involvement for change orders on the PODI Matrix. Level 2 conditions include:

:1. Final change orders
:2. Any change in a contract item or contingency item from $5,000 to $50,000.
:3. Any new contingency item from $5,000 to $50,000.
:4. Any specification change.
:5. Any revision in a contract unit price.
:6. Any change in a major line item greater than 25% from the original contract amount for that line item (in dollars).
:7. Any change of the contract amount greater than 25% of the original contract bid amount (also in dollars).
:8. Any change in design concept.
:9. Any change order not approved by the contractor.
:10. Any change order for adjustments due to differing site conditions or significant changes in the character of the work.
:11. All value engineering change orders regardless of cost.
:12. Any change order granting a time extension.

'''Change Order Level 3''' is approved in documentation, by all listed in Change Order Level 2 and MoDOT’s State Construction and Materials Engineer. Level 3 conditions include:

:1. Any change in a contract or contingency item greater than $50,000.
:2. Any new contingency item greater than $50,000.
:3. Additions greater than 50% of the original contract amount
:4. Additions greater than $50,000.

==136.11.16 Dispute and Claim Resolution==

Occasional Escalation of an Issue – Conflicts are inevitable in any human endeavor. Key players should be encouraged to escalate to the next level of management any issues they are unable to resolve themselves. Escalation saves time and money and may prevent the stakeholders from taking a rigid position and thus keep a relatively minor issue from becoming a claim. Most importantly, escalation of an issue may preserve the working relationship of the key players.

Development of an Issue Resolution Process – The key players should design their own systems for resolving issues on the project. Specific teams composed of personnel from the various stakeholders, who are knowledgeable about their particular technical portions of the contract, discuss potential problems and the way they would like to see them handled. They decide how issues that are not resolved at their level will be escalated to the next level in a timely fashion so that the decision-making process becomes more efficient and costly delays are avoided.

The [http://www.modot.mo.gov/business/materials/Project%20Conflict%20Resolution%20Flowchart.pdf MoDOT Conflict Resolution Flowchart] is available.

Contractor Claims – In the event of a claim, contact your MoDOT representative. If federal-aid participation is desired in a contract claim payment, early and often coordination is necessary between FHWA, MoDOT and the LPA.

==136.11.17 Materials ==

Testing and certification are necessary for all material incorporated into an LPA project. The testing and certification documentation must show the quantity of material being reported and whether it meets the specifications. . All materials in a Federal-aid LPA project must comply with [[106.9 Buy America Requirement|Buy America]] requirements.

===136.11.17.1 Material Acceptance===
Material acceptance is based on the following two types of sampling and testing:

:1. Job control samples are taken and tests are conducted as work progresses to assure the project is constructed in compliance with the applicable specifications. All project sampling and testing of materials shall be performed by the LPA or by a consultant employed by the LPA. The guidelines in the [[Off-Systems Guide Schedule for Federal-Aid Acceptance Sampling and Testing (FAST)|Off-Systems Guide Schedule for Federal-Aid Acceptance Sampling and Testing (FAST) table]] should be followed as a minimum.

:All technicians who perform, or are required by the FHWA to witness, such sampling and testing shall be deemed as qualified by virtue of successfully completing the requirements of [[106.18 Technician Certification Program|EPG 106.18 Technician Certification Program]], for that specific technical area. They will be identified by a certification card issued by the certifying authority. The card will note the expiration date and each certification level and must be on hand during sample and testing. Any individual who has not been qualified is not eligible to perform these functions on federal-aid projects.

:Test reports or certifications are necessary for all material incorporated into the work. The test report or certification must show the quantity of material being reported and whether it meets the specifications.

:Submission of job control test results to MoDOT is not required unless requested by MoDOT or the FHWA. These test results must be retained as outlined in this article.

:2. Independent assurance samples and tests will be performed by MoDOT personnel in accordance with the procedures and at the frequency set forth in [[106.22 Material Inspection Revisions|EPG 106.22 Material Inspection Revisions]].

===136.11.17.2 Material Documentation===
The following material documentation shall be kept for 3 years following project acceptance.

:* The name and work area being tested for any personnel conducting materials tests for acceptance.

:* Material receipts must be retained and shall show proper reference to the job and indicate proper weight and measurements and moisture deductions when applicable. Each material ticket must be validated by both the scale inspector and the inspector at the job site. Certain small quantities are exempted from weight requirements. It is suggested that tickets be bound according to type of material and date. Each bundle would then support the entries in the field book.

:* Testing and certification reports must be retained. It is also necessary that they be received by the LPA prior to their payment to the contractor for the material represented. Certain small quantities are exempted from testing requirements. Certification and test reports shall be labeled with the number of the bid item represented and shall be kept in numerical order.

==136.11.18 Final Plans==

If any project involves work on state right of way or if MoDOT will be maintaining any portion of the completed improvement, the local agency shall furnish to the [https://www.modot.org/contact-modot-lpa MoDOT district representative] two complete sets of final “as built” plans. Final plans shall be submitted within 60 days of final acceptance (as defined in [[#136.11.19 Final Acceptance|EPG 136.11.19 Final Acceptance]]) of the project.

For all bridge plans, if there are any design changes, final “as built” bridge plans shall be submitted to the MoDOT district representative.

==136.11.19 Final Acceptance==

''Final acceptance'' of a project by an LPA occurs by verifying successful project completion through one or more inspections.

When the LPA and the prime contractor presume that project construction is complete, an inspection is scheduled by the LPA. The inspection party includes representatives from the LPA, MoDOT, prime contractor, and in some cases, the FHWA and subcontractor(s).

The scheduled inspection becomes the ''final inspection'' if it is determined by the inspection party that all contract items have been completed in their entirety and are of satisfactory quality. By merit of the final inspection, the project also receives ''final acceptance''.

The scheduled inspection becomes a ''semi-final inspection'', if it is determined by the inspection party that corrections or exceptions must be made before ''final acceptance''.

:* <u>Corrections</u> are work items that affect the performance and serviceability of the project and impact road users until they are completed.

:* <u>Exceptions</u> are time-dependent work items that do not directly impact road users. They generally fall into one of the three following categories:

::1. Establishment of soil stabilization through seeding/sodding/planting and maintenance of associated temporary erosion control measures,
::2. Traffic signal test periods,
::3. Lighting system test periods.

After the corrections have been successfully completed the LPA may deem the project ''substantially complete'' and halt the working/calendar day count.

After corrections <u>and</u> exceptions have been successfully completed, the LPA inspection party shall perform a ''final inspection'' and grant ''final acceptance''. The LPA takes over maintenance responsibility for the project from the contractor.

''Final acceptance'' by MoDOT occurs after the LPA has submitted all the applicable [[media:136.11.22.docx| final documents]] (certifications) listed in EPG 136.11.20 Project Closeout Certifications. These documents are to be received within 60 days of the final inspection date. After review and acceptance of the documentation, MoDOT will issue a [[media:Form C-239 2016.pdf|final acceptance report (Form C-239 LPA)]] and process final reimbursement to the LPA.

==136.11.20 Project Closeout Certifications==

Full payment of the final invoice will not be considered until the local agency has electronically furnished the following documents:

:1. The [[media:136.11.23 2016.pdf|LPA Semi-Final Inspection Checklist (Form C-236 LPA)]], that includes the listing of those who were present at the semi-final inspection. This is required for both contractor and local agency work, where applicable.

:2. The LPA’s [[media:136.11.18.docx|final acceptance letter]] showing the number of working days or calendar days charged, completion date and the amount of liquidated damages, if any.

:3. A [[media:136.11.19.docx|final list of acceptance testers]] used on the project and a certification stating

::a. “The results of the tests or acceptance samples indicate that material incorporated in the construction work and the construction operations controlled by sampling and testing were in reasonably close conformity with the approved plans and specifications, and such results compare favorably with the results of independent assurance sampling and testing.” Any deviations from the specifications must be explained along with the reason for acceptance.

::b. “All field tests were performed in conformity with the governing specifications and the results were in reasonably close conformity with the specifications.” Explain any deviations and why the work was accepted.

::c. “The project was constructed substantially in conformity with the plans and specifications for the project.”

:4. Contractor certification and local agency recommendation

::a. The [[media:136.11.9 2016.docx|Fig. 136.11.9 Contractor DBE Certification]] showing the final DBE participation on the project including the DBEs used, the type of work performed, and the dollar amount paid to each DBE.

::b. The local agency’s recommendation regarding the contractor’s fulfillment of the DBE requirements. The local agency shall also provide written documentation from each DBE that they were paid in full for the work identified in the Contractor DBE Certification. Examples of documentation from DBEs may include a [[media:136.11.20.docx|letter]], e-mail, [[media:136.11.21.docx|lien waiver]] or copies of reimbursement checks. If DBE goals were not met, include documentation as to why.

:5. Final Invoice

:6. Final Detailed Estimate of Quantities

:7. [[media:136.11.10.doc|Fig. 136.11.10 Contractor's Affidavit Regarding Settlement of Claims]]

:8. [[media:136.11.2.xlsx|Final Change Order]] (if needed)

:9. [[media:136.11.11.doc|Fig. 136.11.11 Affidavit (Compliance with Prevailing Wage Law)]] from the prime and subcontractors

These documents are to be received within 60 days of the Final Inspection date. Final Reimbursement will be processed once all close out documentation has been reviewed and accepted.

==136.11.21 Guidance for MoDOT Oversight==

The [https://www.modot.org/contact-modot-lpa MoDOT district representative] shall periodically review the local project to verify that project administration procedures are adequate. A [[media:136.11.12.doc|LPA Site Visit Checklist]] has been formulated to be used as a guide when visiting a LPA Site. The checklist covers a wide range of details related to project administration and should be used as a guide by the LPA. The MoDOT review shall cover as many of the areas as possible and notations made regarding the project visits. A diary entry shall be made by the MoDOT reviewer to document the project visit. Observations from the project and noted items from the LPA Site Visit Checklist should be included in the diary entry. Any actual documents used or obtained during a site visit shall also be retained by the MoDOT district representative for three (3) years past the final reimbursement for the project by FHWA.

The frequency of the site visits will be at the discretion of the MoDOT district representative and the adequacy of the LPA’s administration. At least one visit and review at the beginning of the project and near the end of the project shall be conducted. If any deficiencies are sited or further assistance is required by the LPA more visits are warranted.

[[Category:136 Local Public Agency (LPA) Policy|136.11]]

File:134.2.2.5.3 Oct 2021.docx

2021-10-12T16:20:36Z

Kleins1:

File:123 PoDI Matrix MoDOT PY2022.xlsx

2021-10-06T19:40:51Z

Kleins1:

Category:123 Federal-Aid Highway Program

2021-10-06T19:40:23Z

Kleins1: /* PoDI Information */

{| style="padding:0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="300px" align="right"
|-
|'''Additional Information'''
|-
|[[:Category:136 Local Public Agency (LPA) Policy|Local Public Agency (LPA) Policy]]
|-
|[[Independent Assurance Samples and Tests|Independent Assurance Samples and Tests (IAS)]]
|-
|[[Federal-Aid Acceptance Sampling and Testing|Federal-Aid Acceptance Sampling and Testing (FAST)]]
|-
|[[Off-Systems Guide Schedule for Federal-Aid Acceptance Sampling and Testing (FAST)|Off-Systems Guide Schedule for Federal-Aid Acceptance Sampling and Testing (FAST)]]
|-
|'''_________'''
|-
|'''MoDOT/FHWA Stewardship/Oversight Agreement'''
|-
|[[media:123 Stewardship-Oversight Agreement 2015.pdf|2015 Stewardship/Oversight Agreement between MoDOT and FHWA]]
|-
|[[media:123 Stewardship-Oversight Agreement.pdf|2007 Stewardship/Oversight Agreement between MoDOT and FHWA]]
|-
|[[media:123 Stewardship-Oversight Agreement addendum secure.pdf|Stewardship/Oversight Addendum between MoDOT and FHWA]]
|}

==123.1 Discussion==
[[image:123.1 Interstate history.jpg|right|425px|thumb|'''Six involved in one of the nation's first interstate projects pose in St. Charles at the Interstate 70 project site in 1956. From left to right are Dan Cane, superintendent, Cameron, Joyce & Company; Chick Sayles, salesman, Alpha Portland Cement; John Latham, District 6 engineer; Charles Tevis, District 6 assistant chief engineer; and Jack and Tinch Gammon, brothers who owned Cameron, Joyce & Company, the contractor on the project.''']]

The Federal Highway Administration (FHWA) is one of the key partners with MoDOT in delivering the highway program in the State of Missouri. Federally controlled funding of highway projects is an essential part of planning, design, construction, and preventive maintenance activities undertaken by MoDOT. The FHWA is one of the agencies under the U.S. Department of Transportation and is responsible for administering the Federal-Aid Highway Program nationwide. In addition to the Washington Headquarters office and Resource Centers, the FHWA has a division office in each state to provide direct assistance and guidance to the individual state highway departments. The primary sources of guidance on the Federal-Aid Program are available in Title 23, United States Code - Highways, 23 Code of Federal Regulations (CFR), the [https://www.fhwa.dot.gov/fastact/ current federal highway act,]and the Federal-Aid Policy Guide (FAPG). These documents provide current regulations, policies and procedural guidance.

To ensure projects qualify for federal funding and obtain the maximum participation, compliance with federal laws, regulations and FHWA policies and procedures is necessary. This is accomplished through a close partnership arrangement with MoDOT and has included innovative methods and practices to enhance program implementation. FHWA and MoDOT have entered into an [[media:123 Stewardship-Oversight Agreement 2015.pdf|oversight agreement]] that allows MoDOT to discharge some responsibilities traditionally performed by FHWA for projects not on the Interstate highway system. This agreement documents the roles and responsibilities of both FHWA and MoDOT in carrying out the Federal-Aid Highway Program. This includes identification of the type of projects that will require federal involvement by FHWA, or are exempt from federal involvement. All Federal-Aid projects, regardless of whether MoDOT has responsibility for administration, must comply with all applicable federal regulations in order to receive federal-aid funding. Specific guidance and assistance in implementing the Federal-Aid Program is available from the FHWA Missouri Division office in Jefferson City.

To further reinforce this close partnership, FHWA will be given the opportunity to participate in task forces and other quality improvement teams established to review existing processes and procedures to improve implementation of the MoDOT transportation program.

===123.1.1 FHWA Oversight - National Highway System===
{| style="margin: 1em auto 1em auto" align=right
|-
|[[Image:123 NHS 2014.jpg|left|290px]]
|-
|[[image:123 NHS Legend.jpg|left|290px]]
|-
|width=285 align=center|[http://www.fhwa.dot.gov/planning/nhs/maps/mo/mo_Missouri.pdf '''Missouri Routes'''] in the National Highway System
|}
{| style="padding:0.3em; margin-right:15px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="300px" align="left"
|-
|[[media:123 PoDI Matrix MoDOT PY2021.xlsx|'''Federal Involvement Project List''']]
|-
|This matrix is also known as the Project of Division Interest (PoDI) list.
|}
The National Highway System (NHS) includes the entire interstate system and other urban and rural principal arterials along with major highway network connectors. The FHWA has the responsibility to ensure the safety, appropriate design, and national continuity of the NHS. This is accomplished through the [[media:123 Stewardship-Oversight Agreement 2015.pdf|oversight agreement]].

====PoDI Information====
[[media:123 PoDI Matrix MoDOT PY2022.xlsx|Federal Involvement Projects (PODI Matrix)]] are individual projects that require approval by FHWA for various project actions. The project list identifies projects selected by MoDOT and FHWA immediately following the development of the [[121.3 The Statewide Transportation Improvement Program (STIP)|5-year STIP]].

===123.1.2 Federal Appropriations===

Current legislation provides for the appropriation of federally controlled funds from the Highway Trust Fund for the purposes of carrying out the provisions of Title 23, U.S.C. Funds are divided among the various states by an apportionment process. These funds are subject to mandatory limitations established by the U.S. Congress each fiscal year to help control spending and drawdown of the Highway Trust Fund. A certain percentage of the apportioned funds are directly allocated to urbanized areas with a population over 200,000 and are subject to the control of a metropolitan planning organization (MPO). In Missouri, the urbanized areas over 200,000 in population are St. Louis, Kansas City and Springfield. The cities of St. Joseph, Joplin, Columbia, Cape Girardeau and the City of Jefferson also have MPOs but do not receive a direct allocation of funds. Other major funding categories are:

: '''Interstate Maintenance (IM)'''. IM funds can be used for resurfacing, restoration, and rehabilitation, but not for the construction of new travel lanes unless they are high occupancy vehicle (HOV) or auxiliary lanes.

: '''National Highway System (NHS)'''. NHS funds may be used for a variety of projects on the NHS including construction, reconstruction, resurfacing, restoration, and rehabilitation, operational and safety improvements, start-up costs for traffic management and control systems, fringe and corridor parking facilities, carpool and vanpool projects, and bicycle and pedestrian facilities.

: '''Surface Transportation Program (STP)'''. These funds may be used for any highways, including the NHS, that are not functionally classified as local or rural minor collectors. Eligible items of work are similar to those under the NHS. However, 10% must be used for transportation enhancements and 62.5% of the remaining funds are sub-allocated to areas of the state based on population.

: '''Highway Bridge Replacement and Rehabilitation Program (HBRRP)'''. Eligible projects for HBRRP funding include replacement or rehabilitation of a structurally deficient or functionally obsolete highway bridge, replacement of ferryboat operations and low water crossings, bridge painting, calcium magnesium acetate applications, and seismic retrofitting. Additionally, not less than 15% will be spent on off-system bridges.

===123.1.3 Programming===

To ensure coordination of intergovernmental planning and before any federal-aid programs are approved by FHWA, all projects must be cleared under the Missouri State and Local Review System. Briefly, this is described as:

:'''State Clearinghouse''' The State Clearinghouse, after notifying other state agencies, certifies to MoDOT that these agencies have been informed of the project and have indicated whether the proposed work conflicts with their programs.

:'''Regional and Metropolitan Clearinghouses''' Similar clearance must be received from regional and metropolitan clearinghouses who notify appropriate local governments and other regional agencies in the area. These clearinghouses provide comments to the MoDOT on proposed projects. Any adverse comments received from the clearinghouses must be resolved. In order for any proposed project to be eligible for federal funding, it must be included on the Statewide Transportation Improvement Program (STIP). Before any work is performed for which federal reimbursement is expected, FHWA must provide approval. MoDOT district offices will notify the Design Division as soon as possible if any proposed work is identified that is not on the approved STIP. For projects to be constructed in stages, a separate item will be shown on the STIP for each stage.

===123.1.4 Federal Authorization===

Authorization to proceed with a federal-aid project can be given only after applicable requirements of federal laws and regulations have been satisfied, including the planning and programming items noted above. For construction projects, additional requirements must be completed such as an approved environmental document, right-of-way clearance, and submission of a request to FHWA by MoDOT to authorize construction with the obligation of funds. Authorization to proceed is considered a contractual obligation of the Federal Government under 23 U.S.C. 106 and federal funds will not participate in costs incurred prior to the date of authorization.

==123.2 Construction Inspection Guidelines==

===123.2.1 General Procedures===

On Federal-Aid highway projects, the terms of federal participation are established by an [[media:123 Stewardship-Oversight Agreement 2015.pdf|oversight agreement]] between the department and the FHWA. This agreement provides for the work to be done in accordance with predetermined criteria contained in the plans and specifications, in approved standard drawings, and in special provisions required by the nature of the project.

The Missouri Highway and Transportation Commission will award a construction contract for the project with the concurrence of the FHWA. Supervision of construction is a function of the MoDOT’s engineers and inspectors. FHWA representatives may make periodic inspections of these projects and will complete a final inspection and final acceptance.

===123.2.2 The FHWA - MoDOT Relationship===

The relationship between the FHWA and MoDOT does not directly involve the contractor. FHWA representatives inspect the project to review MoDOT’s procedures for assuring the project is built according to commitments contained in project documents, MoDOT/FHWA agreements and to assure that the contractor follows proper construction practices. Any deficiencies noted by the FHWA representative shall be documented and conveyed to MoDOT’s engineer or inspector. MoDOT will work directly with the contractor to resolve these deficiencies.

MoDOT employees are expected to cooperate with FHWA representatives in their inspections. Note their comments in the diary. Promptly refer to the resident engineer matters that require their attention. Should a FHWA representative give instructions to a MoDOT employee which appears to be in conflict with MoDOT policy, the FHWA representative should be courteously informed that the employee has no authority to carry out such instruction but will refer the matter to the appropriate supervisor.

The MoDOT inspector, as directed by the [[:category:105 Control of Work#105.9 Authority and Duties of Resident Engineer (Sec 105.9)|resident engineer]], will inform FHWA representatives of necessary extra work and of any proposed changes on [[:Category:123 Federal-Aid Highway Program#123.1.1 FHWA Oversight - National Highway System|projects designated for federal involvement for construction in the PODI matrix]]. All major changes must have concurrence of the FHWA before any of the work is started.

An [[media:123 Stewardship-Oversight Agreement 2015.pdf|oversight agreement]] signed by MoDOT and FHWA, outlines the specific procedures which the Construction and Materials Division together with the district must follow in the administration of a project. MoDOT will complete a final inspection and final acceptance on projects not designated for federal involvement. The FHWA reserves the right to observe a project under MoDOT responsibility, including those conducted by a [[:Category:136 Local Public Agency (LPA) Policy|Local Public Agency (LPA)]] at any time.

==123.3 Materials Requirements==

===123.3.1 Independent Assurance Samples and Tests (IAS) System Based===

====123.3.1.1 Scope====
To establish procedures for sampling, testing and reporting Independent Assurance Samples (IAS) on all Federal-aid projects. Federal-aid projects are Interstate, Primary and Secondary projects let and administered by MoDOT, and Off-System and Federal-aid Urban projects let and administered by a county, city, or MoDOT.

====123.3.1.2 General====
These procedures apply to all projects, with an emphasis on Federal-aid projects. These procedures do not change normal job control procedures for any projects.

The intent of the IAS process is to confirm that inspectors are knowledgeable in the specification governing the testing procedures and follow through with completing the tests correctly, and have equipment that is in good working condition and is properly calibrated, where applicable. This IAS process is considered system based and the audit of a given inspector does not have to take place on a Federal-aid project. The inspector should use the same diligence and attention to detail at all times, regardless whether the project has Federal-aid status. Inspectors on Off-System projects will be audited on the specific project, in most instances. (See [[:Category:123 Federal-Aid Highway Program#123.3.2 Independent Assurance Samples and Tests (IAS) Project Based Based|EPG 123.3.2]].)

The individual performing the IAS audit on an inspector is herein referred to as the IAS Auditor. Any person can be assigned the duties of the IAS Auditor however each district must designate an individual or individuals who aggregately have Technician Certification in all areas covered by the IAS program. The individual(s) must have been reviewed and compared favorably to another Central Office auditor within the last calendar year, and should have significant experience in materials inspection.

System Based IAS will not be limited to tests traditionally performed on certain materials, but will be extended to all tests of all materials. The process will include all project and non-project inspection. A prioritization process, described below, will be used to allocate resources so those inspectors responsible for Federal-aid projects are audited first. When resources allow, other inspectors will be audited using the procedures described here.

====123.3.1.3 General Procedures====

=====123.3.1.3.1 Report Review=====
As an aid in the prioritization and completion of audits, the following reports, that are available in Cognos: Public Folders/SM Reporting/Headquarters/IAS Process Reports, may be used.

'''IAS Auditors.''' This report lists the individuals from Central Office and the districts who have been designated as an IAS Auditor. Central Office maintains this list (by placing a “y” in Generic Indicator 3 of SM’s Material User window). The District Construction and Materials Engineer designates district auditors. The State Construction and Materials Engineer designates Central Office auditors. Auditors may only audit an inspector in the Technician Certification areas where their credentials are current.

'''SiteManager User Review.''' This report lists SM users. Every person who inspects a project, a material, or has responsibility for related data should be in the list. The IAS Auditor will review the report at least quarterly and submit any necessary changes to Central Office. The following checks should be made:

:All the individuals who need to be in the list for a district are listed.
:The District column should match the M.U. District.
:The User ID should match the User ID assigned by Information Systems. Typically this will be correct. If you discover otherwise, please advise HQ immediately.
:The User Name may or may not contain “assigned” initials. Either is acceptable.
:User Title should be correct. Abbreviations are acceptable.
:UN Authority indicates the ability to unauthorize a sample record. “YES” means users may unauthorize their own samples. “ALL” means the user can unauthorize any sample record. If the status of the individual changes so that this setting is no longer valid, notify Central Office.
:Last Use SM indicates the date that the user last logged into SM. If the date is blank, the user has not logged on since the function was added to SM. A column indicates “Inactive” if the date is missing, or the date is more than one year old. If the user is indicated as Inactive, consider whether the user even needs access to SM. If not, notify Central Office and provide the justification for removing the person from the system.

'''Inspector Run Target Tests.''' This report lists inspectors who have run one or more of the IAS specific tests in the target time period. Only the most recent instance of a given test is listed. Note that not all inspectors will be listed in this report. If an inspector has not run any of the target tests and is not shown by this report, the inspector may show in one or more of the other reports.

'''Active Project Federal Aid.''' This report lists inspectors who have made Daily Work Reports in SM, which implies the acceptance of material. Note that not all users will be listed in this report. If an inspector has not completed a Daily Work Report in the target time frame, the inspector will not be listed. The purpose of this report is to identify inspectors who are accepting material on Federal-aid projects but who are not otherwise audited by the IAS process. If previous reports listed inspectors but did not trigger an audit of the inspector, then this report is used to confirm that the inspector has no interaction with Federal-aid projects. The inspector can still be audited, and should be if time and resources allow.

:The inspector will be listed by User ID
:The report may not return the desired inspector. This means the inspector has no activity within the criteria of this report.
:The Contract ID may repeat in several columns. This is normal.
:The Daily Work Report Create Date shows the most recent entry for the contract shown. It is used to validate whether the data is recent enough to be considered.

'''Assigned Equipment.''' This report lists the equipment that has been indicated as assigned to the specific inspector or work group, or district. The report is used as a starting point during the audit of an inspector. If the inspector’s equipment is listed, then the data can be reviewed. If the equipment is not listed, the necessary data must be collected and entered into SM. See [[:Category:123 Federal-Aid Highway Program#123.3.1.4.9 Equipment Review|EPG 123.3.1.4.9]].

=====123.3.1.3.2 Audit Procedure=====
An IAS Audit should be performed on each inspector who meets the following criteria based on the previous calendar year plus the year to date. (For example, if today were May 8, 2010, look at the year starting January 1, 2009 through May 8, 2010.) Listed below are the audit criterion and instructions for the actions to be taken under various circumstances.

The inspector was assigned to do, or did inspection of material on any project, or created documentation related to inspection. (Note that “inspection” includes allowing the material to be incorporated into the project.) If not, no further action is taken with this inspector at this time.

At least one project the inspector inspected was a Federal-aid project. If not and when audit resources are severely limited, this inspector will be reconsidered after all Federal-aid inspectors have been audited.

======<center>'''Table 123.3.1.3.2'''</center>======
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+ ''The individual performed one or more tests fitting the following designations"''
! style="background:#BEBEBE"|Test Designation !! style="background:#BEBEBE"|General Description of Test !! style="background:#BEBEBE"|Material Source
|-
|[[106.3.2.71 TM-71, Deleterious Content of Aggregate|MoDOT TM-71]]|| Deleterious|| Aggregate
|-
|SAA001LA|| Deleterious || Aggregate
|-
|SAA002AC|| Gradation Aggregate|| Concrete
|-
|SAA002EC|| Gradation/PI|| Aggregate Base
|-
|SAA002GA|| Gradation || Aggregate Base
|-
|SAA002HA|| Gradation || Aggregate Base
|-
|SAA002IF|| Gradation/Deleterious Aggregate||Asphalt
|-
|SAA002JE|| Gradation/Deleterious Aggregate||Concrete
|-
|SAA002JF|| Gradation/Deleterious Aggregate ||Concrete
|-
|SAA002LD|| Gradation/Deleterious Aggregate||Concrete
|-
|SAA002MB|| Gradation Aggregate|| Concrete
|-
|SAA002UB|| Gradation/Deleterious/PI|| Aggregate Base
|-
|SAA002VB|| Gradation|| Aggregate Surfacing
|-
|SAA002WA|| Gradation/PI|| Base/Soil
|-
|SAA003AA|| Density – Nuclear|| Soil
|-
|SAA003CA|| Density|| Asphalt
|-
|SAA003DA|| Density – Nuclear|| Aggregate Base
|-
|SAA003ED|| Binder Content – Nuclear/Ignition|| Asphalt
|-
|SAA003GA|| Density ||Subgrade
|-
|SAA007EB|| Gradation/PI/Deleterious/Density|| Aggregate Base
|-
|SAA024AB|| Binder Content–Nuclear/Ignition ||Asphalt (Superpave)
|-
|SAA400AB|| Gradation/Binder Content/Density|| Asphalt
|-
|SAA502AA|| Thickness/Compressive Strength|| Concrete
|-
|SAA502BA|| Entrained Air Content/Slump|| Concrete
|-
|SAA550AB|| Entrained Air Content/Slump|| Concrete
|-
|SAA551AB|| Thickness/Compressive Strength|| Concrete
|-
|SAA553AE|| Gradation/Deleterious|| Aggregate
|-
|SAA599AB|| Compressive Strength|| Concrete
|-
|SAE005CA|| Entrained Air Content/Slump|| Concrete
|-
|SAM005CA|| Entrained Air Content/Slump|| Concrete
|-
|SLA037CB|| Gradation|| Aggregate
|-
|T11|| Gradation|| Aggregate
|-
|T22|| Compressive Strength|| Concrete
|-
|T27|| Gradation|| Aggregate
|}

If the inspector did not perform any of the tests listed above, skip to [[:Category:123 Federal-Aid Highway Program#123.3.1.3.2.3|EPG 123.3.1.3.2.3]] and continue the review of this inspector.

======123.3.1.3.2.1======
If the inspector ran one or more of these tests on a project but did NOT have the appropriate Technician Certifications to run the test(s) or some of the Technician Certifications were expired, notify the appropriate supervisor(s) that the inspector is not to perform testing without the required credentials. Create a record of the audit and indicate the inspector as not comparing favorably.

======123.3.1.3.2.2======
If the inspector ran one or more of these tests on a project and did have the appropriate Technician Certifications to run the test(s) and the Technician Certification was current at the time of the testing:
:1. Review the inspector's sample records.
:2. Schedule a meeting with the inspector.
:3. Audit the equipment in accordance with [[:Category:123 Federal-Aid Highway Program #123.3.1.4.9 Equipment Review|EPG 123.3.1.4.9]]. If the equipment is not suitable for testing, alternate equipment should be used. Unsuitable equipment should not be used for any testing until repaired, calibrated or otherwise made worthy.
:4. Audit the various tests the inspector is certified to run (Audit means the inspector runs the test while the IAS Auditor observes, and for some tests the IAS Auditor runs companion tests for comparison.).
:5. Discuss the inspector's sample records with the inspector, with focus on clarity, completeness, and compliance of the record with manuals and specifications.
:6. Discuss the test results. This may be done by phone if they compare favorably and the companion results were not yet determined at the time of the audit.
:7. Create a record of the audit and indicate the inspector as comparing or not comparing favorably.
::a. The record will include a list of each test run or observed, and the results for that test.
::b. The supervisor will be notified of the inspector’s audit results, and of any restrictions that exist following the audit, or recommendations that the inspector not be allowed to run certain tests.
::c. The inspector may not be allowed to perform material testing in any deficient area(s) until a follow-up audit finds that the deficiency has been resolved. It will be the inspector’s responsibility to contact Central Office and schedule the follow-up audit. Central Office personnel will perform any follow-up audits.
::d. If a follow-up audit is required, and performed, and the inspector is still deficient on one or more of the designated tests, the applicable Technician Certification will be suspended pending retraining.
::e. If a follow-up audit is required, and performed, and the inspector is still deficient in record keeping or general inspection practice, a recommendation of “not meeting expectations” will be forwarded to the supervisor for MAPS, with copies of the justification forwarded to the District Construction and Materials Engineer and the State Materials Engineer for potential additional action.

======123.3.1.3.2.3======
If the inspector did not run any of the designated tests but ran other tests or was responsible for the review of material in any other way, such as certification review, visual inspection, or acceptance by PAL, perform the following:

:1. Review the inspector's sample records
:2. Schedule a meeting with the inspector
:3. Audit the various tests the inspector ran (Audit in this sense means the Auditor will take typical material as might be found on the inspector’s current project, or material brought to the meeting by the Auditor, and have the inspector perform the appropriate inspection.)
:4. Audit the equipment in accordance with [[:Category:123 Federal-Aid Highway Program #123.3.1.4.9 Equipment Review|EPG 123.3.1.4.9]].
:5. Discuss findings in the inspector's sample records with the inspector.
:6. Create a record of the audit in accordance with Automation Section, and indicate the inspector as comparing or not comparing favorably.
::a. The record will include a list of each test run or observed, and the results for that test. (Test means inspection process such as look-up of pre-approved material, or review of certification in accordance with the specification.
::b. The supervisor will be notified of the inspector’s audit results, and of any restrictions that exist following the audit, or recommendations that the inspector not be allowed to run certain tests.
::c. The inspector may not be allowed to perform material testing in any deficient area(s) until a follow-up audit finds that the deficiency has been resolved. It will be the inspector’s responsibility to contact Central Office and schedule the follow-up audit. Central Office personnel will perform any follow-up audits.
::d. If a follow-up audit is required, and performed, and the inspector is still deficient in record keeping or general inspection practice, a recommendation of “not meeting expectations” will be forwarded to the supervisor for MAPS, with copies of the justification forwarded to the District Construction and Materials Engineer and the State Materials Engineer for potential additional action.

======123.3.1.3.2.4======
The auditor has responsibility for off-system and other Federal-aid projects as may not be managed or inspected by MoDOT personnel. In these instances, the targets tests indicated above and in [[:Category:123 Federal-Aid Highway Program#Table 123.3.1.3.2|Table 123.3.1.3.2]] will be the focus of the audit. The auditor will observe and/or run companion tests as necessary.

The tester should have the appropriate Technician Certification credentials. Central Office has control over the status of the tester’s Technician Certification but cannot directly affect whether an inspector is sent to an off-system project. When there are issues with the testing performance or equipment of an off-system tester, the appropriate agency (off-system project owner) should be contacted.

=====123.3.1.3.3 Frequency=====
The frequency at which IAS audits are to be performed is a minimum of once per year per inspector who has performed inspection on a Federal-aid project in the last 12 months. Also considered is the inspector’s Technician Certification. A reasonable effort should be made to cover as many of the test methods the inspector has performed in the last 12 months as possible.

=====123.3.1.3.4 Reasonable Effort=====
It is not the intent that an IAS audit be performed at predetermined uniform intervals. A reasonable effort should be made to have the audits occur on a random basis while still meeting the requirements of [[:Category:123 Federal-Aid Highway Program#123.3.1.3.3|EPG 123.3.1.3.3]].

=====123.3.1.3.5 Material from an Unrelated Source=====
An inspector audit may involve material from a source that is unrelated to Federal-aid work. The goal is to determine whether the inspector is capable of running the test or performing appropriate inspection. When practical, the audit will take place on a Federal-aid project, but this is not a requirement of a valid IAS audit. The auditor may obtain “audit sample” material in advance of an audit for use in the audit process. Refer to [[:Category:123 Federal-Aid Highway Program#123.3.1.5.7 Prepared Audit Standard Samples|EPG 123.3.1.5.7]].

=====123.3.1.3.6 Equipment=====
Each inspector assigned to be an IAS Auditor is to be fully equipped or have ready access to the equipment necessary to perform all field tests listed in [[:Category:123 Federal-Aid Highway Program#Table 123.3.1.3.2|Table 123.3.1.3.2]], except nuclear density tests, asphalt binder content with a nuclear gauge, asphalt binder content with binder ignition oven, gyratory compactor and maximum specific gravity testing equipment. This equipment is to be used on a portion of the tests performed. As a guide, it is recommended that approximately 80% of each type of field test specified be performed by the IAS Auditor using equipment other than that assigned to project personnel, except when nuclear density testing, asphalt binder content by nuclear method, asphalt binder content by binder ignition method, gyratory compactor operation and maximum specific gravity testing are used. On the remaining tests to be made, the IAS Auditor may perform the test, or participate in the sampling and testing, or witness the sampling and testing.

=====123.3.1.3.7 Immediate Supervisor=====
When possible, the IAS Auditor and the inspector being reviewed should not report to the same immediate supervisor.

====123.3.1.4 Auditing Specified Tests====
The instructions for each of the specified tests is as follows:

=====123.3.1.4.1 Nuclear Density=====
When nuclear density testing methods are used for project job control, the IAS Auditor is not required to perform any of those tests. However, designation of the location for the test, witnessing the test, checking calculations, and reporting is required. As indicated above, it is acceptable for the test to be run on a non-Federal-aid project or at any location where a valid test could be completed. In addition, the IAS Auditor is to review the daily standardization check for the machine being used, if the checks are required by policy. The audit report needs to state whether the standardization check was examined. If the standardization check has not been performed as required, please note in the remarks.

=====123.3.1.4.2 Asphalt Binder Content=====
When asphalt binder content, for normal job control, is determined by nuclear gauge or binder ignition oven, the IAS Auditor is not required to perform any of those tests. However, observing the sample preparation, testing, checking calculations, and reporting are required. When the nuclear gauge is used, the IAS Auditor is to review the statistical stability test records and the daily background check for the nuclear gauge being used. The report is to state that the statistical stability test and the background check were reviewed and found current and satisfactory, or not. The asphalt content by nuclear gauge or binder ignition oven is to be reported on the appropriate test template in SiteManager.

=====123.3.1.4.3 Gyratory Compactor=====
When a gyratory compactor is used for normal job control, the IAS Auditor is not required to perform any of those tests. However, if a gyratory compactor other than the one being used by the inspector is available, a split sample should be obtained and compacted on the alternate machine. In lieu of compacting a sample on an alternate machine the auditor may observe the required sample preparation, testing, and reporting. When a gyratory compactor is used, the IAS Auditor is to review the calibration records for the gyratory compactor being used. The report is to state that the calibration records were reviewed and found current and satisfactory, or not.

=====123.3.1.4.4 Suitable Locations=====
Independent Assurance tests may be performed at any suitable location in the field, district laboratory, or Central Laboratory in Jefferson City as condition and need dictates, unless otherwise directed.

=====123.3.1.4.5 Rounding Off=====
Test results are to be rounded off for reporting in conformance with the procedures set out in [[106.20 Reporting|EPG 106.20 Reporting]].

=====123.3.1.4.6 Sample Preparation=====
All IAS aggregate gradation tests are to be “washed” and are to include each sieve specified. The size of sample and method of sieve analysis of fine and coarse aggregate is to be in accordance with [[:Category:1001 General Requirements for Material#1001.5.1.2 Sample Preparation|EPG 1001.5.1.2]], except: (1) the size of hot bin gradation samples for bituminous mixtures shall be as shown in [http://www.modot.mo.gov/business/standards_and_specs/DIV0400.pdf Division 400 of the specifications] and (2) for coarse aggregate, the nominal maximum size of particle is to be considered as the largest sieve size on which material is retained.

=====123.3.1.4.7 Obtaining the Sample=====
IAS requirements for gradation, PI, or liquid limit tests on aggregates and base materials are to be fulfilled by obtaining the sample by one of the following methods.

(a) By the inspector taking a sample in the presence of the IAS Auditor and then furnishing one-half of the sample to the IAS Auditor. The inspector is to perform the required tests in the presence of the IAS Auditor and report the results to the IAS Auditor. The IAS Auditor will perform the required IAS tests on the other one-half sample, recording the results obtained by both the inspector and the IAS Auditor in SiteManager.

(b) By the IAS Auditor taking or bringing a sample and furnishing one-half of the sample to the inspector currently assigned to that plant or location, who will then perform the required tests and report the results to the IAS Auditor. The IAS Auditor will perform or will have previously performed the required IAS tests on the other one-half sample.

=====123.3.1.4.8 Samples sent to the Central Laboratory=====
The IAS Auditor may designate samples to be sent to the Central Laboratory. These samples are to be designated “IAS” in the Sample Type field of SM. The sample record is to contain the prescribed information regarding the location and shall indicate the person designating the location and performing or witnessing the sampling. The IAS Auditor will record the Sample ID(s) of such samples sent to the Central Lab, review the results, and will make a final sample record regarding the results of the inspector audit.

=====123.3.1.4.9 Equipment Review=====
The test equipment used by the inspector must be reviewed for status of calibration, general condition, and appropriateness for the test performed. Equipment assigned to an individual may be reviewed with the query designated in [[:Category:123 Federal-Aid Highway Program#123.3.1.3.1 Report Review|EPG 123.3.1.3.1]]. Data will be edited or updated as necessary by individuals designated by the District Construction and Materials Engineer using the Calibrated Equipment window in SM (AS-3340). The inspector is to make the initial determination of condition/calibration of the equipment and the auditor is to confirm this information. If the inspector is in error, the nature of the error should be recorded as part of the audit of the inspector. The inspector is to confirm that the calibrated equipment records are kept current, including notation of equipment taken out of service.

====123.3.1.5 Test Procedures====

The following tests are described as though the IAS Auditor and inspector are working on a particular project. It is not necessary that the material be taken from, or for, a particular project. The inspector will describe appropriate site selection and sampling, on the basis of the material be tested. When possible, the sampling site will be typical of that to be selected for a Federal-aid project.

=====123.3.1.5.1 Grading=====

The location of tests, for both embankment and subgrade preparation are to be selected so as to be typical of that which might occur on a Federal-aid project.

IAS Auditor performed density tests, other than nuclear, are to be located in the very near vicinity of the density test performed by the inspector and are to be performed by the same method used by the inspector.

In areas of the state where it is routine to determine that the material is too rocky to test, the IAS Auditor should ask the inspector to identify a location that cannot be tested and a location where the test is to be performed. It may be necessary to move away from the roadway in order to find a location suitable for the test.

=====123.3.1.5.2 Aggregate, Sand-Soil, Soil-Cement, or Soil-Lime Bases=====

IAS Auditor performed density tests, other than nuclear, are to be located in the very near vicinity of the density test performed by the inspector and are to be performed by the same method used by the inspector.

Care should be taken to show the location of IAS tests by roadway, station, distance right or left of centerline or of the edge of pavement, number and nominal thickness of the lift or lifts identified shall be shown. The purpose of this part of the process, with regard to system based IAS is to confirm that the inspector is capable of making such a determination.

Samples of material for gradation or PI are to be obtained at a point just prior to use, i.e., stockpile, pug mill, spreader, belt feeder or bin discharge. The place of sampling and the approximate roadway station number where the material is laid is to be shown on the report. The samples are to be taken by one of the methods described [[:Category:123 Federal-Aid Highway Program#123.3.1.4.7 Obtaining the Sample|EPG 123.3.1.4.7]].

=====123.3.1.5.3 Crushed Stone or Gravel Surfacing=====

Samples for gradation are to be taken at a point just prior to use. The samples are to be taken by one of the methods described in [[:Category:123 Federal-Aid Highway Program#123.3.1.4.7 Obtaining the Sample|EPG 123.3.1.4.7]].

The report is to show the roadway, approximate station number where the aggregate is placed and the place of sampling if this applies.

=====123.3.1.5.4 Bituminous Mixtures=====

The asphalt plant inspector may obtain the IAS samples for gradation provided the IAS Auditor observes the sampling. The sample is to be split and the IAS test performed on one-half the sample. The inspector would test the other one-half of the sample and the results may be for acceptance purposes. The IAS Auditor may perform the IAS test at the project using equipment other than project equipment, except, both inspectors may use the same scale if the scale has been calibrated within the immediate past 12 months, or the IAS test may be performed in the district laboratory.

Road mix gradation samples of aggregate should be taken at a point just prior to use, however, for IAS, this is not a requirement.

the inspector may obtain the IAS samples for maximum specific gravity provided the IAS Auditor observes the sampling. The sample is to be split and the IAS test performed on one-half the sample. The inspector would test the other one-half of the sample and the results may be used for acceptance purposes. The IAS Auditor may perform the IAS test at the project using project equipment. Both inspectors may use the same scale if the scale has been calibrated within the past 12 months. The IAS Auditor is to review calibration records for the maximum specific gravity testing equipment being used. The report is to state whether the calibration records were reviewed and found current and satisfactory, or not.

'''Volumetrics''' (specific gravity of gyratory compacted specimens) should be determined on a set of specimens (pills) compacted by the inspector using a gyratory compactor. The IAS Auditor should review the inspector’s use of the gyratory compactor. The IAS Auditor may use the specimens produced by the inspector.

IAS tests of compacted SuperPave asphaltic concrete pavement, plant mix bituminous pavement or plant mix bituminous base are to be performed on the same samples taken by the project inspector. The tests may be performed in the district laboratory or the Central Laboratory. When tests are performed in the district laboratory, the test report is to show the location by roadway, station, distance and direction from centerline, and the lift designation of the course. If submitted to the Central Laboratory for testing, the identification sheet is to also show this information.

When performing IAS on bituminous mixes using RAP, the combined gradation will be calculated using the RAP gradation being determined daily by the project personnel and the aggregate gradation determined from the cold feeds or the hot bins. At some batch plants, the RAP may be added prior to the hot bins. In that case, the combined gradation will be determined from the hot bins only. Project personnel should be consulted, prior to testing, to determine where the RAP is being added.

If the contractor elects to use the binder ignition method to determine the combined gradation for job control, the IAS Auditor shall witness the testing process to ensure proper testing procedures are being used.

=====123.3.1.5.5 Portland Cement Concrete Pavement and Base=====

Aggregates are to be obtained at the batching plant from the belt or the bin discharge as they are proportioned for use and are to be taken by one of the methods described in [[:Category:123 Federal-Aid Highway Program#123.3.1.4.7 Obtaining the Sample|EPG 123.3.1.4.7]]. The place of sampling and the approximate roadway station number where the aggregate is used is to be shown on the report. For coarse aggregate produced in more than one fraction, the gradation of each fraction, percent of each used and the combined gradation shall be shown.

The concrete sample for IAS for air and slump is to be from the same concrete sample taken by the project inspector for an acceptance test.

When a compression testing machine is used for normal job control, the IAS Auditor is not required to perform any of those tests. However, observing the sample preparation, testing, and reporting are required. When a compression testing machine is used, the IAS Auditor is to review the calibration records for the compression testing machine being used. The report is to state that the calibration records were reviewed and found current and satisfactory, or not.

When a thickness measuring device is used for normal job control, the IAS Auditor is not required to perform any of those tests. However, observing the sample preparation, testing, and reporting are required.

=====123.3.1.5.6 Concrete Masonry=====

Aggregates are to be obtained at the batching plant from belt or bin discharge as they are proportioned for use and are to be taken by one of the methods described in [[:Category:123 Federal-Aid Highway Program#123.3.1.4.7 Obtaining the Sample|EPG 123.3.1.4.7]]. The place of sampling, class of concrete, structure and structure elements are to be shown on the report.

The concrete sample for air, slump, and cylinders is to be from the same concrete sample taken by the inspector for the acceptance test.

A compressive strength test shall consist of the molding and testing of a cylinder. Molding and testing need not be performed on the same specimen. The testing of IAS comparison cylinders is to be performed on a machine independent of the machine used by the inspector, or sent to the Central Laboratory at 28 days. IAS comparison cylinders are to represent routine compressive strength tests, not tests made for a specific operational control such as form removal, heat removal, etc.

=====123.3.1.5.7 Prepared Audit Standard Samples=====

To accommodate the process of auditing inspectors when no project is active, or when the active project work does not include the type of work being audited, the auditor may provide previously prepared and tested samples. The inspector is prompted to run the appropriate tests on the sample as though the sample had been obtained on the project by the inspector. It is not necessary that audit sample material be specification compliant however it should be reasonably representative of the target material so that a valid test can be completed.

If possible, the inspector will actually obtain a sample of the target material as the auditor observes to confirm the use of correct sampling procedure. That sample may be discarded, or the inspector can use the sample for routine job control testing. The auditor may witness the inspector sample and test any sample taken for acceptance purposes. At a minimum, the inspector will explain to the auditor the correct procedure for obtaining the sample under normal inspection practice.

====123.3.1.6 Comparison of Test Results====

All test results obtained by the IAS Auditor, including those not meeting specifications and those from samples submitted to the Laboratory for testing, are to be compared with the companion results obtained by the inspector using [[Independent Assurance Samples and Tests|established guidelines]] as soon as possible and the results reported. The IAS Auditor’s test result and the inspector’s test result should compare within the limits shown in [[Independent Assurance Samples and Tests|established guidelines]]. If the two tests do not compare within those limits the inspector should be found as not comparing favorably and test procedures are to be reviewed, equipment checked, and if necessary, the test repeated to determine the reason(s). Results of the audit should be reported to the project's manager and owner.

====123.3.1.7 Sample Record====

Results of IAS are to be reported on the appropriate form in SM with complete information shown. The reports should be submitted promptly after tests are completed, within ten working days of the determination of the final test results, when multiple tests were involved. The sample record described in Automation Section is also required.

IAS tests are not to be reported as “accepted” or “rejected”. The IAS test result is not to be used for purposes of acceptance or rejection of material. When IAS testing compares with acceptance testing or when IAS confirms equipment calibrations are current and proper testing procedures were utilized, the SM report will show the status as “Compared Favorably/Compliant (IAS only)”. When IAS testing does not compare with acceptance testing or when IAS finds equipment calibrations are not current or proper testing procedures were not utilized, the SM report will show the status as “Not Compared Favore/Not Comply (IAS only)”.

The following information is also to be on the IAS report:

:The report shall state that the calculations were checked and are on file in the district office. It will not be necessary for intermediate calculations to be shown on the report, since only the final result for the particular test is required, however all calculations shall be carefully checked for accuracy and maintained on file in the district office.
[[image: 123.3.1.7.jpg|right|350px|thumb|'''<center>The report shall state that the calculations were checked and are on file in the district office.</center>''']]

:The report shall state that test results of the IAS were compared with the inspector’s test results. The sample record number (when used), date performed and test results of the companion tests are to be shown on the report. In addition, the comparison difference between the tests is to be shown for each test result obtained. The report shall state whether the comparison was favorable or not favorable. If the comparison was not favorable, the probable reason(s) and any corrective action taken shall be shown on the report. If the acceptance test does not have a sample record number, other information shall be shown to identify the comparison test. When comparison testing is performed in whole or as part of an audit, the appropriate SM template should be used.

:If the IAS Auditor witnessed a test, state what parts of the tests were observed and include the statement “location designated, procedure and computations checked by the IAS Auditor.” The name of the project inspector performing the test is to be shown.

:The report shall state where the tests were performed (field, district laboratory, or Central Laboratory) and what equipment was used (district Material’s or belonging to field personnel), e.g. “The test was performed in the district Laboratory using Materials equipment”.

:Each audit sample record is to be authorized by the IAS inspector or the District Construction and Materials Engineer.

:The IAS Inspector must be the creator of the sample record.

====123.3.1.8 Progress Report of Independent Assurance Process====

A monthly progress report is submitted to the State Construction & Materials Engineer, The Assistant State Construction & Materials Engineer, The FHWA, District Construction & Materials Engineers and the IAS Audit Group. The report outlines the goals and progress of district and Central Office’s auditors. In addition this report is used to report the IAS Tracker Measure. Construction and Materials Liaison Engineers or their designated person prepares the report.

Any instances of non-compliance are reported to the subject’s supervisor, FHWA and the District Construction & Materials Engineer.

===123.3.2 Independent Assurance Samples and Tests (IAS) Project Based===

Refer to [[Independent Assurance Samples and Tests|EPG Independent Assurance Samples and Tests]].

===123.3.3 Local Public Agency (LPA) Federal-Aid Acceptance Sampling and Testing===

The following information establishes procedures for LPA Federal-Aid Acceptance Sampling and Testing (FAST) for all Federal-Aid projects awarded and administered by MoDOT. If a [[:Category:136 Local Public Agency (LPA) Policy|local public agency]] receives federal funds from MoDOT but does not specify MoDOT QC/QA practices, the guidelines in the [[Off-Systems Guide Schedule for Federal-Aid Acceptance Sampling and Testing (FAST)|Off-Systems Guide Schedule for Federal-Aid Acceptance Sampling and Testing (FAST) table]] should be followed. The acceptance sampling and testing procedures for other materials and construction processes are to be as shown in other articles in the Engineering Policy Guide.

106.9 Buy America Requirement

2021-08-17T19:36:33Z

Kleins1: /* When does Buy America apply to manufactured items? */

Federal-aid projects requiring steel or iron products that are permanently incorporated into the contract work are to comply with the Buy America Requirements. [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 106.9] provides information regarding the Buy America requirement. Certain projects may not allow the minor usage clause to be invoked. The Resident Engineer should confirm the scope of this specification on any particular project.

==When does Buy America apply to manufactured items?==

FHWA's guidance, [https://www.fhwa.dot.gov/programadmin/contracts/122297.cfm Buy America policy response Control # HCC-97-070], states “A review of the Congressional Record pages pertaining to this legislation indicate that Congress' primary concern for Section 165 was to protect the domestic steel industry.” Therefore, the determination on when Buy America applies to a manufactured item should keep that in consideration.
{|style="padding: 0.3em; margin-left:15px; border:3px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="240px" align="right"
|-
|[https://www.fhwa.dot.gov/construction/contracts/buyam_qa.cfm '''FHWA's Buy America Q & A for Federal-Aid Program''']
|}
The intent is not to create a loophole for products, either. Thus, the term “predominately steel or iron” is used as what qualifies for Buy America. The example given by FHWA in the "policy response" is that of a bridge bearing. It is manufactured and “predominately” steel. Therefore, do not claim it has some rubber gaskets or other minute non-steel components to bypass the Buy America requirement.

Determining the exact amount of steel and iron in a manufactured product is not practical. Additionally, determining the origin of each of the steel and iron components is not feasible. As a rule of thumb, any manufactured item that is composed of approximately 75% steel or iron is a threshold to begin considering Buy America application. Items such as metal cabinets and steel light poles would be predominantly steel and iron and would be subject to the Buy America guidelines. Most routine items such as traffic cameras, light fixtures, electrical components, etc. would contain minor amounts of steel and iron and therefore Buy America requirements do not apply. If you are unsure contact your liaison engineer for guidance.
<div id="The “Certificate of Materials Origins” form"></div>
The “Certificate of Materials Origins” form and supporting documentation required by [https://www.modot.org/missouri-standard-specifications-highway-construction Missouri Standard Specifications for Highway Construction, Section 106.9.3.2] will not be required for suppliers that are members in good standing with [https://ntpep.transportation.org/ AASHTO’s National Transportation Product Evaluation Program (NTPEP)]. The NTPEP supplier will not be required to submit the material of origin forms with the material. All material of origin forms for supplied steel and iron materials shall be kept on file by the supplier and available upon request.

The use of AASHTO NTPEP will be an acceptable standard per 23 CFR 635.410(d). This acceptance will apply to Category 1 and Category 2 items.

Items accepted in this allowance shall be designated on the inspection reports as “NTPEP Audited Source, No Certification Required” in the approved inspection report format.

A list of audited suppliers is available from the [https://ntpep.transportation.org NTPEP website]. The website will provide information on what materials are part of the NTPEP audit program and which facilities have been audited by NTPEP. The website will also indicate the year the facility was audited. Instructions on how to access this information is shown below:

'''NTPEP Audited Materials'''
:Step 1: Access the NTPEP website
:Step 2: From the home page select "NTPEP DataMine" located on the left side of the page.
:Step 3: Select "View Data", the second choice listed.
:Step 4: Select "Construction" located in the middle of the page.

'''NTPEP Audited Facilities'''
:Step 1: Access the NTPEP website.
:Step 2: From the home page, select "NTPEP DataMine" located on the left side of the page.
:Step 3: Select "View Data", the second choice listed.
:Step 4: Select "Construction" located in the middle of the page.
:Step 5: Select the construction material of interest.
:Step 6: Under the section entitled "Find Facilities", located along the left side of the page, utilize the following filter fields to locate the facility in question:
:::- Manufacturer
:::- Facility Locations
:::- Product Type (e.g., rebar, wire, welded wire fabric, etc.)
:::- Product Specification (e.g., ASTM A615, ASTM A706, etc.).

When reviewing reinforcing steel and wire, the following Product Specifications are currently available for selection. Please note the AASHTO equivalent for the ASTM specification is shown in brackets.
:• ASTM A615 – Deformed and Plain Carbon-Steel Bars for Concrete Reinforcement [AASHTO M31]
:• ASTM A706 – Deformed and Plain Low-Alloy Steel Bars for Concrete Reinforcement [AASHTO M31]
:• ASTM A996 – Rail-Steel and Axle-Steel Deformed Bars for Concrete Reinforcement
:• AASHTO M227 – Steel Bars, Carbon, Merchant Quality, Mechanical Properties
:• ASTM A1064 – Carbon-Steel Wire and Welded Wire Reinforcement, Plain and Deformed, for Concrete [AASHTO M336]
:• ASTM A995 – Castings, Austenitic-Ferritic (Duplex) Stainless Steel, for Pressure-Containing Parts
:• ASTM A416 – Low-Relaxation, Seven-Wire Steel Strand for Prestressed Concrete [AASHTO M203]
:• ASTM A1035 – Deformed and Plain, Low-Carbon, Chromium, Steel Bars for Concrete Reinforcement
:• AASHTO M334 – Uncoated, Corrosion-Resistant, Deformed and Plain Chromium Alloyed, Billet-Steel Bars for Concrete Reinforcement and Dowels
:• ASTM A955 – Deformed and Plain Stainless Steel Bars for Concrete Reinforcement

Review the [https://www.modot.org/missouri-standard-specifications-highway-construction Standard Specifications] to determine the proper Product Specification to select for review.

Contact the [http://sp/sites/cm/Pages/default.aspx Construction and Materials Division] with questions regarding whether a facility has been audited by NTPEP.

[[image:106.18.jpg|center|825px]]

[[category: 106 Control of Material|106.09]]

Category:450 Bituminous Pavement Design

2021-08-12T16:42:56Z

Kleins1: /* 450.1 Asphalt Binder */

{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right"
|-
|'''Figures'''
|-
|[[Media:450 Estimate Factors 2018.doc| Estimate Factors]]
|}

==450.1 Asphalt Binder==

Performance grade (PG) asphalt binders are identified by their desired "high temperature" (e.g. "64", "70", "76", etc.) and "low temperature" (e.g. "-22", "-28", "-34", etc.) characteristics. The temperature numbers represent Celsius degrees and are used in 6 degree increments. The high temperature value is associated with controlling rutting, while the low temperature value is associated with resisting cold weather cracking. The following table should be used as a guide to select asphalt binder grades for bituminous mixtures.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+ '''Asphalt Binder Selection Criteria'''
! style="background:#BEBEBE"|Type of Corridor !! style="background:#BEBEBE"|Traffic Level !! style="background:#BEBEBE"|Type of Mix !! style="background:#BEBEBE"|Asphalt Binder
|-
|rowspan="2"|Interstates and Other Freeways
|rowspan="2"|All Levels
|Surface Mixture (SP125 or SMA) and First Underlying Lift
|PG 76-22
|-
|Remaining Underlying Lifts
|PG 64-22
|-
|rowspan="4"|Other Remaining Major Routes
|rowspan="2"|Heavy Volume
|Surface Mixture (SP125) and First Underlying Lift
|PG 70-22
|-
|Remaining Underlying Lifts
|PG 64-22
|-
|rowspan="2"|Medium or Low Volume
|Surface Mixture (SP125 or BP)*
|PG 64-22
|-
|Underlying Lifts
|PG 64-22
|-
|Minor Routes
|All Levels
|All Mixtures (Generally BP-1 as Surface Mix)
|PG 64-22
|-
|colspan="4" style="background:#99CC99"|*Note: Requires JSP to include appropriate smoothness requirements.
|}

The low temperature number is to remain as indicated in the above table. The high temperature numbers have been set for the traffic loads and operation speeds normally associated with these corridors. The high temperature numbers are recommended minimums and are not to be reduced; however, may be raised to a PG 70-22 or PG 76-22, when deemed necessary, to accommodate actual or anticipated traffic conditions. Typically, the high temperature number should be raised one increment (6 degrees) when traffic speeds are expected to be in the range of 12 to 45 mph and raised two increments (12 degrees) for extremely slow traffic of < 12 mph. Typical candidates for these high temperature number raises are roadways with AADT greater than 3500 that are in a highly congested, urbanized area, have frequent stop and go traffic, or have steep grades with significantly slow traffic speeds. Use of any other PG asphalt binder must be approved by the State Construction and Materials Engineer.

If a higher type PG asphalt binder is warranted, it shall be used in the surface mixture and the first lift of the underlying mixture.

==450.2 Mix Selection==

The following table should be used as a guide in selecting the appropriate asphalt mix. See [[Other Aspects of Pavement Design#Thickness Determination|Thickness Determination]] for additional mix selection discussion regarding minor road spot improvements.

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
! style="background:#BEBEBE"|Corridor Designation !! style="background:#BEBEBE"|Traffic !!! style="background:#BEBEBE"|Recommended Mix
|-
|Interstates and Other Freeways|| All Traffic || Superpave
|-
|Remaining Major Routes|| Total Average 24 Hour Commercial Truck Traffic <math>\approx</math> 600 or greater || Superpave
|-
|Remaining Major Routes|| Total Average 24 Hour Commercial Truck Traffic <math>\approx</math> less than 600 ||| BP-1 (Sec 401)<sup>(1)(2)</sup>
|-
|Minor Routes|| Total Average 24 Hour Commercial Truck Traffic <math>\approx</math> 600 or greater || Superpave<sup>(2)</sup>
|-
|Minor Routes|| AADT > 3500 and Total Average 24 Hour Commercial Truck Traffic < 600 ||| BP-1 (Sec 401)
|-
||Minor Routes|| AADT < 3500 and Total Average 24 Hour Commercial Truck Traffic < 600 ||| BP-1 or BP-2<sup>(3)</sup>
|-
|colspan="3" style="background:#99CC99"|<sup>(1)</sup>Note: Requires JSP to include appropriate smoothness requirements.
|-
|colspan="3" style="background:#99CC99"|<sup>(2)</sup>Note: Consideration should be given to alter mix type for overlays based upon existing conditions.
|-
|colspan="3" style="background:#99CC99"|<sup>(3)</sup>Note: The selection of which mix to use is left to the district's discretion based upon past field performance.
|}

==450.3 Layer Design==
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="340px" align="right"
|-
|[[media:450 Options.pdf|Min. Placement Depths and Min. %AC by Volume for Asphalt Treatment Options]]
|}

'''Minimum Lift Thickness'''

The minimum lift thicknesses for asphalt layers should be:

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
! style="background:#BEBEBE"| SP250 !! style="background:#BEBEBE"| SP190 !! style="background:#BEBEBE"| SP125<sup>'''1'''</sup> !! style="background:#BEBEBE"| SP095<sup>'''1'''</sup> !! style="background:#BEBEBE"| SP048<sup>'''1'''</sup>
|-
|align="center"| 3 in. ||align="center"| 2 in. ||align="center"| 1¾ in. ||align="center"| 1½ in. ||align="center"| 1 in.
|-
|colspan="5" width="750"|<sup>'''1'''</sup> When used as the riding surface. When used as a leveling course below the top lift, the minimum lift thickness should be in accordance with [[#450.4 Level Course|EPG 450.4 Level Course]].
|}

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
! style="background:#BEBEBE"|PMBB !!style="background:#BEBEBE"| BP-1<sup>'''1'''</sup> !!style="background:#BEBEBE"|BP-2<sup>'''1'''</sup> !!style="background:#BEBEBE"| BP-3<sup>'''1'''</sup>
|-
|align="center"| 3 in.||align="center"| 1¾ in||align="center"| 1½ in.||align="center"| 1 in.
|-
|colspan="4" width="550"|<sup>'''1'''</sup> When used as the riding surface. When used as a leveling course below the top lift, the minimum lift thickness should be in accordance with [[#450.4 Level Course|EPG 450.4 Level Course]].
|}

The above minimum lift thicknesses are recommended to ensure adequate field density can be achieved and a quality product can be provided. The minimum lift thicknesses do not account for surface irregularities in the roadway. Additional asphalt quantities should be included with single lift asphalt overlays to account for the surface irregularities. The additional asphalt quantities added should be in accordance with the average rutting depth measurements from the roadway as provided in [[:Category:402 Bituminous Surface Leveling#402.1.2 Mix and Quantities|Table 402.1.2.1]].

Central Office Construction and Materials may recommend thicknesses greater than the above minimums but projects should not be designed for thicknesses less than the above minimums. If using the minimum lift thickness criteria results in the project exceeding its budget, then a finer gradation asphalt mixture should be used and designed for its minimum lift thickness or greater (for example, if 1.75 in. of BP-1 exceeds project budget, use 1.5 in. or greater of BP-2).

==450.4 Level Course==

Existing surfaces, both asphaltic and portland cement concrete, should be prepared either by milling or leveling course before the first full-thickness lift of asphalt is placed. Milling is the preferred method of leveling, however PMBP or SP asphaltic concrete may be used for spot wedging and for leveling course as per the standard specifications, providing the minimum thickness is not less than the following:

{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
! style="background:#BEBEBE"| BP-1 and SP125 !! style="background:#BEBEBE"| BP-2 and SP095 !! style="background:#BEBEBE"| BP-3 and SP048
|-
|align="center" width="155"| 1½ in. ||align="center" width="155"| 1 in. ||align="center" width="155"| ¾ in.
|}

The level course can be one design level lower than the lift above it. For example, an SP level C design may be used to level under an SP level B overlay. A BP mix may be used to level under an SP Level C overlay.

==450.5 Payment==

Payment for asphaltic concrete by the square yard should only be used for full depth asphaltic concrete pavements on alternate bid projects. All other payment for asphaltic concrete should be by the ton. For preliminary design, [[Media:450 Estimate Factors 2018.doc|estimate factors]] may be used to compute quantities for bases, flexible type pavements, seal coats, etc. For final design, the designer should request estimate factors for anticipated rock formations from the District Construction and Materials Engineer to obtain more reliable results. When payment is by the ton, estimate factors should be shown on the plans with a note "For Information Purposes Only." When payment is by the square yard, estimate factors should not be shown on the plans.

==450.6 Automatic Screed Control or Established Grade Reference==

The standard specifications require the use of automatic screed controls with the sensor following a traveling reference plane. In some instances, such as a badly warped pavement or very poor riding condition, the use of an established grade reference may be desirable. If the established grade reference is desired, a special provision must be included in the contract requiring its use for the initial pass of the paver when placing the first continuous layer. The special provision may be modified to require the established grade reference for a portion of a project if necessary.

==450.7 Commercial Mixtures==

The standard specifications permit the use of approved commercial mixture for plant mix bituminous pavement and plant mix bituminous base course when so specified in the contract.
Commercial mixtures are not permitted where Section 403 or Superpave mixtures are specified. Care should be exercised when setting up small quantities of asphaltic concrete in that it may be more desirable, all factors considered, to use plant mix bituminous pavement so that a commercial mixture can be permitted.

==450.8 Asphalt Over Rubblized Pavement==
[[Image:Asphalt Over Rubblized Pavement.jpg|right]]
Rubblization is the in-place breaking of an existing Portland Cement Concrete (PCC) pavement into an aggregate base for new hot mix asphalt. When major asphalt rehabilitation over existing concrete pavement is considered the existing pavement is rubblized prior to the asphalt overlay. If the existing pavement consists of asphalt over concrete the existing asphalt should be removed prior to rubblization.

When rubblization is used, the asphalt is paid for by the ton of mix necessary to obtain the thickness indicated by Construction and Materials. The plan quantity should be established with consideration for thickness in excess of that specified to account for irregularities in the existing pavement. Similar to unbonded overlay the contractor is required to establish the existing roadway profile and set the final overlay profile. For this reason the bid item for contractor staking should be included in the contract.

There must be adequate subgrade support under old rigid pavements. Dynamic cone penetrometer (DCP) testing of the unbound layers under the PCC pavement, performed during the condition surveys, must indicate that adequate support exists for rubblization to occur.

==450.9 Safety Edge<sup>SM</sup>==

Shaping the edge of pavement to a 30-degree bevel is an effective strategy for mitigating the negative effects associated with vertical edge drop-off. Refer to [https://www.modot.org/media/16832 Std. Plan 401.00].

As with conventional paving, the graded material adjacent to the Safety Edge<sup>SM</sup> should be brought flush with the top of the pavement following paving. If this material should settle or be otherwise displaced in the future, however, the Safety Edge<sup>SM</sup> would continue to provide a durable height transition to smoothly conduct vehicles back to the paved road.

Safety Edge<sup>SM</sup> must be included in all single-lift overlay projects when the finished surface will be 21 ft. wide or greater. This includes shoulder paving unless the paved width of each shoulder exceeds 4 ft. When using the Safety Edge<sup>SM</sup>, the quantity of asphalt mix will increase by approximately 2 percent.

147.3 Job Order Contracting (JOC)

2021-07-12T16:39:09Z

Kleins1: /* 147.3.10 Guardrail and Guard Cable Repair */

[[image:148.jpg|right|300px]]
MoDOT uses a contracting process called Job Order Contracting (JOC). This contracting process allows MoDOT to award fixed price construction contracts with indefinite delivery and indefinite quantity (ID/IQ) at individual work locations within the project limits. ID/IQ is governed by FHWA through 23 CFR 635 Subpart F. JOCs are typically used for on-call maintenance repair contracts, including asphalt and concrete pavement repair, guardrail and guard cable repair, bridge repair and fence repair. JOCs can be used for other construction contracts. All non-standard JOCs (see [[#JOC JSPs|list of standard JOCs and links]] in box below) shall be reviewed by CO Design for compliance prior to PS&E submittal.

The JOC bid proposals contain a catalog of pre-established fixed unit prices for material, equipment and labor for various items of work to be used for completing each job order. The contractor bids adjustment factors for the expected overhead and profit and any additional business and construction related costs for performing the various types of work identified in the contract. The fixed unit prices in the bid proposal allow the contractor to determine the adjustment factor (profit and overhead) that needs to be bid up front without knowing the quantities, schedules or timing of the work orders. Job Order Contracts are awarded based on the lowest responsive bidder. Overall, Job Order Contracting eliminates the ability for contractors to unbalance the bid.

The JOC bid proposal must specify the maximum program budget to be awarded during a specified contract term. MoDOT is not bound, however, to issue a minimum or maximum number of job orders during the contract term. It is MoDOT’s overall intent though to meet the anticipated budget specified in the contract.

<div id="JOC JSPs"></div>
{|border="4" align="right" style="margin-left:10px"
|-
|style="background:#BEBEBE" align="center" width=260px|'''Standard Job Order Contracting JSPs'''
|-
|style="background:#BEBEBE" align="center" | [https://spexternal.modot.mo.gov/sites/de/JSP/JOC_GUARDRAIL_2021.docx Guardrail]
|-
|style="background:#BEBEBE" align="center" | [https://spexternal.modot.mo.gov/sites/de/JSP/JOC_GUARD_CABLE_2021.doc Guard Cable]
|-
|style="background:#BEBEBE" align="center" | [https://spexternal.modot.mo.gov/sites/de/JSP/JOC_FENCE_2021.doc Fence]
|-
|style="background:#BEBEBE" align="center" | [https://spexternal.modot.mo.gov/sites/de/JSP/JOC_CONCRETE_2021.doc Concrete Pavement Repair]
|-
|style="background:#BEBEBE" align="center" | [https://spexternal.modot.mo.gov/sites/de/JSP/JOC_BRIDGE_2021.docx Bridge]
|-
|style="background:#BEBEBE" align="center" | [https://spexternal.modot.mo.gov/sites/de/JSP/JOC_ASPHALT_2021.docx Asphalt Pavement Repair]
|-
| style="background:#BEBEBE" align="center" width=260px|Contact Design Liaison for additional guidance.
|}

==147.3.1 Fixed Unit Price List ==

A fixed unit price list containing unit prices for the various items of work for each job order is included in the JOC bid proposal. Fixed unit prices are for complete and in-place construction, including all labor, equipment and material required to complete the construction task. All labor, material, equipment and work required by a specification shall be considered part of the fixed unit price, unless otherwise stated elsewhere in the contract.

==147.3.2 Adjustment Factors==

The contractor will bid three different Adjustment Factors:
*Normal Work Adjustment Factor - work conducted from 6:00 a.m. to 7:30 p.m. Monday through Friday
*Nighttime Work Adjustment Factor - work conducted from 7:30 p.m. to 6:00 a.m. Monday through Thursday
*Weekend Work Adjustment Factor - work conducted from 7:30 p.m. on Friday through 6:00 a.m. on Monday, night or day, or a holiday
Adjustment factors include business and construction related costs as defined below. It is the responsibility of the contractor to verify the fixed unit prices provided in the contract and to modify their bid for the adjustment factors accordingly.

'''Business Costs.''' Business related costs consist of profit, overhead costs, subcontractor profit and overhead, taxes, finance costs, and other costs including but not limited to;

:a. insurance, bonds and indemnification
:b. project meetings, training, management and supervision
:c. project office staff and equipment
:d. employee or subcontractor wage rates that exceed prevailing wages
:e. fringe benefits, payroll taxes, worker’s compensation, insurance costs and any other payment mandated by law in connection with labor that exceeds the labor rate allowances.
:f. business risks such as the risk of low than expected volumes of work, smaller than anticipated job orders, poor subcontractor performance, and inflation or material cost fluctuations.

'''Construction Costs.''' Construction related costs include but are not limited to;

:a. personnel safety equipment
:b. security requirements
:c. excess material waste
:d. daily and final clean-up
:e. costs resulting from inadequate supply of materials, fuel, electricity, or skilled labor
:f. costs resulting from productivity loss
:g. working in extreme and adverse weather conditions
:h. any other discreet items of work required to complete a particular job order.

'''General Costs.''' The above lists are not exhaustive and are intended to provide general examples of cost items to be included in the contractor’s Adjustment Factors as defined in the contract.

==147.3.3 JOC Development: Job Special Provisions and Plan Sheets==

MoDOT Bidding and Contract Services (BCS) conducts an annual internal MoDOT meeting to discuss lessons learned from previous year’s on-call contracts. Design staff incorporates changes into the next years contracts, and updates the [[#JOC JSPs|job special provision (JSP) templates]] for distribution to the districts.

The BCS section also updates the fixed costs to reflect the new market value. In the event the costs change significantly, the BCS section coordinates with industry to ensure the fixed costs are satisfactory. The fixed costs in the draft proposals should not be adjusted by the districts, without prior input from the BCS section. It is important to have agreement on the fixed unit price list with industry to eliminate any outliers that could cause contractors to bid risk in the factors.

In addition, no additional items of work should be added without first coordinating with the BCS section. Our experience to date has shown that adding specialty items of work may discourage contractors from bidding on a typical maintenance contract because the specialty work has to be subcontracted out for additional costs. Many times, specialty items of work or items of work not identified in the list of fixed costs are better managed by negotiating a price with the JOC contractor. Establishment of pricing for any non-fixed cost pay items will be in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 109.4.2 or 109.4.3] of the Missouri Standard Specifications for Highway Construction. If no agreement to pricing can be made then the work will proceed with payment for non-fixed cost items under Sec 109.4.4.

The JOC contracts include contractor-furnished Traffic Control Plans (TCP) as on option, but the district may choose to provide the traffic control with MoDOT forces depending on availability.

Example TCP plans for the Job Order Contracts exist as seed files in ProjectWise. These example plans are based on what has been used on past contracts and are for example purposes only. Some of the traffic control scenarios may not apply to all districts so each district should ensure changes to the Traffic Control Plans are also changed in the JSP template. If there are revisions to the JSP template, the district should identify the revisions to the BCS section at the time of Plans, Specifications & Estimate (PS&E) submittal.

The JOC_TCP files are located at pw:\\GHPWAPPWP01.dot.missouri:MoDOT\Documents\CADD_Standards\Seed Files\Design - English\Job Order Contracting\.

All district ProjectWise users will have read-only access to the files.

The following is the process for obtaining a clean copy of all the files at one time:

:* Select all of the files, right-click and select '''Copy'''.

[[image:148.3.jpg|center|660px]]

:* Then right-click in the job directory and select '''Paste'''.

==147.3.4 Issuing Job Orders==

The engineer will collaborate with the contractor when developing an individual job order. At any given time the contractor may be performing more than one job order.

The total cost of an individual job order will be determined by multiplying the fixed unit prices of each fixed cost pay item by the appropriate quantity and then multiplying the total cost of all pay items by the appropriate adjustment factor.

'''Example Job Order'''

<center>
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center" width=805px
|+
! style="background:#BEBEBE" width=350px|Item Description!! style="background:#BEBEBE" |Fixed Unit Price !! style="background:#BEBEBE" width=110px|Quantity!! style="background:#BEBEBE" |Price
|-
|align="left" width=480px|SP125C (PG70-22) Per Ton (100.1-500 Tons) (Over 9 feet wide)|| $84.00 ||425.6 tons|| $35,750.40
|-
|align="left" width=350px|Tack Coat|| $3.70|| 160 gal|| $592.00
|-
|align="left" width=350px|Mobilization – Coldmilling & Resurfacing (15 - 1000 Tons)|| $5,000.00||1 each|| $5,000.00
|-
|align="left" width=350px|Milling Per SY (2 In. or less Thick)|| $2.10|| 3200 sy|| $6,720.00
|-
|colspan="3" align="right"| '''Subtotal:'''|| '''$48,062.40 '''
|-
|align="left" width=350px|Normal Work Factor|| 1.150|| - || -
|-
|colspan="3" align="right"| '''TOTAL:'''|| '''$55,271.76 '''
|}
</center>

==147.3.5 Term Extension of Job Order Contracts==

All JOC contracts include the option for a mutually agreeable one year term extension. The contract may be extended under the original terms and contract prices for a maximum contract term of two (2) years. The district should contact the BCS section by November 1 to evaluate and discuss whether the JOC should be renewed. Is the district satisfied with performance of the contractor? Are the existing bid prices reasonable? Is it the right business decision to renew the contract? If the option for extending the contract is exercised by MoDOT, a change order will be issued to extend the contract to the new term limits.

The following are the guidelines for extending the term of a Job Order Contract for an additional year for a maximum two year term.

:* In order for the contract to be extended, the project must contain the language in the ''Term of Contract'' JSP that allows for a one year extension.

:* If MoDOT desires to renew the contract, the contractor will be given written notification (e-mail is acceptable) of the extension no later than December 1 of the current contract year.

:* The contractor shall provide written notification (e-mail is acceptable) of acceptance or rejection of the extension of the contract no later than January 1 of the current contract year.
<div id="If the option for extending the contract"></div>
:* If the option for extending the contract is exercised by MoDOT, a time adjustment change order will be issued by the RE to extend the contract to the new term limits. Use the following statement as the reason for the extension:
:::“In accordance with JSP <font color = "crimson">xx</font color = "crimson"> Term of Contract, the contractor and the Commission hereby mutually agree to extend the contract to the maximum allowable term of two (2) years. The end of the contract term shall be <font color = "crimson">(insert date)</font color = "crimson">. All original terms and contract prices shall apply. The anticipated budget amount in JSP <font color = "crimson">xx</font color = "crimson"> Contract Award is hereby raised to $<font color = "crimson">(insert an amount that is two times the 'anticipated budget' listed in the Contract Award JSP)</font color = "crimson">. The contractor shall increase the amount of the Performance Bond to 100% of the revised anticipated budget.”<sup>1</sup>
:::<sup>1</sup> Text in red indicates information that must be supplied by the users themselves.
::The agreed letters or emails from both parties should be on file as supporting documentation to the time adjustment change order. A final quantity change order will be issued after completion of the second term.
<div id="The RE must notify the contractor that the performance contract"></div>

:* The RE must notify the contractor that the performance contract bond shall be increased to an amount equal to the original contract amount plus the extended contract amount (i.e., the original bond amount is generally just doubled). This can be accomplished by issuing a rider to increase the original bond to the new anticipated contract amount, or by issuing a new bond for double the original contract amount (i.e., if the original contract is $2 million, an increase rider should be issued for $2 million or a completely new bond for $4 million). A change order to increase the contract amount is not necessary because the new [[:Category:152 Contactor Bonding Responsibilities|performance bond]] becomes part of the executed contract. The RE should scan the new performance bond and save it to the project file in eProjects. The paper copy of the new embossed performance bond should be submitted to the Division of Construction and Materials for storage with the original contract. The RE should submit an email request to [http://sharepoint/support/cc/Pages/default.aspx Chief Counsel Office (CCO)] for review of the new bond. The email should include the contract ID, the reason for the review (JOC extension), and separate links to the new bond, the original bond and the signed change order for the one-year extension.

:* The district should notify the BCS section and Central Office (CO) Planning Programming staff by January 15 of the intent to extend the contracts and request [http://wwwi/intranet/tp/ CO Transportation Planning] to delete the projects from the future STIP. The following information should be provided:

::a. Current project numbers being extended.
::b. Future project numbers in the STIP that will not be let because of extension.
::c. The source and funding split-out of each project. Indicate if SWIMB (Statewide Interstate and Major Bridge), district-funded or other FFOS.
::d. See below example.

[[image:148.6 email.jpg|center|770px]]

:* JOCs that will not be extended should be closed out in AWP at the end of the first year contract term.

:* JOCs that are extended will be closed out in AWP at the end of the second year contract term. The district shall close out the contract following the Closing JOC Contracts guidelines below.

District Planning Managers should do the following in SIMS:

:* For contract extensions, add the following message to the SIMS, <u>Detail Screen - Internal District Comment</u> field: ''“Extending Contract through SFY XXXX for a two-year term.” ''

[[image:147.6.jpg|center|820px]]

==147.3.6 Closing JOC Contracts==

:* Any JOCs that will not be extended should be closed out in AWP at the end of the first year contract term. Renewed contracts are closed out in AWP at the end of the second year contract term.

:* Check the actual cost charges to make sure they are correct and request journal vouchers from Financial Services for corrections.

:* Proceed with final close out in AWP.

:* Submittal of a Materials Summary is not required for Job Order Contracts.

:* After close out of <u>extended</u> JOC contracts, enter the following standard reason for cost differences greater or less than 10% into SIMS, <u>Project Accountability Reasons - Completed Projects</u> section: ''“The cost estimate deviated from the actual cost due to this being a Job Order Contract that was extended for a maximum two-year term.”''

==147.3.7 Budget Adjustments for JOC Contracts==

The contract budget adjustment will occur after the contract is complete.

:* Interstate JOCs: If the contract is extended and an interstate project, Planning will credit the district with 2 years worth of Statewide Interstate and Major Bridge (SWIMB) funds rather than one year.

:* Non-interstate JOCs: Contact Central Office Planning Programming managers because there may be specific issues regarding funding.

==147.3.8 Deleted JOC Projects==

If a JOC project is deleted, enter the following standard reason into SIMS, <u>Project Accountability Reasons – Reprioritized Projects</u> section: ''“The project was deleted because an existing project was extended for a second year.”''

[[image:148.9.jpg|center|770px]]

==147.3.9 Change Order Approvals==

Job Order Contracts are unique in that they do not include a defined amount of work, but rather they are agreements to perform work on an as-needed basis, not to exceed the Commission-approved budgeted amount. Payment is determined by applying an adjustment factor to fixed unit prices as opposed to standard contracts that have unit bid prices for each pay item. Also, JOCs do not have a total contract amount based on plan quantities, but rather have a one-year budgeted amount that has been approved by the Commission. For contracts that include an optional second-year term, the Commission authorizes the district to expend two times the budgeted amount if the contract is extended to two years. Exceeding the budgeted amount requires approval by the Chief Engineer. Due to the unique nature of JOCs, the change order approval levels will need to be manually set in AASHTOWare and contract administration of change orders shall be as follows:

:* '''Budgeted Amount and Cost Overruns.''' It is important to understand that the Bid Total in the front of the contract is not the budgeted amount. The Bid Total is only used to determine the winning bidder. Reference the CONTRACT AWARD section of the Job Special Provisions to determine the budgeted amount for the first year term of the Job Order Contract. For contracts that are not extended into a second year term, the Resident Engineer is authorized to expend up to that budgeted amount in the first year without issuance of a change order to increase the budgeted amount. If the contract has an optional second year term, and both parties are in agreement to extend the contract into the second year, the RE is authorized to expend two times the budgeted amount over the two-year term without issuance of a change order to increase the budgeted amount. The budgeted amount for the first year can be exceeded in the first year as long as the contract is extended to a second year and you do not exceed 2x the budgeted amount. If there is a need to increase the budgeted amount (one year or two-year), the RE shall issue a Level 4 change order prior to ordering the work, except that emergency repairs such as guardrail and guard cable shall not be delayed due to an unexpected overrun of the budget.

:* '''Non-Fixed Cost Pay Item.''' These are items of work for which a description and fixed cost is not set forth in the pay item list. Payment for non-fixed cost pay items will be determined in accordance with [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 109.4.2, 109.4.3, or 109.4.4]. Non-fixed cost pay items will be paid using an Adjustment Factor of 1.000. The approval level for non-fixed cost pay items shall be as indicated in [[:Category:109 Measurement and Payment#109.12 Change Orders (for Sec 109.12)|EPG 109.12 Change Orders]] except that the Budgeted Amount shall not be exceeded without approval from the Chief Engineer.

:* '''Contract Extensions.''' See [[#147.3.5 Term Extension of Job Order Contracts|EPG 147.3.5 Term Extension of Job Order Contracts]] for guidance on extending a JOC to a second year term. Per [[:Category:109 Measurement and Payment#109.12.4 Time Adjustments|EPG 109.12.4]], time adjustment change orders require division level approval, but when a JOC includes a provision that allows a one-year time extension, approval can be made at the district level. File the agreed letters (or emails) from both parties for supporting documentation in eProjects. If a time extension past the second year becomes necessary for any reason, contact the CM division for approval prior to issuance of a change order.
<div id="Final Change Order."></div>
:* '''Final Change Order.''' Upon completion of the Job Order Contract, a final change order should be issued to adjust the final contract amount to equal the total of all Job Orders issued during the term of the contract. Use the following statement for the reason: “This final change order adjusts the final contract amount to the sum of all completed Job Orders.”

==147.3.10 Guardrail and Guard Cable Repair==

Each district should designate a responsible person in charge of overseeing the repair and maintenance of the guardrail and guard cable systems within the district. This person will serve as the district contact, be the expert on the maintenance and repair for the district and participate in statewide discussions with divisions and other district contacts. The repair of damaged guardrail and guard cable should primarily be completed by contract forces through a Job Order Contract (JOC). Maintenance forces may be utilized to perform some minor maintenance and/or repair work when the district deems that to be the more feasible option and the work is completed under the general supervision of the district’s designated responsible person. Maintenance forces may also be utilized to place temporary delineation immediately following guardrail damage per [[#147.3.10.1 Initial Response and Delineation of Damaged Guardrail|EPG 147.3.10.1]]. It is recommended that a professional engineer be assigned to administer the JOC. For purposes of this article, duties of the contract administrator may be delegated to a competent person working under the general direction of the professional engineer overseeing the JOC.

Districts should establish a process to identify and report damaged guardrail and guard cable (GR/GC) on routes throughout the district to ensure the repair is not unduly delayed. Regional contacts shall be utilized and populated in the MoDOT [http://modotcontact/map contacts map] for use by statewide customer service representatives. A description of the damage, including location, and detailed photos, should be promptly submitted by the regional contacts to the contract administrator of the JOC.

Based on the information provided, the contract administrator shall promptly issue a Job Order to the contractor to initiate the repair. For routine repairs, the Notice to Proceed date should be established as 3 business days following the date of issuance of the Job Order to allow the contractor the time needed to obtain utility locations prior to starting the work. The contract administrator should monitor the timeliness of the repair and assess the appropriate liquidated damages when the contractor fails to complete the work within the allowable time, or any additional time granted due to an excusable delay.

===147.3.10.1 Initial Response and Delineation of Damaged Guardrail===
Terms of the Job Order Contract (JOC) for repair of guardrail and guard cable include designation of responsibilities prior to mobilization of the JOC contractor. Specifically, MoDOT and/or other first-response entities are responsible for securing the scene following an accident, which might include such tasks as removing debris from the roadway and removing any parts from the guardrail/guard cable system that protrude into a lane of traffic. In addition, MoDOT maintenance forces shall provide temporary delineation of damaged guardrail as soon as practical when the damage is within 15 feet of the travel way and is deemed a potential risk (see examples below). Delineation, when required, shall include placement of a minimum of five [[616.19 Quality Standards for Temporary Traffic Control Devices#616.19.2.3 Channelizing Devices|channelizers (Trim Lines)]] in advance of the damaged areas, spaced at 50-foot intervals. If shoulder width allows, the channelizers should be placed on a slight taper to channel motorists away from the damaged areas. The delineation should be left in place until the repair is complete and then removed by MoDOT forces as soon as possible after the repair. Delineation is generally not required for damage to guard cable systems but may be considered when the damage is in close proximity to traffic.

'''Examples of guardrail damage that warrants delineation:'''
:* An obstacle has been exposed due to missing or non-functional guardrail.
:* Guardrail end terminals have been damaged to the extent they appear to be non-functional (for example, the head of the terminal has been removed or is otherwise out of position).
:* The end of a guardrail panel is exposed (for example, it is pointing towards traffic).
:* Open gaps where the guardrail has been obliterated in the crash or otherwise removed.
:* Damaged rail that protrudes onto the shoulder or might otherwise be deemed a risk.
:* Sharp edges or protruding parts in locations frequented by pedestrians or bicyclists (caution tape might be more appropriate here).

===147.3.10.2 First Priority Repair for Guardrail===
Terms of the Job Order Contract require the contractor to reasonably expedite completion of all repairs (i.e. within 7 days of the Notice to Proceed). Contract provisions allow a limited number of guardrail repairs to receive priority status, thus requiring an expedited mobilization and less time for completion. When it has been determined by the contract administrator the safety of the public may be unduly compromised due to the nature of the damaged guardrail or end terminal, the repair should be designated as a First Priority repair per EPG 147.3.10.2.1. Immediately following this determination, the administrator should notify the contractor by phone to prepare for the pending Job Order and a follow-up email should be sent to document the notification and provide preliminary information. This notification prompts the contractor to initiate an emergency clearance of utilities and to begin planning the work so the repair work can begin as soon as possible. The contract administrator will issue the Job Order as soon as possible following notification, but no later than 48 hours. The contract terms require the contractor to begin the work within 24 hours of issuance of the Job Order.

If work on a First Priority repair causes delay to one or more pending routine Job Orders, the contract administrator should grant the appropriate amount of additional time to complete the affected routine repair(s) that were postponed.

====147.3.10.2.1 Designation of First Priority Status====
Engineering judgment should be used when designating a repair as First Priority. This status is reserved for a limited number of guardrail incidents that the administrator deems to be in critical need of repair. Below is a list of common damages that would warrant consideration of utilizing the First Priority status as well as a list of relevant factors that should be considered when making this determination. For example, some low volume routes have existing structures where guardrail is not warranted, therefore a critical need on this route may not take priority over a routine repair on an interstate route.

'''Common damages that prompt consideration of First Priority:'''
:* Exposure of traffic to a blunt end or other extreme obstacle (bridge abutment, column, barrier wall, body of water, vertical drop, etc.)
:* Damaged end terminals that appear to provide no protection from the rail end (for example, head is missing or is no longer covering the rail end, etc.)
:* The end of a guardrail panel is exposed (for example, an unprotected rail end is elevated and pointing towards traffic).
:* Open areas where the guardrail has been wiped out or otherwise removed, and a obstacle has been exposed.

'''Factors to consider when determining First Priority Status:'''
:* Traffic volume
:* Posted speed limit
:* Frequency of crashes at or near the location
:* Severity of the exposure
:* Proximity of the exposed obstacle to traffic (i.e. shoulder width)
:* The lack of warrants for prevalent safety features elsewhere on the route
:* Potential risks of a work zone in extreme weather conditions
:* Ability to adequately delineate and/or mitigate the obstacle.

<center>'''First Priority Sample Photographs '''</center>

[[image:147.3.10.2.1.1.jpg|center|thumb|475px|<center>'''Exposed abutment and exposure to body of water on interstate route.'''</center>]]

[[image:147.3.10.2.1.2.jpg|center|thumb|525px|<center>'''End terminal head missing, exposing end of guardrail.'''</center>]]

[[image:147.3.10.2.1.3.jpg|center|thumb|525px|<center>'''End terminal head missing, exposing end of guardrail.'''</center>]]

==147.3.11 Request to Subcontract Work (Form C-220)==

Subcontracting of work on job order contracts is allowable for approved subcontractors that meet the insurance requirements. For example, it is not uncommon for JOC contractors to hire a subcontractor to perform a support function such as traffic control. Since JOCs do not have planned work or unit prices, the contractor should not list any items when submitting Form C-220. They should type a basic description of the subcontracted work in the Description field. Approved subcontractors should be entered into AWP by project office staff and no items will be listed. The Resident Engineer should monitor the use of subcontractors and ensure that the prime is self-performing at least 40% of the work.

[[Category:147 Innovative Contracting]]

Category:239 Construction Inspection Guidelines for Final Plans

2021-06-24T15:05:26Z

Kleins1:

[[image:239.jpg|left|425px]]

{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="360px" align="right"
|-style="background:#f5f5f5"
|'''Figures'''
|-
|[[media:239 Project Timeline example 2020.docx|A sample project timeline]]
|-
|[[media:239.15 Computing Rock Blanket.jpg|Computing rock blanket]]
|-
|[[media:239.16.1 Mass Diagram.jpg|A mass diagram]]
|-
|[[media:239.16.2 Mass Diagram.jpg|Another mass diagram]]
|-
|[[media:239.16.3 Mass Diagram.jpg|A mass diagram with ¼ mile free haul]]
|-
|valign="top"|______
|-
|'''Bluebeam Revu User Resources'''
|-
|[[media:239 Creating Digital IDs in Bluebeam Revu.pdf|Creating Digital IDs in Bluebeam Revu]]
|-
|[[media:Preparing_As-Built_Plans_2019.pdf|Preparing As-Built (Final) Plans in Construction Using Bluebeam Revu - 2019 Version]]
|-
|[[media:239 Revu 2015 Training Manual.pdf|Bluebeam Revu Training Manual, 2015]]
|-
|[[media:239 Example Title Sheet.pdf|Example Title Sheet]]
|-
|[[media:239 Final Plans Efficiency Team - 2014.pdf|Final Plans Efficiency Team, 2014]]
|-
|[[media:239 Checkmark1.pdf|Checkmark 1 Stamp]]
|-
|[[media:239 Checkmark2.pdf|Checkmark 2 Stamp]]
|-
|[[media:239 Not a certified document.pdf|Not a Certified Document Stamp]]
|-
|[[media:239 RE certification.pdf|RE Certification Stamp]]
|-
|[[media:239 Where to Save Stamps.pdf|Where to Save Stamps]]
|}
A set of final plans is a record as well as a graphic representation of the completed project. The quantities and other information shown on the final plans and in the supporting documents are used by Construction and Materials to determine the final payment due contractors for the work performed and to furnish other MoDOT divisions with valuable information. Since the final plans are burned onto a CD, it is imperative the plans are neat with changes being made in MicroStation.

If preparation and submission of final plans are delayed, contractor's final payment is delayed along with MoDOT's reimbursement from the FHWA. Completed final plans should reach the district office within eight weeks after final inspection or within six weeks if the project is one that both costs less than $1,000,000.00 and has fewer than 40 bid items (see [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec 105.10.7]). If the Resident Engineer cannot complete final plans in this allotted time, a written explanation must be sent to the contractor notifying the contractor of this delay. A copy of this letter should be sent to the district office and Central Office estimating the date plans will be submitted. The districts are, in turn, allotted two additional weeks for checking plans. Once all the required documentation is received ([http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Final Acceptance, Sec. 105.15.2]), the district should immediately send the final plans to Central Office. [[media:239 Project Timeline example 2016.doc|A sample project timeline]] is a reference.

Central Office should be notified as soon as accepted for maintenance has occurred and then when final inspection has been made. These could possibly be the same date or may be different dates depending on the job.

==239.1 Preparation==

Final plans should be prepared carefully, accurately and in sufficient detail so that a person who has not seen the actual construction of the project may obtain a clear picture of the work and be able to check the quantities shown on the plans without requiring additional information. While the final plans are a record of the completed project, it will not be necessary to revise notes to read in the past tense. All sheets should be reviewed and heavied-in in such a way that they will ensure good reproduction. Ink or mylar pencils should be used for making changes if not done in Microstation. Pen plotted original drawings must use black ink. Completed plans should present a neat, uniform and legible appearance. All erasures must be neat, no correction fluid or labels are allowed. The 2A sheet will include the following note: <blockquote>“These plans accurately depict the configuration and locations of the roadway and all appurtenance features, including modifications designated or authorized by the engineer of record.”</blockquote> The note will be signed and dated by the Resident Engineer. Since final plans are now scanned onto a CD, it is absolutely necessary they be of good quality. Final plans submitted with sheets torn, crumpled, burned or defaced will be returned for correction. If plans are produced using Microstation, please print them out on 11x17 paper if possible when submitting. There is also a disclaimer stamp in Microstation that can be adjusted to fit the plan sheet.

==239.2 Submittal==
The RE should send the final plans to the district as soon as possible after checking. This submittal shall include the estimate item detail report from SM and all other final papers pertinent to this project.

The district should send the plans, to Construction and Materials Division with a letter of transmittal. The letter of transmittal should list the material being sent and include the following recommendations, if applicable.

A recommendation should be submitted with the final plans concerning the assessment of liquidated damages if the project has gone into overtime. State whether the prime contractor has been informed in writing of the deduction to be made. The contractor’s objection, if any, should be included.

Prior to release of final payment on Federal-Aid projects containing Disadvantaged and Women’s Business Enterprise (DBE/WBE) special provisions, the contractor is required to file a list showing the DBE's and WBE's used and the work performed. The list is to show the actual dollar amount paid to each DBE or WBE. The Resident Engineer should provide a recommendation as to the contractor's compliance with the required participation.

Final plans should be submitted as soon as they are completed using either the mail or hand-carried by MoDOT personnel.

==239.3 Title Sheet==

The title sheet shows project location, all equations and limiting stations and the actual constructed length of the project in miles. In the upper right hand corner the route, district, state, job number, project number, contract ID and county will be given. Normally, the title sheet will not require any significant changes. Check to see that all lettering or changes are heavied-in to ensure good reproduction and the word “Proposed” is removed.

==239.4 Typical Sections==

Typical section sheets are to be included in the final plans and are to reflect the as-built sections. Worn or soiled sheets are to be replaced before submitting.

==239.5 2A Sheets==

The 2A Sheet and the estimate item detail provide a summary of quantities included in a contract for which payment is to be allowed. 2A sheets will no longer be included in contract plans awarded after the summer of 2007, but still should be included in final “as built” plans.

The original quantities shall be changed to reflect the as-built quantities. These sheets must be created using Microstation. Machines must have both Microstation and SM installed on it. Under the “Construction” pulldown in MicroStation and choose the “2a Sheet Program – Construction” option. If a Alert dialog box comes up about SiteManager, click “OK”. Type in the first two numbers of the contract ID for the search string. Then highlight the contract wanted. Select the printer and paper size.

Those items having alternate numbers in the contract should be corrected to show the proper number used in the project. When options are given, correct as necessary to show only the type material or option used. Example: Crushed stone (A) or Gravel (B), remove the item that was not used.

The 2A Sheets must be created electronically in Microstation. This will automatically add applicable contingent items. This is done after the last change order has been checked and entered in SM. This method to create 2A plot sheets can be edited in Microstation. To edit, first create the 2A sheet using Microstation. This creates a file in Microstation under t:\deproj\construction2A. Open the desired and start making changes. Once the 2A sheet has been created, the same sheet cannot be created again without first deleting the file it created in Microstation. Do this by going into Windows Explorer and going to t:\deproj\construction2A. Any 2A sheet created will be listed here and can be deleted here. After deleting the file, a new 2A sheet can be created.

The 2A Sheet shall identify who prepared and checked the tabulation as “Project Accepted”, “Prepared By”, “Checked By”, “Reviewed By (Resident Engineer)”, “District Office” and “Central Office” as well as provide the [[#239.1 Preparation|substantial compliance certification]].

==239.6 2B Sheet==

Notes and items that are no longer appropriate should be deleted. All quantities should be corrected to show the as-built quantities. Do not remove any items from the 2B sheet. If the item has been underrun completely, enter zero (0) under that item total. Notes in the “Remarks” column should show when field measurement is made. All items that are tabulated on the 2B Sheet by location should be independently crosschecked against the plan profile sheets to determine whether the listed locations agree. If additional blank 2B Sheet forms are needed, created them using Microstation. Contingent items need to be added to the 2B sheets.

==239.7 Plan Profile Sheets==

Notes on the plan sheets pertaining to construction items may generally be used as listed by correcting to reflect final quantities. Remove all information and data not pertinent to as-built construction between right of way lines, with the exception of all land lines. All removals listed must be taken off the final sheets. Any excavation shown on these sheets should reflect the final amounts for that balance. All utility adjustment work, whether by permit or agreement, is to be inspected by the district and the location recorded on the final plans of the project.

==239.8 Reference Points Sheet==

Include reference points sheets in final plans making any correction as necessary.

==239.9 Special Sheets==

Special sheets may be used to show details that would be too extensive or confusing to show on plan sheets. Complex projects require the use of special sheets to show properly such items as utility adjustment work, sewer lines, interchange layouts, ramp grades, etc.

==239.10 [http://wwwi/intranet/cm/siteManager.htm SM] Plans==

Submission of final plans includes complete documentation in SM plus any bound field diaries and pay quantity books used to accumulate SM data. When circumstances allow, all data will be entered directly into SM because SM is the primary repository of project data. If bound field diaries or pay quantity books must be used, the information in those bound books will be exactly duplicated in SM as soon as practical and to the extent possible.

===239.10.1 Pay Quantity (DWR) Entries===

When submitting SM final plans the following changes shall be made in recording work items on the DWR.

All locations and remarks necessary to adequately describe a pay item shall be entered in the location bar of the DWR Work Items tab. A total of forty characters are available in this area. Include “from” and “to” values for Station, Offset and Distanced, when applicable. Sufficient detail regarding the location of the installation should be provided. Any other pertinent information that inspectors may need to collaborate their daily activities shall also be entered in this location.

When multiple locations are installed or paid on the same day, a separate location sequence number “Loc Seq Nbr” detailing each installation shall be entered. Combining multiple installations on one entry is unacceptable. Please refer to [[media:Daily Work Reports 2015.docx|Daily Work Reports]][[image:bulldozer.jpg|20px]] for detailed information regarding this issue. If these procedures are adhered to, final plans may be submitted using SM documentation.

===239.10.2 Guidelines===

Documentation guidelines outlined above (DWR) shall be followed.

The “List of Reported Quantities with Location and Stations” (Cognos report) serves as the final pay quantity report. This report details each individual installation for all line items included with any project, and shall be submitted. This report takes place of the books.

Estimate Item Detail (SM report) serves as the final estimate and shall have the appropriate check marks showing the RE has checked the estimate against the “List of Final Quantities” report.

Any bound field books containing survey/layout information and field measurements shall be submitted and indexed. The above documents are in addition to those items required for conventional final plans submittal.

==239.11 Culvert Sections==

Changes in excavation may be computed as deductions or addition to plan unless relocation was necessary. Check Standard Specifications carefully for Class 3 pay limits.

==239.12 Bridge Sheets==

The Resident Engineer will be furnished drawings of bridge design plan sheets. The drawings are to be used for recording accurate and complete as-built data for each bridge structure. When options such as alternate slabs, joints, etc. are given, remove all but the one actually used.
All revisions and additions should be in Microstation. The Resident Engineer should use extreme care in the preparation of final plans to ensure that all pertinent information relative to the finished structure is fully and accurately shown. Legibility and neatness cannot be over emphasized since the finals may need to be reproduced at different times in the future.

In the Plan of the Structure on Sheet 1 of the bridge plans, any construction changes made in sizes of the footing should be shown. In pile bents it is necessary to show the spacing of the piles in each bent only when the distance between piles varies from plan by more than the specified tolerance. Actual lengths or ranges of lengths of piling should be shown in the table on the first sheet of the bridge plans, where estimated lengths are given. Unusual conditions should be clarified by notes or sketches to assure a complete and accurate record of as-built conditions. Any other changes shown on the detail sheets of the substructure plans should also be shown, if possible, in the General Elevation and Plan on Sheet No. 1. All revisions in reinforcement are to be shown in the bill of reinforcing steel. The Estimated Quantities tabulation should be changed to show actual final quantities.
[[image:239.12.1.jpg|right|375px|thumb|<center>'''Crew works on a mechanically stabilized earth (MSE) wall that will be about 950 ft. long and up to 40 ft. tall'''</center>]]
Construction changes for each substructure unit are to be shown on the detail sheets. Where major changes occur in several substructure units covered by one original detail, additional drawings of the details involved should be created. This will provide a separate detail for each unit, on which correct dimensions may be shown. A table may be used, if only dimensions and elevations are involved, by substituting a letter for each dimension in the detail and listing the constructed dimensions in an appropriate column of the table. If the changes made affect only a small portion of the details and there is sufficient space available, detail any necessary additional sketches on the tracings that showed the original multiple-dimensioned details. If these instructions are carefully followed, it will seldom be necessary to prepare additional sketches on cross-section sheets.
{| style="margin: 1em auto 1em auto"
|-
|[[image:239.12.1.1.jpg|right|180px|thumb|<center>'''Placing MSE blocks'''</center>]]||[[image:239.12.1.2.jpg|right|180px|thumb|<center>'''Attached ties for MSE'''</center>]]||[[image:239.12.1.3.jpg|right|180px|thumb|<center>'''Ties are covered with sand'''</center>]]||[[image:239.12.1.4.jpg|right|180px|thumb|<center>'''MSE used as end bents'''</center>]]
|}
===239.12.1 M.S.E Wall Systems===

Make sure to check the type of wall system used. Change the estimated quantities table to reflect the final quantities.

===239.12.2 Final Quantity Computations Sheets===

Final bridge quantities computations are to be prepared on standard size (8½ x 11) computation paper using the details as shown on the final plans for reference. If additional detailed sketches are needed to clarify computations, they should be made in pencil on the computation sheets. See Tables 239.12.2.1 and 239.12.2.2 for samples of preparing the computations. Test hole information should be shown on the bridge excavation computation sheet with the appropriate footing.

====<center>''Table 239.12.2.1 Final Bridge Excavation Quantities Computation Example''</center>====
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
|colspan="2"|Project STP-BRF-60-1(11)|| colspan="3"| Sheet 1 of 22
|-
| colspan="2"|Brg. At Sta. 1768+90 || colspan="3"|Newton County
|-
| colspan="2"|Brg. No. A-4894 || colspan="3"|Computed by: J. Eckhart
|-
| colspan="2"| - || colspan="3"|Checked: F.C. Perch 4-30-03
|-
!style="background:#BEBEBE" colspan="5"| SUMMARY – BRIDGE EXCAVATION – FINAL COMPUTATIONS
|-
! - || Cl. 1|| Cl. 1 + 25% || Cl. 2 ||Cl. 2 + 50%
|-
! - || Cu. Ft.|| Cu. Ft.|| Cu. Ft.|| Cu. Ft.
|-
|Footing Bt. 1|| 1547.87|| 1430.25|| ||
|-
| (4 – 6 ft. Test Holes)|| || || ||
|-
| Lt. Footing Bt. #2|| 630.00 || || 1350.00|| 1350.00
|-
|Rt. Footing Bt. #2|| 322.20|| || 1123.80 ||1350.00
|-
|Lt. Footing Bt. #3 ||263.25|| || 2705.62|| 589.88
|-
|R. Footing Bt. #3 ||282.50|| || 2047.50|| 1072.50
|-
| Lt. Footing Bt. #4 ||414.00|| || 900.00 || ||
|-
|R. Footing Bt. #4|| 288.00 || ||900.00|| ||
|-
|Lt. Footing Bt. #5|| 414.00 || ||900.00|| ||
|-
|Rt. Footing Bt. #5|| 504.00 || ||900.00|| ||
|-
|Lt. Footing Bt. #6|| 396.00 || ||900.00|| ||
|-
|Rt. Footing Bt. #6 ||378.00 || ||900.00||
|-
|Lt. Footing Bt. #7 || || ||1224.00 ||1350.00
|-
|Rt. Footing Bt. #7|| || ||1224.00 || ||
|-
!Total!!5449.82!! 1430.25!! 15074.92!! 5712.38 !!
|-
| colspan="5"|5449.82 ÷ 27 = 201.85 Use 202.0 Cu. Yds. Cl. 1 Exc.
|-
| colspan="5"| 1430.25 ÷ 27 = 52.97 Use 53 Cu. Yds. Cl. 1 Exc. + 25%
|-
| colspan="5"| 15074.92 ÷ 27 = 558.33 Use 558.5 Cu. Yds. Cl. 2 Exc.
|-
| colspan="5"| 5712.38 ÷ 27 = 211.57(558.33) Use 211.5 Cu. Yds. Cl. 2 Exc. + 50%
|}

====<center>''Table 239.12.2.2 Final Bridge Excavation Quantities Computation Example''</center>====
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
|colspan="2"|Project STP-BRF-60-1(11)|| colspan="3"| Sheet 22 of 22
|-
| colspan="2"|Brg. At Sta. 1768+90 || colspan="3"|Newton County
|-
| colspan="2"|Brg. No. A-4894 || colspan="3"|Computed by: J. Eckhart
|-
| colspan="2"| - || colspan="3"|Checked: F.C. Perch 4-30-03
|-
!style="background:#BEBEBE" colspan="5"| FINAL COMPUTATIONS - BRIDGE EXCAVATION
|-
! - || -|| Cl. 1|| Cl. 2 ||Cl. 2 + 50%
|-
! - || - ||Cu. Ft || Cu. Ft.||Cu. Ft.
|-
|Intermediate Bent No. 7 Datum ||1086.0 || || ||
|-
|Lt. Ftg. Plan Elev. ||1078.0|| || ||
|-
|Lt. Ftg. Avg. Gr. Elev.|| 1084.8|| || ||
|-
|Lt. Ftg. Bot. Ftg. Elev. ||1078.0 || || ||
|-
|*Lt. Ftg. Exc. Elev.|| 1068.0|| || ||
|-
|12.0 15.0 × 6.8 × =|| || ||1224.00||
|-
| *9.0 15.0 × 10.0 × = || || || ||1350.00
|-
| colspan="5"|
|-
|Rt. Ftg. Plan Elev. ||1078.0 || || ||
|-
|Rt. Ftg. Avg. Gr. Elev.|| 1084.8 || || ||
|-
|Rt. Ftg. Bot. Ftg. Elev.|| 1078.0|| || ||
|-
|12.0 15.0 × 6.8 × = || || ||1224.00||
|-
| colspan="5"|*Additional Exc. To Remove Rock & Boulders To Drive Piling
|-
| colspan="5"|Auth. Cl. 2 + 50%; Exc. Limits: Ftg. Size + 18 in. on battered pile sides
|}

==239.13 Standard Plans Index==

It is not necessary to include Standard Drawings in the final plans.

==239.14 Roadway Cross-sections==

If errors are found in the original computations or if a change in grade or typical section is authorized, the volume of excavation within the limits of the balance or area affected must be measured and/or recomputed. This may be done by plotting sections to show the increase or decrease or by computations of the difference. Cross-sections for computations of rock excavation, excavation shown on the plans as estimated quantities and borrow excavation must be prepared and submitted with the final plans unless the contract specifically makes other
provisions.

When it is necessary to plot earthwork cross-sections, they should be plotted on standard 22 in. x 36 in. or 22 in. x 34 in. sheets. The scale generally used is one inch equals five feet, both vertically and horizontally. A scale of one inch equals ten feet may be used when the 1:5 scale won't fit on a standard sheet of cross-section paper. The plotting should start at the bottom of the sheet and proceed upward. If the width of the cross-section is so that two columns of cross-sections can be plotted with the 36 in. dimension of the paper placed horizontally, the plotting should start in the lower right corner and proceed to the top of the sheet and then continue in a second column from the bottom of the sheet at the left. If the width of the cross-section is so that it covers more than one-half of the 36 in. width, only one column of cross-sections should be plotted to avoid crowding and overlapping.

The original cross-sections should be plotted in pencil, checked and then inked. When using a pen plotter, only black ink is acceptable. The station number should be placed, in ink, at the right on a line with the end of the section. The centerline elevation should be shown in ink on a 45° slope above and to the right of the centerline. If [[:category:237 Contract Plans|the contract plans]] contain computer sheets instead of cross-sections, the district design department will furnish the original elevations obtained by personnel of that division. Final cross-sections are plotted in pencil superimposed on the original sections. The final centerline elevation should be shown vertically in pencil along the centerline above the section. Lines of demarcation for the various classes of excavation, the extent of any undergrading or backfill, and the limits for compaction must be indicated when applicable to the cross-section. On sheets showing rock sections, all authorized pay limits should be shown, including allowable overbreak and undergrading lines. If payment is authorized beyond typical or staked slopes, be sure to show proper notes explaining the authorization.

The area, in square feet, for each of the above items is to be planimetered or computed, and listed on the right under the station number. The volume for each item should be computed and the resulting quantities listed between the cross-sections. The excavation volumes should be placed to the left of the centerline, the compaction volumes on the centerline, and the embankment volumes to the right of the centerline.

'''Balance Points.''' All balance points should be shown on the profile portion of the plan-profile sheets. The total volumes for the various classifications of excavation should be listed at about the center of the balance in the same manner as shown on the design plans.

When changes are made, the affected balances should be shown in detail on the cross-section sheets. All balance points in such areas should be shown on the cross-section sheets along with a listing of the total volumes for the various classifications of excavation in the balance. All cross-sections pertaining to the balance in any way should be included with the roadway cross-sections. When a borrow pit is involved and the borrow is split among several balances, the borrow cross-sections should be included with the other sections for the first balance involved.

The balance point information may follow the example in [[:category:239 Construction Inspection Guidelines for Final Plans#239.14.1 Plan Quantity Basis|EPG 239.14.1 Plan Quantity Basis]] when the basis of measurement is plan quantities. If a complete recomputation of quantities is necessary, the balance point information should summarize each classification of excavation as shown in EPG 239.14.1.1.

===239.14.1 Plan Quantity Basis===

Table 239.14.1 is a sample method of listing quantities for a balance in which Class C Excavation occurs, when payment for roadway and drainage excavation is to be made on the basis of plan quantities. If Class C Excavation is encountered at an elevation different from that shown on the contract plans, it will be necessary to adjust the quantities of Class A and Class C excavation by recomputation as provided in Sec. 203.6.2.5 of the Standard Specifications. Either method (a) or method (b) may be used as judgment dictates. Method (b) is illustrated in the following example. Where the elevation of the surface of Class C excavation differs greatly from that shown on the plans method (a) may be more desirable because of slope changes, which can significantly affect total volume of excavation. Per [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=5 Sec 203.2.5.3] MoDOT no longer pays for Class C overbreak.

====<center>''Table 239.14.1 Balance Point Example with Class C Excavation based on Plan Quantities''</center>====
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
!style="background:#BEBEBE" colspan="3"|Balance Point Station 125+50
|-
|(1)|| Plan Class A Excavation ||4020 C.Y.
|-
|(2)|| Plan Class C Excavation ||380 C.Y.
|-
|(3)|| Plan Excavation Deduct.|| 0 C.Y.
|-
!(4)|| '''Total Plan Excavation'''||''' 4400 C.Y.'''
|-
| - || - || -
|-
|(5)|| Final Class C Excavation|| 530 C.Y.*
|-
|(6)|| Class C Undergrading|| 26 C.Y.*
|-
|(7)|| Additional Class C Excavation|| 0 C.Y.
|-
!(8)|| '''Total final Class C Excavation'''||'''556 C.Y.'''
|-
| - || - || -
|-
!(9)||'''Final Class A Excavation''' ||'''3870 C.Y.'''
|-
|(10)|| Class A Undergrading ||64 C.Y.*
|-
|(11)|| Additional Class A Excavation ||0 C.Y.
|-
| -|| - || -
|-
|(12)|| Borrow Class A Excavation ||210 C.Y.*
|-
|(13)|| Class A Inlet-Outlet Ditches|| 20 C.Y.*
|-
|(14)|| Total Final Class A Excavation|| 4164 C.Y.
|-
|(15)|| Additional Compacting Embankment|| 0 C.Y.
|-
|(16)|| Overhaul|| 0 Sta.
|-
|(17)|| Compacting in Cut|| 0 C.Y.*
|-
|(18)|| Linear Grading|| 0 C.Y.
|-
|colspan="3"| * Measured quantities
|}

Notes:
:(1) Roadway excavation, exclusive of borrow excavation. May include measured quantities of channel changes, inlet and outlet ditches, etc.
:(2) Does not include undergrading.
:(3) When Class C Excavation is encountered higher that plan elevation and the rock is not removed, this volume is deducted. If not applicable, enter 0.
:(4) Line 1 plus line 2 minus line 3.
:(5) Computed Class C Excavation (exclusive of overbreak and undergrading).
:(6) Measured quantity of Class C undergrading computed from cross-sections. The limits of undergrading should be as specified on the typical section sheet with measurement being made from the designed grade.
:(7) When plans specify a vertical rock cut, but the material encountered is not stable, and is cut on a slope, then this volume is added.
:(8) Total of lines 5, 6, 7 and 8.
:(9) Roadway Class A quantity (Line 4 minus line 5).
:(10) Measured quantity of undergrading. May be computed in lieu of cross-sectioning.
:(11) When rock is shown on the plans and is not encountered, the slope continues and this volume is added.
:(12) Borrow excavation is computed from cross-sections or by other approved methods.
:(13) Class A Excavation added due to construction of inlet ditches or entrances, etc.
:(14) Total of lines 10, 11, 12, 13 and 14.
:(15) Line 6 plus line 11.
:(16) Refer to [[:category:239 Construction Inspection Guidelines for Final Plans#239.16 Overhaul|EPG 239.16 Overhaul]].
:(17) The total of the quantities documented by Documentation Record.
:(18) Total for the balance.

====239.14.1.1 Additional Class A Excavation====

If the engineer has authorized any Class A Excavation in addition to that included in the plan quantity cross-sections, it should be noted on the cross-sections. The computed additional quantity is listed as shown by lines 13 and 14, and added to the total. When compacting in cuts has been authorized and performed, the totals should be listed with the other balance quantities.

====239.14.1.2 Borrow areas====

[[127.22 Off-Site Borrow, Spoil, and Staging Areas|Borrow areas]] that are separated from the roadway should be computed on separate sheets, totaled, and the total carried directly to the balance tabulation.

====239.14.1.3 Measured Quantity Basis====

If any excavation quantities in a balance have been recomputed, a note should be placed on the cross-section sheets indicating why measurement was made. Following is a sample method listing quantities on the cross-sections when a balance is completely recomputed.

====<center>''Table 239.14.1.3 Balance Point Example when a Balance is Completely Recomputed''</center>====
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"
|+
!style="background:#BEBEBE" colspan="3"|Balance Point Station 249+25
|-
|(1)|| Class A Excavation ||2440 C.Y.
|-
|(2)|| Class A Undergrading ||221 C.Y.
|-
|(3)|| Class A Borrow ||360 C.Y.
|-
| - || - || -
|-
|(4)|| '''Total Class A Excavation'''|| '''3021 C.Y.'''
|-
| - || - || -
|-
|(5)|| Class C Excavation ||980 C.Y.*
|-
|(6)|| Class C Undergrading|| 62 C.Y.*
|-
| - || - || -
|-
|(8)||'''Total Class C Excavation'''|| '''1042 C.Y.'''
|-
| - || - || -
|-
|(9)|| Backfill ||290 C.Y.*
|-
|(10)|| Compacting in Cuts|| 235 C.Y.
|-
|(11)|| Compacting Embankments|| 1973 C.Y.
|-
|(12)|| Overhaul|| 1070 Sta. Yd
|}

===239.14.2 Final Cross-sections By Photogrammetric Methods===

When asked by the district, Construction Division will obtain approval for the photogrammetry section to furnish final cross-section data for rock cuts having a depth of rock in excess of 40 ft. It is not practical to use these methods for small or isolated cuts. After approval has been granted, it will be necessary that project personnel set markers on the ground for establishing the centerline and stationing on the aerial photographs.

Rectangular markers are to be painted, using traffic marker paint, at the edge of the pavement at 400-ft. intervals through the area to be cross-sectioned. Markers are to be continued approximately 500 ft. back and ahead of this area. A circle should be painted on the centerline of survey at the ends of each cut. If a series of cuts is involved, alternate the painted circle with a “V” marker or a “cross” so there is a centerline marker at 1000-ft. intervals. If the pavement has not been placed, strips of white flagging fastened to the ground with a large nail and roofing washer in each corner of the strip will be satisfactory.

The district should furnish Construction and Materials Division a sketch showing the type and location of all markers, distance from rectangular markers to center-line, and the distance between centerlines on dual pavements. A list of the cross-sections required should also be furnished. The assistance of the project survey party will be required by photogrammetry personnel to establish vertical control.

The resident engineer will be furnished with final cross-section notes for the list of sections submitted. Notes will not be furnished for roadbed portions of the cut. The shots for the roadbed and ditches, and one shot on each backslope are to be taken by conventional methods.

===239.14.3 Final Cross-sections By Geopak Method===

If cross-sections are created using Geopak it will not be required to send in the cross-sections as part of the final plans. Print and send in the volumes calculated by this method on an 8 1/2 x 11 sheet. If MoDOT or the contractor requests, print the actual sections for viewing. Instructions on how to do cross-sections using Geopak can be found on the MoDOT CADD intranet site.

==239.15 Computation Sheets==

Computations for unusual or irregular areas to be submitted for roadway items may be made on full-size plan sheets, cross-section paper or a MoDOT-approved computer program. When full-sized sheets are submitted, they are to be placed in numerical order according to the item numbers in the specifications. When not computed on full-size plan sheets, the sketches and calculations are to be done in a bound field book.

The sketches and the computations for irregularly shaped pavement, or similar items, should be shown on the same sheet. Complicated and lengthy formulas are to be avoided. Right angle offset distances from a base line may be used. The areas may be accurately plotted to scale and the area determined with a planimeter, if field measurements are used.

It is not necessary to recompute PCC pavement areas if a check of the original computations finds them to be correct. Only areas affected by revisions or errors in the quantities need to be plotted or computed.

If the Class 3 Excavation is not plan quantity, or if it has been shown on the original plans as an estimated quantity, appropriate notes should be placed on the recomputation sheet to explain why field measurement was made.

Rock fill, rock blanket, and revetment should be shown in the field book, and should include a sketch of the work involved, the actual computations, and a summary of quantities. Figure 239.15 also shows a method that may be used for computing the quantity of rock blanket.

[[image:239.15 Computing Rock Blanket.jpg|950px|thumb|<Center>'''Figure 239.15'''</center>]]

Measurements and computations for paved ditch and similar items should be made as required by the specifications, with the comment “Field Measurement” shown where appropriate.
Any changes in the pay quantity of processing should be shown, indicating that field measurement was made. Use sketches to show the areas or tabulate lengths of measurement.

Computations for sodding may be shown on these sheets if irregular areas are involved. If the measurements of sodding can be entered in a field book to show accurately the area sodded, it is satisfactory to compute the area of sodding in the field book. The quantity may then be shown on the appropriate 2B sheet. Computations for seeding, netting, glass fiber mat, fertilizing, mulching, and similar items may be made in this same manner.

==239.16 Overhaul==

If satisfactory and accurate overhaul measurement is to be made, the inspector must know exactly how the material was moved. As outlined in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=5 Sec 205], payment for overhaul is usually on plan quantity basis, or the quantity is increased or decreased on a ratio basis. When neither method is applicable, it is necessary to recompute the overhaul by the use of a mass diagram. The computation of overhaul is not difficult once the basic principle is understood. It is the determination of the average volume of excavation that must be hauled a distance from the center of mass of the area involving excess excavation to the center of mass of the area involving excess embankment. The sample diagrams below may be used as a guide. The free haul distance will be stated in the specifications. For illustration, a 2000-ft. free haul has been used in Figures 239.16.1 and 239.16.2 and quarter mile free haul has been used in Figure 239.16.3.

[[image:239.16.1 Mass Diagram.jpg|center|750px|thumb|<center>'''Figure 239.16.1'''</center>]]

Figure 239.16.1 shows a typical case of a balance containing rock excavation. It is some-times possible to draw separate mass diagrams for earth and for rock. This is perhaps the most accurate method of handling such balances. However, the rock formations often occur in intermittent seams making such procedure impractical. Therefore, the balance is usually handled as shown keeping in mind that the rock will actually swell and the earth shrink, but the combined factor may show a swell.

[[image:239.16.2 Mass Diagram.jpg|center|750px|thumb|<center>'''Figure 239.16.2'''</center>]]

Figure 239.16.2 indicates hauling from a distant borrow pit into a roadway balance. This method shows folding the stationing back, or forward, about the intersection of the dead haul route with the stationing of the borrow pit haul route or the roadway centerline. The dead haul introduces no complications but will show as a break in the mass diagram.

[[image:239.16.3 Mass Diagram.jpg|center|750px|thumb|<center>'''Figure 239.16.3, ¼ Mile Free Haul'''</center>]]

Figure 239.16.3 shows the computation of quarter mile overhaul when material is taken from one project to another and hauled both ways from the point of entry. The same type of diagram may be used when hauling from the middle of a balance, with dead haul to a waste area. The principles for quarter mile yard overhaul are the same as for station yard, except that the free haul for quarter mile yard overhaul is 2640 ft.

The scale used in plotting mass diagrams must necessarily vary. It is suggested that a scale be chosen which will permit one diagram and accompanying computations to be placed on a single sheet of cross-section paper. If the overhaul is extensive or involved, the computations may be placed on one sheet and the mass diagram on another.

==239.17 Final Plans For Highway Lighting==

Final plans for lighting projects and lighting plans included within a larger roadway project are basically the same. Final plans for lighting projects will consist of a title sheet, 2A sheets, 2B sheets, plan sheets and a standard drawings index. They may also include special sheets as needed.

Corrections or revisions are to be done in Microstation. The 2A sheets should be created using Microstation and show all quantities for which payments are to be allowed. The 2B sheets serve as a summary of quantities and any changes made during construction of the project should be shown by correcting the 2B sheets.

The plan sheets are especially important since they serve both as a record of the location of the various items and as circuit diagrams. These diagrams are vital to personnel who must maintain the project after it has been accepted. All construction changes should be shown on the plan sheet drawing in the same manner used for final plans on other type projects.

==239.18 Final Plans For Traffic Signals==

Final plans for traffic signal projects and signal plans included within a larger roadway project are basically the same. Final plans for traffic signal projects will consist of a title sheet, 2A sheets, 2B sheets, symbol sheet, layout or plan sheets, phasing and sequence sheet and standard drawings index and possibly special sheets.

Corrections or revisions are to be done in Microstation. The 2A sheets should be created using Microstation and show all quantities for which payment is to be allowed. The 2B sheets will serve as a summary of quantities and any changes made during construction of the project should be shown by correcting the 2B sheets.

The plan sheets are especially important since they serve both as a record of the location of the various units and as circuit diagrams. These diagrams are vital to personnel who must maintain the project after it has been accepted. All construction changes should be shown on the plan sheet drawings in the same manner used for final plans on other type projects.

==239.19 Final Plans For Highway Signing==

Final plans for signing projects and signing plans included within a larger roadway project are principally the same. Final plans for highway signing projects will consist of a title sheet, 2A sheets, 2B sheets, plan sheets, special sign detail sheets, truss detail if applicable, sign cross section sheets and standard drawings index if applicable.

Corrections or revisions are to be done in Microstation. The 2A sheets should be created using Microstation and show all quantities for which payments are to be allowed. The 2B sheets serve as a summary of quantities and any changes made during construction of the project should be shown by correcting the 2B sheets.

The plan sheets and the special sign detail sheets should show all construction changes and modifications in the same manner used on final plans for roadway projects.

==239.20 Final Plans For Miscellaneous Projects==

For projects such as resurfacing, bridge painting, bridge rail and guard rail modifications, lane widening etc., where all plans are bound with the contract, the final plans are prepared by using a copy of the location sketch, length of project tabulation, typical section sheets, plan sheets and standard plans index. Show project information on all individual sheets. The 2A sheet should be created in Microstation on a 8½ in. x 11 in. sheet of paper. One copy of each sheet is to be submitted through the district to the Division of Construction. These final plans should also be signed and sealed by a P.E.
[[image:239.20.2 pavement repair.jpg|right|450px|thumb|<center>'''Pavement repair'''</center>]]
===239.20.1 Plant Mix Bituminous Surface Leveling Course Projects===

As-built drawings and the summary of final quantities are not required for this type project.

===239.20.2 Pavement Repair Contracts===

As-built drawings and summary of final quantities are not required for this type of project. Details of measurements and locations must be kept to document payments made.

==239.21 Procedures For Checking Of Final Plans==

===239.21.1 Resident Engineer's Office===

At the resident engineer's office, all items are to be computed, tabulated, and checked by project personnel. All items should be checked to ensure proper rounding based on the Unit “pay to” limits provided in the [http://www.modot.mo.gov/business/contractor_resources/biditemslisting.htm Bid Items Listing for Highway Construction]. All quantities that involve transfer of field information from the original record to computation sheets or final plans, and the calculation of areas or volumes, shall be independently checked by at least one person in the project office, other than the individual making the initial calculations.

All items which are tabulated on the 2B sheets by location shall be independently cross-checked against the plan-profile sheets to determine that the listed [http://www.modot.mo.gov/business/contractor_resources/biditemslisting.htm pay items] agree.

Items which require authorization by written record shall be checked against the documentation records in the file to determine that proper authority exists for payment purposes. Refer to the Payment Documentation Manual. Items paid as a contract or line item adjustment will require documentation to be sent in with the final plans.

Adding machine tapes or excel spreadsheet for all ticket quantities are to be properly identified and attached to the tickets that they represent. All tapes must include the symbol at the start of each column to indicate the machine was previously cleared. If the tape or spreadsheet total matches the total from computer-generated tickets, then no additional checking is required.

All totals shall be compared with the total quantities shown on the final estimate for payment purposes. They shall also be checked against summary of quantities on the 2A sheets. Tabulation of scale ticket data will be submitted to the district office with final plans. The individual load tickets will be retained at the project office, but may be requested by the district at any time.

Both the final estimate and the last change order shall be compared with the contract and all previously approved change orders to assure that the correct final quantities are indicated on the final estimate and that all changes are properly authorized and explained.

Although the renumbering of original drawings is not required, the numbering of sheets and the organization of the final plans shall be checked to confirm that they are arranged in the proper order. Also make sure the contract ID and Federal ID is on all sheets.

Each step in the checking process shall have the check indicated by a righthanded black check mark on the right side of the number being checked. Computations and plan sheets must include an identification of who made them or transcribed the data and who checked them. The signatures on the 2A sheets reflect that the entire set of final plans has been checked by a resident engineer staff, and reviewed and accepted by the resident engineer.

At the completion of the checking process, the resident engineer shall visually review the plans for compliance with specified procedures and policies affecting payment. When the resident engineer is satisfied that the final plans are satisfactory, the resident engineer shall complete, sign and date the upper portion of Final Plans Certification form concerning the preparation and checking of the final plans. The resident engineer should retain one copy of the form and transmit two copies to the district office with the final plans.

A letter from the RE showing the breakdown and/or explanation for extensions or adjustments of time. Refer to [[:Category:108 Prosecution and Progress#108.7.1 Extensions or Adjustments of Time|EPG 108.7.1 Extensions or Adjustments of Time]].

The following is a list of items that should be included in final plans packages sent to the district office. Some items may not pertain to certain contracts.
[[image:239.21.1.jpg|right|350px|thumb|<center>'''A Sr. Construction Inspector, Sr. Construction Technician and a contractor employee check plans on an interstate project.'''</center>]]
:Final Estimate Item Detail
:Last Change Order
:2A Sheets
:2B Sheets
:Plan-profile Sheets (Bridge Sheets)
:Special Sheets
:Computation Sheets
:Field Notebook / List of Reported Quantities with Location
:Documentation for profile adjustments
:Documentation for superpave adjustments
:Invoices for partnering meetings
:Invoice for police enforcements
:Invoice and documentation of location for leftover materials
:Final plans certification

===239.21.2 District Office===

At the district office, checking is to be done on a random sampling basis intended to confirm that the preparation and checking of plans at the project level is meeting acceptable standards of neatness, arrangement and accuracy.

The extent that final plans require checking at the district office is not intended to be limited by the following instructions, but should in no case be less than that indicated herein.

For items that are computed, such as excavation, the district final plans and reports processor should visually review all data to detect any apparent errors in area or procedures. Approximately 5% of the data is selected at random and the computations checked. A check within the normal range of accuracy is to be accepted as an indication of the correctness of the computations. If appreciable errors are detected, the plans should be returned to the project office for review and correction.

For items such as base, asphaltic mixtures, etc. that are paid for on the basis of weight or volume and when all individual load tickets are submitted, the check is to be made by selecting at random not less than 5% of the tickets for each material, which are to be checked completely. The district will check all daily tickets submitted. If appreciable errors are detected, the plans should be returned to the project office for review and correction. Finally, the tabulation of quantities for each material shall be checked to determine if the final quantity allowed for payment is correct. These checks may be made by checking against the adding machine tapes or spreadsheet provided by the resident engineer.

Items such as PCC pavement, processing of base, etc. that are calculated on an area or linear basis will, in general, require checking only if there is a significant deviation from the original contract quantity.

For items authorized by documentation record, the files shall be checked to confirm that the district files contain copies of the necessary documentation records to confirm the quantities.

Approximately 5% of the various items tabulated on the 2B sheets by location shall be selected at random and cross-checked against the plan-profile sheets to verify that the listed pay quantities agree. Totals for each tabulation are to be checked.

All 2A sheet quantities shall be compared with 2B sheet totals, and any other applicable final quantities shown on other plan sheets, such as: lighting, signals, highway signing and bridge or documentation records.

All change orders shall be compared with the 2A sheet quantities.

All final payment estimate quantities will be compared with all change orders. If quantities were not updated by change order, they shall be compared with the contract.

Any plans in which errors are detected by this process shall be returned to the resident engineer for correction and complete review.

The items which the district final plans and reports processor actually checks in the specified process shall have this fact indicated by a left-handed red check mark on the left side of the number being checked. The presence of a red check mark shall indicate that the item has been checked for agreement with quantities and location shown on the next lower applicable document on the following list:

:Final Estimate Item Detail
:Last Change Order
:2A Sheets
:2B Sheets
:Plan-profile Sheets (Bridge Sheets)
:Special Sheets
:Computation Sheets
:Field Notebook / List of Final Quantities (Impromptu)

:Example: A check mark beside an excavation quantity on the 2B sheet indicates the quantity has been compared to the quantity shown on a plan-profile sheet, or a check mark on a change order indicates comparison to the 2A sheet.

When the checking process has been satisfactorily completed, the district final plans and reports processor shall complete and sign the center portion of Final Plans Certification form. One copy is to be retained by the district and one copy is to be transmitted to the Construction Division with the final plans.

The district checking shall always be indicated by red check marks even if someone other than the district final plans and reports processor performs the checking. Form C-FP1 must be signed by that person and accompanied by the assistant's title.

===239.21.3 Construction Division===

The final plans reviewer will confirm that final quantities are correct, all miscellaneous payments and deductions have been assessed according to the contract provisions, all required documentation has been completed and the as-built drawings have been prepared neatly, legibly and accurately.

The final estimate shall be compared with the change orders and the contract to assure that all quantities are correct.

The change orders are then compared with the final quantities.

Mathematical checks will be selectively performed as determined by the final plans reviewer. Specific items or projects may be selected at random for a thorough and detailed review. Additional documentation may be obtained in order to perform this comprehensive review.

The order record and documentation record files shall be checked to confirm that the division files contain the necessary documentation records and that all order records have been rescinded.

Upon completion of the review, the final plans reviewer shall complete and sign the lower portion of Final Plans Certification form. When a random check is made, the items checked shall be noted on the form. The completed form will be retained in the division file.

Any checks made by the final plans reviewer shall be indicated by a righthanded green check mark on the left side of the number being checked.

After the final cost of the project has been confirmed, the project finance allocation will be checked to see if sufficient funds are available for engineering and overruns.

In addition to reviewing the as-built plans, the final quantities and project documentation, the final plans reviewer is responsible for ensuring that provisions for final verification have been performed by others. These provisions necessarily vary by contract, but may include the following: DBE participation verification, certification of materials, settlement of claims by contractor and review of change order reasons by a field liaison engineer.
{| style="margin: 1em auto 1em auto"
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|[[image:239.21.3.1.jpg|610px]]||[[image:239.21.3.2.jpg|195px]]
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|align="center" colspan="2"|'''A set of final plans is a record as well as a graphic representation of a completed project'''
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